Apostila Bell 505 - Compressed

Table of Contents
01 General Information
Introduction ................................................................................................................................... 3
Product Description ...................................................................................................................... 30
Bell Commercial Publications...................................................................................................... 46
Scheduled/Unscheduled Maintenance ....................................................................................... 53
Export Classification C, ECCN EAR99
WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec 2751,
et. seq.) or the Export Administration Act of 1979, as amended, Title 50, U.S.C., App. 2401 et. seq. Violations of the export laws are subject
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Part 01 General Information
Revision Record
Rev No. Date Revision Details Revised by
1 4/05/2017 Audited Lesson (Auditor: Nick Girouard) O. Bernal

2 6/02/2017 W&B, Parking and Servicing updated. O. Bernal
3 9/10/2018 Updated Content and Graphics O. Bernal
4 10/29/2020 Arranged content per PM request. O. Bernal
BTA257 505_FMT_2020OCT29 1-2 © 2020 Bell Helicopter, a Textron Company

Export Classification C, ECCN EAR99 All Rights Reserved. For Training Purposes Only
Introduction
TYPE
TOPIC LEVEL CONTENTS
PRESENTATION
Introduction Introduces the course, course material, training

academy, and course syllabus to the student.
General description with illustrations of the

helicopter and its systems to include
accommodation, constructional features, power
plant installation, systems and operational
equipment.
Information on the technical publication required

to support the helicopter such as the Lists of
Applicable Publications, Publication Guide, the
coding system of technical publications,
instruction for handling and updating technical
publication.
A L/D

TYPE
PRESENTATION
Part 01 This lesson provides a brief overview of Bell

General Helicopters recommended time limits for
Information maintenance (both scheduled and unscheduled)
and overhaul of the helicopter, its systems and
sub-assemblies, and life of its parts.
ATA–05
Time Limits/
Maintenance
Checks
A L/D

TYPE
PRESENTATION
Instructor guided
N/A
Supervised;
The trainee will locate and identify component

A H/T restoration (overhaul) schedule, time limit
intervals, scheduled inspections, scheduled
component inspections, special inspections, and
conditional inspections applicable to the
helicopter
This lesson provides a brief overview on the

Part 02 charts, diagrams, and text which show the area,
Airframe Systems dimensions, stations, access doors /zoning of
ATA–06 the Bell 505 helicopter. Dimensions are shown
Dimensions/Areas A L/D in a three-view general configuration drawing.
(MTOM, etc.) Metric conversions are included. Station and
zonal locations of the Bell 505 helicopter are
identified and emphasis is given to station
locations as it pertains to maintenance use.
Instructor guided;
N/A
A H/T
Supervised;
The trainee will locate and identify the principal

dimensions for the helicopter.

TYPE
PRESENTATION
Part 03 This lesson provides a brief overview of all the

Handling and necessary procedures to lift the helicopter with
Servicing jacks or slings, and to recover it in any of the
conditions to which it may be subjected,
ATA – 07
A L/D including maintenance and repair. safety
Lifting and precautions related to recovering the helicopter
Shoring from conditions to which it may be subjected
(including emergency recovering) and how to
transport it are identified.
Instructor guided;
N/A
A H/T
Supervised;
The trainee will locate and identify the helicopter

lifting points.
This lesson provides the necessary information

Part 03
to properly level the Bell 505 helicopter for any
Handling and
Servicing of the various maintenance, overhaul or major
repairs which might become necessary during
ATA–08 A L/D the life of the aircraft. Discussed are
maintenance practices necessary to prepare the
Leveling/Weighing aircraft for weighing, and the location of ballast
weights. Safety and proper leveling procedures
are emphasized.
Instructor guided;
Given data, calculate the Empty Weight and the

CG of the helicopter
A H/T
Supervised;

level points.

TYPE
PRESENTATION
Part 03 This lesson provides a brief overview of those

Handling and instructions necessary to handle and taxi the
Servicing helicopter and safety precautions related to
ATA–09 towing and taxiing the helicopter. Illustrations
A L/D showing the location of attachment points,
Towing and turning radius etc. are included. Includes those
Taxiing maintenance procedures necessary to prepare
the helicopter for handling and taxiing.
Instructor guided;
N/A
A H/T
Supervised;
The trainee will locate and identify handling point

on the helicopter.
Part 03 This lesson provides the necessary information

Handling and to park, moor and/or store the helicopter in
Servicing conditions to which it may be subjected. It
ATA–10 includes the procedures, special tooling, and
Parking/Mooring, A L/D safety precautions related to parking, mooring
Storing and and storing and any related return to service
Return to Service requirements. Illustrations are to show, for
example, locations of mooring points and tie-
down procedures.
Instructor guided;
N/A
A H/T
Supervised;

mooring points.

TYPE
PRESENTATION
Part 03 This lesson identifies the general layout of

Handling and helicopter placards, labels etc. included in the
Servicing Illustrated Parts Catalog. The Maintenance
Manual is provided to show the approximate
ATA – 11 A L/D
location (i.e. FWD-UPPER-RH) and illustrate
Placards/Markings each placard, label, marking, etc. required for
safety information, maintenance significant
information or by government regulations.
Instructor guided;
N/A
A H/T
Supervised;
The trainee will locate and identify the placards

and markings applicable to the helicopter.
This lesson provides a brief overview of the

procedures for the replenishment and depletion
Part 03 of fluids for scheduled and unscheduled
Handling and servicing applicable to the helicopter. The
Servicing information is also identified in chart form.
Precautions to be observed in servicing a
ATA – 12 A L/D
particular system such as grounding and
Servicing prevention of fire hazards are clearly stated. A
diagram showing location of regular and
emergency servicing points is included. "No-
step" areas or walkways, with necessary
precautions, are also indicated.
Instructor guided;
N/A
A H/T
Supervised;
The trainee will locate and identify servicing

points

TYPE
PRESENTATION
Part 09 This lesson provides a detailed description of

Vibration/Noise how to monitor and diagnose vibration and noise
Analysis and levels in order to identify imbalance, damage or
Attenuation
misalignment in the helicopter’s dynamic
ATA – 18 components;
S L/D
Vibration and also includes a detailed description of the
Noise Analysis operation and troubleshooting procedures for
those components which provide a means of
(Blade tracking) passive attenuation. Includes items such as
LIVE mounts and Frahm dampers.
Instructor guided;
Collect and analysis vibration data as specified

in the maintenance manual.
S H/T
Supervised;
The trainee will demonstrate proficiency in use

of the maintenance manual (minor
troubleshooting) and determine probable cause
and corrective action for vibrations
Part 06 This lesson provides information of the

Environmental operation, distribution, and air supply (ram air)
Control system of the Bell 505 helicopter. Discussed are
ATA – 21A equipment items such as blowers, scoops,
A L/D
ducting, inlets, and control valves.
Air Supply

TYPE
PRESENTATION
Instructor guided;
N/A.
A H/T
Supervised;
The trainee will Locate and identify components

of the environmental control
This lesson provides a basic overview of those

units and components which permits the crew to
communicate with each other through their
headsets, to listen to communications and
Part 04 navigation radios, and to select radios for
Integrated reception and transmission also to communicate
Avionics System between the helicopter and ground stations such
ATA–23 W L/D as ATC or other aircraft. Includes speech
Communications communication components and audio
integration. Including the VHF communication
system, communication antennas and
transceiver, audio communication control panel,
copilot foot switch, trigger switch(s), and ICS
mode selector switch their location and purpose,
and minor troubleshooting.
Instructor guided;
N/A
W H/T
Supervised;
The trainee will locate and identify components

of the communications system

TYPE
PRESENTATION
This lesson a detailed description of those

electrical units and components which generate,
control and supply electrical power for other
Part 10 systems, including generators and relays,
Electrical Systems batteries as outlined in the Systems Description
S L/D Section of the Aircraft Maintenance
ATA – 24 Manual/Instructions for Continued
Electrical Power Airworthiness. Also identifies common electrical
items such as wiring, switches, connectors, etc.
their location and purpose, removal/installation,
servicing, and troubleshooting procedures
Instructor guided;
Perform electrical power system operational

checks as specified in the maintenance manual.
Describe procedures for replacement of
components unique to electrical power system.
Describe troubleshooting methods to help
detect, isolate, and correct an electrical power
S H/T system fault.
Supervised;
The trainee will perform the following; a battery

operation test, demonstrate proficiency in the
use of the Fault Isolation Manual and
troubleshoot the electrical power.
This lesson provides a detailed description and

Part 05
Crew and operation of those removable items of
Passenger equipment and furnishings contained in the crew
Compartment and passenger compartments. Includes items
S L/D
such as seats, consoles, equipment racks,
ATA – 25
carpets, pilot checklists, manuals, and sound
Equipment and
insulation their location and purpose, and
Furnishings
removal/installation.

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;
The trainee will remove/install the crew seat(s).

Part 05 operation of those fixed and portable units and
Fuel and components which detect and indicate fire and
Powerplant store and distribute fire extinguishing agent.
S L/D
Includes items such as fire detectors and fire
ATA – 26 Fire extinguisher their location and purpose, function
Protection test, removal/installation, servicing, and
troubleshooting procedures
Instructor guided;
Preform a fire detection operation test
Supervised;
S H/T
The trainee will locate and identify the fire
detectors and fire extinguisher; perform a
functional check of the fire detection system;
demonstrate proficiency in the use of the Fault
Isolation Manual and troubleshoot the fire
protection system

Part 05 operation of those units and components which
Fuel and store and deliver fuel to the engine. Including
Powerplant bladder type cell, venting system, drainage
S L/D
ATA – 28 provisions, filler necks and caps, plumbing,
pumps, valves, controls their location and
Fuel Systems purpose, removal/installation, servicing, and
troubleshooting procedures.

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;

of the fuel system and remove/install the access
cover plate.
Part 05 This lesson provides a detailed description and

Fuel and operation of that portion of the fuel system which
Powerplant is used to indicate the quantity and pressure of
ATA – 28A the fuel. Includes pressure/quantity warning
S L/D
systems within the tank, their location, purpose,
Fuel Systems - and function test.
Monitoring and
Indicating
Instructor guided;
Perform fuel indication system and annunciator

circuit functional checks as specified in the
maintenance manual
S H/T
Supervised;
The trainee will locate and identify the fuel level

probe and low-level sensor.

operation of those units and components which
Part 08 furnish hydraulic fluid under pressure (includes
Flight Control the pump, reservoir, lines, valves etc.) to a
System common point (manifold) for redistribution to
S L/D
ATA – 29 other defined systems. Includes items such as
the reservoir, relief valve, pump, filters,
Hydraulic Power couplings, and lines, their location and purpose,
removal/installation, servicing, and

TYPE
PRESENTATION
Instructor guided;
Perform hydraulic system functional checks as

specified in the maintenance manual
Supervised;
S H/T
The trainee will perform the procedures
necessary to do a DET of the pump driveshaft
assembly; using a hydraulic power unit, perform
an operational test of the main hydraulic system;
and demonstrate proficiency in the use of the
Fault Isolation Manual and troubleshoot the
hydraulic power
This lesson provides a detail description of those

Part 02 units and components which provide a means of
Airframe System preventing or disposing of formation of ice and
ATA-30 rain on various parts of the aircraft. Includes the
S L/D
inlet duct water drain and pitot heater, their
Ice and Rain location and purpose, removal/installation,
Protection servicing, operation test, and troubleshooting
procedures.
Instructor guided;
N/A
S H/T Supervised;

of the ice and rain protection and demonstrate
proficiency in the use of the Fault Isolation
Manual and troubleshoot the ice and rain
protection.

TYPE
PRESENTATION
This lesson provides a pictorial coverage of all

instruments, instrument panels and controls; a
detailed description of those systems which give
visual or aural warning of conditions in unrelated
Part 04 systems. Includes units which record, store or
Integrated compute data from unrelated systems and those
Avionics System units/systems that integrate indicating
ATA-31 S L/D instruments into a central display system and
instruments not related to any specific system.
Indicating and Includes items such as integrated instrument
Recording System systems, switches, circuit breakers, engine,
power and central warning indicators when
combined into a central display their location and
purpose, removal/installation, and
Instructor guided;
Perform indicating/recording system operational

checks and as specified in the maintenance
manual.
S H/T
Supervised;
The trainee will remove/install the primary flight

display (PFD) and perform operational tests on
the general computers, central warning, and
central display systems.

Part 02 operation of the landing gear which provides the
Airframe Systems major of support for the helicopter while on the
ATA – 32 S L/D ground. Includes items such as skid tubes,
crosstubes, and steps their location and
Landing Gear purpose, removal/installation, servicing, and
troubleshooting procedure.

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;

of the landing gear and perform the procedures
necessary to do a GVI of the landing gear.
This lesson provides a detailed description of

those units and components (electrically
Part 10 powered) which provide for external and internal
Electrical Systems illumination such as landing lights, taxi lights,
ATA – 33 S L/D position lights, anti-collision lights, warning
lights, and cabin lights. Includes light fixtures,
Lights switches and wiring their location and purpose,
removal/installation, and troubleshooting
procedures.
Instructor guided;
Perform lighting system operational checks as

specified in the maintenance manual.
S H/T
Supervised;

of the lights system.
This lesson provides a basic overview of those

Part 04 units and components which provide helicopter
Integrated flight and navigational information for the pilot.
Avionics System Includes NAV/VOR/GS, ADF, and transponder
W L/D
system. Includes such items as navigation
ATA – 34 antennas, indicators, transceiver, and
Navigation transponder their location and purpose, and
minor troubleshooting;

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;

of the navigation systems.
This lesson provides a detailed description on

Part 04 the operation of the Garmin G1000H and those
Integrated units which display data, and components used
Avionics System to acquire data for integration and processing.
ATA – 46 Includes such item as interfaces, central
W L/D
processing units, and data bus controls. The
Systems student is taught to navigate the display pages
Integration and using the Multifunction Display (MFD) and
Display Primary Function Display (PFD) to check for
exceedances recorded in the system.
Instructor guided;
Perform the steps necessary to put the G1000H

integrated avionics system in configuration
mode
S H/T
Supervised;
N/A

TYPE
PRESENTATION

operation of the helicopter structural units and
associated components and members which
make up the compartments for equipment,
passengers, crew, and cargo. Includes skins,
Part 02 belt frames, stringers, floor beams, floors,
Airframe Systems scuppers, tail cone, attach/attached fittings their
location and purpose, and troubleshooting
ATA – 53 procedures.
S L/D
Airframe Structure
Fuselage
(Helicopter) Includes passenger and crew doors, baggage
compartment door, access doors, also those
windows installed in doors, fuselage and crew
compartment windows and canopies and
structure of the stabilizers, and strakes their
location, purpose and removal/installation.
Instructor guided;
Examine the fuselage and demonstrate the use

and interpret the structural repair manual, to find
appropriate processes and techniques, and
possible repair procedures that may be
applicable to the helicopter.
S H/T
Supervised;
The trainee will locate and identify the doors, the

major assemblies of the fuselage, the horizontal
and vertical stabilizer, and the windows.

TYPE
PRESENTATION
This lesson provides a detailed description of the

rotor head assembly and rotor blades, including
their component location and purpose, servicing,
Part 06 removal/installation, and troubleshooting
Main Rotor and procedures.
Main Rotor Drive
Systems
S L/D
ATA – 62 Includes a detailed description and operation of
the swashplate assembly. Also includes
Main Rotor swashplate drive assembly, and main rotor pitch
change links their location and purpose,
servicing, removal/installation, and
Instructor guided;
Perform main rotor system operational checks

as specified in the maintenance manual.
Perform swashplate friction adjustments as
specified in the maintenance manual.
S H/T
Supervised;

necessary to remove/Install the main rotor hub
assembly and static balance the main rotor.

Main Rotor and operation of that portion of the rotor system
Main Rotor Drive which indicates operation or activation of rotor
Systems
systems. Includes items such as lights,
ATA – 62A S L/D switches, wiring their location and purpose,
Main Rotor- procedures.
Monitoring and
Indicating

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;
The trainee will locate and identify the NR

sensor and remove/install NR sensor.
This lesson provides a detailed description of all

Part 06
Main Rotor and the components transmitting power to the rotors:
Main Rotor Drive engine to transmission driveshaft, freewheel
Systems assembly, and transmission and mast assembly,
S L/D
their components, systems and securing
ATA – 63 elements their location and purpose, servicing,
Main Rotor Drive
procedures;
Instructor guided;
Perform main rotor drive system

removal/installation as specified in the
maintenance manual.
S H/T
Supervised;

of the main rotor drive

Main Rotor and operation of main rotor drive indicating system.
Main Rotor Drive Includes items such as lights, switches, wiring
Systems
their location and purpose, removal/installation,
ATA – 63A S L/D and troubleshooting procedures
Main Rotor Drive-

Monitoring and
Indicating

TYPE
PRESENTATION
Instructor guided;
Perform main rotor drive indicating system

operational checks as specified in the
maintenance manual.
S H/T
Supervised;
The trainee will perform transmission indicating

function test and demonstrate proficiency in the
troubleshoot the transmission and freewheel
indicating system.

Tail Rotor and Tail operation of tail blade assemblies, tail rotor hub,
Rotor Drive pitch control links and associated components
Systems
their location and purpose, servicing,
ATA – 64 S L/D removal/installation, and troubleshooting
procedures.
Tail Rotor
Instructor guided;
perform tail rotor dimensional checks and

adjustments as specified in the maintenance
manual.
S H/T
Supervised;
The trainee will Perform the procedures

necessary to static balance the tail rotor

TYPE
PRESENTATION

Tail Rotor and Tail operation of all the components transmitting
Rotor Drive power to the tail rotor: drive shafts, bearings,
Systems
S L/D flexible couplings, and tail gearboxes their
Tail Rotor Drive location and purpose, servicing,
procedures.
Instructor guided;
Perform tail rotor drive system functional checks

S H/T
Supervised;
Locate and identify components of the tail rotor

drive

Tail Rotor and Tail operation of that portion of the tail rotor drive
Rotor Drive system which indicates operation or activation of
Systems
the tail rotor drive system. Includes items such
Tail Rotor Drive- S L/D as lights, gauges, switches, wiring their location
and purpose, servicing, removal/installation, and
Monitoring and troubleshooting procedures.
Indicating
Instructor guided;
Perform tail rotor drive indicating system

functional checks as specified in the
maintenance manual.
S H/T
Supervised;
The trainee will locate and identify the tail rotor

gearbox chip detector and perform tail rotor drive
indicating function test.

TYPE
PRESENTATION
This lesson provides a detailed description of the

flight control system which provides means of
Part 08 manually controlling the flight attitude of the
Flight Control helicopter. Includes items such as control
Systems linkage for collective pitch, cyclic pitch,
directional control, and corresponding system.
ATA – 67
S L/D
Rotor Flight
Controls This includes the complete rigging of rotor
controls including the associated items not
described under this lesson, such as auto-pilot,
servo-control unit, blade pitch change rods, and
swash plate.
Instructor guided;
Perform flight control rigging and friction checks

S H/T
Supervised;

necessary to adjust the rotor flight controls
rigging.

TYPE
PRESENTATION
This lesson provides the following;
a detailed description of the cowls and fairings.

Includes the functioning and maintenance
aspects of the cowls, cowling supports and
attach and locking mechanisms their location
and purpose, and removal/installation;
a detailed description and operation of the

engine mounts. Includes items bipod-type
mounts and one sway-bar their location and
Part 05 purpose, and removal/installation;
Fuel and Power
Plant
ATA – 71 a detailed description of the fire seals mounted

S L/D on or about the power package for the purpose
Power Plant of isolating areas subject to fire their location,
System servicing, and removal/installation;
a detailed description and operation of the air

intakes. Includes the engine air inlet cowlings
and engine inlet screen assembly and particle
separator assembly. Their location and purpose,
removal/installation, servicing and
troubleshooting;
a detailed description and operation of the

engine drains. Includes drain lines, vents and
supporting brackets their location and purpose,
servicing, removal/installation, and

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;

necessary to do a GVI of the power plant.
Part 05 This lesson provides a detailed description of the

Fuel and Power ignition system. Includes switches, harnesses,
Plant plugs, ignition relays, and exciters their location
ATA – 74 and purpose, servicing, removal/installation, and
S L/D troubleshooting procedures
Engine Ignition
System
Instructor guided;
N/A
S H/T
Supervised;
The trainee will locate and identify the ignition

relays.
Part 05 This lesson provides a detailed description of the

Fuel and Power external units and components of the engine air
Plant systems. Includes the air intake foreign object
ATA – 75 removal and indicating
S L/D
Engine Air System

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;

of the air system and remove/install the inlet
barrier filter (IBF) assembly.
This lesson provides a detailed description of

Part 05
those controls which govern operation of the
Fuel and Power
Plant engine power for all phases of engine operation,
from startup to shut-down through all flight
ATA – 76 S L/D regimes. Includes items such as control units,
switches, relays, engine mounted sensors, and
Engine Controls connectors their location and purpose, servicing,
procedures.
Instructor guided;
Perform the procedures necessary to load the

data of the power control if the ECU was
replaced.
S H/T
Supervised;
The trainee will demonstrate proficiency in the

troubleshoot the engine power controls.

Fuel and Power operation of the engine exhaust system.
Plant Includes the collector/nozzle its location and
ATA – 78 purpose, servicing, and removal/installation.
S L/D
Engine Exhaust

TYPE
PRESENTATION
Instructor guided;
N/A
S H/T
Supervised;
The trainee will locate and identify the engine

exhaust collector/nozzle.
Part 05 This lesson a detailed description of the engine

Fuel and Power oil system. Covers all units and components
Plant from the lubricating oil engine outlet to the inlet,
including the inlet and outlet fittings, tank, oil
ATA – 79 S L/D
cooler, oil lines, bypass valve and oil indicating
Engine Oil System their location and purpose, servicing,
procedures.
Instructor guided;
N/A
S H/T Supervised;

of the engine oil system and perform the
procedures necessary to do a GVI of the oil
cooler assembly.
Includes remediation for students after grading

Examination C/B
to ensure clarification.

Acronyms
Acronym Definition EPSU Electric Power Supply Unit
ADS-B Automatic Dependent ESDS Electrostatic Sensitive Discharge

Surveillance
FS Full Scale
AD/AHRS Air Data/Attitude and Heading
Reference System FWD Forward
ACU Auxiliary Control Unit GEA Engine Airframe Processor
ARINC Aeronautical Radio Inc. Acronym Definition
AUTO Automatic GIA Integrated Avionics Unit
BIT Built in Test GND Ground
BL Buttock Line GPS Global Positioning System
CAS Crew Alerting System GSE Ground Support Equipment
CBP Circuit Breaker Panel HIST History
CCDL Cross Coupled Data Link HMU Hydromechanical Unit
COM Communication HSDB High Speed Data Bus
CPT Collective Pitch Transducer HSI Horizontal Situation Indicator
CPU Central Processing Unit HRFM Hydraulic Reservoir Filter Module
CRC Cyclic Redundancy Check HTAWS Helicopter Terrain Awareness

Warning System
DC Direct Current
I/O Input/ Output
DME Distance measuring equipment
IAS Integrated Avionics System
DU Display Unit
ICS Intercommunication System
ECU Engine Control Unit
IGN Ignition
EICAS Engine Instrumentation and Crew
Alerting System ILS Instrument Landing System

KIAS Knots indicated airspeed S/W Software
LCD Liquid Crystal Display STA Station
LED Light-Emitting Diode TCAD Traffic Collision Avoidance Device
LRU Line Replaceable Unit TSO Time Since Overhaul
MAN Manual UART Universal Asynchronous Receiver

Transmitter
MCP Miscellaneous Control Panel
UTC Universal Time Coordinated
MFD Multifunction Display
VAC Volts Alternating Current
MGT Measured Gas Temperature
VDC Volts Direct Current
MKR BCN Marker Beacon
VFR Visual Flight Rules (Aviation)
NAV Navigation
Acronym Definition
Acronym Definition
VHF Very High Frequency
Ng/N1 Gas Generator RPM
VNE Velocity Not to Exceed
Np/N2 Power Turbine RPM
VOR VHF Omni-Range
Nr Rotor RPM
VOX Voice Activated Transmission
NVIS Night Vision Imaging System
WAAS Wide Area Augmentation System
NVM Non-Volatile Memory
WOG Weight-On-Gear
OAT Outside Air Temperature
WPT Waypoint
OSS Operating System Software
XOP Transmission Oil Pressure
PBA Push Button Annunciator
XOT Transmission Oil Temperature
PFD Primary Flight Display
XMSN Transmission
PSI Power Situation Indicator
Q Engine Torque
RAD ALT Radar Altitude
RAM Random Access Memory
RFM Rotorcraft Flight Manual
ROM Read Only Memory
RPM Revolutions Per Minute
SD CARD Secure Data Card

Product Description
The Bell 505 Jet Ranger X is a single engine, 5-place helicopter designed to take off and land on
prepared and unprepared surfaces. Standard configuration provides for one pilot and 4 passengers
and incorporates a full flat floor design to maximize configurability with large cabin doors for loading of
passengers and cargo.
The windscreens provide superb crew visibility providing maximum situational awareness while the fully
integrated Garmin® G1000H flight deck with twin 10.4-inch LCD (Liquid Crystal Display) screens aid in
reducing pilot workloads.
A SAFRAN® Arrius 2R Turboshaft engine is installed in the Bell 505 and features a dual channel Full
Authority Digital Electronic Control (FADEC) providing improved fuel efficiency, start-up protection, and
full integration with the aircraft avionics system.
The helicopter may be flown day or night, VFR conditions only, and in non-icing conditions.

Airframe
The airframe consists of four sections, the forward fuselage, mid fuselage, aft fuselage, and the
tailboom section.
Cowlings and fairings enclose the various roof and tailboom mounted assemblies and are easily
removed for inspection and maintenance access. Access doors and inspection windows allow for
preflight and inspections.
The skid type landing gear permits operation from prepared or unprepared ground surfaces. Fittings
are installed on the skid gear to quickly install wheels for ground handling operations.
The underslung elevator on the tailboom is stationary and maintains a near level fuselage trim
throughout the full airspeed range. The leading-edge slats improve pitch stability during climbs.
The vertical fin sweeps back, both above and below the end of the tailboom, on the right side and
provides directional (yaw) stability.
A spring steel tail skid and bumper are attached to the lower portion of the vertical fin. It is designed to
absorb shock and reduce excessive nose down pitching during hard tail low landing.

Interior
The interior includes an open cabin with energy absorbing seats and a flat floor. The cabin has a volume
of 138.3 cubic feet (3.92 m3). The baggage compartment provides storage space across the width of
the fuselage and has a volume of 18 cubic feet (0.51 m3).

Crew Compartment
The crew compartment provides for a one or two pilot operation, with the pilot station located on the
right side. An instrument panel is mounted on a central pedestal forward of the pilot and copilot seats.
One unit is configured as a PFD (Primary Flight Display) and the other as a MFD (Multifunction Display).
Each display consists of a 10.4-inch color LCD with 1024 x 768-pixel resolution. The unit installed on
the right/pilot side is designated as the PFD, and the one installed on the left/copilot side is designated
as the MFD.

Fuel System
Fuel is stored in a crash resistant, single bladder type cell with a maximum capacity of 86.1 U.S. gallons
(325.9 L) and a usable capacity of 84.85 U.S. gallons (321.1 L) of which 1.25 U.S. gallons (4.7 L) is
unusable and 0.5 U.S. gallons (1.89 L) is trapped fuel.
The gravity filler port is installed on the left-hand side of the fuselage with a filler cap that closes the
filler port. The filler cap prevents the stored fuel from escaping and permits easy refueling.
The drain port is a quick disconnect type that allows connection of a suction device to retrieve fuel
samples to examination for the presence of contaminants, and to remove remaining fuel when the
storage system has been defueled. The drain port is located on the expansion space next to the filler
port.

Powerplant
The SAFRAN® Arrius 2R Turboshaft engine provides power by transforming the energy contained in
the air and fuel into a mechanical power on a shaft.
The engine is a modular design consisting of a free-turbine turboshaft with an integral reduction gearbox
module and front power drive.
Uninstalled thermodynamic rating (Type Certificate):
Max Continuous SHP………...460 SHP (343 kW)
Takeoff Power………………...505.56 SHP (377kW) @ 100% N2
Output …………………………5610 RPM @ 100% N2
General engine data:
Dry Mass……………….……...260 Lbs. (118 kg)
Height = 39.5 inches (1015 mm)
Width = 20.4 inches (518 mm)
Length = 39.6 inches (1015 mm)

Drive Systems
Mast and Transmission Assembly
The mast and transmission assembly transmits shaft power from the main driveshaft to the main rotor
and to the accessories, reduces drive speeds, and absorbs loads during operation. The transmission
reduces the engine RPM to the main rotor by means of a two-stage gear reduction of 15.23 to 1 (5834
to 383 RPM).
Main Driveshaft
The main driveshaft is a KAflex® driveshaft installed between the freewheeling unit and the main
transmission and accommodates for annular misalignment and length changes between the
transmission and freewheeling unit.
Freewheeling Unit
The freewheeling unit is mounted in the accessory gearbox and transmits engine power from the tail
rotor output adapter to the tail rotor driveshafts and tail rotor hub and blade assembly. Incorporated in
the freewheeling unit is a sprag clutch that allows the main rotor, transmission, and tail rotor drive
system to operate independently of the engine in the event of an engine failure.

Anti-torque System
The anti-torque system is made up of the tail rotor driveshafts, tail rotor gearbox and tail rotor hub and
blade assembly.
Tail Rotor Driveshafts
The tail rotor driveshafts are composed of the forward driveshaft, fan shaft assembly, aft driveshaft,
and tail rotor driveshaft segments. Steel laminated flexible couplings requiring no lubrication are used
to connect the shaft segments and tail rotor gearbox.
Tail Rotor Gearbox
The tail rotor gearbox is installed on a support at the end of the tailboom. It drives the tail rotor and
changes the angle of drive 90 degrees with a speed reduction of 2.35 to 1.0 (5834 to 2482 RPM). It is
a self-lubricated unit with a chip detector and an oil level sight gauge.

Main Rotor Hub and Blades
The main rotor is the primary aerodynamic lift, thrust, and control device for the helicopter. It is a two
bladed, semi rigid, pre-coned, teetering type head that is underslung to increase stability and provide
smooth control response in all modes of flight. It has a diameter of 37 feet and rotates at 383 RPM at
104% N2.
The blades are of all metal construction with an aluminum honeycomb core, aluminum skin and tip cap.
All structural components are joined by metal to metal bonding. The blades are mounted in the main
rotor hub with one blade bolt through each grip.
When the main rotor hub turns, the interaction of the rotor blades with the relative airflow causes a
lifting force which is transferred from the rotor blades to the main rotor hub. By varying the pitch of the
blades cyclically as they rotate, the resultant lifting force vector is tilted from the vertical to moving the
helicopter in the direction of the resulting force.
The high rotational energy associated with the system allows for safe auto-rotational landings in case
of an engine failure.

Tail Rotor Hub and Blades
The tail rotor hub and blades are 5.42 feet in diameter. The hub and blade assembly is mounted on the
ninety-degree gearbox output shaft to provide lateral thrust to compensate for the torque of the main
rotor that is applied to the helicopter. It is also used to control the movement of the helicopter around
the vertical axis.

Flight Controls
The flight controls consist of the cyclic, collective, and yaw (directional control) systems. An optional kit
is available for co-pilot controls. The cyclic and collective controls have hydraulic servo actuators to
reduce the pilot workload.
The rotating controls consist of a swashplate and support assembly, two pitch link assemblies, and a
drive assembly.

Hydraulics
The hydraulic system is a single boost system that provides hydraulic power assist that considerably
reduces the force required to operate the collective and cyclic flight controls. The anti-torque flight
controls are not hydraulic powered.
The hydraulic system provides pressurized fluid from the hydraulic pump which is driven by the main
transmission to operate the cyclic and collective flight control servo actuators. The hydraulic system
switch located on the miscellaneous control panel electrically controls operation of the system.

Electrical Power System
The electrical power generation and distribution system consists of a 28V Direct Current (DC) 165
ampere combination Starter-Generator and a 25.5 VDC Lithium Ion 17 ampere-hour battery, Electrical
Power System Unit (EPSU), and Circuit Breaker Panel (CBP). The power system is a 28 VDC single bus,
negative ground system.
External power may be supplied to the rotorcraft by means of a receptacle located on the lower right
aft section of the helicopter. External power can be used for engine starting and ground servicing of the
electrical system.

General Data Table

Engine
Model Arrius 2R
Manufacturer SAFRAN
Torque / Horsepower
Maximum continuous power 90% Torque
Takeoff power (5-minute limit) 100% Torque
Maximum transient, 5 seconds 105% Torque
Airspeed Limitations (Indicated)
Maximum airspeed VNE 135 KIAS
Maximum airspeed for Autorotation 100 KIAS or VNE
Maximum airspeed when operating in take-off power range. 80 KIAS or VNE
Maximum airspeed with doors off (any combination removed) 100 KIAS
Recommended Airspeeds (Indicated)
Minimum rate of descent (autorotation) 50 KIAS
Maximum glide distance (autorotation) 70 KIAS
Recommended speed to increase flare efficiency (autorotation) 60 KIAS
Hydraulic failure 50 - 80 KIAS

General Data Table

Altitude
20,000 HD Feet or 20,000 HP Feet

Maximum operating altitude
(whichever is lower)
Weights
Minimum gross weight for flight (1013 kg) 2,234 Pounds
Maximum gross weight (internal) (basic aircraft) (1669 kg) 3,680 Pounds
Fuels
Usable capacity 84.85 US gallons (321.19 liters)
ASTM type Jet B (JP-4) Below -29° C ( -20.2° F)
ASTM type Jet A or A-1 (JP-5/8) Above -29° C (-20.2° F)
Approved Lubricants
Engine oils must conform to MIL-PRF-7808, MIL-PRF-23699. Transmission and tail rotor gearbox oils
must conform to MIL-PRF-7808 or DOD-PRF-85734. Hydraulic fluid must conform to MIL-PRF-87257.
Component Capacities
Engine Oil 3.0 US quarts (2.8 liters)
Transmission 5 US quarts (4.7 liters)
Tail Rotor Gearbox 0.38 US pint (180 cc)
Hydraulic (System & Reservoir) 0.66 US quarts (0.62 liters)

General Data Table

Airframe
Overall Length 42 ft. 4.3 in.
Overall Height 10 ft. 0.5 in.
Main Rotor
Number of Blades 2
Diameter 37 ft.
Chord 13 in.
Twist -11°
Engine to Main Rotor Gear Ratio 15.23 to 1
RPM at 104% 383
Tail Rotor
Number of Blades 2
Diameter 65 in.
Chord 5.27 in.
Engine to Tail Rotor Gear Ratio 2.35 to 1
RPM at 104% 2482
Cargo Area Volume
Cabin 138.3 cubic ft.
Baggage Compartment 18 cubic ft.

Bell Commercial Publications
Bell Helicopter Textron, Inc. (BHTI) commercial model manuals have certain requirements that
determine content and format. Some Flight Manual data is required by regulations of the Federal
Aviation Administration and Transport Canada. The Maintenance Manuals are formatted by the
S1000D Standard to meet international standards. The Standard Numbering System (SNS) is like the
ATA (American Transport Association of America) specifications with some system titles being different
from the ATA. Some deviations to the specification are made to better adapt the publications to
helicopter maintenance.
The instructions set forth in the Flight and Maintenance publications, as supplemented or modified by
Alert Service Bulletins and other directions issued by BHTI and Airworthiness Directives issued by the
applicable regulatory agencies, must be strictly followed.
Before attempting any procedures not described in the BHTI publications or allied publications, contact
Bell Helicopter Textron, Inc. Product Support Department.
Technical Manuals
The Technical Manuals consists of chapters containing the necessary data to provide helicopter
operators with field maintenance procedures, airworthiness limitations, inspections, and general
information about the aircraft and systems.
The breakdown of the helicopter into systems within the maintenance manuals is done under the
S1000D specification and is written in "Simplified English" and obeys the instructions given in document
(ASD-STE100, Issue 6, January 2013). The European Association of Aerospace Industries (ASD)
prepared these documents. The listing of technical manuals includes the following:
Maintenance Planning Information (MPI)
Provides information for mandatory replacement times, overhaul schedules, time limit intervals and
requirements for scheduled inspections, special, and conditional inspections applicable to the Model
505 helicopter.
Maintenance Manual (MM) and Maintenance Manual Supplements (MMS)
Provides the data necessary to ensure the continued airworthiness of the helicopter, engine, rotors,
and all components that are part of the helicopters type certification. The supplement provides
information for kits used on the 505.
Fault Isolation Manual (FIM) and Fault Isolation Manual Supplements (FIMS)
Contains troubleshooting methods to help detect, isolate, and correct a component and /or system fault
on the aircraft. The FIMS provides the same information for supplemental kits.
Wiring Diagram Manual (WDM) and Wiring Diagram Manual Supplements (WDMS)
Wiring Diagram Manual contains information and wiring diagrams for the electrical and avionics
systems of the model 505 helicopter. The WDMS provides the same information of supplemental
electrical and avionics kits.

Flight Manual (FM), Flight Manual Supplements (FMS) and Manufacturer's Data (MD)
Provides data necessary to operate the 505 in a safe and efficient manner, and contains General
Information, Limitations, Normal Procedures, Emergency Procedures, Performance, Weight and
Balance and Optional Equipment. It also provides weight and balance data needed for flight planning
purposes.
The Flight Manual Supplement provides applicable operating procedures of various Bell Helicopter
approved kits and customizing installations. Only those supplements which are associated with kits or
customizing that are installed on the specific helicopter need to be part of its Flight Manual.
In addition, some Flight Manuals and Supplements include a Manufacturer's Data (MD) section,
containing Systems Description, Handling and Servicing, Conversion Tables and Expanded
Performance information.
Standard Practices Manual (SPM)
Contains maintenance information and procedures common to all Bell aircraft. Typical information
includes standard torque charts and application procedures, corrosion control, painting, cleaning, non-
destructive inspection, bonding, miscellaneous practices, bearing, sleeve and bushing inspection and
replacement, storage, use of solvents, and consumable materials.
Electrical Standard Practices Manual (ELEC-SPM)
Contains information and procedures that are common to primary electrical installations in all Bell
helicopters. In addition to providing data concerning safety and hazards, information necessary to
locate, repair, and replace wiring, cables, or components to maintain the manufacturers standards of
performance and quality is provided. This manual is not intended for use as a design document.
Structural Repair Manual (ALL-SRM)
Contains generic information, processes, techniques, technical data, and typical approved repair
procedures for both the metallic and fiber reinforced composite components used on Bell Helicopter
Textron commercial products. Owners/operators can refer to this manual to find recommended
processes and techniques, and possible repair procedures that may be applicable when all the
restrictions are met.
It provides various repair procedures on the airframe and tailboom assembly. The procedures
contained in the Structural Repair Manual are approved by the Federal Aviation Administration.
Illustrated Parts Catalog (IPC)
Contains information that identifies all detail parts, components, and assemblies which comprise and
are required for the support of the helicopter. The IPC is not intended to provide information regarding
maintenance, repair, or restoration of parts other than identification, issuance, or requisition of these
parts. Therefore, the IPC should always be used as a supplement to the Maintenance Manual (MM).
SAFRAN Maintenance Manual Troubleshooting (MMTS)
Contains information for troubleshooting the ARRIUS 2R engine. It is devoted to engine maintenance
personnel to assist them in troubleshooting following a possible failure. The non-exhaustive lists for
troubleshooting are drawn up and completed as experience is gained along the engine life.

G1000H Integrated Flight Deck Pilot’s Guide
Provides an overview of the G1000H Integrated Flight Deck installed in the Bell 505 Jet Ranger X.
Component Maintenance Manual
The Component Maintenance Manual provides the data that is required to do the overhaul of the Model
505 helicopter. The CMM manual should be used in conjunction with the two other helicopter
publications: The Illustrated Parts Breakdown (IPB) and the Maintenance Manual (MM).
Alert Service Bulletin (ASB)
This document is approved by the BHTI Safety Board and is used to notify operators of matters that
affect safety of flight. An Alert Service Bulletin will be issued to notify operators of any decrease in time
between Inspection, Component Overhaul, and component Time in Service. Compliance with all Alert
Service Bulletins is considered mandatory by BHTI.
Technical Bulletin (TB)
This document is used to provide operators with information of a technical nature that does not affect
safety of flight. Examples of subjects covered in a TB are modifications to improve economy or facilitate
maintenance, substitution of interchangeable parts, increase in time between inspection and/or
overhaul and increase of service and/or retirement time of components.
Temporary Revisions (TR)
Temporary Revisions are issued only when necessary and typically provide specific information due to
differing helicopter configurations of a temporary nature or as a method to correct or modify existing
content. When necessary, applicable documentation will be updated as required and Temporary
Revisions cancelled as soon as possible.
Operations Safety Notice (OSN)
This notice is approved by the BHTI Safety Board and notifies operators of safety/potential safety
conditions that have come to the attention of BHTI. Normally, technical compliance information will not
be published in an OSN. Alert service Bulletins and/or Technical Bulletins are used for this purpose.
Information Letter (IL)
This publication is used to provide information not covered in other publications and is divided into two
major areas:
GENERAL: NOT HELICOPTER MODEL SPECIFIC

SPECIFIC: HELICOPTER MODEL SPECIFIC
Service Instructions (SI)
Service Instructions cover BHTI kits installed on the helicopter. Kits are components or systems that
are not part of the basic helicopter. The Service Instruction will contain the necessary information to
operate and maintain the kit as installed on the helicopter.

Data Module Code (DMC)

All the data are included in data modules. A code identifies each data module.
The Data Module Code (DMC) structure is:
505 A 29-10-01 00A 520A A
Model identification code (505) - The model identification code is 505.
System difference code (A) - The system difference code is a letter (letters I and 0 are not
used). The letter identifies two or more sub-systems that can be installed as alternative items because
they do the same function.
Standard numbering system (29-10-01) code - The SNS code includes three pairs of digits
which show:
• The system (example: System 29 is Hydraulic Power).
NOTE
When the sub-subsystem code is zero, the two digits show all the sub-system.
• The sub-system and sub-subsystem (example: 10 is Main Hydraulic).

• The component (example: 01 is Hydraulic Reservoir Filter Module).
Index of systems
System Title MPI MM FIM WDM IPC FM
MMS FIMS WDMS IPCS FMS
00 Product - General X X X X X X
04 Airworthiness limitations X
05 Scheduled/unscheduled maintenance X
06 Dimensions and areas X
07 Lifting, shoring, recovering and transporting X
08 Leveling and weighing X
09 Handling and maneuvering X

Index of systems
10 Parking, mooring, storing and return to service X
11 Placards and markings X
12 Servicing X
15 Crew information X
18 Vibration and noise analysis and attenuation X
21 Environmental control X X X X
23 Communications X X X X
24 Electrical power X X X X
25 Equipment/Furnishings X X X X
26 Fire protection X X X X
28 Fuel X X X X
29 Hydraulic power X X X X
30 Ice and rain protection X X X X
31 Indicating/recording systems X X X X
32 Landing gear X X X X
33 Lights X X X X
34 Navigation X X X X
52 Doors X X X X
53 Fuselage X X X X
55 Stabilizers X X X X
56 Windows X X X X
62 Main rotor X X X X

Index of systems
63 Main rotor drive X X X X
64 Tail rotor X X X X
65 Tail rotor drive X X X X
67 Rotor flight controls X X X X
71 Power plant X X X X
74 Ignition X X X X
75 Air X X X X
76 Engine controls X X X X
78 Exhaust X X X X
79 Oil X X X X
91 Wiring data X X
Disassembly code and disassembly code variant (00A)

Disassembly code (00) - The disassembly code is a two-digit code.
The disassembly code shows the breakdown of a component, as follows:
• 00 - Data module for the helicopter, system, sub-system or component.

• 01 - Data module for the first assembly that you remove from the component.
• 02 - Data module for the second assembly that you remove from the component.
Code 03 and the subsequent codes refer to the third, fourth, etc. assembly that you remove from the
component.
The disassembly code also identifies the data modules in sequence.
Disassembly code variant (A) - The disassembly code variant is a letter which identifies alternative
items (letter I and 0 are not used).
These items are different, but the difference is too small to cause a change in the system difference
code.
Information code and information code variant (520A)

Information code (520) - The information code is a three-digit code.
The information code identifies the types of information you can find in the data module.
Primary information codes

Code Definition
OXX Function, data for plans and description
1XX Operation
2XX Servicing
3XX Examinations, tests and checks
4XX Fault reports and isolation procedures
5XX Disconnect, remove and disassemble procedures
6XX Repairs and locally make procedures and data
7XX Assemble, install and connect procedure
8XX Storage procedures
9XX Miscellaneous
Information code variant (A)

The information code variant is a letter (letters I and 0 are not used).
The information code variant is used for different data modules that are applicable to the same
component and type of operation.
Item location code (A)

You can find these item location codes:
• A - on the helicopter.
• B - on the removed assembly/component.
• C - on the bench.
• D - applicable to all the locations.
• T - used to designate training.

Scheduled/Unscheduled Maintenance
All the time limit intervals and requirements for scheduled inspections, scheduled component
inspections, special inspections, and conditional inspections applicable to the Model 505 helicopter can
be found in the Maintenance Planning Information (MPI) Chapter 5.
The inspection intervals provided in Chapter 5 are the maximum permitted and are applicable only to
Bell Helicopter Textron (BHT) approved parts. Do not exceed these intervals. The owner/operator is
responsible for increasing the scope and frequency of the inspections as necessary to make sure the
helicopter is operated safely during all unusual local changes, such as environmental conditions,
helicopter use, etc. Contact your local aviation authority to request changes to the requirements.
NOTE
The component inspection interval (or the failure to provide an inspection interval for a component)
does not constitute a warranty of any kind. The only warranty applicable to the helicopter or any
component is the warranty included in the Purchase Agreement for the helicopter or the component.
The inspection intervals have been determined by use of the Maintenance Steering Group-3rd Task
Force (MSG-3) methodology (Scheduled maintenance checks). Changes to the inspection intervals will
also follow the MSG-3 process and will be introduced by a revision to the Maintenance Review Board
Report (MRBR), which will then be incorporated. The MRBR is available upon request from Product
Support Engineering.
Calendar and hourly inspections are thorough visual inspections to determine the airworthiness of the
helicopter and its components. Qualified persons must do the inspections in accordance with quality
standard aircraft practices and the applicable maintenance manuals. BHT considers that it is mandatory
to obey all applicable Alert Service Bulletins (ASB) and Airworthiness Directives (AD).
Component operating time records are necessary for components that have scheduled maintenance
procedures that are different from those of the airframe. It is the responsibility of the owner/operator to
update the Historical Service Records (HSR) for the applicable component and to do the necessary
maintenance procedures. For the inspection requirements of installed BHT kits not covered, refer to
the applicable Installation Instruction (II).
All the necessary access panels, covers, doors, cowlings, etc. to be removed or opened for each
inspection are provided. Refer to:
• DMC-505-A-06-40-00-00A-030A-A, to identify and locate the access panels
• DMC-505-A-52-10-00-00A-040A-A, to identify and locate the doors
NOTE
Refer to the introduction of the Maintenance Planning Information (MPI) manual for the list of
glossary terms (Terminology) used in the MPI manual.

Exceptions
The MPl (Maintenance Planning Information) Manual, Chapter 5 does not include intervals for specific
inspections such as the compass calibration, pitot static test, etc. These specific inspection intervals
are provided by your government regulatory authority. Refer to their requirements for these specific
inspections.
Responsibilities
The owner/operator of the helicopter is responsible for the maintenance done on the helicopter. It is
the owner/operator’s responsibility to:
Establish, maintain, and review the logbooks for discrepancies.
NOTE
Make sure all the ASB, AD and special inspections are completed when required. Make sure the
scheduled inspections special inspections and required tests for all of the installed kits are complied
with. Make sure all parts and components for which HSR are required have documented traceability
to their original installation in the helicopter. Make sure all limited life parts that have completed their
published operating limits are replaced.
NOTE
The owner/operator may choose to ask the maintenance organization/person doing the
maintenance to perform the tasks listed by prior arrangement through a separate formal
agreement.
Make sure all components that have completed their published inspection intervals are inspected.
Make sure all of the maintenance required on the helicopter is done by an approved maintenance
organization. This maintenance organization/person is responsible for the quality of the
maintenance done.
Crash Damage
Because of the many possible combinations that can result from crash damage, it is not possible to
include all specific repair tasks in this category. Evaluate the crash damage for each situation and do
the repair in accordance with the degree of damage to the specific part or component using the
applicable repair procedures in this manual or other applicable manuals. It is recommended to contact
Bell Helicopter Textron Product Support Engineering for assistance with crash damage evaluation.

Types of Inspections
Inspection requirements include scheduled inspections, scheduled component inspections, special
inspections, and conditional inspections.
These are as follows:
• Scheduled inspections occur at specified intervals of helicopter operating time. These intervals
may be in flight time (hours), cycles, torque events (Retirement Index Number (RIN), calendar
time (days, months, years) or other assigned units. This ensures that the helicopter is airworthy.
• Scheduled component inspections occur at specified intervals of component operating time.
When specified intervals are reached, the component must be removed from the helicopter
and restored or replaced, as applicable.
• Special inspections are of a temporary nature (e.g., opportunity inspections, etc.) or occur at
special intervals that are not consistent with the scheduled inspections.
• Conditional inspections do not occur at a specified time. They are conducted based on the
result of known or suspected unusual events, known or suspected malfunctions, or defects.
If the helicopter is operated in an area that is conducive to corrosion, refer to the CSSD-PSE-87-001
and the BHT-ALL-SPM, Chapter 3 for additional information on recommended inspection and corrosion
control guidelines.
NOTE
The Arrius 2R Maintenance Manual Troubleshooting (MMTS) (X319 R5 460 2) includes all the
instructions for continued airworthiness for the ARRIUS 2R engine, as installed in the Model 505
helicopter and operated in accordance with the limitations contained in the Flight Manual (DMC-505-
A-15-10-00-00A-043A-A).
Scheduled maintenance checks, unscheduled maintenance checks, and time between overhaul for the
ARRIUS 2R engine are in addition to those stated in this chapter. Refer to the SAFRAN Maintenance
Manual Troubleshooting (MMTS) (X319 R5 460 2).
Inspection requirements for common optional equipment, approved by BHT, are covered in chapter 5.
Inspection requirements for optional equipment approved under Supplement Type Approval/Certificate
(STA/STC) are covered in the applicable STA/STC documentation. Maintenance and inspection of
these items are the responsibility of the owner/operator.
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Time Limits (Discarded Components)

Components that need to be discarded at a specified interval and are not included in Chapter 4
Nomenclature Part Number Interval
Transmission oil filter element 206-040-128-001 300 flight hours/1 year
Refer to the manufacturer's

Engine oil filter element 600 flight hours/2 years
manual for part number
Hydraulic filter element QA07941 300 flight hours
Fire extinguisher RT-A400 12 years
Advanced Lithium Ion battery 6430017-1 6 years
Standby Attitude Module Battery 9017177 6 years
Time Limits (Restoration Intervals)

Components that need to have restoration (overhaul) done at a specified interval
Nomenclature Part Number Interval
Main driveshaft B0249-3 1800 flight hours
Main rotor hub assembly SLS-340-031-103 2000 flight hours
Main rotor hub assembly 206-011-100-109 2400 flight hours
Tail rotor hub assembly 206-011-810-153 2500 flight hours
Freewheel assembly 406-040-500-147 3000 flight hours
Mast assembly 206-040-014-107 3000 flight hours

Gas generator module 3000 flight hours

Reduction gear module 3000 flight hours
Pump and metering unit Refer to the manufacturer's

3000 flight hours
assembly manual for part number
Transmission assembly 206-040-004-117 4500 flight hours
Swashplate and support

206-010-450-123 4800 flight hours
assembly
Tail rotor gearbox 206-040-402-111 6000 flight hours
Starter generator 200SGL157Q 1000 flight Hours

MSG-3 Methodology
Bell Helicopter Textron (BHT) has applied the Maintenance Steering Group – 3rd Task Force (MSG-3)
methodology to develop the scheduled maintenance/ inspection program of the Model 505 helicopter.
The resulting scheduled inspections are designed to improve reliability and helicopter availability while
reducing maintenance costs.
To provide additional detail on the process, MSG-3 was used to develop the initial scheduled
maintenance/inspection program in conjunction with a Customer Maintenance Advisory Panel (CMAP).
To ensure a diverse knowledge base while also considering various helicopter operational
environments, the CMAP team was comprised of experienced helicopter maintainers from around the
world as well as regulatory specialists from Transport Canada Civil Aviation (TCCA), the Federal
Aviation Administration (FAA), the European Aviation Safety Agency (EASA), Product Support
Engineering, and other specialists from BHT.
The MSG-3 process provides individual maintenance programs for the helicopter system inspections,
structural inspections, zonal inspections, and enhanced zonal inspections as follows:
• The systems program develops maintenance/ inspection tasks based on MSG-3 systems
analysis.
• The structures program develops specific, directed inspection tasks of each structural
significant item based on MSG-3 structural analysis.
• The zonal program develops general visual inspection tasks of system installations and
structure on a zone by zone basis of the helicopter.
• The enhanced zonal program develops general visual inspection and detailed inspection tasks
of the helicopters Electrical Wiring Interconnection System (EWIS).
Following completion of all the required MSG-3 analysis, the maintenance/inspection tasks were
compiled into the Maintenance Review Board Report (MRBR).
The information contained within the MRBR is based on the basic type certificate of the helicopter,
including all Bell Helicopter kits. Supplemental Type Certificates (STC’s) or modifications/installations
performed by the operator are not considered. The MRBR is available upon request from Product
Support Engineering.
The information contained within the MRBR was then used to create the scheduled inspections within
this chapter. Six-digit task numbers (i.e., 623009) are provided in the data reference column of the
various scheduled inspections within this chapter. These ask numbers coincide with the inspection
tasks developed as part of the MSG-3 process and can be referenced in the MRBR.
Although use of the task numbers and cross referencing back to the MRBR for task information is not
a requirement to conduct the inspection tasks provided in this chapter, the information is provided to
ensure traceability to the source document where the task was developed.

MSG-3 Methodology
As the MRBR is a "living document" subject to regular review, the scheduled inspections provided in
this chapter will be updated following approval of any revision to the MRBR. Revisions to the scheduled
maintenance program through modification of the MRBR may be initiated by industry, the CMAP, or
Bell Helicopter. These revisions may result from service experience, manufacturers test data, analysis,
changes in configuration or standard options, and/or changes to the policies or methods by which the
maintenance tasks are derived.
The scheduled inspections contained in the inspection program include all of the airframe, component,
zonal, and Bell Helicopter optional equipment kit inspections for which the interval is based on airframe
or component operating time, as applicable.
NOTE
The SAFRAN Maintenance Manual Troubleshooting (MMTS) (X319 R5 460 2) includes all the
helicopter and operated in accordance with the limitations contained in the Flight Manual (DMC-
505-A-15-10-00-00A-043A-A).
Refer to the SAFRAN Maintenance Manual Trouble Shooting (MMTS) (X319 R5 460 2) for the
scheduled maintenance checks of the ARRIUS 2R engine.
Scheduled Maintenance Inspections/Tasks/Checks

Other than the servicing requirements stated in the scheduled inspection program, the program
consists of scheduled inspections, tasks and checks as required. Inspections, tasks and checks that
are scheduled are:
General Visual Inspections (GVI)
The General Visual Inspection (GVI) is made from within touching distance, unless otherwise specified.
A mirror may be necessary to enhance visual access to all exposed surfaces in the inspection area.
The inspection is made under normally available lighting conditions such as daylight, hangar lighting,
flashlight, or drop-light and may require removal or opening of access panels or doors. Stands, ladders,
or platforms may be required to gain proximity to the area being checked.
Lightning and High Intensity Radiated Frequency Inspections (L/HIRF)
L/HIRF inspections are General Visual Inspections (GVI) which are part of the scheduled inspection
program of the helicopter. These inspections are intended to reduce the risk of a single failure (e.g.
lightning strike) and/or the occurrence of a common failure (e.g. environmental and accidental damage)
that can affect the airworthiness of the helicopter.

Detailed Inspections (DET)
Available lighting is normally supplemented with a direct source of good lighting at an intensity deemed
appropriate. Inspections aids such as mirrors, magnifying lenses, etc. may be necessary. The
examination is likely to make extensive use of specialized inspection techniques and/or equipment.
Intricate cleaning and substantial access or disassembly procedures may be required.
When the step "Make sure that the part is correctly installed" is in a procedure, this means that you
need to make sure the component is safely in place, the hardware is not loose, and the safety item(s)
(e.g., cotter pin, lock-wire) are in place and they are correctly installed.
Zonal Inspections
The zonal inspections are General Visual Inspections (GVI) which are part of the scheduled inspection
program of the helicopter. These inspections ensure that all systems, power plant installations,
components, structures, and Electrical Wire Interconnection System (EWIS) are sufficiently visually
examined for correct installation and general condition.
The zonal inspections must be done within arms-reach distance. The only inspection aids necessary
are a flashlight and a mirror. You must remove the seats, carpets, access panels, covers, doors,
cowlings, etc. in the zone, as necessary, to complete the inspection. You must sufficiently lift the
insulation material to do the structural inspection when necessary.
When performing a zonal inspection, you should address any equipment, metallic or composite
structure, and/or wiring installations in the zone.
Optional Equipment Inspections
NOTE
Scheduled optional equipment inspections are established for optional BHT kits requiring
scheduled inspections to ensure continuing airworthiness.
Perform and record the scheduled optional equipment inspections as applicable.
Special Detailed Inspections (SDI)
This inspection consists of a detailed inspection of the helicopter structure for signs of misalignment
and/or distortion after an incident.
Servicing (SVC)
This scheduled task consists of servicing/replacing fluids on the helicopter.
Discard (DIS)
This scheduled task consists of discarding items of a component (i.e. oil filter, hydraulic filter) on the
helicopter.
Lubrication (LUB)
This scheduled task consists of lubricating components (i.e. bearings, drive adapters) on the helicopter.

Restoration (RST)
This scheduled task consists of restoring (overhauling) components of the helicopter.
Operational Check (OPC)
This scheduled task consists of performing operational checks (i.e. indicating, chip detectors) of the
helicopter systems.
Functional Check (FNC)
This scheduled task consists of performing functional checks (i.e. swashplate friction, battery capacity
check) on the helicopter systems.
Interval Tolerance
The approval of an inspection interval tolerance by a governing aviation authority is the responsibility
of the owner/operator. Please contact your governing aviation authority to request a scheduled
inspection interval tolerance. The tolerance would be established for maintenance scheduling
convenience only. If a tolerance is applied, the subsequent inspection interval will be adjusted to re-
establish the original inspection schedule.
NOTE
Although individual operators may request a tolerance through their governing aviation authority
based on proven results in a specific operating environment, the MSG-3 methodology used to
develop the scheduled inspections considers the published intervals to be the maximum
permitted and does not allow for any tolerances to be specified in the Maintenance Manual.
When an inspection is completed early, subsequent inspections will be advanced as required so as not
to exceed the scheduled inspection interval.
Calendar and hourly inspections shall be a visual and thorough searching inspection to determine the
airworthiness of the helicopter and components. Qualified personnel shall conduct the inspection in
accordance with quality standard aircraft practices and appropriate maintenance manuals. Compliance
with all applicable Alert Service Bulletins (A.S.B.) and Airworthiness Directives (A.D.) is mandatory and
is the responsibility of the owner/operator.

Inspection Program
To complete the inspection program, perform and record all the following scheduled inspections:
Hourly/Calendar Inspections
50 Flight Hours/1 Year Inspection 600 Flight Hours/2 Year Inspection
100 Flight Hours/6 Months Inspection 600 Flight Hours/3 Years Inspection
600 Flight Hours/1 Year Inspection
Calendar inspections
30 Days Inspection 6 Years Inspection
1 Year Inspection 7 Years Inspection
2 Years Inspection 9 Years Inspection
Notes
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Flight Hours Inspections
25 Flight Hours Inspection 1200 Flight Hours Inspection
500 Engine Hours Inspection 4800 Flight Hours Inspection
1000 Engine Hours Inspection
Engine Hours Inspections
500 engine hours inspection 1000 engine hours inspection
Landing Cycle Inspections
3600 landing cycles inspection 9000 landing cycles inspection
Other Inspections
Inspection at engine oil replacement Freewheeling unit oil line filter/screens

Torque/Friction checks 3600 landing cycles inspection
Torque/Friction checks 9000 landing cycles inspection
Notes
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Unscheduled Maintenance Inspections

Conditional Inspections/Special Irregular Inspection (SII)
Conditional inspections are referred to as Special Irregular Inspections (SII) in the 505-MPI.
A Special Irregular Inspections do not occur at a specified time. It is conducted based on the result of
a known or suspected unusual event, known or suspected malfunction, or defect.
Evaluate the components that you remove from the helicopter as the result of a Special Irregular
inspection. The removal records that go with each component must cross-reference the part and serial
numbers of the other components that you removed for evaluation.
NOTE
The ARRIUS 2R Maintenance Manual Troubleshooting (MMTS) (X319 R5 460 2) includes all the
helicopter and operated in accordance with the limitations contained in the Flight Manual (DMC-505-
A-15-10-00-00A-043A-A).
Unscheduled maintenance checks for the ARRIUS 2R engine are in addition to those stated in this
chapter. Refer to the ARRIUS 2R Maintenance Manual Troubleshooting (MMTS) (X319 R5 460 2).
Events that require a Conditional/Special Irregular Inspections (SII) include (but are not limited to) the
following:
• Hard landing
• Sudden stoppage (main rotor) power ON or OFF
• Sudden stoppage (tail rotor) power ON or OFF
• Main rotor overspeed
• Over-torque
• Engine compressor stall or surge
• Lightning strike

PAGE LEFT INTENTIALLY BLANK

Table of Contents
02 Airframes Systems
Dimensions and Areas .................................................................................................................... 3
Fuselage ............................................................................................................................................ 8
Stabilizers ......................................................................................................................................... 15
Landing Gear .................................................................................................................................... 17
Crew and Passenger Compartments ............................................................................................. 18
Equipment and Furnishings............................................................................................................ 18
Passenger/Crew Doors .................................................................................................................... 19
Windshield and Windows ................................................................................................................ 23
Environmental Control System....................................................................................................... 24
Heater and Defog System................................................................................................................ 26
Ice and Rain Protection ................................................................................................................... 28
Pitot Heater ....................................................................................................................................... 29
Part 02 Airframes Systems
Revision Record
1 4/05/2017 Audited (Auditor: Nick Girouard) O. Bernal

Updated graphics and text in several
2 6/5/2017 O. Bernal
sections per lead instructor request.
Updated graphics in environmental control
3 12/10/2019 system and updated avionics fan O. Bernal
description. Per lead instructor request.
4 10/29/2020 Arranged contents per PM request. O. Bernal

Dimensions and Areas
Principle Dimensions

Interior Dimensions
Notes
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Reference Lines
The reference lines show the user the coordinates on the general configuration drawings of the
helicopter from a predetermined origin to assist in locating an exact point on the aircraft.
Fuselage Station (FS) Lines
FS lines extend along the longitudinal axis of the aircraft. FS 0 is 37.8 inches forward of the nose.
Buttock Lines (BL)
BL provide a reference to aircraft width. BL 0 is the center of the aircraft. BL located left of the helicopter
centerline are expressed as negative values and BL located right of the helicopter centerline are
expressed as positive values.
Waterlines (WL)
WL provide a reference to the aircraft in the vertical axis. WL 0.0 is located 7.0 Inches below the Ground
Line (bottom of the skid tube).
Boom Stations (BS) Lines
BS lines are lines perpendicular to the tailboom centerline when viewed from the side. They show the
distance from the tailboom origin (BS 0.0) to a reference line. BS lines are all located aft of the tailboom
origin and are all positive values.
Origin
The origin is a point located forward of the helicopter nose cone, slightly below the ground level and
along the centerline. It is at the intersection of the FS datum line 0.0, the helicopter centerline BL 0.0,
and the WL datum line WL 0.0.

Zones and Areas

Zones and Areas
The zones and areas are defined to facilitate maintenance by clearly identifying where on the helicopter
the maintenance is to be done.
The zones are identified with a three-digit number: The first digit corresponds to the major zones and
the second and third digits identify the smaller zones within the major zones.
Major Zones
The following are examples of major zones:
Zone Area Description
100 Fuselage From FS 37.8 to FS 235.5, from WL 26.0 to WL 85.7, and from BL -30.0 to
BL 30.0, excluding the cockpit (200) and the area above the baggage
compartment (400).
200 Cockpit From FS 47.5 to FS 109.8, from WL 35.5 to WL 85.7, and from BL -30.0 to
BL 30.0.
300 Tailboom From FS 235.0 to FS 452.4, from WL 46.4 to WL 124.6, and from BL -8.4
to BL 50.6.
400 Powertrain and From FS 103.0 above the roof, above the tailboom to FS 413, including the
drive train main rotor hub and blades, the area above the baggage compartment, and
the tail rotor gearbox, hub and blades.
700 Landing gear The left and right skid tubes, and the forward and aft crosstubes, including
the steps and the maintenance step.
Smaller Zones
The following are examples of smaller zones within the major zones:
Zone Area Description
110 Nose compartment From FS 37.8 to the canted bulkhead.
310 Tailboom From the tailboom attachment at FS 235.0 to the aft face of the tail rotor
gearbox support at FS 423.0.
440 Power plant From the forward firewall (FS 181.0) to FS 251.9, above the lower firewall
(WL 76.2).
441 Accessory From the forward firewall (FS 181.0) to the forward intake firewall (FS 198.2),
gearbox section above the horizontal firewall (WL 76.2). Includes the drip pan of the
horizontal firewall

Fuselage
Airframe Sections
The fuselage constitutes the main structure of the helicopter. It is aerodynamic to reduce drag. Some
areas are weather tight to protect operators, passengers, cargo, and delicate equipment against the
elements. All other systems are attached to, or contained in, the fuselage. It consists of the major
assemblies that follow:

Airframe Sections
Forward Fuselage - consists of the structural elements from the nose cone to the bulkhead behind the
cabin. It provides a weather tight area for operators and passengers, a strong, light, and streamlined
structure, practical access doors with a large, unobstructed floor, and large windshields and windows
for superior visibility.
Mid Fuselage - consists of the structural elements from the bulkhead behind the cabin to the bulkhead
behind the baggage compartment and from the bottom skin to the top of the baggage compartment. It
houses the fuel storage, baggage compartment, and flight controls tunnel.
Aft Fuselage - consists of the structural and aerodynamic elements from aft of the baggage
compartment to the tailboom attachment, and the structural elements above the baggage compartment.
It supports the power plant, drivetrain, and contains most of the avionics equipment.
Roof - consists of the access panels and fairings that protect the drivetrain and the top of the mid-
fuselage.
Tailboom - is attached to the aft fuselage by means of four bolts, is of monocoque construction and
uses aluminum preformed alloy skins, intercostal and quarter bulkheads. The doublers and attachment
fittings serve only to distribute loads into the skin. The assembly supports the horizontal stabilizer
assembly, vertical fin, tail rotor drive shaft, and tail rotor.
Notes
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Forward Fuselage
The forward fuselage section lower structure is comprised of two keel beams, center frames, two canted
keel beams as well as quarter frames, and two outboard longerons. The structure provides for
attachment of the forward canted frame, the center post splice, the side body panels, the roof panel
and the lower skins to make an integrated structure. The forward fuselage is closed out with the crew
doors a clamshell door and the windshields.

Fuselage
Mid Fuselage
The mid fuselage section provides attachment points for the truss and houses the fuel cell
compartment, fuel filler port compartment, the baggage compartment and the flight controls tunnel.
The mid fuselage is attached to the keel beams aft of the center frame and is structurally comprised of
forward and aft bulkheads, panels, supports and longerons. The mid fuselage section is closed out with
carbon fiber and aluminum skins.

Fuselage
Aft Fuselage
The aft fuselage section is comprised of the truss assembly. The truss is a welded alloy 4130 steel
tubular assembly and provides for attachment of the main transmission and mast assembly via the
pylon and live mount system, the engine pan and firewalls, engine assembly, flight controls, hydraulic
system, avionics shelf and equipment, battery and the combined oil cooler.
The truss is the principal load bearing structure of the airframe and links the forward and mid fuselage
sections with the tailboom.

Aircraft Cowlings
The cowlings direct air, provide aerodynamics, pleasing aesthetics and protection for the aircraft
components. The cowlings are comprised of:
Forward Fairing - located at the forward top roof area is permanently installed with rivets. The VHF
antenna is located on its center.
Transmission Fairing - two fairing halves sit behind the forward fairing and are fastened to the forward
engine cowling, the roof clips, and the forward firewall using Dzus fasteners. The right hand fairing has
an aluminum screen riveted to its side to permit visual inspection of the main transmission area.
Forward Engine Cowling - located forward of the engine intake is fastened to the forward engine
firewall and forward engine intake flange using Dzus fasteners. This cowling has four aluminum screens
riveted all around it to ventilate and permit a visual inspection of the forward engine area.
Aft Engine Cowling - located aft of the engine intake is attached to the structure using Dzus fasteners.
The aft engine cowling has eight aluminum screens riveted all around it to ventilate and permit a visual
inspection of the aft engine area.
Exhaust Fairing - located behind of the aft engine cowling, it is attached to the structure using Dzus
fasteners.
Driveshaft Covers - located on the tailboom protect the hanger bearings and tail rotor driveshafts.
They are attached to the tailboom using Dzus fasteners.

Tailboom
The tailboom is a full monocoque design which obtains its strength through the skin and internal
bracing. Four bolts attach the tailboom to the aft fuselage. The tail rotor driveshafts, tail rotor gearbox,
horizontal stabilizer, and vertical fin are mounted to the tailboom. Brackets attached to the top along
the length of the tailboom provide mounting for hanger bearings supporting the tail rotor driveshafts.
Notes
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Stabilizers
The stabilizers provide stability to the helicopter in the pitch and yaw axes when it is in forward flight.
They consist of the components that follow:
• Horizontal stabilizer
• Vertical stabilizer
Horizontal Stabilizer
The underslung horizontal stabilizer is a one-piece aluminum skin and aluminum honeycomb structure
with bonded machined aluminum inserts. Aluminum slats are riveted to its leading edge. It is attached
to machined aluminum supports that are riveted to the tailboom. The assembly is an inverted wing
profile. The horizontal stabilizer provides a downward resultant lift on the tailboom to maintain the cabin
in a nearly level attitude throughout all cruise airspeeds to aerodynamically streamline the fuselage and
reduce drag. The leading edge slats are added to the leading edge of the stabilizer to improve pitch
stability during climbs.
Notes
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Vertical Stabilizer
The vertical stabilizer, composed primarily of aluminum and honeycomb construction, provides directional
(yaw) stability and is mounted on the right side of the tail rotor gearbox support casting. The vertical
stabilizer contains a top fairing to mount the anti-collision light and NAV/VOR/ILS antenna. A fixed non-
adjustable weight of approximately 2.4 pounds is fitted underneath the ILS antenna to counteract 2 per rev
vibrations.
The fin sweeps back, both above and below the tailboom. The leading edge is canted outboard 5.53° to the
right to reduce the required amount of tail rotor thrust during forward flight. To assist with directional
stability, a T shaped gurney flap is installed on the upper trailing edge of the vertical stabilizer. The bottom
of the vertical stabilizer incorporates a rubber bumper and tail skid to protect the tail rotor and fin in the
event of a tail low landing.

Landing Gear
The landing gear is formed 7075 aluminum alloy tubes. It consists of two flat sided aluminum alloy skid
tubes attached on ends of two cylindrical aluminum tubes bent into an arc with four sharp turns. The
crosstubes are secured to the fuselage by means of four strap assemblies. Each skid tube has an integral
step, a curved fitting, and two saddles for attaching cross tubes, three separate shoes along the bottom, a
rear plug, and pins for mounting of ground handling gear.
The maintenance step is installed on the right side of the aft crosstube assembly to facilitate maintenance
activities. It is a casting part of anodized aluminum. The small bumps on the top of the step provide a non-
slip surface for the operator.
A spring steel tail skid and bumper are attached to the lower portion of the vertical fin. It is designed to
absorb shock and reduce excessive nose down pitching during hard tail low landing.
Notes
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Crew and Passenger Compartments
Equipment and Furnishings
The 505 is equipped with five seats manufactured by Zodiac Seats France Inc. The pilot is in the right
forward seat. Three passenger seats are provided in the aft cabin located against the aft bulkhead. The
fourth passenger seat is located on the left-hand side in the crew cabin.
The crew seats are composed of two aluminum machined frames. Energy absorbers are positioned to be
operative in forward and aft crash direction. The seat bucket is constructed of composite fiber glass and
epoxy resin and is attached to the frame with bolts. The cushion seat pan is made of molded foam and
covered with upholstery and held in place with Velcro. The seat is equipped with a retractable shoulder
harness restraint system. A polycarbonate fairing fitted onto the bucket protects the reel of the restraint
system.
The passenger seats are installed on a pair of tubular frames. Each frame has its own cushion with a
neoprene membrane to provide support and vibration isolation. Foam adds to the comfort and then finished
in a fire resistant fabric. The seat backs are shaped to provide lumbar support. Each seat back is pushed
up into position into two pairs of metal hooks. Once in place, the seat holds it there when it is positioned. A
single pin pushed through the two eyebolts on its forward edge secures the seats.
All seats are equipped with seat belts, and the two forward seats have dual strap shoulder harnesses. The
three remaining seats are equipped with a single shoulder harness straps. All shoulder harnesses are
mounted on individual inertia-reels.

Passenger/Crew Doors

Passenger/Crew Doors
Crew Doors
A crew door is installed on each side of the forward fuselage to provide access to the cockpit area. Each
door is constructed by bonding an aluminum inner and outer skin together with a hot bond process. Each
door is equipped with a latch assembly that may be operated from either side of the door. A lock is installed
on the exterior handle.
The triple locking system allows the doors to open and close securely through a common internal
mechanism designed with a spring back feature on the handles. The crew door mechanism is comprised
of rods, rod ends, guides, supports, bell cranks and handles. CRES material is used for the exterior bayonet
pins and handle rods for optimal strength.
The aluminum crew door hinges are attached to the door using Hi-Lite™ fasteners. A bolt goes through the
hinge and through an eyebolt attached to the door frame to hold the door in place.

Clamshell Door
The composite-aluminum alloy clamshell door on the left side of the aircraft, behind the crew door, provides
access to the cabin area. An adjustable quick release mechanism (two independent latches) operated
inside of the door permits opening and closing the door securely providing a positive air and water seal.
The clamshell door may only be opened with the left crew door opened.
The clamshell door hinges made of aluminum are attached to the door by Hi-Lite™ fasteners. The door is
held to the structure by a bolt put through a CRES support attached to the airframe with rivets.

Baggage Compartment Door and Compartment
The baggage compartment door is located aft of the passenger door on the right side of the helicopter and
is constructed with a composite skin along with a plastic honeycomb core. Aluminum latches are riveted to
the baggage door to keep the door closed during operations. The baggage center is located at FS 168 of
the aircraft.
NOTE
When weight is loaded into baggage compartment, the pilot is required to compute weight and balance,
regardless of passenger loading.
Baggage compartment is structurally designed for 50 pounds per square foot (244 kg/m²) for a total
weight of 250 pounds (113 kg).
Loads shall be secured to tie-down fittings to prevent the shifting of loads in flight which could result in
structural damage to the baggage compartment or in gross weight center of gravity being exceeded.

Windshield and Windows
The windshields and windows are fabricated of acrylic plastic and provide a large unobstructed view for the
operator and the passengers to the outside of the helicopter. They are mounted to the aircraft with adhesive
tape providing a strong bond making the flight and passenger compartment weather tight. Fasteners
installed at key locations provide a failsafe installation. The retainer installed on the windshield center post
provides additional safety.
The transmission oil level inspection window made from acrylic plastic is attached to the upper-right mid-
fuselage access panel with screws and washers. It provides a view port to inspect the transmission oil level
sight gauge. A rubber gasket provides water tightness.
A General Visual Inspection (GVI) is scheduled at 600 flight hours to inspect the windows for cracks, holes,
damage, and abrasions that may reduce visibility.

Environmental Control System
Description
The environmental control system provides controlled ventilation and heating to the crew and passenger
compartments and defogging for the windshield. It consists of the following:
Distribution - is a ram air type that provides adjustable outside-airflow inside the crew and passenger
cabins. It consists of:
Inlet Duct - takes outside air and directs it to the plenum assembly. It consists of a screen and a duct made
from thermoplastic resin. It is in the nose cone assembly with the screen holding it on the intake hole from
the outside.

Plenum Assembly - collects the air and directs it to the outlet duct. The plenum assembly consists of the
plenum, damper, back cover and outlet, all made from thermoplastic resin. The damper controls the flow of
air into the cabin; a spring made from corrosion resistant steel maintains a tension to close the damper.
The plenum assembly is located inside and at the forward end of the pedestal. Integrated into this assembly
is a drain port which allows water that has accumulated to drain from the bottom of the nose cone.
Outlet Duct - distributes the air in the crew and passenger compartments. It is made from thermoplastic
resin. It is located on the outlet of the plenum above the forward end of the pedestal.
Fresh Air Control Assembly - controls the position of the damper that limits the flow of ram air into the
crew compartment. It consists of the control knob, control bushing, control shaft, cable assembly, end fitting
stud, wire plug, and clevis. It is in the front face of the pedestal bracket and offers easy access for the
operator to control airflow in the cockpit
Operation
Air enters the inlet duct from the main rotor and the forward movement of the helicopter and routes it to the
plenum assembly by ram affect. The air is directed aft through the canted bulkhead within the pedestal
console (A fresh air plenum back cover allows access into the fresh air plenum for maintenance or
inspection).
The air outlet duct is positioned above the pedestal console and is secured to the air plenum assembly.
Contained within the plenum assembly is the damper and spring that allows the incoming ram air to be
controlled by the operating crew.
The air flows to the outlet duct attached to the plenum assembly and directs ram air toward the cabin.

Heater and Defog System
Heating and Defogging Components
The Heater and Defogging System is a simple bleed air design. It is controlled by the pilot and routes P-3
bleed air from the engine to the cockpit to allow heating of the cabin and defogging of the windshield. The
Heater and Defogging System consist of the following components:
Bleed Air Hose - takes hot bleed air from the engine to route it to the cockpit for heating and defogging.
The bleed air hose assembly and the bleed air fitting are in the right side engine compartment.
Air Tubes - consist of a rigid aluminum tube with coupling nuts. It is located on the right side in the aft
fuselage. The fuselage air tubes route the air from the aft fuselage air tube to the cabin air control valve.
They consist of tube segments made of rigid aluminum tubes with coupling nuts, and unions between the
segments and the aft fuselage air tube join them together.
Distribution Lines – routes air to the heating ejectors and defog ejectors. They consist of tees, tube
assemblies, and hose assemblies. They are located on both sides of the canted bulkhead, inside the nose
cone and the cockpit.
Heating Ejectors - takes the hot compressed air from the engine bleed air and mixes it with the cockpit
ambient air for heating. It consists of nozzles in a mixing assembly. They are located on the left and right
sides of the canted bulkhead in the cockpit.

Defog Ejectors - take the hot compressed air from the engine bleed air and mixes it with the cockpit
ambient air to defog the windshield. It consists of nozzles in a mixing assembly. They are located on the
left and right side of the canted bulkhead below the left and right windshield directing the heated air onto
the inside of the windscreen.
Bleed Air Control Assembly - positions the ball valve in the bleed air valve. It is a cable assembly with
one end attached to the bracket, routed through the right side of the fuselage, under the floor and in the
pedestal; the other end has the control for the operator.
Cabin Air Control Assembly - controls the cabin air control valve. It consists of the control knob, rod
assembly, and bushing. It is located in the pedestal. The cabin air distribution lines route the air to the
heating ejectors and defog ejectors. They consist of tees, tube assemblies, and hose assemblies. They are
located on both sides of the canted bulkhead, inside the nose cone and the cockpit.
Bleed Air Valve - controls the flow of air. It is a ball valve assembly with a bracket for attaching the control
cable. It is located outside of the horizontal firewall.
Cabin Air Control Valve - selects between the heating ejectors and the defog ejectors to route the air. It
is a rotary valve mounted on a support bracket. It is located on the canted bulkhead inside the nose cone.
Operation
The hot compressed air exits the engine through the bleed air hose to the bleed air valve. The bleed air
control assembly controls the flow of air by adjusting the ball valve inside the bleed air valve. The air is
routed to the cabin air control valve through the aft fuselage air tube and the fuselage air tubes. The cabin
air control assembly the position of the stem in the cabin air control valve. The operator can select any
variation between the two positions. The flow of air is directed to the heating and defog ejectors, each
getting more or less air depending on the position of the cabin air control valve depending if heating air,
defog air, or both are needed.

Ice and Rain Protection
The ice and rain protection system are used to prevent formation of ice on the pitot tube for authorized flight
regimes. It consists of the inlet duct water drain and the pitot heater.
The inlet duct water drain prevents the accumulation of water that can freeze in the inlet duct. The water at
the bottom of the inlet duct is drained through the nipple under the inlet duct and a rubber hose, and out
the nipple at the bottom of the nose cone.
Notes
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Pitot Heater
The pitot heater prevents the formation of ice on the pitot tube for authorized flight regimes. It consists of
the pitot heater switch, pitot heater relay, and pitot tube heating element. The pitot heater switch is located
on the miscellaneous control panel. Setting the pitot heater switch to the PITOT HTR position applies a
ground to the pitot heater relay and energies the relay. The pitot heater relay is located under the cabin
floor on the left side. When it is powered, 28 VDC is applied to the heating element inside the pitot tube to
prevent the formation of ice on the pitot tube. The pitot heater circuit is energized with 28 VDC from the
main bus and can be isolated with the PITOT HTR circuit breaker.


Table of Contents
03 Handling and Servicing
Jacking and Lifting .......................................................................................................................... 3
Towing ............................................................................................................................................... 7
Parking/Mooring/Return to Service ................................................................................................ 9
Placards and Markings .................................................................................................................... 11
Servicing ........................................................................................................................................... 12
Leveling and Weighing .................................................................................................................... 41
Part 03 Handling and Servicing
Revision Record

2 6/5/2017 O. Bernal

Jacking and Lifting
Helicopter Jacking - Height Values
POSITION FORWARD AFT NOTE
JACK FULLY RETRACTED 19 inch (482 mm) 31 inch (787 mm) (1)
JACK FULLY EXTENDED 23 inch (584 mm) 40 inch (1016 mm) (2)
1 The dimensions are from the ground to the jack fittings and are reference only.
2 The dimensions are from the ground to the jack fittings when the skid gear assembly does not touch
the ground and are reference only.
DO NOT LET ANY PERSONNEL ENTER OR CLIMB ONTO THE HELICOPTER WHILE RAISING
IT OR WHEN IT IS ON JACKS.
DO NOT LIFT THE HELICOPTER WITH JACKS IF THE WIND VELOCITY IS MORE THAN 20
KNOTS. POINT THE HELICOPTER INTO THE PREVAILING WIND.
MAKE SURE THE HELICOPTER IS ON A HARD AND LEVEL SURFACE BEFORE YOU PUT IT
ON THE JACKS. THE HELICOPTER CAN FALL AND INJURY TO PERSONNEL CAN OCCUR.
THE MAXIMUM ALLOWABLE WEIGHT OF THE HELICOPTER ON JACKS IS 2500 POUNDS

(1134 KG).
REMOVE ANY EQUIPMENT BELOW THE HELICOPTER BEFORE YOU LOWER IT.

Lifting with Mast Nut
Using a main rotor boot tie-down, and tail rotor strap, secure main and tail rotor blades as necessary.
Attach a suitable hoisting cable capable of lifting 5000 lbs. (2268 kg) and T102137 lifting tool to the eye
provided in the main rotor mast nut. Connect a suitable hoist and slowly take up the slack. Station a
person at the tail skid to steady the helicopter when hoisting.
DO NOT ALLOW PERSONNEL ON OR IN THE HELICOPTER WHILE RAISING OR WHEN IT IS

SUPPORTED BY THE SLING.
REMOVE ALL LOOSE EQUIPMENT FROM THE CABIN AND THE PASSENGER COMPARTMENT.
DO NOT USE THE TAIL ROTOR TO KEEP THE HELICOPTER STABLE.
NOTE
If you lift the helicopter higher than you can hold it, attach a rope to the tail skid and hold the rope.
Put a person in position at the tail skid to keep the helicopter stable when lifting.

Lifting with the Main Rotor and Mast Assembly Removed
Install the transmission lift and cover plate assembly support equipment. Attach a suitable hoisting
cable capable of lifting 5000 lbs. (2268 kg) and to the lifting eye of the cover plate assembly. Connect
a suitable hoist and slowly take up the slack. Station a person at the tail skid to steady the helicopter
when hoisting. If lifting of helicopter will be beyond arms reach from the ground, secure a safety rope
to the tail skid. Hoist helicopter slowly with a constant lifting force.

Lifting with Grip Assemblies (Slinging)
MAKE SURE THAT YOU INSTALL THE SLINGS AROUND EACH GRIP ASSEMBLY AT THE
POSITION SHOWN. IF YOU INSTALL THE SLINGS AT ANOTHER POSITION ON THE GRIP
ASSEMBLY, DAMAGE TO THE YOKE OF THE MAIN ROTOR HUB CAN OCCUR.
Install a sling around each grip assembly. Attach the ends of each sling to the hook assembly of a
suitable hoist and slowly take up the slack. Station a person at the tail skid to steady the helicopter
when hoisting. If lifting of helicopter will be beyond arms reach from the ground, secure a safety rope
to the tail skid. Hoist helicopter slowly with a constant lifting force.

Towing
WHEN YOU LIFT THE HELICOPTER, HOLD THE HANDLE TIGHTLY WITH TWO HANDS TO
AVOID A SUDDEN LOWERING MOVEMENT. THE LIFTING HANDLE CAN HIT YOU IF YOU LET IT
GO WHEN IT IS NOT LOCKED WITH THE QUICK RELEASE PIN.
Two ground handling wheel assemblies quickly mount on landing gear skids for moving a helicopter on
the ground.
On the 505, the ground handling wheels attach at the rear of each skid tube near the center of gravity.
A lift bar and cam mechanism extend or retract the wheels. Once in the raised position, a pin locks the
wheel in place.
NOTE
You can lift each ground handling wheel independently.

AT WEIGHTS BETWEEN 3000 AND 3680 POUNDS, USE A STRAP ATTACHED BETWEEN THE
SKID TUBES NEAR THE AFT CROSSTUBE WHEN TOWING OR PUSHING THE HELICOPTER.
FAILURE TO DO SO MAY RESULT IN PERMANENT DAMAGE TO THE FORWARD OR AFT
CROSSTUBES. THE HELICOPTER CAN BE TOWED OR PUSHED WHEN THE GROSS WEIGHT IS
UNDER 3000 POUNDS WITHOUT ASSISTANCE OF A STRAP.
DO NOT TOW OR PUSH HELICOPTER ON UNEVEN SURFACES OR ACROSS HANGAR DOOR
TRACKS WITH TOO MUCH SPEED. TOWING OR PUSHING HELICOPTER OVER OBSTACLES
MAY CAUSE PERMANENT DAMAGE TO THE CROSSTUBES. FOR OBSTACLE HEIGHTS
BETWEEN 1.0 AND 1.5 INCH, USE STRAP ATTACHED BETWEEN THE SKID TUBES NEAR THE
AFT CROSSTUBE WHEN TOWING OR PUSHING THE HELICOPTER. FAILURE TO DO SO MAY
RESULT IN PERMANENT DAMAGE TO THE FORWARD OR AFT CROSSTUBES.
DO NOT PUSH ON ANY PART OF THE AIRFRAME THAT CAN BE EASILY DAMAGED.
WHEN YOU LOWER THE HELICOPTER, HOLD THE HANDLE TIGHTLY WITH TWO HANDS TO
AVOID A SUDDEN LOWERING MOVEMENT. THE LIFTING HANDLE CAN HIT YOU IF YOU LET IT
GO WHEN IT IS NOT LOCKED WITH THE QUICK RELEASE PIN.
If the helicopter is moved with a vehicle, connect the universal tow bar to the skid tube steps and to the
vehicle.
Position the ground handling wheels over the skid tubes.
Move the ground handling wheels aft until the skid pins are fully engaged in the slots of the carrier.
Safety the ground handling wheels in position with the wheels chock.
Carefully pull the lifting handle until it reaches the maximum of its course and the quick release pin
locks into position.
As applicable, slowly tow the helicopter to the specified area with the vehicle or move it with one person
in position at the tail skid and two others on each side of the cabin.
If applicable, remove the universal tow bar from the vehicle and from the skid tube steps.
Pull the quick release pin to unlock the lifting handle and carefully lower the lifting handle.
Move the ground handling wheels forward until the skid pins are fully disengaged from the slots of the
carrier.
Remove the ground handling wheels from the skid tubes.

Parking/Mooring/Return to Service
Parking and Return to Service
DO NOT TOUCH THE ENGINE EXHAUST IMMEDIATELY AFTER AN ENGINE SHUTDOWN. THE
EXHAUST IS HOT DURING OPERATION. WAIT FOR SUFFICIENT TIME TO PREVENT BURNS.
DO NOT TOUCH THE PITOT TUBE IMMEDIATELY AFTER SETTING THE PITOT HEATER TO OFF.
THE PITOT TUBE BECOMES HOT WHEN THE PITOT HEATER IS ON. LET THE TEMPERATURE
OF THE PITOT TUBE DECREASE SUFFICIENTLY TO PREVENT BURNS.
Winds up to 50 knots, the tail rotor, main rotor should be secured with the appropriate straps. Pitot tube,
engine exhaust, and inlet covers should be installed; and all electrical switches should be in the off
position.
DO NOT TO EXCEED THE MAXIMUM MAIN ROTOR TIE-DOWN LOAD OF 90 LBS. AT THE BLADE
TIPS. MAXIMUM ALLOWABLE MAIN ROTOR DEFLECTION SHOULD NOT EXCEED 34.0 IN. (863.6
MM).

Mooring
PUT THE HELICOPTER IN THE DIRECTION FROM WHICH THE HIGHEST FORECAST WIND OR
GUSTS ARE EXPECTED.
NOTE
You can install a mooring clevis on each of the three jack fittings. This will let you use a rope with a
larger diameter.
When winds are expected above 50 knots, aircraft should face the direction in which the highest winds
are expected. Secure helicopter to the ramp with tie-down fittings. Secure main and tail rotor with
appropriate straps. Install pitot tube, engine inlet, and exhaust covers. Fuel aircraft to maximum
capacity, and secure all loose equipment which might be blown by high winds.

Placards and Markings
Chapter 11 of the Maintenance Manual provides location and application information for the placards
and markings. The Illustrated Parts Breakdown provides illustrations, part numbers, item names, units
per assembly, availability codes, and UOC codes for the placards and markings.
The placards are clear visual graphical and text-based instructions displayed to the aircrew,
maintenance personnel and passengers that convey safety information, operational limitations and
proper and safe use of aircraft systems or equipment. Placards are permanently fixed to the aircraft
and are located near to the equipment to which they relate. The meaning, use and significance of the
aircraft placards are described in documentation such as the approved Helicopter Flight Manual. C of
R holders must make sure that all required placards are in their place, properly attached and are legible
and not damaged.
Exterior placards - warn passengers who may not be aware of the dangers as they board and deplane
the helicopter and warn maintenance and ground handling personnel about fueling and other particulars
of the helicopter.
Interior placards - make passengers who may not be aware of the particulars of the helicopter, aware
of focus points of interest and also warn the flight crew of helicopter operational limitations and safety
issues.

Servicing
Fuel System
OBEY ALL SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON FUEL SYSTEM. IF YOU
DO NOT OBEY THESE PRECAUTIONS, INJURY TO PERSONNEL AND/OR DAMAGE TO
EQUIPMENT CAN OCCUR.
Refueling
INTERVALS COMPONENT TYPE OF FUEL USABLE CAPACITY UNUSABLE FUEL
Turbine Fuel (C-

003) (Refer to
FUEL 84.85 U.S. Gallons 1.25 U.S. Gallons
N/A applicable Flight
SYSTEM (321.1L) (4.7L)
Manual for
approved fuels)
DO NOT OVERFILL THE FUEL TANK. FUEL SPILLS FROM AN OVERFILLED FUEL TANK COULD
TOUCH THE SKIN OF THE PERSONNEL AND CAN CAUSE SKIN IRRITATION. FUEL SPILLS ARE
ALSO VERY DANGEROUS FOR FIRE. WHEN YOU REFUEL, DO NOT LEAVE THE FUEL NOZZLE
UNATTENDED AT ANY TIME, OR YOU CAN OVERFILL THE FUEL TANK.
REFER TO THE FLIGHT MANUAL FOR THE APPROVED FLUID. IF YOU USE A FLUID THAT IS
NOT APPROVED, DAMAGE TO THE COMPONENTS CAN OCCUR.

Refueling
Connect the hose nozzle ground of the Jet fuel service unit (Commercial) to the grounding receptacle
of the helicopter.
Open the fuel filler cap.
Put the hose nozzle of the Jet fuel service unit (Commercial) in the fuel filler port.
Carefully fill the helicopter with the necessary quantity of Turbine fuel .
Remove the hose nozzle of the Jet fuel service unit (Commercial) from the fuel filler port.
Close the fuel filler cap.
Disconnect the hose nozzle ground of the Jet fuel service unit (Commercial) from the grounding
receptacle.

Defueling
BE CAREFUL WHEN YOU MOVE THE DEFUELING HOSE IN THE FUEL TANK OR DAMAGE TO
THE FUEL TANK WALLS AND INTERNAL COMPONENTS CAN OCCUR.
Connect the defueling hose ground of the Service unit (Commercial) to the grounding receptacle of the
helicopter.
Open the fuel filler cap.
Put the defueling hose of the Service unit (Commercial) in the fuel filler port.
Defuel the helicopter.
Remove the defueling hose of the Service unit (Commercial) from the filler port.
Close the fuel filler cap.
Disconnect the defueling hose ground from the grounding receptacle of the helicopter.

Fuel Draining
NOTE
The drain procedure must be done until no fuel remains in the tank.

Fuel System Purging
DO NOT LET THE GAS ENTER TOO FAST INTO THE HOSE. FAST FLOW OF GAS THROUGH A
HOSE CAN CAUSE STATIC ELECTRICITY AND IGNITE FUMES OF FUEL.
THE PROCEDURE FOR PURGING THE FUEL TANK MUST BE REPEATED UNTIL THE
CONCENTRATION OF THE FUMES OF FUEL IS LESS THAN 20% IN THE FUEL TANK.
CONCENTRATION HIGHER THAN 20% CAN BE EXPLOSIVE AND CAN CAUSE INJURY TO THE
PERSONNEL.
DO NOT LET THE GAS ENTER TOO FAST INTO THE FUEL TANK AS IT WILL CAUSE A FAST
EXPANSION OF THE GAS. FAST EXPANSION OF THE GAS WILL DECREASE THE
TEMPERATURE AND CAN CAUSE DAMAGE TO THE FUEL TANK.
NOTE
If you use a fire extinguisher bottle as a source of carbon dioxide gas, remove the fiber horn and
ground the nozzle and the bottle to the helicopter before the purge.

Hydraulic System Servicing
INTERVALS COMPONENT SERVICING DATA CAPACITY
HRFM
300 HOURS/
(HYDRAULIC FLUID MIL-PRF-87257 0.66 U.S. QTS (0.62 L)
1 YEAR
CHANGE)
300 HOURS HYDRAULIC FILTER N/A N/A
1200 HYDRAULIC
N/A N/A
HOURS PRESSURE FILTER
AR ROTOR BRAKE MIL-PRF-87257 5 U.S. OUNCES (150 cc)

Hydraulic System Draining
To fully drain the hydraulic fluid from the HRFM:
Open the filler cap from the Hydraulic Reservoir Filter Module (HRFM).
Put a container below the hydraulic pump to collect the hydraulic fluid.
Disconnect the suction line from the union fitting.
Fully drain the hydraulic fluid.
Apply a light layer of hydraulic fluid to the threads of the union fitting.
Connect the suction line to the union fitting.
Torque the coupling nut of the suction line 210 to 420 inch-pounds (24 to 47 Nm).
Close the filler cap on the HRFM.
Tighten the filler cap.

Transmission and Freewheel Oil Servicing
300HRS/1YR TRANSMISSION OIL MIL-PRF-85734 5.0 U.S. QTS (4.7 L)
300HRS/1YR OIL FILTER N/A N/A
OIL PUMP INLET

300HRS/1YR N/A N/A
SCREEN

Transmission and Freewheel Oil Purge
To drain the oil from the oil cooler assembly, do the steps that follow:
Remove and discard the lockwire from the plug.
Fit a container below the plug to collect the oil from the oil cooler.
Remove the plug from the oil cooler.
Drain the oil from the oil cooler.
Examine the oil for unwanted material. If there are signs of particles, do an examination of the unwanted
material.
Apply Sealing compound to the threads of the plug.
Install the plug on the oil cooler.
Torque the plug 197.7 inch-pounds (22 Nm).
Safety the plug to the plug with lockwire.

Transmission Oil Drain (With Tool)
MAKE SURE TO HOLD THE END FITTING OF THE HOSES WITH A WRENCH WHEN YOU
TORQUE THE ADJACENT HOSE NUT. IF YOU DO NOT HOLD IT, THE HOSE WILL TWIST AND
DAMAGE CAN OCCUR.
Put a container below the end of the tube of the drain unit (DB3188L) to collect the oil.
Connect the drain unit (DB3188L) to the self-closing valve.
Drain the oil from the transmission assembly.
Disconnect the drain unit (DB3188L) from the self-closing valve.
material

Transmission Oil Drain (Without Tool)
MAKE SURE TO HOLD THE END FITTING OF THE HOSES WITH A WRENCH WHEN YOU
TORQUE THE ADJACENT HOSE NUT. IF YOU DO NOT HOLD IT, THE HOSE WILL TWIST AND
DAMAGE CAN OCCUR.
Place a container below the oil return hose to collect the oil.
Disconnect the oil return hose from the union fitting.
Drain the oil from the transmission assembly.
material.
Connect the oil return hose to the union fitting.
Torque the coupling nut of the oil return hose 100 to 250 inch-pounds (12 to 28 Nm).

Freewheel Oil Drain
NOTE
When you drain oil from the freewheel assembly, you also drain a part of the transmission oil system.
The quantity of oil drained can be more than the quantity of oil contained in the freewheel assembly.
Place a container below the end of the tube of the drain hose (H4713) to collect the oil.
Remove the chip detector from the self-closing valve.
Connect the drain hose (H4713) to the self-closing valve.
Drain the oil from the freewheel assembly.
material.
Disconnect the drain hose (H4713) from the self-closing valve.
Install the chip detector on the self-closing valve.

Tailrotor Gearbox Servicing
300HRS/1YR TGB OIL MIL-PRF-85734 6.08 OUNCES OR 0.38 PINT (180 cc OR 0.18 L)
Remove the oil filler cap from the tail rotor gearbox.
Fully drain the oil from the tail rotor gearbox before you fill it with new oil.
Measure a quantity of 0.38 US pint (180 cc) of lubricating oil.
Fill the tail rotor gearbox with the measured quantity of lubricating oil.
Install the oil filler cap on the tail rotor gearbox.
Tighten the oil filler cap.
Make an entry in the helicopter logbook of the specification and brand name of lubricating oil used.

Tailrotor Gearbox Drain
Remove the oil filler cap from the tail rotor gearbox.
Put a container below the end of the tube of the drain unit (DB3225L) to collect the oil.
Connect the drain unit (DB3225L) to the self-closing valve.
Fully drain the oil from the tail rotor gearbox.
Disconnect the drain unit (DB3225L) from the self-closing valve.
material.
Install the oil filler cap on the tail rotor gearbox.
Tighten the oil filler cap.

Engine Oil Servicing
INTERVAL COMPONENT SERVICING DATA CAPACITY
600/ 2 YRS ENGINE OIL MIL-PRF-23699 3 U.S. QTS (2.8

LITERS)
600/ 2 YRS ENGINE OIL FILTER N/A N/A
Servicing Procedure
DO NOT ADD ENGINE OIL DURING A PREFLIGHT INSPECTION UNLESS IT IS CONFIRMED THAT
THE ENGINE OIL QUANTITY IS EFFECTIVELY LOW. OVERFILLING THE ENGINE OIL RESERVOIR
WILL VENT EXCESS ACROSS THE AIRFRAME IN A SUBSEQUENT START.

NOTE
If engine oil level is found low during a PREFLIGHT CHECK, and it is suspected that
engine oil quantity is actually low prior to start, it is recommended to crank the engine
up to three times, prior to flight, using the procedures in the Flight Manual for DRY
MOTORING RUN. This process will allow the engine oil to transfer from the engine
accessory gearbox into the engine oil reservoir.
1. Remove the oil filler cap from the oil tank.
REFER TO THE FLIGHT MANUAL FOR THE APPROVED FLUID). IF YOU USE
A FLUID THAT IS NOT APPROVED, DAMAGE TO THE COMPONENTS CAN
OCCUR.
2. Fill the oil tank with lubricating oil until the level of oil is on the line ADD 1 QT on
the sight gauge.
3. Install the oil filler cap on the oil tank.
4. Tighten the oil filler cap.
DURING ENGINE DRY MOTORING RUN, THE STARTER LIMITATIONS MUST
BE FOLLOWED.
NOTE
The use of a ground power supply may be required to prevent depleting the helicopters
battery during repeated DRY MOTORING RUNS.
For aircraft post TB 505-20-20, while dry motoring the engine to stabilize oil level in
the sight gauge, the engine oil pressure indication in the cockpit will display an
increase in engine oil pressure, confirming oil is circulating past the anti-siphon valve.
Following a complete engine oil system drain and refill, it may be necessary to fill inlet
hose with engine lubricating oil to help with initial oil circulation past the anti-siphon
valve. Refer to TB 505-20-20.
5. Do a DRY MOTORING RUN.
NOTE
For a correctly serviced oil system, the total oil capacity is 5.1 quarts when the oil level
is at the ADD 1 QT line.
6. Repeat steps 1 through 5 until the engine oil level is stabilized in the sight gauge
at the ADD 1 QT line.
7. Do an operational test of the power plant.
8. Do a leak check of the oil system.
9. Make an entry in the helicopter logbook of the specification and brand name of
lubricating oil used.

Engine Oil Draining
To drain the oil from the oil cooler assembly, do the steps that follow:
Remove and discard the lockwire from the plug.
Fit a container below the plug to collect the oil from the oil cooler.
Remove the plug from the oil cooler.
Drain the oil from the oil cooler.
material.
Apply Sealing compound to the threads of the plug.
Install the plug on the oil cooler.
Torque the plug 197.7 inch-pounds (22 Nm).
Safety the plug to the plug with lockwire.

Hydraulic Pump Drive Lubrication
INTERVAL COMPONENT SERVICING DATA
150 HOURS HYDRAULIC PUMP DRIVE MIL-PRF-81827
Visually examine the pump driveshaft assembly for damages.
Apply grease on the two internal splines of the pump driveshaft assembly.

Liquid Inertia Vibration Eliminator Nitrogen Servicing
ONLY TIGHTEN THE SERVICING WORKAID WITH YOUR HAND AND EXTENSION. IF YOU USE A
WRENCH TO TIGHTEN THE WORKAID, DAMAGE TO THE VALVE CAN OCCUR.
NOTE
There will be signs of a leak in the pressurization system of the LIVE mount unit if the pressure
cannot be kept safe.
Liquid Inertia Vibration Eliminator Nitrogen Pressure Release
ONLY TIGHTEN SERVICING WORKAID WITH YOUR HAND AND ONLY USE THE EXTENSION TO
DO SO. IF YOU USE ANY OTHER PART OR USE A WRENCH TO TIGHTEN THE SERVICING
WORKAID, DAMAGE TO THE VALVE CAN OCCUR.
MAKE SURE TO RELEASE PRESSURE SLOWLY OR LOSS OF FLUID CAN OCCUR.
NOTE
It is possible that the nitrogen is not fully removed after 30 minutes. This is satisfactory for
pressurization of the LIVE mount unit.

Main Rotor Grip Lubrication Servicing
50 HOURS M/R GRIP BEARINGS 299-947-554, NLGI Grade 2, THIXOSYN
Slowly put grease into the lubrication fitting, with a commercial grease gun, until all of the old grease is
fully removed from the purge valve. Collect and discard the old grease when it comes out of the purge
valve.

Main Rotor Trunnion Bearing Lubrication
50 HOURS TRUNNION BEARINGS 299-947-554, NLGI Grade 2,

THIXOSYN
Slowly put grease into the lubrication fitting (two places), with a commercial grease gun, until the old
grease is fully replaced. Collect and discard the old grease when it comes out of the bearing.

Main Rotor Pillow Block Lubrication
50 HOURS PILLOW BLOCK BEARINGS 299-947-554, NLGI Grade 2, THIXOSYN
DO NOT APPLY GREASE QUICKLY. APPLYING GREASE QUICKLY CAN CAUSE

PRESSURIZATION OF GREASE CAVITIES WHICH CAN RESULT IN: PUSHING GREASE
THROUGH THE SEAL, POPPING OR PUSHING OUT SEALS, DAMAGE TO SEALS, OR OTHER
UNWANTED EFFECTS.
Slowly put grease into the lubrication fitting, with a commercial grease gun, until all of the old grease is
fully replaced.
Collect and discard the old grease when it comes out of the bearing.

Swashplate Duplex Bearing Lubrication
50 HOURS PILLOW BLOCK BEARINGS 299-947-554, NLGI Grade 2, THIXOSYN
ENSURE THAT THE MAIN ROTOR BLADES ARE FREE TO ROTATE WITHOUT CONTACT TO
OBJECTS AROUND THE HELICOPTER. A MAIN ROTOR BLADE STRIKE MAY CAUSE DAMAGE
TO THE BLADE.
At every 90-degree increment, stop rotating the blade and slowly put grease into the grease fitting with
a commercial grease gun, until all of the old grease is fully purged. Continue rotating until a full 360
degrees has been obtained.

Tail Rotor Pitch Change Lubrication
100 HOURS PITCH CHANGE MECHANISM 299-947-554, NLGI Grade 2, THIXOSYN
APPLYING THE GREASE QUICKLY CAN CAUSE PRESSURIZATION OF THE GREASE CAVITIES
AND THAT CAN RESULT IN: PUSHING THE GREASE INTO THE TAIL ROTOR GEARBOX,
POPPING OR PUSHING OUT THE SEALS, DAMAGE TO THE SEALS, OR OTHER UNWANTED
EFFECTS.
Slowly put grease into the cap assembly grease fitting with a commercial grease gun until the old grease
is fully purged. Collect and discard the old grease when it comes out of the trunnion assembly seal.
Slowly put grease into the housing assembly lubrication fitting, with a commercial grease gun, until the
old grease is fully purged. Collect and discard the old grease when it comes out of the housing assembly
seal.

Hanger Bearing Lubrication
300 HOURS/
HANGER BEARINGS MOBILE 28 (GREASE)
1 YEAR
MAKE SURE TO OBEY ALL THE GREASE LUBRICATION PRACTICES BEFORE YOU LUBRICATE
THE COMPONENT WITH GREASE. IF NOT, DAMAGE TO THE COMPONENT CAN OCCUR.
DO NOT USE A RIGID NEEDLE-TIPPED GREASE GUN OR A DEFORMATION OF THE BEARING

SEAL RING CAN OCCUR AND CAUSE A CONTACT WITH THE BALL CAGE. IF THIS OCCUR, THE
BEARING WILL BECOME TOO HOT AND MAKE IT WEAR QUICKLY.
Apply grease on external surfaces of the new syringe needle to prevent damage to contact seal of
bearing.
On one side of bearing, push syringe needle into one of circular indents on contact seal and put 0.5
cc of grease into bearing.
Collect and discard old grease when it comes out of bearing.

Hanger Bearing Lubrication
NOTE
The maximum recommended bearing operating temperature is 185°F (85°C). In the first 15 to 20 hours
after lubrication, it is normal for a bearing to run 90°F (32°C) hotter than the maximum recommended
operating temperature.
DO NOT PUSH THE NEEDLE OF THE SYRINGE IN THE BEARING WITH TOO MUCH FORCE OR
DAMAGE TO THE BEARING CAN OCCUR.
On one side of the bearing, push the needle into one of the circular indents on the contact seal and put
0.5 cc of grease into the bearing. If the syringe needle does not enter fully in the contact seal, remove
the syringe needle, turn the bearing a small distance to clear the ball cage, and repeat the procedure.
Purge the needle of the syringe and repeat steps to lubricate the rest of the bearings.
DO NOT LET THE SOLVENT TOUCH THE CONTACT SEAL OF THE BEARING OR DAMAGE CAN
OCCUR.
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Sliding Adapters Lubrication
300 HOURS/
DRIVE ADAPTERS 299-947-554, NLGI Grade 2, THIXOSYN
1 YEAR
MAKE SURE THAT YOU REMOVE ALL THE OLD LUBRICANT BEFORE YOU LUBRICATE WITH A
DIFFERENT TYPE OF LUBRICANT. IF NOT, AN INCOMPATIBILITY CAN OCCUR AND CAUSE
DAMAGE TO THE PARTS.
Remove the driveshaft assemblies with drive adapters.

Remove the adapters.
Clean the splines of the adapters and the splines of the shaft assemblies with dry cleaning solvent and
a clean cloth.
Do a general visual inspection of the adapters.
Lubricate the mating splines of the adapters and the splines of the shaft assemblies with anti-seize
thread compound.
Install the aft adapters on the shaft assemblies and clean the area.

Tail Rotor Needle (Trunnion) Bearing Lubrication
50 HOURS/
NEEDLE BEARINGS 299-947-554, NLGI Grade 2, THIXOSYN
1 YEAR
APPLYING THE GREASE QUICKLY CAN CAUSE PRESSURIZATION OF THE GREASE CAVITIES
WHICH CAN RESULT IN: PUSHING THE GREASE THROUGH THE SEAL, POPPING OR PUSHING
OUT THE SEALS, CAUSING DAMAGE TO THE SEALS, OR OTHER UNWANTED EFFECTS.
Slowly put grease into the grease fitting with a commercial grease gun until all the old grease is fully
purged. Collect and discard the old grease when it comes out of the bearing.

Crew Seat Positioning Mechanism
200 FLIGHT SEAT POSITIONING

WD-40 LUBRICATING OIL
HOURS MECHANISM
Apply corrosion preventive compound to the fingers.
Apply corrosion preventive compound to the cables.
Apply corrosion preventive compound to the springs. Use the hole in the spring case to lubricate.
Remove the unwanted corrosion preventive compound with a clean cloth.

Leveling and Weighing
The weight of an aircraft and its balance are extremely important for operating an aircraft in a safe and
efficient manner. Where an aircraft balances is a significant factor in determining if the aircraft is safe
to operate. An aircraft that does not have good balance can exhibit poor maneuverability and
controllability, making it difficult or impossible to fly. This could result in an accident, causing damage
to the aircraft and injury to the people on board. Safety is the primary reason for concern about an
aircraft’s weight and balance.
A secondary reason for concern about weight and balance, but also a very important one, is the
efficiency of the aircraft. Improper loading reduces the efficiency of an aircraft from the standpoint of
ceiling, maneuverability, rate of climb, speed, and fuel consumption.
Over a time, almost all aircraft tend to gain weight. Examples of how this can happen include an aircraft
being repainted without the old paint being removed, and the accumulation of dirt, grease, and oil in
parts of the aircraft that are not easily accessible for cleaning. When new equipment is installed, and
its weight and location are mathematically accounted for, some miscellaneous weight might be
overlooked, such as wire and hardware. For this reason, it is good practice to periodically confirm its
actual empty weight and empty weight center of gravity.
The Center of Gravity (CG) is the term used to define the balance point of a body for weight and balance
purposes. A helicopter can be compared with a pendulum, the point of suspension being where the
main rotor hub intersects the mast and the pendulum weight being the helicopter. If the pendulum
weight can stop it will come to rest with its CG directly below the suspension point. For example, if the
CG of a helicopter is aft of the hub/mast intersection, the helicopter will be tail down in flight. The pilot
can correct this condition by moving the cyclic control stick forward. However, the greater the required
movement of the stick the less control power is available for forward speed and maneuverability. Since
such loss of maneuverability is unsafe, care must always be taken to keep the helicopter CG within
specified gross weight flight limits. This is accomplished in two ways:
1. Moving the location of the helicopter weight empty CG through addition or deletion of ballast.
2. Computing the combinations of useful load items which are allowable for each flight.

Weighing Preparation
Record the weighed configuration, indicating differences, if any, to the Empty Weight configuration,
fluid quantities, and any observations regarding the weighing.
• Make sure that the helicopter configuration is as near to the Empty Weight as possible.
• Complete the weighing checklist.
• Remove, as much as possible, all dirt, expelled grease, gathered moisture, and any equipment
that is not required from the helicopter.
• Remove items that are not part of the Empty Weight configuration.
• Install the missing items necessary for the Empty Weight configuration at their appropriate
locations.
• Make sure that the baggage compartment is empty.
Make sure that the following fluid levels are correct:
• Engine oil (full)
• Transmission oil (full)
• Tail rotor gearbox oil (full)
• Hydraulic fluid (full)
• Drain the fuel system
WEIGHING CHECKLIST (EXAMPLE)
NOTE

Empty Weight configuration is the basic helicopter weight (required operational kits and equipment
installed), fixed ballast weight and fully serviced hydraulic, engine, transmission, tail rotor gearbox
systems and unusable fuel.

1. Install the weighing devices as follows:

NOTE
Follow the scale manufacturer’s instructions for the warm-up procedure. Make sure that you do not
allow the cables that connect the scales to the control unit to cross each other and that you do not allow
any weight on the cables.
a) When using electronic load cells, install them on the jacks used to lift the helicopter. Make sure
that the load cells and their adapters are tightened to the pads of the jacks.
b) When using electronic platform scales, put each scale in position below the jacking point and
align the center of the scale with the jack fitting.
c) When using mechanical scales, put each scale in position below the jacking point and align the
center of the scale with the jack fitting.
2. Adjust each scale to read zero with no-load.
Leveling
Before the 505 helicopter can be weighed and reliable readings obtained, it must be in a level flight
attitude. The method used to check for a level condition is to use a protractor or spirit level.
1. Put the helicopter on a hard and level surface.
THE HELICOPTER MUST BE ON A HARD AND LEVEL SURFACE BEFORE LIFTING WITH JACKS,
OR IT CAN FALL OFF THE JACKS, GET DAMAGED, AND/OR CAUSE INJURY TO PERSONNEL.
DO NOT LET PERSONNEL IN OR ON THE HELICOPTER WHILE IT IS LIFTED. THE HELICOPTER
CAN BE UNSTABLE. INJURY TO PERSONNEL AND DAMAGE TO THE HELICOPTER CAN
OCCUR IF YOU DO NOT OBEY.
2. Lift the helicopter with jacks.

NOTE
The crew seat rails, or the cabin and cockpit floor areas, can be used to level the helicopter
longitudinally and laterally. If the floor is used, remove the carpet or other covering to expose the floor
surface.
Notes
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___________________________________________________________________
___________________________________________________________________

3. Put a protractor or a level on the seat rails or the cabin/cockpit floor to level the helicopter both
longitudinally and laterally.
4. Adjust the jacks until the protractor or the level indicates that the helicopter is level, both
longitudinally and laterally.
NOTE
The scale readings will not be accurate if the helicopter touches the floor or any other object when you
are leveling the helicopter for weighing.
5. Make sure that the helicopter does not touch the floor or any other object.
6. Make sure that there are no side loads applied to the jacks, scales, or load cells.

Weighing Procedure
DO NOT LET PERSONNEL IN OR ON THE HELICOPTER WHILE IT IS LIFTED. THE HELICOPTER

CAN BE UNSTABLE. INJURY TO PERSONNEL AND DAMAGE TO THE HELICOPTER CAN
OCCUR IF YOU DO NOT OBEY.
7. Refer to the scale manufacturer’s instructions to find the weight shown.
8. Record the scale readings for each scale.
9. Lower the helicopter. Do not remove the jacking/weighing equipment.
10. Make sure that there is no contact between the helicopter and the jacking/weighing equipment.
11. Record the tare weight for each scale.
12. Calculate and record the net weight for each scale: Net Weight = Scale Reading – Tare Weight
13. Add the three net weights that you calculated to get the as-weighed weight of the helicopter.
Record the value.
14. After the first weighing, move the three scales, or load cells, one jack point position clockwise
and go to step 3 and do a second weighing to make sure the scale readings are accurate.
15. Make sure that the results of the two-consecutive weighing meet the following conditions:
a) The difference between the first and the second as-weighed weight must be less than
10 pounds (4.5 kg).
b) The difference between the calculated differences of the forward and aft net weights of the first
and second weighing must be less than 5 pounds (2.3 kg).
16. Apply corrective actions, as necessary, when the conditions at step 14 are not met and do the
weighing procedure again until you get acceptable results.
17. Lower the helicopter
18. Remove the jacks and weighing devices.

As-Weighed Weighing Results (Example)
Table 2. As-weighed weighing results (Initial Results)
Scale Location (scale letter) Scale Reading Tare Weight Net Weight
Lb. Kg. Lb. Kg. Lb. Kg.
Forward Left (A) 364.0 165.1 6.0 2.7
Forward Right (B) 356.0 161.5 0.0 0.0
Aft (C) 1544.5 700.6 4.5 2.0
As-weighed weight
Table 2. As-weighed weighing results (Second Weighing Results)

Scale Location (scale letter) Scale Reading Tare Weight Net Weight
Lb. Kg. Lb. Kg. Lb. Kg.
Forward Left (D) 361.0 163.7 6.0 2.7
Forward Right (E) 359.0 162.8 0.0 0.0
Aft (F) 1543.5 700.1 4.5 2.0
As-weighed weight
Table 2. As-weighed weighing results (Confirmation of Weighing Results)

Scale Location Net weights lb. Scale Location
Net weights lb. (kg)
(kg)
(scale letter) (scale letter)
Forward Left (A) Forward Left (D)
Forward Right (B) Forward Right (E)
Aft (C) Aft (F)
As-weighed weight (G) Total second net weight (H)
Table 2. As-weighed weighing results

Total as weighed weight difference (G-H) (must be less < 10 pounds (4.5kg)) = 1 pounds (0.4 kg).
Forward versus aft weight difference (A+B-C-D-E+F) (must be < 5pounds (2.3kg)) = -1 lbs. (-0.3 g).
If total helicopter as-weighed weight difference is less than 10 pounds (4.5kg), and forward versus aft
net weight difference is less than 5 pounds (2.3 kg), the weighing results are acceptable.

CG Calculations
Longitudinal CG
The longitudinal CG is calculated in relation to the datum. The datum (Fuselage Station (FS) 0.0) is located
37.8 inches (960 mm) forward of the nose of the helicopter. The locations of the jack fittings in relation to
the datum are called the longitudinal arms. The distance from the datum to the centers of the forward jack
fittings is called the forward arm and it is 98.73 inches (2508 mm). The distance from the datum to the
center of the aft jack fitting is called the aft arm and it is 213.89 inches (5432 mm).
To calculate for longitudinal CG:
1. Multiply the forward LH weight by 98.73 inches (2508 mm) to find the forward LH longitudinal moment.
2. Multiply the forward RH weight by 98.73 inches (2508 mm) to find the forward RH longitudinal moment.
3. Multiply the aft weight by 213.89 inches (5432 mm) to find the aft longitudinal moment.
4. Add the forward LH longitudinal moment to the forward RH longitudinal moment and to the aft
longitudinal moment.
5. Divide the result of step 4 by the as-weighed weight.
6. Record the result of step 5 as the as-weighed longitudinal CG.
As-Weighed Weight, Longitudinal CG Example
Longitudinal
Scale Location Net Weight Arm Moment
lb. (Kg) In. (mm) In.lb (kg.mm)
Forward Left 98.73 (2508)
Forward Right 98.73 (2508)
Aft 213.89 (5432)
As weighed weight and CG

Lateral CG
The lateral CG is calculated in relation to the centerline of the helicopter (Buttock Line (BL) 0.0). The
locations of the jack fittings in relation to the centerline are called the lateral arms. The arms left of the
centerline are negative and the arms right of the centerline is positive. The forward LH jack fitting is located
at BL -12.49 inches (-317 mm) and the forward RH jack fitting is located at BL 12.49 inches (317 mm). The
aft jack fitting is located at BL 0.0 inches (0 mm) and is not considered to find the lateral CG since the
product of the arm multiplied by the weight is zero.
To calculate for lateral CG:
1. Multiply the forward LH weight by -12.49 inches (-317 mm) to find the forward LH lateral moment.
2. Multiply the forward RH weight by 12.49 inches (317 mm) to find the forward RH lateral moment.
3. Add the forward LH lateral moment to the forward RH lateral moment.
4. Divide the result of step 3 by the as-weighed weight.
5. Record the result of step 4 as the as-weighed lateral CG.
As-Weighed Weight, Lateral CG Example
Lateral
Scale Location Net Weight Arm Moment
lb. (Kg) In. (mm) In.lb (kg.mm)
Forward Left -12.49 (-317)
Forward Right 12.49 (317)
Aft 0.0 (0)
As weighed weight and CG

Empty Weight
The Empty Weight is the basis for all mass and CG calculations for operations.
The unballasted Empty Weight is calculated from the as-weighed weight. It is used to find the fixed ballast
necessary to keep the helicopter operating in the limits of Flight Manual, Section 1.
We do not recommend that you weigh a helicopter with a full tank. If you do, you must do a check of the
specific gravity to find the correct weight of the fuel on board.
The densities, weights, CGs, and moments of different fuels and oils that must be used for weight and
balance calculations are listed in Table 5. The data is provided for a Standard International Standard
Atmosphere (ISA) day.
To find the unballasted Empty Weight, do the calculations that follow:
1. Record the as-weighed weight, CG, and moments calculated in the as-weighed weighing results.
2. Subtract the weight and moment of all the Non-Empty Weight items that were on the helicopter when
it was weighed, including the fixed ballasts and record it.
NOTE
Relocate dynamic ballast if necessary
3. Add the weight and moment for all the Empty Weight items that were not on the helicopter when it was
weighed, including the residual fuel and record it.
4. Divide the total unballasted Empty Weight moment by the total unballasted Empty Weight to find the
total unballasted Empty Weight CG and record it.
Notes
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
__________________________________________________________

Deriving Unballasted Empty Weight and Center of Gravity (Example)
Longitudinal Lateral
Item Weight Arm (CG) Moment Arm (CG) Moment
lb. In. In.lb In. In.lb

(Kg) (mm) (kg.mm) (mm) (kg.mm)
As-weighed (0)
(Net-weight)
Remove:
Tail Ballast
Relocate Dynamic Ballast
Dynamic Ballast -20 427.4 -8548 0.6 -12

(-9) (10855.96) (-97703.64) (15.24)
Dynamic Ballast 20 426.4 8528 0.6 12
(15.24)
(9) (10830.56) (97475.04)
Add: 8.43 163.9 1382 0.0 0.0
Residual Fuel (3.8) (4163) (15,919) (0) (0)
Unballasted
Empty Weight
Notes
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______________________________________________________________________
______________________________________________________________________
__________________________________________________________

Gross Weight and Center of Gravity Limits
To find if the unballasted most forward and most aft gross weight CG is inside the limits, do the calculations
that follow:
NOTE
Fuel is located at a neutral longitudinal CG position relative to the flight envelope. Therefore, in the most
cases, the most critical aft and forward CG position will occur with a zero-fuel state.
1. Determine the most forward useful load weights and moments and add these to the unballasted empty weight
to give the unballasted most forward gross weight and center of gravity.
Most Forward CG
CG and Moments
Item Description Weight Arm Moment Arm (CG) Moment
(CG)
Empty Weight
+ Pilot 210 98.0 20,580 14.0 2940
+ Passenger (1) FWD 170 98.0 16,600 -13.0 -2210
+ Passenger (3) MID 510 135.0 68,850 0.0 0.0
+ Most FWD Fuel 0.0 164.7 0.0 0.0 0.0
Total
Notes
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______________________________________________________________________
______________________________________________________________________
__________________________________________________________

2. Determine the most aft useful load weights and moments and add these to the unballasted empty weight
to give the unballasted most aft gross weight and center of gravity.
Most Aft CG
CG and Moments
Weight Arm (CG) Moment Arm Moment

(CG)
Item Description
Empty Weight
+ Pilot 210.0 98.0 20,580 14.0 2940.0
+ Most AFT Fuel 0.0 164.7 0.0 0.0 0.0
Total
Notes
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______________________________________________________________________
__________________________________________________________

3. Plotting these points on the gross weight CG envelope chart will show whether the unballasted most
forward or most aft CG will be inside the gross weight CG limits.
When a helicopter has a standard fuel system and standard seating arrangement, the empty weight CG
limits may be used as a guide to properly ballast the helicopter. The chart was derived using the selective
passenger loading schedule shown on the cockpit placard.
If the weight exceeds the maximum shown on the chart or if the helicopter fuel system or seating
arrangement is non-standard, install the alternate cockpit placard and compute ballast using gross weight
flight limits.

CG Calculations
Necessary Ballasts
In cases where special equipment packages, customizing, or the loading configuration of the helicopter is
unique (e.g., non-standard crew or passenger weights, continuous baggage compartment loading, or other
variations) and does not allow the parameters of the empty weight (CG) chart to be met, ballast should be
selected to accommodate the widest range of crew, passenger, baggage, and fuel loading combinations in
accordance with the parameters of the gross weight (CG) chart.
If the helicopter must be ballasted to move the CG aft, do the calculations that follow:
Necessary Ballast = (Most Aft Weight) x (Required CG – Most Aft CG)

(Ballast Location CG – Required CG)
Necessary Ballast = ( )x( – )

( – )
Necessary Ballast = ________ lbs. @ FS _________
1. Identify the required CG using the gross weight CG envelope charts and the worst case of most
forward/aft CG.
2. Subtract the unballasted CG from the required CG.
3.Multiply the unballasted weight with the difference of the unballasted CG and required CG and record it.
4. Subtract the required CG from the tailboom ballast location (fuselage station).
5. Divide the product of the unballasted weight and unballasted Cg and required CG difference by the
difference of the tailboom ballast location and required CG. The result will be the necessary ballast required
to move the unballasted CG aft to the required CG inside limit.
6. Obtain the fuselage station (FS) for the necessary fixed ballast to be installed. Add these values to the
unballasted empty weight derivation table.
7. Obtain the fuselage station (FS) for relocating the dynamic ballast weight. Adjust these values on the
unballasted empty weight derivation table and transfer the new Ballasted Empty Weight to the most forward
and most aft CG cases.


Table of Contents
04 Integrated Avionics Systems
System Integration and Display ...................................................................................................... 3
Indicating/Recording Systems ........................................................................................................ 50
Communications............................................................................................................................... 78
Navigation Systems.......................................................................................................................... 88
WARNING - This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C.,
Sec 2751, et. seq.) or the Export Administration Act of 1979, as amended, Title 50, U.S.C., App. 2401 et. seq. Violations of the
export laws are subject to severe criminal penalties. Disseminate in accordance with provisions of DoD Directive 5230.25.
Part 04 Integrated Avionics Systems
Revision Record

2 6/5/2017 O. Bernal

System Integration and Display

System Integration and Display

The G1000H system is integrated with the aircraft electrical system and receives power directly from
the Main electrical bus. The G1000H PFD, MFD, and supporting sub-systems include both power-on
and continuous built-in test features that exercise the processor, RAM, ROM, external inputs, and
outputs to provide safe operation.
During system initialization, various test annunciations are displayed. All system annunciations (Red
X’s) should disappear typically within one minute of power-up at nominal temperature but may take as
long as 10 minutes at cold temperatures.
Upon power-up, key annunciator lights also become momentarily illuminated on the audio panels, the
control units, and the display bezels. On the PFD, the Airspeed, Altimeter, and Vertical Speed are "X"
in red. As the Air Data Computer (ADC) initializes, the X's are removed as the AHRS begins to initialize
and displays "AHRS ALIGN: Keep Wings Level". The AHRS should display valid attitude and heading
fields typically within one minute of power-up. The AD/AHRS can align itself both while taxiing and
during level flight.
On the MFD, the system displays the G1000 current software version, data base acknowledgement
and profile selection page. This page requires acknowledgement of the data base expiration dates. To
continue to the Weight and Balance page press the ENT key.

Primary Flight Display
In normal operating mode, the PFD presents graphical flight instrumentation (attitude, heading,
airspeed, altitude, and vertical speed), replacing the traditional mechanical flight instrument cluster. The
Power Situation Indicator and Crew Alert System messages are also displayed on the PFD.
Increased situational awareness is provided by replacing the traditional instrument on the panel with
an easy to scan PFD that features a large horizon, airspeed, attitude, altitude, vertical speed, and
course deviation information. In addition to the flight instruments, engine, navigation, communication,
terrain, traffic, and weather information are also presented on the PFD.

COM Frequency Box
The COM Frequency Box is composed of two fields; the active frequency on the left side and the
standby frequency on the right.
The COM transceiver is selected for transmitting by pressing the MIC Keys on the Audio Control Panel.
An active COM frequency displayed in green indicates that the COM transceiver is selected on the
Audio Control Panel (MIC1 Key). The standby frequency in the tuning box is displayed in white.

Navigation Status Box
The Navigation Status Box located at the top of the PFD contains two fields displaying selectable flight
plan information:
• Active flight plan leg (e.g., D UKW) or flight plan annunciations (e.g., Turn right to 021 in 8
seconds)
• Distance (DIS) and Bearing (BRG) to the next waypoint or flight plan annunciations (e.g., TOD
within 1 minute)

Navigation Frequency Box
The NAV Frequency Box is composed of two fields; one standby field and one active field. The active
frequency is on the right side and the standby frequency is on the left.
The NAV radio is selected for navigation by pressing the CDI Soft key located on the PFD. The NAV
frequency selected for navigation displays in green.

PFD – Power Situation Indicator (PSI)
The Power Situation Indicator (PSI) and Dual Tachometer are shown as a group in the lower-left of the
PFD, and on the Engine Information System (EIS) - Engine Page of the MFD in a larger format.
The PSI provides the pilot with the amount of power available based on engine torque (Q; shown as a
percentage), measured gas temperature (MGT, degrees Celsius, °C), and gas producer rotation
speeds (Ng; shown as a percentage) with respect to operating limitations.
The PFD – PSI also provides the dual Tachometer for main rotor speed (NR) and power turbine speed
(NP).
The PSI is discussed in detail for the MFD.
Notes
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Airspeed Indicator
The Airspeed Indicator displays airspeed on a moving tape, rolling number digital readout, with a ground
speed (GS) digital readout in knots below the Airspeed Indicator. The numeric labels and major tick
marks on the moving tape are marked at intervals of 10 knots. The indicated airspeed appears inside
the black pointer. The pointer remains black until reaching never-exceed speed (VNE), at which point
it turns red with white digits. When VNE is exceeded, an audio alert sounds.
A color-coded (yellow, green, and red) speed range strip is located on the moving tape. The colors
denote normal operating range, caution range, and VNE. A black and white checkered shutter covers
the airspeed indication at or below 15 knots and remains displayed until reaching 20 knots.
The Airspeed Trend Vector is a vertical magenta line that appears to the right of the color-coded speed
range strip when airspeed is either accelerating or decelerating. One end of the magenta line is
anchored to the tip of the airspeed pointer while the other end moves continuously up or down
corresponding to the rate of acceleration or deceleration.
For any constant rate of acceleration or deceleration, the moving end of the line shows the approximate
indicated airspeed value in six seconds. If the trend vector crosses VNE, the actual airspeed digital
readout changes to yellow. The trend vector is absent if the speed remains constant or if any data
needed to calculate airspeed is not available due to a system failure.

Attitude Indicator
Attitude information is displayed over a virtual blue sky and brown ground with a white horizon line. The
Attitude Indicator displays the pitch, roll, and slip/skid information. The horizon line is part of the pitch
scale. Above and below the horizon line, major pitch marks and numeric labels are shown for every
10°, up to 80°. Minor pitch marks are shown for intervening 5° increments, up to 25° below and 45°
above the horizon line. Between 20° below to 20° above the horizon line, minor pitch marks occur every
2.5°.
For extreme pitch conditions, red chevrons appear on the pitch scale to indicate the direction to the
horizon. When the aircraft enters an unusual pitch attitude, red chevrons pointing toward the horizon
warn of extreme pitch. The chevrons are displayed on the Attitude Indicator, starting at 50° above and
30° below the horizon line. When the Synthetic Vision System (SVS) is activated, the pitch scale is
reduced to 10° up and 7.5° down.
The fixed inverted white triangle indicates zero on the roll scale. Major tick marks are at 30° and 60°
and minor tick marks are at 10°, 20°, and 45° to the left and right of the zero. Angle of bank is indicated
by the position of the lower roll pointer on the roll scale.
The Slip/Skid Indicator is the bar beneath the roll pointer. The indicator bar moves with the roll pointer
and moves laterally away from the pointer to indicate uncoordinated flight. Slip (inside the turn) or skid
(outside the turn) is indicated by the location of the bar relative to the roll pointer. One bar width
displacement is equal to one ball displacement on a traditional Inclinometer.

Barometric Altimeter
The Altimeter displays 600 feet of barometric altitude values at a time on a moving tape with rolling
number digital readout. Numeric labels and major tick marks are shown at intervals of 100 feet. The
minor tick marks are at intervals of 20 feet. The current altitude digital readout appears in the black
pointer.
A magenta Altitude Trend Vector extends up or down the left edge of the altitude tape, the end resting
at the approximate altitude to be reached in 6 seconds at the current vertical speed. The trend vector
declutters if altitude remains constant or if data needed for calculation is not available due to a system
failure.
The barometric pressure setting is below the Altimeter, displayed in inches of mercury (in Hg) or hector
Pascal’s (hPa) when metric units are selected.
Notes
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___________________________________________________________________
___________________________________________________________________

Selected Altitude Alerting
The Altitude Alerting function provides visual and audio alerts when approaching the Selected Altitude.
Whenever the Selected Altitude is changed, Altitude Alerting is reset. Altitude Alerting is based on the
altitude information shown on PFD.
The PFD displays Altitude alerting as follows:
• When passing through 1000 feet of the Selected Altitude, the Selected Altitude Box changes
to black text on a light blue background, flashes for 5 seconds, and an aural tone is generated.
• When the aircraft passes within 200 feet of the Selected Altitude, the Selected Altitude changes
to light blue text on a black background and flashes for 5 seconds.
• After reaching the Selected Altitude, if the aircraft altitude deviates ±200 feet from the Selected
Altitude, the Selected Altitude Box changes to yellow text on a black background, flashes for 5
seconds, and an aural tone is generated.
Notes
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___________________________________________________________________
___________________________________________________________________

Vertical Speed Indicator
The Vertical Speed Indicator (VSI) displays the aircraft vertical speed on a fixed scale with labels at
1000, 2000, and 3000 FPM. Digits appear in the pointer when the climb or descent rate is greater than
100 FPM. If the rate of ascent/descent exceeds 3000 FPM, the pointer appears at the corresponding
edge of the tape and the rate appears inside the pointer.
A red tick mark appears at the 2000 FPM for the maximum rate of climb.
Notes
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___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Vertical Deviation
The Glide Slope Indicator appears to the left of the Altimeter whenever an ILS frequency is tuned in the
active NAV field. A green diamond acts as the Glide Slope Indicator, like a glide slope needle on a
conventional indicator. If a localizer frequency is tuned and there is no glide slope, NO GS is displayed
in place of the diamond.
The glide path is analogous to the glide slope for GPS approaches supporting SBAS vertical guidance
(LNAV+V, L/VNV, LPV). When an approach of this type is loaded into the flight plan and GPS is the
selected navigation source, the Glide Path Indicator appears as a magenta diamond. If the approach
type downgrades past the final approach fix (FAF), NO GP is displayed in place of the diamond. Full-
scale deflection (two dots) is 1000 feet.
Notes
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___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Horizontal Situation Indicator
The Horizontal Situation Indicator (HSI) displays a rotating compass card in a heading-up orientation.
Letters indicate the cardinal points and numeric labels occur every 30°. Major tick marks are at 10°
intervals and minor tick marks at 5° intervals.
A digital readout of the current heading appears on top of the HSI, and the current track is represented
on the HSI by a magenta diamond. The HSI also presents turn rate, course deviation, bearing, and
navigation source information. The HSI is available in two formats, a 360° compass rose and a 140°
arc.
Notes
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___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

HSI - Course Deviation Indicator
The 360° HSI contains a Course Deviation Indicator (CDI), with a Course Pointer, To/From Indicator,
and a sliding deviation bar and scale.
The course pointer is a single line arrow (GPS, VOR1, and LOC1) or a double line arrow (optional
VOR2 and LOC2) which points in the direction of the set course.
The CDI color changes according to NAV source selected by the PFD CDI soft key. GPS data displays
in magenta (GPS ENR) and VOR/LOC 1 (LOC1) data in green.
The To/From arrow rotates with the course pointer and is displayed when the active NAVAID is
received.
Notes
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___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

HSI - Bearing Pointers
Two bearing pointers and associated information can be displayed on the HSI for NAV, GPS, and ILS.
The bearing pointers are light blue and appear as a single-line (BRG1) and a double-line pointer
(BRG2). A pointer symbol is shown in the information windows to indicate the navigation source. The
bearing pointers never override the CDI and are visually separated from the CDI by a white ring. The
Bearing pointers may be selected, but not necessarily visible due to data unavailability. When the Arc
HSI is displayed, the Bearing Information window and pointer is disabled.
When a bearing pointer is displayed, its associated information window is also displayed. The Bearing
Information windows are displayed to the lower sides of the HSI and display the following information:
• Bearing source (NAV, GPS)

• Pointer icon (BRG1 = single line, BRG2 = double line)
• Frequency (NAV)
• Station/waypoint identifier (NAV, GPS)
• GPS-derived great circle distance to bearing source

Crew Alerting System (CAS)
The function of the CAS is to detect specific system conditions and provide a visual or visual/audio
indication to the pilot. Visual indications are provided via the PFD MSG soft key 12, PFD and MFD in
normal mode while associated audio alerts are provided via the G1000H IAU through the audio panel
and crew headsets.
Pressing the Master WARNING/CAUTION soft key 12 for more than 5 seconds, with rotor RPM less
than 20% and an engine out condition, tests all audio alerts sequentially, as follows:
• Master warning and caution tone

• Low rotor RPM - 4 sweeps
• Engine Out warning voice and audio for 2 seconds
• Failed warning audio for 2 seconds
• VNE warning audio for 2 seconds
• "150 feet" voice (once) (optional kit)
• Engine fire - voice and audio tone

PFD Crew Alert System (CAS) Window
When CAS messages are generated, a Crew Alert Window containing the alert messages appears to
the right of the VSI on the PFD and the Caution and/or Warning Annunciator at soft key 12 illuminates.
Up to 12 messages can be displayed. When more than 12 messages are generated, the CAS Soft key
becomes available. Pressing the CAS Soft key activates soft keys for scrolling up and down through
the listed messages in the PFD Alert Box. In Reversionary Mode, the CAS Soft key takes the place of
the INSET Soft key.
Notes
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___________________________________________________________________

PFD Inset Window
The Inset window is a small version of the MFD Navigation Map displayed in the lower right corner of
the PFD. The Inset window also displays FMS navigation information when an FMS key is pressed
(e.g. FPL, DIRECT TO, PROC), and Timer/Minimums settings.
The Inset Map may be selected to display:
• Topographical (TOPO)
• Terrain (TERRAIN)
• Traffic (TRAFFIC)
When the system is in reversionary mode, the Inset Map is displayed in the lower right corner.
The Inset Map is displayed by pressing the INSET Soft key on the PFD. Selecting the INSET Soft key
again and then selecting the OFF Soft key removes the Inset Map.
The Inset window also displays G1000H system status messages when the flashing MSG soft key is
pressed.

Multi-Function Display (MFD)
When the MFD powers up, the MFD Power-up Page displays the following information:
• System version
• Copyright
• Land database name and version
• Safe Taxi database information
• Terrain database name and version
• Airport Terrain database name and version
• Obstacle database name and version
• Navigation database name, version, and effective dates
• Airport Directory name, version, and effective dates
• FliteCharts/ChartView database information
• Pilot Profile selection
Current database information includes the valid operating dates, cycle number, and database type.
When this information has been reviewed for currency (to ensure that no databases have expired), the
pilot is prompted to continue. Pressing the ENT Key acknowledges this information and the MFD
displays the Auxiliary (AUX) Weight Planning Page. The PFD will be in the reversion mode until the
data bases are acknowledge.

Engine Information System and Power Situation Indicator
Engine Information System is presented using the Power Situation Indicator (PSI) and bar gauges with
digital readouts. When unsafe operating conditions occur, indicator pointers and readouts change color
to indicate caution (yellow) or warning (red). Refer to each indicator description for additional details on
display behavior. If the time limit for an unsafe condition is exceeded, the color of the pointers and digits
may change to denote an increase in priority level.
Parameters out of the range of the readout display as a red X. If sensor data for a parameter becomes
invalid or unavailable, a red X is displayed across the indicator and/or readout and the indicator may
be removed. Dashes may also be displayed in place of a digital readout.
Notes
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Power Situation Indicator
The PSI provides the pilot with the amount of power available based on engine torque (Q; shown as a
percentage), measured gas temperature (MGT, degrees Celsius, °C), and gas producer rotation
speeds (Ng; shown as a percentage) with respect to operating limitations. A box is shown around the
label (Q, MGT, or NG) for the readout currently closest to its maximum continuous power (MCP) limits.
This value also controls a pointer along the large numeric arc scale from 0 (no power) to 10 (MCP,
shown with a yellow tick mark). Operating limits are displayed along the PSI gauge and are adjusted
dynamically in response to all parameters, to show the range of pointer movement available beyond
MCP before any parameter reaches the operating limit.
Green arcs indicate continuous operation ranges and yellow arcs indicate transient operating limits. A
red tick mark and gray arc becomes red if the Power Available Indicator enters this range, which
indicates an exceedance is occurring.
In normal operations, the Power Available Indicator pointer is the same color as the arc it is presently
within. A gray pointer is displayed when an engine failure is detected while in-flight.
When unsafe operating conditions occur, indicator pointers and readouts change color to indicate
caution (yellow) or warning (red). Refer to each indicator description for additional details on display
behavior. If the time limit for an unsafe condition is exceeded, the color of the pointers and digits may
change to denote an increase in priority level.

PSI - Engine Torque
The engine torque (Q) indication on the power parameter digital readout of the Power Situation Indicator
(PSI) displays Q in percent.
The engine torquemeter pressure sensing port outputs a specific oil pressure for a specific engine
torque. The Q data source for the PSI is provided from the SAFRAN ECU and engine mounted torque
transducer. The trim corrected torque signal is supplied to the display unit (s) via ARINC-429 data
busses from the ECU Channel A and B.
Notes
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PSI - Measured Gas Temperature
The engine Measured Gas Temperature (MGT) indication on the power parameter digital readout of
the Power Situation Indicator (PSI) displays MGT in degrees Celsius (°C). The T4.5 thermocouple
assemblies mounted on the engine turbine section provides the raw T4.5 (MGT) signals to the ECU.
ECU CH A and CH B provide trim corrected MGT via ARINC-429 data buses to the displays.
The raw T4.5 (MGT) signal is provided to the ECU is used as the primary MGT data source.
During engine start, a red triangle appears on the PSI arc when MGT is shown to correspond with MGT
starting limits and remains displayed until the starter has been disengaged for 5 seconds.
Notes
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PSI - Gas Producer RPM
The engine gas producer (NG) indication on the power parameter digital readout of the Power Situation
Indicator (PSI) displays NG speed in percentage of rated RPM.
A 3 phase Permanent Magnet Alternator is mounted on the engine accessory gearbox and provides
two separate signals to the ECU. PMA Channel A output is used as the primary NG data source input
to ECU Channel A and PMA Channel B output is used as the NG data source input to ECU Channel
B. The PMA inputs are also used as the primary power for the ECU when the NG speed reaches 50%
and above. ECU CH A and CH B provide NG the signal via ARINC-429 data buses to the displays.
Notes
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Dual Tachometer
The dual tachometer displays rotor speed (NR) and power turbine speed (NP) as percentages. A digital
readout for NR is provided. The long pointer represents NR along the arc scale; NP is shown with the
short pointer. Limitations are shown as colored arcs. The magenta bulb represents the normal 104%
governing point.
The NR and NP pointers will be the same color as the arc(s) they are presently within. During
autorotation with an engine failure, the NP pointer will be displayed in gray and the dual tachometer arc
scale will display power-off limitations. The magenta bulb indicates the ECU channel commanded NP
reference. The bulb changes to white for auto-rotations or when an invalid data message is received.
The primary input signals that drive the dual tachometer indications are provided by the ECU CH A and
CH B ARINC-429 data busses. The NR Hall Effect sensor (mounted on the transmission) input provides
the primary NR and the NP monopole sensor signal provides primary NP to the ECU.

Engine Oil Temperature and Pressure
The Engine Oil Temperature and Pressure (ENG) indications are displayed in the upper right corner of
the MFD EIS page. The indictor displays a bar/scale format and digital readouts. The ENG OIL indicator
presents an indication of the temperature (T) in degrees Centigrade (°C) and the pressure (P) in pounds
per square inch (PSI) from data supplied from the ECU CH A and CH B ARINC-429 data bus inputs.
The indicator is divided into two bar/scales and readouts. The left bar (P) displays the pressure of the
engine oil. The right bar (T) displays the temperature of the engine oil. The P, T bars and digital readouts
change color corresponding to the oil temperature and pressure ranges for the engine.
Temperature Range
• Lower Yellow Range - Less than 50° C

• Green Range - 50 to 110° C
• Upper Red Range – Greater than 110° C
Pressure Range
• Lower Red Range - Less than 25 PSI

• Green Range – 25 to 217 PSI
• Upper Red Range - Greater than 217 PSI
The engine oil temperature and pressure indications are also displayed as a digital readout on the EIS
display of the MFD or PFD in reversionary mode.

Transmission Oil Temperature/Pressure
The Transmission Oil Temperature and Pressure (XMSN) indications are displayed below the Engine
Oil indicator. The indicator displays a bar/scale format and digital readouts. The XMSN OIL indicator
presents an indication of the temperature (T) in degrees Centigrade (°C) and the pressure (P) in pounds
per square inch (PSI) from data supplied from the GEA 71H Engine Airframe Interface Unit.
The indicator is divided into two bar/scales and readouts. The left bar (P) displays the pressure of the
transmission oil. The right bar (T) displays the temperature of the transmission oil. The P, T bars and
digital readouts change color corresponding to the oil temperature and pressure ranges for the
transmission.
Temperature Range
• Lower Yellow Range - Less than 15°C

• Mid Green Range - 15 to 110°C
• Upper Red Range - Greater than 110°C
Pressure Range
• Lower Red Range - Less than 39 PSI

• Green Range - 39 to 70 PSI
• Upper Red Range – Greater than 70 PSI
The transmission oil temperature and pressure indications are also displayed as a digital readout on
the EIS display of the MFD or PFD in reversionary mode.

Generator Ammeter and Voltmeter
The Generator Ammeter and Voltmeter (GEN) indications are displayed below the Transmission Oil
indicator. The indicators display as digital readouts. The Ammeter (A) indicator presents an indication
of the generator load in amperes from data supplied from the GEA 71H Engine Airframe Interface
Unit and EPSU generator shunt. The Voltmeter (V) indicator presents an indication of the
generator/battery volts from data supplied from the Engine Airframe Unit and 28 VDC bus.
The digital readouts change color corresponding to the generator amps and bus voltage ranges.
Ammeter Range
• Green Range - 0 to 165 amps continuous

• Red Range - Greater than 165 amps max continuous
• Red Range - 300 amps max transient 2 minutes
• Red Range - 400 amps max transient 5 seconds
Voltmeter Range
• Lower Yellow Range - Less than 22 volts

• Green Range - 22 to 32 volts
• Upper Red Range - Greater than 32 volts
The ammeter and voltmeter indications are also displayed as digital readouts on the EIS display of the
MFD or PFD in reversionary mode.

Fuel Indications
The fuel quantity indication is displayed via the Engine Indicating System (EIS) strip of the MFD in
normal mode. The fuel quantity indication is displayed using a vertical scale with a digital readout. The
digital indication provides the usable fuel weight (approx. 592.5) in pounds. The vertical scale is
indicated by a cyan, un-filled rectangle. A varying height indicator bar within the vertical scale extends
from the base of the vertical scale to the fuel quantity value indication. The top of the indicator bar
indicates the fuel quantity value.
The indicator bar is shown in a single color (cyan or yellow) based on the fuel quantity indication. During
low fuel conditions (75 ±10 pounds), the indicator bar is shown in yellow. Thin horizontal reference lines
are also provided for half tank and full tank reference points.
The digital readout associated with the fuel quantity is displayed above the vertical bar as a cyan digital
readout in a white, un-filled rectangular field, except when in the yellow low fuel range. During low fuel
conditions (75 ±10 pounds), the readout is displayed as black digits within a yellow filled rectangle. The
ECU calculated fuel flow indication is displayed via the EIS strip on the MFD in normal mode. The fuel
flow indication is displayed in Pounds Per Hour (PPH) using a digital readout. The resolution of the
readout is displayed in 10 PPH increments.
The fuel indications are also displayed as a digital readout on the EIS display of the MFD or PFD in
reversionary mode.

CAS Alerts Box
The Crew Alerting System provides a larger Warnings, Cautions, and Advisories alert box on the MFD.
The system displays the box on the Engine Information/PSI page. The warnings, cautions, and
advisories are generated by the IAU from ARINC-429 data bus, analog sensors and switch inputs.
CAS alerts are additionally displayed on the upper left of the EIS Engine page on the MFD. Up to 19
messages can be shown on this page. When more than 19 messages accumulate, the CAS ↑ and CAS
↓ soft keys become available as needed to permit scrolling up and down through the messages on this
page.
Notes
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CAS Alerts Box

CAS messages are grouped by criticality (Warning, Caution, Advisory, and Safe Operating Advisory)
and sorted by order of appearance (most recent messages on top). The color of the message is based
on its urgency and the required action.
• Warning (WARNINGS) - Immediate crew awareness and immediate crew action is required. A
flashing WARNING legend is illuminated on the PFD at soft key 12 and is accompanied by one
or more audio alert tones.
• Caution (CAUTIONS) - Immediate crew awareness and subsequent corrective action is
required. A flashing CAUTION legend is illuminated on the PFD at soft key 12 and is
accompanied by one or more audio alert tones.
• Advisory (ADVISORY) - Crew awareness is required, and subsequent action may be required.
• Safe Operating Advisory (ADVISORY) - Crew awareness is required. A CAS message does
not appear more than once at a given time.
Warning and caution CAS messages flash when they are generated, and continue to flash until
acknowledged by pressing the soft key 12 on the PFD. If the warning or caution trigger condition is
inactive for more than 3 seconds, the CAS message is reset. Advisory CAS messages flash for 5
seconds and are then automatically acknowledged. After the acknowledgment, the message remains
displayed at the top of its respective priority group in the CAS window until either a newer message of
the same priority appears or the condition(s) that caused the CAS message to display no longer exists.
Notes
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Multi-Function Display (MFD) Page Groups
Information on the MFD is presented on pages which are grouped according to function. The page
group and active page title are displayed in the upper center of the screen, below the Navigation Status
Box.
In the bottom right corner of the screen, the page group tabs are displayed along the bottom. Available
pages in the group are displayed in a list above the page groups.
The current page group and current page within the group are shown in cyan. For some of these pages
(Airport/Procedures/Weather Information, XM, Procedure Loading), the active title of the page changes
while the page name in the list remains the same.
To select a page group using the FMS Knob:
1) Turn either FMS Knob one click to display the pop-up page selection window.
2) Turn the large (outer) FMS Knob until the desired page group is selected. (For example, the
WPT page group is selected.)
3) Turn the small FMS Knob until the desired page is selected.

Multi-Function Display (MFD) Page Groups

There are also several pages (Airport Information and XM Information pages) which are selected first
from within a main page group with the FMS Knobs, then with the appropriate soft key at the bottom of
the page. In this case, the page remains set to the selected screen until a different screen soft key is
pressed.
The pages of the Waypoint (WPT) group consist of:
• Airport Information Page - The first page in WPT group allows the crew to view airport
information, load frequencies (COM, NAV, and lighting), review runways, and review
instrument procedures that may be involved in the flight plan.
• Intersection Information Page - The Intersection page is used to view information about
intersections. In addition to displaying a map of the currently selected intersection and
surrounding area, the Intersection Information Page displays intersection information in three
boxes labeled INTERSECTION, INFORMATION, and NEAREST VOR.
• NDB Information Page - The NDB page is used to view information about NDBs. In addition to
displaying a map of the currently selected NDB and surrounding area, the page displays NDB
information in four boxes labeled NDB, INFORMATION, FREQUENCY, and NEAREST
AIRPORT.
• VOR Information Page - The VOR page is used to view information about VOR and ILS signals
(since ILS signals can be received on a NAV receiver), or to quickly auto-tune a VOR or ILS
frequency. Localizer information cannot be viewed on the VOR Information Page. If a VOR
station is combined with a TACAN station, it is listed as a VORTAC on the VOR Information
Page and if it includes only DME, it is displayed as VOR-DME.
Notes
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MFD – Auxiliary Page Group
The Auxiliary (AUX) Page Group consists of 11 pages for planning functions, weight and balance
functions, system set up, status, and OEM diagnostics. The AUX pages consist of:
• Weights, Fuel, Exceedances Page - Provides a Weight Planning based on manually entered
fuel data and the active flight plan (to estimate remaining fuel) and a recorded Exceedances
display.
• Trip Planning Page - Allows the pilot to view trip planning information, fuel information, and
other information for a specified flight plan or flight plan leg based on automatic data or based
on manually entered data.
• Utility Page - Displays timers, trip statistics, and a scheduler feature for flight planning
purposes.
• GPS Status Page - Displays GPS Status and SBAS selection information for the GPS 1.
• System Set-up Pages - Allows management of various pilot selectable system parameters.
• XM Radio Page - Displays the XM weather ID and products status and XM Radio ID and status
when the optional XM receiver GDL69A is installed.
• Satellite Phone Page - Displays Iridium Satellite Telephone service and SMS text messaging
status when the optional GSR 56H Transceiver is installed (operates in connection with the
GDL 59H).

MFD – Auxiliary Page Group
• Reports/Data Link Page - Displays Ground Data Link WIFI status and data logger when the
optional GDL 59H Transceiver is installed (operates in connection with the GSR 56H).
• System Status Page - Displays the Pass/Fail status of all G1000H system LRUs.
• Maintenance Logs Page – Access to Maintenance Log folders for transmitting via WIFI on the
ground or Iridium satellite connections.
• OEM Diagnostics Page - Displays the Central Maintenance Computer (CMC) viewer function.
The CMC viewer allows for displaying log files and real time Engine data inputs, outputs, faults,
CAS messages, and LRU discrete/analog signal status.
• Video - Allows selection and adjustment of alternate video source inputs to the MFD (Tail Rotor
camera).
Notes
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Auxiliary Page Group - System Status Page
The System Status page allows the user/maintainer to check system status of G 1000H Line
Replaceable Units (LRUS), Airframe information, and Navigation Database information.
LRU Window – Provides status of installed LRUs by indicating a functioning LRU with a green check,
and a malfunctioning LRU with a red X in the STATUS column. Each LRU also reports its SERIAL
NUMBER and installed software VERSION for the LRU.
AIRFRAME window – Displays the airframe type (Jet Ranger X), system software version,
Configuration ID, Part Number, and the unique system ID number.
MFD1 DATABASE window – Displays Region, update Cycle, Effective Date, and Expiration Date for
all the MFD internally stored Navigation Databases and the externally stored Navigation Databases on
the bottom SD card.
To access each window scroll, press the small FMS knob to activate the cursor (appears in the LRU
window) at COM 1. Then turn the large knob clockwise to scroll down the LRU list.
To move the cursor to another window, press the appropriate soft key (LRU, ARFRM, or MFD1 DB).
Then turn the large knob clockwise to scroll down the selected list.

MFD - Flight Plan Page Group
The Flight Plan Group consists of two pages:
• Active Flight Plan Page - Displays the current active flight plan with waypoints and flight legs
on the map with a sequential list of the waypoints in the flight plan. The Active Flight Plan
window allows for editing the flight plan.
• Flight Plan Catalog Page - Displays previously built and stored flight plans.
The Flight Plan Pages may also be accessed on the PFD and MFD using the FPL Key. Main pages
within this group are selected by turning the small (inner) FMS Knob.
Up to 99 flight plans with up to 99 waypoints each can be created and stored in memory. One flight
plan can be activated at a time to become the active flight plan. The active flight plan is erased when
the system is turned off and overwritten when another flight plan is activated.
When storing flight plans with an approach, departure, or arrival, the system uses the waypoint
information from the current database to define the waypoints. If the database is changed or updated,
the system automatically updates the information if the procedure has not been modified.
If an approach, departure, or arrival procedure is no longer available, the procedure is deleted from the
affected stored flight plan(s), and an alert is displayed (FLP TRUNC) advising that one or more stored
flight plans need to be edited.

Nearest Page Group
The Nearest (NRST) Page Group consists of:
• Nearest Airports - List of airports showing type, bearing, distance, and frequencies to current
present position.
• Nearest Intersections - List of intersections showing bearing and distance to current present
position.
• Nearest NDB - List of Non Directional Beacons showing bearing, distance, and frequency to
current present position.
• Nearest VOR - List of VOR stations showing type, bearing, distance, and frequency to current
present position.
• Nearest User Waypoints - List of user entered waypoints showing bearing and distance to
current present position.
• Nearest Frequencies - List of ARTCC, FSS, and weather (WX) frequencies to current present
position.
• Nearest Airspaces - List of controlled Airspace showing vertical limits, controlling agency, and
frequencies to current present position.

MFD Auxiliary Group - Maintenance Logs Page
The Bell Maintenance Logs Page which can be accessed and displayed on the Multi-Function Display
(MFD) include the following Folders:
• Folder 0 - Spare folder, internal MFD Non-Volatile Memory

• Exceedances Folder (1) - Displays recorded Propulsion exceedances, stored by internal MFD
Non-Volatile Memory.
• Faults (Folder 2) - Displays recorded Chip faults stored on external MFD Maintenance SD card.
• Power Assurance Check Folder (3) - Displays Power Check data history (Margins, Date, Time,
OAT, Pressure Alt, etc.) stored on external MFD Maintenance SD card.
• Folders 4 through 6 – Spare folders, internal MFD Non-Volatile Memory
• 1 Hz Log (Folder 7) – Flight Data log (Date, Time, Position, Alt, etc.) stored on external MFD
Maintenance SD card.
• CAS History (Folder 8) –Crew Alert history stored on external MFD Maintenance SD card.
These pages fall under the AUX information page group of the MFD under the page title of MAINT
LOGS. To access and view these pages on the MFD, the maintenance SD card assembly must be
installed into the upper SD card slot of the MFD and the helicopter must be on the ground with the
WOG Crew Alerting System (CAS) message displayed.
NOTE
Remove the electrical power from the MFD and/or PFD prior to removing or installing the maintenance SD
card. Use an external power unit, if available, to prevent the battery from being drained of its electrical power

Multi-Function Display (MFD) - OEM Diagnostics
The Bell OEM Diagnostics accesses the CMC Viewer function which can be accessed and displayed
on the Multi-Function Display (MFD) include the following MAIN MENU groups:
• Live Data View

• Fault History
• Power Assurance Checks
• CAS History
These pages fall under the AUX information page group of the MFD under the page title of OEM
DIAGNOSTICS. To access and view these pages on the MFD, the maintenance SD card assembly
must be installed into the upper SD card slot of the MFD and the helicopter must be on the ground with
the WOG Crew Alerting System (CAS) message displayed.
Notes
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CMC Viewer - Engine/ECU Data
The LIVE DATA VIEW, SUPPLIER SYSTEMS page displays ENG/ECU data, ENG/GEA data, cycles,
and ENG/ECU status. Typical access to view this maintenance page on the Multi-Function Display
(MFD):
Rotate the large (outer) FMS knob until the page group menu appears in the lower right side of the
screen and rotate the large (outer) knob to highlight the AUX page group.
Rotate the small (inner) FMS knob to select the OEM Diagnostics page.
Once OEM DIAGNOSTICS is highlighted, the CMC Viewer menu will appear in the top of the MFD
screen. Press the FMS knob to enable the cursor in the MAIN MENU block and then rotate the small
FMS knob to highlight the LIVE DATA VIEW page. Press the ENT key on the MFD to view the
highlighted maintenance page.
Turn the large FMS knob to move the cursor to the VIEW MENU, then rotate the small FMS knob to
highlight the SUPPLIER SYSTEMS. Turn the large FMS knob to move the cursor to the LRU MENU
block, then rotate the small FMS knob to highlight the ECU CH A. The viewer displays the incoming
ARINC-429 Data Labels in four columns, SOURCE, NOMENCLATURE, STATUS, and UNITS from
ECU CH A. The Page Menu allows for selecting additional pages required to view all the data from
ECU CH A by rotating the small FMS knob.
To save an image of the page, press the SAVE IMG soft key. This will store the bitmap image on the
maintenance SD card assembly, which is installed in the upper SD card slot of the MFD.

CAS History
The CAS HISTORY selection displays the date, time, speed, Alt, and OAT of recorded CAS messages
on the Multi-Function Display (MFD). The Viewer displays all CAS messages contained in the
Maintenance Log “CAS HISTORY” folder on the Maintenance SD card.
The page lists the chronological order CAS messages that are received by the display.
maintenance SD card located in the top SD slot of the MFD.
Notes
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Power Check History
The Viewer Power Assurance Check (PAC) page displays records from the Maintenance Log folder
PAC by Number (#15) time/date, pressure altitude, OAT, airspeed, and engine parameters used on the
Multi-Function Display (MFD). The Power Assurance Folder is stored on the Maintenance SD card.
maintenance SD card assembly, which is installed in the upper SD card slot of the MFD.
Notes
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1 Hertz Log (data_log)

In addition to the information provided on the OEM Diagnostics Page, flight data information is recorded
into the 1Hz Log (data_log) folder of the maintenance SD card during each flight. The information is
stored as a .csv file format.
A separate date/time stamped file is created for each flight and the following parameters are recorded
at a rate of 1 Hertz (once per second) for the duration of each flight.
• Pitch, Roll, Heading

• Airspeed, Pressure altitude, Vertical acceleration, OAT
• NP (N2) speed
• NG (N1) speed
• Rotor (NR) speed
• Torque
• MGT, turbine outlet temperature
• GPS latitude, longitude, altitude, groundspeed, etc.
• CAS messages
Individual files will continue to be saved and stored in the data_log folder for each flight until such time
that the maintenance SD card is full. The data_log folder may be viewed by transmitting the files via
WIFI interface or removing the Maintenance SD card and inserting into a laptop or desk top PC with a
SD card reader.
NOTE
Remove the electrical power from the MFD and/or PFD prior to removing or installing the SD cards.
When moving files from the SD card, DO NOT move, rename or delete the folders from the Maintenance
SD card. If the folders are removed from the card, the display will not recognize the SD card on subsequent
power ups.
Notes
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OEM Diagnostics - LRU Status
The LRU status allows for checking the analog, discrete, and port input and output assignments for the
selected LRU. The status pages display internal and external unit parameters and required state of the
input/output. The system color codes required state column according to set parameters (Green -
Status = Required state, Red - Status does not agree with State, CAS message contributor, Gray – No
single required state defined) LRU pages available in the viewer are:
• PFD
• MFD
• ECU
• GIA
• GEA
• GSU

Reversionary Mode
In the event of a display failure, the G1000H System must be manually switched to the reversionary
(backup) mode. In reversionary mode, all engine and flight information are presented on the remaining
display in the same format as in normal operating mode.
Display Reversion Mode is manually selected by placing the “REV” switch on the MISC Control Panel
from NORM to the PFD or MFD position. This switches the High Speed Data Bus from the Integrated
Avionics Unit to the PFD or MFD. It also removes a ground input from the display units for reversionary
mode operation.

Indicating/Recording Systems
Description
The indicating/recording systems use the Garmin G1000H integrated avionics system to integrate the
interaction the pilot and copilot have with the helicopter. It combines primary flight instrumentation,
helicopter systems instrumentation, and navigational information provided by the navigation systems.
The Garmin G1000H integrated avionics system consists of several Line Replaceable Units (LRUs)
that facilitate troubleshooting and maintenance by being quickly and easily replaceable.
The indicating/recording systems include the systems that follow:
• Miscellaneous control panel
• General computers
• Central warning system
• Central display system

Miscellaneous Control Panel
The Miscellaneous Control Panel located on the center pedestal provides the pilot and copilot one
central location to the control panel lights, hydraulic system, engine operation, pitot heater, position
lights, anti-collision light, battery, generator, and reversionary mode of the central display system. The
panel switches are one rotary type, one rheostat/switch, six paddle type switches, and one toggle
switch.
• PNL LT dimmer/switch
• HYD SYS switch
• ENGINE switch
• PITOT HTR switch
• POSN LTS switch
• ANTI COLL LT switch
• REV switch
• GEN switch
• BATT switch

General Computers
The general computers system is at the center of the Garmin G1000H integrated avionics system. It
links most helicopter systems and Line Replaceable Units (LRUs), and the Primary Flight Display (PFD)
and Multi-Function Display (MFD). It consists of the integrated avionics unit (GIA) and the engine and
airframe interface unit (GEA).
Integrated Avionics Unit GIA-63H - is a Line Replaceable Unit (LRU) that serves as the central
processor for the G1000H system. It processes data from all the sensors with a direct connection and
from other systems through digital data busses for display of flight information. The GIA-63H also
generates Crew Alerting System (CAS) messages.
It is mounted in a dedicated mounting rack located on the avionics shelf in the aft center fuselage to
facilitate replacement when required. It is powered via the 28 VDC Bus through circuit breakers on the
aft circuit breaker panel
The GIA contains the following sub-assemblies:
• VHF COM transceiver for the speech communication system.
• Wide Area Augmentation System (WAAS) certified Global Positioning System (GPS) receiver.
• VHF Omnidirectional Range (VOR)/Instrument Landing System (ILS) localizer receiver, and ILS
glide slope receiver for the navigation systems.

Engine Airframe Processor (GEA-71H)
Engine Airframe Processor (GEA-71H) - is a micro-processor based input/output LRU that is used to
measure analog, digital, and discrete sensor inputs and drive annunciator outputs for airframe and
engine systems. The Engine Airframe Processor is rack mounted in the aft Avionics compartment.
The Engine Airframe Processor interfaces with various sensors on the aircraft and communicates
airframe and engine information to the IAU. The IAU then interfaces with the Primary Flight Display
(PFD) and the Multi-Function Display (MFD) when the Reversion switch is set to MFD. Typically, the
MFD shows engine instrumentation while the PFD shows airframe alerts provided by the Engine
Airframe Processor (GEA-71H). Engine/airframe instrumentation is also displayed on the PFD and/or
MFD while the system is in reversionary mode.
The 28 VDC Bus provides power to the Engine Airframe Processor through the GEA 1 ampere circuit
breaker located on the aft circuit breaker panel.

Digital Communications
The integrated avionics unit (GIA) uses digital data busses to communicate with the systems that follow:
• The PFD and the MFD.

• The Electronic Engine Control Unit (EECU).
• The Air Data/Attitude Heading Reference System (AD/AHRS) (GRS 77).
• The transponder (GTX 33H).
• The audio panel (GMA 350H).
The integrated avionics unit (GIA) communicates with the engine and airframe interface unit (GEA).
Analog, digital, and discrete signals
The integrated avionics unit (GIA) processes the different digital, analog, and discrete signals that
follow:
• Communication antenna.
• Navigation antennas.
• RPM annunciator.
• Baggage door switch.
• Engine chip detectors.
• Oil pressure switch.
• Oil temperature switch.
• Main rotor chip detectors.
• Freewheel chip detector.
• Tail rotor chip detector.
• Fuel level sensor.
• Engine fire detectors.
The engine and airframe interface unit (GEA) processes the different digital, analog, and discrete
signals that follow:
• Electrical power.
• Main rotor RPM.
• Upper main rotor chip detector.
• Freewheel unit chip detector.
• Engine chip detectors.
• Oil temperature transducer.
• Oil pressure transducer.
• Fuel level sensor.
• Inlet Barrier Filter (IBF) pressure switch.

Digital Communications

Central Warning System

The central warning system is a function of the general computers that provide alert messages to the
central display system and audio integrating system. It reports any failure of a system or parameter
exceedance that requires the pilot and copilot attention and can affect the safety of the flight. It is
comprised of the:
• Crew Alert System (CAS)

• Rotor RPM Annunciator
Crew Alert System (CAS)
The Crew Alerting System (CAS) is provided by the G1000H integrated avionics system to detect and
report any failure of a system or parameter exceedance to provide a visual or visual/audio indication to
alert the pilot or copilot that an unsafe condition or failure has occurred through messages displayed
on the central display systems.
Detection is accomplished using monitoring circuits using sensors, switches, and relays that when
actuated; display the applicable warning, caution, or advisory CAS messages.
PFD Crew Alert System (CAS) Window
When CAS messages are generated, a Crew Alert Window containing the alert messages appears to
the right of the VSI on the PFD and the Caution and/or Warning Annunciator at soft key 12 illuminates.
Up to 12 messages can be displayed. When more than 12 messages are generated, the CAS Soft key
becomes available. Pressing the CAS Soft key activates soft keys for scrolling up and down through
the listed messages in the PFD Alert Box. In Reversionary Mode, the CAS Soft key takes the place of
the INSET Soft key.

MFD Crew Alert System (CAS) Window
CAS alerts are displayed on the upper left of the EIS Engine page on the MFD. Up to 19 messages can
be shown on this page. When more than 19 messages accumulate, the CAS ↑ and CAS ↓ soft keys
become available as needed to permit scrolling up and down through the messages on this page.

Crew Alert System (CAS)
CAS messages are grouped by criticality (Warning, Caution, Advisory, and Safe Operating Advisory)
and sorted by order of appearance (most recent messages on top). The color of the message is based
on its urgency and the required action.
• Warning (WARNINGS) - Immediate crew awareness and immediate crew action is required. A
flashing WARNING legend is illuminated on the PFD at soft key 12 and is accompanied by one or
more audio alert tones.
• Caution (CAUTIONS) - Immediate crew awareness and subsequent corrective action is required.
A flashing CAUTION legend is illuminated on the PFD at soft key 12 and is accompanied by one
or more audio alert tones.
• Advisory (ADVISORY) - Crew awareness is required, and subsequent action may be required.
• Safe Operating Advisory (ADVISORY) - Crew awareness is required. A CAS message does not
appear more than once at a given time.
Warning and Caution CAS messages flash when they are generated, and continue to flash until
acknowledged by pressing the soft key 12 on the PFD. If the warning or caution trigger condition is
inactive for more than 3 seconds, the CAS message is reset. Advisory CAS messages flash for 5
seconds and are then automatically acknowledged. After the acknowledgment, the message remains
displayed at the top of its respective priority group in the CAS window until either a newer message of
the same priority appears or the condition(s) that caused the CAS message to display no longer exists.

CAS Warnings
Crew Alert warning messages and aural alert tones are generated by IAU. The discrete ground/open
inputs are routed from the various airframe sensors and the FADEC ECU.
Warning Message Condition Audio Tone
BATTERY HOT Battery overheat detected. "Ping" repeats three times
ENGINE FIRE Engine fire/overheat detected. Single Ping, Voice: “ENGINE

FIRE”
Audio is according to
configuration setting
ENGINE OUT NG less than 50%. Single Ping, Voice: “ENGINE

OUT”
ENG OIL PSI LO Engine oil pressure is low. "Ping" repeats three times
ENG OIL TEMP Engine oil temperature is hot. "Ping" repeats three times
ECU FAIL Total ECU failure. Ping, Voice: “ECU FAIL”
FUEL PRESS Fuel pressure is low "Ping" repeats three times
RPM (Instrument Panel) NR RPM is high or low. The Continuous warble tone
RPM annunciator is also lit. (Low RPM) Light Only High
RPM (CAS Message) RPM
Transmission oil pressure is

XMSN OIL PRESS "Ping" repeats three times
low.
Transmission oil overheat is

XMSN OIL TEMP "Ping" repeats three times
detected.

CAS Cautions
Crew Alert System Caution messages and aural alert tones are generated by IAU 1 and IAU 2. The
discrete ground/open and 28 VDC/Open inputs are routed from the various sensors and the FADEC
ECU. Chip cautions are generated via data messages from the Engine Airframe Processor by the
discrete chip detector inputs to the Engine Airframe Processor. The IAU’s also provide the 28 VDC
output to illuminate the amber Caution segment of the Warning/Caution Push Button Annunciator when
a caution is generated.
Caution Message Condition Audio Tone
BAGGAGE DOOR Baggage door is not securely Single ping

latched.
BATTERY COLD Battery too cold to start.
BATTERY FAIL Battery under/over voltage, over /

under charge heater fail, Temp
sensor open, Charge/Discharge fail
BATTERY FAULT Overload current, Internal short,

Internal over temperature (Cells or
electronics)
BATTERY OFF Battery is not connected to main bus. Single ping
DRIVE CD INOP Transmission upper, transmission Single ping

lower, tail rotor gearbox, or freewheel
chip detector wiring fault. The
advisory message F/W CD INOP,
T/R CD INOP, XMSN CD 1 INOP, or
XMSN CD 2 INOP is also displayed,
as appropriate.
ECU DEGRADED Fuel control functions are affected, Single ping

and the engine performance is
degraded.
ECU PMA FAIL Alternator to the ECU has failed. Single ping

ENGINE CHIP Engine chip detector 1 or engine chip Single ping

detector 2 has detected debris. The
advisory message ENG CHIP 1 or
ENG CHIP 2 is also displayed, as
appropriate.
ENG CD INOP Engine chip detector 1 or engine chip Single Ping

detector 2 wiring is faulty. The
advisory message ENG CD 1 INOP
or ENG CD 2 INOP is also displayed
as appropriate.
ENG OIL PSI HI High engine oil pressure detected.
EPSU FAIL Generator control unit has failed. Single ping
FIRE DET INOP Engine fire detector 1 or 2 wiring is

faulty.
FLOAT ARM Floats arm switch is in the Single ping

ARMED position.
(Kit)
FOPS TEST FAIL Test of engine flame-out protection

system has failed.
FUEL FILTER Fuel pressure is low indicating an Single ping

impending clogging of the filter.
FUEL LOW Fuel low condition. Single ping

GEN Generator is not providing power to Single ping

the DC bus
GEN OVERLOAD Current is more than 170 amps for at

least 15 seconds.
HMU AUX CTRL The main metering valve is frozen, Single ping
and the auxiliary metering valve is
controlling fuel flow.
IBF CLOGGED Inlet barrier filter is clogged. Single ping
THROTTLE INOP Pilot and Copilot throttle switches set

“IDLE” but ECU commanding “FLY”
DUAL FLY Both Pilot and Copilot throttle

switches in FLY
XMSN CHIP Upper transmission, lower Single ping

transmission, or freewheel chip
detector has detected debris. The
advisory message XMSN CHIP 1,
XMSN CHIP 2, or F/W CHIP is also
displayed, as appropriate.
T/R CHIP Tail rotor gearbox chip detector has Single ping
detected debris.

Cautions - Exceedances
Crew Alert caution messages and aural alert tones are generated by IAU 1 and IAU 2. The IAUs and
displays compare the primary data source inputs and the alternate data source inputs using software
comparison logic.
If a display fails, the remaining display automatically generates the miscompare messages.
Exceedance messages are recorded in the Maintenance Logs and display Non-Volatile Memory.
Exceedance messages are only cleared after the appropriate maintenance is performed.
The IAUs compare the primary data source inputs and the alternate data source inputs using software
Exceedance logic to detect and record engine exceedances.
MGT EXCEED MGT exceeded. Single ping
NG EXCEED NG exceeded. Single ping
Q EXCEED Engine torque exceeded. Single ping
NP EXCEED NP exceeded. Single ping

CAS Advisories
Crew Alert System Advisory messages are generated by the IAU. The discrete inputs are routed from
the various aircraft sensors.
Advisory Message Condition Audio Tone/Note
AVIONICS FAN Avionics cooling fan has failed. None
BATT HEATER ON Battery heater is on. None
ECU DATA Any ECU data unavailable, None

alternative data in use.
ECU MAINT ECU Failure Level 1 None
ENG CD 1 INOP Engine Airframe Interface None

detects < 4.89 VDC in a chip
ENG CD 2 INOP
detector circuit. Appears with
ENG CD INOP caution
ENGINE CHIP 1 Engine chip detector 1 wiring None

fault. The caution message
ENG CD INOP is also
displayed.
ENGINE CHIP 2 Engine chip detector 2 wiring
fault. The caution message
ENG CD INOP is also
displayed.
F/W CD INOP IAU detects greater than 55K None

ohms in a chip detector circuit
during test. Triggered with
DRIVE CD INOP caution.

F/W CHIP Freewheel chip detector has None

detected debris.
FUEL FILTER Fuel pressure dropped below None

pre-clog threshold.
MFD REV Pilot selection of MFD None

Reversion Mode.
T/R CD INOP Tail rotor gearbox chip detector None

wiring fault. The caution
message DRIVE CD INOP is
also displayed.
START Engine starter engaged None
XMSN CHIP 1 Transmission upper chip None

detector wiring fault. The
XMSN CHIP 2
caution message DRIVE CD
INOP is also displayed.
XMSN CD 1 INOP IAU detects greater than 55K None

ohms in a chip detector circuit
during test. Triggered with
DRIVE CD INOP caution.
XMSN CD 2 INOP Transmission lower chip
detector has detected debris.
The caution message XMSN
CHIP is also displayed.

BATT CHARGING Battery is charging. None
CHIP TEST OK Test of tail rotor gearbox, Clears After 6 seconds

transmission upper and lower,
and freewheel chip detectors
successful.
EXT POWER External power connected. None
FIRE TEST OK Successful test of fire detection Clears After 6 seconds

system.
FLOAT TEST Float system in test mode. (Kit) None
FOPS TEST OK Test of engine flame-out Clears After 6 seconds

protection system successful.
OK TO SHUTDOWN ECU reports ready for engine None

shutdown
WOG Aircraft is on ground None

Rotor RPM Annunciator
The Rotor RPM Annunciator is located on the instrument panel on the right side. The main function of
the Rotor RPM Annunciator is to give a visual low or high rotor RPM (Nr) warning to the flight crew.
The Rotor RPM Annunciator is a single segment type with a black RPM legend. The IAU provides the
28 VDC output to illuminate the Low/High Rotor RPM Annunciator when an RPM warning is generated.
When illuminated, the red background contrasts with the black RPM legend. Pressing the key 12 button
on the PFD will mute the aural warning.
The Rotor RPM Annunciator consists of a cap module, base, mounting sleeve, mounting panel, and a
built-in connector.
The annunciator integrates the cap and the base into a one-piece assembly with LED components and
electronics. There are no lamps (bulbs), which eliminates the need for lamp replacement. Once
installed, the cap module becomes a line-replaceable unit; therefore, any future replacement of the
annunciator is performed from the front of the mounting panel. The lighting intensity of the RPM
switch/light segment is internally set to specified values for bright, dim, or NVG modes. The luminance
level is dependent on the position of the Panel (PNL LT) light rotary knob.

Central Display System

The central display system displays flight instruments, aircraft systems, and navigation information
processed by the G1000H integrated avionics system. It is also used to interact with the various
helicopter systems. Components provide a reversionary mode to show all the information on one
display unit when a unit fails. Fans are provided to cool the display units. It consists of the components
that follow:
Primary Flight Display (PFD)

The PFD is located on the right side of the instrument panel. It is mounted on the instrument panel with
four captive screws. It has a 10.4 inch (264.2 mm) LCD display with a resolution of 1024 x 768 pixels.
It has knobs and keys on both sides to control communication, navigation and flight instrument systems,
and soft-keys along the bottom of the screen that change purpose depending on the displayed page.
The connector on the helicopter harness for the PFD contains the PFD configuration module that stores
system configuration information. It serves as the master configuration module and lets you replace
some of the Line Replaceable Units (LRUs) without having to reconfigure them.
Multi-Function Display (MFD)

The Multi-Function Display (MFD) is located on the left side of the instrument panel. It is mounted on
the instrument panel with four captive screws. It is physically identical to the PFD and they are
interchangeable. The PFD and MFD units communicate with each other and with the GIA-63H
Integrated Avionics Unit through High-Speed Data Bus (HSDB) connections.

Display Controls (Left)
Display controls on the left bezel consist of:
• NAV VOL/ID Knob - Turn to control NAV audio volume (shown in the NAV Frequency Box as
a scale and percentage). Press to toggle Morse code identifier audio ON/OFF.
• NAV Frequency Transfer Key (double arrow) - Transfers the standby and active NAV
frequencies.
• NAV Knobs - Turn to tune NAV receiver standby frequency (outer large knob for MHz; inner
small for kHz). Press to toggle light blue tuning box between NAV1 and NAV2 (When Option
installed).
• Heading Knob (HDG) - Turn to manually select a heading. Press to display a digital heading
momentarily to the left of the HSI and synchronize the Selected Heading to the current heading.
• Altitude Knob (ALT) - Sets the Selected Altitude, shown above the Altimeter (the large knob
selects the thousands, the small knob selects the hundreds).

Display Controls (Right)
The upper right corner of the displays consists of the:
• COM Frequency Transfer Key (Double Arrow, EMERG) - Transfers the standby and active
COM frequencies. Press and hold Transfer key for two seconds to tune the emergency
frequency (121.5 MHz) automatically into the active frequency field of the selected radio.
• Communications Volume/Squelch (COM VOL/SQ) Knob - Turn to control COM audio volume
level (shown as a percentage in the COM Frequency Box). Press to turn the COM automatic
squelch ON/OFF.
• Communications (COM) Knobs - Turn to tune COM transceiver standby frequency. The large
(outer) knob tunes the MHz position and the small (inner) for kHz position. Press small (inner)
knob to toggle light blue tuning box between COM1 and COM2 (Optional GIA) lines. The
selected COM (green frequency) is controlled with the COM MIC Key (on Audio Panel).
• Course/Barometric (CRS/BARO) Knob - Turn large (outer) BARO knob to adjust altimeter
barometric pressure setting. Turn small (inner) CRS knob to adjust course (only when HSI is
in VOR or OBS Mode). Press to re-center the CDI and return course pointer directly to bearing
of active waypoint/station.
• Joystick - Turn the Joystick knob to change the display map range. Press the Joystick knob to
activate Map Pointer for map panning and move the Joystick to move pointer on the map.

Display Controls Flight Management System (FMS)
The Flight Management keys are located on the lower right corner of the display bezels. These keys
consist of the following:
• Direct-To (D) Key - Activates the direct-to function and allows the user to enter a destination
waypoint and establish a direct course to the selected destination (specified by identifier,
chosen from the active route).
• Flight Plan (FPL) Key - Displays flight plan information.
• Clear (CLR) Key and (DFLT MAP) - Erases information, cancels entries, or closes menus.
Press and hold to display the MFD Navigation Map Page (on MFD only).
• MENU Key - Displays a context-sensitive list of options for accessing additional features or
making setting changes.
• Procedures (PROC) Key - Provides access to IFR departure procedures (DPs), arrival
procedures (STARs), and approach procedures (IAPs) for a flight plan or selected airport from
the database.
• Enter (ENT) Key - Validates/confirms menu selection or data entry.
• Flight Management System (FMS) Knobs - Press to activate the selection cursor ON/OFF.
• Data Entry - With cursor ON, turn to enter data in the highlighted field. The large (outer) knob
moves cursor location and the small (inner) knob selects character for highlighted cursor
location.

Display Controls Flight Management System (FMS)
• Scrolling - When a list of information is too long for the window/box, a scroll bar appears,
indicating more items to view. With cursor ON, turn large (outer) knob to scroll through the list.
• Page Selection - Turn knob on MFD to select the page to view. The large (outer) knob selects
a page group and the small (inner) knob selects a specific page from the group.
• Soft key Selection Keys - Press to select soft keys ((Left) 1 through 12 (Right)). The key legends
appear above the bezel key on the PFD/MFD display to access subpages for the display page.
Notes
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Displays - Power Up
The G1000H system is integrated with the aircraft electrical system and receives power directly from
the Main electrical bus. The G1000H PFD, MFD, and supporting sub-systems include both power-on
and continuous built-in test features that exercise the processor, RAM, ROM, external inputs, and
outputs to provide safe operation.
During system initialization, various test annunciations are displayed. All system annunciations (Red
X’s) should disappear typically within one minute of power-up at nominal temperature but may take as
long as 10 minutes at cold temperatures.
Upon power-up, key annunciator lights also become momentarily illuminated on the audio panels, the
control units, and the display bezels.
PFD Power Up
On the PFD, the Airspeed, Altimeter, and Vertical Speed are "X" in red. As the Air Data Computer
(ADC) initializes, the X's are removed as the AHRS begins to initialize and displays "AHRS ALIGN:
Keep Wings Level". The AHRS should display valid attitude and heading fields typically within one
minute of power-up. The AD/AHRS can align itself both while taxiing and during level flight.

PFD Normal Mode
In normal operating mode, the PFD presents graphical flight instrumentation (attitude, heading,
airspeed, altitude, and vertical speed), replacing the traditional mechanical flight instrument cluster. The
Power Situation Indicator and Crew Alert System messages are also displayed on the PFD.
Increased situational awareness is provided by replacing the traditional instrument on the panel with
an easy to scan PFD that features a large horizon, airspeed, attitude, altitude, vertical speed, and
course deviation information. In addition to the flight instruments, engine, navigation, communication,
terrain, traffic, and weather information are also presented on the PFD.
Notes
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MFD Power Up
When the MFD powers up, the MFD Power-up Page displays the following information:
• System version
• Copyright
• Land database name and version
• Safe Taxi database information
• Terrain database name and version
• Airport Terrain database name and version
• Obstacle database name and version
• Navigation database name, version, and effective dates
• Airport Directory name, version, and effective dates
• FliteCharts/Chart View database information
• Pilot Profile selection
Current database information includes the valid operating dates, cycle number, and database type.
When this information has been reviewed for currency (to ensure that no databases have expired), the
pilot is prompted to continue. Pressing the ENT Key acknowledges this information and the MFD
displays the Auxiliary (AUX) Weight Planning Page. The PFD will be in the reversion mode until the
data bases are acknowledge. On the MFD, the system displays the G1000 current software version,
data base acknowledgement and profile selection page. This page requires acknowledgement of the
data base expiration dates. To continue to the Weight and Balance page press the ENT key.

Reversion Relay
The REV relay is located on a gusset behind the instrument panel. It is controlled by the REV switch
and directs the High Speed Data Bus (HSDB) from the integrated avionics unit (GIA) either to the PFD
or to the MFD.
Notes
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Reversion Switch
The REV switch selects the reversionary mode of operation. It controls the reversionary relay and the
mode of operation of the PFD and the MFD. It is located on the miscellaneous control panel.
The REV switch gives a ground to the REV relay, which energizes it, when the switch is in the NORM
or PFD position.
When the REV switch is set to MFD, the ground is removed from the REV relay, de-energizing it. The
HSDB is then routed to the respective connections of the MFD.
The paddle switch has three positions PFD, NORM, MFD.
• NORM position – Connects the IAU HSDB through the energized relay to the PFD. Completes
ground circuit to displays for normal mode.
• PFD position - Connects the IAU HSDB through the energized relay to the PFD. Opens ground
circuit to displays for reversion mode.
• MFD position - Connects the IAU HSDB through the de-energized relay to the MFD. Opens
ground circuit to displays for reversion mode.

Communications
The communications system is used by the pilot and copilot to speak to each other and to the
passengers, with the ground stations, and other aircraft. It is also used by the pilot and copilot to listen
to communication and navigation radios, and to audio alerts from the integrated avionics. It consists of
the systems that follow:
• Speech communication
• Audio integrating
Notes
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Speech Communication
The speech communication is used by the pilot and copilot to talk and listen to ground stations and to
other aircraft. It transmits and receives radio signals in the VHF aviation band. It consists of the
COM/GPS antenna and uses the VHF COM transceiver of the integrated avionics unit.
COM/GPS Antenna
The COM/GPS dual function antenna is a high strength stick type antenna located on the forward fairing
above the cockpit. The antenna connects to the VHF COM transceiver and to the GPS receiver. It
incorporates a GPS low noise amplifier with a built-in notch filter that limits VHF/GPS co-site harmonic
interference. The COM/GPS antenna has an omnidirectional radiation pattern, a vertical polarization,
and a frequency range of 118.0 to 137.0 MHz.
Notes
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VHF COM transceiver
The VHF COM transceiver is integral with the Integrated Avionics Unit (GIA-63H). It operates in the
118.00 to 136.992 MHz frequency range in 25 kHz or 8.33 kHz increments, giving 760 or 2280 channels
respectively. It uses the Amplitude Modulation (AM) technique to modulate the audio signal into a radio
signal and to demodulate the radio signal into an audio signal.
The Primary Flight Display (PFD) and Multi-Function Display (MFD) provide control of the tuning,
volume, and squelch.
The audio panel processes audio and controls reception and transmission.
Notes
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Operation
The speech communication system is energized with 28 VDC from the MAIN bus and can be isolated
with the GIA COM circuit breaker.
When not transmitting, the VHF COM transceiver is always receiving the frequency tuned through the
PFD or MFD. Due to the nature of the AM technique, a certain amount of noise is always present even
if there is no radio signal. The purpose of the squelch is to silence the audio from the VHF COM
transceiver in the absence of a sufficiently strong radio signal.
The VHF COM transceiver receives the radio signal from the COM/GPS antenna through the COM
ANTENNA connection of the integrated avionics unit. The radio signal is then demodulated into an
audio signal by the VHF COM transceiver. The audio signal is supplied to the audio panel.
The audio panel provides the signal to transmit and the audio to the integrated avionics unit.
The VHF transceiver modulates the amplitude of the selected frequency radio signal with the audio
signal. The radio signal is then transmitted through the COM ANTENNA connection of the integrated
avionics unit and the COM/GPS antenna.
Operation Test
On the Primary Flight Display (PFD) or the Multi-Function Display (MFD), tune the VHF COM
transceiver to a local station frequency and adjust the volume knob to approximately 50%.
On the audio panel, push the COM1, MIC 1, PILOT, and COPLT pushbuttons.
Make sure that only the COM1, MIC 1, PILOT, and COPLT annunciators show on the audio panel.
Pull the trigger on the pilot cyclic to the down position (COM transmit) and do a radio check with the
local station to make sure these results occur:
• The sidetone is heard clearly.

• The transmit indicator (TX symbol) shows in the COM box of the PFD and the MFD.
• The MIC 1 annunciator flashes at a rate of approximately one cycle per second on the audio
panel.
• The received signal from the local station is heard clearly in the pilot and copilot headsets.
• The receive indicator (RX symbol) shows in the COM box of the PFD and the MFD when you
receive the signal from the local station.
Notes
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Audio Integrating System

The audio integrating system allows the pilot and copilot to communicate with each other, and with the
passengers, through their headsets, to listen to communications and navigation radios, and to select
radios for reception and transmission. The system is comprised of the following:
Audio Panel
The audio panel is located on the pedestal. It is installed in a dedicated quick-change rack to facilitate
replacement of the Line Replaceable Unit (LRU). It collects, processes, and distributes audio signals
between the pilot, copilot, and passenger headsets, and with the integrated avionics unit for the
communication and navigation radios and Crew Alerting System (CAS).
The audio panel uses digital signal processing to minimize noise. Microphone inputs can be voice
activated, if desired. A digital clearance recorder is also available. Its front panel has the controls that
follow:
• Pushbuttons to select audio sources

• Pushbuttons to select microphones
• Pushbutton to select audio squelch
• Pushbutton to select marker beacon audio mute
• Selection indicator lights
• Volume/squelch level indicator lights
• Volume control knob
• Cursor knob
• Jack for stereo or telephone input

Audio Panel Controls (Left)
The GMA 350H includes a cockpit intercom system (ICS), dual stereo entertainment inputs, and a pilot
and copilot volume control. The COM interface can support up to three (3) transceivers, while the NAV
interface supports up to five (5) receivers. The GMA 350H can accommodate up to seven (7)
mono/stereo headsets (2 for pilot / copilot and 5 for passengers).
Marker Beacon/Mute (MKR/MUTE) Key - Selects marker beacon receiver audio. Mutes the currently
received marker beacon receiver audio. Un-mutes automatically when new marker beacon audio is
received. Enables Music Mute feature. Also, stops play of recorded COM audio.
Communications 1 (COM1) Key - When selected, received audio from the #1 COM receiver can be
monitored in the headsets.
Communications 2 (COM2) Key - When selected, received audio from the #2 COM receiver can be
monitored in the headsets.
Communications 3 (COM3) Key - When selected, received audio from the optional #3 COM receiver
can be monitored in the headsets.
Auxiliary Front Input Jack - Input Jack located on lower left corner may be used for an entertainment
(MP3/CD) or telephone input.

Audio Panel Controls (Left)

Microphone 1 (MIC1) - Selects the #1 transmitter for transmitting. COM1 receive is simultaneously
selected when this key is pressed, allowing received audio from the #1 COM receiver to be heard.
COM2 or COM3 receive can be added by pressing the COM2 or COM3 Key. Selection of a second
MIC button initiates Split-COM mode (using COM1/ COM2 or COM1/COM3). When in Split-COM mode,
the pilot uses the lower numbered COM, the copilot uses the higher numbered COM.
Microphone 2 (MIC2) - Selects the #2 transmitter for transmitting. Functions the same as MIC1.
Selection of a second MIC button initiates Split-COM mode (using COM1/ COM2 or COM2/COM3).
When in Split-COM mode, the pilot is using the lower numbered COM, the copilot is using the higher
numbered COM. (Optional)
Microphone 3 (MIC3) - Selects optional #3 transmitter for transmitting. Functions the same as MIC1
and MIC2. (Optional)
Navigation 1 (NAV1) - When selected, audio from the #1 NAV receiver can be monitored in the
headsets.
Navigation 2 (NAV2) - When selected, audio from the #2 NAV receiver can be monitored in the
headsets (Optional).
NOTE
When a key is selected, an arrow (LED) annunciator above the key is illuminated.
Notes
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Audio Panel Controls (Right)
Auxiliary (AUX) Key - When selected, audio from the AUX input can be heard.
Telephone/Entertainment Key - Selects and deselects telephone and entertainment audio.
Music (MUSIC) Key - Selects and deselects music audio.
Manual Squelch (MAN SQ) Key and Manual Squelch annunciator - When lit, is controlled manually.
Pilot (PILOT) and Copilot (COPLT) Key - Selects or deselects the pilot or copilot intercom isolation.
Passenger (PASS) Key - Selects and deselects the passenger intercom isolation.
Speaker (SPKR) Key - Selects and deselects the optional cabin speaker. COM and NAV receiver
audio can be heard on the speaker. Press and hold for 2 seconds for Passenger Address (PA). The
SPKR Key flashes during PA.
Cursor (CRSR) Control Knob - Turn to move the cursor (flashing green annunciator) to the desired
source.
Volume (VOL) Control Knob - Turn the smaller knob to control volume or squelch of the selected
source (indicated by the flashing green annunciator). Press to switch to Blue-Select mode. Blue- Select
mode distributes the Music and Telephone audio to any combination of headset positions.
Volume Indicator Scale - Indicates volume/squelch setting relative to full scale.

ICS
ICS Trigger Switch, Pilot
The pilot ICS trigger switch is located on the pilot cyclic grip. It consists of a trigger at the front of the
cyclic grip and two switches inside the cyclic grip, one for ICS and one for transmit. Pushing down on
the pilot ICS trigger switch selects audio from the pilot microphone and commands the VHF COM
transceiver to transmit. Pushing up distributes the audio from the pilot microphone to the other active
headsets.
ICS Trigger Switch, Copilot
The optional dual controls copilot cyclic grip ICS/Radio push button switch also supplies a ground to
the copilot microphone key input to the Audio Control Panel for voice commands when installed.

ICS
Headset Jacks (Basic)
The headset jacks are attached to the right side of the crew seats. The jacks are 5-pin (contacts) using
two lines for the audio speakers and two for the microphone audio input.
Aft ICS (3 Station)
The GMA 350H provides inputs and outputs for the 3 station aft ICS kit. (The GMA 350H supports up
to 5 passenger stations)
Station 1, 2, and 3 are located on the left side of each passenger seat.
The passenger audio output from the ACP routes to a terminal block under the forward cabin floor for
distribution to each aft station headset.
The Audio Control Panel provides VOX control of the separate aft station microphone inputs.

Navigation Systems
The navigation systems provide flight and navigation information for the pilot. It includes the systems
that follow:
• Air Data/Attitude and Heading Reference System (ADAHRS) - combines the flight
environment data and the attitude and direction in a single unit.
• Standby instruments - is a single unit that provides flight environment data and attitude
information to the pilot. It has backup power for continued operation in case of electrical power
failure.
• Flight environment data system - processes pitot, static, and air temperature data. It then
sends it to the indicating/recording system for display of helicopter speed and altitude, to
generate Crew Alerting System (CAS) messages, and to control helicopter systems. It is
provided by the ADAHRS and the standby instruments.
• Attitude and direction system - processes gyroscopic and magnetic data and sends it to the
indicating/recording system to show the helicopter attitude and heading to the pilot and copilot.
The attitude and direction system also include the standby compass. It is provided by the
ADAHRS and the standby instruments.
• Dependent position determining system - includes the Global Positioning System (GPS),
the VHF Omnidirectional Range (VOR) and Glide/Slope (G/S) receivers, and the mode S
transponder. It provides navigational data to the indicating/recording system and replies to
interrogations from Air Traffic Control (ATC) ground radars.

GSU-75 Air Data/Attitude Heading Reference
The GSU-75 Air Data/Attitude and Heading Reference System (ADAHRS) uses a combination of
internal solid-state sensors and external input data to determine the aircraft airspeed, altitude, heading
and attitude. External inputs to the GSU include one magnetometer, temp probe, and one GPS source.
Additionally, the GSU uses airframe-specific configuration parameters that are stored in an external
configuration module.
The GSU provides automatic reversionary modes should its external inputs fail or become unreliable.
Additionally, the GSU automatically transitions to its backup modes if the GPS fails or becomes
unreliable. Alert messages inform the crew if the GSU is using a backup sensor or data path or if the
GSU is not receiving information from its external inputs. The GSU-75 is located under the floor
outboard of the pilot seat. It is mounted in a dedicated mounting rack to make it easy to replace the
Line Replaceable Unit (LRU) when necessary.
The ADAHRS configuration module is in the backshell of the ADAHRS connector and is used to store
configuration information.

ADAHRS Bus Interface Diagram

Standby Attitude Module MD302
The model MD302 series Standby Attitude Module (SAM) is a self-contained situational awareness
instrument that provides flight environment data and attitude information to the pilot.
The design is built around a solid-state electronic sensor array for high reliability and contains an
integral and rechargeable Nanophosphate® lithium-ion battery that can power the unit for up to two
hours of continued operation in the event of an electrical power failure.
The MD302 SAM is comprised of two 2.4 inch (60.7 mm) high-resolution LCD displays with smooth
operating graphics, daylight-readable brightness and a configurable lighting response curve to ensure
optimal visibility in all conditions.
The SAM configuration module is installed in the connector backshell and stores configuration data.
The SAM is located at the top and in the center of the instrument panel.
Attitude and slip indications are shown on one display, and the other display shows speed and altitude.
It has four modes of operation:
• Pre-flight - displays system information when first energized.

• Flight - displays normal flight information.
• Emergency – displays flight information when on battery power due to aircraft electrical system
failure.
• Configuration – allows changes to system settings and updates software.

Flight Environment Data

The flight environment data provides pitot air pressure and static air pressure to the Air Data/Attitude
and Heading Reference System (ADAHRS) and the Standby Attitude Module (SAM). It also provides
air temperature to the ADAHRS. It consists of the following:
• Outside Air Temperature (OAT) Probe

• Pitot Tube
• Pitot Lines
• Left and Right Static Ports
• Static Lines
GTP-59 Outside Temperature Probe - provides the analog outside air temperature signal, which is
used by the GSU 75H Air Data Computer module. Communication interface to the G1000 is through
the ADAHRS.
The OAT probe is a GTP-59 Resistive Temperature Device (RTD) with a three-wire probe interface.
The ADAHRS unit supplies the 3 VDC excitation voltage for the GTP 59 probe. The OAT probe provides
a voltage signal equivalent to raw temperature to the ADAHRS. The ADAHRS calculates air
temperature that provides a temperature compensation factor to the air data parameters.

Attitude and Direction

The attitude and direction system provide the magnetic data to be processed by the Air Data/Attitude
and Heading Reference System (ADAHRS). It also provides standby magnetic information to the pilot.
The attitude information is provided by the ADAHRS. The standby attitude information is provided by
the Standby Attitude Module (SAM). The attitude and direction system are comprised of the following:
The GMU-44 magnetometer measures the magnitude of the local magnetic field in three axes. It
measures its pitch and roll angles relative to the surface of the earth. It also measures its own
temperature.
The GMU-44 relays all this information to the ADAHRS unit. The GMU-44 uses magneto-resistive
sensors, a liquid tilt sensor, and a temperature sensor to perform its measurements.
The sensor readings are converted from their original analog voltage format into digital format by
voltage-to-frequency converters (VFCs) and digital counters. The GMU-44 has a single RS-232 input
for code upload and testing. This input is not active in normal operation.
The magnetometer is in the tailboom of the helicopter, aft of the tailboom attachment point. Access to
the magnetometer is through the panel on the underside of the tailboom.

Standby Magnetic Compass
The Standby Compass is a small, lightweight, non-stabilized, direct-reading, liquid (silicone) damped
compass mounted on the center post of pilot/copilot windshield (s).
The compass card is fluorescent yellow marked every 10º, with longer lines at every 30º and a dot at
every intermediate 5º position.
Heading is read against a white vertical (lubber) line.
A compass correction card is in a card holder near the compass on the center post.
The instrument lighting is a 28 VDC blue LED.

Dependent Position Determining

The dependent position determining system provides information to determine position and is mainly
dependent on ground installations or orbital satellites. It includes the mode S transponder, the
NAV/VOR/GS, and the Global Positioning System (GPS).
The indicating/recording systems provide control, processing, and display for the dependent position
determining system.
GTX-33H Mode S ES Transponder - is a rack mounted solid-state receiver-transmitter that is located

on the avionics shelf in the aft center fuselage. It provides coded responses to Air Traffic Control (ATC)
ground radars and Traffic Collision Avoidance System (TCAS) interrogations. It receives Traffic
Information System (TIS) transmissions and forwards them to the indicating/recording systems for
processing and display. It also provides Automatic Dependent Surveillance-Broadcast (ADS-B) for
improved situational awareness and flight safety.
The transponder displays code, mode, and reply symbol, and can be controlled from either the MFD or
PFD. The transponder communicates with the IAU through a high speed RS-232 serial data bus. The
transponder includes the mode S transponder (GTX) and the transponder antenna.

Transponder Antenna
Transponder Antenna - includes coaxial cables, coupler, and the transponder (KA-61 L-band)
antenna and is used by the mode S transponder (GTX) to receive and transmit radio signals. The
transponder antenna is designed for operating in the 960-1220 MHz Radio Frequency range (L-Band).
The antenna is mounted on the lower fuselage right side.
The GTX 33H back-plate assembly utilizes BNC-type (bayonet connection) coaxial connector.

NAV/VOR/GS
The NAV/VOR/GS consists of two receivers that are integral with the integrated avionics unit (GIA).
The NAV/VOR/GS receives VOR/Localizer signals in the frequency range of 108.00 to 117.95 MHz in
50 kHz increments. It receives the GS signals in the frequency range 328.6 to 335.4 Mhz as paired with
the frequency tuned on the VOR/Localizer receiver.
The Primary Flight Display (PFD) and the Multi-Function Display (MFD) have functions to set the
VOR/Localizer frequency, control the squelch and volume of the receiver audio, and to display
navigation data.
The audio panel (GMA) processes the audio from the NAV/VOR/GS.
The NAV/VOR/GS consists of the NAV/VOR/GS diplexer and the NAV/VOR/GS antenna.
Navigation Frequency Box
The NAV Frequency Box is composed of four fields; two standby fields and two active fields. The active
frequencies are on the right side and the standby frequencies are on the left.
The blue tuning box indicates the standby frequency selected for tuning.
A NAV radio is selected for navigation by pressing the CDI Softkey located on the PFD. The NAV
frequency controls and frequency boxes are on the left side of the MFD and PFD.

Navigation Frequency Tuning
The active NAV frequency selected for navigation is displayed in green. Pressing the CDI Soft key once
selects NAV1 as the navigation radio. Pressing the CDI soft key, a second time selects NAV2 as the
navigation radio. Pressing the CDI soft key, a third time returns to the GPS navigation mode. Pressing
the CDI Soft key again cycles back to NAV1. While cycling through the CDI Soft key selections, the
NAV Tuning Box and the Frequency Transfer Arrow are placed in the active NAV Frequency Field and
the active NAV frequency color changes to green.
NAV frequency manual tuning:
1) Turn the NAV Knob to tune the desired frequency in the NAV Tuning Box.
2) Press the Frequency Transfer Key to transfer the frequency to the NAV Active Frequency Field.
3) Adjust the volume level with the NAV VOL/ID Knob.
4) Press the NAV VOL/ID Knob to turn the Morse code identifier audio on and off.

Diplexer
A single antenna drives the VOR/GS through a sealed diplexer located on the aft Avionics compartment
shelf adjacent to the GIA 63H Integrated Avionics Unit.
The Diplexer electrical characteristics are:
• Frequency Range - VOR/LOC 108 to 118 MHz Glideslope 329 to 335.00 MHz
• VSWR - 1.5:1
• Impedance - 50 Ohms
• Isolation - GS to VOR/LOC 20dB max.
• Connectors - 3 BNC female
The system utilizes 50 Ohm impedance coaxial cable routed from the antenna connector to the Diplexer
”ANT” connector. From the diplexer, VOR and GS connectors, two cables route to the IAU NAV connector
and GLIDESLOPE connector. The coax cables terminate with male BNC connectors.

VOR/Localizer/Glideslope (3430AT1) Antenna
The VOR/Localizer/Glideslope antenna is a balanced dipole design that assures an omni-directional

radiation pattern at the horizon to obtain the maximum signal for standard VOR and area navigation
systems installed in lightweight helicopters operating up to 250 mph. The antenna is mounted on the top of
upper aft vertical fin. The antenna construction consists of stainless steel whip radiators covered with
polyester glass laminate. The center housing/mount is Delrin® thermoplastic polymer with an integrated
ferrite balun (a type of transformer).

Global Positioning System (GPS)

The GPS receives and processes satellite signals. It can use 12 GPS satellites and one Wide Area
Augmentation System (WAAS) satellite simultaneously. It can also use additional Satellite-Based
Augmentation System (SBAS) such as European Geostationary Navigation Overlay Service (EGNOS) and
Multi-Functional Satellite Augmentation System (MSAS). The receiver for GPS signals and their processing
are integral with the general computers. The GPS navigation information is shown on the central display
systems.
GPS Status
GPS Status is accessed via the MFD Auxiliary (AUX) page group. The GPS STATUS page shows the
available satellites and signal strength, the satellite status, and the GPS status.
The GPS Status Page provides the following information:
Satellite constellation diagram - Satellites currently in view are shown at their respective positions on a
sky view diagram. The sky view is always in a north-up orientation, with the outer circle representing the
horizon, the inner circle representing 45° above the horizon, and the center point showing the position
directly overhead. Each satellite is represented by an oval containing the Pseudo-random noise (PRN)
number (i.e., satellite identification number). Satellites whose signals are currently being used are
represented by solid ovals.

GPS Status
Satellite signal information status - The Satellite Status Bars are displayed across the bottom of the
display for the current GPS and WAAS satellites signal strength being received and are color coded for
status. The satellite PRN number is displayed at the bottom of each bar. The first 12 bars are the GPS
satellites, the last three PRNs and bars are the WAAS satellites.
• No Bar - The GPS receiver is searching for the satellite.

• Hollow Bar - The GPS receiver has acquired the satellite and is downloading data.
• Light Blue Bar - The GPS receiver has downloaded data and is ready for navigation.
• Green Bar - The GPS receiver is using satellite for navigation solution.
• Checkered Bar - The GPS receiver has excluded satellite from navigation solution (satellite fault).
• D in bar - Satellite being used for differential navigation computations (WAAS).
WAAS
A WAAS-capable GPS receiver simultaneously tracks and uses information from the WAAS satellites and
up to 12 GPS satellites. The IAU is the central processor to the G1000H system. The IAUs function as a
main communications hub, linking most Line Replaceable Units (LRUs) with the PFD and MFD. The IAU
contains the GPS-WAAS receiver and system integration microprocessors. The IAU communicates directly
with the PFD and MFD using a HSDB Ethernet connection (s). Software and configuration settings are sent
from the displays through the IAU and then the LRUs in the system.

Table of Contents
05 Fuel and Power Plant
15 Fuel System ................................................................................................................................. 3
Fuel Storage...................................................................................................................................... 4
Fuel Distribution ............................................................................................................................... 7
28A Fuel Indicating .......................................................................................................................... 12
16 Powerplant ................................................................................................................................... 15
17 Engine Controls .......................................................................................................................... 25
Power Control ................................................................................................................................... 26
Ignition System................................................................................................................................. 46
18 Powerplant Systems ................................................................................................................... 48
Fuel and Powerplant
Revision Record
1 4/05/2017 Audited Lesson (Auditor: Nick Girouard) O. Bernal

2 6/5/2017 Corrected information for engine oil system. O. Bernal

Fuel and Powerplant
15 Fuel System
General
The fuel system stores the fuel necessary to operate the helicopter and supply fuel to the power plant. It
also monitors the fuel level and gives the pilot a low level indication in the crew compartment.
Drain lines are provided to return excessive fuel from the engine back to the fuel cell.
The fuel system consists of the systems that follow:
• Fuel Storage
• Fuel Distribution
• Fuel indicating

Fuel and Powerplant
Fuel Storage
Description
The storage system stores fuel for normal helicopter operation and has 5 primary functions:
• Provides containment of fuel
• Provides a means of fuel replenishment
• Provides venting of fuel cell
• Prevents leakage in case of rollover
• Provides a means to drain fuel
Notes
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Fuel and Powerplant
Fuel Storage
Fuel Cell - The fuel cell designed by ATL has a maximum fuel capacity 86.1 U.S. gallons (325.9 L) and a
usable capacity of 84.85 U.S. gallons (321.1 L) of which 1.25 U.S. gallons (4.7 L) is unusable and 0.5 U.S.
gallons (1.89 L) is trapped fuel. It is a crash resistant, non-self-sealing bladder type cell installed under the
baggage compartment and behind the forward fuel panel assembly.
The bottom of the fuel cell is canted towards the center to keep the unusable fuel to minimum. A sump at
the bottom center of the fuel cell collects contaminants (i.e. water, small debris) if present.
The cell is contained and supported by the surrounding structure and is made from a puncture resistant
material. Foam packing around the fuel cell prevents it from chafing against the structure of the fuel cell
compartment. Hook-and-pile tapes on the sides of the fuel cell and compartment walls are used for
supporting and holding the cell in place.
Expansion Plate- allows access to the inside of the expansion space. It provides mounting points for the
forward vent fitting, feed line fitting, forward rollover valve and engine drain fitting. It is located on top of the
expansion space and provides support through the expansion tabs.
Expansion Space- is an integral part of the fuel cell and is located at the left-front upper end. The expansion
space allows for 2 percent, of the fuel tank capacity, expansion space. The location of the expansion space
makes it impossible to fill the fuel tank expansion space inadvertently with the rotorcraft in the normal ground
attitude.
Access Cover Plate- allows access to the inside of the fuel cell. It provides mounting points for the fuel
indicating and the aft rollover valve. It is located on top in the center of the fuel cell and provides support
through the support brackets.
Notes
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Fuel and Powerplant
Fuel Storage
Filler Cap- the filler cap is the access port for gravity refueling the rotorcraft and is located on the LH side
of the fuselage and aft of the passenger door. The filler cap closes the filler port preventing stored fuel from
escaping and permits easy refueling.
Vents- The forward and aft vents equalize the pressure inside the fuel cell with the ambient atmospheric
pressure. The forward vent is connected between the forward rollover valves and the vent adapter. The aft
vent is connected between the aft rollover valve and the vent adapter.
Rollover Valves- the rollover valves are provided to prevent fuel spillage in the event of an aircraft rollover.
The rollover valves, which are attitude sensitive, are normally open and will mechanically close at
approximately 25 degrees from vertical line with an increasing angle (pitch or roll). The aft rollover valve is
located aft of the access cover plate and connects to the aft vent. The forward rollover valves are located
on the expansion plate.
Drain Port- A quick release connector is located directly above the filler cap. It is from this point fuel
samples will be taken, and the fuel cell can be drained.
Notes
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Fuel and Powerplant
Fuel Distribution
Description
The engine fuel distribution system is a suction system and supplies stored fuel to the engine. An engine
driven fuel pump draws the fuel from the bottom of the fuel tank to the engine. A manually operated shut-
off valve is provided to shut off the fuel supply and is located outside of the engine fire zone.
The 505 fuel distribution system has 3 primary functions:
• Provides a means of straining the fuel supply
• Provides a means of supplying boosted fuel pressure to engine (Engine Start)
• Provides a means of turning fuel flow off during an emergency or during maintenance
Notes
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Fuel and Powerplant
Operation
The prime pump circuit is energized with 28 VDC from the main bus and can be isolated with the FUEL
PUMP circuit breaker.
During engine starts, the actions that follow occur:
• The crank relay is energized and supplies 28 VDC to the prime pump.
• Suction from the prime pump gets the fuel from fuel tank through the strainer on the pickup feed
line, the fitting on the expansion plate, and tank-to-prime pump feed line.
• The fuel from the prime pump is fed to the engine through the prime pump-to-shutoff valve feed
line, shutoff valve, and shutoff valve-to-engine feed line.
After the engine is started, suction from the engine fuel pump continues to pull fuel through the strainer on
the pickup feed line, the fitting on the expansion plate, the tank-to-prime pump feed line, the prime pump,
the prime pump-to-shutoff valve feed line, the shutoff valve, and the shutoff valve-to-engine feed line.
Operating the tee-handle on the control cable assembly moves the lever on the shutoff valve to stop the
flow of fuel to the engine.
Notes
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Fuel and Powerplant
Fuel Distribution
Prime Pump – The prime pump is an externally mounted permanent magnet pump used during engine
start. The pump is self-priming and contains an integral pressure relief valve and a built-in bypass valve.
The pump 28 VDC power is supplied from the main bus through the FUEL PUMP CB and the crank relay
for the prime pump. Power is applied to the pump when the engine start switch is moved from OFF to
START/RUN and is removed when the engine reaches 50% NG.
Notes
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Fuel and Powerplant
Fuel Distribution
Pickup Feed Line - A strainer is attached to the end of the in-tank fuel pickup feed line located in the fuel
tank sump. The strainer prevents debris from entering the fuel feed pick-up line.
Notes
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Fuel and Powerplant
Fuel Distribution
Shutoff Valve - is a two-way ball valve that shuts off the fuel supply to the engine, when necessary, in case
of emergencies or during maintenance. It is located on the left side of the forward vertical firewall outside
of the engine fire zone by means of a bulkhead fitting. It is a manually operated fuel shut-off valve that is
opened and closed manually by a tee-handle located in the cockpit which is connected to a push-pull cable.
Control Cable Assembly- the control cable assembly is connected to a tee-handle at the top of the
windshield center post. Its other end is connected to the lever that operates the shutoff valve.
Tee-Handle - located to the left above the pilot on the center post, the handle is used to open and close
the fuel shutoff valve in the event of an emergency or maintenance procedure.
Bracket - Attached directly to the shut off valve is a bracket used to secure the outer sleeve of the push-
pull cable.
Notes
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Fuel and Powerplant
28A Fuel Indicating
General
The fuel quantity indicating system consists of one fuel quantity probe with low level sensor located in the
fuel tank. The quantity probe feeds an electrical signal to the Airframe and Engine System Processor (GEA
71H) for processing. The low-level detection sensor portion of the fuel quantity probe is a thermistor type
low-level detector and is totally independent from the fuel quantity gauging circuitry, except they share a
common mechanical mounting.
The 505 fuel indicating system has 2 primary functions:
• Provides fuel quantity indication
• Provides low fuel indication

Fuel and Powerplant
Fuel Indicating
Description
Fuel Probe and Low Level Sensor – the fuel level probe and low level sensor are combined into a single
unit. The fuel level probe is a tube that is inserted in the center from the top to the bottom of the fuel cell. It
is connected to an electronic circuit at the top. It is a capacitive reactance type that provides a DC output
signal proportional to the fuel height and sent to the avionics. The probe is flange mounted and extends
toward the top wall of the fuel cell.
The low level sensor is integral to the fuel quantity probe and is a thermistor type. It is attached at a specified
height to the side of the fuel level probe providing the low level signal to the avionics. The low level sensor
is a solid state sensor with circuitry that is completely isolated from the probe wiring.

Fuel and Powerplant
Fuel Indicating
Fuel Indication - is displayed in the cockpit on the instrument panel. The displays will indicate the following:
• Fuel Flow Indicator - Displays fuel flow in pounds per hour (PPH).
• Fuel Quantity – located in the engine indication system (EIS) strip on the MFD, the usable fuel
quantity in pounds is displayed. When unsafe operating conditions occur, FUEL LOW condition,
the quantity readout will change from cyan to yellow.
• FUEL LOW Caution (CAS) - Fuel tank low-level sensor indicates low fuel at approximately 75+/-
10 lbs remaining or 11.02 +/- 1.46 U.S. gallons (41.6 +/- 5.52 L) remaining in the tank.
Notes
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Fuel and Powerplant
16 Powerplant
Arrius 2R Engine
The ARRIUS 2R is a free turbine turbo-shaft engine featuring an annular air intake, a centrifugal compressor
driven by a single stage gas generator turbine, an annular reverse flow combustion chamber, and a single
stage free power turbine, driving a power turbine shaft into an integral reduction gearbox. The integral
reduction gearbox provides for power turbine gear reduction finalizing at the splined output shaft that mates
with the freewheel unit. When operating in FLY, the rotational output from the integral reduction gearbox
output shaft is 5834 RPM. The integral reduction gearbox also contains the gas generator gear train as well
as the required accessory pads.
The engine is rated to provide 505.56 SHP (377kW) for takeoff and 460 SHP (343 kW) for maximum
continuous operations. To respect main transmission limitations, the maximum allowed shaft horsepower
input to the main transmission is 475 SHP (354 kW) for takeoff power and 428 SHP (319 kW) for maximum
continuous operations.
The engine incorporates a Dual Channel Full Authority Digital Engine Control (FADEC) with an Auxiliary
Control Unit (ACU) back-up system.
The ACU provides degraded engine control functionality in the event of a failure of the primary engine
control channels due to Hydro Mechanical Unit (HMU) failure. The command of the auxiliary backup
actuator is managed within the FADEC Engine Control Unit (ECU).

Fuel and Powerplant
Operation
Ambient air enters the engine through the aircraft annular air intake and plenum duct. It then enters the
engine intake casing radially and is compressed 9 to 1 by a single stage centrifugal compressor made of
titanium turning counterclockwise. The compressed air leaves the tips of the blades at a very high velocity
and then flows through the first stage diffuser vanes where some of the velocity is transformed into pressure.
The air then passes through an elbow and the flow becomes axial. In the second stage diffuser more of the
velocity is further transformed into pressure due to a divergent passage. The compressed air leaves the
diffuser and is directed to the annular reverse flow combustion chamber.
In the combustion chamber, the compressed air is divided into two flows: a primary air flow mixed with fuel
for combustion and a secondary air flow for cooling of internal engine parts. The gas is directed to the gas
generator turbine nozzle guide vane and increases velocity due to the convergent passage. The flow over
the blades results in the rotation of the gas generator turbine wheel which transforms the gas energy into
mechanical power required to drive the compressor and various accessories. The gas still containing
energy is directed to the power turbine through the intermediate diffuser.
The gas supplied by the gas generator flows through the power turbine guide vanes and increases velocity
due to the convergent passage. This high velocity gas drives the power turbine in a clockwise direction and
the power turbine transforms the gas energy into mechanical power on a shaft. The shaft in turn drives the
reduction gearbox which drives the main power drive and the various accessories required for engine
operation. The gas is then expelled to the exhaust system.
The exhaust system continues the expansion phase (pressure and velocity decrease) and directs the gas
overboard.

Fuel and Powerplant
Engine Modules
The ARRIUS 2R engine is comprised of two modules:
Reduction gear module (or Module 1) consists of a reduction gear train and an accessory gear train
assembly.
Gas generator module (or Module 2) consists of the gas generator. It is made up of: an annular air intake,
a centrifugal compressor driven by a single stage turbine, plus an annular reverse flow combustion
chamber, a single stage free turbine with a through shaft driving a reduction gear unit located at the front.

Fuel and Powerplant
Engine Component Locations

Fuel and Powerplant
Engine Component Locations

Fuel and Powerplant
Cowlings
The cowlings protect the engine and its ancillary equipment from the environment and help to reduce the
aerodynamic drag by offering a streamlined shape with the surrounding panels. They consist of the forward
engine cowling and the aft engine cowling. The forward engine cowling covers the engine Reduction
Gearbox (RGB) and the equipment in the forward engine compartment. The aft engine cowling covers the
engine and the equipment in the aft engine compartment. The cowlings contain access doors on the right
side to make the visual inspection of the engine compartment easier.

Fuel and Powerplant
Mounts
The mounts secure the engine to the helicopter structure, hold the engine secure to allow transmission of
power to the drivetrain and prevent deflection that can cause damage to the drivetrain. They include the
components that follow:
Forward Left Mount - The forward left mount consists of an assembly of a monopod link and a bipod link
machined from steel. The monopod link is bolted into the outboard aft leg of the bipod link. A spherical
bearing located in the vertex of the bipod link serves as the attach point through which the mount is bolted
to the left engine trunnion. The three legs of the monopod and bipod assembly are secured on top of the
horizontal firewall via welded tabs on the aircraft structural truss assembly. It is designed to be the fixed
point of the engine and to support loads from all directions.
Forward Right Mount - The forward right mount is a bipod link machined from steel. It has three spherical
bearings that serve as attachment points. One of the three spherical bearings is in the vertex of the bipod
link and is where the link is bolted to the right engine trunnion. There is spherical bearing at the bottom of
each of the two legs of the bipod link and is where the link is secured on top of the horizontal firewall via
welded tabs on the aircraft structural truss assembly.
Aft Mount - The aft mount consists of an assembly of a monopod link and a bipod link machined from steel.
The clevis end of the monopod link is bolted to the vertex of the bipod link. The other end of the monopod
link with the spherical bearing is bolted to a clevis designed on the aft hot section of the engine. There are
spherical bearings at each end of the bipod link where it is secured on top of the horizontal firewall via
welded tabs on the aircraft structural truss assembly.

Fuel and Powerplant
Fire Seals
The fire seals contain the relatively high temperature of the operating engine inside the engine compartment
and protect the structure of the helicopter in the event of a fire. They consist of the components that follow:
Forward Vertical Firewall - is a titanium sheet riveted assembly. It is located at the front of the engine
compartment and isolates the engine compartment from the transmission compartment. It has fittings for
the oil system and electrical connectors for the engine systems. The engine harness passes through it to
connect to the engine controls.
Main Driveshaft Access Panel - is made from titanium alloy and it is located at the bottom center of the
forward vertical firewall. It permits access to the main driveshaft and the attachment of the Liquid Inertia
Vibration Eliminator (LIVE) mount units to the truss assembly when it is removed. It contains the left and
right firewall doghouses which are independently removable.
Left and Right Firewalls - are riveted titanium sheet assemblies. They are located on the left and right
side of the engine compartment and isolate the engine compartment from the aft fuselage.
Aft Vertical Firewall - is a riveted titanium sheet assembly. It is located at the back of the engine
compartment and isolates, with the aft horizontal firewall, the engine compartment from the oil cooler blower
compartment.
Horizontal Firewall - is a titanium sheet riveted assembly with an integral tub. It is located at the bottom of
the engine compartment, on top of the truss assembly. It isolates the engine compartment from the aft
fuselage. It has holes for the welded tabs to secure the engine mounts to the truss assembly. Fittings are
mounted on it for the fuel, oil, and drains.
Aft Horizontal Firewall - is a titanium sheet riveted assembly. It is mounted on the aft vertical firewall.

Fuel and Powerplant
Air Intake
The air intake directs the air necessary for engine operation to the engine air inlet. It consists of the
components that follow:
Left Intake Assembly Half - is a titanium sheet riveted assembly with an integral seal. It is attached to the
left side of the engine intake and serves as the mounting point for the Inlet Barrier Filter (IBF) pressure
switch, forward and left fire detector mounting brackets, flapper valve, and IBF. A notch between it and the
right intake assembly half permits the passage of the engine oil vent line through the air intake.
Right Intake Assembly Half - is a titanium sheet riveted assembly with an integral seal. It is attached to
the right side and the top of the engine intake and serves as the mounting point of the right fire detector
mounting bracket, flapper valve, and IBF. A notch between it and the left intake assembly half permits the
passage of the oil vent line through the air intake.

Fuel and Powerplant
Engine Drains
The engine drains provide a path to evacuate liquids from the engine compartment and prevent
pressurization of the oil tank assembly and the engine Reduction Gearbox (RGB). They also permit
unburned fuel in the engine to return to the fuel tank. They consist of the components that follow:
• Oil tank drain

• Forward drain
• Aft drains
• Vent lines
• Engine drain line, engine-to-cross fitting
• Engine drain cross fitting
• Engine drain line, cross fitting-to-fuel tank
• Fitting, engine drain line

Fuel and Powerplant
17 Engine Controls
The engine control is a completely automatic digital engine control that requires minimum human
intervention to reduce pilot workload, with automatic backup to increase safety. It consists of the power
control.

Fuel and Powerplant
Power Control
Operation
The ECU is energized with 28 VDC from the MAIN bus and can be isolated with the ECU CH A circuit
breaker and the ECU CH B circuit breaker.
The ACU is energized with 28 VDC from the MAIN bus and can be isolated with the ACU MODE circuit
breaker and the ACU NEUT circuit breaker.
The ENG IGN/VLV circuit breaker provides 28 VDC from the MAIN bus to the engine mounted ignition unit
through the ignition relay, and to the engine mounted ON/OFF electro-valve through the start relay.
The ECU RLYS circuit breaker provides 28 VDC from the MAIN bus to the idle/fly relay, fuel low relay, XOP
low relay, and XOT hot relay.
Each channel is alternatively in command of the engine controls, changing at every start. The ECU monitors
each channel, its sensors, and its actuators, for consistency of data between the two channels, and to
detect eventual failures. Depending on the severity of the detected failure, the ECU uses backup laws to
simulate the failed sensor, switches to the operable channel, or enables the ACU to allow the helicopter to
continue to fly safely.
Channel A of the ECU sends information to the Primary Flight Display (PFD) and to the integrated avionics
unit (GIA) through an ARINC 429 data bus.
Channel B of the ECU sends information to the Multi-Function Display (MFD) and to the integrated avionics
unit (GIA) through an ARINC 429 data bus.
The two channels of the ECU receive information from the integrated avionics unit (GIA) through dedicated
ARINC 429 data busses.
The ECU monitors the following engine mounted sensors:
• Position of the fuel metering needle

• P3
• Neutral position of the bypass valve
• N1
• N2
• Torque
• Fuel pressure and temperature
• Fuel pressure after the filter to determine clogging
• Oil pressure and temperature
• Ambient temperature
• Measured gas temperature
The ECU also controls the following engine mounted actuators:
• Starting electro-valve
• Fuel metering unit
The ECU reads the position of the collective control from the collective transducer. The POT 1 EXC and
the POT 2 EXC provide polarization for the potentiometers inside the collective transducer. The
POT 1 MES + and the POT 2 MES + read the voltages of the E SIGNAL and B SIGNAL, which are
proportional to the position of the collective control. The POT 1 EXC - to POT 1 MES - connection and the
POT 2 EXC - to POT 2 MES - connection are required to reference the inputs of the ECU to ground.

Fuel and Powerplant
The fuel level sensor, transmission oil temperature switch, and transmission oil pressure switch control the
fuel low relay, XOP low relay, and XOT hot relay, respectively. The relays, when energized, apply the
COMMON connection of the ECU to its FUEL LOW, TRANSMISSION OIL PRESSURE LOW, and
TRANSMISSION OIL TEMPERATURE HOT connections, respectively. This effectively isolates the ECU
connections from the helicopter ground potential.
Both channels of the ECU process the data concurrently. They are continuously compared for
discrepancies. One channel is in command of the fuel flow through the fuel metering needle.
When the ECU detects that the channel in command cannot control the fuel flow, it switches to the other
channel.
When the ECU detects that either channel cannot control the fuel flow, the following occurs:
• The ECU keeps the drive signal to the fuel metering needle actuator constant.
• The ECU enables the ACU through the HMU AUX CTRL SYSTEM ENABLE to HMU AUX
CTRL ENABLE connection.
• The ACU signals the integrated avionics unit (GIA) through the HMU ENABLE to HMU ENABLE
connection. This causes the CAS caution message HMU AUX CTRL to show on the PFD.
• The ECU uses the FUEL INCREASE, FUEL DECREASE, OUTPUT VOLTAGE DMD 1, and
OUTPUT VOLTAGE DMD 2 connections to the LP8, LP4, LP1, and LP10 connections of
the ACU, respectively, to control the backup electrical actuator.
• The ACU drives the backup electrical actuator through the INC and DEC connections.
When both channels of the ECU fail, the following occurs:
• The Caution Alerting System (CAS) warning message ECU FAIL comes into view on the PFD.
• The fuel metering needle is frozen in the position it was in before the failure.
Note - it is not possible to control fuel flow other than to shut off the fuel supply.
If, during normal operation, the ECU detects, through an HMU mounted neutral position switch, that the
position of the bypass valve is not centered, the following occurs:
• The ECU sends the command to the ACU to center the bypass valve through the NEUTRAL
POSITION RECOVERY DMD to NEUT POS RECOVERY connection.
• The ACU uses the < CN INC and > CN DEC connections to determine the direction to drive
the backup electrical actuator.
• The COMMON connection of the ACU supplies the power to the backup electrical actuator for
the < CN INC and > CN DEC connections.
• The neutral position switch tells the ECU that the bypass valve has returned to center.
• The ECU then disables the NEUTRAL POSITION RECOVERY DMD.
The engine switch on the miscellaneous control panel tells the ECU the mode of operation selected for the
engine as follows:
• OFF position:
o The COMMON connection of the ECU is supplied to its DIN1 (STOP) connection
through the engine switch.
o The OFF actuator of the ON/OFF electro-valve, contacts 2 and 4, is supplied with
power through the engine switch, shutting off the fuel supply.
The engine spool is down, if it was operating.

Fuel and Powerplant
• START/RUN position:
o The COMMON connection of the ECU is supplied to its IDLE connection through the
engine switch and the A2 to A1 connections of the energized idle/fly relay.
o The power to the OFF actuator of the ON/OFF electro-valve, contacts 2 and 4, is
removed.
o The ECU initiates the start sequence by energizing the start relay.
o Power is supplied to the ON actuator of the ON/OFF electro-valve, contact 3, through
the A2 to A1 connections of the start relay, letting the fuel flow to the engine.
o A ground is applied to the START INITIATE connection of the EPSU through the B1 to
B2 connections of the start relay, telling it to engage the starter to crank the engine.
o When energized by the ECU during the start sequence, the ignition relay provides
power to the ignition unit through its A2 to A1 connections.
o When the ECU sees that the engine is operating properly, it finishes the start sequence
by de-energizing the start relay and the ignition relay.
The engine continues to operate as long as fuel is supplied. The operator must push the engine
switch to return it to the OFF position to shut down the engine.
• CRANK position:
o The COMMON connection of the ECU is still supplied to its STOP connection through
the engine switch, preventing the initiation of the start sequence.
o The OFF actuator of the ON/OFF electro-valve, contacts 2 and 4, is still supplied with
power through the engine switch. The engine is not supplied with fuel.
o A ground is applied to the START INITIATE connection of the EPSU through the engine
switch and the B3 to B2 connections of the start relay, telling the EPSU to engage the
starter.
The CRANK position of the engine switch is spring loaded. Releasing the engine switch returns
it to the OFF position.
The pilot THROTTLE switch, on the pilot collective, controls the engine operation as follows:
• When it is set to IDLE - closed:
o The COM1 to NO1 connection of the pilot THROTTLE switch applies a ground to the
PILOT FLY connection of the integrated avionics unit (GIA).
o The COM2 to NO2 connection of the pilot THROTTLE switch applies the ground from
the copilot jumper, or from the copilot THROTTLE switch, if installed, to the idle/fly
relay.
o The COMMON connection of the ECU is supplied to its DIN4 (IDLE) connection
through the engine switch and the A2 to A1 connections of the energized idle/fly relay.
o The ECU mode of operation is IDLE.

Fuel and Powerplant
• When it is set to FLY - opened:

o The ground to the PILOT FLY connection of the integrated avionics unit (GIA) is
removed by opening the COM1 to NO1 contacts of the pilot switch.
o The ground from the copilot jumper is removed by opening the COM2 to NO2 contacts
of the pilot switch and the idle/fly relay is de-energized.
o The COMMON connection of the ECU is supplied to its DIN10 (FLIGHT) connection
through the engine switch and the A2 to A3 connections of the de-energized idle/fly
relay.
o The ECU mode of operation is FLIGHT.
The ECU can now command the engine to produce sufficient power for flight.
Notes
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Fuel and Powerplant
Power Control
Engine Control Unit (ECU) – is a dual channel digital engine control unit, or FADEC, that monitors engine
parameters from multiple engine mounted sensors, mode selection from the throttle and the ENGINE
switch, and power demand from the collective control position. It computes the data and controls the fuel
metering needle inside the Hydro-Mechanical Unit (HMU). It consists of the channel A, channel B, and
circuits that are shared by the two channels, all in one Line Replaceable Unit (LRU). It is located on the
shelf above the baggage compartment.

Fuel and Powerplant
Power Control
Auxiliary Control Unit (ACU) - is a solid state and discrete control unit that provides automatic backup
when the actuator of the fuel metering needle fails. Under these circumstances, the ECU uses the discrete
components of the ACU to control a bypass valve inside the HMU. The ACU is located on the bulkhead
behind the passenger headrest.

Fuel and Powerplant
Power Control
Pilot THROTTLE Switch - is a Double Pole, Single Throw (DPST) rocker switch that lets the pilot control
the engine power. It is located on the pilot collective stick.
Copilot THROTTLE Switch - lets you operate the engine from the copilot position when the dual controls
kit is installed. It is located on the copilot collective stick.
Engine Switch - is a 3-position rotary selector switch that lets the pilot control the operation of the engine.
It is located on the miscellaneous control panel.

Fuel and Powerplant
Power Control
Idle/fly Relay - is a Double Pole, Double Throw (DPDT) relay that controls the modes of operation of the
ECU. It is located on the relay panel.
Crank Relay - is a Three Pole, Double Throw (TPDT) relay that controls the starter and the fuel prime
pump. It is located on the relay panel.
Start Relay - is a Three Pole, Double Throw (TPDT) relay that controls the starter and the fuel prime pump.
It is located on the relay panel.
Fuel Low Relay - is a Double Pole, Double Throw (DPDT) relay that gives the fuel low indication to the
ECU while isolating the ECU connections from the helicopter ground potential. It is located on the relay
panel.
XOP Low Relay - is a Double Pole, Double Throw (DPDT) relay that gives the transmission oil pressure
low indication to the ECU while isolating the ECU connections from the helicopter ground potential. It is
located on the relay panel.
XOT Hot Relay - is a Double Pole, Double Throw (DPDT) relay that gives the transmission oil temperature
hot indication to the ECU while isolating the ECU connections from the helicopter ground potential. It is
located on the relay panel.
ECU Maintenance Connector - gives access to the ECU internal memory to upload software and to
download maintenance data. It is located on the relay panel.

Fuel and Powerplant
Power Control
Engine Mounted Controls and Sensors - let the ECU monitor and control the operation of the engine.
They also provide backup electrical power to the ECU.
The ECU monitors the following engine mounted sensors:
The position of the fuel metering needle on the metering assembly by means of the metering needle position
transmitter located on the same rack and pinion system as the stepper motor. The transmitter provides a
signal to the ECU providing a metering needle position.

Fuel and Powerplant
Power Control
The P3 pressure transmitter located on the left front part of the reduction gearbox senses the compressor
outlet pressure and supplies a signal to the ECU. It is a resistive type transmitter that produces an electrical
voltage proportional to the P3 air pressure. The pressure signal is used by the ECU for engine fuel
governing (fuel flow limit, surge control).
The validity of the P3 acquisition is checked by each channel by mean of range tests. The hardware is also
monitored for transmitter electrical fault detection (open circuits and short circuits).

Fuel and Powerplant
Power Control
The Back-Up Neutral Position Sensor provides the neutral position of the auxiliary metering valve to the
ECU that is controlled by the auxiliary control unit when the ECU determines that both stepper motors in
channel A and channel B are malfunctioning.

Fuel and Powerplant
Power Control
The NG speed is measured using a dual channel 3 phase alternator. The dual channel alternator has two
functions. It is used as the ECU power supply, and it also provides the NG acquisition signal.
Both ECU channel A and B perform the acquisition of the gas generator speed using the alternator supplied
voltage frequency. The alternator is continuously monitored for electrical fault detection, and multiple
checks are continuously carried out by the ECU to confirm the validity and accuracy of the signal received
by channel A and B. In addition to the alternator supplied NG signal available on both channel A and B, a
NG backup control law value is also available.
The engine gas producer (NG) indication on the power parameter digital readout of the Power Situation
Indicator (PSI) displays NG speed in percentage of rated RPM.

Fuel and Powerplant
Power Control
Channel A and B each perform the acquisition of the NP speed signal via a dedicated speed sensor. The
NP speed sensors are continuously monitored for electrical fault detection, and multiple checks are
continuously carried out by the ECU to confirm the validity and accuracy of the NP signals. A backup NP
control law is not available for engine control functions.
The NP is measured using two separate NP magnetic speed sensors located on the forward side of the
engine gearbox at the NP intermediate gear shaft. The rotational speed of the NP intermediate gear shaft
produces an alternating voltage in each of the sensors. The frequency of the alternating voltage is
proportional to the speed of rotation of the intermediate gear shaft.

Fuel and Powerplant
Power Control
The torquemeter transmitter provides torque (Q) indication on the power parameter digital readout of the
Power Situation Indicator (PSI) displays Q in percent.
Torque is measured on the engine using engine oil pump pressure, a torquemeter piston arrangement tied
to the intermediate gear of the reduction gear train and a torque transmitter. Modulated oil pressure is
provided to the torquemeter piston arrangement and to the torque transmitter. As engine power demand
changes, the helical teeth of the intermediate gear cause a reaction in the axial force against the
torquemeter piston which in turn, changes the value of the modulated oil pressure provided to the torque
transmitter. The torque transmitter continuously measures the value of the modulated oil pressure. The
acquisition of the torque transmitter signal is carried out by the ECU and passed onto channel A and B.
The torque transmitter is continuously monitored for electrical fault detection, and multiple checks are
continuously carried out by the ECU to confirm the validity and accuracy of the torque signal received by
channel A and B.

Fuel and Powerplant
Power Control
The fuel pressure transmitter located before the fuel filter assembly monitors the fuel pressure at the fuel
filter inlet. In this way the ECU monitors the efficiency of the fuel LP pump via the acquisition of the filter
inlet pressure.
The fuel pressure/temperature transmitter located after the fuel filter assembly measures the fuel pressure
and temperature at the fuel filter outlet and transmits the signals to the ECU. The fuel temperature is
monitored to ensure that the fuel temperature does not exceed a maximum threshold that could damage
the HMU and the fuel pressure after the filter is monitored for possible filter clogging.

Fuel and Powerplant
Power Control
The oil pressure/temperature transmitter is a resistive pressure transmitter and a platinum temperature bulb
in one. It measures the oil pressure and temperature downstream of the filter and transmits the pressure
and temperature signals to the ECU, which then sends them to the cockpit for display on the instrument
panel.

Fuel and Powerplant
Power Control
T1 temperature probe located on the right hand side of the air intake firewall measures the engine air inlet
temperature and provides temperature information to the ECU. It is a platinum resistor that supplies voltage
to the ECU proportional to engine air inlet temperature. The temperature signal is used by the ECU to
control fuel flow to the engine.

Fuel and Powerplant
Power Control
The MGT is measured using one harness which is composed of four double thermocouples. The double
thermocouples are located in the turbine section gas outlet of the engine and provide two separate inputs
to a MGT junction box. The MGT junction box provides the ECU with two separate and independent MGT
signal inputs. Both MGT signals are then provided to ECU channel A and channel B. Each ECU channel
continuously checks the MGT signals for validity and if acceptable, the signal values are averaged. The
averaged MGT signal value is then used for engine fuel control functions and for display unit indications.
The MGT (Gas generator turbine outlet temperature) indicates on the power parameter digital readout of
the PSI and displays MGT in degrees C.

Fuel and Powerplant
Power Control
The ECU also controls the following engine mounted actuators:
The start electro-valve is located on a support mounted on top of the combustion chamber casing. It is
positioned between the metering unit assembly and the fuel injections system. The ECU activates the
“OPEN” coil of the start electro-valve to distribute the fuel to the fuel injection system during start-up for
combustion. During shutdown the ECU activates the “CLOSED” coil to prevent distribution of fuel to the
fuel injectors. Additionally, the ECU monitors the start electro-valve for proper operation.

Fuel and Powerplant
Power Control
The fuel metering unit assembly is a hydromechanical unit located downstream of the pump-filter assembly
that controls the fuel flow in response to signals from the ECU.

Fuel and Powerplant
Ignition System
The ignition provides electrical energy to ignite the combustible mixture in the engine during the start
sequence. It consists of the ignition relay and the engine equipment.
Ignition Relay – The ignition relay is a two pole double-throw relay. It supplies the electrical power to the
engine equipment during the start sequence.

Fuel and Powerplant
Ignition System
Engine Equipment
The engine ignition system is comprised of a high-energy ignition unit, igniter plugs, and ignition cables.
The engine ignition system ignites the fuel sprayed into the combustion chamber by the start injectors. All
the engine equipment components are located on the engine, except for the electrical supply circuit. The
engine ignition system is electrically energized from the moment the engine is started (selector placed on
“IDLE” or “FLY”) to the moment self-sustaining speed is reached.
Ignition Unit - located at the lower part of the engine, on a support beside the air intake. The ignition unit
transforms the supply electrical voltage into high-energy voltage. The ignition unit is mounted in a box at
the rear part of the engine, behind the rear firewall. The ignition unit is supplied with 28 VDC. It transforms
this voltage into a high-energy voltage which is delivered through the ignition cables to the igniter plugs.
Ignition Cables - The ignition cables are at the inlet and the outlet of the turbine casing, one on the right
side and one on the left side. They make the connection with the ignition unit and transmit the high energy
current to the igniter plugs. The ignition cables are located between the ignition unit and the igniter plugs.
Igniter Plugs - The two igniter plugs make the sparks necessary for the fuel ignition. The igniter plugs are
located beside the start injectors, around the combustion chamber outer casing, at 1 o'clock and 9 o'clock.
The HE voltage is supplied to each igniter plug’s central electrode (+ polarity). It discharges across the
semi-conductor to the igniter plug body (- polarity), causing a powerful spark.

Fuel and Powerplant
18 Powerplant Systems
Engine Air System

The air system provides clean air for the operation of the turbine engine and an indication of its status. It
consists of the air indicating and the air intake foreign object removal.
Air Indicating - gives the status of the air intake foreign object removal. It consists of the Inlet Barrier Filter
(IBF) pressure switch. The IBF pressure switch is located on the left side of the IBF assembly. It is
normally open and is a differential pressure switch that senses the difference in pressure between the
ambient air and the air intake.
The IBF pressure switch closes when the ambient air and the air intake pressure exceeds a given threshold
causing the Crew Alert System caution message IBF CLOGGED to be displayed on the Primary Flight
Display (PFD).
Air Intake Foreign Object Removal - removes contaminants from the air before it enters the engine. It
consists of the Inlet Barrier Filter (IBF) assembly and the flapper valve assemblies.
The IBF assembly is located over the engine intake. It is a corrugated filtering media inside a structural
support to give it rigidity. A retainer is easily removed to allow servicing of the filter elements.
Flapper valve assemblies are located on each side under the air intake floor. They provide a drain path for
water that may accumulate inside the air intake.
When the engine is operating, the IBF assembly filters the engine intake air. The vacuum caused by the
operating engine pulls the flapper valve assemblies shut. When the engine is not operating the flapper
valve assemblies open and permit any trapped water to drain.

Fuel and Powerplant
Exhaust
Collector/nozzle - is a bolted and welded assembly that collects and ejects exhaust gases from the engine.
It consists of the elbow and the tip. The elbow is a formed and welded assembly made from corrosion
resistant steel and includes the oil vent tube. It is bolted on the engine exhaust tube. The tip is made from
a formed and welded corrosion resistant steel sheet. It is bolted to the elbow.

Fuel and Powerplant
Fire Protection
The fire protection system provides the pilot and the passengers the means to detect and to extinguish
fires.
Fire Detection System
The fire detection system is comprised of one fire detection sensor located in the accessory gearbox (“Cold”
zone) section and two sensors located in the turbine (“Hot” zone) section of the rotorcraft. The sensors
respond to a localized high temperature. In the event that the pre-determined temperature is reached, the
sensors open sending a signal to the indicating system to generate an ENGINE FIRE Crew Alerting System
(CAS) message to give a warning to the pilot that there is an engine fire which is displayed on the Multi-
Function Display (MFD). The fire detection system can be tested from the ENGINE page by selecting FIRE
TST.
Fire Detector Sensors – The sensors are precision thermostatic switches constructed with a fast acting
bi-metal disc serving as the actuating element. The contacts are normally in the closed position and as the
temperature reaches 550 F (288 C), the disc snaps to its reverse curvature producing a crisp, positive
switching action which opens the closed-loop fire detection circuit. The contacts automatically re-close as
the sensors temperature cools to 480F (249 C).

Fuel and Powerplant
Fire Extinguisher
The fire extinguisher provides protection to the pilot, copilot, and passengers in case of a fire inside the
cabin. The extinguisher is a manually operated portable and disposable handheld fire extinguisher that is
filled with 400 grams (0.88 lbs.) of Halon extinguishing agent. It discharges completely in approximately 10
to 12 seconds and has a UL rating of 2B-C. It is located on a dedicated mounting bracket between the pilot
and the copilot seats in the cockpit and is a quick-opening type for rapid removal of the extinguisher.
NOTE
“UL” is short for Underwriters Laboratories. The UL Listed seal means that the product has been tested
and rated to be nationally recognized for safety and sustainability standards.
The numerical rating for a class B fire extinguisher (2B-C) refers to the number of cubic feet that the fire
extinguisher will be able to extinguish, and the "C" (2B-C) is present in the classification/UL rating to
indicate that the agents in the fire extinguisher are non-conductive, meaning it can be used in an electrical
fire.
Operation
In the event of a fire inside of the cabin, the operator takes the fire extinguisher from its support bracket by
releasing the clamp. The operator then pulls the safety pin and presses the trigger to discharge the
extinguishing agent on the fire. The fire extinguisher has a life limit of 12 years.

Fuel and Powerplant
Oil System
The oil system provides storage, distribution, cooling, and indication of oil for the lubrication of the engine.
It consists of the following systems:
• Oil storage
• Oil distribution
• Oil indicating

Fuel and Powerplant
Oil Storage
Engine Oil Reservoir Tank Assembly - contains oil for the engine oil pressure pump and provides a
means for checking engine oil level. The tank assembly is an all-aluminum unit with a capacity of 5 quarts
(3 quarts’ oil, 2 quarts’ expansion space) and a minimum indication level of 1 quart. The tank assembly is
mounted to the forward side of the forward vertical firewall assembly. It is comprised of an oil level sight
gauge, filler neck with non-vented oil cap, scupper, scupper drain port, vent to reduction gearbox port;
engine oil supply port and cooler oil return port.
Notes
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Fuel and Powerplant
Oil Distribution
Oil Cooler - The shaft driven oil cooler blower directs pressurized air through a duct and shroud which
forces air through the oil cooler.
The oil cooler is a dual element heat exchanger mounted to the truss assembly. One heat exchanger
element cools the engine oil and the other heat exchanger element cools the transmission oil.
The oil cooler assembly will maintain the engine oil temperature for continuous operation between 122 to a
maximum of 230 °F (50°-110° C).
The oil cooler has a removable temperature regulating control valve. Its function is to allow cold engine oil
to bypass the heat exchanger matrix of the cooler until it warms to a specific value. This allows the engine
oil temperature to rise and be maintained at normal operating temperatures more quickly. When the engine
oil flowing from the engine to the oil cooler is < 93.3°C (200°F), the bypass valve will be fully open (i.e.
100% bypass). As the engine oil temperature rises above 93.3°C (200°F), the bypass valve will begin to
close, directing some of the oil through the heat exchanger matrix of the cooler. The thermostat bypass
valve will fully close (i.e. 0% bypass) and direct all engine oil through the heat exchanger matrix of the
cooler at an oil temperature of 104.4 +/-2.7°C (220 +/- 5°F). The oil that leaves the oil cooler is directed
back to the airframe mounted external oil reservoir.
In the event of a blockage in the heat exchanger matrix of the oil cooler, the bypass valve is designed to
open and provide a relief flow of 15.8 GPM at 25 PSID Max back to the engine oil reservoir.

Fuel and Powerplant
Oil Indicating
Engine Mounted Chip Detectors - attract magnetic particles and provide a cockpit indication. There are
two electrical chip detectors. One is located at the pump filter support block of the reduction gearbox and
the other on a support below the combustion chamber casing. The plugs are connected, via the engine
harness to the GEA-71 engine/airframe interface unit and then to the DU display. The housings of each
plug incorporate a strainer with a wide mesh screen to capture large particles in the oil that might damage
the scavenge pumps.

Fuel and Powerplant
Operation
The +12 VDC TRANSDUCER POWER OUT output of the GEA is shared between the two chip detectors.
The +12 VDC TRANSDUCER POWER OUT from the GEA is applied to pin 2 of the chip detector ENG 1,
through the internal resistance of the chip detector out of pin 1 and through the resistor to the SIGNAL
GROUND input of the GEA.
The voltage developed across the resistor is sensed at the ANALOG IN 5 HI and ANALOG IN 5 LO inputs
of the GEA, during normal operation this voltage is about 5 VDC. When the chip detector detects a metal
particle, pins 1 and 2 are effectively shorted and the full 12 volts DC is sensed by the ANALOG IN 5 inputs.
This generates the CAS caution message ENG CHIP and advisory message ENG CHIP 1.
A voltage of less than 4.89 VDC across the ANALOG IN 5 inputs of the GEA indicates a fault of the chip
detector or wiring. This generates the CAS caution message ENG CD INOP and advisory message ENG
CD 1 INOP.
The +12 VDC TRANSDUCER POWER OUT from the GEA is applied to pin 2 of the chip detector ENG 2,
through the internal resistance of the chip detector out of pin 1 and through the resistor to the SIGNAL
GROUND input of the GEA.
The voltage developed across the resistor is sensed at the ANALOG IN 4 HI and ANALOG IN 4 LO inputs
of the GEA, during normal operation this voltage is about 5 VDC. When the chip detector detects a metal
particle, pins 1 and 2 are effectively shorted and the full 12 volts DC is sensed by the ANALOG IN 4 inputs.
This generates the CAS caution message ENG CHIP and advisory message ENG CHIP 2. A voltage of
less than 4.89 VDC across the ANALOG IN 4 inputs of the GEA indicates a fault of the chip detector or
wiring. This generates the CAS caution message ENG CD INOP and advisory message ENG CD 2 INOP.

Table of Contents
06 Main Rotor & Main Rotor Drive
19 Main Rotor System Description ................................................................................................. 3
Main Rotor Yoke Assembly ............................................................................................................. 6
Main Rotor Trunnion Assembly ...................................................................................................... 7
Main Rotor Grip Assembly .............................................................................................................. 8
Flap Restraint ................................................................................................................................... 10
Rotor Blades ..................................................................................................................................... 11
Rotating Controls, Swashplate, and Support Assemblies .......................................................... 16
Main Rotor Monitoring and Indicating ........................................................................................... 25
20 Main Rotor Drive System Description ....................................................................................... 26
Main Driveshaft ................................................................................................................................ 26
Freewheel Assembly ........................................................................................................................ 27
Gearbox System ............................................................................................................................... 31
Mast Assembly ................................................................................................................................. 32
Transmission Assembly .................................................................................................................. 36
Transmission Oil .............................................................................................................................. 43
Mounts and Attachments ................................................................................................................ 51
Main Rotor Drive Indicating ............................................................................................................ 53
Main Rotor and Main Rotor Drive Systems
Revision Record

2 6/5/2017 O. Bernal

19 Main Rotor System Description
The main rotor system provides the lift of the helicopter and allows it to fly. It is also used to control the
movement of the helicopter. The main rotor system is on the top of the helicopter and turns clockwise
when looking up. The main rotor system is comprised of:
• Rotor Blades
• Rotor Hub
• Rotating Controls
• Main Rotor Indicating
Rotor Blades - are airfoils attached to the main rotor hub assembly, opposite to each other. When the
main rotor hub turns, the profile and twist angle of each blade cause torque and an aerodynamic force
to lift the helicopter off the ground.
Rotor Hub - provides attachments for the main rotor blades and a flapping axis for the main rotor. It is
driven by the output shaft of the main transmission to give the main rotor blades the necessary angular
speed to provide lift and fly the helicopter.
Rotating Controls - is mounted to the top case of the transmission. The pitch link assemblies connect
the swashplate to the pitch horns of the main rotor hub assembly and the drive assembly connects the
swashplate to the mast. The rotating controls convert non-rotating flight control inputs to rotating inputs.
Indicating - provides an indication of the Percentage Main Rotor RPM (Nr) and RPM warning. It
consists of the Nr sensor.

Main Rotor Hub Assembly
The main rotor hub assembly is mounted to the mast of the transmission assembly and attaches the
main rotor blades. It provides a load and torque path to the blades during the operation of the aircraft.
Each blade is installed in a blade grip assembly and is secured by a single bolt. The attack angle of the
blades can be changed through the rotating components of the main rotor hub assembly. The moving
components are lubricated with grease. The main rotor hub assembly consists of the following
components:
• Main rotor hub assembly

• Flap restraint assembly
Main rotor hub assembly - consists primarily of a yoke, trunnion, mast nut, mast nut lock, two blade grip
assemblies; two pitch horn assemblies, two pillow blocks, four blade latches, and two blade bolts.
Flap restraint assembly - The flap restraint assembly prevents excessive flapping of the main rotor
during the starting and shutdown of the aircraft. It is mounted on the top of the trunnion and is secured
by two screws. It consists of the counterweights, springs, arm assemblies, and a support.

Rotor Hub Assembly

Main Rotor Yoke Assembly
The yoke, the main structural member of the rotor hub, is a machined steel forging that has hollow
spindles pre-coned 2.5 degrees to relieve bending stresses during flight. It has two hollow spindles that
form the surface on which the blade grip assemblies are mounted, and the two pillow blocks that, with
the trunnion, form the flapping axis mechanism for the rotor head. The hollow spindles and pillow blocks
are oriented at 90 degrees to each other. There is one yoke assembly per main rotor assembly.
The yoke has a conditional retirement item.
The tension-torsion strap transfers centrifugal loading from the blades to the yoke and assist to
counteract aerodynamic forces. The tension-torsion straps are flexible structural tension assemblies
which attach to the blade grip assemblies using a steel bolt and to the yoke assemblies using a steel
pin. They hold the blade grip assemblies into the main rotor against the forces that pull them away from
the center of rotation while allowing the blade grip assemblies to rotate about the axis of the spindle.
They are mounted inside the hollow spindles of the yoke. The parts of this assembly are made of flexible
steel cable and a composite binding material. There are two tension-torsion straps per main rotor
assembly. An aluminum radius ring is installed on the end of the strap fitting that goes into the yoke to
prevent damage to the inside of the yoke by the steel strap fitting.
The tension torsion straps are retired at 1200 hours/36 months
The strap fittings are retired at 2400 hours
The shimmed static stops are fastened to the underside of the yoke to contact the main rotor shaft
should excessive flapping occur.
A wear sleeve is installed on the outside of the inboard portion of the yoke spindle to prevent damage
to the yoke spindle by the blade grip seal.

Main Rotor Trunnion Assembly
The pillow blocks and the trunnion provide the flapping hinge mechanism for the main rotor assembly
and are located at the top of the main rotor shaft.
The trunnion allows the hub to flap on the mast, and it attaches the main rotor hub assembly to the
mast. The trunnion is centered in the yoke to minimize any lateral vibrations and is master splined.
Installed on the trunnion are adjustment screws to allow the centering of the trunnion. A wear disc is
installed between the adjusting screw and thrust washer to prevent damage to the thrust washer
pushing against the pillow block.
A thermally fitted inner race is installed on the spindles of the trunnion. The outer race of the bearing is
fitted inside the pillow block and allows the rotor hub to teeter accounting for dissymmetry of lift.
The pillow blocks with the trunnion provide the flapping hinge mechanism for the main rotor assembly.
The pillow blocks attach the outer race of the bearing (that is between the pillow blocks and the trunnion)
to the yoke. To maintain proper lubrication, packing and seals keep the lubricating grease contained
inside the pillow blocks. The parts of this assembly are made of aluminum alloy and steel. There are
two pillow blocks per main rotor assembly.
The trunnion has a Retirement Index Number (RIN) of 24000.
Notes
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Main Rotor Grip Assembly

Main Rotor Grip Assembly

The grip assembly is supported by two bearings on the yoke. It is secured to the yoke by a latch bolt
passing through the grip and the tension torsion strap. The grip with the aid of the blade bolt and the
latches secure and align the blade to the hub assembly.
The grip roller bearings allow the grip to feather changing the angle of attack for the main rotor blades.
The inner race for the grip roller bearings are the yoke spindles. The grip roller bearings and spacer
are held in place inside the blade grip by the blade grip pitch horn. An excluder seal and pitch horn seal
keep the grease in the blade grip to ensure proper roller bearing lubrication. The pitch horn trunnion is
attached to the pitch change link (not shown) which gives input to the blade grip from the swashplate.
Attached to each blade grip assembly is a pitch horn which provides the means to attach the control
rods that change the blade pitch. The pitch horn assemblies attach to the blade grip assemblies and
provide an attachment point for control rods from the swash plate which move vertically to change the
pitch of the blades. The parts of this assembly are made of aluminum alloy and steel. There are two
pitch horn assemblies per main rotor assembly.
The closure is attached to the end of the blade grip to preclude dirt and debris from entering the blade
grip.
The outboard end of each aluminum grip has a machined hole for the blade retention bolt. The blade
retention bolt has a hollow shank used to install weight for lateral balancing.
There are two blade grip assemblies per main rotor assembly.
There are two blade bolts per main rotor assembly.
The blade grip has a retirement life of 4800 hours.
The strap bolts have a 1200-hour retirement.

Flap Restraint
The flap restraint assembly prevents excessive flapping of the main rotor during the start and shutdown
under gusty wind conditions but allows normal flapping at operating RPM. The flap restraint is activated
by centrifugal force and is designed to limit the main rotor flapping to 6.8 degrees up and 6.8 degrees
down when engaged (13.6 degrees total flapping). The flap restraint arm should disengage between
25 to 31 percent Nr (rotor rpm) to allow the rotor to flap the full amount of travel which is 9.0 degrees
up and down (18 degrees total flapping).

Rotor Blades

Rotor Blades
The main rotor blades are lifting surfaces and structure attached to the main rotor hub assembly in such
a way that they turn with the main rotor hub. When the main rotor hub turns, the interaction of the rotor
blades with the relative airflow causes a lifting force that is transferred from the rotor blades to the main
rotor hub. By varying the pitch of the blades cyclically as they rotate, the resultant lifting force vector is
tilted from the vertical which moves the helicopter in the direction of the resulting force.
The main rotor blades are of all metal construction with a leading edge abrasive strip made of stainless
steel, an aluminum alloy spar, spar spacer, trailing edge strip, honeycomb core, and aluminum skins.
All structural components are joined by metal to metal bonding. The blades are set in hub grips at a
pre-coned angle and are secured by a single retaining blade bolt in each grip. An inboard trim tab and
an outboard trim tab are provided on the trailing edge for tracking adjustments. The blades have a
swept tip to reduce noise. Each blade is statically balanced to a master blade to permit
interchangeability.
THE PROCEDURES GIVEN IN THE MAINTENANCE MANUAL FOR REFINISHING THE MAIN
ROTOR BLADE ARE FOR A SMALL AREA AND BARE METAL SURFACES ONLY. IF YOU NEED
TO REFINISH A LARGE AREA OR THE COMPLETE BLADE, SEND THE BLADE TO BELL
HELICOPTER TEXTRON (BHT) OR A BHT APPROVED REPAIR FACILITY.
Rotor Blade Dimensions
Length…………………………………………………………209.6 inches
Cord…………………………………………………………...13 inches
Weight (Approximate)……………………………………….97 pounds
RPM (104% Nr)………………………………………………383 RPM
Rotor disc…………………………………………….……….37 feet (Total disc area 1,075 square feet)

Main Rotor Hub and Blades Operation

Dissymmetry of Lift
When the helicopter moves through the air, the relative airflow through the main rotor disc is different
on the advancing side than on the retreating side. The relative wind encountered by the advancing
blade is increased by the forward speed of the helicopter, while the relative wind speed acting on the
retreating blade is reduced by the helicopter’s forward speed. Therefore, as a result of the relative wind
speed, the advancing blade side of the rotor disc produces more lift than the retreating blade side.
If this condition is allowed to exist, a helicopter with a counterclockwise main rotor blade rotation would
roll to the left because of the difference in lift.
The blade speed of this helicopter is approximately 300 knots. If the helicopter is moving forward at
100 knots, the relative wind speed on the advancing side is 400 knots. On the retreating side, it is only
200 knots. This difference in speed causes a dissymmetry of lift.

Correction for Dissymmetry of Lift

A semi-rigid rotor system utilizes a teetering hinge, which allows the blade to flap as a unit which means
one blade flaps up while the other flaps down.
As shown in (figure A) as the blade reaches the advancing side of the rotor disc, it reaches its maximum
up-flap velocity; when the blade flaps upward, the angle between the chord line and the resultant
relative wind decreases. This decreases the angle of attack which reduces the amount of lift produced
by the blade.
As shown in (figure B) the rotor blade is now at its maximum down-flapping velocity. Due to down-
flapping, the angle between the chord line and the resultant wind increases. This increases the angle
of attack and thus the amount of lift produced.
Notes
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Coriolis Effect
The Coriolis Effect, which is sometimes referred to as conservation of angular momentum, might be
compared to a spinning ice skater. When they extend their arms, their rotation slows down because the
center of mass moves farther from the axis of rotation. When their arms are retracted, the rotation
speeds up because the center of mass moves closer to the axis of rotation.
Correction of Coriolis Effect

A two-bladed rotor system normally is subject to the Coriolis Effect to a much lesser degree than an
articulated rotor system because the blades are generally “underslung” with respect to the rotor hub,
and the change in the distance of the center of mass from the axis of rotation is small.
Axis of Rotation - An imaginary line about which a body rotates.
Plane of Rotation - A plane normal to the axis of rotation containing the center of mass of the rotating
body.

Rotating Controls, Swashplate, and Support Assemblies

Main Rotor Rotating Control System

The main rotor rotating control system is made up of a swashplate assembly, a swashplate drive
assembly and main rotor pitch change links. The controls are located between the transmission and
the main rotor.
The swashplate and support are installed on top of the mast bearing assembly and transmission. The
mast pole is in the center. The swashplate transmits control input from the non-rotating controls to the
rotating controls. The swashplate changes input from the linear controls on the helicopter roof to the
main rotor hub pitch horns.
The swashplate support has a pivot sleeve (spherical bearing) inside that permits the swashplate to be
put at all angles. The swashplate is made of an inner ring that does not turn, for cyclic input, and an
outer ring that turns where the pitch links connect. The pitch links are connected to the pitch horns on
the main rotor hub and are used to change the pitch of each main rotor blade.
The cyclic control stick is connected to the swashplate inner ring. When the cyclic control stick is moved,
the non-rotating inner ring moves the rotating outer ring at an angle on the pivot sleeve. The outer ring
that is put at an angle makes the pitch on each blade different. This will cause uneven lift and make the
rotor rotation plane change for directional flight.
The pivot sleeve is connected to the collective lever assembly. When the collective control stick is
moved, the collective lever assembly moves the pivot sleeve up or down on the swashplate support.
The pivot sleeve then moves the swashplate up or down; as a result of this movement, the pitch angle
of the blades increases or decreases on all blades at the same time, by the same value. This function
of the swashplate will permit the helicopter to fly vertically (climb and descend). The swashplate and
support get control input from two different controls: the cyclic and the collective. The swashplate and
support send one control input to the main rotor assembly (at the pitch links). Thus, you can move the
cyclic and the collective at the same time, and the helicopter will respond with the correct mix of
directional and vertical flight.

Drive Assembly Components

Drive Assembly Description

The swashplate drive assembly turns the outer ring of the swashplate at the same speed as the mast
and permits vertical movement of the collective control and consists of a collar set, an idler link, and an
idler lever.
The collar set is attached to the mast and the idler link is attached to the outer ring of the swashplate.
The idler lever connects between the collar set and the idler link.
Drive Assembly Components

Idler Link Assembly - transmits torque from the idler lever assembly to the outer ring assembly. The
parts of this assembly are made of aluminum alloy and steel.
Collar Set - transmits torque from the mast assembly to the idler lever assembly. It is a matched set.
The parts of this assembly are made of aluminum alloy and steel.
NEVER ATTEMPT TO REMOVE THE BOLT BETWEEN IDLER LEVER AND COLLAR SET BEFORE
LOOSENING THE NUTS FOR RETAINING COLLAR SET HALVES, NOR USE FORCE FOR
REMOVAL. SLIGHT TAPPING WITH PLASTIC OR RAWHIDE MALLET IS PERMITTED.
Heavy Rubber Boot - prevents the intrusion of foreign material.
Notes
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Rotating Control Components


Outer Cap
The outer cap houses the upper seal (lip facing down) that rides on the inner cap. It serves to provide
a pinch fit for the outer races of the duplex bearing and to allow greasing of the bearings through a
grease port.
Contour Bearing Set
The contour bearing is a matched set. The bearing face is lined with Teflon to provide a friction which
is controlled by shims.
Laminated Shims
The laminated shims come in two different thicknesses of 0.002 and 0.003 in. The shims are used to
set the required friction for the swashplate assembly.
Inner Cap
The inner cap is the seal rider for the upper seal. It also serves to provide a pinch fit for the inner races
of the duplex bearing.
Duplex Bearing
The duplex bearing is installed into the outer ring assembly. It can be installed in either direction as
long as the “V” mark is aligned. The duplex bearing is a matched set. Ensure that the “V” mark is visible
and properly marked. The duplex bearing is a “on condition” item.
Outer Ring
The outer ring is a rotating component part of the swashplate assembly and transmits pitch control to
the main rotor blades through linkage. The outer ring houses the duplex bearing. A garlock seal is
installed in the lower surfaces of the outer ring. The seal lip is installed facing down and rotates on the
tungsten carbide surface of the inner ring (non-rotating) assembly.
Notes
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Pivot Sleeve
The collective pivot sleeve (Uniball) is connected to the collective lever assembly. When the collective
lever is moved, the collective lever assembly moves the pivot sleeve up or down on the swashplate
support. The sphere is coated with tungsten carbide. Wear cotton gloves to prevent fingerprints on the
carbide coating which could cause corrosion. The pivot sleeve has an airworthiness life of 14,400 hours.
Collective Lever and Link
The collective lever and link are located on the lower front mounting surface of the swashplate support.
The collective lever and link assembly move the pivot sleeve vertically on the swashplate support to
change the pitch angle of both main rotor blades. The collective lever and link have an airworthiness
life of 14,400 hours.
Inner Ring
The inner ring is a stationary component of the swashplate assembly and transmits cyclic inputs to the
main rotor through linkage. The lower swashplate seal rotates on the tungsten carbide surface of the
inner ring.
Support Assembly
The swashplate support assembly is attached to the transmission top case assembly. The shaft of the
support is coated with tungsten carbide. Care and caution should be used when touching the support
wear cotton gloves to prevent fingerprints on the carbide which could cause corrosion. The support
assembly has an airworthiness life of 14,400 hours.

Pitch link Assembly
The pitch link assemblies connect the rotating outer ring of the swashplate assembly to the pitch horns
of the main rotor hub. It consists of the parts that follow:
• aluminum alloy tube

• corrosion resistant steel bonded inserts
• corrosion resistant steel clevises

Main Rotor Monitoring and Indicating
The Nr sensor is a Hall Effect Sensor mounted under the transmission pump adapter and picks up the
magnetic fluctuations caused by the machined slots in the hydraulic pump shaft assembly as the shaft
assembly rotates inside the field. The engine and airframe interface unit (GEA 71H) supplies a 5 VDC
to the Nr sensor and receives the voltage signal back from the sensor. The engine and airframe
interface unit (GEA 71H) converts the voltage signal to a percentage signal and routes the new signal
to the integrated avionics unit (GIA 63H). The integrated avionics unit (GIA 63H) receives the
percentage signal and routes it to the GDU display unit. The display unit converts the percentage signal
into several uses:
• It produces a symbology display for the NR

• It produces and displays Crew Alerting System (CAS) messages as needed
• It uses the NR signal in the Weight-On-Gear calculations
• It creates the trigger for the RPM Annunciator Light and the audio warnings
Any warning that the GDU puts out are routed back to the integrated avionics unit. Both the high and
low RPM warnings are routed to the RPM annunciator light for a visual indication for the pilot and co-
pilot. For the low RPM warning, the integrated avionics unit also generates an audio signal and routes
it to the audio panel that broadcasts it to the pilot and co-pilot through their headsets.

20 Main Rotor Drive System Description
The main rotor drive system provides the transmission of the power from the engine to the main rotor
of the helicopter. It consists of engine/gearbox couplings, gearbox, mounts and attachments and
indicating systems.
Main Driveshaft
The main driveshaft is of a KAflex® type and rotates at 5,834 RPM and provides a flexible drive
connection between the freewheeling unit and the transmission. This flexible shaft allows smooth
transfer of torque even though the transmission and freewheeling units are not always in perfect
alignment.
Four rectangular plates (flex frames) on each end of the shaft provide flexibility of the shaft. Each flex
frame flexes to provide both angular misalignment and length changes to accommodate movement of
the transmission on its mounts. Each flex frame assembly can be considered a truss work in which
torque loads are carried as axial loads in straight members of each flex frame.
A fail-safe feature enables uninterrupted drive of the shaft after a failure has occurred in one of the dual
load paths provided by the flex frame assemblies. During normal operation, a radial clearance exists
between the center shaft internal diameter and the internal protruding hub of the end fitting. In the
unlikely event of a flex frame failure, the center shaft shifts to contact the hub surface to restore hub
balance and stable operation. The off-center operation of the center shaft is enough to cause a
noticeable unbalance to signal that a partial failure has occurred, and the fail-safe mode is in operation
with the last remaining load path.

Freewheel Assembly
The freewheel assembly is mounted on the reduction gearbox. Engine power is directed from the
reduction gearbox power drive gearshaft to splines on the input shaft of the freewheel assembly. A
sprag clutch assembly in the freewheel assembly engages the input shaft with the output shaft. Power
is then directed from the forward adapter on the freewheel assembly through the main drive shaft to
the transmission. Simultaneously, engine power is directed from the aft adapter to the tail rotor drive
system.
During autorotation the sprag clutch assembly disengages the input shaft from the output shaft. This
allows the rotor system, transmission, transmission accessories, freewheel assembly output shaft, and
tail rotor drive system to operate independently of the engine should the engine have a failure.
The freewheel assembly is lubricated with oil supplied from the transmission oil system. This design
allows for continuous lubrication to the freewheeling unit in case of engine failure i.e., engine oil
pressure loss.
Notes
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Freewheeling Unit Components

Freewheeling Components

Freewheeling Components
The freewheel assembly is made up of the following components:
Plug Assembly - made of aluminum. It incorporates a pin to lock the bolt into place.
Bolt - made of steel; secures the adapter to the output shaft, and provides a pinch to secure the inner
race of the duplex bearing.
Adapter- made of steel and splined to the output shaft; attaches to the rear coupling of the main drive
shaft.
Nut - made of aluminum secures the outer race of the duplex bearing.
Duplex Bearing - is a matched and aligned set.
Cap Assembly - made of aluminum; houses and provides lubrication for the duplex bearing from the
transmission oil system.
Spacer - made of steel; provides proper clearance for the input shaft from the front housing assembly.
Output Shaft - made of steel; is splined and driven by the input shaft.
Shim - made of stainless steel; it provides the capability to obtain a maximum gap fit of 0.003 in.
between the oil dam ring and anti-rotation ring. Each shim laminate is 0.002 inch (0.05 mm) thick.
Anti-Rotation Ring - made of stainless steel; locks the bearing to prevent outer race rotation within
the input shaft.
Oil Dam Ring - made of steel; it slows the flow of oil to ensure lubrication of the sprag clutch and
associated bearings.
Sprag Clutch - made of steel alloy; is comprised of a clutch cage, sprags, and garter spring. It allows
the inner and outer shaft to move independently to allow autorotation.
Input Shaft - made of steel; it is driven by the PTO of the reduction gearbox of the engine which drives
the output shaft of the freewheel assembly.
Housing Assembly - made of magnesium; it mounts to the engine reduction gearbox and has
provisions for mounting of the forward cap assembly and a magnetic chip detector.
Pilot Ring - made of stainless steel; the pilot ring acts as a wide area washer to prevent damage to the
magnesium housing assembly when mounted to the engine reduction gearbox.
Cone Set - made of steel; it is a matched set and provides support for the spacer.
Spacer - made of steel; it supports the adapter.
Support Housing - made of stainless steel, it houses the rear support bearing and seal. It has a fitting
to provide lubrication to the freewheel assembly from the transmission oil system.
Adapter - made of steel; it is splined and drives the tailrotor driveshafts.
Pilot Washer - made of stainless steel; holds the adapter to the output shaft and seals the rear adapter
with a packing.

Gearbox System
The gearbox system transmits mechanical power from the engine/gearbox couplings to the main rotor.
The system also supplies pressurized oil for the lubrication of its components and those from the
engine/gearbox couplings.
The gearbox system has the systems that follow:
• Transmission and Mast Assembly

• Transmission Oil

Mast Assembly
The mast assembly is a part of the transmission assembly that transmits shaft power to the main rotor
hub assembly and absorbs loads that result from the helicopter operation.
The main rotor mast is part of the main drive system. It is attached to the transmission top case and
drives the rotor and components required for directional change.
The main purpose of the mast is to transmit torque from the transmission to the main rotor. There are
three sets of splines on the main rotor mast. The upper splines have a master spline and used to
correctly position the main rotor hub and blade assembly to the swashplate assembly. The swashplate
drive splines, located in the mid portion of the mast, is machined to receive a collar set to which the
swashplate drive link is attached. The lower set has no master spline; it is driven by the planetary carrier
assembly located inside the transmission.
The mast assembly has an interim inspection of 1500 hours and an overhaul interval of 3000 hours of
operation.

Mast Components

Mast Components
Plastic Plug
The plastic plug is used to keep debris and moisture out of the inside of the mast and should be installed
at all times. It is secured in place by sealant and removed for inspection or overhaul.
Mast Pole
The mast pole is a hollow 4340 alloy steel shaft. The inner diameter and outer surface of the mast are
cadmium plated for corrosion protection; the internal diameter and exposed outside surfaces are primed
with an epoxy primer and the exterior surface finished with gull gray enamel to protect the mast from
corrosion.
Serrated Locking Plate
The aluminum alloy serrated locking plate is installed on the lower threaded portion of the mast. The
threads on the mast have vertical serrations that the locking plate slides onto. Screws are used to lock
the plate to the mast nut preventing movement of the nut and are safety wired.
Mast Nut
The stainless steel mast nut is used to lock the inner race of the mast bearing to the mast and provide
a sealing surface for the mast seal.
Mast Seal
The mast seal is a radial shaft seal installed in a double steel case. Sealant is applied around the outer
diameter of the steel casing to secure the seal in the seal plate and prevent corrosion due to moisture
intrusion. The seal can only tolerate dry running for short periods so light coat of MIL-PRF-81322 is
applied to the seal on initial install to prevent any damage to the seal before lubrication reaches it.
Seal Plate
The steel seal plate houses the mast seal and provides a contact surface to pinch the outer race of the
mast bearing.
Shim
The shims are installed between the seal plate and the outer race of the mast bearing. The shim uses
.002-inch-thick stainless steel laminations and is used to provide a .001 to .004 inch pinch fit to lock the
outer race of the mast bearing to the liner.

Mast Components
Bearing
The mast bearing is a large single row double thrust bearing with a single outer race and split inner
race with a cage and ball complement. The cage and ball complement is a single non-separable
removable unit constructed of steel. The cage is silver flashed in order to dissipate heat and prolong
bearing life. The inner and outer raceways are also constructed of steel showing a honed/lapped finish
and are thin dense chrome plated to reduce wear and friction while also offering some level of corrosion
protection. The mast bearing is a matched set and must be installed with the chamfered/thrust face of
the outer ring up and thrust face of the inner ring down.
Liner
The bearing liner is constructed of alloy steel and supports the outer race of the mast bearing in the
transmission. The bearing liner has a ⅛ diameter hole drilled through the liner and a machined groove
on the inside that allows the No.2 oil jet from the transmission to supply oil to the mast bearing.
Spacer
A spacer, constructed from alloy steel, is installed between the inner race of the mast bearing and the
drive splines of the mast pole to properly position the single row double thrust bearing.

Transmission Assembly
The main driveshaft connects to the input quill at the rear of the transmission assembly where power
is transmitted to the spiral bevel gear (first reduction stage), then to the planetary assembly (second
reduction stage), and finally to the mast assembly that drives the main rotor. Power is also transmitted
from the spiral bevel gear to the accessory gear to drive the transmission oil pump and hydraulic pump.
Notes
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Gear Reduction Ratio
The transmission provides a two-stage reduction of 15.23 to 1.0 (5,834 to 383 RPM). The first stage is
the spiral bevel gear arrangement with a 3.26 to 1.0 reduction (5,834 to 1,788). The second stage is
obtained by means of a planetary gear set that provides a 4.67 to 1.0 reduction (1,788 to 383). The
spiral bevel gear also drives the accessory gear at a 1.42 to 1.0 (5,834 to 4,108 RPM). The accessory
gear in turn drives the transmission oil pump and the hydraulic pump.
First Stage Gear Reduction
PTO Input 5,834 RPM X Pinion Gear 19 teeth ÷ Spiral Bevel Gear 62 teeth = 1,788 RPM
1,788 RPM X Spiral Bevel Gear 62 teeth ÷ Accessory Gear 27 teeth = 4,108 RPM
Second Stage Planetary Reduction
1,788 RPM X Sun Gear 27 teeth ÷ (Ring Gear 99 teeth + Sun Gear 27 teeth) = 383 RPM
Notes
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Top Case and Internal Components

Top Case and Internal Components

Top Case
The transmission top case is made from aluminum. It has provisions for attachment of the transmission
assembly to the LIVE mount adapter, for attachment of the swashplate and support assembly, mast
assembly, oil filter housing and manifold assembly, and cyclic and collective linkage. A filler cap is also
installed on the right side of the top case for the servicing of the transmission assembly.
Debris Pan
The debris pan will collect metal particles from the upper portion of the top case and give warning
through the No.2 (upper) electric chip detector before falling into the main case and entering the oil
system.
Ring Gear
The steel ring gear has internal teeth and wraps around the planetary assembly interacting with
the pinion gears to provide the second stage of reduction.
Planetary Carrier
The steel planetary carrier holds a set of four pinion gears. The top half of the carrier assembly provides
the drive for the mast assembly. A thrust bearing, located in the center of the planetary carrier, supports
the weight of the planetary carrier and pinion gears.
Sun Gear
The sun gear is at the center of the gear set and splined into gear shaft transferring its drive to the
planetary gears.
Notes
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Main Case and Internal Components

Main Case and Internal Components

Main Case
The transmission main case is made from magnesium; it provides support for the spiral bevel gear
assembly, mast bearing support housing, accessory drive gear, and the input quill.
Gear Shaft Case
The magnesium gear shaft case houses a roller alignment bearing that provides support for the input
gear shaft.
Fretting Washer
The fretting washer is installed in the gear shaft to prevent the vertical movement of the sun gear during
power changes.
Gear Shaft and Spiral Bevel Gear
The spiral bevel gear assembly is made of steel and consists of the input gear shaft and input spiral
bevel gear.
Mast Bearing Support Housing
The lower mast bearing support housing is made of aluminum; it houses a rolling alignment bearing
that provides support for the lower portion of the mast assembly.
Input Quill
The input quill is comprised of a pinion gear that supports a matched triplex bearing set. It provides
drive for the spiral bevel gear assembly.
Notes
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Main Input Drive Quill Seal
Seal
The seal used in the input pinion is a magnetic carbon seal. The seal protective cup must not be
removed except as stated in the installation instructions. Damage to the seal will occur if the inner
portion of the sealing surface is scratched.
Housing
The magnesium housing has jackscrew provisions for removal. Caution needs to be taking when
removing the housing.
Shims
The shims located between the main case and the housing provide a pinch fit for the outer race of input
quill triplex bearing.
NOTE
Total static input quill leakage should not exceed 5 drops per minute.
Total dynamic input quill leakage should not exceed 1 Qt. per 3 hours of operating time.

Transmission Oil
Oil Pump
The oil pump is installed on the forward left side of the transmission assembly inside the transmission
casing. It is a positive displacement and constant volume type pump that is driven by the accessory
drive gear at a 1:1.42 ratio. The pump also has a pass through shaft that drives the hydraulic pump
(main hydraulic).
The oil pump has a rated pressure of 80 PSI (552 kPa), a maximum pressure of 150 PSI (1034 kPa),
and supplies a 6.0 to 6.7 gallons per minute (22.7 to 25.3 L/min) flow. The hydraulic pump and the
hydraulic pump adapter for the Nr sensor must be removed to gain access to the oil pump.
Oil Pump Inlet Screen
The oil pump inlet screen is located adjacent to the oil pump. It filters lubricating oil before entering the
oil pump. The screen material is a 16 x 16, 23-gauge steel mesh screen that is brazed to an inlet sleeve
and plug.

Transmission Oil
Oil Filter Housing Assembly
The transmission oil filter and housing assembly, mounted to the aft side of the transmission,
incorporates a disposable filter element, impending bypass indicator, bypass valve, thermostat,
temperature bulb, and a thermoswitch.
Oil Filter
The transmission oil filter element is contained in lower housing of oil filter housing assembly; and it
has a disposable, 3 micron, pleated paper type filter element.
Impending Bypass Indicator
The oil filter bypass indicator is a differential pressure sensing device. It operates by sensing
the differential oil pressure upstream and downstream of the filter element. The extended red
indicator gives the ground crew an indication of a clogged filter
Bypass Valve
The oil filter bypass valve is installed on the oil filter housing and manifold assembly. The oil
filter bypass valve will bypass the oil filter if the difference between the oil pressure into the
filter and the oil pressure out of the filter reaches the preset value of 30-34 PSID (206.8 to 234
kPa) and 190°F (88°C) which indicates that the filter element is clogged. The valve is spring
loaded and will open to let the oil bypass the oil filter.

Thermostat
The oil bypass thermostat is installed on the oil filter housing and manifold assembly. It controls the
flow of pressurized uncooled oil to the oil cooler in relation to the oil temperature. When the oil is less
than 200°F (93.3°C), the thermostat directs the oil away from the oil cooler. As the oil temperature
increases, the valve starts to close which directs oil to the oil cooler. The thermostat fully closes at a
temperature between 215 and 225°F (101.6 and 107.2°C) at which point all circulating oil is directed to
pass through the oil cooler. If there is a high differential pressure across the oil cooler the bypass valve
is designed to open and provide a relief flow of 12.8 GPM (59.8 l/min) at 25 PSI (172.4 kPa) and 230°F
(110°C) to the transmission gears and bearings.
Oil temperature bulb

The oil temperature bulb is a temperature sensor that provides continuous temperature measurement
readings of pressurized unfiltered uncooled oil.
Oil temperature switch
The oil temperature switch is a normal-open switch that closes at a predefined value of pressurized
unfiltered uncooled oil temperature of 230°F (110°C).

Transmission Oil
Oil Jets
Two oil jets are incorporated in the transmission. Number 1 oil jet directs a lubricating oil spray to the
spiral bevel gears of the transmission and the number 2 oil jet lubricates planetary pinions and mast
bearing.
Oil Pressure Regulating Valve
The oil pressure regulating valve is installed on the left side of the transmission assembly. It is a spring-
loaded assembly that has an adjustment screw. It maintains the pressure between 53 and 59 PSI (365.4
and 406.8 kPa). It relieves any excess oil pressure back into the sump.

Transmission Oil
Fittings, Hoses and Tube Assemblies
Lubrication system fittings consist of unions, plugs, a reducer, and attaching oil hoses or tube
assemblies to the transmission and oil filter housing and comprise the distribution system.
Bleeding Oil Pressure Lines
Any time an oil pressure line is disconnected between the transmission and the transmission oil
pressure indicator, the system should be bled. This will ensure a positive indication of oil pressure on
starts and eliminate sluggish or erratic operation.

Transmission Oil
Oil Cooler Assembly
The oil cooler assembly contains two separate independent cores welded together mounted to the truss
assembly. The right core is for the engine oil system and the left core is for the transmission oil system.
The cooler assembly is connected to the oil cooler blower assembly by means of a transition duct. The
thermal bypass valve for the transmission oil cooler is located on the transmission oil filter housing and
will direct the oil away from the oil cooler when transmission oil temperatures are less than 200°F
(93.3°C), . The thermal bypass will direct all transmission oil to the cooler at oil temperatures of 215
and 225°F (101.6 and 107.2°C). If there is a high differential pressure across the oil cooler the bypass
valve is designed to open and provide a relief flow of 12.8 GPM (59.8 l/min) at 25 PSI (172.4 kPa) and
230°F (110°C) to the transmission gears and bearings.
Oil Cooler Blower Assembly
The oil cooler blower assembly is mounted aft of the aft engine firewall on the helicopter structure and
supplies air to the engine and transmission oil cooler. The fan shaft is mounted in two sealed bearings
and is connected to the forward and the aft short shafts. It passes through the blower assembly housing,
and the blower impeller is bolted to the shaft. This shaft is part of the tail rotor drive shaft system and
is used to power the blower.
During normal operation oil flows from the transmission to the cooler and then
returns to the transmission.

Oil System Schematic
The lubrication system is comprised of an oil pump, filter element, pressure regulating valve, oil cooler,
and oil spray jets No. 1 and No. 2. The oil pump, driven by the accessory gear, is a positive
displacement, constant volume type delivering oil under pressure through an external line to the oil filter
and housing assembly, and the oil cooler. From the cooler it returns to the main transmission and spray
jets to lubricate the internal parts by regulated oil pressure. An oil level sight gauge is located on the
right side of the main transmission lower case. A non-vented filler cap is located on the main
transmission top case.
The transmission oil system also lubricates the freewheeling assembly mounted in the engine
accessory gear case. Oil pressure to lubricate the freewheeling assembly is taken from a tee fitting
installed in the pressure line.
Oil temperature indications are provided by an oil temperature bulb located in the outlet side of the oil
filter housing and a high oil temperature switch which will illuminate a XMSN OIL TEMP CAS message.
The XMSN OIL PRESS CAS message is illuminated by the transmission oil pressure switch.
As mentioned earlier in the chapter, the freewheeling unit is lubricated with oil supplied from the
transmission to allow for continuous lubrication to the freewheeling unit in case of engine failure.

Oil System Schematic

Oil delivered to the freewheeling unit from the main transmission case is first passed through the
freewheeling oil system union filter (50-075-1). The union filter allows circulation of oil to the airframe
mounted manifold. The airframe mounted manifold consists of an oil pressure transducer, oil pressure
switch, and test port. The union filter prevents contamination of this manifold, its components, and the
freewheeling unit in case the transmission gets contaminated.
The oil pressure switch on the manifold senses pressure from the pressure regulator discharge. The
switch is normally closed. The oil pressure switch opens at 38 PSI with increasing pressure. The switch
closes at 30+/-2 PSI (206.84 +/- 13.78 kPa) with decreasing pressure. The oil pressure switch allows
current flow and illuminates the XMSN OIL PRESSURE CAS warning. The GIA 63H software at IDLE
(63 +/- 1% Np) inhibits the WARNING to 24 PSI to prevent the CAS message from illuminating during
aircraft idle.
The oil pressure transducer on the manifold gives an indication of the transmission oil pressure to the
instrument panel. A test port is provided on the manifold to install a direct reading gauge to monitor the
system oil pressure.
The oil in-line restrictors decrease the oil pressure and flow to the freewheel assembly to prevent
damage to seals and the t-fitting routes oil to lubricate the bearing in the aft bearing housing and the
duplex bearing in the forward cap assembly.
The oil, once used, is gravity fed back to the lower transmission main case for recirculation.

Mounts and Attachments
The mounts and attachments attach the transmission assembly to the helicopter while decreasing the
amount of vibrations being transferred from the main rotor to the truss. The mounts and attachments
consist of:
Restraint Assembly - counteracts oscillatory movement of the main transmission and consists of two
elastomeric “cartridges”, four clamp halves, a cross bar, two spherical bearings, two flanged bushings,
two stop pins, and four clamp bolts. The two flanged bushings fit in the spherical bearings. The two
spherical bearings are roll staked into the cross bar. The elastomeric cartridges are clamped between
two clamp halves each. The clamp halves are machined to the elastomeric cartridges and the cross
bar for proper clamp up on the elastomeric cartridges; they are then match drilled to the cross bar. The
stop pin is comprised of the stop bolt and spool that fits through the end of the clamp halves and goes
through the stop hole in the stop assembly. The nickel aluminum bronze alloy spool is fitted over the
stop bolts; it is used for clamping up the clamp halves and used as a sacrificial piece to protect the stop
bolt and the stop assembly.
The elastomeric cartridges are redundant in that if one fails the other will carry the load.

Mounts and Attachments
Stop Mounts - two stop mount assemblies are mirror images of each other. They mount to the main
transmission lower case and connect to the restraint assembly to limit the vertical and oscillatory
movement of the transmission. The stop mount assemblies are made from CRES (Corrosion Resistant)
Steel. The stop mount assemblies have a design feature that will maintain connection to the restraint
should the elastomer in the elastomeric cartridge fail. There are two bushings installed for the bolt that
connects the restraint to the stop assemblies.
Notes
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Main Rotor Drive Indicating
The main rotor drive indicating system monitors the temperature, pressure, and level of contamination
of the lubrication oil in the transmission and freewheel assemblies. It also gives indications to the pilot,
copilot, and personnel on ground.
The main rotor drive indicating is made up of the following systems:
• Transmission indicating
• Freewheel indicating

Transmission Indicating
Temperature Bulb
The transmission oil temperature bulb is located on the forward side of the oil filter housing. The
temperature bulb is used to provide an oil temperature indication in degrees Celsius to the DU screen
on the instrument panel.
Thermoswitch
The transmission oil thermoswitch is on the filter housing. When transmission oil reaches a temperature
of 110°C (230°F) the thermoswitch will illuminate a CAS XMSN OIL TEMP message on the DU screens.

Oil Pressure Transmitter
The oil pressure transmitter is installed on the oil manifold, in the lower main rotor drive compartment.
It is a pressure sensor that uses a piezoresistive strain gauge and a pressure diaphragm to sense the
pressure of the oil, downstream of the oil pressure regulating valve, and as the oil pressure changes,
the output voltage from the strain gauge bridge changes. This is then converted to a digital signal for
the integrated avionics unit (GIA) and the central display systems to give the indication of transmission
oil pressure that is displayed on the DU’s.
Oil Pressure Switch
The oil pressure switch is connected into the transmission oil pressure indicator oil line. During normal
operation, the oil pressure switch contacts open at 38 PSI maximum on increasing oil pressure and the
CAS message is extinguished. The switch contacts close at 30 ± 2 PSI on decreasing oil pressure and
depending on rotor RPM (IDLE 63 +/- 1% Np the GIA 63H inhibits the WARNING to 24 PSI) will
illuminate the XMSN OIL PRESS CAS message on the PFD and MFD.

Electric Chip Detector
The electric chip detectors consist of a self-locking bayonet type probe with a permanent ceramic
magnet at the end. In the event metal particles should become free in the oil and sufficient amounts of
metal are attracted to complete a circuit between the pole and ground, a XMSN CHIP 1 will be displayed
as a CAS message on the DU for an upper transmission chip with the aircraft on ground. XMSN CHIP 2
will be displayed as a CAS message for a lower transmission chip with the aircraft on ground.
A XMSN CHIP CAS will be illuminated for when the aircraft is in flight. The chip detectors are not chip
burning but chip detection only.

Transmission Bypass Indicator
The transmission oil filter bypass indicator operates at 30 – 34 PSID and is located on the filter housing
above the filter element. An extended red indicator button is used to indicate that the filter element has
been bypassed. The indicator is protected by a protective cover P/N 62RB114S0001.

Operation
The oil temperature is determined by the Garmin Engine Airframe Interface (GEA 71H) using the
resistance input from the oil temperature bulb. The resistance of the bulb increases as the oil
temperature increases. The Garmin Engine Airframe Interface (GEA 71H) transmits the transmission
oil temperature to the Garmin Integrated Avionics Unit (GIA 63H) which sends the data to the Multi-
Function Display (MFD) and Primary Flight Display (PFD) for the temperature indication.
When transmission oil reaches a temperature of 110°C (230°F) the temperature switch provides a
ground to the GIA 63H to trigger the XMSN OIL HOT warning message on the PFD and MFD. The high
oil temp ground signal also routes to the Engine Control Unit Transmission Over-Temperature High
(ECU XOT HIGH) relay. When the relay energizes, the common ground output of the ECU is routed
back to the Transmission Oil Temperature HIGH input of the ECU. The ECU also reports the XMSN
OIL HOT to the MFD, PFD and GIA 63H for redundancy.
If the Garmin Engine Airframe Interface (GEA) detects loss of signal resulting from an open or a shorted
circuit, the GEA sets the corresponding data message to invalid. The Multifunctional Display (MFD)
displays a red X over the temperature scale to indicate "invalid" data.
The transmission oil pressure transducer excitation voltage is supplied by the Garmin Engine Airframe
Interface (GEA 71H). As pressure on the diaphragm increases, an imbalance is produced on the strain
gauge bridge. The GEA finds the value of each signal as a fraction of the DC excitation voltage and the
imbalance of the transmitter's strain gauge bridge circuit. The GEA 71H transmits the transmission oil
pressure to the GIA 63H which sends the data to the MFD and PFD for the pressure indication.
During normal operation, the oil pressure switch contacts open at 38 PSI maximum on increasing oil
pressure and the Crew Alert System (CAS) message is extinguished. The switch contacts close at 30
± 2 PSI (206 ± 13.8 kPa) on decreasing oil pressure and provides a Ground to the GIA 63H to trigger
the XMSN OIL PRESS warning message on the PFD and MFD. The low oil pressure ground signal
also routes to the ECU XOP LOW relay. When the relay energizes, the common ground output of the
ECU is routed back to the XMSN Oil Pressure LOW input of the ECU. The ECU also reports the XMSN
OIL PRESS to the MFD, PFD and GIA 63H IAU for redundancy.
If the GEA detects loss of signal resulting from an open circuit or a loss of excitation voltage, the GEA
sets the corresponding data message to invalid. The MFD displays a red X over the pressure scale to
indicate "invalid" data.
Notes
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Freewheel Indicating
Freewheel Chip Detector
The freewheel chip detector of the freewheel indicating system uses a magnet to collect the metal
particles in the sump of the freewheel assembly. When there is enough quantity of particles on the
freewheel chip detector, the circuit closes and a signal is sent for the caution and advisory indications to
show in the cockpit. If there is a problem with the circuit, another set of caution and advisory indications
will show in the cockpit.


Table of Contents
07 Tail Rotor and Tail Rotor Drive
21 Tail Rotor System ........................................................................................................................ 3
Tail Rotor Blade Assembly.............................................................................................................. 4
Tail Rotor Hub Assembly ................................................................................................................ 5
Rotating Control Assembly ............................................................................................................. 7
22 Tail Rotor Drive System.............................................................................................................. 8
Tail Rotor Driveshafts ...................................................................................................................... 9
Tail Rotor Gearbox ........................................................................................................................... 14
Tail Rotor Drive Indicating .............................................................................................................. 16
Tail Rotor and Tail Rotor Drive
Revision Record

2 6/5/2017 O. Bernal

21 Tail Rotor System
Description and Operation
The tail rotor system provides lateral thrust to compensate for the torque of the main rotor that is applied to
the helicopter. It's also used to control the movement of the helicopter around the vertical (yaw) axis. The
tail rotor is on the left side of the helicopter and rotates clockwise, when looking inboard, at approximately
2472 RPM at 104% N2. It is delta hinged to prevent dissymmetry of lift. The tail rotor incorporates a balance
wheel so it can be dynamically balanced when high frequency tail rotor vibrations occur.
During helicopter operation, the turning force from the output shaft of the tail rotor gearbox is transferred to
the tail rotor hub assembly through the splined trunnion. The tail rotor hub assembly then transfers this
force to the two rotor blade assemblies and allows for a limited flapping movement.
The tail rotor system is comprised of:
• Two Tail Rotor Blades

• Tail Rotor Hub Assembly
• Tail Rotor Rotating Controls

Tail Rotor Blade Assembly
Description
The tail rotor blade assemblies provide the necessary aerodynamic lift force to push the tail rotor in the
opposite direction of the torque applied by the main rotor. It also has provisions to control that force so the
helicopter can be moved around the vertical (yaw) axis.
Each tail rotor blade assembly is comprised of:
• Tail Rotor Blade - a metal assembly with stainless steel shell and honeycomb filler. The leading
edge of the blade has an abrasive strip also made of stainless steel. The abrasive strip protects
the leading edge against the abrasion caused by sand, water, and other particles. Two spherical
bearings are mounted in the grip plates, on the pitch change axis, for attachment of the blade to
the yoke of the tail rotor hub assembly. The movement of these bearings around the axis allows for
the pitch of the blade to be changed. Ballast stations at the inboard trailing edge and at the tip of
the blade are used to balance the mass of the blade chordwise and spanwise respectively. These
weights are adjusted when the blade is made and are not field adjustable.
• Pitch Horn - installed on the root end of the blade. It is made of stainless steel and has provisions
for attachment of the pitch link assembly to the tail rotor blade assembly.
Adjustable counterweights are installed on each side of the pitch horn to decrease loads on the tail
rotor controls.

Tail Rotor Hub Assembly

Tail Rotor Hub Assembly

Description
The tail rotor hub assembly provides attachments for the rotor blades and a flapping axis for the rotor to
prevent dissymmetry of lift. It is driven by the output shaft of the tail rotor gearbox to give the rotor blades
the necessary angular speed to provide for lateral thrust. The delta hinged, tail rotor hub assembly is
mounted to provide for automatic equalization of thrust on the advancing and retreating blades due to
dissymmetry of lift caused by the unequal lift across a rotor disc that occurs in forward flight due to the
difference in airflow over the advancing and retreating blades. The tail rotor hub assembly is comprised of:
• Yoke Assembly - made from an aluminum alloy casting with four steel bushings in each tang. It
incorporates a 4° twist angle to provide additional thrust for high altitude performance. The proper
installation of the tail rotor blade retention bolts is with the heads outboard and a special washer
under the head and under the nut on both sides of the yoke. Additional washers are used to
statically balance the tail rotor for spanwise correction. When the tail rotor hub and blade assembly
is installed, the data plate on the yoke shall face outboard and the data plate on tail rotor blades
shall face inboard.
• Trunnion Assembly - located at the center of the yoke is made from stainless steel and master
splined for attachment of the tail rotor hub assembly to the output shaft of the tail rotor gearbox. It
is a conditional item.
• Housing Assembly - is a blue epoxy resin (K1001) coated steel housing and houses a removable
needle bearing and single lip seal. Each housing assembly incorporates a grease fitting to allow
lubrication of the needle bearings. Information Letter GEN-91-49 provides information for
refurbishment of parts manufactured with K1001 (Blue) epoxy resin coating. The fasteners that are
used to attach the housing assemblies to the yoke assembly are used to balance the mass of the
assembly chordwise with the use of washers/weights. The shims under the housing are used to
center the trunnion assembly in the yoke.
Needle Bearing - is installed on each end of the trunnion so the yoke can move freely around the
flapping axis of the assembly. The bearings fit in housing assemblies which close the open ends of
the tail rotor hub assembly. The inner race of each bearing is thermally fitted to the trunnion spindle.

Rotating Control Assembly
Description
The rotating controls transfer input from the directional controls to the tail rotor blade assemblies. It provides
the movement of the pitch change axis of the tail rotor blade assemblies so the aerodynamic lift force that
pushes the tail rotor can be increased or decreased. It consists of:
• Crosshead - a steel and cadmium plated crosshead provides a mounting for the outboard bearing
of the pitch links. The hole in the center of the crosshead is tapered to prevent it from being installed
backwards. A nut and washer is used to secure the crosshead to the control tube. A pin and key
are used to align the crosshead to the tail rotor hub and blades.
• Pitch Link – non-adjustable aluminum pitch links connect the crosshead to the pitch horn of the
tail rotor blade assemblies. Inspect the bearing for axial and radial play. The maximum axial play
is 0.020 inch (0.508 mm) and there is no allowable radial play.

22 Tail Rotor Drive System
The tail rotor drivetrain is driven by the freewheel assembly aft adapter and drives the tail rotor through the
tail rotor gearbox. The tail rotor drivetrain is designed to be flexible decreasing the stress levels in the shafts
caused by the tailboom during operation. The tail rotor drive train is comprised of eight rotational shafts
assemblies that are connected using nine flexible disc pack couplings and a tail rotor gearbox.
The system also contains and monitors the oil for the lubrication of its components and supplies airflow for
the cooling of the engine and transmission oil.
The tail rotor drive system includes the systems that follow:
• Shafts
• Gearbox
• Tail rotor drive indicating

The tail rotor driveshaft system is comprised of 8 drive shafts connected by 9 disc packs, supported by 7
hanger bearings.
The shaft system includes the components that follow:
• Forward driveshaft
• Fan shaft assembly
• Aft driveshaft
• Driveshaft segments
• Disc packs
Forward Driveshaft - is constructed of steel and is connected to the aft end of the freewheeling
assembly and the forward end of the fan shaft assembly by means of splined adapters and disc
packs.

Fan Shaft Assembly - consists of one steel shaft, two hanger bearings, an impeller and a cage. The fan
shaft is mounted in two sealed bearings and is connected to the forward driveshaft which transfers the
rotational input to the aft section of the drive train and also drives the impeller providing constant air flow to
the engine/transmission oil cooler during the aircraft operation.
Aft Driveshaft - is constructed of aluminum alloy and is connected to the aft end of the fan shaft assembly
by means of a splined adapter and to the first tail rotor drive shaft segment.

Driveshaft Segments
Five of these assemblies are attached on the top of the tailboom and joined together by disc packs. It
consists of one bearing with its hanger, one shaft assembly and one adaptor. The bearing hanger is
designed to permit bearing alignment and a slight fore and aft movement required during flight operations
(thermal expansion and tailboom movements).

Disc Packs
A
disc pack consists of a series of stainless steel discs stacked up together and oriented at a 90-degree
position with regard to the metal grain direction. Two index flats exists on each individual plate indicating
the grain direction and helps to quickly validate the disc pack integrity. The number of plates may vary from
one pack to another, providing that the total thickness of it is within the designed tolerance. The disc packs
(Qty. 2) located under the engine (407 P/N) is slightly larger in diameter to and adapters that allow axial
and annular misalignment normal operating conditions
The disc packs (Qty. 7) installed after the fan shaft assembly are slightly smaller in diameter when compared
to the ones installed forward of the fan shaft assembly.

Hanger Bearings
The hanger bearings support and permit the rotation of the driveshafts. They are permanently sealed units
that have four 0.080 inch (2 mm) holes on each side of the bearing seals for lubrication. The hangers
support the bearings and permit fore and aft movement of the driveshafts on the tailboom.

Tail Rotor Gearbox
The tail rotor gearbox contains two spiral bevel gears positioned ninety degrees to each other. The direction
of drive is changed ninety degrees, and there is a speed reduction of 2.35 to 1.0 at the gearbox. The
magnesium gearbox housing is attached to the tailboom by means of four studs, nuts, washers, and two
dowel pins for alignment. The assembly includes a vented filler cap, oil level sight gauge, and a combination
electrical chip detector (monitor) and self-closing valve. The self-closing valve makes it possible to check
the electric chip detector for metal particles without draining oil from the gearbox. The self-closing valve
also serves as drain plug for the gearbox.

External Components
Vented Filler Cap
The vented filler cap has a replaceable aluminum wool inside of the cap assembly.
Sight Glass
The sight glass provides for visual indications of oil presence. Oil used for servicing will be compatible with
MIL-PRF-7808 or DOD-PRF-85734. Do not mix oils. Capacity of the tail rotor gearbox oil system is 0.38
U.S. Pints (180 cc).

Tail Rotor Drive Indicating
The system of the tail rotor drive indicating monitors the quantity of ferrous metal particles in the lubrication
oil of the tail rotor gearbox and gives indications to the pilot and copilot. The system of the tail rotor drive
indicating includes the tail rotor gearbox chip detector
Tail rotor gearbox chip detector
The chip detector is installed on the housing of the tail rotor gearbox. It is a two-pole, single-wire type of
chip detector that includes a self-closing valve. The chip detector controls the Crew Alerting System
(CAS) indications through the detection of ferrous metal (steel) particles in the lubrication oil.
The chip detector uses a bayonet-type mount for attachment to its self-closing valve. The valve is spring
loaded and closes to prevent an oil leakage when the chip detector is removed. It is also used as a drain
port for the tail rotor gearbox.
The chip detector has a metallic outer electrode, a permanent ceramic magnet, and a metallic inner
electrode. The magnetic field from the magnet causes steel particles to collect between the outer and inner
electrodes. When there is a sufficient quantity of particles to bridge the gap between the electrodes, the
circuit closes.
When a sufficient quantity of particles closes the circuit, the chip detector applies a ground to the TRGB
CD input of the integrated avionics unit (GIA 63H). This causes the T/R CHIP caution message to come
on. The DISCRETE OUT (GND) output of the integrated avionics unit (GIA 63H) applies a ground to the
TRGB CD input of the integrated avionics unit (GIA 63H) through a diode to do a check of the wiring. If
the wiring is defective, the fault will cause the DRIVE CD INOP caution message and the T/R CD INOP
advisory message to come on.

Table of Contents
08 Flight Control Systems
Flight Controls .................................................................................................................................. 3
Collective Control System............................................................................................................... 4
Cyclic Controls ................................................................................................................................. 5
Directional Control ........................................................................................................................... 6
Servo-Control Actuators ................................................................................................................. 8
Servo Actuators Support Assembly .............................................................................................. 9
Hydraulic System ............................................................................................................................. 10
Flight Control Systems
Revision Record

2 6/5/2017 O. Bernal

Flight Controls
The flight controls allow the operator to control the flight of the helicopter. Collective controls provide a
change in the main rotor blade angle of attack controlling aerodynamic lift which results in ascent or descent
of the helicopter. Cyclic controls provide a change in main rotor blade plane of rotation that produces
longitudinal or lateral movement of the helicopter. The directional controls (anti-torque control) change the
pitch of the tail rotor blades and provide a means to control the yaw of the helicopter.
The cyclic and collective controls are assisted by hydraulic boost from three servo actuators while the
directional controls are not hydraulically assisted.
They consist of the systems that follow:
• Main rotor controls

• Anti-torque rotor control
• Servo-control system
NOTE
If the dual controls kit is installed, collective, cyclic, and anti-torque controls are also provided to the
copilot.

Main Rotor Controls

The main rotor controls change the pitch angle of the main rotor blades. This changes the amount of thrust
of the main rotor and also the direction in which this thrust is applied, providing control of the pitch and the
roll of the helicopter. A sensor also provides the power demand to the engine controls.
It consists of the systems that follow:
• Collective control system

• Cyclic control system
Collective Control System

The collective pitch controls consist of a collective stick, jackshaft, control tubes, bellcranks, and a hydraulic
servo actuator. The collective servo actuator is mounted to a support, between two servo actuators for the
cyclic control system and mounted forward of the transmission on the cabin roof.
Movement of the collective lever by the pilot is transmitted to an input link of the collective servo actuator
by means of control tubes, bellcranks and idlers. The servo actuator retracts or extends moving the
collective lever causing the pivot sleeve to move up or down on the swashplate support. The pivot sleeve
then moves the swashplate up or down thereby moving the pitch change links attached to the pitch horn of
each blade. The result of these movements causes the pitch angle of the blades to increase or decrease
on all blades at the same time, by the same value. This function of the swashplate will permit the helicopter
to fly vertically (climb and descend).

Cyclic Controls
The cyclic control system is made up of a cyclic control stick, support assembly, torque tube assembly,
fixed link support, fixed link tube assembly, mixing unit assembly, cyclic mixer assembly, control tubes,
bellcranks, and hydraulic servo actuators. Movement of the cyclic control stick is transmitted through
linkages and the hydraulic servo actuators to the swashplate. The swashplate transmits the cyclic control
stick inputs to the main rotor. The servo actuators are used to reduce the human effort that is necessary to
control the helicopter and to decrease the main rotor feedback forces.
On helicopters that have dual controls, the copilot cyclic control stick is installed in front of the copilot seat.
The copilot cyclic control stick may be removed quickly by way of a quick disconnect feature.
The cyclic control stick extends up and forward from the front of the pilot seat. It is used to put the rotor disk
of the main rotor at different angles as the cyclic control stick is moved. The grip has switches installed on
it for the intercom system and terrain avoidance mute.

Directional Control
The two main purposes of the pilot directional controls are to counteract the torque of the main rotor on the
airframe (anti-torque) and provide directional control (yaw) of the aircraft. This is accomplished by a tail
rotor that is mounted vertically at the end of the tailboom. The pilot pressing on the directional controls
causes a change to the pitch of the tail rotor blades.
The directional system consists of a set of pedals mounted forward in the right floor, push pull rods, bell
cranks, pulleys, and cables which transmit the pilot’s directional inputs to the tail rotor.
All Bell 505 helicopters have pilot directional controls; copilot directional controls are an option. The pedals
are adjustable to accommodate a wide range of heights.

Pitch Change Mechanism
The tail rotor pitch change mechanism mounts on the right side of the tail rotor gearbox, and movement of
the tail rotor control system is transmitted through the gearbox to the tail rotor by means of this mechanism.

Servo-Control Actuators
Description
The three servo-actuators and their supports are the same. A servo-actuator is an assembly made from
aluminum, steel, and corrosion resistant steel parts. It consists of the cylinder, piston, valve, and rod end.
The rod end has the trunnion, pin, pin pivot, and link. It is mounted at the end of the piston shaft. The valve
is mounted on the piston shaft and is connected to the link. The piston slides in the cylinder with its two
shafts extending from the cylinder ends. Two conduits inside the piston shaft exit inside the cylinder and
apply the hydraulic pressure to either side of the piston. The end of the cylinder, near the valve, has two
pins to mount it to the servo-actuator support. The servo-actuator support is made from cast aluminum and
has two bushings made from corrosion resistant steel with Teflon liners. The bushings are the pivot for the
pins of the cylinder.

Servo Actuators Support Assembly
The cyclic and collective servo actuator support is installed on the truss assembly forward of the
transmission. The support serves as a mount for the three servo actuators and associated bellcranks. The
collective servo actuator is mounted in the center position of the support and two cyclic servo actuators are
mounted on the outboard positions.
Notes
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Hydraulic System
Description
The hydraulic system provides hydraulic power assist that reduces the force required to move the collective
and cyclic flight controls. The anti-torque flight control is not hydraulic powered.
The systems main components consist of a hydraulic pump, pressure and return lines, three servos, a
hydraulic reservoir-filter module (HRFM), pump adapter assembly, hydraulic control switch and pump shaft
assembly.
The hydraulic system is such that during all phases of normal and abnormal operation the pressure of the
system will not exceed the designed safety limits of the system. Due to this, there are no indications for the
hydraulic system.
The hydraulic system has is cooled by air flow through the hydraulic pressure and return lines and
continuous flow of hydraulic fluid through the system.
The system is turned on/off via a toggle switch on the miscellaneous control panel. The system
specifications are:
• System Capacity 0.66 U.S.QTS (0.62 L)

• Hydraulic Fluid MIL-PRF-87257
• Reservoir Capacity 38.0 cubic inches
• Operating Pressure 600 to 625 PSI (4137 and 4309 kPa)

Hydraulic System
Hydraulic Reservoir-Filter Module (HRFM) - is an integrated unit. The module is an assembly that
contains and supplies pressure-regulated and filtered hydraulic fluid from the pump to the servo-actuators.
The module is designed to stop flow to the servo-actuators if a hydraulic failure occurs.
The HRFM assembly is comprised of the following components:
Reservoir - The reservoir is installed on top of a manifold and is made of carbon fiber reinforced plastic.
The reservoir has a filler cap, and air vent. A sight glass is installed on the right side to give fluid indication
to the crew and ground personnel.
Manifold - Below the reservoir is a machined aluminum alloy manifold that has passages that let the
hydraulic fluid move in and out of the HRFM between its components. Built in mounting tabs on the HRFM
allow it to mount to the truss frame above the hydraulic pump in order to maintain a positive head pressure
on the inlet of the pump at all times.
Filter Element - The hydraulic system contains one filter installed on the left hand side of the HRFM. The
hydraulic filter element is a wire mesh, 5-micron absolute non-cleanable filter installed in an aluminum alloy
filter bowl. It is located downstream of the relief valve. If the filter element becomes clogged, the relief valve
will let the fluid go back to the filter bowl.

Hydraulic System
Solenoid Valve - The solenoid is located on the left hand side of the HRFM, downstream of the filter. The
valve is an assembly of a cartridge valve and a coil controlled by the HYD SYS switch. When the valve is
open, the fluid flows to the servo-actuators. When it is closed, the fluid flows back to the reservoir.
Relief Valve - The relief-valve is a direct acting, poppet type, upstream of the filter installed on the right
hand side of the HRFM. The valve opens between 625 ± 25 psi (4309 ± 172 kPa) to let the fluid move to
the reservoir and closes when the pressure decreases between 500 and 400 PSI (3447 and 2758 kPa).
Rupture Disc - The stainless steel rupture disc is installed on the left hand side of the HRFM. The disc will
prevent damage to the system when a high pressure condition occurs. It breaks and stays open when the
hydraulic pressure is at 900 PSI (6205 kPa) to let fluid go back directly to the reservoir, removing pressure
from the servos.
Pressure line (to HRFM) - The pressure line (to HRFM) is attached to the truss assembly on the left hand
side of the main rotor drive compartment. It is an assembly of a flexible hose made of Teflon and a finned
pipe. The flexible hose incorporates a check valve which connects the hydraulic pump to the HRFM. The
check valve opens between 2 and 8 PSI (14 to 55 kPa) and prevents a reverse flow when a Hydraulic
Power Unit (HPU) is installed. The pressure line has a port with a removal cap downstream of the finned
pipe to connect to the pressure line of a HPU. The finned hydraulic pipe is stainless steel tubing with
stainless steel fins that uses air to cool the tube preventing the hydraulic fluid temperature from exceeding
180 degrees F°.
Suction line (from HRFM) - The suction line (from HRFM) is attached to the truss assembly on the right
hand side of the main rotor drive compartment. It is an assembly of a flexible hose made of Teflon and a
finned pipe that connects the HRFM to the hydraulic pump. The Finned Hydraulic Line (suction) is a
stainless steel tube with stainless steel fins around the tube. The finned hydraulic line (suction) connects
the hydraulic reservoir filter module to the flex hose at the pump.
Return lines (from servo-actuators) - The return lines (from servo-actuators) are located in the forward
main rotor drive compartment. These are three separate lines that connect to the servo-actuators to the
HRFM. Each line is a flexible hose made of Teflon. A check valve that opens between 2 and 8 PSI (14 to
55 kPa) is installed on the HRFM, downstream of the return line to prevent depletion of the reservoir when
a HPU is installed.

Hydraulic System
Hydraulic Pump
The hydraulic pump is located in the lower main rotor drive compartment and is attached to the pump
adapter. The pump is a simple gear type with external teeth and fixed displacement that is made of
aluminum alloy. There are no “bearings” as such in the pump. The pump uses a bearing surface which is
machined out of the body of the pump. The pump has a flow rate of 1.7 gpm (6.44 L/min) and pressurizes
the system between 600 and 625 PSI (4137 and 4309 kPa). The pump turns counterclockwise when looking
at its mounting flange and engages the oil pump of the transmission through a pump driveshaft assembly.
It has one inlet port on the right side that connects to the suction line from the HRFM and one outlet port
on the left side that connects to the pressure line in the HRFM.
Pump Adapter Assembly
The pump adapter assembly is located on the transmission lower case assembly. It is comprised of a pump
adapter and a pump driveshaft assembly.
The pump shaft assembly is a two-piece shaft held together with a shear rivet. Each piece is made of
hardened stainless steel. The pump shaft assembly is designed to shear when the torque between the
transmission and the pump is 150 to 225 inch-pounds (17 to 25.4 Nm) to protect the transmission in the
case of a pump seizure. The pump adapter assembly is an aluminum alloy casting that has a bore machined
in it to accept the Hall Effect (NR) sensor pick-up, which provides the rotor speed indication that is displayed
in the cockpit.
A drain hole prevents the hydraulic fluid and the transmission oil from filling the adapter assembly.

Hydraulic System
A two position, locking lever toggle switch mounted on the miscellaneous control panel is used to energize
or de-energize the solenoid valve, with the switch “on” the system supplies hydraulic pressure and with the
switch “off” the system does not supply hydraulic pressure.
If a full electrical failure occurs, the hydraulic system will fail safe to the “on” position (solenoid de-energized
and open). If a hydraulic failure occurs, the pilot can operate the cyclic and collective controls directly without
hydraulic boost.
Notes
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Hydraulic System
Operation
When the rotors turn, the transmission drives the oil pump that is interconnected to the hydraulic pump by
a driveshaft assembly. This pressurizes the hydraulic fluid which moves out through the pressure port of
the hydraulic pump. In the pressure line to HRFM, the temperature of the fluid decreases as it passes
through the hydraulic line with cooling fins before it goes into the pressure port of the HRFM.
From the pressure port of the HRFM, the pressurized hydraulic fluid moves to the filter. When the pressure
is at the usual operating value, the relief valve opens and divides the flow to let part of the fluid go back to
the reservoir. When more flow is necessary for the controls to operate smoothly, the pressure decreases
and the valve closes so all of the fluid goes to the filter. If a high pressure condition occurs, the rupture disc
breaks to let all of the fluid go back directly to the reservoir. Breakage of the rupture disk will cause a
complete loss of pressure to the hydraulic actuators.
In the filter bowl, the fluid moves inward through the pleats of the filter element where contamination is
removed.
From the filter, the fluid then moves to the solenoid valve. The valve is energized with 28 volts DC from the
MAIN bus.

Hydraulic System
When the HYD SYS switch is set to “HYD SYS” i.e., the ON position, contacts in the switch open and no
longer supply 28 volts DC to the valve. The valve then opens for the fluid to move out to the servo-actuators
through the pressure port of the HRFM. Thus, the main hydraulic system will stay operational after a full
electrical failure.
When the HYD SYS switch is set to the “OFF” position, contacts in the switch close and supply 28 volts DC
to the valve. The valve then closes and reroutes the fluid to the reservoir which stops the flow to the servo-
actuators. Thus, it is possible for the pilot to isolate the servo-controls after a failure of the main hydraulic
system and operate the cyclic and collective controls directly.
From the pressure port of the HRFM, the pressure line divides in two different lines that connect the
pressure port of the left and collective servo-actuators.
The pressure line to the left servo-actuator also divides to connect the pressure port of the right servo-
actuator. From the return port of the left servo-actuator, the return line connects the return port of the
collective servo-actuator which connects the return port of the right servo-actuator and then connects the
return port of the HRFM.
From the return port of the HRFM, the hydraulic fluid moves to the reservoir for storage at atmospheric
pressure. Then, it moves out by suction from the hydraulic pump through the suction port of the HRFM. In
the suction line, the temperature of the fluid decreases due to cooling fins in the return line before it goes
into the suction port of the hydraulic pump and gets pressurized again.
When the system is operated with a Hydraulic Power Unit, the pressure line of the unit supplies a
pressurized fluid at the port upstream of the pressure port of the HRFM. A check valve is installed on the
pressure line to prevent a reverse flow to the hydraulic pump. The fluid then goes back to the unit through
a connection downstream of the right servo-actuator. A check valve is installed at the return port of the
HRFM to prevent a depletion of the reservoir after the return line is disconnected.

Hydraulic System
Notes
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Table of Contents
09 Vibration/Noise Analysis and
Attenuation
Vibration, Noise Analysis and Attenuation .................................................................................................. 3

Main Rotor Blade Tracking.......................................................................................................................... 7
Transmission LIVE Mounts ....................................................................................................................... 10
Tail Rotor Damper ..................................................................................................................................... 12
Tail Rotor Dynamic Balance...................................................................................................................... 13
Vibration and Noise Analysis and Attenuation
Revision Record

2 6/5/2017 O. Bernal

Vibration, Noise Analysis and Attenuation

Rotor Vibration Sources and Definitions

Vibration sources are the rotating or moving parts of the helicopter. Extreme low frequency, low frequency,
and most medium frequency vibrations are caused by the rotor or dynamic controls. Various malfunctions
in stationary component can affect the absorption or the damping of the existing vibrations and increase
the overall level felt by the pilot.
A number of vibrations are present that are considered normal characteristics of the machine. Two per
revolution (2/rev) vibration is the most prominent of these, with 4/rev or 6/rev the next most prominent.
There is always a small amount of high frequency present. Flight experience is necessary to learn the
normal vibration levels. Even experienced pilots sometimes make the mistake of concentrating on feeling
one specific vibration and conclude that the vibration level is higher than normal when actually it is not. It
just seems so because the pilot is concentrating on it. For simplicity and standardization, vibrations are
arbitrarily divided into three general frequencies.
Low frequency. 1/rev or 2/rev type vibration
Med. frequency. Generally, 4, 5 or 6/rev.
High frequency. Tail rotor or faster
Low Frequency Vibration

Low frequency vibrations 1/rev and 2/rev are caused by the main rotor itself. The 1/rev vibrations are of two
basic types, vertical or lateral. A 1/rev vertical is caused by one blade developing more lift at a given point
than the other blade develops at the same point. Verticals felt mostly in forward flight and get worse as
airspeed increases, are usually due to one blade developing more lift with increased speed than the other
(a climbing blade).
A lateral vibration is caused by a spanwise unbalance of the rotor due to a difference of weight between
the blades, the alignment of the CG of the blades with respect to the spanwise axis which affects chordwise
balance, or unbalance of the hub. Rigidly controlled manufacturing processes and techniques eliminate all
but minor differences between blades, resulting in blades which are virtually identical. The minor differences
which remain will affect flight but are compensated for by blade sweep or adding weights as necessary.

Vibration Analysis
Prior to initiating any vibration measurements, make sure there is no mechanical looseness in any of the
main rotor hub or flight control components. If mechanical looseness is identified, it must be corrected prior
to smoothing the rotor.
NOTE
The availability of electronic vibration and tracking devices such as the Chadwick and RADS-AT provide
both immediate and positive determination of these sources. Your choice of system to measure
helicopter vibration is acceptable provided the measurement is taken at the locations specified in the
Bell 505-MM.
For a previously worked main rotor, do not set the blade trim tabs to zero for subsequent routine trimming.
This can cause additional flights for track and balance that are not necessary.
When the main rotor is tracked and balanced, it is recommended to make a record of the trim tab and hub
weight settings for future reference.
Do not remove the hub balance weights for routine main rotor track and balance. If the main rotor hub
assembly had a component replaced or if a main rotor blade has been replaced, a static balance of the
main rotor hub and blade assembly shall be carried out prior to initiate the track and balance exercise.
Unless the pitch link length must be changed to set the autorotation RPM, leave the length of the pitch links
the same as the last rotor track and balance flight. If any components on the pitch links have been replaced,
adjust the pitch links to the length set for previous track and balance effort.

Balance Measurement and Solutions

Balance measurement is similar to spectrum data acquisition in that both operations collect spectral
frequency data from the rotor system being tested. Balance measurement, however, focuses on data from
a particular vibration signal, with the goal of providing a solution to the vibration problem. Two types of out-
of-balance conditions may be analyzed here: lateral mass imbalances and vertical track imbalances. Lateral
imbalances create vibrations that are oriented parallel to the plane of rotation. Vertical imbalances stem
from track misalignments in the rotor blades and produce vibrations that are perpendicular to the plane of
rotation. The correct solution to both problems only requires that the appropriate balance chart be used and
that the velocimeter cylindrical axis be oriented in the same direction as the vibrational forces. The solution
is based on the unique characteristics of rotor system being balanced and is presented in terms of
prescribed adjustments to rotor hardware. These adjustments include:
(a) The incremental addition or removal of weights at the balance points of the helicopter.
(b) Adjustments to the sweep of the blades.
(c) Adjustments to the trim-tabs.
(d) Adjustments to the pitch-links.
Due to the complex interaction between vertical and lateral vibrations, it is considered essential that
helicopter track be adjusted and verified before performing a lateral balance.

Main Rotor Blade Tracking
Initially the rotor is brought into a low speed ground track by rolling the grip on the high blade to fly it down
in track with the low blade. This is normally accomplished at IDLE. A high speed reference track is then
made at FLY. Record tracking data for possible use during flight check.
Each pitch link flat is equivalent to a ⅙ turn of a hexagonal bolt. To increase pitch (+) turn pitch link clockwise,
viewed looking up. To decrease pitch (-) turn pitch link counterclockwise, viewed looking up. It is
recommended to round the pitch link adjustment to the nearest ½ flat.
Also note that on a main rotor having a significant out-of-track that requires more than 12 flats of
adjustments, a coarse adjustment can be done with the lower or the upper clevis as follows:
• 1 full turn of pitch link barrel = 6 flats.

• 1/2 turn of upper clevis (fine threads) = approximately 7 flats.
• 1/2 turn of lower clevis (coarse threads) = approximately 10 flats.
• 1 flat = approximately 1.5 mm (1/16 inch) on track reading (104% FLY).
Generally, verticals felt predominantly in low power descent at moderate airspeeds (60 to 70 knots) are
caused by a basic difference in blade lift and can be corrected by rolling the grip slightly out of track.

Vertical Balancing
Verticals noted primarily in forward flight, that become worse as airspeed increases, are usually due to one
blade developing more lift with increased airspeed than the other (a climbing blade). Slightly raising of the
trim tab on the low blade will generally correct this condition.
Specific outboard tab and inboard tab adjustment are in degrees, where a positive (+) move means to bend
the designated tab up and a negative (-) move means to bend the tab down. The amount of tab adjustment
should be accomplished in 1/4° increments. When recommended bending the tab up on one blade, the
opposite blade tab may be bent down if required, the effect being approximately the same.
NOTE
A maximum of 7° for the outboard tab or 14° for inboard tab up and down adjustments are permitted.
A large adjustment may be split on both blade tabs, meaning half of the recommended tab adjustment
can be made on the designated blade while the other half can be made on the opposite blade in the
opposite direction.
The intermittent 1/rev is essentially initiated by a wind gust effect, causing a momentary increase of lift in
one blade. The momentary vibration is normal but if it is picked up by the rotating collective controls and
fed back to the rotor causing several cycles of 1/rev, then it is undesirable.
Sometimes during steep turns, one blade will "pop" out of track and cause a hard 1/rev vertical. This
condition is usually caused by too much differential tab in the blades and can be corrected by rolling one
blade at the grip and removing some of the tab (as much as can be done without hurting the ride in normal
flight).
Some main rotor blades, when operated as a set, will not permit the 1:1 vertical vibration to be reduced to
a target level of 0.2 IPS or less. During normal tracking procedures, the plotted points (move line) may not
move to the center of the chart, but may develop as a tangent at an IPS circle. Since outboard tab and pitch
link adjustments generate a move line in the same direction, this point of tangency will be the best track
attainable under the given conditions. Adjustment of inboard trim tabs will cause the 1/rev move line to shift
toward the main roll and tab move line allowing the 1/rev to be reduced using normal techniques.

Lateral Balancing
When a rotor or rotor component is out of balance, a 1/rev vibration called a lateral will be present. This
vibration is usually felt as a vertical due to the rolling motion it imparts to the helicopter, causing the crew
seats to bounce up and down out of phase. When the pilot seat is going up, the copilot will be going down.
A severe lateral can be felt as a definite sideward motion as well as a vertical motion.
Laterals existing due to imbalance in the rotor are of two types; spanwise and chordwise.
Spanwise imbalance is caused simply by one blade and grip being heavier than the other (i.e., an imbalance
along the rotor span).
Main rotor spanwise balance weight shall be in grams. A positive (+) move means to add a weight to a
designated blade and a negative (-) move means to remove weight from a designated blade. If reading
specifics to remove weight from a blade with no weight installed, add weight to opposite blade. The effect
will be identical. Recommended balance weight is number 44 caliber lead shot (9 grams).
A chordwise imbalance means there is more weight toward the trailing edge of one blade than the other.
Both types of imbalance can be caused by the hub as well as the blades.
NOTE
If lateral balance cannot be achieved after maximum permitted adjustments is made, it may indicate
that the main rotor hub and blades build-up and/or static balance have not been carried out properly.
In this case, it is recommended to review the build-up and re-do the static alignment/balance.
Chord balance can be achieved by either sweeping a blade, or by adding/removing weight from the weight
retainers located on the main rotor hub sides. Chordwise move above one point should be made by
sweeping the blade. Chordwise move of one point or less can be accomplished by either sweeping the
blade or adjusting the chord weight on the main rotor hub retainers.
Weights come in 100, 50, 25 grams. A maximum of eight 100 gram weights may be installed (= 1 point of
sweep).
MAIN ROTOR BLADE SHOULD NEVER BE SWEPT FORWARD OF INITIAL ALIGNED POSITION.
FORWARD SWEEP CAN BE PERFORMED ONLY IF BLADE HAS PREVIOUSLY BEEN SWEPT AFT,
MEANING RETURNING TOWARDS INITIAL ALIGNED POSITION.
BLADE SWEEP ADJUSTMENT IS SENSITIVE. DO NOT EXCEED MAXIMUM OF THREE POINTS (3/12
OR 1/4 OF A TURN) ON NUTS. RECORD AMOUNT OF AFT SWEEP ADJUSTMENT MADE. WHEN
MAKING SWEEP ADJUSTMENT, MAKE SURE BLADE LATCH REMAINS VERTICAL. FAILURE TO
COMPLY MAY RESULT IN SERIOUS DAMAGE TO MAIN ROTOR GRIP.

Transmission LIVE Mounts
Description
The LIVE mount units use the inertia of a very low viscosity fluid moving out of phase from the oscillations
of main rotor system to effectively isolate the fuselage from these vibrations.
Each LIVE mount unit consists of a center mount support assembly and two arm supports made of
machined aluminum. The arm supports are bolted on to the opposing sides of the center mount support at
one end and to the truss assembly at their other end.
There are several other components of the LIVE mount assembly located through the center mount support
which include upper and lower elastomeric journal bearings, upper and lower stop assemblies, the spherical
bearing, the mount bridge adapter, and the bridge cap.
The LIVE mount bridge adapter is bolted to the main case of the transmission. The LIVE mount bridge
adapter along with the bridge cap clamps onto the LIVE mount spherical bearing forming the structural
connection between the LIVE mount assembly and the main transmission. The LIVE mount bridge adapter
and bridge cap are machined from aluminum alloy.
Elastomeric journal bearings and stop assemblies are located above and below the spherical bearing.
Finally, there are an upper and lower LIVE mount cap assembly bolted respectively on the upper and lower
sides of the center mount support assembly. A tuning port tube connects the upper and lower LIVE mount
cap assemblies, and the tuning port tube and caps are filled with a heavy viscous fluid. An accumulator
serviced with nitrogen is bolted to the top of the upper LIVE mount cap assembly.

Operation
When the aircraft is in operation, there are vertical loads transferred into the transmission from the rotor
mast assembly. This load imparts some vertical displacement of the main transmission as permitted by the
vertical motion introduced with the elastomeric bearings. The vertical oscillations of the elastomeric
bearings in-turn pumps a viscous fluid between upper and lower LIVE mounts cap assemblies through the
tuning port tube. The combination of the elastomeric stiffness and the pumping fluid creates a force that is
180 degrees out of phase to counteract the oscillations and dampen the vibration transferred to the
surrounding aircraft structure. A nitrogen accumulator is mounted on the upper LIVE mount cap assembly
in order to keep the fluid pressurized.

Tail Rotor Damper
Description
The 505 tail damper assembly is designed to facilitate main rotor track and balance by reducing airframe
sensitivity to main rotor 1/rev excitations. The assembly consists of 4 wire rope springs, a moving mass,
and a sheet metal case. In operation, the moving mass oscillates in 2 directions, laterally and vertically in
the tailboom coordinate frame. The assembly mounts to aft side of the tail rotor gearbox support structure.
It is fastened using four bolts in the same manner that fixed tail ballast is attached.
Operation
By moving the airframe mode away from main rotor 1/rev, the airframe response to main rotor 1/rev
excitation is reduced and thereby facilitates main rotor track and balance operations whose goal is to reduce
1/rev vibration levels in the cabin.
Any ballast may be removed as required to achieve target weight & balance. Any ballast required would be
mounted between the tail damper assembly and the tail rotor gearbox support. The damper assembly would
need to be removed to install any ballast plates. The damper assembly would be reinstalled after any ballast
addition/removal. The 20 lbs. moving mass and the tail damper assembly are not considered ballast and
must be installed for all flight operations.

Tail Rotor Dynamic Balance

Tail Rotor Balance Wheel
The balance wheel lets you adjust the dynamic balance of the tail rotor. The Rotor Analysis Diagnostics
System-Advanced Technology (RADS-AT) diagnostic gives the adjustment as weight in grams to add or
remove on the balance wheel at the indicated location. Instructions to select the hardware and install it on
the balance wheel are as follows:
• Adjust the tail rotor balance by installing and removing the bolts, washers, and nuts listed in the
holes of the balance wheel at the indicated location.
• It is permitted to install a maximum of three washers in each hole of the balance wheel.
• A positive (+) adjustment means to add weight to the indicated location.
• A negative (-) adjustment means to remove weight from the indicated location.
• When weight needs to be removed and there is no weight to remove on the balance wheel at the
indicated location, add the same weight exactly opposite (180°) of that location.
• When weight needs to be added and there is weight on the opposite side (180°) of the balance
wheel, remove the necessary weight from that location as an alternative to adding weight to the
indicated location. If there is not sufficient weight to remove, remove all the weight and add the
weight equivalent to the difference at the indicated location.
• When more weight than is permitted needs to be added at the indicated location, you can add half
of the weight equivalent to the difference to the two sides of the indicated location.
Tail Rotor Dynamic Balance
The tail rotor balance must be performed after any change to the tail rotor assembly, after the recommended
flight hours of operation, or if the flight crew reports any high frequency vibrations.
THE STATIC BALANCE OF THE TAIL ROTOR HUB AND BLADE ASSEMBLY MUST BE DONE WITH
SATISFACTORY RESULTS BEFORE YOU DO THIS PROCEDURE. TOO MUCH VIBRATION WHEN
YOU INCREASE THE MAIN ROTOR RPM TO 104% CAN DAMAGE THE HELICOPTER.
The tail rotor balance is performed on the ground with the main rotor RPM at 100%. To save time, you can
do the installation of the RADS-AT to do the tail rotor balance and the main rotor 1/rev vibration track and
balance at the same time, on the ground. Or you can do the installation of the RADS-AT to do only the tail
rotor balance if it is necessary. The RADS-AT equipment for the tail rotor balance must be removed before
flight.
MAKE SURE THAT CABLES ARE SAFELY ATTACHED TO THE TAILBOOM, IN THE CABIN AND THE
COCKPIT AS THEY COULD CAUSE AN ACCIDENT IF THEY CATCH IN THE ROTATING OR FLIGHT
CONTROLS.

Table of Contents
10 Electrical Systems
27 DC Power System ....................................................................................................................... 3
DC Generation .................................................................................................................................. 4
External Power Receptacle ............................................................................................................. 9
DC Electrical Load Distribution ...................................................................................................... 10
28 Aircraft Lighting Systems .......................................................................................................... 14
Electrical Systems
Revision Record

2 6/5/2017 O. Bernal

Electrical Systems
27 DC Power System
The electrical power system provides the electrical energy necessary to operate all the helicopter
systems. It stores and generates the electrical energy, uses the stored electrical energy to start the
powerplant, and distributes the electrical energy to every system that requires it. It consists of the
systems that follow:
• DC generation
• External power
• DC electrical load distribution
• Multipurpose equipment
The equipment location illustrates the DC power distribution and control components. Components are
in specific areas to facilitate maintenance and troubleshooting. The majority of electrical system power
distribution and control equipment is located in the aft electrical compartment.

Electrical Systems
DC Generation
The DC generation provides the electrical power needed for starting and for normal operation of the
helicopter. The stored electrical power is used to produce the high amount of current needed to start
the engine. During normal operation, the electrical energy used for starting the engine is replenished,
ensuring that sufficient electrical power is always available. It also has a means of shutting off the
electrical power to prevent it from being drained. The DC generation is monitored by the Integrated
Avionics System (IAS). It consists of the components that follow:
Starter-Generator - is a dual function unit that functions as one unit to save weight. It is located in front
of the engine on the Reduction Gear Box (RGB). It is attached with a V-band clamp via the Quick
Attach-Detach (QAD). It is a shunt start type that reduces the number of connections needed as the
same heavy gauge cable used to supply the high current for starting is also used for output of the
generated electrical power. Its body consists of the drive end bell at the forward end which has a flange
to mount it to the QAD, a screen for cooling air output, and a bearing. The stator is contained inside the
main body and the rotor rotates inside it. The terminal block is mounted on the body and provides
connections to the helicopter systems. The aft end consists of the cooling duct assembly which contains
the commutator end bell, the brushes, a bearing, and the fan assembly. The rotor of the starter
generator is mechanically linked to the engine through the RGB.
The starter generator initially cranks the engine, and after the engine is self-sufficient, generates
electricity. The Electrical Power System Unit (EPSU) controls the switching between cranking and
generating modes of operation, and the regulation of electricity generation.
The Starter-Generator brush inspection is required at 500 engine hours and overhaul at 1000 engine
hours.

Electrical Systems
DC Generation
GEN Switch - is a Double-Pole, Double-Throw (DPDT) switch. It is located on the miscellaneous control
panel. It controls (through the EPSU) the generation of electricity by connecting and disconnecting the
starter generator from the main bus and the battery.
BATT Switch - is a Single-Pole, Double-Throw (SPDT) switch. It is located on the miscellaneous

control panel. It controls (through the EPSU) the application of the battery power to the helicopter
systems.
Power Feeder - is an isolated pass-through heavy-duty connector. It is located on the right side of the
forward firewall. It lets the high starting current and the generated electricity pass through the forward
firewall with minimal losses.

Electrical Systems
DC Generation
Battery - is an advanced, light weight, lithium-ion type. It stores enough electrical power to crank the
starter and supply surges when needed during normal operation of the helicopter. It is located on the
avionics shelf in the aft-center fuselage. It has a nominal voltage of 25.5 VDC and is rated at 17 Amp-
Hour. It can provide a peak current of up to 840 amps for starting. It weighs 15.6 pounds (7.1 kg).
When the aircraft’s power generation system is offline or fails, the unit will provide immediate power to
the equipment and loads on the associated bus. As the unit’s capacity is used, the voltage will begin to
drop until the until is fully depleted. A fully charged unit will initially provide approximately 28 volts.
Depending on the load, the TB17 battery will provide an average of approximately 25.5 volts for the
duration of the discharge. In order to avoid depleting the unit’s power and ensure availability for the
next flight, be sure to turn off all aircraft systems, lights and accessories after flight.

Electrical Systems
DC Generation System Operation

The BATT switch provides a ground to the BATTERY ON connection of the EPSU for the control of the
battery power.
The BATTERY STATUS connection of the EPSU to the BATTERY RELAY STATUS connection of the
integrated avionics unit (GIA) informs the IAS when the battery is connected.
The positive terminal of the battery is connected to the BATTERY connection of the EPSU through a
heavy gauge cable, and the EPSU applies the battery power to the main bus to feed the helicopter
systems.
The negative terminal of the battery is connected to the helicopter structure through a heavy gauge
cable and uses it for the return of the high current.
The status of the battery is monitored by the Integrated Avionics System (IAS) through the FAULT,
HEATER, and CHARGE connections of battery to the BATT FAULT, BATT HEATER, and BATT
CHARGE connections of the engine and airframe interface unit (GEA).
The temperature of the battery is monitored by the IAS through the connections of the battery. The
Resistance Temperature Device (RTD) inside the battery has a positive temperature coefficient:
resistance increases when temperature increases and it decreases when temperature decreases. The
engine and airframe interface unit provides a small constant current to the RTD to measure its
resistance.
Electrical power can also be provided by the external power connector.
The cranking system, through the engine switch and the start relay, controls the application of electrical
power to the STARTER GENERATOR connection of the EPSU. The electrical power goes through the
heavy gauge cable and the power feeder, and supplies the high current required for cranking to the B
positive connection of the starter generator.
The START INDICATOR connection of the EPSU to the STARTER ON connection of the integrated
avionics unit (GIA) informs the IAS that the starter generator is cranking.
The E negative connection of the starter generator is used as return for the high current through a
heavy gauge cable and the helicopter structure.
The starter generator cranks the engine through the mechanical link of its rotor to the Reduction
Gearbox.
The cranking system controls the EPSU to remove the electrical power from the STARTER
GENERATOR connection.
The starter generator continues rotating by mechanical link from the engine once the start cycle is
complete. The fan in the generator draws air into the rotor and stator to cool them. The air exits through
the screen at the QAD end of the starter generator.
The Generator Line Contactor (GLC) STATUS connection of the EPSU to the GENERATOR
DISCONNECTED connection of the integrated avionics unit (GIA) informs the IAS that the starter
generator is not supplying electrical power to the helicopter systems.

Electrical Systems
DC Generation System Operation
The GEN switch provides a ground to the GENERATOR CONTROL connection of the EPSU when it
is in the GEN position. This controls the application of the STARTER GENERATOR connection of the
EPSU to the main bus and to the battery.
The EPSU provides a signal to the A positive connection of the starter generator to regulate the
generated electricity.
The regulated electricity from the starter generator is output B positive connection and follows the path
of the cranking current in reverse to the helicopter systems.

Electrical Systems
External Power Receptacle

Description
The external power receptacle is a standard 28 VDC aircraft external power type permitting the use of
a standard 28 VDC power source. It is mounted on the right side of the mid fuselage aft bulkhead under
the Electrical Power System Unit (EPSU). Its access panel is in the right aft fuselage panel.
External Power Operation
When the Ground Power Unit (GPU) is connected to the external power receptacle, GPU 28 VDC is
routed to the GROUND POWER terminal of the EPSU. GPU Negative (-) is connected to the main
power ground terminal.
When the EPSU receives the GPU 28 VDC control voltage from external power receptacle, the External
Power contactor internal to the EPSU energizes applying GPU power from the GROUND POWER
terminal to the LOAD terminal of the EPSU and the LOAD terminal routes GPU power (28 VDC) to the
Circuit Breaker Panel Main Bus, powering the helicopter.
The EPSU applies a GPU CONNECTED signal ground to the Integrated Avionics
Unit (GIA 63H). The IAU Ground/Open is at ground potential, the IAU triggers the
EXT PWR ON advisory message in the CAS. Also, the IAU logic detects that the
battery relay is open (BATT RELAY STATUS = Open) and external power on, the
IAU triggers the BATT OFF caution message in the CAS.

Electrical Systems
DC Electrical Load Distribution
The DC electrical load distribution selects the electrical power from the battery power, the main DC
generation, and the external power, and distributes it to the helicopter systems. It consists of the
Electrical Power System Unit (EPSU), circuit breaker panel, and 28 VDC receptacle.
Electrical Power System Unit (EPSU) - is an integrated package that performs Primary Power
Distribution and Starter-Generator Control functions. All functionality and components that assist in
starting the engine and regulating the generator are housed inside the EPSU. The EPSU performs:
• Controls the application of battery power, external power, and starter generator power.
• Controls the cranking of the engine.
• Regulates the output of the starter generator and provides protection from over-voltage.
• Provides discrete signals to the integrated avionics unit and to the engine and airframe interface
unit for monitoring the status and the parameters of the DC electrical load distribution system.
The EPSU consists of the power distribution unit and the Generator Control Unit (GCU) combined in
one unit. It is located in the right aft fuselage.

Electrical Systems
Circuit Breaker Panel - contains the main bus bars and attached circuit breakers for DC power
distribution to the helicopter systems. The panel also provides additional circuit breaker locations for
kits and customizing. The circuit breaker panel is in the aft compartment mounted to the compartments
forward bulkhead.

Electrical Systems
28 VDC Receptacle - provides a convenient power source for equipment inside the cockpit. It is in the
center console.
Electrical Load Distribution Operation
The battery provides 25.5 VDC to the EPSU. The BATT switch commands the EPSU to apply the
battery power to the helicopter systems.
The starter generator uses a single cable to carry the high current required for starting and to supply
the generator output. This cable is connected to the STARTER GENERATOR connection of the EPSU.
The GEN switch commands the EPSU to apply the generator power to the helicopter systems. The
EPSU regulates the output voltage of the starter generator.
The external power receptacle provides power from an external source to the EPSU and commands
its application to helicopter systems.
The EPSU provides the electrical power to the main bus through its LOAD connection. The circuit
breaker panel distributes the electrical power to the helicopter systems through their respective circuit
breakers.
The 28 VDC receptacle provides an electrical power outlet in the center console and can be isolated
with the 28V AUX POWER.

Electrical Systems

The EPSU communicates the system status to the integrated avionics unit through the discrete
connections that follow:
EPSU (IAU) Integrated Avionics Unit

GP STATUS EXTERNAL POWER
BATTERY STATUS BATTERY RELAY
EPSU FAILED EPSU FAIL
GENERATOR CONTACT RELAY GENERATOR DISCONNECTED

The EPSU provides a voltage signal proportional to the starter generator output current on the “SHUNT
+” and “SHUNT -” connections to the ANALOG/CURRENT MONITOR 1A HI and ANALOG/CURRENT
MONITOR IN 1A LO connections respectively of the engine and airframe interface unit.
The engine and airframe interface unit measures the main bus voltage with its ANALOG IN 2A HI
connection through the GEA circuit breaker and its ANALOG IN 2A LO connection to a ground
connection.

Electrical Systems
28 Aircraft Lighting Systems
The aircraft lighting systems make the equipment and indications in the cockpit as well as the landing
and taxi area more visible to the pilot. It also provides for general lighting inside the helicopter and
makes sure that the aircraft is visible to the other helicopter during night operation or in low visibility
conditions. The lighting system is comprised of the following:
• Cockpit lighting
• Baggage compartment lighting
• Exterior lighting
Cockpit Lighting System
The cockpit lighting system supplies adjustable lighting to the control panels, display units, and
instruments to make the indications more visible and helps the pilot to locate the different controls. The
system also supplies an adjustable spot lighting in the cockpit and cabin area.
The cockpit lighting system has the components that follow:
Utility light - is installed on the center post, between the pilot and copilot seat. It is a solid-state Light
Emitting Diode (LED) source of illumination that uses one LED to make a continuous white light. The
light has an aluminum housing and a 360° swivel base made of stainless steel so the direction of the
spotlight can be adjusted.

Electrical Systems
Aircraft Lighting Systems
Utility LT Rotary Switch- the intensity of the light is adjustable and controlled by the UTILITY LT rotary
switch. Clockwise rotation of the INTERIOR LT control knob supplies power from the 28 V DC bus
through INST LT circuit breaker to the Utility/Cabin light through the switch dimmer pot. The INTERIOR
LT control determines brightness level of the utility light.
Notes
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Electrical Systems
Aircraft Lighting Systems
The interior lighting system includes the cockpit light, instrument and miscellaneous control panel
lighting, and cabin lighting.
The interior lighting control knob is located on the environmental control panel between the vent and
heat/defog control knobs and labeled INTERIOR LT.
Clockwise rotation of the INTERIOR LT control knob supplies power from the 28 V DC bus through
INST LT circuit breaker to the cabin light through the dimmer circuit module. The INTERIOR LT control
knob determines brightness level of the cabin light.
The panel light control knob is located on the miscellaneous panel upper left corner and is labeled PNL
LT.
Clockwise rotation of the PNL LT control knob supplies power from the 28 V DC bus through INSTR
LTS circuit breaker to MFD, PFD, MISC Panel, and Standby Compass lights through the dimmer circuit
module. The PNL LT control knob determines brightness level of the display bezels, audio control bezel,
standby attitude module, and the standby compass.
The panel and interior lighting circuits are protected by a 1-ampere INST LTS circuit breaker.

Electrical Systems
Baggage Lighting System

The baggage compartment lighting system supply general lighting in the baggage compartment and
gives an indication to the crew.
The baggage compartment lighting system is comprised of the components that follow:
Baggage compartment light - is installed on the aft bulkhead, inside the baggage compartment. It is a
solid-state Light Emitting Diode (LED) source of illumination that uses six LEDs to make a continuous
white light. The light is controlled by the baggage-compartment light micro-switch and has a housing
made of aluminum and a clear polycarbonate lens.
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Electrical Systems
Baggage Lighting System
Micro switch - is installed on the aft post of the baggage compartment door. It is a Double Pole, Double
Throw (DPDT) micro-switch that controls the baggage compartment light and the Crew Alerting System
(CAS) indication BAGGAGE DOOR through the open or closed position of the baggage compartment
door.
Notes
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___________________________________________________________________
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Electrical Systems
Baggage Light Operation

The baggage compartment lighting system is energized with 28 volts DC from the MAIN bus and can
be isolated with the BAG LT circuit breaker. When the baggage door is open, Normally Closed contacts
in the micro switch close and supply 28 volts DC to the baggage compartment light for the light to come
on.
The Normally Open contacts in the micro switch open and remove the ground to the Integrated Avionics
Unit (GIA 63H). When the Ground/Open input toggles open, the IAU triggers the BAGGAGE DOOR
caution message on the PFD and MFD.
When the baggage door is closed, the following occur:
Normally Closed contacts in the micro switch open and remove 28 volts DC to the baggage
compartment light for the light to go off.
Normally Open contacts in the micro switch close and apply the ground to the Integrated Avionics Unit
(GIA 63H). When the Ground/Open input toggles ground, the IAU turns off the BAGGAGE DOOR
caution message on the PFD and MFD.
Notes
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___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Electrical Systems
Exterior Lighting System

The exterior lighting system helps the pilot to see the landing and taxi area and permits other aircraft
to know the position and direction of the helicopter at a distance during night or low visibility conditions.
The exterior lighting system is comprised of:
Landing Light - The landing light is a white LED light assembly enclosed in an aluminum housing
covered by a hard coated polycarbonate lens that provides the pilot with forward and down terrain
illumination capabilities. The landing light has a beam pattern of 10 degrees vertical and 10 degrees’
horizontal. The landing light is located in the forward portion of the nose cone assembly and receives
28 VDC from the 2 Amp LDG LT circuit breaker located within the circuit breaker panel assembly.
The landing light switch is located on the collective switch box and is a single pole, single throw type,
with selection being OFF, or ON.
Ground Recognition (Taxi) Lights – The ground recognition (taxi) lights are white LED light
assemblies enclosed in an aluminum housing covered by a hard coated polycarbonate lens. The beam
pattern of the light is 10 degrees vertical and 30 degrees’ horizontal. The lights are in the forward left
and right portion of the nose cone assembly. The lights receive 28 VDC from the LDG LT circuit breaker
located within the circuit breaker panel assembly and is controlled by a toggle switch (LDG LT) located
on the pilot’s collective grip assembly.

Electrical Systems
Position Lights
Position Lights (Horizontal Stabilizer) - provides illumination of the helicopter for viewing as a
navigation aid to other aircraft operating around the helicopter. The position lights are made up of an
aluminum lens retainer, a hard coated clear polycarbonate lens, and red LED’s for the left side of the
aircraft and green LED’s for the right side of the aircraft. The position lights are located on the end of
the horizontal stabilizer. The lights receive 28 VDC from the POSN LTS circuit breaker located within
the circuit breaker panel assembly and is controlled by a toggle switch (POSN LTS) located on the
misc. control panel.
Position Light (Tail) - provides illumination of the helicopter for viewing as a navigation aid to other
aircraft operating around the helicopter. The tail position light is made up of an aluminum lens retainer,
a hard coated clear polycarbonate lens, and white LED’s. The tail position light points aft with respect
to the airframe.
Notes
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___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Electrical Systems
Position Lights
Anti-collision Light Assembly – The anti-collision light assembly provides illumination to increase
visibility of the helicopter to other aircraft and is made up of a clear iridite covered 6061-T6 aluminum
base and 32 aviation red LED’s covered with a clear polycarbonate lens. The Anti-Collision light is a
self-contained assembly. The anti-collision light assembly receives 28 VDC from the ANTI-COLL LT
circuit breaker located within the circuit breaker panel assembly.
Notes
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___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

Electrical Systems
Position Lights
Position/Anti-Collision Lights Control
The 3 position lights receive 28 VDC from a toggle switch (POSN LTS) located on the misc. control panel.
The switch is a single throw single pole paddle type switch.
The anti-collision light assembly is controlled by the toggle switch (ANTI COLL LT) located on the misc.
control panel.
Notes
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Electrical Systems


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Table of Contents

Product Description ...................................................................................................................... 30

Bell Commercial Publications...................................................................................................... 46

Scheduled/Unscheduled Maintenance ....................................................................................... 53

Export Classification C, ECCN EAR99

Rev No. Date Revision Details Revised by

1 4/05/2017 Audited Lesson (Auditor: Nick Girouard) O. Bernal

BTA257 505_FMT_2020OCT29 1-2 © 2020 Bell Helicopter, a Textron Company

Introduction Introduces the course, course material, training

General description with illustrations of the

Information on the technical publication required

BTA257 505_FMT_2020OCT29 1-3 © 2020 Bell Helicopter, a Textron Company

Part 01 This lesson provides a brief overview of Bell

BTA257 505_FMT_2020OCT29 1-4 © 2020 Bell Helicopter, a Textron Company

The trainee will locate and identify component

This lesson provides a brief overview on the

The trainee will locate and identify the principal

BTA257 505_FMT_2020OCT29 1-5 © 2020 Bell Helicopter, a Textron Company

Part 03 This lesson provides a brief overview of all the

The trainee will locate and identify the helicopter

This lesson provides the necessary information

Given data, calculate the Empty Weight and the

The trainee will locate and identify the helicopter

BTA257 505_FMT_2020OCT29 1-6 © 2020 Bell Helicopter, a Textron Company

Part 03 This lesson provides a brief overview of those

The trainee will locate and identify handling point

Part 03 This lesson provides the necessary information

The trainee will locate and identify the helicopter

BTA257 505_FMT_2020OCT29 1-7 © 2020 Bell Helicopter, a Textron Company

Part 03 This lesson identifies the general layout of

The trainee will locate and identify the placards

This lesson provides a brief overview of the

The trainee will locate and identify servicing

BTA257 505_FMT_2020OCT29 1-8 © 2020 Bell Helicopter, a Textron Company

Part 09 This lesson provides a detailed description of

Collect and analysis vibration data as specified

The trainee will demonstrate proficiency in use

Part 06 This lesson provides information of the

BTA257 505_FMT_2020OCT29 1-9 © 2020 Bell Helicopter, a Textron Company

The trainee will Locate and identify components

This lesson provides a basic overview of those

The trainee will locate and identify components

BTA257 505_FMT_2020OCT29 1-10 © 2020 Bell Helicopter, a Textron Company

This lesson a detailed description of those

Perform electrical power system operational

The trainee will perform the following; a battery

This lesson provides a detailed description and

BTA257 505_FMT_2020OCT29 1-11 © 2020 Bell Helicopter, a Textron Company

The trainee will remove/install the crew seat(s).

This lesson provides a detailed description and

Preform a fire detection operation test

This lesson provides a detailed description and

BTA257 505_FMT_2020OCT29 1-12 © 2020 Bell Helicopter, a Textron Company

The trainee will locate and identify components

Part 05 This lesson provides a detailed description and

Perform fuel indication system and annunciator

The trainee will locate and identify the fuel level

This lesson provides a detailed description and

BTA257 505_FMT_2020OCT29 1-13 © 2020 Bell Helicopter, a Textron Company

Perform hydraulic system functional checks as

This lesson provides a detail description of those

The trainee will locate and identify components

BTA257 505_FMT_2020OCT29 1-14 © 2020 Bell Helicopter, a Textron Company