B HT-412-M D-2

Section 2 MANUFACTURER'S DATA

SYSTEMS DESCRIPTION

TABLE OF CONTENTS
Page
Paragraph Number
INTRODUCTION ................................................................... 2-3
2-3
HELICOPTER DESCRIPTION ...................................................... 2-3
2-3
PRINCIPAL DIMENSIONS ....................................................... 2-3
2-3
LOCATION REFERENCES ...................................................... 2-3
FUSELAGE STATIONS .......................................................... 2-3
2-3
WATERLINES ............................ . ...................................... 2-3
2-3
BUTTOCK LINES ................................................................ 2-3
GENERAL ARRANGEMENT ....................................................... 2-3
2-3
CREW COMPARTMENT ......................................................... 2-5
2-5
PASSENGER/CARGO COMPARTMENT ........................................ 2-5
2-5
BAGGAGE COMPARTMENT .................................................... 2-5
2-5
INSTRUMENT PANEL AND CONSOLES .......................................... 2-6
2-6
ROTOR SYSTEMS ................................................................. 2-6
2-6
MAIN ROTOR ...... . ............................................................ 2-6
2-6
TAIL ROTOR .................................................................... 2-6
2-6
TRANSMISSION ................................................................... 2-6
2-6
POWERPLANT ..................................................................... 2-10
FUEL SYSTEM ..................................................................... 2-10
DESCRIPTION - MECHANICAL................................................. 2-10
CELL VENTS .................................................................... 2-15
2-15
FUEL TRANSFER AND FILLING ................................................ 2-15
2-15
ENGINE FEED SYSTEM ......................................................... 2-15
2-15
FUEL QUANTITY SYSTEM ...................................................... 2-15
2-15
FUEL SYSTEM CONTROLS ..................................................... 2-15
2-15
DESCRIPTION - ELECTRICAL ................................................ 2-18
2-18
CAUTION LIGHTS ............................................................... 2-20
2-20
ELECTRICAL SYSTEMS ........................................................... 2-20
DC ELECTRICAL SYSTEM ...................................................... 2-20
AC ELECTRICAL SYSTEM ...................................................... 2-28
HYDRAULIC SYSTEMS ............................................................ 2-30
FLIGHT CONTROL SYSTEM ...................................................... 2-31
2-31
FORCE TRIM SYSTEM .......................................................... 2-31
2-31
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ............................... 2-32
C/)

AFCS CONTROLS AND INDICATORS .......................................... 2-32

PITOT-STATIC SYSTEM ........................................................... 2-33
AUXILIARY SYSTEMS ............................................................. 2-34
HEATING SYSTEM .............................................................. 2-34
VENTILATING SYSTEM ......................................................... 2-34
C")

LIGHTING SYSTEMS ............................................................ 2-34

2-34
WINDSHIELD WIPERS .......................................................... 2-35
INTERCOMMUNICATIONS SYSTEM ............................................ 2-35
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2-1
B HT-412-M D-2

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TABLE OF CONTENTS (font)
Page
Paragraph Number
ROTOR BRAKE .................................................................
awvwuY>. 2-35
EMERGENCY EQUIPMENT ........................................................ 2-35
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FIRE DETECTION ............................................................... 2-35

ENGINE FIRE EXTINGUISHING SYSTEM ....................................... 2-35
PORTABLE FIRE EXTINGUISHERS ............................................ 2-36
2-36
FIRST AID KIT .................................................................. 2-36
2-36
x:

EMERGENCY EXITS ............................................................ 2-36

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LIST OF FIGURES
Figure Page
Number Title Number

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CD
2-1
2-1 Principal dimensions ...................................................... 2-4
2-2
2-2 Instrument panel .......................................................... 2-7
2-3 Collective control panel ................................................... 2-10
2-4 Pedestal .................................................................... 2-11
2-5 Overhead console ......................................................... 2-12
2-6 Hourmeter panel ........................................................... 2-14
2-7 Fuel system schematic .................................................... 2-16
2-8 Fuel burn sequence ....................................................... 2-18
2-9 DC electrical system ...................................................... 2-21
--

2-10 AC electrical system ...................................................... 2-29

0

LIST OF TABLES
Table Page
Number Title Number
2-1
2-1 DC electrical system bus loading (nonessential buses) ............... 2-23
3033
0.000

2-2 DC electrical system bus loading (essential buses) ................... 2-24

2-3 DC electrical system bus loading (emergency buses) ................. 2-25
2-4 DC Electrical Controls ............................................... . .. 2-27
2-5 AC electrical system bus loading ...................................... 2-30

2-2

Section 2
SYSTEMS DESCRIPTION
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INTRODUCTION
The helicopter, its primary and auxiliary
systems, and emergency equipment are
described within this section.
HELICOPTER DESCRIPTION
The Bell Helicopter Textron Model 412 is a
twin engine, fifteen-place helicopter with a
single four-bladed main rotor system and a
tail rotor to provide directional control.
The airframe is a semimonocoque
structure with metal and fiberglass
covering. Two longitudinal main beams
and the pylon support structure provide
primary support.
Skid-type landing gear is provided.
Optional skid-mounted emergency pop-out
flotation gear is available.
PRINCIPAL DIMENSIONS
Principal exterior dimensions are shown in
figure 2-1.
figure 2-1. All height dimensions must be
-
considered approximate due to variations
in loading and alighting gear deflection.
LOCATION REFERENCES
Locations on and within the helicopter can
-.
be determined in relation to fuselage
stations, waterlines, and buttock lines
w
measured in inches from known reference
points.
FUSELAGE STATIONS
Fuselage stations (FS or sta.) are vertical
planes perpendicular to and measured
BHT-412-MD-2
MANUFACTURER'S DATA
along the longitudinal axis of the
helicopter. Station zero is the reference
datum plane and is 20 inches (508
millimeters) aft of the nose of the
helicopter.
WATERLINES
Waterlines (WL) are horizontal planes
perpendicular to, and measured along the
vertical axis of the helicopter. Waterline
zero is a reference plane located 7.4
inches (188 mm) below the lowest point on
the fuselage.
BUTTOCK LINES
Buttock lines (BL) are vertical planes
perpendicular to, and measured to the left
and right along the lateral axis of the
helicopter. Buttock line zero is the plane at
the longitudinal centerline of the
helicopter.
GENERAL ARRANGEMENT
The fuselage forward section contains the
nose compartment for electrical and
0
C
avionics equipment, the crew
compartment, the passenger/cargo
00
compartment, and the lower fuel cells. The
center section incorporates the
transmission compartment, the pylon
support structure, and the upper fuel cells.
The aft section of the fuselage houses the
left and right engines, the combining
gearbox and oil coolers, and has
compartments for avionics, AFCS
computers, bleed air heater, and optional
equipment components.
The tailboom is attached to the aft end of
the fuselage and supports the tail rotor
2-3
BHT-412-MD-2

NOTE

Dimensions are approximate, given in English

0
C
units with metrics in parenthesis for standard

a)
configuration and 11,900 pound (5398
2

LC)
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C)
C0

co_
kilogram) gross weight.
WL 0.00 -
0

..._____9 FT 4 IN
7.4 IN (2.8 m)
(188 mm)
011

8 FT 7 IN
(2.6 m)

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Figure 2-1. Principal dimensions

2.4

and drive train, vertical fin, horizontal
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stabilizer/elevator, and tail skid. A baggage
compartment is located in the forward end
of the tailboom.
CREW COMPARTMENT
The crew compartment or cockpit occupies
the forward part of the cabin. The pilot
station is on the right side. and the
-
copilot/forward passenger station is on the
-t
0
left.
The instrument panel extends across the
I-i
front of the cockpit and is tilted upward
slightly for more direct viewing of the
instruments. An overhead console is
centered on the cabin roof, and a floor-
mounted pedestal is located between the
crew seats.
A door on either side permits direct
access to the crew compartment. Large
glass windshields and clear acrylic
windows in the crew doors, roof, and lower
nose area allow good visibility from the
crew compartment.
CREW SEATS
The pilot and copilot seats are designed
for energy attenuation to absorb vertical
impact loads in the event of hard landing.
Adjustment handles located beneath the
right side of each seat can be pulled to
adjust seats 4.0 inches (10.2 cm) vertically
and 4.5 inches (11.4 cm) longitudinally.
Each crew seat is equipped with a lap
seatbelt and a dual shoulder harness with
inertia reel, which locks in the event of
rapid deceleration.
PASSENGER/CARGO COMPARTMENT
The aft area of the cabin contains a space
of 220 cubic feet (6.2 cubic meters) for the
carriage of passengers or internal cargo.
Thirteen passengers can be accomodated
when the optional passenger seat kit is
installed.
BHT-412-MD-2
A large sliding door and a hinged panel on
either side of the cabin provide full, direct
access to the passenger/cargo
compartment. Large acrylic windows in the
doors allow outside viewing from any seat.
PASSENGER SEATS
The passenger seats are arranged in a row
of four seats facing aft, another row of five
seats facing forward, and a pair of seats
facing outboard from either side of the
pylon support structure. All seats are
equipped with lap seatbelts, shoulder
harnesses, and inertia reels, and are
designed for energy attenuation to absorb
vertical impact loads in the event of hard
landing.
TIEDOWNS AND EQUIPMENT FITTINGS
Fifty-five tiedown rings and eighty-nine
studs are recessed into the cabin deck for
securing internal cargo, passenger seats,
and other optional equipment kits such as
internal hoist, litters, etc. Fourteen
additional studs are incorporated into the
cabin roof for attachment of optional
0
equipment.
The deck-mounted tiedown fittings have
airframe structural capacity of 1250
pounds (567.0 kilograms) vertical and 500
pounds (226.8 kilograms) horizontal per
fitting.
Provisions for installation of cargo
tiedowns fittings are incorporated in the
aft cabin bulkhead and transmission
support structure. Each tiedown point has
an airframe structural capacity of 1250
pounds (567.0 kilograms) at 90 degrees to
C
the bulkhead and 500 pounds (226.8
kilograms) in any direction parallel to the
bulkhead.
BAGGAGE COMPARTMENT
The baggage compartment is located in
the forward end of the tailboom. Baggage
or other cargo can be secured using the
twenty tiedown fittings provided.
2-5
BHT-412-MD-2
The floor of the baggage compartment has
four separate rows of footman loops at Boom
Stations (BS) 18, 45, 73, and 101. Each of
these rows contains three footman loops that
have the following safe load limits: a vertical
limit of 110 pounds (49.8 kg) or a horizontal
limit of 80 pounds (36.2 kg) or a 45° limit of
70 pounds (31.7 kg).
The floor of the baggage compartment also
has two additional rows of footman loops
running fore and aft directly inside the
baggage compartment door between BS 45
and 73. Each of these rows contains four
footman loops that have the following safe
load limits: a vertical limit of 45 pounds
(20.4 kg) or a horizontal limit of 45 pounds
(20.4 kg).
The access door is on the right side of the
tailboom and is provided with a key lock for
security of baggage compartment contents.
Two interior lights illuminate when the door is
open. The DOOR LOCK caution light
illuminates on the caution panel when the
door is not properly latched.
A smoke detector is installed in the
c o m pa r t m e n t a n d i s c o n n e c t e d t o t h e
BAGGAGE FIRE warning light on the
instrument panel.
INSTRUMENT PA N E L AND
CONSOLES
The instrument panel, which consists of three
separate sections, extends across the front of
the cockpit (Figure 2-2). It is tilted slightly to
figure 2-2
provide better viewing of the instruments by
the flight crew.
The flight instruments are mounted in the
section in front of the pilot seat. The systems
i n s t r u m e n ts a n d t h e c a u t io n pa n e l a r e
mounted in the center section of the panel.
O p tio na l c o pi lo t flig h t in s tru m e n ts a re
mounted in the section in front of the left seat.
The collective control panel (Figure 2-3)
figure 2-3
provides a location for engine switches used
during starting and shutdown, landing light
2-6 Rev. 3 11 JAN 2013
MANUFACTURER’S DATA
and searchlight control switches, and
provisions for optional equipment switches.
The pedestal, located between the two crew
seats, supports avionics control heads and
engine and flight control system switches
(Fig ure2-4
figure 2 -4). A ca se for s tow ag e of the
helicopter logbook, maps, and other data is
incorporated into the pedestal.
The overhead console is centered on the
cabin ceiling and incorporates electrical
system switches and circuit breakers
(Figure 2-5).
figure 2-5
The hourmeter panel (Figure 2-6) is located at
figure 2-6
the base of the pedestal on the right side. It
supports the hourmeter, transmission chip
indicators (XMSN CHIP IND), and the battery
bus circuit breakers (NO. 1 BUS BAT and
NO. 2 BUS BAT). The hourmeter records
helicopter operating time in hours and tenths.
The transmission chip indicators provide an
indication to maintenance personnel that the
transmission chip caution light (XMSN CHIP)
had illuminated and where the chip occurred.
To reset the indicator, rotate the outer portion
60° clockwise.
ROTOR SYSTEMS
MAIN ROTOR
The m ain rotor system consists of four
composite blades mounted to flex-beam type
yokes to provide a soft-in-plane arrangement.
Elastomeric bearings help damp vibrations
and provide lead-lag action for the main rotor
blades. Two of the blades can be folded
parallel to the others to minimize the space
required for storage.
TAIL ROTOR
The tail rotor is a two-bladed, semi-rigid rotor
system mounted on the right side of the
vertical fin. Rotor flapping is allowed by a
delta hinge for stability during hovering turns
and forward flight.
TRANSMISSION
The transmission is mounted in the pylon
support structure with four vibration-isolating
Export Classification C, ECCN EAR99
MANUFACTURER’S DATA BHT-412-MD-2

mounts. Two stages of planetary reduction
gears and spiral bevel gears are used to
reduce the input driveshaft speed to the
speeds required for main rotor and tail rotor
drive. Both hydraulic pumps are driven by the
transmission.
A gauge in the instrument panel allows the
fligh t c rew to mo nito r tr ans m iss ion o il
temperature and pressure. Warning lights

Export Classification C, ECCN EAR99 11 JAN 2013 Rev. 3 2-6A/2-6B

 BHT-412-MD-2

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FUEL CAPACITY
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31 OCT 2007 Rev. 2 2-9

B HT-412-M D-2

Figure 2-3. Collective control panel

are provided to inform the pilot of high warning lights alert the crew of the

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transmission oil temperature, low following conditions: low GAS PROD or

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transmission oil pressure, and metal ENG RPM, low engine oil pressure, metal
particles in transmission oil. Three remote particles in engine oil, low combining
transmission chip indicators are located gearbox oil pressure, high combining
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on the right side of the pedestal near the gearbox oil temperature, and metal
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cabin floor. particles in combining gearbox oil. 0

POWERPLANT FUEL SYSTEM

The powerplant, a Pratt and Whitney PT6T- The fuel system description is in two parts
3B twin turboshaft engine, consists of two - mechanical and electrical.
identical free turbine power sections
connected to a combining/reduction
gearbox. Each power section has its own DESCRIPTION - MECHANICAL
lubrication system, starter-generator, and
fuel control. The combining gearbox has a figure 2-7)
The fuel system (figure 2-7 is comprised
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separate lubrication system. of 10 crash resistant fuel cells. Six of the

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cells are located below the cabin floor and

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Instruments on the panel provide four are located aft of the cabin and above
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indications of gas producer RPM (GAS the level of the underfloor cells. A system
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PROD), power turbine RPM (ENG), torque, of transfer pumps, interconnects, and
interturbine temperature, oil temperature, standpipes provides a fuel burn sequence
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and oil pressure for each power section, figure 2-8

(figure 2-8) that maintains the fuel C.G.
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and oil temperature and oil pressure for within the required limits. Partial cell
the combining gearbox. Caution and dividers in two of the aft cells and the
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2-10
 BHT-412-MD-2

AFCS ACTUATOR POSITION

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2-11
B HT-412-M D-2

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Figure 2-5. Overhead console (Sheet 1 of 2)

2-12
 AIR CONDSTBY EMERG
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LH RH AIRFLOW ATT LT
OFF OFF LOW TEST DISARM

000@0
ON ON HIGH ON ARM
TEST

COPLT INSTR LT ENG INSTR LT PILOT INSTR LT

VENT T AFT
BLOWER OUTLET HEATER
CARGO
RELEASE
OFF OFF OFF OFF

EXTERIOR LIGHT
POSITION ANTI COLL
OFF OFF

Figure 2-5. Overhead console (Sheet 2 of 2)

2-13
BHT-412-MD-2

N01 N02

00
BUS

BAT
BUS

BAT
0
UPPER

0
N

SUMP
TO RESET
mm

0 ROTATE
RING
60° CW
0

INDICATION THAT A
ZIW

CHIP HAD BEEN

w

DETECTED

INDICATION THAT A
0--

CHIP HAD NOT BEEN

DETECTED

Figure 2-6. Hourmeter panel

2-14

system interconnect valve provide 65.5
gallons (247.9 liters) isolated fuel supply
for each engine.
m
CELL VENTS
Four fuel cell vents are located on the
0
underside of the fuselage. The two vents
located inside of the doorposts vent the
lower forward and mid cells. The two vents
located aft of the fuel compartment vent
the lower aft and upper fuel cells.
During refuel operations, air pressure may
force some fuel into the vent lines, and it
is normal for the system to expel up to a
0
pint of fuel under each doorpost.
FUEL TRANSFER AND FILLING
Each lower fuel cell is joined with its
opposite (left and right), and with the
upper cells by an interconnect system.
Standpipes in the upper cells control the
fill and burn sequence. Fuel is supplied to
the engines from the aft underfloor cells
(engine feed cells). Fuel for sequences 1,
3, and 5 is transferred to the engine feed
cells by gravity. Burn 2 and 4 fuel is
transferred to the engine feed cells on
helicopter SIN 33167 and prior, and to the
upper aft center cell on helicopter SIN
33168 and subsequent by a dual transfer
(left and right) system. Each system
consists of an electrically driven transfer
pump located in the forward underfloor
cell, and a combination flow switch and
check valve. The transfer system will
operate continuously until the burn 4 fuel
is depleted, then the thermistors located in
the forward underfloor cells will shut off
the transfer pumps. Fueling through the
gravity filler cap will fill the cells in the
reverse order of the fuel burn sequence.
A transfer pump in each lower forward
tank transfers fuel to the corresponding
lower aft tank or upper aft center tank.
This flow provides the motive force for an
ejector pump in the lower mid tanks, which
transfers fuel from that tank to the
corresponding lower aft tank. The transfer
BHT-412-MD-2
pumps shut off automatically after the
-h
lower forward tanks are emptied.
ENGINE FEED SYSTEM
w
Fuel is supplied to engines by electrically
driven boost pumps located in the aft
underfloor cells (engine feed cells). Fuel
passes through a check valve and an
electrically operated firewall shutoff valve
before entering the engine. A pressure
switch for each pump indicates if fuel
boost is inoperative. A fuel crossfeed
valve connects the two engine feed
>
systems for operation with one boost
pump inoperative. The crossfeed valve is
opened automatically by a signal from the
pressure switch when crossfeed switch is
L
in NORM position.
FUEL QUANTITY SYSTEM
Fuel quantity is measured by four
capacitance-type quantity probes located
on each side of the helicopter. The signals
from these quantity probes are displayed
on a dual needle fuel quantity indicator
located in the center instrument panel
figure 2-2
(figure 2-2). The four quantity probes on
the left side of the helicopter drive one
needle and the right four drive the other
needle. A digital display on the instrument
displays the signal from all eight quantity
probes. A DIGITS TEST button is located
left of the indicator. When pressed, a
properly functioning digital display will
read 888. A FWD TANK/MID TANK switch,
located left of the DIGITS TEST button,
allows the pilot to check lower forward and
mid cell quantities separately to ensure
:j
that proper balance was maintained during
a shutdown period with partially empty
cells. The fuel quantity system
compensates for the different densities of
fuels. I
FUEL SYSTEM CONTROLS
Fuel system controls are located on the
pedestal mounted engine control panel
figure 2-4
(figure 2-4). The two transfer pumps and
boost pumps are individually controlled by
2-15
B HT-412-M D-2

C
QUANTITY PROBE

w
O
ENGINE FEED QO © ELECTRICAL/MECHANICAL DRAIN
m
z
0
z
m
m 0

C
z

m
QUANTITY PROBE WITH THERMISTOR

-4
INTERCONNECTS OT DEFUEL VALVE
Op

i 1 VENT XO MECHANICAL GRAIN

Q REFER TO FIGURE 2-8 FUEL BURN SEQUENCE
TRANSFER
I
z
m
>k EFFECTIVE S/N 33168 AND SUB.

TRANSFER
Q TRANSFER
OVERBOARD PUMP OVERBOARD
>w
0

PUMP VENT
VENT

CAUTION PANEL
0_WJ
w

mr

mr
C
m

mz

FUEL CONTROL UEL CONTROL

L_____J
ENGINE 1
FUEL CONTROL BLEED LINES
(TO UPPER AFT CENTER CELL)
____J
ENGINE 2

Figure 2-7. Fuel system schematic (Sheet 1 of 2)

2-16
 2-17
2) of 2 (Sheet schematic system Fuel 2-7. Figure
SUB AND 33168 SIN EFFECTIVE
i
SIDES BOTH TYPICAL
VENTS
OVERBOARD
SENSORFUEL
BARRIER
ISOLATION
SWITCH
PRESSURE
VALVE
i
CHECK
TEST TANK
TANK CLOSE OVRD
MID
L AFT
'
OPEN
A OFF OFF
LS LS
T EN INTCON EN
T OFF UA OFF T
0 UA
R
SF
M FUEL RF 5P
T OU ON TF ON
-'TOVRDCLOSE OM
DIGITS TANK O nu TANK TANK ON OU
FWD BP FWD FWD BP
VENTS
SYS FUEL m
OVERBOARD L OFF F OF l
E
E
QTY FUEL U ¶ii :::::. u
GN F
F
VALVE ll4J/
2 NE N
IBUS TEST
I ENGINE
VALVE %FEEOIINTCON
SHUTOFF CROSSFEED
0
MANUAL ON OVRD FUEL OVRO MANUAL
1 ENGINE
ALTO NORM NORM Al'TO
GOV P PARTSEP GOV
2 ENGINE
J, , t rENGINE
D-2HT-412-MB
 B HT-412-M D-2

Vent Filler

C
Vent

C
Up
TO BURN LB
ENG
Isolation BURN
Barrier
Fwd
Standpipe

C
E' '1 E 1-f-'c--j.

LII BURN

C
Cabin floor

0
0
C
0
0
5

/
BURN Engine feed cell
C

BURN
w BURN A

>
4

z:\ FUEL BURN SEQUENCE

I *EFFECTIVE SIN 33168 AND SUB

Figure 2-8. Fuel burn sequence

two-position tank 0NIOFF switches. For a more complete description of the

z
0
0

CD
Electrical power for No. 1 engine transfer electrical portion of the fuel system, refer

and boost pumps is provided by the No. 1
28 vdc essential bus. Electrical power for
No. 2 engine transfer and boost pumps is
provided by the No. 2 28 vdc emergency
bus and No. 2 28 vdc essential bus
respectively. Four valve switches are
provided: one for each of the fuel valves,
the interconnect valve, and the crossfeed
valve. All are two-position switches except
the FUEL INTCON switch. The normal
portion of the crossfeed and interconnect
valves is closed, but the interconnect
valve has an optional open position. Both
>.C
-I
CD
to DESCRIPTION - ELECTRICAL.
DESCRIPTION - ELECTRICAL
The electrical portion of this system is
basically two distinct parts. One part is
fuel quantity indication that is inclusive of
the fuel gaging and fuel low level
indication. The other part is the fuel
transfer system.
The fuel quantity part of this system is

have an override position so the valves
may be closed, if necessary, after being
automatically opened. Electrical power for
the crossfeed valve is provided by the 28
vdc essential buses. Electrical power for
the interconnect valve is provided by the
28 vdc emergency buses. If essential bus
fails, the valves will continue to operate.
The fuel valves are powered by the 28 vdc
emergency buses. Circuitry protection is
provided by circuit breakers located on the
figure 2-5).
overhead circuit breaker panel (figure 2-5
C
identical for each side of the helicopter,
respective to fuel tanks. Fuel quantity
system components in each side are four
capacitive fuel probes, a section of the
fuel quantity signal conditioner, and one
needle of a dual needle indicator. In
addition to these components are the
digital display and the FWD/MID TANK
switch function. The digital display, switch
function, and probe locations are
adequately described in the mechanical
portion of fuel system description.

2-18

The probes send information to the signal
0
conditioner, and in turn the signal
conditioner processes and sends the
CD
information to the indicator.
The low fuel indication that is displayed by
a caution segment indicator light consists
of the caution segment, a part of the signal
conditioner, and thermistors on the fuel
quantity probe in each outboard upper fuel
cell. A thermistor is a device that changes
signal level when fuel is no longer
covering it. Thus, this change in signal
level is transmitted to the signal
conditioner, which in turn provides a
signal to illuminate the FUEL LOW caution
light. Each signal conditioner can provide
this information to a single FUEL LOW
caution light. This means that either
outboard upper fuel tanks low fuel
condition will result in illuminating the
FUEL LOW caution light. The FUEL LOW
caution light signal from either side is
inhibited if electrical power to the
respective side is not present. This
operation is necessary to prevent a signal
that is a result of power failure and not
necessarily low fuel.
The fuel low function interacts with a fuel
interconnect feature. When both low fuel
signals from both signal conditioners
occur, the fuel interconnect valve will
automatically open between the two
engine feed fuel tanks. This will cause the
FUEL INTCON caution light to illuminate.
The light will extinguish when the FUEL
INTCON switch is positioned from NORM
to OPEN. The option to open or close the
interconnect valve is available should a
manual override be desired from either
valve position. When the valve is
commanded to change position from the
opposite position, by selecting OPEN or
OVRD CLOSE, the FUEL INTCON caution
light will illuminate during the time of
valve movement. It will extinguish after the
valve reaches a compatible position with
the switch. A press-to-test feature is
provided to determine if redundant
electrical power is available. When the
FUEL XFEED INTCON switch is positioned
to TEST BUS 1, the other power source
(bus 2) is disabled. This results in a test
B HT-412-M D-2
that will illuminate the FUEL INTCON
caution light if bus 1 electrical power is
not available. The same result would be
valid when the switch is positioned to
TEST BUS 2. A similar test is
L
simultaneously performed for the fuel
crossfeed circuit by use of this switch.
The transfer part of this system for each
side of the helicopter fuel tanks is
!
identical to the other side. However, the
0
fuel quantity signal conditioner signal that
i
enables the fuel transfer pump is supplied
-
CD
for both fuel transfer pumps from either
signal conditioner. This results in
operation of both fuel transfer pumps until
Q.
both forward fuel tanks are empty.
Each side has a FUEL TRANS caution light
associated with the fuel transfer function.
This light will illuminate if there is fuel in
-I
the respective forward fuel tank and no
fuel is being transferred. This condition
can occur if the FUEL TRANS switches are
not positioned to ON and fuel is present in
either forward tank. Another condition for
illumination of this caution light is if fuel
should be present in the mid tank after
P
fuel transfer is complete from the forward.
C)
This is an indication of trapped, unusable
D
fuel in the mid tank. The last condition for
illumination of this caution light is loss of
power to the respective fuel quantity
signal conditioner and absence of fuel flow
from the respective transfer pump. This
would result in an illuminated FUEL
TRANS caution light when the respective
fuel quantity indicator is inoperative and
fuel transfer from this forward tank is
-ti
complete. The light will remain illuminated
CD
_.0
under this condition after fuel transfer is
complete.
The condition of power loss to the signal
conditioner affects the fuel low level
caution function as previously discussed.
The total indication of power loss to a
signal conditioner is a loss of fuel quantity
indication for the respective side and a
FUEL TRANS caution light that illuminates
and will not extinguish after fuel transfer
from the forward tank is complete.
2-19
B HT-412-M D-2

CAUTION LIGHTS FUEL XFEED - Normally illuminated

during transit
Fuel system caution light segments in the operation, and
figure 2-2
caution panel (figure 2-2) illuminate to extinguishes when
advise the pilot if any of the following valve is seated. A fault
conditions exist: is indicated if it does
not extinguish.

FUEL INTCON - Normally illuminated

z
FUEL TRANS -No fuel transfer during transit
z
through indicated operation, and
system. Probably extinguishes when
inoperative transfer or valve is seated in
ejector pump. closed position or
indicates valve has
FUEL BOOST - Loss of engine feed automatically opened
line pressure in with switch in NORM
indicated system. position. Placing the
Indicates fuel boost switch in the OPEN
pump failure.
Crossfeed valve position will extinguish
the light. A fault is
automatically opens. indicated if light fails to
extinguish.
FUEL LOW - Fuel level in left or
C

0
0

right cells at or below

190 pounds.
Interconnect valve will

m
ELECTRICAL SYSTEMS
open automatically
when fuel level in
opposite side
decreases to 190
DC ELECTRICAL SYSTEM
pounds to allow fuel in The primary electrical system is a 28 volt
lower cells to equalize. direct current, negative ground system
figure 2-9
(figure 2-9). Power is supplied by two 30
FUEL FILTER - Impending bypass of
C

volt, 200 ampere starter-generators, one

O

indicated fuel filter mounted on each engine. The output

resulting from
0

voltage of each generator is monitored and

contamination and regulated by a do control unit. The do
CU)

clogging is indicated. control units provide overvoltage and

reverse current protection and control
FUEL VALVE - Normally illuminated paralleled generator operation so that the
0??

during transit
C

operation, and two generators share total load

requirements within ± 20 amperes.
C

extinguishes when
valve position is same
as that of switch. A Each generator supplies power to a main
fault is indicated if it do bus and to two interconnected
does not extinguish. nonessential do buses. Each main do bus,
in turn, serves as a feeder for the two
essential do buses and two emergency
buses. Electrical separation between main
buses and between generators is
accomplished through the use of circuit
breakers and isolation diodes.

2-20
 BHT-412-MD-2

DUAL
AMMETER

EXT
PWR
RECP

1 EXT
PWR
11
RELAY Q
s
STARTER 1 STARTER
GEN NO. 1
RELAY
BAT BUS
NO. 1 RELAY
-1,I -- IO BAT BUS NO. 1 d
BAT BUS
NO. 2 RELAY
O.BAT BUS NO. 2
GEN NO. 2
T RELAY

U)
1 NON ESNTL
z

BUS 1 RLY L__04_1 L------pip--

U)

BATTERY
EM ERG EM ERG
NON ESNTL BUS SW4 NON ESNTL BUS SW j,NON ESNTL
BUS SENSOR BUS SENSOR 2 RLY
O

JBUS
TDCi 0{ Imo-,

b NON ESNTL DC 2

0
NON ESNTL DC 1
0

m
0
w
m
0
w

ESNTL DC 1
m

MAIN
w

MAIN
DC 1 DC 2

ESNTL DC 2

EMERG EMERG
DC 1 DC 2

EMERG BUS I IEMERG BUS RELAY

INV NO. 1 SW
INVERTER
N p 1

r --
POWER WI V I I NO 2 POWER RLY
INVERTER
N0.2 iNv
0_

NO. 1 I i
1
I NO. 2 SW

EMERG
BUS SW o--------------
I

EMERG
1 BUS SW
FROM
BAT BUS NO. 1

EFFECTIVE SIN 33140 THRU 33149

cc

SIN 33155 AND SUB

SIN 36001 AND SUB

Figure 2-9. DC electrical system (Sheet 1 of 2)

E

2-21
BHT-412-MD-2

EXT
PWR
RECP
r-- F 1
EXT T Tcn
r PWR T NO 2

-- STARTER
- SE
TARTR
GEN NO. 1
RELAY
BAT BUS

-i f--
NO. 1 RELAY

1. NON ESNTL i
i
K BAT BUS NO. 1c -i
BAT BUS
NO. 2 RELAY
BAT BUS NO. 2
GEN NO. 2
T RELAY

T BUS 1 RLY BATTERY L- - - - - ---- - 1

EM ERG EM ERG
BUS SW S?. BUS SW
NON ESNTL
BUS SENSOR
T:- NON ESNTL
BUS SENSOR

INVERTER
NO. 1
,,
)
EMERG
BUS SW
.. ,
EMERG BUS
NO 1POWER RLY

r-----a
j
SL
FROM
I NO 2POWER RLY

I
INVERTER

0--------------
I

EMERG
BUS SW
N0.2
RELAY -
` INV 21NTLK

fl
Nv
NO. 2 SW

BAT BUS NO. 1

EFFECTIVE SIN 33108 THRU 33139

SIN 33150 THRU 33154

Figure 2-9. DC electrical system (Sheet 2 of 2)

2-22
 BHT-412-MD-2

In the event that one generator or engine The emergency load switch is in

00
C-
should fail, both nonessential buses are EMERG LOAD position.
automatically dropped, and all essential
and emergency do loads are supplied by Either BATTERY switch is ON.
the remaining generator. The nonessential
bus switch (NON-ESNTL BUS) located on
figure 2-5
the overhead console (figure 2-5) is One or both generators are operating.

0
0
0)-.
0.C
C
available so that the pilot, if desired, can
o

manually restore power to the Auxiliary power is provided.

nonessential buses. In the event that the
pilot has manually restored power to the
0

nonessential buses and the second The essential do buses (table

table 2-2)
2-2 are
generator fails, both nonessential buses energized whenever:
0

are again automatically dropped. This

arrangement provides automatic do load
One or both generators are operating.

0
table 2-1

0
shedding (table 2-1) for a 30-minute flight
with electrical power supplied by the
battery only. Auxiliary power is provided.
An emergency load switch is located on
figure 2-5
mEither BATTERY switch is on with
CD
the overhead console (figure 2-5). In the emergency load switch in NORMAL
event of dual generator failure, placing the
position.
switch in the EMERG LOAD position sheds
the essential do buses (table
table 2-2)
2-2
providing approximately 90 minutes of The nonessential do buses (table
table 2-1)
2-1 are
flight on battery power only. Placing the energized whenever:
switch in the EMERG LOAD position with
one or both generators operating does not Both generators are operating.
have any effect on the do power system. It
Auxiliary power is provided.
0

will, however, affect the ac power system. One generator is operating with
nonessential bus switch (NON-ESNTL)
table 2-3
The emergency do buses (table 2-3) are in MANUAL position.
EN

energized whenever:

Table 2-1. DC electrical system bus loading (nonessential buses)

0 0 NONESSENTIAL DC BUS 1 A NONESSENTIAL DC BUS 2

NAV-COMM SYSTEMS NAV-COMM SYSTEMS

Marker beacon VHF 2 communication
LF ADF (receiver) NAV 2
DME VLF NAV
Cabin ICS Radar altimeter
Identification transponder

2-23
BHT-412-MD-2

Table 2-1. DC electrical system bus loading (nonessential buses) (Cont)

L NONESSENTIAL DC BUS 1 D Q NONESSENTIAL DC BUS 2
LIGHTING SYSTEMS LIGHTING SYSTEMS
Position lights Anticollision light
Console lights Baggage compartment
Pedestal lights Cabin dome light
Secondary instrument lights
Copilot instrument lights
Copilot map light
Landing light power
Landing light control
MISCELLANEOUS SYSTEMS MISCELLANEOUS SYSTEMS
Cabin heater Air blower
Vent blower

NOTES:

A Automatically sheds with one generator inoperative, but can be reenergized

by placing the nonessential bus switch in the MANUAL position.

L Automatically sheds for 30 and 90 minute flight with electrical power supplied

CD

CD
by the battery only.

Table 2-2. DC electrical system bus loading (essential buses)

C

L ESSENTIAL DC BUS 1 0 ESSENTIAL DC BUS 2

z

NAV-COMM SYSTEMS
NAV 1
Copilot ICS
FLIGHT INSTRUMENT SYSTEM
Copilot turn and slip indicator
LIGHTING SYSTEMS LIGHTING SYSTEMS
Pilot instrument light
_

Emergency light
Engine instrument light
Utility light

2-24
MANUFACTURER’S DATA BHT-412-MD-2

Table 2-2: DC Electrical System Bus Loading (Essential Buses) (Cont)

1 ESSENTIAL DC BUS 1 1 ESSENTIAL DC BUS 2
ENGINE 1 SYSTEMS ENGINE 2 SYSTEMS
Generator 1 reset Generator 2 reset
Fuel transfer pump Fuel boost pump
Fuel boost pump Fuel crossfeed valve
Fuel crossfeed valve Fuel control
Fuel control Fuel control heater
Fuel control heater Ignition
Ignition Start relay
Start relay Particle separator
Particle separator
NO. 1 HYDRAULIC SYSTEM NO. 2 HYDRAULIC SYSTEM
Hydraulic system power Hydraulic system power
Temperature indicator Temperature indicator
CAUTION/WARNING SYSTEMS CAUTION/WARNING SYSTEMS
Engine 1 RPM Engine 2 RPM
Rotor RPM
MISCELLANEOUS SYSTEMS MISCELLANEOUS SYSTEMS
Copilot pitot heater Pilot windshield wiper
Copilot windshield wiper
RPM governor control
Nonessential bus power
Hourmeter
AFCS 2

NOTES:
1 Sheds for 90 minute flight with electrical power supplied by the battery only and with
emergency load switch in EMERG LOAD position.

Table 2-3: DC Electrical System Bus Loading (Emergency Buses)

EMERGENCY DC BUS 1 EMERGENCY DC BUS 2
NAV-COMM SYSTEMS NAV-COMM SYSTEMS
VHF 1 communication Pilot ICS
FLIGHT INSTRUMENT SYSTEM
Pilot turn-and-slip indicator
Standby attitude indicator

Export Classification C, ECCN EAR99 11 JAN 2013 Rev. 3 2-25

 B HT-412-M D-2

Table 2-3. DC electrical system bus loading (emergency buses) (Cont)

EMERGENCY DC BUS 1 EMERGENCY DC BUS 2
LIGHTING SYSTEMS
Pilot map light
Searchlight power
Searchlight control
ENGINE 1 SYSTEMS ENGINE 2 SYSTEMS
Fuel shutoff valve Fuel shutoff valve
A=E
+..
0

Fuel interconnect valve Fuel interconnect valve

COD
Oil temperature indicator Oil temperature indicator
O,,0

ITT indicator ITT indicator

Fuel quantity indicator Fuel quantity indicator
I Fuel transfer pump
CAUTION/WARNING SYSTEM

--I
CAUTION/WARNING SYSTEM
Master caution panel Caution fail light
.2-4)

Main fire extinguisher Reserve fire extinguisher

,.t
Engine 1 fire warning detector Engine 2 fire warning detector
Baggage compartment fire detector
MISCELLANEOUS SYSTEMS MISCELLANEOUS SYSTEMS
c00

O-1

Combining gearbox oil temperature Transmission oil temperature indicator

indicator Pilot pitot heater
Inverter 1 power AFCS 1
Force trim
0 Inverter 2 power

The primary do electrical power The battery bus switches through the
distribution system is located in the roof respective battery bus relays prevent a
and nose of the helicopter. The generator ground fault (short) in one main do bus
0+r

control units, contactors, buses, and from disabling both generators. They also

(DD
0

feeder protection devices are located select the generator that charges the
battery. During normal operation,
_'N

beneath the battery, under the lower shelf

000

=-<7..
in the nose compartment. Other BATTERY BUS 2 switch is ON. However,
for a battery start of engine 1, BATTERY
00o

contactors, feeder potection devices, and BUS 1 switch must be ON. With both
the distribution buses are located in the generators or generator 2 operating,
Z:DO

cabin roof. System control switches and BATTERY BUS 1 switch will automatically
0-N

distribution circuit breakers are located in switch to OFF if BATTERY BUS 2 switch is
the overhead console. ON.

Primary do electrical power distribution is

controlled by the following switches and
circuit breakers (table 2-4):

2-26
 BHT-412-MD-2

Table 2-4. DC Electrical Controls

SWITCH LOCATION POSITIONS CIRCUIT LOCATION

WC)

0
BREAKER

w
BATTERY Overhead OFF/ON NO. 1 BUS Pedestal
BUS 1 Console (Magnetic) BATTERY Hourmeter
Panel
BATTERY Overhead OFF/ON NO.2 BUS Pedestal
BUS 2 Console (Magnetic) BATTERY Hourmeter
Panel
GEN 1 Overhead GEN 1 FIELD Left
z

RESET/OFF/ON
Console Overhead
CB Panel
GEN 2 Overhead RESET/OFF/ON GEN 2 FIELD Right
Console Overhead
CB Panel
NON-ESNTL Overhead MANUAL/ GEN 1 RESET Left
BUS Console NORMAL Overhead
CB Panel
START Pilot Collective ENG 1/ENG 2 GEN 2 RESET Right
Stick Overhead
CB Panel
ENG 1 START RLY Left
m

EMERG Overhead NORMAL/EMERG

Z

LOAD Console LOAD Overhead

CB Panel
ENG 2 START RLY Right
m

Overhead
CB Panel
No. 1 ESNTL BUS Left
.W

FEEDERS (2) Overhead

CB Panel
No. 1 ESNTL BUS Right
.W

FEEDERS (2) Overhead

CB Panel
No. 2 ESNTL BUS Left
FEEDERS (2) Overhead
CB Panel
No. 2 ESNTL BUS Right
.W

FEEDERS (2) Overhead

i.

CB Panel

2.27
BHT-412-MD-2

Table 2-4. DC Electrical Controls (Cont)

SWITCH LOCATION POSITIONS CIRCUIT LOCATION

BREAKER
NON ESNTL BUS Left
Overhead
Aux CB
Panel
EMERG BUS INTC

m
m
Right
Overhead
CB Panel

AC ELECTRICAL SYSTEM The emergency ac bus control relay sheds

figure 2-10)
The ac electrical system (figure 2-10
consists of two 450 va, 115126 volt, 400 Hz,
single phase, solid state inverters and
all ac buses, except the 115 and 26 vac
emergency buses when the emergency
load switch is in the EMERG LOAD
table 2-5).
position (table 2-5
0

associated controls. Inverter 1 is energized
by emergency do bus 1 and is controlled
by the INV 1 switch located in the
figure 2-5
overhead console (figure 2-5). Inverter 2 is
energized by essential do bus 2 and is
controlled by the INV 2 switch located in
CO
The inverter 2 interlock relay disables
inverter 2 while the emergency load switch
is in the EMERG LOAD position.
Inverter 1, inverter 2, and ac voltage

the overhead console.
There are four additional components
essential to the control and operation of
the ac electrical system: two ac voltage
sensor relays, an emergency ac bus
C
<
sensor relays are located on the lower
nose shelf. The emergency ac bus control
relay and inverter 2 interlock relay are
located in the cabin roof aft of overhead
console.

control relay, and an inverter 2 interlock
relay.
Each voltage sensor relay monitors the
115 vac output from the corresponding
inverter and directs the ac voltages to the
respective buses of each inverter (table
table 2-
55). If an inverter fails to maintain a 104 to
125 vac output, the corresponding ac
voltage sensor relay will transfer the ac
INV 1 PWR and INV 2 PWR circuit breakers
figure 2-5
(figure 2-5) protect do circuits providing
power to the respective inverters.
Indication of failed inverters is provided by
NO. 1 INVERTER and NO. 2 INVERTER
figure 2-2).
segments in the caution panel (figure 2-2
Eight circuit breakers in the overhead
figure 2-5
console (figure 2-5) protect the ac power
0
0

C)

C)

load to the remaining inverter. distribution system.

2-28
 BHT-412-MD-2
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0

Figure 2-10. AC electrical system

E

2-29
BHT-412-MD-2

Table 2-5. AC electrical system bus loading

NO. 1 INVERTER

115 VACBUS1 115 VAC BUS 2

Bus 1 voltmeter Bus 2 voltmeter
Copilot HSI Pilot HSI
Copilot gyro compass Pilot gyro compass
26 VAC BUS 1 26 VAC BUS 2
No. 1 hydraulic pressure indicator No. 2 hydraulic pressure indicator

00
Copilot HSI Pilot HSI
Transmission oil pressure indicator
0 Combining gearbox oil pressure
Engine 1 torquemeter indicator indicator
Engine 1 oil pressure indicator Engine 2 torquemeter indicator

C C C
Engine 1 fuel pressure indicator Engine 2 oil pressure indicator
LF ADF (bearing pointers) Engine 2 fuel pressure indicator
LL

4 115 VAC EMERGENCY BUS L 26 VAC EMERGENCY BUS

AFCS 1 AFCS 1
Pilot attitude system
3

NO.2 INVERTER

115 VAC BUS 3 26 VAC BUS 3

AFCS 2 AFCS 2
Copilot attitude indicator
z
0

NOTES:

0 Does not shed when emergency load switch is in EMERG LOAD position.

indicator in the lower right area of the

-

HYDRAULIC SYSTEMS
nose to switch from green to red. The
Two separate hydraulic systems are used remote bypass indicator can be seen on
to assist cyclic, collective, and antitorque preflight check through the lower right
flight controls. Each system contains a nose window.
reservoir, pump, integrated valve and filter
The hydraulic pumps are driven by the
---I

assembly, accumulator, and check valves.

Each integrated valve and filter assembly
contains a system pressure filter and a
system return filter. In the event any one
of these filters becomes partially clogged,
a button on the filter housing will pop out
to give an indication of filter bypass. This
button will also activate a switch which
transmission and have different rated
capacities. System 1 pump delivers a
greater volume of fluid to operate the
antitorque flight control servoactuator.
NOTE
An electrical interlock prevents
both hydraulic systems from
0.

will cause a remote hydraulic filter bypass

2-30

being switched off at the same
time. If one system is off, and the
other system is switched off, the
second system will remain on.
The cyclic and collective flight control
servoactuators are each powered by both
hydraulic systems, such that if either
system fails, the remaining system will
operate the actuators. The antitorque
servoactuator is powered by hydraulic
system 1 only.
Each hydraulic system has a gage to allow
the flight crew to monitor fluid pressure
and temperature. A NO. 1 HYDRAULIC or
NO. 2 HYDRAULIC caution light illuminate
in the event of low hydraulic fluid pressure
or high temperature in the corresponding
system.
FLIGHT CONTROL SYSTEM
The flight control system, consisting of
cyclic, collective pitch, and antitorque
controls, is used to regulate helicopter
attitude, altitude, and direction of flight.
The flight controls are hydraulically
boosted to reduce pilot effort, to overcome
resistance of the elastomeric bearings in
the main rotor system, and to counteract
control feedback forces.
Control inputs from the cyclic stick,
collective stick, and antitorque pedals are
transmitted by push-pull tubes and
bellcranks to the hydraulic flight control
actuators. The two cyclic flight control
actuators are connected to the swashplate,
located above the transmission. The
swashplate converts the fixed controls to
rotating controls and actuates alternating
cyclic pitch inputs to the main rotor.
The collective flight control actuator is
-
connected to the collective lever at the
mast. The collective lever actuates the
collective sleeve, which moves the mixing/
rephasing levers up and down to induce
collective pitch to the blades.
The antitorque flight control actuator is
located in the aft fuselage compartment
BHT-412-MD-2
near the tailboom attachment. The tail
rotor fixed controls are connected to the
rotating controls through a bearing in the
crosshead assembly, which slides along
the tail rotor mast to provide pitch change
control.
The antitorque control pedals in the
cockpit can be adjusted fore and aft by
depressing and rotating a knob located on
Th_
the floor just forward of each crew seat.
0
FORCE TRIM SYSTEM
The cyclic and antitorque controls
incorporate a force trim system to provide
artificial control reaction forces when the
controls are manually moved from their
reference positions. The force trim system
is also interrelated with the operation of
the AFCS. Refer to Automatic Flight
Control System.
The force trim components include spring-
loaded force gradient cartridges connected
in series with rotary trim actuators to the
fore/aft and lateral cyclic controls and to
the antitorque controls. When engaged,
C
the trim actuators become locked in
position by internal magnetic brakes.
Manual movement of the controls then
actuates the force gradients which provide
the desired control resistance.
FORCE TRIM CONTROLS
The force trim system is activated by the
FORCE TRIM switch, located on the
pedestal. A FORCE TRIM release button,
located on the cyclic stick grip, can be
depressed to de-energize the system
momentarily, allowing the pilot to position
the cyclic and pedals for long term pitch,
roll, and yaw corrections. Upon releasing
button, the magnetic brakes are
reenergized and will lock the trim
actuators in the new reference positions
existing at the moment the button is
C
released.
The pilot cyclic control stick is gimbal
mounted to provide movement in any
direction. There are two cyclic centering
O
2-31
BHT-412-MD-2
caution lights located on the pilot and
copilot instrument panel near the MASTER
CAUTION light. These lights will illuminate
upon excessive cyclic inputs during
ground operations below normal operating
range. Properly positioning the cyclic stick
will extinguish the lights.
AUTOMATIC FLIGHT CONTROL
SYSTEM (AFCS)
The dual automatic flight control system
(AFCS) enhances the stability and
controllabilty of the helicopter and reduces
pilot workload. The AFCS consists of two
independent helipilot systems either of
which is capable of helicopter attitude
control. HP 1 is a three axis helipilot
system (pitch, roll, and yaw) and HP 2
controls the pitch and roll axes only. The
systems incorporate independent gyro
references, helipilot computers, and linear
actuators to enable either helipilot to
continue functioning in the event that the
other fails.
Either helipilot can be operated in SAS
mode or in ATT mode. The stability
augmentation system (SAS) mode
provides short term stabilization without
sacrificing maneuverability. Aircraft
003
response to a control input is attitude rate
limited to provide smooth, coordinated
movement about the pitch, roll, and yaw
axes. The attitude retention (ATT) mode
provides automatic (hands off) control of
pitch and roll attitudes with short term
stabilization of yaw attitude. Turbulence
damping in all three axes is provided
automatically in either SAS or ATT mode.
Operation in ATT mode is intended for
flight in instrument meteorological
conditions or whenever the pilot desires
fully automatic (hands off) control. SAS
mode should be engaged during ground
operation, hover, takeoff, and any other
time the pilot controls the aircraft
manually.
Use of the force trim system is optional
-.-
0
during operation in SAS mode; however,
2-32
the force trim must be ON during ATT
0
3
mode operation.
0
Automatic trim is provided in ATT mode
000-t
LcoO
0--
(when both helipilots are engaged) to
maintain the linear actuators close to their
center positions for optimum control
00 0
authority. Autotrim is disabled during
single helipilot operation.
AFCS CONTROLS AND INDICATORS
AFCS CONTROL PANEL
The AFCS control panel, located on the
pedestal, controls the engagement of the
subsystems and primary modes of the
automatic flight control system. The
switches on the panel are pushbutton type
with legends which illuminate when the
respective subsystem or mode is engaged.
Helipilots 1 and 2 are selected by HP 1 and
HP 2 buttons. The SAS/ATT button is used
to select the desired helipilot mode. When
either helipilot is engaged, ATT mode is
automatically engaged. SAS mode may
then be selected by depressing the SAS/
ATT button.
The CPL button is used to couple the
optional flight director (when installed) to
the helipilot system for fully automatic
BHT-412-
navigational control. Refer to BHT-412-
FMS-6
FMS-6.
FORCE TRIM SWITCH
The pedestal-mounted FORCE TRIM switch
controls the activation of the cyclic and
pedal rotary trim actuators. When the
FORCE TRIM switch is ON while operating
in SAS mode, the trim actuators become
locked in position providing artificial
control reaction forces when the controls
are moved from their reference positions.
When the FORCE TRIM switch is ON while
'gym
operating in ATT mode with both helipilots
engaged, the pitch and roll trim actuators
are controlled by the trim computer to
move the cyclic as required to keep the

linear actuators operating within ± 30% of
_
their center positions. This autotrim
function relieves the pilot of continuous
0
actuator monitoring.
FORCE TRIM RELEASE BUTTON
The FORCE TRIM release button, located
on the cyclic stick grip, is used to
disengage the AFCS momentarily so the
pilot can maneuver the controls manually
for large pitch or roll attitude changes.
Upon depressing the FORCE TRIM button,
the pitch and roll rotary trim actuators are
de-energized; the pitch, roll, and yaw
linear actuators return to their center
positions; and the helipilot computers are
placed in a fast follow-up mode to track
flight control positions. Upon releasing the
FORCE TRIM button, the helipilot will
resume functioning in the preselected
mode. If in ATT mode, the helipilots will
maintain the pitch and roll attitudes
C).-
existing at the moment the button is
0
released.
Failure to depress and hold the button
while manually flying in ATT mode will
result in the AFCS counteracting the
control inputs from the pilot in an effort to
maintain the helicopter at the reference
attitude. Although the pilot can override
the AFCS, control response will be sharply
reduced. Likewise, upon releasing the
FORCE TRIM button, the pilot should
release the cyclic stick to prevent
interference with AFCS operation.
FORCE TRIM CAUTION LIGHT
A force trim caution light (FT OFF), located
in the instrument panel below the triple
tachometer, illuminates when the force
trim system fails or is switched off. The
light alerts the pilot to maintain manual
-
control of the helicopter, because
0 (0_
automatic attitude control is impossible
without a properly operating force trim
CD
0
system.
B HT-412-M D-2
ATTITUDE TRIM SWITCH
The ATTD TRIM switch, located at the top
of the cyclic stick grip, is a four-position
0
switch used to adjust pitch and roll
attitudes when both helipilots are engaged
in attitude retention (ATT) mode.
Movement of the switch signals both the
helipilot computers and the trim computer
'
that a new reference attitude is desired.
The amount of pitch or roll attitude change
-I
is determined by the length of time the
switch is held off center.
The ATTD TRIM switch is disabled during
operation in SAS mode and during single
helipilot operation in ATT mode.
ACTUATOR POSITION INDICATORS
The actuator position indicator (API) panel,
located on the pedestal, provides the pilot
with visual indicators for monitoring the
positions of the helipilot pitch, roll, and
yaw linear actuators with respect to their
centers of travel. HP 1 actuator positions
are displayed when both helipilots are
engaged. HP 2 pitch and roll actuator
positions are indicated when the SYS 2
button is depressed and held (HP 2 has no
yaw linear actuator). If either helipilot
should disengage for any reason, the APIs
will indicate the actuator positions of the
helipilot which remains engaged.
The APIs will move slightly during
operation in SAS or ATT mode. Autotrim
will keep the the actuators operating near
their center positions when both helipilots
are engaged in ATT mode.
PIlOT-STATIC SYSTEM
The pitot system consists of an electrically
heated pitot tube connected to the
airspeed indicator. A second, independent
pitot system is installed when the optional
copilots instrument kit is installed.
The static system consists of static ports
and the tubing necessary to connect them
to the airspeed indicator(s), altimeter(s),
and vertical speed indicator(s). Two static
2-33
BHT-412-MD-2
ports are located just forward of the crew
Q.000
doors. IFR configured helicopters are
equipped with heated static ports. Two
additional static ports are located on the
roof underneath the transmission cowling.
An alternate static port (if installed) is
located inside the cockpit on the pilot
instrument panel on back of the STATIC
figure 2-2
SOURCE switch (figure 2-2). Under normal
conditions, the switch should be placed in
the PRI position. This position selects the
static ports located forward of the crew
doors as well as the roof mounted static
port (if installed). If erratic readings are
seen on the airspeed indicator, altimeter,
and vertical speed indicators, obstruction
of the outside static ports is a possible
cause. If this occurs, the STATIC SOURCE
switch should be placed in the ALTN
position. This position selects the
alternate static air source (cabin air) and at
the same time, shuts off the outside static
air source for the pilot side only.
AUXILIARY SYSTEMS
HEATING SYSTEM
The cabin heating system, which includes
the windshield defrost system, uses bleed
air from the engine compressor sections
as the source of heat. A mixing valve,
which is controlled by a thermostat, mixes
heated air with outside air to obtain the
desired temperature.
When windshield defrost is selected,
heated air is diverted from the doorpost
and pedestal heater outlets to the
.
windshield nozzles.
VENTILATING SYSTEM
The ventilating system delivers outside air
to the nozzles by the instrument panel and
also to the windshield nozzles to defog the
windshield and provide fresh air
ventilation. The overhead ventilation
system delivers outside air through
overhead nozzles to the crew and
passenger compartments.
2-34
LIGHTING SYSTEMS
INTERIOR LIGHTING
Two multipurpose cockpit/map lights are
mounted overhead in the crew
compartment. Either white or red light can
be selected and the light may be adjusted
from spot beam to flood type illumination.
These lights may be removed from their
mounts for increased utility. The pilot light
is powered by the emergency do bus 2
table 2-3
(table 2-3). Circuit protection is provided
figure 2-
by the MAP PILOT circuit breaker (figure 2-
5 The copilot light is powered by the
5).
nonessential do bus 1. Circuit protection is
provided by the MAP CPLT circuit breaker.
Three dome lights with intensity
adjustments are mounted in the passenger
compartment. The dome lights also
illuminate either red or white and are
controlled by a switch and rheostat
located in the overhead console.
Two lights in the baggage compartment
I-'
are automatically switched on when the
door is opened and the nonessential do
bus 2 is energized.
Other interior lighting circuits include the
instrument panel lights, instrument
secondary lights, overhead console lights,
and pedestal lights, all controlled by
rheostats in the overhead console. An
approach plate and map light is located on
each forward crew doorpost and is
controlled by a rheostat knob on the
0
instrument panel. The pilots approach
plate and map light is powered by the
emergency do bus 2 (table 2-3). Circuit
table 2-3
protection is provided by the MAP PLT
figure 2-5).
circuit breaker (figure 2-5 The copilots
approach plate and map light is powered
by the nonessential do bus 1. Circuit
protection is provided by the MAP CPLT
circuit breaker.
Four self-illuminating beta lights are
0
mounted over the windows in the
E
passenger/cargo doors to identify the
emergency exits.

EXTERIOR LIGHTING
Exterior lighting circuits include position
lights, anti-collision (strobe) lights, landing
light, searchlight, and utility (step) lights.
The landing light and searchlight are
controlled by switches on the pilot
figure 2-3
collective stick (figure 2-3). The other
exterior lights are controlled by switches
figure 2-5
in the overhead console (figure 2-5).
WINDSHIELD WIPERS
Electrically powered windshield wipers are
mounted above the windshields. Selector
knobs on the overhead console allow the
pilot and copilot to control the windshield
wipers independently.
INTERCOMMUNICATIONS SYSTEM
The intercommunications control panel(s),
located on the pedestal, are used by the
flight crew to control the intercom system
and the navigation and communication
radio signals.
An optional aft intercom system may be
installed to enable the flight crew to
communicate with passengers in the aft
cabin in response to illumination of the
AFT INT CALL lights on the instrument
---
panel. Passengers may also use the aft
intercom system to communicate with
each other, or to monitor other
communication or navigation systems
being used by the flight crew. During IFR
operations it is recommended that AFT INT
be left off to preclude interference with air
traffic control communications.
ROTOR BRAKE
The rotor brake incorporates dual
hydraulic systems which are independent
of the flight control hydraulic systems. The
primary components include a dual master
w
cylinder located on the forward cabin roof,
a brake disc with dual brake cylinders
mounted on the transmission, and
associated hydraulic tubing. Two ROTOR
BRAKE warning lights on the caution
BHT-412-MD-2
panel are activated by pressure switches
in the brake hydraulic systems to warn the
pilot that the brake is not fully released.
Rotor brake application is limited to
ground operation after both engines have
been shut down and rotor rpm has
decreased to 40%. The brake should be
released just before the rotor stops to
preclude backlash, and the brake handle
should be returned to the full-up detent
position. After securing the main rotor
blades, the rotor brake may be locked to
stabilize the rotor during windy conditions.
EMERGENCY EQUIPMENT
FIRE DETECTION
A set of heat sensing elements is mounted
to the cowling and forward firewall for
0
each power section. A fire or overheat
condition will cause the FIRE PULL handle
for the affected power section to
illuminate.
A smoke detector is mounted at the
0
forward end of the baggage compartment
ceiling. Smoke in the baggage
compartment will cause the BAGGAGE
FIRE warning light in the instrument panel
to flash intermittently.
m
z
zm
m
z
z
w
ENGINE FIRE EXTINGUISHING SYSTEM
A fire extinguishing bottle for each power
section is mounted in the aft fuselage.
These bottles are connected in such a way
0
as to allow either bottle to be discharged
0
C)
0
onto either engine. Pulling the FIRE PULL
handle of the affected power section
closes the bypass door in the air
management system, closes the fuel
shutoff valve, closes both heater bleed air
valves, and arms both fire bottles. The fire
extinguisher selector switch may then be
used to discharge the main and reserve
c'>
fire extinguisher bottles individually.
2-35
BHT-412-MD-2

PORTABLE FIRE EXTINGUISHERS handles located on doorpost forward of

0
w
z
each crew door.
Two portable fire extinguishers are
mounted in the cabin, one on the cabin WINDOW JETTISON
floor to the right of the pilot seat, and the
other on the doorpost aft of the copilot If cabin sliding doors or hinged panels
seat.
cannot be opened, emergency escape is
possible by pushing on lower corners of
FIRST AID KIT windows in sliding doors to jettison
windows.
A portable first aid kit is attached to the
left side of the pedestal by hook and pile
fasteners.

EMERGENCY EXITS
w

DOOR JETTISON
z

If crew doors will not open, door jettison

00

can be accomplished by pulling jettison

2-36