04 407 - 407GX - 407GXi B2 Airframe Systems 2023MAY24

Table of Contents
Airframe Systems
Air Supply (ATA 21) ......................................................................................................................... 3
Fire Protection System (ATA 26) .................................................................................................... 6
Flight Controls (ATA 67) .................................................................................................................. 9
Fuel System (ATA 28) S/N 53000 and Subsequent ....................................................................... 16
Fuel System Monitoring and Indicating (ATA 28A) ...................................................................... 53
Hydraulics System (ATA 29) ........................................................................................................... 56
Hydraulic System Monitoring (ATA 29A) ....................................................................................... 61
Ice and Rain Protection (ATA 30) ................................................................................................... 63
Landing Gear (ATA 32) .................................................................................................................... 64
Landing Gear Monitoring (ATA 32A) .............................................................................................. 65
Lighting (ATA 33) ............................................................................................................................. 66
Review ............................................................................................................................................... 107
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 to severe criminal penalties. Disseminate in accordance with provisions of DoD Directive 5230.25.
Revision Record
Rev No. Date Revision Details Revised by
Reformatted into SG template, updated

1 21SEPT2017 J. PUCKETT
added GX graphics and diagrams
Removed section for obsolete Fuel Quantity
2 20OCT2018 Signal Conditioner S/N 53000 to 53174 J. PUCKETT
Instructor comments.
3 07MAY2019 Incorporated Instructors comments J. PUCKETT
4 23MAY2019 Updated for Unity O. BERNAL
5 04SEP2019 Incorporated additional review questions O. BERNAL
Updated graphics and content per Lead
6 28MAY2020 O. BERNAL
Instructor request.
7 2021JUN02 Updated branding and footer KMORGAN
8 2023MAY24 Fixed graphic placings. KMORGAN
407_407GX_407GXi ELEC 2023MAY24 4-2 © 2023 Bell Textron Inc.

Export Classification C, ECCN EAR99 All Rights Reserved. For Training Purposes Only
AIRFRAME SYSTEMS
Air Supply (ATA 21)
Ventilation System
The ventilation system for the 407 can be found in chapter 21 of the MM which incorporates sliding
windows in each of the crew doors which give ventilation for the flight compartment. The left and
right- side ram air systems supply more ventilation for the flight compartment with ram air from their
respective ram air grills installed on the nose of the helicopter. If fog forms on the windshield, the left
and right defog systems supply outside air through an air blower and defog nozzle.
The pilot/copilot VENT control knobs control the volume of air that enters their associated ram air and
defog systems. The optional sliding windows in the passenger entrance door allow ventilation to flow
into the passenger compartment. Heated and cooled air is generated in the aft fuselage. Ducts
attached to the passenger headliner supply the heated and cooled air to the passenger compartment.
Notes
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AIRFRAME SYSTEMS
Ram Air System

AIRFRAME SYSTEMS
Ram Air System

The left and right ram air systems each include:
• A plenum assembly
• A control cable
• A flapper valve
• A vent control knob
• Drains
The VENT control knob is located below the instrument panel and connected at one end to the
control cable and the other end connected to the flapper valve. Ram air (outside air) goes into the air
intake grills. When the VENT control knob is closed, the air from the intake grills is blocked by the
flapper valve in the plenum. When the VENT control knob is pulled, the air in the associated plenum
can pass through its flapper valve and into its turn vane.
The control cable can be locked at different positions to adjust the amount of ram air entering. The
plenum and turn vane are constructed of molded polycarbonate and have drains connected to them
to allow moisture draining from the ram air system. The battery compartment drain located on the left
side is connected to the drains of the ram air system.
Defog System
The defog system is used for the ventilation and to defog the windshield during helicopter ground
operations. When you use the system for ventilation or to defog, Bell Helicopter recommends that you
pull out and lock the two VENT control knobs in the full open position.
The defog system has two axial-flow-blowers that are electrically driven. A flexible coupling connects
the blower to the inlet end of its respective defogger nozzle. The flexible coupling conducts the air
flow to the defogger nozzle. A clamp attaches each blower to the structure.
Notes
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AIRFRAME SYSTEMS
Fire Protection System (ATA 26)
Heat Sensing System (Optional Kit)

The heat sensing system installed in the engine compartment includes a Fenwall fire wire, which
detects overheat conditions in the engine compartment and supplies a signal to the caution and
warning panel.
NOTE
The heat sensing system is available as an optional kit. It is not standard equipment on the 407
helicopter.
The engine fire annunciator circuit notifies the pilot when excessive temperature or fire develops in
the engine compartment. This circuit may be installed on production helicopters S/N 53000 and
subsequent as a kit in accordance with Installation Instruction BHT-407-II-19.

AIRFRAME SYSTEMS
System Operation
The ENGINE FIRE warning requires a 28 VDC input to come on. The dimmable ENGINE FIRE
annunciator (S/N 53000 to 54299) illuminates when the overheat detector senses a temperature of
338°F (170°C) over its entire length or 842°F (450°C) over a 12-inch (30.4 cm) section. There is a ±
6% tolerance on the activation/deactivation temperatures. When this temperature range is reached,
the contacts in the overheat detector (2600A1) close to provide 28 VDC bus power from the FIRE
DET circuit breaker (2600CB1) to illuminate the ENGINE FIRE annunciator (S/N 53000 to 54299) or
ENGINE FIRE warning message in CAS Windows of MFD and PFD (S/N 54300 and Sub). When the
temperature drops below these temperatures (± 6%), the contacts in the fire overheat detector
(2600A1) open and break the circuit. The 28 VDC is no longer supplied and the annunciator
extinguishes.
The ENGINE FIRE annunciator also illuminates when the FIRE DET TEST switch (2600S1) is
depressed. This push-type switch is mounted on the instrument panel to enable testing of the fire
detection system circuit. When the FIRE DET TEST switch is depressed, 28 VDC is supplied
throughout the system and the ENGINE FIRE annunciator illuminates on the CWA panel. (S/N 53000
to 54299) or ENGINE FIRE warning message appears in CAS Windows of MFD and PFD (S/N 54300
and Sub). When the switch is released, the circuit is open, and the ENGINE FIRE annunciator
extinguishes.
Notes
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AIRFRAME SYSTEMS
Hand Fire Extinguisher
The fire protection system for the helicopter is found in Chapter 26 of the MM and is made up of a
hand fire extinguisher installed in the flight compartment. As previously discussed, an optional heat
sensing system installed in the engine compartment is available.
The hand fire extinguisher is installed in the flight compartment. It is made up of a fire extinguisher
bottle and a mounting bracket. The fire extinguisher bottle is made up of a rechargeable body, a
safety catch, a discharge nozzle, a red discharge indicator disk, and a pressure indicator. The
mounting bracket is installed on the center post and has a quick release latch.
Servicing for the fire extinguisher is found in chapter 12 of the MM. Make sure the fire extinguisher is
not damaged, the nozzle is not obstructed, the pin is secure, and the seal is not damaged. Make sure
the indicator is in the green arc on the gauge.
If the indicator is not in the green arc, recharge or replace the fire extinguisher. If the fire extinguisher
does not come with a gauge, weigh the fire extinguisher. If the weight of the fire extinguisher is less
than the acceptable minimum weight indicated on the fire extinguisher, recharge or replace the fire
extinguisher.
IF THE FIRE EXTINGUISHER HAS BEEN FIRED, DO NOT USE IT. RECHARGE
THE FIRE EXTINGUISHER BEFORE YOU RETURN IT TO SERVICE.

AIRFRAME SYSTEMS
Flight Controls (ATA 67)

AIRFRAME SYSTEMS
Flight Controls
The flight controls are mechanical linkages that are used to control the flight attitude and direction of
the aircraft and are found in chapter 67 of the MM. The cyclic, collective, and directional controls are
all assisted by a hydraulic boost from the servo actuators. The controls are routed below the pilot and
passenger seats, aft to the center of the helicopter, and up to the cabin roof through the control
column. The access doors at the aft of the control column and seat panels give access to the control
components for inspection and maintenance purposes.
The cyclic control system is used to change the attitude and airspeed of the helicopter. It provides the
pilot the ability to fly the helicopter in any direction of travel: forward, rearward, left, and right. The
cyclic does this by altering the attitude of what is called the rotor disc, i.e., the hypothetical ‘disc’ the
rotors make when they are turning.
The cyclic control system is made up of a cyclic control stick, cam assembly, torque tube assembly,
spring link 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.
The function of the collective pitch controls is to allow the pilot to climb or descend and provide thrust
to the helicopter. It does this by altering the pitch of the rotor blades together, or ‘collectively’. Raising
the lever increases the rotor pitch and causes the helicopter to climb; lowering it puts the aircraft into
a descent. The collective control system is made up of the collective control stick assembly, jackshaft,
control tubes, springs, mixer lever, bellcranks, link assemblies and the hydraulic servo actuator.
The movement of the collective control stick is transmitted through rods and bellcranks to the servo
actuator and up to the swashplate collective lever. The collective pitch control is transmitted to the
main rotor by the vertical movement of the swashplate pivot sleeve.
The function of the pilot directional controls (anti-torque controls) is to control the heading of the
helicopter while hovering or when making hovering turns, as well as counteracting the torque of the
main rotor.
The directional controls extend aft from the control pedals near the lower centerline of the fuselage to
the passenger compartment. A control tube transmits the movement up over the passenger
compartment. Control tubes and bellcranks continue the movement aft to the hydraulic actuator. The
control tubes assemblies and bellcranks connect the hydraulic actuator to the tail rotor pitch change
mechanism installed on the tail rotor gearbox.
Notes
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AIRFRAME SYSTEMS
Pedal Restriction Control System (S/N 53000 to 54299)
The purpose of the Airspeed Actuated Pedal Stop System is to limit the travel of the left pedal at
airspeeds above 55 ±5 KIAS. When power is applied to the Pedal Restriction Control System, the
PEDAL STOP PTT indicator light (white) illuminates. A system test could then be activated by
pressing the PEDAL STOP PTT Switch/Light. The test consists of an audible click (solenoid
engaging) occurring, the ENGAGED (green) indicator illuminates, the PEDAL STOP (amber)
annunciator on the caution panel illuminates and full travel of the pedal is restricted for the duration of
the test (five seconds). Once the test expires, the engaged light and the pedal stop annunciator
extinguishes and allows full pedal travel.
During normal operation, when the Pedal Restrictor Control Unit senses that the airspeed has
reached the activation point of 55 ± 5 KIAS with the system engaged, a signal is provided to the
rotary solenoid to mechanically restrict the amount of left pedal travel. The system is disengaged
automatically when the airspeed is reduced to the de-activation airspeed of 50 ± 5 KIAS.
The PEDAL STOP Annunciator circuit is designed to notify the pilot that a problem has occurred in
the system. The possible cause for this problem is:
• Input power to the PRCU is unavailable or low.
• Solenoid (6540L1) is positioned incorrectly.
• Air data pressure output is invalid.
• PRCU self-test failed.

AIRFRAME SYSTEMS
Pedal Restrictor (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Pedal Stop Restrictor (S/N 54300 and Sub)
The Pedal Stop Restrictor system for S/N 54300 and

subsequent removes the following components:
• Pedal Restrictor Control Unit (PRCU)

• Pedal Stop Annunciator
• Associated Pitot-Static tubing to PRCU
• Caution Warning Panel
The S/N 54300 and subsequent installation adds the following components:
• Pedal Stop Relay 6540K1 left side pedestal

• Pedal Stop Press to Test Switch 6540DS1 Instrument Panel
During normal operation, the Air Data Computer (GDC 74H) sends airspeed information to the GIA
63H IAU #1 and IAU #2. When IAU #2 receives the airspeed and detects it has reached the
activation point of 55 ± 3.75 KIAS, a ground signal is provided to the Pedal Stop Relay terminal X2.
The pedal stop relay energizes sending 28 VDC to the rotary solenoid to mechanically restrict the
amount of left pedal travel. The system is disengaged automatically when the airspeed is reduced to
the de-activation airspeed ≤ 50 KIAS.
When the PEDAL STOP TEST switch is momentarily pushed, a ground is applied to pin 41 of the
integrated avionics unit No. 2. This sets the PEDAL STOP CONTROL output to active (ground) from
pin 72 for 5 seconds. The ground is applied to terminal X2 of the relay (6540K1), which energizes the
relay and connects 28 VDC from the PEDAL STOP circuit breaker (6540CB1) through contacts A1
and A2 to the solenoid (6540L1). The position switch closes applying ground to IAU #1 and IAU #2,
which then illuminates the “PEDAL STOP” CAS message on the MFD and PFD.
The pedal stop test is inhibited by IAU #2 when the helicopter is airborne through the WOG switch.
NOTE
For 407GXi S/N 54567, 54805 And Subsequent, the PEDAL STOP CAS message does not
illuminate during Pedal Stop test.
Notes
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AIRFRAME SYSTEMS
Pedal Stop Restrictor (S/N 54300 and Sub)

AIRFRAME SYSTEMS
Pedal Restrictor Emergency Release
The manual pedal restrictor emergency release is operated by pulling the release handle attached to
a cable in the event the rotary solenoid assembly becomes inoperative or the system requires rigging.

AIRFRAME SYSTEMS
Fuel System (ATA 28) S/N 53000 and Subsequent

AIRFRAME SYSTEMS
Description
The fuel system is made up of two crash-resistant, bladder type fuel cells. The two flexible fuel cells
are housed in fuel cell cavities that provide support on all sides. The forward fuel cell is installed
under and behind the aft facing passenger seats.
The main fuel cell is installed under and behind the forward-facing passenger seats. The fuel cells
have a combined useable fuel capacity of 127.8 US Gallons (483.77 liters). The forward fuel cell
contains 37.6 US gallons (142.33 liters) and 90.2 gallons (341.44 liters) in the main fuel cell.
The components in the fuel system include a fuel transfer pump system that transfers fuel from the
forward fuel cell to the main fuel cell. A fuel boost pump system is installed in the main fuel cell and is
used to give a positive pressure to supply fuel to the engine.
The fuel system also includes a gravity transfer system that allows the transfer of fuel from the main
fuel cell to the forward fuel cell providing the fuel level in the main fuel cell is higher than the
standpipe.
The vent system is made up of hoses, tube assemblies and fittings. They connect the forward fuel cell
and the main fuel cell to a common fitting that permits air in and out for fuel burn and refueling.
The system includes a common fuel filler port is located on the right side of the helicopter.
Pressure refueling is not approved for the 407.
Notes
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AIRFRAME SYSTEMS
Fuel Shut-Off Valve Function and Description

AIRFRAME SYSTEMS
The fuel shutoff valve system provides as means of shutting off fuel to the engine. In addition, the
system controls the activation of the FUEL VALVE Crew Alerting System (CAS) message and the fuel
cell drain valve circuits.
The Fuel Shutoff Valve (1B5) is a motorized gate valve which must be driven to either the open or
closed position. The motor of the shut-off valve includes an armature, two coils and two contacts.
Terminal A of the Fuel Shutoff Valve (1B5) controls the open control coil and terminal B controls the
close control coil. Each of the coils generates a magnetic field of opposite direction when electric
current flows through them. This allows the armature to rotate in either the open or closed direction.
The armature drives the gate valve which also controls the position of the contacts.
Notes
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AIRFRAME SYSTEMS
Fuel Shut Off Valve 1

AIRFRAME SYSTEMS
Fuel Shut-Off Valve Operation

When the Fuel Valve Switch (4A3S1) is placed from OFF to ON, 28 VDC bus power is provided to the
terminal A of the Fuel Shutoff Valve (1B5) through the Fuel Valve Circuit Breaker (1CB7) and the
closed contacts (2 to 3) of the Fuel Valve Switch (4A3S1). This allows the fuel shutoff valve to motor
from the CLOSED to the OPEN position.
When the Fuel Valve Switch (4A3S1) is placed from ON to OFF, 28 VDC bus power is provided to the
terminal B of the Fuel Shutoff Valve (1B5) through the FUEL VALVE Circuit Breaker (1CB7) and the
closed contacts (2 to 1) of the Fuel Valve Switch (4A3S1). This allows the fuel shutoff valve to motor
from the OPEN to the CLOSED position.
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS

In addition, when the Fuel Shutoff Valve (4A3S1) is set from OFF to ON, or ON to OFF, the circuit
which controls the activation of the Fuel Valve Shutoff Relay (1K6) is opened while the Fuel Shutoff
Valve (1B5) is in transit. During this time, the Fuel Valve Shutoff Relay (1K6) is de-energized which
completes the ground circuit to cause the FUEL VALVE annunciator to illuminate.
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS

With power on the 28 VDC bus and the Fuel Valve Switch (4A3S1) set to OFF or ON, the Fuel Valve
Shutoff Relay (1K6) is energized provided the Fuel Shutoff Valve (1B5) is fully opened or fully closed.
Under these conditions, the contacts (A2 to A3) of the Fuel Valve Shutoff Relay (1K6) are opened,
removing the ground path from WTD250 to the input "N" of the fuel valve annunciator. This causes
the FUEL VALVE annunciator to extinguish.
If the Battery Switch (2S1) is set to OFF during helicopter operations, an alternate circuit is provided
to allow operation of the left fuel transfer and left fuel boost pumps. During this condition, with the fuel
valve switch set to ON, battery voltage is supplied through the Fuel Boost/Transfer Backup Circuit
Breaker (1CB12), the closed contacts (5 to 6) of the Fuel Valve Switch (4A3S1), the closed contacts
(4 to 5) of the Battery Switch (2S1) and the Left Fuel Boost/Transfer Circuit Breaker Switch (1CB6) to
the left fuel transfer and left fuel boost pumps.
Notes
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AIRFRAME SYSTEMS
Fuel Shut Off Valve (S/N 54300 and Sub)

AIRFRAME SYSTEMS
Fuel Shut Off Valve

The fuel shutoff valve electrical system provides a means of shutting off the flow of fuel to the engine.
In addition, the system also controls the activation of the FUEL VALVE Crew Alerting System (CAS)
message and the fuel cell drain valve circuits.
For S/N 54300 and Subsequent the fuel shutoff valve electrical system includes a fuel shutoff valve
(1B5), a fuel valve switch (4A3S1), a fuel valve circuit breaker (1CB7), and associated wiring. Fuel
Shut Off Valve Relay 1K6 is removed and the 28V/Open Discrete signal is routed to the GIA 63H/GIA
64H 3140A1P5 contact 12 Discrete Input # 19A.
Applicable to 407GX helicopters S/N 54300 and subsequent, the Crew Alerting System (CAS)
FUEL VALVE caution message comes on when the fuel shutoff valve (1B5) is in transit or stops
between the ON and OFF positions.
Notes
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AIRFRAME SYSTEMS
Fuel Shut Off Valve Diagram 1

AIRFRAME SYSTEMS
Fuel Shut Off Valve Operation

When DC power is applied to the helicopter (Battery or External), the 28 VDC Bus routes power
through the FUEL VALVE circuit breaker (1CB7) to the FUEL VALVE switch (4A3S1) contact 2. With
the FUEL VALVE switch in the OFF position, power routes out contact 1 to the terminal board (8TB1-
K) pin J. The terminal board pin L directs power to the Fuel Shut Off Valve (1B5) contact B (CLOSE
Coil).
The internal valve position switch is closed, routing power back to pin C and out to Integrated
Avionics Unit 1 connector 3140A1P5 pin 12. Pin 12 is Discrete Input 19A designated as a 28V/Open
Input. When pin 12 is at 28 VDC the IAU inhibits sending the FUEL VALVE Crew Alerting caution
message to the MFD and PFD.
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS
Fuel Shut Off Valve Operation

When the valve is in the OFF (CLOSED) position and the fuel valve switch (4A3S1) is set to the “ON”
position, 28 VDC is supplied from the fuel valve circuit breaker (1CB7) to contact 2 of the switch
(4A3S1) through contact 3 to pin A at the shutoff valve connector.
The valve then starts motoring to the open position. This opens the valve and removes the 28 VDC
from the integrated avionic unit No. 1 (3140A1) connector (3140A1P5-12), which causes the FUEL
VALVE CAS caution message appears in the CAS window of the MFD and PFD.
Applicable to 407GX helicopters S/N 54300 and subsequent, the Crew Alerting System (CAS)
FUEL VALVE caution message comes on when the fuel shutoff valve (1B5) is in transit or stops
between the ON and OFF positions.
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS
Fuel Shut Off Valve

When the shutoff valve reaches the full open position, 28 VDC is supplied from pin A on the valve
connector, through the closed contacts (Open Coil) in the shutoff valve, and out pin C to connector
(3140A1P5-12), when IAU 1 pin 12 detects the 28 VDC, the IAU 1 turns off the FUEL VALVE Crew
Alerting caution message displayed on the MFD and PFD.
Notes
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AIRFRAME SYSTEMS
Fuel System Components (S/N 53000 and Sub)

AIRFRAME SYSTEMS
Fuel System Components

The forward transfer and aft boost pump assemblies and component parts are similar in construction.
The difference between the pump assemblies are the forward and aft Low Level Detection switches
are not interchangeable.
Pump assemblies 407-362-100-101 used for S/N 53000 thru 53750 use 407-362-013-101 pressure
switches that close with decreasing pressure at 1.5 ± 0.5 PSI
Pump assemblies 407-362-100-103 used for S/N 53751 through 54299, 54300 and Sub use 407-362-
013-103 pressure switches that close with decreasing pressure at 3.5 ± 0.5 PSI.
1B1 Fuel Transfer Pump (Right)
1B2 Transfer Pump (Left)
1B3 Fuel Boost Pump (Right)
1B4 Fuel Boost Pump (Left)
1L1 Fuel Drain Solenoid Valve, Forward Fuel Cell
1L2 Fuel Drain Solenoid Valve, Main Fuel Cell
1J10 Main Fuel Cell Receptacle
1J11 Main Fuel Cell Receptacle
1J12 Forward Fuel Cell Receptacle
1J13 Forward Fuel Cell Receptacle
1P10 Main Fuel Cell Connector
1P11 Main Fuel Cell Connector
1P12 Forward Fuel Cell Connector
1P13 Forward Fuel Cell Connector
1S16 Low Fuel Level Detector Switch, Caution/Warning System
1S17 Low Fuel Level Detector Switch, Left Fuel Transfer System
1S21 Fuel Pressure Switch, Right Boost Pump
1S22 Fuel Pressure Switch, Left Boost Pump
1S23 Fuel Pressure Switch, Right Transfer Pump
1S24 Fuel Pressure Switch, Left Transfer Pump
ND452 Ground Stud
ND453 Ground Stud

AIRFRAME SYSTEMS
Fuel System Components (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Fuel System Components (Sheet 2)

1CR2 Right Fuel Transfer Pump Relay Circuit (SN 53000 - 53174)
1CR3 Left Fuel Transfer Pump Relay Circuit (SN 53000 - 53174)
1CR5 Left Fuel Transfer Pump Relay Circuit (SN 53000 - 53174)
1CR6 Right Fuel Transfer Pump Relay Circuit (SN 53000 - 53174)
1J1 Engine Disconnect Receptacle
1K7 Left Fuel Transfer Pump Relay
1K8 Right Fuel Transfer Pump Relay
1XK7 Left Fuel Transfer Pump Relay Socket
1XK8 Right Fuel Transfer Pump Relay Socket
1Z2 Fuel Signal Conditioner
2VR1 Voltage Regulator
2VR1P1 Voltage Regulator Connector
3J1 DC Power Panel Receptacle
3P1 DC Power Panel Connector
10TB1 Terminal Board
ND450 Ground Stud
ND455 Ground Stud
WTD451 Ground Module

AIRFRAME SYSTEMS

AIRFRAME SYSTEMS

1J1 Engine Disconnect Receptacle
1K7 Left Fuel Transfer Pump Relay
1K8 Right Fuel Transfer Pump Relay
1XK7 Left Fuel Transfer Pump Relay Socket
1XK8 Right Fuel Transfer Pump Relay Socket
1Z2 Fuel Signal Conditioner
2VR1 Voltage Regulator
3J1 DC Power Panel Receptacle
3P1 DC Power Panel Connector
6J1 Aft Disconnect Receptacle
6P1 Aft Disconnect Connector
6J2 Aft Disconnect Receptacle
6P2 Aft Disconnect Connector
10TB1 Terminal Board
ND450 Ground Stud
ND455 Ground Stud
Notes
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AIRFRAME SYSTEMS
Fuel Transfer System (S/N 53000 through 54299)

AIRFRAME SYSTEMS
The right fuel transfer pump is used in conjunction with the left fuel transfer pump to transfer fuel from
the forward fuel cell to the main fuel cell. The right fuel boost pump is used in conjunction with the left
fuel boost pump to supply fuel from the main fuel cell to the engine. Separate circuits in the fuel signal
conditioner are used to control the operation of the right and left fuel transfer pumps.
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS
While fuel is present in the forward fuel cell, the #3 Fuel Probe (1A3) provides input signals to the
Fuel Signal Conditioner (1Z2). The signal from the #3 fuel probe controls the ground circuit of the
Right Transfer Pump Relay (1K8) through pin 4 of the connector (1Z2P1) of the Fuel Signal
Conditioner (1Z2). When fuel is present in the forward fuel cell, the signal conditioner provides a
ground to the Right Transfer Pump Relay (1K8).
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS
With a ground path provided to the coil of the Right Transfer Pump Relay (1K8), this allows the Right
Transfer Pump Relay (1K8) to energize. When the transfer pump relay is energized, the Right Fuel
Transfer Pump (1B1) becomes operational and allows fuel to be transferred to the main fuel cell.
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS
Once the fuel signal conditioner senses that the fuel cell is empty, a time delay is activated (360
seconds) that allows the pump to continue to operate to ensure that all the fuel in the forward fuel cell
has been transferred. If the fuel is depleted prior to the time delay of 360 seconds, the R/FUEL XFR
Annunciator on the Caution/Warning/Advisory Panel is not affected by this circuit.
Notes
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AIRFRAME SYSTEMS

AIRFRAME SYSTEMS
The R/FUEL XFR and L/FUEL XFR Annunciators are controlled by a different circuit within the fuel
signal conditioner associated with 407 Helicopters SN 53175 and Subsequent. The annunciators are
controlled by fuel quantity conditions which are shown in the Truth Table on the previous page. The
output of the Fuel Signal Conditioner that controls the R/FUEL XFR and L/FUEL XFR Annunciators is
pin 11. If the Fuel Signal Conditioner determines that the fuel transfer system is operational, the
output of pin 11 provides a ground to the Right and Left Transfer Pump Fuel Pressure Switches.
Therefore, if either system fails to provide enough pressure to keep the pressure switches open, the
Left or Right XFR Annunciators on the Caution/Warning /Advisory Panel illuminates. With this system,
the XFR lights are only affected if either system fails.
The Right and Left Fuel Transfer circuits operate the same way and are completely isolated from
each other. The only differences are: The Left Fuel Transfer System uses a float switch (1S17) to
determine if there is fuel in the forward fuel cell whereas the Right Fuel Transfer System uses a fuel
probe for determining if there is fuel in the forward fuel cell.
Notes
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AIRFRAME SYSTEMS
Fuel Transfer System (SN 54300 and Subsequent)

AIRFRAME SYSTEMS
Fuel Transfer System (SN 54300 and Sub)

AIRFRAME SYSTEMS
The 407GX uses the same fuel transfer components as the 407. The difference in the systems is
how the monitoring of system operation is generated and viewed. For the 407GX the caution
messages for L/FUEL XFR and/or R/FUEL XFR are triggered in the Display CAS windows when the
Integrated Avionics Unit #1 detects the discrete ground from the transfer pump pressure switches.
Notes
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AIRFRAME SYSTEMS
Fuel System Monitoring and Indicating (ATA 28A)
S/N 53000 through 54569
There are seven Caution Warning Advisory annunciators associated with the fuel system. In the
forward fuel cell, the Left Fuel Pressure Switch (1S24) contacts close at 1.5 ± 0.5 PSI decreasing
pressure illuminates the L/FUEL XFR caution annunciator if there is still fuel remaining in the forward
cell. Switch 1S23 will illuminate.,3e9 the R/FUEL XFR caution annunciator at 1.5 ± 0.5 PSI
decreasing pressure if there is fuel in the forward cell.
Boost pump pressures in the aft cell are monitored by switch 1S22 for the L/FUEL BOOST caution
annunciator and switch 1S21 for the R/FUEL BOOST caution annunciator. Both switches will close
at 1.5 ± 0.5 PSI decreasing pressure.
NOTE
S/N 53570 through 54299, 54300 and Subsequent dual pump assemblies have 407-362-013-103
pressure switches installed. The -103 pressures switches will close at 3.5 ± 0.5 PSI decreasing
pressure. The pressure switches will be the same for both the transfer pump monitoring and the
boost pump monitoring.
The fuel filter contains an Impending Bypass Indicator Switch that closes at 0.875 ± 0.125 PSID. The
closed switch annunciates the FUEL FILTER caution annunciator. The Fuel Valve is monitored for a
disagreement between the Fuel Valve Switch position and the position of the Fuel Shut Off Valve.
The Fuel Filter also has a Press-To-Test switch to allow testing of the caution circuitry.
The FUEL VALVE annunciator will illuminate momentarily during valve transition. The annunciator
will extinguish when the Shutoff Valve agrees with the Fuel Valve Switch position.
A FUEL LOW annunciator will illuminate when the Low-Level Detector (1S16) contacts closed at
approximately 100 ± 10 pound.
NOTE
The fuel quantity gauging system will be covered in Instrument Systems (ATA 31).
Notes
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AIRFRAME SYSTEMS
Fuel Low Level
407 S/N 53000 to 54299

AIRFRAME SYSTEMS
Fuel Low Annunciator Circuit (S/N 53000 to 54299)

The FUEL LOW Annunciator Circuit is designed to notify the pilot that the main tank fuel quantity is
low. The amber FUEL LOW annunciator requires a ground input to illuminate. This annunciator can
be dimmed.
The FUEL LOW Annunciator illuminates when the Low-Level Detector (lS16) contacts are closed,
following a 13 ± 3 second time delay which is controlled by the Fuel Signal Conditioner (1Z2). The
contacts at the Low-Level Detector (1S16) close with approximately 110 ± 15 pounds of usable fuel
remaining in the main fuel tank. The Fuel Signal Conditioner (1Z2) provides the ground signal to the
input "V" of the fuel low annunciator. The 13 ± 3 second time delay reduces the possibility of
intermittent annunciator flickering due to fuel sloshing.
Fuel Low CAS Message (S/N 54300 and Sub)

The CAS FUEL LOW caution message illuminates on the MFD and PFD when the Low-Level
Detector (1S16) contacts are closed, following a 13 ± 3 second time delay which is controlled by the
Fuel Signal Conditioner (1Z2). The contacts at the Low-Level Detector (1S16) close with
approximately 110 ± 15 pounds of usable fuel remaining in the main fuel tank. The Fuel Signal
Conditioner (1Z2) provides the ground signal to the Ground/Open Discrete In 3A of the Integrated
Avionics Unit 1 connector 3140A1P5 pin 39. The 13 ± 3 second time delay reduces the possibility of
intermittent message flickering due to fuel sloshing.
Notes
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AIRFRAME SYSTEMS
Hydraulics System (ATA 29)
The hydraulic system decreases the force required to operate the flight controls and is covered in
Chapter 29 of the MM. The pressurized hydraulic fluid and the hydraulic jacks (servo actuators) move
the linkages that control the flight attitude and direction. The force that the pilot puts on the collective,
cyclic or the directional controls moves only the applicable servo valve. This force is much less than
what is required to operate the controls directly. This "hydraulic boost" operates on all the controls:
the cyclic control stick (forward, aft, and lateral), the collective control stick and the directional control
pedals. There is one collective, one directional and two cyclic servo actuators.
If a full electrical power failure occurs, the hydraulic system is always on. If a hydraulic power failure
occurs, the pilot can operate the controls directly. This "boost off" condition makes sure that the
helicopter is always in the pilot’s control. During the "boost off" condition, a pressure switch on the
hydraulic manifold makes the HYDRAULIC SYSTEM annunciator on the caution/warning/advisory
panel to illuminate. The pilot has a visual indication of the pressure failure.

AIRFRAME SYSTEMS
To turn the hydraulic system off, electrical power must be supplied to the solenoid valve. The HYD
SYS switch controls the hydraulic solenoid valve. When the hydraulic system solenoid valve is not
energized (the HYD SYS switch is in the ON position or there is an electrical failure), the pressurized
hydraulic fluid flows to the four servo actuators. When the hydraulic system solenoid valve is
energized (the HYD SYS switch is in the OFF position), the pressurized hydraulic fluid flows to the
reservoir and not through the servo actuators.
Notes
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AIRFRAME SYSTEMS
The helicopter hydraulic system uses MIL-PRF-5606 hydraulic fluid. The system is filled at the
reservoir assembly. To help prevent contamination when the hydraulic system is serviced, the
reservoir assembly has a screen -below the cover. A sight gauge is installed on the left side of the
reservoir that shows if the reservoir needs to be serviced. You can find service data on the decals
that are on the reservoir assembly and the maintenance platform that is forward of the hydraulic
filters. The caught air is automatically bled out of the system. Manual bleeding procedures are given
in MM Chapter 29.
Notes
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AIRFRAME SYSTEMS
Hydraulic System Control (SN 53000 to 54299)

AIRFRAME SYSTEMS
Hydraulic System Control (S/N 54300 and Sub)

AIRFRAME SYSTEMS
Hydraulic System Monitoring (ATA 29A)
The only monitoring of the hydraulic system is a single pressure switch (9S1) located on the right side
of the roof at the far end of the hydraulic pressure manifold. The HYDRAULIC SYSTEM annunciator
illuminates when the contacts (A & B) of the Hydraulic Pressure Switch (9S1) close.
The switch contacts close when the decreasing pressure is at 650 -0/+ 100 PSI to complete the
ground circuit and cause the HYDRAULIC SYSTEM annunciator to illuminate. The switch contacts
open when the increasing pressure is at 750 +0/- 100 PSI. This opens the ground circuit which
disables the HYDRAULIC SYSTEM annunciator.

AIRFRAME SYSTEMS
Hydraulic System Monitoring (S/N 54300 and Sub)
Switch 9S1 contacts close when the decreasing pressure is at 650 -0/+ 100 PSI to complete the
ground input to the IAU #2 Discrete In 3 at connector 3140A2P4 pin 9, Ground at Discrete In 3
causes IAU# 2 to send a HSDB message to MFD and PFD to display the HYDRAULIC SYS CAS
message. The switch contacts open when the increasing pressure is at 750 +0/- 100 PSI. This opens
the ground circuit which disables the HYDRAULIC SYSTEM CAS message on the MFD and PFD.
Notes
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AIRFRAME SYSTEMS
Ice and Rain Protection (ATA 30)
Pitot-Static Heat (S/N 53000 and Sub)
The pitot tube and static ports are electrically heated by internal elements. The pilot or technician can
turn on the pitot/static heater by placing the circuit breaker switch (4CB2) to PITOT HEATER. Both
the pitot probe and both static ports should warm. The Pitot-static Heating System Operational
Check is located in Chapter 95 of the Maintenance Manual.
Pitot Heater operations may be checked by observing an increase in the ammeter load when the
PITOT HEATER Switch is placed ON. In normal flight operations ENG ANTI ICE and PITOT
HEATER switches are placed in the ON position when there is visible moisture and when ambient
temperature is at or below 5°C (40°F).
DO NOT TOUCH THE HEATED SURFACES OF THE PITOT TUBE OR STATIC PORTS.
TO PREVENT BURNS, ONLY PUT YOUR HANDS NEAR THE SURFACES TO
CHECK FOR HEATER OPERATION
NOTE
The 407 powerplant, Rolls-Royce model 250-C47B Series, is also equipped with an Anti-Icing
system. This is covered in ATA 75 Engine Air in the Powerplant section

AIRFRAME SYSTEMS
Landing Gear (ATA 32)
The landing gear can be found in chapter 32 of the MM. The aircraft is supplied with a standard low
skid landing gear. Available options include the high skid landing gear and an emergency float
landing gear kit for over water operation. The landing gear is made up of two aluminum alloy skid-
tubes attached to the ends of the forward and aft arched crosstubes.
The forward crosstube has two strap assemblies that contact mating fittings attached to the helicopter
structure. The forward crosstube is attached to the helicopter structure with two forward straps.
An aft crosstube support beam for the aft crosstube touches the mating fittings on the helicopter
structure. Two aft straps attach the aft crosstube to the helicopter with the two aft straps. The aft
crosstube support beam on the aft crosstube reduces ground resonance.
The skid tubes include a tow fitting, forward and aft saddles with sockets for the crosstubes, and a
forward end step. Each skid tube has seven skid shoes along the bottom, a rear plug, and an eyebolt
fitting to mount the ground handling gear.
Refer to Chapter 99 for additional information on the emergency float kit.

AIRFRAME SYSTEMS
Landing Gear Monitoring (ATA 32A)
The Weight-On-Gear (WOG) switch (8S5) is mounted on the forward cross tube of the skid landing
gear. This double pole plunger switch controls both an airframe ground input to Pin 1 and a 28VDC
input from the Hour Meter CB through the Engine Out Relay (>55% Ng) to pin 4. The 28VDC signal
generated by the engine running above 55% is input on pin 4. When the aircraft is on the ground the
airframe ground on 8S5 Pins 1 and 2 are closed. The output on pin 2 is used as the ground for the
Cyclic Centering Proximity Switch (8S4) and as a signal input to the Cyclic Centering Relay (1K9).
When the aircraft transitions to flight (in the air) the output on pin 6 is used to supply 28VDC power for
the Hour-meter. The 28VDC is also used to inform the Clock/OAT/Voltmeter to begin counting flight
time. The actual WOG switch interface is discussed within systems where it is used.
For S/N 54300 and Subsequent, when the aircraft is on the ground the airframe ground on 8S5 Pins 1
and 2 are closed. The output on pin 2 is used as the ground for the Cyclic Centering Proximity Switch
(8S4) and as a signal input through the de-energized Cyclic Centering Relay (1K9) to GIA #2 to
display the Cyclic Centering (CYC CTR) CAS message on the MFD and PFD. On the 407GX/GXi
this ground is also routed to the GIA #2 as the signal to generate the WOG advisory CAS message.
On the 407GX/GXi the airframe ground from the switch also:
• Allows Pedal Restrictor testing while on the ground.

• Places the GTX-33H Transponder in Ground Mode to inhibit modes A and C (GX).
• Places the GTX 335R Transponder in Standby Mode to inhibit Modes A, C, and S. (GXi)
• Informs the Universal Access Transceiver (UAT if installed) aircraft is on ground (ADS-B).
• Inhibits the Radio Altimeter from transmitting on the ground.
• Inhibits AFCS (if installed) functions while aircraft is on the ground.
• Allows access to the Bell OEM Maintenance Pages.

AIRFRAME SYSTEMS
Lighting (ATA 33)
Caution Warning, and Advisory Panel Lighting (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Caution/Warning/Advisory Panel Lighting (S/N 53000 - 54299)
The caution/warning/advisory panel lighting and dimming circuit provides fixed 28 VDC bright or fixed
15 VDC dim lighting. Variable lighting between 15 and 28 VDC is not possible.
All but 5 of the caution panel annunciators (FLOAT TEST, BATTERY HOT, ENGINE OVSPD,
ENGINE OUT, and RPM) can come on in either the fixed bright mode or the fixed dim mode. Refer to
the caution/ warning/advisory section of Chapter 96 for additional information on the individual
annunciators and their circuits.
Additionally, the Zener diode (8CR4) and isolation diodes (8CR1 and 8CR3) are used to dim the
FADEC Mode Switch (1S18).
With the instrument light rheostat control knob positioned anywhere between dim and bright, the
contacts (2 to 1) of the Instrument Light Rheostat (8U1) close. This allows bus voltage to be provided
through the Instrument Lights Circuit Breaker (8CB1) to the terminal 3 of the Caution Light Dim
Switch (4A2S3) and to the terminal A1 of the Light Dimming Relay (8K3). Provided the Caution Light
Dim Switch (4A2S3) is not momentarily positioned to DIM, the annunciators are illuminated in the
fixed bright mode.
28 VDC Fixed Bright Mode

With the Instrument Light Rheostat (8U1) in the OFF position, all ground seeking annunciators are
illuminated in the fixed bright mode via 28 VDC bus voltage supplied to the Caution Panel (4DS1)
through the Caution Lights Circuit Breaker (4CB1). The 28 VDC bus voltage is provided to the
Caution Panel (4DS1) directly through terminal block 4TB2, and the closed contact (C2 to C3) of the
Light Dimming Relay (8K3). The FADEC Mode Switch (1S18) is supplied with 28 VDC bus power
through 4TB2 and 8TB3. All positive seeking annunciators are illuminated in the fixed bright mode via
a ground path through the closed contact (D3 to D2) of the Light Dimming Relay (8K3).
Notes
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AIRFRAME SYSTEMS
Caution/Warning/Advisory Panel Lighting (S/N 53000 – 54299)
BRIGHT MODE, INSTRUMENT LIGHTS CONTROL SWITCH - OFF

AIRFRAME SYSTEMS
Caution/Warning/Advisory Panel Lighting (S/N 53000 to 54299)
15 VDC Fixed Dim Mode

To select the fixed dim mode, the instrument light rheostat control knob must be positioned anywhere
between dim and bright. As mentioned previously, this closes the contacts (2 to 1) of the Instrument
Light Rheostat (8U1). This allows bus voltage to be provided through the Instrument Lights Circuit
Breaker (8CB1) to terminal 3 of the Caution Light Dim Switch (4A2S3) and to terminal A1 of the Light
Dimming Relay (8K3).
Momentarily positioning the caution light dim switch to DIM closes its contacts (2 to 3), which allows
bus voltage to terminal X1 of the Light Dimming Relay (8K3). This energizes the Light Dimming Relay
(8K3). After the Caution Light Dim Switch (4A2S3) is released from the "DIM" position, the Light
Dimming Relay (8K3) is kept energized by a latching circuit completed through the closed contacts
(A1 to A2) of the light dimming relay and the closed contacts (5 to 6) of the caution light dimming
switch.
With the Light Dimming Relay (8K3) energized and latched, the contacts (C2 to C1) are closed. This
provides voltage to the 10 Ohm dropping resistor (8R5) and to the 15-volt Zener diode (8CR2). The
Zener Diode (8CR2) acts like a voltage regulator by varying the current through the dropping resistor
(8R5) to maintain a fixed 15-volt power supply for the caution panel lighting. The fixed 15-volt power
supply is provided to the ground seeking annunciators, which are dimmable, through the closed
contacts (B2 to B1) of the Light Dimming Relay (8K3) and the input "W" of the Caution Panel (4DS1).
The FADEC Mode Switch (1S18) is dimmed through the Zener Diode (8CR4). Diodes (8CR1 and
8CR3) are used to isolate the 28 VDC bright lighting circuit and the dimming circuit.
The positive seeking dimmable annunciators are dimmed through an internal resistor. The ground
path for these annunciators is provided through the closed contacts (D2 to D1) of the Light Dimming
Relay (8K3) in the dim mode. Momentarily positioning the Caution Light Dim Switch (4A2S3) to
"BRIGHT" opens the contacts (5 to 6) of the switch and the Light Dimming Relay (8K3) latching
circuit. This de-energizes the light dimming relay and returns the caution panel and FADEC mode
switch lighting to the fixed 28 VDC bright mode.
Notes
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AIRFRAME SYSTEMS
BRIGHT MODE, INSTRUMENT LIGHTS CONTROL SWITCH - ON
BRT/DIM SWITCH – PRESSED TO DIM, DIM MODE ACTIVE

AIRFRAME SYSTEMS
BRT/DIM SWITCH – RELEASED, SPRING LOADED TO NEUTRAL, DIM MODE

REMAINS ACTIVE
BRT/DIM SWITCH – PRESSED TO BRT, BRT MODE BECOMES ACTIVE

AIRFRAME SYSTEMS
Instrument Panel Lighting (S/N 54300 and Sub)

AIRFRAME SYSTEMS
Instrument Panel Lighting (S/N 54300 and Sub)

407GX/GXi helicopters S/N 54300 and subsequent, the interior lighting system includes the
map/utility light, the instrument panel Light Emitting Diodes (LED) lights, the switch/LED annunciators,
the standby indicators, the Multi-Function Display (MFD), the Primary Flight Display (PFD), the
collective stick, overhead panel, and audio panel lighting, and the cabin lighting.
The instrument and panel lighting system provides 0 to 28 VDC variable lighting to the Light Emitting
Diodes (LEDs) in the standby compass (4M1DS1), the edge lights in the overhead circuit breaker
(CB) panel (4A4) and the collective stick panel (4A5), the integral lights in the audio panel (2301A1),
Multi-Function Display (MFD) (3160DS1), Primary Flight Display (PFD) (3160DS2), standby altimeter
(3410M1), and the standby airspeed (3410M2) indicators.
The circuit includes an instrument light CB (8CB1), an instrument light potentiometer (8U1) including
two rheostat-variable resistors (8U1R1 (5000 ohms) and 8U1R2 (1000 ohms)), a resistor 8R4 (100
ohms), a resistor 8R3 (680 ohms), and a transistor (8Q2).
When the instrument light potentiometer (8U1) control knob is turned from OFF through its full range
of travel, the lighting intensity of the standby indicators, the edge lights, and the control panels vary
from dim to full bright. Rotating the instrument light potentiometer (8U1) control knob out of the OFF
position closes contacts 2 and 1 and supplies 28 VDC from the instrument lights CB (8CB1) to the
rheostat resistors (8U1R2 = 1000 ohms and 8U1R1 = 5000 ohms), and to the collector (C) of the
transistor (8Q2). As the instrument light potentiometer (8U1) control knob is rotated from the dim to
the full bright position, the control circuit voltage supplied to the base (B) of the transistor (8Q2) varies
between approximately 11 VDC at the dim position and approximately 28 VDC at the full bright
position. This is due to the rheostat resistor 8U1R2 (0 to 1000 ohms) and tracking resistor (8R3) (680
ohms).
The resistor (8R3) makes sure that the brightness increases the same for the edge lights, control
panels, and standby compass, as the instrument light potentiometer (8U1) control knob is turned from
dim to bright. The resistor (8R4) (100 ohms) limits the current to the base (B) of the transistor (8Q2)
to prevent overheating.
As the control voltage at the base (B) of the transistor (8Q2) increases from approximately 11 VDC to
28 VDC, the current through the collector (C) to the emitter (E) junction will also increase. This
equates to approximately 11 VDC in dim to 28 VDC in bright. The variable output of the transistor
(8Q2) is distributed to the lighting inputs of the edge lights in the overhead circuit breaker panel (4A4)
and the collective stick panel (4A5), standby compass (4M1DS1), integral lights in the audio panel
(2301A1), MFD (3160DS1), and PFD (3160DS2).
The standby altimeter (3410M1) and the standby airspeed (3410M2) indicators are dimmed through
the rheostat resistor (8U1R1 = 5000 ohms) and tracking resistor (8R9 = 820 ohms). Contacts 2 and 1
in the instrument light potentiometer (8U1) supply 28 VDC from the instrument lights CB to the
rheostat resistor 8U1R1 (5000 ohms). As the instrument light potentiometer (8U1) control knob is
rotated from the dim to the full bright position, the control circuit voltage supplied to the rheostat
resistor (8U1R1) varies between approximately 11 VDC (dim position) to approximately 28 VDC at
the full bright position. This is due to the rheostat resistor (8U1R1) resistance and tracking resistor
(8R9).
NOTE
FADEC AUTO/MAN Push Button Annunciator removed in 407GXi S/N 54567, 54805 and
Subsequent

AIRFRAME SYSTEMS
Instrument Panel Lighting - Annunciators (S/N 54300 and Sub)

AIRFRAME SYSTEMS
Instrument Panel Lighting – Annunciators (S/N 54300 and Sub)

The FADEC AUTO/MANUAL switch/light (1S18), MASTER WARNING/CAUTION switch/light
(3150S1), RPM WARNING LT switch/light (3160S2), and ELT ARM XMIT switch/light (2560S1)
annunciators are dimmed when the instrument light potentiometer (8U1) control knob is turned from
the OFF position and contacts 2 and 1 close. This supplies 28 VDC to contact 3 of the CAUT LT
switch (4A2S3) and to terminal A1 of the light dimming relay (8K3).
When the CAUT LT switch (4A2S3) is momentarily set to DIM, contacts 2 and 3 of the switch close
and supply 28 VDC to terminal X1 of the light dimming relay (8K3) and energize the relay. After the
CAUT LT switch (4A2S3) is released from the DIM position, the light dimming relay (8K3) stays
energized through closed contacts A1 and A2 and closed contacts 5 and 6 of the CAUT LT switch
(4A2S3). Closed contacts B1 and B2 of the light dimming relay (8K3) supply a ground to the FADEC
AUTO/MANUAL switch/light (1S18), MASTER WARNING/CAUTION switch/light (3150S1), RPM
WARNING LT switch/light (3160S2), and ELT ARM XMIT switch/light (2560S1) annunciators and
they change to dim.
When the CAUT LT switch (4A2S3) is momentarily set to bright (BRT), contacts 5 and 6 of the switch
open and remove the 28 VDC from terminal X1 of the light dimming relay (8K3). This de-energizes
the light dimming relay (8K3) and removes the ground to the FADEC AUTO/MANUAL switch/light
(1S18), MASTER WARNING/CAUTION switch/light (3150S1), RPM WARNING LT switch/light
(3160S2), and ELT ARM XMIT switch/light (2560S1) annunciators and they change to bright.
The FADEC AUTO/MANUAL switch/light (1S18), MASTER WARNING/CAUTION switch/light

(3150S1), RPM WARNING LT switch/light (3160S2), and ELT ARM XMIT (2560S1) switch/light
annunciators also change to bright when the instrument light potentiometer (8U1) control knob is
turned counterclockwise to the OFF position. The relay (8K3) de-energizes and removes the ground
to the switch/ light annunciators and they change to bright.
NOTE
FADEC AUTO/MAN Push Button Annunciator removed in 407GXi S/N 54567, 54805 and
Subsequent
Lower (Push Button) LED Strip Lighting

The instrument panel LED light strips (8DS9 and 8DS12) are illuminated at a fixed intensity when the
instrument light potentiometer (8U1) control knob is turned out of the OFF position. When the control
knob is turned from the OFF position, contacts 2 and 1 of the potentiometer (8U1) close and supply
28 VDC from the instrument lights circuit breaker (8CB1) to the LED light strips (8DS9 and 8DS12).
Resistors (8R10 and 8R11) make sure that the instrument panel LED light strips (8DS9 and 8DS12)
come on at a comfortable intensity level. The LED light strips cannot be dimmed.
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

AIRFRAME SYSTEMS
Cockpit Utility/Map Light

AIRFRAME SYSTEMS
Cockpit Utility/Map Light
S/N 53000 through 54299

The cockpit light system includes a Cockpit Utility/Map Light (8DS7) and a Cockpit Lights (LIGHTS
CKPT) Circuit Breaker (8CB5). The Cockpit Utility Light (8DS7) is installed on the forward side of the
control tube tunnel, between the two seats. The Cockpit Lights Circuit Breaker (8CB5) is installed on
the overhead console.
The cockpit utility light is a hand-held type incandescent light that can be used as a spotlight or
floodlight. The cockpit utility light gives a blue or a white light. The color of the light is selected with
the color selection switch. The intensity of the light can be selected from bright to dim with the
BRT/DIM control knob. The cockpit utility light extinguishes when the BRT/DIM/OFF switch is set to
the OFF position.
S/N 54300 and Subsequent

The map/utility light is a hand-held light with Light Emitting Diodes (LEDs) that is used as a spot light
or flood light. The color of the light is white. The intensity of the light can be selected from bright to
dim with the BRT/DIM/OFF control knob on the upper end light.
Operation (All)
The 28 VDC bus supplies power to the light through the CKPT LIGHTS Circuit Breaker (8CB5). When
then BRT/DIM/OFF knob is turned clockwise from the OFF position, it supplies a variable voltage to
the light. This causes the cockpit utility light to come on at various intensities from dim to bright. When
the BRT/DIM/OFF control knob is turned fully counterclockwise to the OFF position, the 28 VDC is
removed and the cockpit utility light extinguishes.
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

AIRFRAME SYSTEMS
Cabin/Passenger Lighting (All)
CABIN/PASSENGER LIGHT SWITCH – OFF POSITION
CABIN/PASSENGER LIGHT SWITCH – CABIN POSITION

AIRFRAME SYSTEMS
Cabin/Passenger Lighting
CABIN/PASSENGER LIGHT SWITCH – PASSENGER POSITION
The cabin lights system includes:
• Four reading lights (LP1, LP2, LP3, and LP4).

• Two reading light switches (SW1 and SW2).
• One CABIN/PASS LT switch (8S6).
The four reading lights and two switches are part of the headliner installation. Two headliner electrical
disconnects (8P4, and 8P5) are installed to provide a quick disconnect of the headliner installation.
The CKPT LIGHTS Circuit Breaker (8CB5) supplies the 28 VDC to the reading lights.
The cabin lights are illuminated when the CABIN/PASS LT Switch (8S6) on the overhead console is
set to CABIN regardless of the position of the two reading lights switches (SW1 and SW2). Both the
28 VDC power and ground are supplied through the CABIN/PASS LT Switch (8S6).
With the CABIN/PASS LT Switch (8S6) set to the PASS LT position, it supplies 28 VDC to the four
reading lights. The two reading switches (SW1 and SW2) supply the ground signal to their respective
reading light when they are set to the ON position. This enables the four reading lights (LP1, LP2,
LP3, and LP4) to illuminate.
The four reading lights (LP1, LP2, LP3, and LP4) can be replaced if required.

AIRFRAME SYSTEMS
5 VDC Instrument Lighting System (S/N 53000 to 54299)

AIRFRAME SYSTEMS
5 VDC Instrument Lighting System (S/N 53000 to 54299)

The 5 VDC lighting system controls the lighting of the instruments that follow:
• Dual Tachometer (1M6).

• MGT (1M4)
• NG (1M5)
• Engine Torque (1M8)
• Engine Oil Temperature/Pressure (1M2)
• Fuel Pressure/Ammeter (2M1)
• Fuel Quantity (1M1)
• Transmission Oil Temperature/Pressure (1M3)
• Clock/OAT/Voltmeter (4M5)
• Airspeed (1M9)
• Altimeter (3427DS1)
• Encoding Altimeter (3427DS1) (Kit)
• Artificial Horizon (4M3) (Kit)
• Vertical Speed Indicator (4M6)
• Turn and Slip (4M7) (Kit)
The 5 VDC lighting circuit provides 0 to 5 VDC variable lighting. The circuit includes an Instrument
Lights Circuit Breaker (8CB1), an Instrument Light Rheostat (8U1) (which contains variable resistor
8U1R1 of 5000 ohms, and a resistor 8R6 of 300 ohms). Also, a 5 VDC Power Supply (8PS2) is
included.
When the Instrument Light Rheostat (8U1) control knob is rotated from OFF through its full range of
travel, the lighting intensity of the indicators varies from dim to full bright. Rotating the control knob
from the OFF position closes the contact (2 to 1) of the instrument light rheostat providing 28 VDC
bus voltage to pin "A" of the 5 VDC Power Supply (8PS2). As the control knob is rotated from the dim
to full bright position, the control circuit resistance at pin "D" of the 5 VDC power supply varies
between approximately 300 ohms at the dim position, due to resistor (8R6), and 5300 ohms at the full
bright position.
As the control resistance at pin "D" of the 5 VDC Power Supply (8PS2) increases from 220 to 5300
ohms, the output voltage from pin "C" of the 5 VDC power supply also increases from approximately
0.5 volts dim to 5.2 volts bright. The variable output is distributed to the lighting inputs of the
associated components through terminal block 4TB2.
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

AIRFRAME SYSTEMS
5 VDC Instrument Lighting (S/N 53000 to 54299)
INSTRUMENT LIGHTS CONTROL – OFF, CLOCK/OAT/VOLTMETER RECEIVES 5.1 VDC FOR

LIGHTING

AIRFRAME SYSTEMS
5 VDC Instrument Lighting (S/N 53000 to 54299)
INSTRUMENT LIGHTS CONTROL – ON, INSTRUMENT LIGHTING VARIABLE 0 TO 5 VDC

AIRFRAME SYSTEMS
28 VDC Panel Lighting System

AIRFRAME SYSTEMS
28 VDC Panel Lighting System (S/N 53000 to 54299)

The 28 VDC lighting circuit controls the lighting of the indicators/control panels and avionics that
follow:
• Inclinometer (4M2DS1) • Audio Control Panel KMA24H_71 (2301A1)

• Compass (4M1DS1) (Kit)
• Overhead Edge Lit Panel (4A4) • Directional Gyro (4M4) (Kit)
• Transponder KT 76A or KT 70 (3410TR1) • Slave Control KA_51 B (3407CP1) (Kit)
(Kit) • Navigation Indicator (HSI) Kl_525A
• Collective Edge Lit Panel (4A5) (3400DS1)
• VHF Com 2, KY 196A (2303TR2) (Kit) • VOR/LOC Indicator Kl 208 (2303DS1) (Kit)
• ADF Indicator Kl 227 (3406DS1) (Kit) • GPS KLN 89B (3415RE) (Kit)
• ADF Receiver KR 87 (3406RE1) (Kit)
The basic 407 28 VDC lighting circuit provides 11 to 28 VDC variable lighting. The circuit includes an
Instrument Lights Circuit Breaker (8CB1), an Instrument Light Rheostat (8U1) including variable
resistor 8U1R2 (1000 ohms), resistor 8R4 (100 ohms), a transistor (8Q2), and a tracking resistor 8R3
(680 ohms).
When the Instrument Light Rheostat (8U1) control knob is rotated from OFF through its full range of
travel, the lighting intensity of the indicators varies from dim to full bright. Rotating the control knob
from the OFF position closes the contact (2 to 1) of the instrument light rheostat providing 28 VDC
bus voltage to variable resistor (8U1 R2 = 1000 ohms) and to the collector (C) of transistor (8Q2). As
the control knob is rotated from the dim to full bright position, the control circuit voltage supplied to the
base (B) of transistor (8Q2) varies between approximately 11 volts at the dim position and
approximately 28 volts at the full bright position.
The tracking resistor (8R3) ensures the brightness of the 28 VDC lit components is equivalent to the 5
VDC lit components as the rheostat control knob is rotated from dim to bright. Resistor 8R4 (100
ohms) limits the current to the base (B) of the transistor (8Q2) to prevent overheating.
As the control voltage at the base (B) of the transistor (8Q2) increases from approximately 11 volts to
28 volts, the current through the collector (C) to emitter (E) junction also increases. This is equal to
approximately 11 volts in dim to 28 volts in bright. The variable transistor output is distributed to the
lighting inputs of the associated components through terminal block 8TB3.

AIRFRAME SYSTEMS
INSTRUMENTS LIGHTS CONTROL – OFF, NO PANEL LIGHTS AVAILABLE

AIRFRAME SYSTEMS
INSTRUMENTS LIGHTS CONTROL – ON, PANEL LIGHTS VARIABLE 11 TO 28 VDC

AIRFRAME SYSTEMS
Lighting Components Location Sheet 1 (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Lighting Components Location Sheet 2 (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Lighting Components (S/N 54300 and Sub)

AIRFRAME SYSTEMS
Lighting System Transistor and Zener Diode Installation

AIRFRAME SYSTEMS
Transistor (8Q2) and Zener Diode (8CR2) Installation

Transistor installation precautions: Use installation procedures according to the Maintenance
Manual BHT-407-MM-10, Chapter 96.
THE TRANSISTOR MUST BE INSULATED FROM THE MOUNTING STRUCTURE WITH A MICA
WASHER AND A NYLON INSULATING SLEEVE DURING THE INSTALLATION.
DO NOT OVER TORQUE THE MOUNTING NUT OF THE TRANSISTOR. THIS CAN CAUSE THE
TRANSISTOR TO SHORT TO GROUND OR PHYSICALLY DAMAGE THE TRANSISTOR.
NOTE
The Zener Diode (8CR2) must be electrically bonded to the helicopter mounting structure. Do not use
the insulating washers or sleeve if they are supplied with the Zener diode
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

AIRFRAME SYSTEMS
Position Lighting System
S/N 53000 To 54299

AIRFRAME SYSTEMS
Position Lighting System

The position lighting system includes the following lights:
Two green lights: The green lights are installed on the right side of the helicopter. One green light
(8DS11) is installed under the belly of the helicopter, at FS 64.0 approximately. The other green light
(8DSis installed on the right fin of the horizontal stabilizer.
Two red lights: The red lights are installed on the left side of the helicopter. One red light (8DS10) is
installed under the belly of the helicopter, at FS 64.0 approximately. The other red light (8DS5) is
installed on the left fin of the horizontal stabilizer.
One white tail light: The white tail light (8DS4) is installed at the aft end of the tail rotor fairing
assembly.
The POS LT Circuit Breaker Switch (8CB4) is installed on the overhead console. The POS LT Circuit
Breaker Switch supplies the 28 VDC directly to the position lights when it is closed.
The lens and lamp (S/N 53000 to 54299) or LED assemblies (S/N 54300 and Sub) of the position
lights may be replaced as necessary.
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

AIRFRAME SYSTEMS
Position Lighting System (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Position Lighting System (S/N 54300 and Sub)

AIRFRAME SYSTEMS
Anti-Collision Lighting System

AIRFRAME SYSTEMS
Anti-Collision Light System

AIRFRAME SYSTEMS
Anti-Collision Light System (S/N 53000 to 54299)

The anti-collision light system includes the following:
• Anti-Collision Light (8DS3).

• Power Supply (8PS1).
• ANTI COLL LT Circuit Breaker Switch (8CB3).
The anti-collision light is installed on the top of the vertical stabilizer of the tailboom. The power
supply is installed in the equipment compartment, at FS 185.0, RBL 10.0. The circuit breaker is
installed on the overhead console.
DURING THE REMOVAL OF THE FLASH BULB OF THE ANTICOLLISION LIGHT, DO NOT
TOUCH THE GLASS PORTION OF THE FLASH TUBE WITH THE FINGERS. OIL FROM THE
FINGERS WILL SHORTEN THE LIFE OF THE FLASH TUBE

AIRFRAME SYSTEMS
Anti-Collision Light System (S/N 54300 and Sub)
The anti-collision light system includes an anti-collision light (8DS3) which contains ten Light Emitting
Diodes (LEDs) and an OFF/ANTI COLL LT toggle circuit breaker (8CB3).
The anti-collision light (8DS3) is installed on the top of the vertical stabilizer of the tailboom.
The OFF/ANTI COLL LT toggle circuit breaker (8CB3) is installed on the overhead console.

AIRFRAME SYSTEMS
Landing Lights (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Landing Light Relays (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Landing Lights (S/N 53000 to 54299)

AIRFRAME SYSTEMS
Landing Lights System (S/N 53000 to

54299)
LDG LT CONT Circuit Breaker (8CB6) and LDG LT
POWER Circuit Breaker (8CB2) are installed on the
overhead console.
The LDG LT POWER Circuit Breaker (8CB2)

supplies the 28 VDC to the two landing lights
through their associated control relay. The LDG LT
CONT Circuit Breaker (8CB6) supplies 28 VDC to
energize the two control relays.
The LDG LT POWER Circuit Breaker (8CB2)

supplies 28 VDC to the terminal A1 of the two
control relays. The LDG LT CONT Circuit Breaker
(8CB6) supplies 28 VDC through 8TB4-2 to Relays
8K1-A1 and 8K2-A1.
The basic 407 (S/N 53000 to 54299) landing lights system includes the following components:
• Forward Landing Light (8DS1) installed in the lower part of the nose.
• Down Landing Light (8DS2) installed in the lower part of the nose aft of the forward landing
light.
• Forward Landing Light Control Relay (8K1) installed in the console, left side, FS 22.0.
• Down Landing Light Control Relay (8K2) installed in the console, left side, FS 22.0.
• Landing Lights Switch (4A1S2) installed on the switch box of the collective control stick.
When the LDG LIGHT switch is set to the FWD position, a ground is provided to the Forward Landing
Light Relay 8K1-X2. This enables the Relay (8K1) to energize and close the contacts (A2 to A1). The
closed contacts supply 28 VDC to the Forward Landing Light (8DS1).
When the LDG LIGHT switch is set to the BOTH position, a ground is provided to both the Forward
Landing Light Relay 8K1-X2 and the Down Landing Light Relay 8K2-X2. This enables the both
Relays (8K1 and 8K2) to energize and close their contacts (A2 to A1). The closed contacts supply 28
VDC to both the Forward Landing Light (8DS1) and the Down Landing Light (8DS2).
Notes
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________

AIRFRAME SYSTEMS
Landing Lights

AIRFRAME SYSTEMS
Landing Lights (S/N 54300 and Sub)
As applicable to 407GX helicopters S/N 54300 and subsequent, the landing lights system includes
the components that follow:
• One forward landing light (8DS1) LED assembly. The forward landing light is installed in the
lower part of the nose.
• One down (Taxi) landing light (8DS2) LED assembly. The down landing (Taxi) light is
installed in the lower part of the nose aft of the forward landing light.
• One landing lights (LDG LTS) switch (4A1S2) installed on the switch box of the collective
stick.
• One landing light (LDG LT) circuit breaker (8CB6) installed on the overhead console.
The LDG LT circuit breaker (8CB2) supplies 28 VDC to the forward landing light and the down
landing (Taxi) light through the landing lights switch (4A1S2). When the LDG LTS switch (4A1S2) is
set to the FWD position, 28 VDC is supplied to the forward landing light (8DS1) through contacts 2
and 3 of the switch.
When the LDG LTS switch (4A1S2) is set to the BOTH position, 28 VDC is supplied to the forward
landing light (8DS1) and the down landing light (8DS2) through contacts 5 and 6 of the switch.

AIRFRAME SYSTEMS
Review
1. The _________________________________ contains general procedures applicable to all Bell

helicopters. This includes topic of torque, corrosion control, nondestructive inspections, cleaning,
painting, bonding, bearings, sleeves, bushings, solvents, and consumable materials.
a. Maintenance Manual
b. Electrical Standard Practice Manual
c. Standard Practices Manual
2. The ventilation system for the 407 incorporates ____________ _____________ in each of the
crew doors which give ventilation for the flight compartment.
a. forced air
b. wing windows
c. sliding windows
3. The left and right side _________ _________ _________ supply more ventilation for the flight
compartment.
a. ram air systems

b. forced air tanks
c. internal air flow
4. The defog system has ______ _______ ______________ that are electrically driven.
a. two axial-flow blowers

b. two centrifugal-flow blowers
c. three vanaxial blowers
5. The standard fire protection system for the 407 helicopter is a _______ ________ ______
__________.
a. Fenwall fire wire detector

b. FIRE DET TEST switch
c. hand held fire extinguisher
6. The purpose of the _________ _________ __________ is to limit the travel of the left pedal at
airspeeds above 55 ±5 KIAS.
a. Pedal Stop Switch

b. Pedal Restriction Control
c. Airspeed Control Limiter
7. Usable fuel capacity of the 407 helicopter is ________ US Gallons.
a. 120.8 US Gallons
b. 125.8 US Gallons
c. 127.8 US Gallons

AIRFRAME SYSTEMS
Review (continued)
8. The standard 407 fuel system contains ________ cells, ______ transfer pumps, _______ boost
pumps, a __________ valve, and a fuel filter.
a. 2, 2, 2, Shut-off
b. 3, 2, 2, Shut-off
c. 2, 2, 2, Bypass
9. The Hydraulic Control System is considered a “Fail Safe System” which means:
_______________
a. If a full electrical power failure occurs, the hydraulic system is always off.
b. If a full electrical power failure occurs, the hydraulic system is always on.
c. If a full electrical power failure occurs, the hydraulic system is on standby.
10. If the Fuel Shutoff Valve Relay (1K6) was defective (open coil) what effect would that have?
a. Causes the FUEL VALVE annunciator to extinguish.

b. Causes the FUEL VALVE annunciator to illuminate.
c. Causes the FUEL VALVE to open.
11. On the current Transfer System, when the Signal Conditioner senses fuel in the forward fuel cell,
the output signal on pin 11 is: ______________________________________
a. Ground
b. 28 VDC
c. True
12. The L/FUEL XFR Caution Light illuminates at ________ PSI decreasing with fuel remaining in the
forward fuel cell on the 407GXi.
a. 1.5 ± 0.5
b. 2.5 ± 0.5
c. 3.5 ± 0.5
13. Why does the FUEL LOW Annunciator receive an input from the Signal Conditioner instead of
directly from the Low-Level Detector Switch (1S16)?
a. Reduces the possibility of intermittent message (annunciator) flickering due to fuel sloshing.
b. Signal conditioner produces 28VDC and Low-Level Detector switch does not.
c. The Low-level Detector switch has a 13 second delay.
14. With hydraulic switch placed to “OFF” position, the hydraulic bypass solenoid is _____________.
a. Bypassed
b. Energized
c. De-Energized

AIRFRAME SYSTEMS
Review (continued)
15. The Pitot-static Heating System Operational Check is in Chapter ___ of the Maintenance Manual.
a. 95
b. 96
c. 97
16. For S/N 54300 and Subsequent, when the aircraft is on the ground, the airframe ground on 8S5
Pins 1 and 2 are __________.
a. de-energized
b. open
c. closed
17. The output of the Panel Lighting System is variable between: ___________________________.
a. 0 to 24 VDC
b. 0 to 26 VDC
c. 0 to 28 VDC
18. The anti-collision lights for S/N 54300 and subsequent use ____________________________.
a. one flash bulb

b. one metal halide lamp
c. ten Light Emitting Diodes (LEDs)
19. When the annunciators on the Caution/Warning/Advisory Panel are "dimmed" by the Caution
Light Dimming Switch, what keeps the "dim mode" active when the Caution Light Dimming Switch
is released?
a. The Light Dimming Relay (8K3) is kept energized by a latching circuit.

b. The Light Dimming Relay (8K3) is de-energized.
c. The Light Dimming Switch (4A2S3) is latched.
20. The Landing Light Forward bulb is illuminated when the Landing Light Switch is placed to:
____________________________________________________________.
a. BOTH position
b. FWD position
c. RWD position

AIRFRAME SYSTEMS
INTENTIONALLY LEFT BLANK


04 407 - 407GX - 407GXi B2 Airframe Systems 2023MAY24

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Table of Contents

Fire Protection System (ATA 26) .................................................................................................... 6

Flight Controls (ATA 67) .................................................................................................................. 9

Fuel System (ATA 28) S/N 53000 and Subsequent ....................................................................... 16

Fuel System Monitoring and Indicating (ATA 28A) ...................................................................... 53

Hydraulics System (ATA 29) ........................................................................................................... 56

Hydraulic System Monitoring (ATA 29A) ....................................................................................... 61

Ice and Rain Protection (ATA 30) ................................................................................................... 63

Landing Gear (ATA 32) .................................................................................................................... 64

Landing Gear Monitoring (ATA 32A) .............................................................................................. 65

Lighting (ATA 33) ............................................................................................................................. 66

Review ............................................................................................................................................... 107

Export Classification C, ECCN EAR99

Rev No. Date Revision Details Revised by

Reformatted into SG template, updated

407_407GX_407GXi ELEC 2023MAY24 4-2 © 2023 Bell Textron Inc.

Air Supply (ATA 21)

407_407GX_407GXi ELEC 2023MAY24 4-3 © 2023 Bell Textron Inc.

Ram Air System

407_407GX_407GXi ELEC 2023MAY24 4-4 © 2023 Bell Textron Inc.

Ram Air System

• A vent control knob

407_407GX_407GXi ELEC 2023MAY24 4-5 © 2023 Bell Textron Inc.

Fire Protection System (ATA 26)

Heat Sensing System (Optional Kit)

407_407GX_407GXi ELEC 2023MAY24 4-6 © 2023 Bell Textron Inc.

407_407GX_407GXi ELEC 2023MAY24 4-7 © 2023 Bell Textron Inc.

Hand Fire Extinguisher

407_407GX_407GXi ELEC 2023MAY24 4-8 © 2023 Bell Textron Inc.

Flight Controls (ATA 67)

407_407GX_407GXi ELEC 2023MAY24 4-9 © 2023 Bell Textron Inc.

407_407GX_407GXi ELEC 2023MAY24 4-10 © 2023 Bell Textron Inc.

Pedal Restriction Control System (S/N 53000 to 54299)

• Input power to the PRCU is unavailable or low.

• Solenoid (6540L1) is positioned incorrectly.

• Air data pressure output is invalid.

• PRCU self-test failed.

407_407GX_407GXi ELEC 2023MAY24 4-11 © 2023 Bell Textron Inc.

Pedal Restrictor (S/N 53000 to 54299)

407_407GX_407GXi ELEC 2023MAY24 4-12 © 2023 Bell Textron Inc.

Pedal Stop Restrictor (S/N 54300 and Sub)

The Pedal Stop Restrictor system for S/N 54300 and

• Pedal Restrictor Control Unit (PRCU)

• Pedal Stop Relay 6540K1 left side pedestal

407_407GX_407GXi ELEC 2023MAY24 4-13 © 2023 Bell Textron Inc.

Pedal Stop Restrictor (S/N 54300 and Sub)

407_407GX_407GXi ELEC 2023MAY24 4-14 © 2023 Bell Textron Inc.

Pedal Restrictor Emergency Release

407_407GX_407GXi ELEC 2023MAY24 4-15 © 2023 Bell Textron Inc.

Fuel System (ATA 28) S/N 53000 and Subsequent

407_407GX_407GXi ELEC 2023MAY24 4-16 © 2023 Bell Textron Inc.

Pressure refueling is not approved for the 407.

407_407GX_407GXi ELEC 2023MAY24 4-17 © 2023 Bell Textron Inc.

Fuel Shut-Off Valve Function and Description

407_407GX_407GXi ELEC 2023MAY24 4-18 © 2023 Bell Textron Inc.

407_407GX_407GXi ELEC 2023MAY24 4-19 © 2023 Bell Textron Inc.

Fuel Shut Off Valve 1

407_407GX_407GXi ELEC 2023MAY24 4-20 © 2023 Bell Textron Inc.

Fuel Shut-Off Valve Operation

407_407GX_407GXi ELEC 2023MAY24 4-21 © 2023 Bell Textron Inc.

Fuel Shut Off Valve 2

407_407GX_407GXi ELEC 2023MAY24 4-22 © 2023 Bell Textron Inc.

Fuel Shut-Off Valve Operation