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BK117 D-3 Training Manual

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BK117 D-3 Training Manual

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BK117 D--3 with EMB

Training Manual CAT B2
Introduction

BK117 D-3
Training Manual CAT B2
Chapter 00
Introduction

Training Manual CAT B2
Introduction

AWY . . . . . . . . . . . . . . . . . . Airway CBIT . . . . . . . . . . . . . . . . . Continuous Built--In Test

B CECG . . . . . . . . . . . . . . . . Corrosion and Erosion Control Guide

BAT . . . . . . . . . . . . . . . . . . Battery CF . . . . . . . . . . . . . . . . . . . Compact Flash Card

BAT BUS . . . . . . . . . . . . . . Battery Busbar CH . . . . . . . . . . . . . . . . . . . Channel

BATC . . . . . . . . . . . . . . . . . Battery Contactor CIRM . . . . . . . . . . . . . . . . . Cigalhe Integrated Recording Module

BAT HOT BUS . . . . . . . . . Battery Hot Busbar CLP . . . . . . . . . . . . . . . . . . Collective Leaver Position

BAT MSTR . . . . . . . . . . . . Battery Master CM . . . . . . . . . . . . . . . . . . . Connectivity Module

BEEP TRIM . . . . . . . . . . . 4--way BEEP TRIM switch on cyclic stick CMM . . . . . . . . . . . . . . . . . Components Maintenance Manual
(ATT TRIM) COM . . . . . . . . . . . . . . . . . Communication System
BFO . . . . . . . . . . . . . . . . . . Beat Frequency Oscillator CONF . . . . . . . . . . . . . . . . A/C Configuration Page
BIT . . . . . . . . . . . . . . . . . . . Built--In Test CP . . . . . . . . . . . . . . . . . . . Control Panel
BLD HTG . . . . . . . . . . . . . Bleed Air Heating CPDS . . . . . . . . . . . . . . . . Central Panel Display System
BLL/BLR . . . . . . . . . . . . . . Buttock Line measured to the left/right CPL . . . . . . . . . . . . . . . . . . CouPLe
BMB . . . . . . . . . . . . . . . . . . Battery Master Box CFRP . . . . . . . . . . . . . . . . . Carbon Fiber Reinforces Plastic
BMR . . . . . . . . . . . . . . . . . . Bearingless Main Rotor CRHT . . . . . . . . . . . . . . . . Cruise Height
BRT . . . . . . . . . . . . . . . . . . Brightness Key CSAS . . . . . . . . . . . . . . . . . Command and Stability Augumentation
BSK . . . . . . . . . . . . . . . . . . Bottom Select Key System

BTC . . . . . . . . . . . . . . . . . . Bus Tie Contactor CTRS . . . . . . . . . . . . . . . . . Contrast

BTR . . . . . . . . . . . . . . . . . . Bus Tie Relay CVFDR . . . . . . . . . . . . . . . Cockpit Voice and Flight Data Recorder

C D
CAN BUS . . . . . . . . . . . . . Controller Area Network Binary Unit dB . . . . . . . . . . . . . . . . . . . . Decibel
System DC . . . . . . . . . . . . . . . . . . . Direct Current
CB, C/B . . . . . . . . . . . . . . . Circuit Breaker DCPL . . . . . . . . . . . . . . . . . De--CouPLe

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BK117 D--3 with EMB

Training Manual CAT B2
Introduction

DEC . . . . . . . . . . . . . . . . . . Data Extraction and Conversion ELT . . . . . . . . . . . . . . . . . . Emergency Location Transponder

DG . . . . . . . . . . . . . . . . . . . Directional Gyro EMB . . . . . . . . . . . . . . . . . . Electrical Master Box
DH . . . . . . . . . . . . . . . . . . . Decision Height EMER . . . . . . . . . . . . . . . . Emergency
DHA . . . . . . . . . . . . . . . . . . Display Head Assembly EMER BUS . . . . . . . . . . . . Emergency Bus
DISCH . . . . . . . . . . . . . . . . Discharge ENG . . . . . . . . . . . . . . . . . . Engine
DISCONN . . . . . . . . . . . . . Disconnected EPC . . . . . . . . . . . . . . . . . . Engine Power Check
DMAP . . . . . . . . . . . . . . . . Digital Map Display EPLC . . . . . . . . . . . . . . . . . External Power Line Contactor
DMAU . . . . . . . . . . . . . . . . Dynamic Monitoring Acquisition Unit EPU . . . . . . . . . . . . . . . . . . External Power Unit
DME . . . . . . . . . . . . . . . . . . Distance Measuring Equipment ESS BUS . . . . . . . . . . . . . Essential Busbar
DR . . . . . . . . . . . . . . . . . . . Discrepancy Report Ethernet . . . . . . . . . . . . . . A family of computer networking
technologies for local area networks (LANs)
DSAS . . . . . . . . . . . . . . . . . Digital SAS
and metropolitan area networks (MANs).
DST . . . . . . . . . . . . . . . . . . Distance to go
EXT PWR . . . . . . . . . . . . . External Power
DTD . . . . . . . . . . . . . . . . . . Data Transfer Device
F
DTS . . . . . . . . . . . . . . . . . . Digital Test System
FAA . . . . . . . . . . . . . . . . . . Federal Aviation Administration
DTU . . . . . . . . . . . . . . . . . . Data Transfer Unit
FADEC . . . . . . . . . . . . . . . Full Authority Digital Engine Control
E
FCU . . . . . . . . . . . . . . . . . . Fuel Control Unit
EBC . . . . . . . . . . . . . . . . . . Essential Bus Contactor
FDCR . . . . . . . . . . . . . . . . Flight Data Continous Recorder
ECD . . . . . . . . . . . . . . . . . . Eurocopter Deutschland
FDR . . . . . . . . . . . . . . . . . . Flight Data Recording
ECP . . . . . . . . . . . . . . . . . . Engine Control Panel
FDRS . . . . . . . . . . . . . . . . . Flight Data Recording System
EDR . . . . . . . . . . . . . . . . . . Engine Data Recoder
FLI . . . . . . . . . . . . . . . . . . . First Limit Indicator
EDR . . . . . . . . . . . . . . . . . . Expert Diagnostic Report
FLIR . . . . . . . . . . . . . . . . . . Forward Looking Infrared
EECU . . . . . . . . . . . . . . . . Electronic Engine Control Unit
FLM . . . . . . . . . . . . . . . . . . Flight Manual
EFB . . . . . . . . . . . . . . . . . . Electronic Flight Bag
FLTA . . . . . . . . . . . . . . . . . Forward Looking Terrain Avoidance

For instruction only July 2021 00 -- 5

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BK117 D--3 with EMB

Training Manual CAT B2
Introduction

FMCW . . . . . . . . . . . . . . . . Frequency Modulated Continuous Wave GTN . . . . . . . . . . . . . . . . . . Garmin single unit COM, NAV & GPS
FMS . . . . . . . . . . . . . . . . . . Flight Management System equipment (GTN 750)

FND . . . . . . . . . . . . . . . . . . Flight Navigation Display H

FOG . . . . . . . . . . . . . . . . . . Fiber Optic Gyro HAT . . . . . . . . . . . . . . . . . . Height Above Terrain
FPA . . . . . . . . . . . . . . . . . . Flight Path Angle HC, H/C . . . . . . . . . . . . . . . Helicopter
ft . . . . . . . . . . . . . . . . . . . . . Feet HDG . . . . . . . . . . . . . . . . . . Heading
FTR . . . . . . . . . . . . . . . . . . Force Trim Release HELIONIX . . . . . . . . . . . . . A modular avioncs system for commercial
helicopters with up to four screens.
FWD . . . . . . . . . . . . . . . . . Forward
HFDM . . . . . . . . . . . . . . . . Helicopter Flight Data Monitoring
G
HIGE . . . . . . . . . . . . . . . . . Hover In Ground Effect
G . . . . . . . . . . . . . . . . . . . . Gravitation
HLC . . . . . . . . . . . . . . . . . . High Load Bus Contactor
GCU . . . . . . . . . . . . . . . . . . Generator Control Unit
HLD . . . . . . . . . . . . . . . . . . Hold
GEN . . . . . . . . . . . . . . . . . . Generator
HMS . . . . . . . . . . . . . . . . . . Health Monitoring System
GEN BUS . . . . . . . . . . . . . Generator Busbar
HOGE . . . . . . . . . . . . . . . . Hover Out of Ground Effect
GEN RLY . . . . . . . . . . . . . Generator Relay
HOV . . . . . . . . . . . . . . . . . . Hover
GEN SW . . . . . . . . . . . . . . Generator Switch
hPa . . . . . . . . . . . . . . . . . . Hectopascal
GLC . . . . . . . . . . . . . . . . . . Generator Line Contactor
HPC . . . . . . . . . . . . . . . . . . High Power Contactor
GPS . . . . . . . . . . . . . . . . . . Global Positioning System
HSI . . . . . . . . . . . . . . . . . . . Horizontal Situation Indicator
GPWS . . . . . . . . . . . . . . . . Ground Proximity Warning System
HTAWS . . . . . . . . . . . . . . . Helicopter Terrain Awarness Warning
GRP . . . . . . . . . . . . . . . . . . Glass Fiber Reinforced Plastic System
GS . . . . . . . . . . . . . . . . . . . Glide Slope HYD . . . . . . . . . . . . . . . . . . Hydraulic
GSM . . . . . . . . . . . . . . . . . Global System for Mobile Communications I
GTC . . . . . . . . . . . . . . . . . . Ground Trajectory Command Mode
IAS . . . . . . . . . . . . . . . . . . . Indicated Airspeed
IBF . . . . . . . . . . . . . . . . . . . Inlet Barrier Filter

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BK117 D--3 with EMB

Training Manual CAT B2
Introduction

IBIT . . . . . . . . . . . . . . . . . . Initial Biult--In Test LH . . . . . . . . . . . . . . . . . . . Left Hand

IC . . . . . . . . . . . . . . . . . . . . Intercommunication LOAP . . . . . . . . . . . . . . . . . List Of Applicable Publications
ICAO . . . . . . . . . . . . . . . . . International Civil Aviation Organization LOC . . . . . . . . . . . . . . . . . . Localizer
ICP . . . . . . . . . . . . . . . . . . . Instrument Control Panel LOEP . . . . . . . . . . . . . . . . . List of Effective Pages
I/D . . . . . . . . . . . . . . . . . . . Identification LPV . . . . . . . . . . . . . . . . . . Localizer Performance with vertical
guidance
IESI . . . . . . . . . . . . . . . . . . Integrated Electronic Standby Instrument
IFR . . . . . . . . . . . . . . . . . . . Instrument Flight Rules LRU . . . . . . . . . . . . . . . . . . Line Replaceable Units
LSK . . . . . . . . . . . . . . . . . . Line Select Key
ILS . . . . . . . . . . . . . . . . . . . Instrument Landing System
LUM . . . . . . . . . . . . . . . . . . Luminosity Key
IM . . . . . . . . . . . . . . . . . . . . Inner Marker
IMA . . . . . . . . . . . . . . . . . . Integrated Modular Avionics LVDT . . . . . . . . . . . . . . . . . Linear Variable Differential Transformer

I/O Module . . . . . . . . . . . . Input / Output Module M

IPC . . . . . . . . . . . . . . . . . . . Illustrated Parts Catalog m . . . . . . . . . . . . . . . . . . . . Meter
IPS . . . . . . . . . . . . . . . . . . . Inches Per Second MAG . . . . . . . . . . . . . . . . . Magnetic Mode for Directional Gyro

K MBB . . . . . . . . . . . . . . . . . . Messerschmitt--Bölkow--Blohm

KIAS . . . . . . . . . . . . . . . . . Knots indicated airspeed MCP . . . . . . . . . . . . . . . . . . Multiple Control Panel

MEMS . . . . . . . . . . . . . . . . Micro Electro Mechanic System
kts . . . . . . . . . . . . . . . . . . . Knots
MF . . . . . . . . . . . . . . . . . . . Multi Frequency
L
MFD . . . . . . . . . . . . . . . . . . Multi Function Display
LAN . . . . . . . . . . . . . . . . . . Local Area Network
MGB . . . . . . . . . . . . . . . . . Main Gearbox
lbs . . . . . . . . . . . . . . . . . . . Pounds
MGS . . . . . . . . . . . . . . . . . Maintenance Ground Station
LCD . . . . . . . . . . . . . . . . . . Liquid Crystal Display
MEL . . . . . . . . . . . . . . . . . . Minimum Equipment List
LDG LIGHTS/LT . . . . . . . Leading Lights
Mic, MIKE . . . . . . . . . . . . . Microphone
LED . . . . . . . . . . . . . . . . . . Light Emitting Diode
MISK . . . . . . . . . . . . . . . . . Miscellaneous Display

For instruction only July 2021 00 -- 7

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FOR INSTRUCTION ONLY - The disclosure is prohibited. Owner: helibras-user6423@helibras.emanuals-airbushelicopters.com

BK117 D--3 with EMB

Training Manual CAT B2
Introduction

mm . . . . . . . . . . . . . . . . . . . Millimeter NOTAM . . . . . . . . . . . . . . . Notice(s) To Airmen

MM . . . . . . . . . . . . . . . . . . . Middle Marker NR . . . . . . . . . . . . . . . . . . . Rotor Speed
MMEL . . . . . . . . . . . . . . . . Master Minimum Equipment List NVG . . . . . . . . . . . . . . . . . . Night Vision Goggles
MNT . . . . . . . . . . . . . . . . . . Maintenance O
MRA . . . . . . . . . . . . . . . . . . Main Rotor Actuator OAT . . . . . . . . . . . . . . . . . . Outside Air Temperature
MSK . . . . . . . . . . . . . . . . . . Master Selection Key OEI . . . . . . . . . . . . . . . . . . . One Engine Inoperative
MSM . . . . . . . . . . . . . . . . . Master Servicing Manual OM . . . . . . . . . . . . . . . . . . . Outer Marker
MSTR . . . . . . . . . . . . . . . . Master OVHT . . . . . . . . . . . . . . . . Overheat
MTC . . . . . . . . . . . . . . . . . . Manuel Technique Courant OVLIM . . . . . . . . . . . . . . . . Overlimit
(Standart Practice Manual)
P
N
P . . . . . . . . . . . . . . . . . . . . . Pressure or Pitch
N1 . . . . . . . . . . . . . . . . . . . Gas Generator Speed
PAX . . . . . . . . . . . . . . . . . . Persons Approximately (ICAO--Code)
N2 . . . . . . . . . . . . . . . . . . . Power Turbine Speed
PBIT . . . . . . . . . . . . . . . . . . Power--Up Built--In Test
NACA . . . . . . . . . . . . . . . . National Advisory Committee for
Aeronautics PC . . . . . . . . . . . . . . . . . . . Personal Computer

NAV . . . . . . . . . . . . . . . . . . Navigation System PCT . . . . . . . . . . . . . . . . . . Primary Configuration File

NAVD . . . . . . . . . . . . . . . . . Navigation Display PFT . . . . . . . . . . . . . . . . . . Pre--Flight Test

NDB . . . . . . . . . . . . . . . . . . Non Directional Beacon PGS . . . . . . . . . . . . . . . . . . Professional Ground Station

NEBR . . . . . . . . . . . . . . . . Non Essential Bus Relay PTFE . . . . . . . . . . . . . . . . . Polytetrafluoroethylene

NMS . . . . . . . . . . . . . . . . . . Navigation Management System PTT . . . . . . . . . . . . . . . . . . Press to talk

No . . . . . . . . . . . . . . . . . . . Number PWR . . . . . . . . . . . . . . . . . Power

NON ESS BUS . . . . . . . . Non Essential Busbar Q

NORM . . . . . . . . . . . . . . . . Normal QTY . . . . . . . . . . . . . . . . . . Quantity

For instruction only July 2021 00 -- 8

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BK117 D--3 with EMB

Training Manual CAT B2
Introduction

R SC . . . . . . . . . . . . . . . . . . . Starter Contactor
RA . . . . . . . . . . . . . . . . . . . Radio Altimeter SCT . . . . . . . . . . . . . . . . . . Sector
RCC . . . . . . . . . . . . . . . . . . Remote Charge Converter SD Card . . . . . . . . . . . . . . Secure Digital Memory Card
RCNF . . . . . . . . . . . . . . . . Reconfiguration Page SDS . . . . . . . . . . . . . . . . . . System Description Section
RCP . . . . . . . . . . . . . . . . . . Remote Control Panel SEMA . . . . . . . . . . . . . . . . Smart Electro--Mechanic Actuator
REU . . . . . . . . . . . . . . . . . . Remote Electronic Unit SGB . . . . . . . . . . . . . . . . . . Strain Gauge Bridge
RH . . . . . . . . . . . . . . . . . . . Right Hand SHED/SHD BUS . . . . . . . Shedding Busbar
RLY . . . . . . . . . . . . . . . . . . Relay SIDS . . . . . . . . . . . . . . . . . Standard Instrument Departure
RMD . . . . . . . . . . . . . . . . . Remote Media Device SPIFR . . . . . . . . . . . . . . . . Single Pilot Instrument Flight Rules
RMI . . . . . . . . . . . . . . . . . . Radion Magnetic Indicator SPIFR/DPIFR . . . . . . . . . . Single/Double Pilot Instrument Flight Rules
RMM . . . . . . . . . . . . . . . . . Removeable Memory Module SPKR . . . . . . . . . . . . . . . . . Speaker
RPM . . . . . . . . . . . . . . . . . . Revolutions Per Minute SPU . . . . . . . . . . . . . . . . . . Signal Processing Unit
RS422 . . . . . . . . . . . . . . . . Defines a standard of a serial interface SRM . . . . . . . . . . . . . . . . . . Structural Repair Manual
RTM . . . . . . . . . . . . . . . . . . Resin Transfer Molding SSM . . . . . . . . . . . . . . . . . . Sign Status Matrix
RVDT . . . . . . . . . . . . . . . . . Rotary Variable Differential Transformer SSR . . . . . . . . . . . . . . . . . . Secondary Surveillance Radar

S SSTU . . . . . . . . . . . . . . . . . Signal Sensor Transmitting Unit

SAS . . . . . . . . . . . . . . . . . . Stability Augmention System (digital); SAS STA . . . . . . . . . . . . . . . . . . Station

functionality used as backup for autopilot, STARS . . . . . . . . . . . . . . . Standard Terminal Arrival Route
provided by YAW SAS, P&R SAS. It is a
SW . . . . . . . . . . . . . . . . . . . Software
hands on operation.
SYS . . . . . . . . . . . . . . . . . . System
SAS . . . . . . . . . . . . . . . . . . Sun Angle Shaded
SYST . . . . . . . . . . . . . . . . . System Status Page
SBAS . . . . . . . . . . . . . . . . . Satelite Based Agumentation System
SBC . . . . . . . . . . . . . . . . . . Shedding Bus Contactor T
SBR . . . . . . . . . . . . . . . . . . Shedding Busbar Relay TBO . . . . . . . . . . . . . . . . . . Time between Overhaul

For instruction only July 2021 00 -- 9

E -- All rights reserved

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BK117 D--3 with EMB

Training Manual CAT B2
Introduction

TCI . . . . . . . . . . . . . . . . . . . Time Change Item VCP . . . . . . . . . . . . . . . . . . Virtual Control Panel

TEMP . . . . . . . . . . . . . . . . Temperature VDC . . . . . . . . . . . . . . . . . . Voltage -- Direct Current
TIP . . . . . . . . . . . . . . . . . . . Technical Improvement Proposal VDI . . . . . . . . . . . . . . . . . . . Vertical Deviation Indicator
TIPI . . . . . . . . . . . . . . . . . . Technical Information Puplication on VFR . . . . . . . . . . . . . . . . . . Visual Flight Rules
Internet VHF . . . . . . . . . . . . . . . . . . Very High Frequency
TOT . . . . . . . . . . . . . . . . . . Turbine Outlet Temperature
VMS . . . . . . . . . . . . . . . . . . Vehicle Management System
TQ . . . . . . . . . . . . . . . . . . . Torque VNE . . . . . . . . . . . . . . . . . . Velocity Never Exceed
TRA . . . . . . . . . . . . . . . . . . Tail Rotor Actuator
VOL . . . . . . . . . . . . . . . . . . Volume
TRDS . . . . . . . . . . . . . . . . . Tail Rotor Drive Shaft
VOR . . . . . . . . . . . . . . . . . . Very high frequency omnidirectional radio
TRGB . . . . . . . . . . . . . . . . Tail Rotor Gear Box ranging
TRK . . . . . . . . . . . . . . . . . . Track Angle Mode VOX . . . . . . . . . . . . . . . . . . Voice Operated Exchange
TRQ . . . . . . . . . . . . . . . . . . Torque VS . . . . . . . . . . . . . . . . . . . Vertical Speed
TST . . . . . . . . . . . . . . . . . . Test VSD . . . . . . . . . . . . . . . . . . Vertical Situation Display
TTG . . . . . . . . . . . . . . . . . . Time to go VSWR . . . . . . . . . . . . . . . . Voltage Standing Wave Radio
TTPU . . . . . . . . . . . . . . . . . Total Temperature Probe Unit VTOSS . . . . . . . . . . . . . . . Take Off Safety Speed for CAT A Rotorcraft
TX . . . . . . . . . . . . . . . . . . . Transceiver Vx . . . . . . . . . . . . . . . . . . . . Velocity in the x axis or
Best angle of climb speed
TX/RX . . . . . . . . . . . . . . . . Transmit/Receive
Vy . . . . . . . . . . . . . . . . . . . . Velocity in the y axis or
U Best rate of climb speed
UMS . . . . . . . . . . . . . . . . . . Usage Monitoring System
W
USB . . . . . . . . . . . . . . . . . . Universal Serial Bus
WAAS . . . . . . . . . . . . . . . . Wide Area Augumentation System
UTC . . . . . . . . . . . . . . . . . . Universal Time, Coordinated
wACS . . . . . . . . . . . . . . . . Wireless Airborne Communication System
V WDM . . . . . . . . . . . . . . . . . Wiring Diagram Manual
V . . . . . . . . . . . . . . . . . . . . . Volt WL . . . . . . . . . . . . . . . . . . . Water Line

For instruction only July 2021 00 -- 10

E -- All rights reserved

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BK117 D--3 with EMB

Training Manual CAT B2
Introduction

WXR . . . . . . . . . . . . . . . . . Weather Radar

X
XMSN . . . . . . . . . . . . . . . . Transmission
XPDR/XTR . . . . . . . . . . . . Transponder

10BASE--T . . . . . . . . . . . . An Ethernet system

For instruction only July 2021 00 -- 11

E -- All rights reserved

FOR INSTRUCTION ONLY - The disclosure is prohibited. Owner: helibras-user6423@helibras.emanuals-airbushelicopters.com

BK117 D--3 with EMB

Training Manual CAT B2
General Information

Chapter 01
General Information

All rights reserved.

Reproduction or translation in whole or in part of the contents of this publication without permission of

003201
Airbus Helicopters is not authorized.

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Table of Contents

The Development of the BK117 D-3 . . . . . . . . . . . . . . . . . . . . . . 4 Manufacturer’s Technical Bulletins . . . . . . . . . . . . . . . . . . . . . . 18

BO105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Documentation Layout of the BK117 D-3 . . . . . . . . . . . . . . . . . 20
BK117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
EC135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
BK117 C--2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Revision / Reissue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
BK117 D--2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ATA Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
BK117 D--3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Page Number Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
General Description of the BK117 D-3 . . . . . . . . . . . . . . . . . . . 6 Illustrated Parts Catalog (IPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Arrangement IPC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Page Numbering IPC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Tail Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Detailed Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Airworthiness Limitations (ALS Chapter 04) . . . . . . . . . . . . . . 26
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Time Change Item . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Airworthiness Time Limits / Inspections . . . . . . . . . . . . . . . . . . 26
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Time Limits / Inspections / Checks (MSM Chapter 05) . . . . . 28
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Time Between Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Maintenance Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Operating Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Scheduled Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Maintenance Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Organizational Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Checks and Scheduled Inspections . . . . . . . . . . . . . . . . . . . . . 30
Intermediate Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Intermediate Inspection (05--22--00) . . . . . . . . . . . . . . . . . . . . . 30
Depot Level (D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 12 Month Inspection (05--23--00) . . . . . . . . . . . . . . . . . . . . . . . 30
BK117 D-3 Helicopter Documentation . . . . . . . . . . . . . . . . . . . . 12 Periodical Inspection (05--24--00) . . . . . . . . . . . . . . . . . . . . . . . 30
Technician’s Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Supplementary Inspections according to Flight Hours and / or
Technical Control Documentation . . . . . . . . . . . . . . . . . . . . . . . 12 Calendar Time (05--25--00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Pilot’s Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Conditional Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Other Manufacturer’s Documentation . . . . . . . . . . . . . . . . . . . 14 Special Inspections after Operational Incidents (05--51--00) 32
Special Inspections after Maintenance Activities (05--52--00) 32

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Special Inspection after Operation under Special Environmental This training document comprises the following ATA chapters:
Conditions (05--54--00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Special Inspections (05--55--00) . . . . . . . . . . . . . . . . . . . . . . . . 32 General Description of the BK117 D--3 ATA 06
Description of Scheduled Measures . . . . . . . . . . . . . . . . . . . . . 34 Maintenance Concept ATA 05, 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Standard Practice ATA 20
Oil Change / Lubrication Intervals (05--13--00) . . . . . . . . . . . . 34 Airworthiness Limitations ATA 04
Storage Limits (05--14--00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Ground Check Run and Functional Check Flight (05--60--00) 34
Vendor Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Types of Inspections (MSM Chapter 05) . . . . . . . . . . . . . . . . . . 36
Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Condition Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Functional Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Inspection for Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

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The Development of the BK117 D-3

BO105 BK117 C--2

In February 1967 the BO105 made its maiden flight in Germany. The The helicopter BK117 C--2 is again a joint development between
production of this multi purpose helicopter of the 2 ton class with twin Eurocopter and Kawasaki with a similar breakup of systems as the
engines started 1970. Main characteristics are the four blade BK117. Important innovations are a larger cabin space, an increased
hingeless main rotor with fiberglass blades and fully redundant maximum take--off weight due to new rotor blades, a cabin frame and
systems (hydraulics, electric, fuel and lubrication). Within 30 years, a cockpit design similar to the EC135. In June 1999 the BK117 C--2
more than 1400 BO105 were built. successfully completed its first flight, the number of built helicopters is
in the year 2017 around 830 pieces. Its commercial name is EC145.
BK117
BK117 D--2
The BK117 is the result of cooperative design between ECD (MBB)
and Kawasaki, Japan. Rotor system, tail boom, flight controls and Since July 2010 flight tests were carried out with a new Fenestron tail
hydraulic system were designed by ECD; landing gear, airframe and unit. Besides are new Arriel 2E engines with FADEC control installed,
main transmission were part of Kawasaki. The cabin was designed to they provide about 25 % more power. A four axis autopilot system is
provide seatings for up to 10 passengers. The BK117 was first flown standard configuration. The cockpit is equipped with the new
in 1979, about 440 were built from 1981 until 2004. HELIONIX avionics system comprising three big color screens. Its
commercial name is H145. The number of delivered helicopters at the
end of the year 2017 is around 160.
EC135
First flown in 1994, the EC135 is designed with a “Fenestron” tail rotor
BK117 D--3
system, a rigid main rotor system, a cabin frame made of composite
material and a new cockpit design. Until now, 2017, more than 1300 In 2018 a product improvement of the BK117 D--2 was launched. The
were produced. aim was to improve performances and to reduce maintenance costs.
A key feature is the five bladed main rotor with completly new designed
mainrotor blades in modular architecture. The new BK117 D--3 has a
increased take--off weight of 150 kg comparing to the BK117 D--2 and
offers a new wireless connectivity on board. Existing BK117 D--2 can
be retrofitet into a BK117 D--3 (excluding wACS & EMB) via a SB.

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The Development of the BK117 D-3

BK117 D--3
EC135

BK117 D--2

BK117

002879
BO105 BK117 C-2

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General Description of the BK117 D-3

General Flight Controls

The BK117 D-3 is a multi purpose twin engine helicopter in the 4 t class The main rotor is controlled by a so called “Flexball” type cable, routed
with eight seats in the basic version. from the control elements via the cabin nose to the cabin roof mounted
hydraulic system. The hydraulic system is a duplex system with
tandem piston (both systems are active). In case of a failure in one
Main Rotor System
system, the remaining system has sufficient power to ensure safe
The main rotor blades are manufactured from fiber--reinforced plastic operation and landing.
and are directly connected via the rotor head to the steel rotor mast.
Flap and lead--lag movement is accomplished by the elasticity of the
blades. The only possible relative movement between the blades and Landing Gear
the rotor head is during changes of pitch. This arrangement is referred The BK117 D-3 has two cross tubes and two skids. The cross tubes
to as a hingeless rotor system. All reaction forces are transmitted are designed to absorb forces during touch down of the helicopter, by
directly from the rotor system through the main rotor mast into the bending.
fuselage. The main rotor gearbox is a two stage light weight reduction
gearbox produced by Kawasaki.
Fuel System
The fuel system comprises three fuel tanks, a fuel supply system, a
Fuselage refueling and ventilation system and a monitoring system. The main
The primary structure mainly consists of sheet metal. Cabin frame, tanks and the separated supply tank, with overflow to the main tank,
bottom shell, doors, engine cowlings and access panels are made of are installed under the cabin floor.
composite material. The cabin is accessible through six doors: two
hinged doors for the crew, two sliding doors for the passengers, and
Engines
two aft clamshell doors for the rear compartment.
The BK117 D-3 is powered by two Turbomeca Arriel 2E engines with
a power output of 445 kW each.
Tail Rotor System
The helicopter is equipped with a fan in shroud type of tail rotor
Electrical System
(Fenestron) with 10 blades and a carbon fiber tail boom. The control
is done via a “Flexball” cable, routed from the pedals to the input of the The fully redundant 28.5 VDC electrical system is supplied by two
tail rotor actuator. generators and the battery.

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Structural Groups of the BK117 D-3

Lifting System
Tail Unit

Power Plant
Flight Control System

Training Manual CAT B2
General Information

Maintenance Concept

General Intermediate Level

“Maintenance” covers all scheduled and unscheduled maintenance The intermediate level covers repairs on/off helicopter, extended
activities. It also applies to the on condition maintenance. It is based periodical inspections as specified in the aircraft maintenance manual.
on condition monitoring by visual checks/inspections and diagnostic To fulfill these tasks, maintenance facility, qualified personal, test
features such as chip detectors, filter bypass indicators, boroscope equipment and special tools are required.
access, failure code indications, built-in tests, warning lights etc.
 NOTE The maintenance manual covers all tasks of
Maintenance Levels organizational level and intermediate level.

BK117 D-3 maintenance is split into three maintenance levels:

Depot Level (D)
-- Organizational Level (O)
Depot level covers major repair or overhaul at the manufacturer or at
-- Intermediate Level (I)
authorized service stations under industrial premises.
-- Depot Level (D)
More extensive tools/test equipment and specialized personnel are
necessary.
Organizational Level
The organizational level covers tasks of the daily servicing,  NOTE Documentation and spares for depot level tasks
maintenance checks, inspections for condition, exchange of will be delivered to authorized customers only.
components (e.g. LRU) and quick, simple repairs as specified in the
aircraft maintenance manual (AMM).
The work generally takes place at the operators site. After an “on the
job training” these checks can be carried out by pilots, mechanics and
operators.

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Maintenance Concept

Maintenance

Scheduled
Unscheduled
On Condition

Daily servicing, maintenance checks

Organizational inspections for condition, exchange of LRU’s. acc. to AMM -- Can be carried out by
Level (O) a mechanic or by the pilot (i.e. main transmission servicing).

Repair on/off the helicopter extended

Intermediate periodical inspections acc. to AMM -- maintenance facility, qualified personnel, test
Level (I) equipment and special tools are required (i.e. main transmission change).

Manufacturer/authorized customers only

Major repair or overhaul at the manufacturer or at authorized service stations acc. to

Depot Level (D) special documentation. Tools/test equipment and specialized personnel are
necessary (i.e. main transmission overhaul).

000714
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BK117 D-3 Helicopter Documentation

Technician’s Documentation Technical Control Documentation

The technician has the following available: The following documents are kept by the operators technical control:
-- Airworthiness Limitations Section (ALS) -- Historical Record (hard copy)
-- Aircraft Maintenance Manual (AMM) -- LOAP (List of Applicable Publications, hard copy)
-- System Description Section (SDS) -- Service Bulletins / Alert Service Bulletins, Emergency Alert
-- Master Servicing Manual (MSM) Service Bulletins
-- Illustrated Parts Catalog inclusive Tools Catalog (IPC) -- Information Notice/ Safety Information Notice.
-- Wiring Diagram Manual (WDM)  NOTE Some of the documents are available in TIPI
-- Corrosion and Erosion Control Guide (CECG) (Technical Information Puplication on Internet).
-- Structural Repair Manual (SRM)
-- Standard Practice Manual (MTC)
-- Avionic Manual (AVM)
-- Electronic Component Maintenance Manual (ECMM).
In addition there is an online documentation available wich replaces
the Splitvision System. This documentation is called O.R.I.O.N.
(Optimized Reader for Internet and Other Network).

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AHD Helicopter Documentation BK117 D-3

Technician Technical Control Documentation Pilot

ALS

AMM T.I.P.I. Internet

SDS
SB / ASB / EASB FLM
MSM
IN / SIN / IL /TIL Checklist
IPC
WDM AirbusWorld
Aircraft / Journey
LOAP Log Books
CECG
MEL
SRM Historical
Record
MTC

AVM
ECMM

O.R.I.O.N.

003167
Internet, AirbusWorld, eTechpub

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Pilot’s Documentation Other Manufacturer’s Documentation

The pilot has four documents available (hardcopy): The manufacturers of engines, avionics and optional equipment
-- Flight Manual (FLM) version D-3 (according to Helicopter deliver their own documentation.
Association International, HAI) Information about these documentation is to be found in the LOAP
-- Aircraft/Journey Log Books Part III.
-- Pilot’s Checklist for version D-3 -- Table 1 comprises AHD controlled vendor publications.
-- Minimum Equipment List (MEL) based on AHD Master -- Table 2 comprises vendor publications which have their
Minimum Equipment List (MMEL). own Technical Standard Order (TSO) or European
Technical Standard (ETSO). AHD is liable neither for the
 NOTE The Flight Manual, the Pilot’s Checklist, the Log technical content nor for the correct publication name. The
Book and the Minimum Equipment List are hard list is given for information only.
copies and must always be present in the helicopter. Responsibility lies with the helicopter owner / operator to
ensure that the latest revision is used.

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INTENTIONALLY LEFT BLANK

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ATA Numbering

1. Element 2. Element 3. Element

28 -- 10 -- 00
Chapter Section Subject/Unit

000715
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003602
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Airworthiness Limitations (ALS Chapter 04)

Time Change Item

The in--service life of certain helicopter parts is limited because of
material fatigue. These parts are Time Change Items (TCI). Exceeding
the limitations will endanger the airworthiness of the helicopter and
therefore is not permissible. Time Change Items, their part numbers
and their time limits are listed in the Airworthiness Limitation Section,
chapter 04.

 NOTE Parts specified in this list must not be reused after

their in--service life time has expired! Exceeding
the operational limitations of the helicopter
shortens the in--service life time of parts due to
overload!

Airworthiness Time Limits / Inspections

The airwothiness time limits inspections are to be performed for
maintaining the continued airworthiness of the helicopter. The
mandatory inspection intervals are based on theoretical assumptions
and fatigue tests.

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Time Change Item (TCI)

ALS

04-10-00

MBB--BK117 Time Change Items

ALS

04-20-00

Chapter 04 Airworthiness Time Limits / Inspections

AIRWORTHINESS LIMITATIONS SECTION (ALS)

002882
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Time Limits / Inspections / Checks (MSM Chapter 05)

Time Between Overhaul

The operational period of an unit is limited by its in--service time. This
duration is called Time Between Overhaul (TBO). At the end of that
period, the unit must be removed and overhauled (or must be replaced
by a new or overhauled one). Parts and units to be overhauled after
a certain time are listed in chapter sequence. The given time limits may
be exceeded by 3 % of the respective interval.

 NOTE If parts of one component have different TBOs, the

item with the lowest TBO applies! Periodical
inspections do not affect TBO.

Operating Time Limits

These Lifetime components are similar to the TCI but they are not
considered as airworthiness, but some components may lead to
decreased reliability due to changing physical property over time or
use, aging or other related reasons.
After the operational time limit (OTL) of a component has expired, the
respective component must be removed and replaced by a new
component. A scheduled inspection does not influence a components
OTL.

 NOTE The time limits specified have no tolerance.

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Time Between Overhaul (TBO) and Operating Time Limits (OTL)

MSM

05-10-00

MBB--BK117 Overhaul
D3

MSM

05-11-00

Chapter 05 Operting Time Limits (OTL)

MASTER SERVICING MANUAL (MSM)

002883
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Scheduled Inspections

General 12 Month Inspection (05--23--00)

To guarantee the airworthiness of the BK117 D--3, inspections and The 12--Month Inspection is to be performed every 12 months. It is
checks are necessary. The inspections have to be performed in permissible to exceed the time by 3 months.
accordance to the Master Servicing Manual, chapter 05.
Periodical Inspection (05--24--00)
Checks and Scheduled Inspections
The Periodical Inspection is to be performed every 800 Fh or 3 Years.
The Scheduled Checks and Inspections (05--11--00) have to be It is permissible to exceed the time by 80 Fh or by 3 months.
performed after a certain amount of operating hours and / or a certain
calendar time. There are different levels of inspections existing; the
Supplementary Inspections according to Flight
lower level inspection is included in the higher level inspection.
Hours and / or Calendar Time (05--25--00)
Intermediate Inspection (05--22--00) The Supplementary Inspections according to flight hour and / or
calendar time are to be performed according to a table in addition to
The Intermediate Inspection is to be performed every 400 Fh. It is the other scheduled inspections. It is permissible to exceed the
permissible to exceed the time by 40 Fh. respective interval by 10 %.

 NOTE Exceedances of the time limits are admissible as

long as they do not exceed the additionally given
limits. In case that time limits are exceeded, the
exceedance times must not be added to the
intervals of the next due inspection.

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Scheduled Inspections

05--22--00 Intermediate Inspection 400 Fh

05--23--00 12--Month Inspection

05--24--00 Periodical Inspection 800 Fh / 36 month

05--25--00 Supplementary Inspections according to Flight Hours and / or Calendar Time

000720
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Conditional Inspections

Special Inspections after Operational Incidents Special Inspection after Operation under Special
(05--51--00) Environmental Conditions (05--54--00)
Special Inspections after Operational Incidents will ensure or can The Inspections after Operation under Special Environmental
reestablish the airworthiness of the aircraft and have to be performed Conditions can be found in the Corrosion and Erosion Control Guide
immediately after an operational incident. Under this chapter several (CECG). Advice for additional--preventive maintenance actions are
operational incidents and their maintenance actions are specified, e.g. given to protect the aircraft if it is operated under special environmental
hard landing. There is no allowed exceeding time for these conditions. e.g. salty atmosphere.
inspections.
Special Inspections (05--55--00)
 NOTE The general overhaul or repair of the mentioned
parts has to be performed at AHD or an authorized This subject contains special inspections / checks to ensure that the
service representative. Exceeding of limits has to helicopter and its subsystems are in a configuration that are used for
be noted in the components historical record. special operations. Do this special inspection / check together with the
12--Month Inspection.
Special Inspections after Maintenance Activities
 NOTE Additional checks or inspections may be
(05--52--00) necessary i.a.w. national regulations.
The Special Inspections after Maintenance Activity contain inspection
requirements, which are to be performed additionally to the other
scheduled inspections after special maintenance activity e.g blade
change. They have their own time interval which can be exceeded
by 10 %.

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Training Manual CAT B2
General Information

Conditional Inspections

(05--51--00) Special Inspections after Operational Incidents

(05--52--00) Special Inspections after Maintenance Activities

(05--54--00) Special Inspection after Operation under Special Environmental Conditions

(05--55--00) Special Inspections/Checks for Operation under XXX Conditions

002636
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General Information

Description of Scheduled Measures

General Ground Check Run and Functional Check Flight

Further scheduled measures are necessary to keep the helicopter (05--60--00)
airworthy. These measures are concerning components and parts The section contains the procedure to perform the Ground Runs and
which have to be lubricated, overhauled and / or stored. Functional Check Flights in order to verifiy and assure the function of
the aircraft. Different procedures, tailored to follow the respective
Oil Change / Lubrication Intervals (05--13--00) maintenance action e.g. engine change are stated within this chapter.

The oil change and lubrication schedule has to be obtained in order to

keep the helicopter airworthy. The intervals are listed with their Vendor Components
individual due time and allowed exceeding time. Vendor components have to be inspected in accordance to the
applicable vendor documentation. Refer to the List of Applicable
Storage Limits (05--14--00) Publications (LOAP) part 3.

The storage period of a unit or part is limited, e.g. at the end of the  NOTE It is the operators responsibility to assure the
storage period the unit or part must be preserved or the preservation revision status of the vendor documentation; as
must be renewed. If a storage time limit is applicable it is listed with their reverence the LOAP can be consulted.
individual due time and allowed exceeding time.

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Training Manual CAT B2
General Information

Scheduled Measures

05--13--00 Oil Change / Lubrication Intervals

05--14--00 Storage Limits

05--60--00 Ground Check Run and Functional Check Flight

Vendor Component Documentation

000722
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General Information

Types of Inspections (MSM Chapter 05)

Visual Inspection Functional Tests

Visual inspection is performed to give information about the external Functional tests check the correct operation of units, systems and
condition of a system (excessive leakage, deformation, damaged or subsystems, e.g an engine ground run or tests of units on the test
missing parts). It is performed without removing any part of a system. bench.
The systems to be inspected (hydraulic system, oil cooling system,
engines etc.) are accessible through several panels and doors.
Inspection for Cracks
Inspections for cracks are performed in order to detect material defects
Condition Inspection
due to fatigue or overstress at an early stage. There are three different
The condition inspection is an extended visual inspection. As procedures:
supplementary steps, parts or especially specified units and
-- visual inspection with the bare eye or with the aid of a
components must be inspected for corrosion, damage, wear, secure
magnifying glass
installation etc. For most inspection steps special equipment is needed
(measuring instruments, magnifying glass, etc.). Removal of parts -- dye penetrant crack inspection
may be necessary. -- magnetic particle crack inspection.

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General Information

INTENTIONALLY LEFT BLANK

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Integrated Modular Avionics IMA, (HELIONIX®)

General Multi-- Function Display (MFD)

The helicopter BK117 D--3 is equipped with an Integrated Modular Three LCD multi--function displays with integrated processing
Avionics system IMA, (Helionix®). modules are installed in the instrument panel. They receive signals via:
-- the navigation systems installed, to process and to display
 NOTE The commercial name Helionix® is used in place of them
IMA throughout this training manual to avoid -- the aircraft management computer for vehicle monitoring
confusion. purposes and display this information in various formats.
Helionix® is a flexible system using platforms to integrate multiple Integrated Electronic Standby Instrument (IESI)
functions and applications. The system provides the following main
The stand--alone instrument IESI senses, by integrated sensors,
capabilities:
inertial and air data. It is a back--up instrument in case of the main flight
-- flight management and control monitoring instruments fail. It also acts as an additional sensor for the
-- navigation management Helionix® and is responsible for the Backup SAS System.
-- vehicle and engine management Engine Control Panel (ECP)
-- mission management.
The engine control panel controls the engine state providing start and
In the cockpit on the instrument panel the following components are ventilation switches as well as FADEC back--up and training switches.
installed:
Magnetic Standby Compass
-- warning unit
-- multi--function display (MFD) (part of HELIONIX®) The magnetic standby compass is installed on the center beam of the
cabin frame above the instrument panel, next to it a deviation table
-- integrated electronic standby instrument (IESI)
card with the deviation to the magnetic north is fixed.
-- engine control panel (ECP)
-- magnetic standby compass.

Warning Unit
The warning unit centrally monitors several systems and provides
visual indications of system malfunctions.

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Training Manual CAT B2
IMA, (Helionix®)

Instrument Panel

Compass
Warning Unit MFD 4
IESI

MFD 1 MFD 2
Co--pilot Side Pilot Side

LH Section Center Section ECP RH Section

003107
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Training Manual CAT B2
IMA, (Helionix®)

Overview and Locations

The system platforms of Helionix® are: Aircraft Management Computers (AMC)
-- three Multi--Function Displays (MFD) The AMCs are installed in the lower avionics compartment and
-- two duplex Aircraft Management Computers (AMC). comprises of mainly two, physically separated acquisition and
processing modules, and an aural alert generator.
Furthermore the following Line Replaceable Units (LRU) are
interacting with the integrated modular avionics system: Various analog and digital inputs are processed, transferred to the
MFDs and stored; built--in tests monitor the system and external
-- Remote Media Device (RMD)
equipment and wiring.
-- Multi--Control Panel (MCP)
The system architecture is based on software partitions for different
-- Integrated Electronic Standby Instrument (IESI)
applications e.g. vehicle and engine management, automatic flight
-- three Attitude and Heading Reference Systems (AHRS) control system.
-- two Air Data Computers (ADC)
-- two magnetometers
-- memory module.

Multi--Function Displays (MFD)

The multi--function displays, installed in the instrument panel, are LCD
displays with integrated processing modules.
They receive signals via the navigation systems installed on the
helicopter to process and to indicate them.
Via the AMCs, vehicle monitoring information is routed towards the
MFDs and displayed in order to inform the crew about the status of the
helicopter’s main systems.
Additionally, the MFD can be connected to different mission equipment
e.g. FLIR, and present its information.

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Training Manual CAT B2
IMA, (Helionix®)

Overview of all HELIONIX® Components / Locations (1)

MFD 1
MFD 4
MFD 2

AMC 2
AMC 1

003605
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Training Manual CAT B2
IMA, (Helionix®)

Remote Media Device (RMD) Attitude and Heading Reference System (AHRS)
The RMD, installed in the aft section of the center console, interfaces The AHRS is a glass fiber optic aided heading reference system. It
between AMC, MFD and ground--means via Ethernet. It allows data measures the flight attitude, turning-- and acceleration rates of the
transfer via the wACS (Wireless Airborne Communication System), helicopter and forwards the data to the AMCs. Three AHRS are
e.g. uploading of software or downloading flight data. installed in the forward avionics bay below the cabin floor.

Multi-- Control Panel (MCP) Air Data Computer (ADC)

The MCP, installed in the front section of the center console, is divided The Air Data Computer measures barometric data. These are
into three sections. transmitted digitally directly to the AMCs. The ADC 1 is located in the
The left upper section is related to Helionix®; via a rotary switch the left hand side channel, the ADC2 is installed in the RH side channel
co--pilot MFD1 indication format can be selected. With the help of the of the helicopter.
push button below an inflight event can be marked on the flight data. Magnetometer
The right section is used for the directional gyro control.
The direction of the earth’s magnetic field is measured by the
Integrated Electronic Standby Instrument (IESI) magnetometer. This data is sent to the inertial unit of the AHRS for
The stand--alone instrument IESI senses, by integrated sensors, calculation of the actual heading. Two magnetometers are installed in
inertial and air data. These are used to compute and display attitude, the center of the tail boom.
altitude and airspeed of the helicopter. Additionally a back--up SAS Memory Module
software is embedded. The IESI is located in between the co--pilot’s
MFD and the center MFD on the instrument panel. On the memory module the helicopter I/D information is stored. The
memory module is installed in the right keel beam inside the forward
avionics compartment and is connected to AMC 2.

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Training Manual CAT B2
IMA, (Helionix®)

Overview of all HELIONIX® Components / Locations (2)

IESI

Magnetometer

MCP

ADC 2

RMD

ADC 1 Memory Module

AHRS 2
AHRS 3 AHRS 1

003606
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Training Manual CAT B2
IMA, (Helionix®)

Helionix® System Architecture / Signal Definitions

Analog Signal ARINC 429
The most common signals used in aircrafts are analog DC or AC. The ARINC 429 is a standard definition how avionics equipment
Sensors like oil pressure sensor have a DC voltage output, whereas should communicate with each other. It is a unidirectional serial bus
a speed pickup (e.g. rotor RPM) has a frequency proportional to the and has 1 transmitter and up to 20 receivers. The transfer rate is 12.5
rpm. LVDTs operate with a 2 kHz fixed frequency. kbit or 100 kbit per second (low or high speed). The 32 bit word is
separated in different data fields called LABEL, SDI (Source
Discrete Signal Destination Identifier) Data Field, SSM (Sign Status Matrix), Parity Bit.
Discrete signals are analogue signals which have a defined value e.g.
ARINC 708
5 V means “ON”. Below a certain value, the voltage is interpreted as
“OFF”. The voltage threshold depends on the equipment. This protocol is specific to airborne weather radar systems it is based
upon a simple derivative of MIL--STD--1553 technology. The bus uses
RS 422 Signal 2 wires, is simplex, Manchester encoded and runs at a one megabit
RS--422 is a technical standard that specifies electrical characteristics data rate. The data words are 1600 bits long composed of one, 64--bit
of a digital signaling circuit. This differential signal can transmit data at status word and 512, 3--bit data words.
rates as high as 10 million bits per second, a typical transfer rate is at
ARINC 717
2.5 MB/s. It is a unidirectional serial bus and has 1 transmitter and up
to 10 receivers. The ARINC 717 is a standard format for data parameters recorded by
digital flight data recorder and flight data recorder required by the FAA
Ethernet and ICAO.
Ethernet is a protocol which was developed for local area networks
(LAN). It has been modified and improved over the last 30 years.
Typically data transfer rates are 10 to 100 megabit per second. A
stream of data is divided into shorter pieces, called frames, which
contain source and destination addresses, including error checking.
Any transmitted information is received by all destinations, but is
ignored unless the receivers address is valid. A new standard
10BASE--T allows full duplex standard, using switches to eliminate
communication collisions.

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Training Manual CAT B2
IMA, (Helionix®)

System Architecture Schematic

HELIONIX system
Mission sensors
(FLIR, WXR, )
Xcheck

Radionav / MFD 1 MFD 2 and 4

radiocom
sensors IESI
Video, A429, A708, RS422 MFD
MFD
A429
External FMS
A429
Video
DMAU
MCP
RMD
ACS discretes AHRS CP
System network

WiFi CM
Ethernet network

A429
CVFDR
A429 AHRS 1 analog
MAG 1
Vehicle and A717
engine sensors
A429, analog AMC AMC
1 and 2 A429 AHRS 2 analog
MAG 2
ADC 1
Pitot, Static, OAT
A429 AHRS 3
A429, discretes, analog
Pitot, Static, OAT ADC 2

W/U Memory Module

AFCS actuators
AFCS actuators

003607
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Training Manual CAT B2
IMA, (Helionix®)

Helionix® IMA Electrical Power Supply

Wire routing is, wherever possible separated in order to avoid multiple
system failures caused by electrical problems. This means power
supply and signal wires of system 1 (1M) are routed on the left hand
side and wires for system 2 (2M) are routed on the right hand side.

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Training Manual CAT B2
IMA, (Helionix®)

Power Supply Schematic

AMC 1 AMC 2
MFD 1 MFD 4 MFD 2
Copilot Warning Unit Center Pilot
Lane B Lane A Lane B Lane A
1M 2M 1M 2M
1M 2M 1M 2M

ADC 1 AHRS 1 AHRS 3 AHRS 2 ADC 2 wACS

1M 2M 1M 2M
1M 2M

1M 2M 1M 2M 1M 2M 1M 2M 2M

AMC Busbar 1 AMC Busbar 2

AMC AMC
BUS1 BUS2
SHED 1 BUS ESS 1 Busbar ESS 2 Busbar SHED 2 BUS

003608
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Training Manual CAT B2
IMA, (Helionix®)

Multi--Function Display (MFD) Introduction

Three MFDs are installed in the instrument panel. MFD1 is installed in The MFDs are passively cooled, so there are no fans for cooling.
front of the copilot’s seat, MFD2 is installed in front of the pilot’s seat, Symbol generator processor 1, also called SnowRunner1 (SR1),
and MFD4 is installed between MFD1 and MFD2. processes all the incoming data from external interfaces (excluding
videos), controls the display functions and generates display
The MFD integrates two hardware sections.
symbology files like:
One hardware section is the LCD assembly. It includes a:
-- flight management and control
-- control and connection card, carrying all interfaces, except
the Ethernet connection -- navigation management
-- backlight module which controls the brightness of the LCD -- vehicle and engine management.
in the different modes The basic software application is hosted on both processing units and
-- LCD display their partitions, they are common for all types of helicopters. In order
-- low information zone to adapt the SW to specific helicopter types and configurations, SW
configuration files have to be implemented.
-- front panel with the power switch a keyboard and a rotary
push knob. Both parts of the processor unit are capable of running different
This assembly allows the mounting of the processor unit. software applications in different levels at the same time.
Symbol generator processor 2, also called SnowRunner2 (SR2)
The second section is the processor unit, including all requirements to
interface with the helicopter, mass memory storage and the Ethernet processes, controls and displays all additional special functionalities
connector. This section runs all application software and generates the such as
images to be displayed. -- digital map
The processor unit integrates a display board with two CPUs and two -- miscellaneous
symbol generators. -- helicopter terrain avoidance warning system
-- electronic flight bag.

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IMA, (Helionix®)

MFD Exploded View

Main Display Board

Processor Module 1 / 2

Cooling Assembly

LCD Assembly

002008
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Training Manual CAT B2
IMA, (Helionix®)

MFD Display Management

Each MFD can be controlled by using the display management keys
on the front panel:
-- one ON / OFF key with a green light
-- six master select keys (MSK) selecting the main mode
-- one contrast key (CTRS) controls the overlay contrast
-- twelve line select keys (6 LSK_L and 6 LSK_R) tailor the
selected display configuration
-- one brightness key (BRT) adjusts the brightness of the
video overlays
-- double rotary push button assembly (outer knob, rotary
only, inner knob, rotary / push--button)
-- six bottom select keys (BSK) configure the display within
the main modes
-- one luminosity key (LUM) adjusts the overall display
brightness.

 NOTE Not all keys are active within the different

selectable modes. As soon as a key becomes
active, the label is visible and the actual function is
indicated.

 NOTE The double rotary knob and push button can be

used to navigate on the MFD screens and to
modify parameters.

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Training Manual CAT B2
IMA, (Helionix®)

Multi--Function Panel with all Buttons

Master Select Keys (MSK)

Green Light +
C
T
Contrast Rocker
R
(overlay contrast)
ON / OFF Switch
S
--

Line Select Keys (LSK_R)

Line Select Keys (LSK_L)

+ +
Luminosity Rocker L
U
B
R

(overall display brightness) M

--
T
--
Brightness Rocker
(for DMAP / WXR / EFB)
Rotary Push
Button Assembly
Bottom Select Keys (BSK)

000761
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Training Manual CAT B2
IMA, (Helionix®)

MFD Main Formats

The instrument panel has 3 MFDs installed. They are interchangeable  NOTE After an MFD was switched off or failed, wait at
and have keys and knobs integrated to control the indication. least 10 s before restart.
The following indicated formats are available:
 NOTE During dual pilot IFR flights the FND mode must be
-- Flight and Navigation Display (FND) selected. The format of the center display is freely
-- Navigation Display, Weather Radar and DMAP (NAVD) selectable by using the respective key.
-- Vehicle Management System (VMS)
-- Digital Map Display (DMAP) (optional)
-- Miscellaneous Display (MISC)
-- Synthetic Vision System (SVS) (optional)
-- Airborne Collision Avoidance System (ACAS) (optional)
-- Helicopter Terrain Awareness and Warning System
(HTAWS) (optional).
The MFD format labels are displayed below the main select keys.

 NOTE The display at the pilot’s side is fixed to the FND

format only. No labels for selection of other
formats are displayed.

The display at the co--pilot’s side depends on the selection on the

multi--control panel (MCP). If the rotory switch is in normal position, the
format is freely selectable by using the respective key. The format is
forced to the respective indication by rotating the selector knob to FND,
VMS or OFF.

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Training Manual CAT B2
IMA, (Helionix®)

MFD Main Formats

Master Select Keys

FND

NAVD

VMS

DMAP

MISC

003148
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Training Manual CAT B2
IMA, (Helionix®)

Flight and Navigation Display (FND) Format

The flight and navigation display presents all primary flight information.
It displays amongst others:
-- airspeed
-- attitude
-- barometric altitude
-- vertical speed
-- radio height data
-- HSI including navigation aids
-- AFCS data
-- Vehicle data, e.g. First Limit Indicator referenced to
collective pitch scale, NR/N2 and synthesized fuel
-- master list.

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Training Manual CAT B2
IMA, (Helionix®)

FND Display (Pilot)

+
Clock / Chronometer
C

NR/N2 Indicator
T
R
S
AFCS Strip
--

Attitude Indicator

First Limit Indicator Vertical Speed Indicator

Barometric Altitude
Airspeed Indicator
Indicator
Radar Altimeter Indicator

Stick Position Indicator Decision Altitude /

Barometric Pressure /
Decision Height
Heading Indicator
Mast Moment Indicator (HSI, SCT or HOV)

ACAS Information

Fuel Quantity Indication

Master List
+ +
OAT Indication
Navigation Information L
U
B
R
M T
-- --

000763
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Training Manual CAT B2
IMA, (Helionix®)

Navigation Display (NAVD) Format

The NAVD format displays detailed navigation information.
The navigation information is shown on the compass rose or segment
and in the top line of the NAVD display.
Additional information can be displayed in the lower third of the display
after pressing the DATA key.
In addition, HTAWS, ACAS (if installed) can be displayed. A weather
radar image (if installed) can be displayed as overlay.

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Training Manual CAT B2
IMA, (Helionix®)

NAVD Display (with WXR and ACAS)

Selected Navigation Sources Ground Speed /

+
C
T
R
True Air Speed
Track Indicator S
--
Wind Indicator

Weather Radar Indication

Range (permanently selected)

Single Bearing Source

Compass Rose
ACAS Traffic Intruder

Double Bearing Source

Off--route Waypoints Selection

DATA Selection
ACAS Indication
Available Navigation Sources
+ +
L B
U
M
R
T Range Knob
Sector / Rose Selection and -- --

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Training Manual CAT B2
IMA, (Helionix®)

VMS Display

Information Area:
Bleed Valve /
Engine State +
C
T
R
S
--

System Page Engine Indications:

Selection Torque, TOT, N1
incl. Limits

Reconfiguration
Page Selection Engines: Oil Pressure,
Hydraulic System Oil Temperature
Pressure Main Gearbox:
Oil Pressure,
Oil Temperature
Fuel Indication
Electrical System
Indication
Data Page
(time zone, weight,
hook, hoist) NR/N2 Indicator

PIT: 12 PIT: 12 PIT: 12
ROLL: 15 ROLL:15 ROLL: 15

Sensors
AIR1 IESI AIR2
Hp: 1013 Hp: 1013 Hp: 1013
IAS: 16 IAS: 16 IAS: 16

HDG1 HDG2
MAG: 220 MAG: 220

Manual Reconfiguration
RA R
100 C
N
F

+ +
L B
U CLOSE HDG AIR RST R
M G
-- --

000768
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Training Manual CAT B2
IMA, (Helionix®)

Digital Map (DMAP) Format

The DMAP function provides 2--D plan view display including base
map (raster, ground vector, terrain), aeronautical and tactical overlays
in order to increase situational awareness. In addition, the DMAP
provides Vertical Situation Display (VSD).

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Training Manual CAT B2
IMA, (Helionix®)

DMAP Format

+
C
T
R
S
--

+ +
L B
U R
M T
-- --

002856
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Miscellaneous (MISC) Format

The MISC format displays (optional) external video inputs.

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Training Manual CAT B2
IMA, (Helionix®)

MISC Format

+
C
FND NAVD VMS EFB T
R
S
--

External Video

+ +
L B
U R
M T
-- --

002737
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Synthetic Vision System

The Synthetic Vision System (SVS) provides a 3--D view of the
helicopter external environment on the FND. The SVS is an intuitive
tool for pilots to enhance the situational awareness in VFR and IFR.
The SVS displays a coarse 3--D view of the surrounding topography
and natural features (lakes, rivers, seas) based on the terrain
database, the aircraft position, altitude and attitude. It is always
aligned with the helicopter heading. The image is displayed as an
underlay of the Flight and Navigation Display (FND) format from the
pilot perspective.
The SVS is fully integrated into the helicopter avionic system. It shares
a common database with the optional Helicopter Terrain Awareness
and Warning System (HTAWS).

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Synthetic Vision

+
C
T
R
S
--

+ +
L B
U R
M T
-- --

002038
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Training Manual CAT B2
IMA, (Helionix®)

Display Configuration MFD Default Configuration

After power up the MFD automatically shows the default configuration,
which is
-- FND on the left screen (1.21)
-- VMS on the center screen (1.24)
-- FND on the right screen (1.22).
Automatically reconfiguration in the event of a MFD failure is shown in
the following illustrations. +
C
T
+
C
T
+
C
T
R
S R
S R
S
NAVD VMS DMAP MISC CLOCK -- FND NAVD DMAP MISC CLOCK -- CLOCK --

If MFD1 fails, the FND page on MFD2 can not be deselected.

If MFD2 or MFD4 fails, any page can be selected on any MFD.

FND VMS FND

+
L +
B +
L +
B +
L +
B
U
M R
T U
M R
T U
M R
T
-- -- -- -- -- --

1.21 1.24 1.22

000773
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Different Configuration Status

NAVD VMS DMAP MISC CLOCK NAVD VMS DMAP MISC CLOCK

FND FND

NAVD VMS DMAP MISC CLOCK NAVD VMS DMAP MISC CLOCK
CLOCK

FND FND

FND NAVD DMAP MISC CLOCK CLOCK

Last
Selected FND
Mode

000774
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Display Management and Automatic

Reconfiguration
The pilot must always select the FND page i.a.w. FLM Limitations.

Scenario 1
In case of MFD2 or MFD4 failure and no FND page is selected, a
reminder message USE FND appears after 25 seconds.

Scenario 2
In case of MFD2 or MFD4 failure and no FND page is selected AND
the autopilot NAV mode is coupled, an automatic reselection of the
FND page takes place after 30 seconds.

Scenario 3
In case of MFD2 or MFD4 failure and no FND page is selected AND
the autopilot approach mode is coupled, an automatic reselection of
the FND page takes place after 10 seconds.

Scenario 4
In case of MFD2 or MFD4 failure and no FND page is selected AND
a WARNING occurs, the FND page will be automatically reselected to
indicate the warning.

 NOTE The scenario on the following page shows always

MFD2 while MFD4 is failed.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Display Management and Automatic Reconfiguration

Timer 25 s USE FND

Scenario 1

Scenario 2 Timer 30 s

Scenario 3 Timer 10 s

Scenario 4 Warning

BAT OVERHEAT

003133
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Training Manual CAT B2
IMA, (Helionix®)

Aircraft Management Computer (AMC)

The central part of the Helionix® are two identical aircraft management Furthermore, an aural alert generator is part of the AMC. It manages
computers (AMC). The AMCs are installed in the lower avionics audios like voices and tones.
compartment. Each AMC integrates two independent acquisition and
The basic software is application hosted on both processing units and
processing units, physically separated in a frame housing. In between
their partitions, they are common for all types of helicopter. In order to
the two units an airflow, established by two blower fans inside the main
adapt the SW to specific helicopter types and configurations, a primary
chassis, ensures the cooling of the system.
configuration file (PCF) has to be implemented.
Via a common front panel with connectors the AMC is linked to the
helicopter. Two separate power supplies are provided.
Each processing channel includes independent applications defined
as partitions.
The definition of partitions is done so that each partition in the AMC can
provide its functionality regardless of the existence and status of other
partitions in the AMC, thus provides robust behaviour in the case of
failure of a given partition.
On each AMC processing unit (channel) there are partitions (software
applications) running for
-- AMC state & modes management and configuration
-- VMS and UMS signal acquisition and computation
-- VMS and UMS signal acquisition and alerting function
-- Flight Data Recording management, mass memory
-- automatic flight control system processing
-- ground maintenance management.

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Training Manual CAT B2
IMA, (Helionix®)

AMC Exploded

I/O Module A I/O Module B

(AMC Channel A) Main Chassis (AMC Channel B) Side Cover

Blower Fans

Side Cover Mechanical separation and Firewall Front Panel Assembly

for AMC Channels segregation

002011
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Training Manual CAT B2
IMA, (Helionix®)

Multi--Control Panel (MCP)

The multi--control panel is installed in the forward section of the center EVENT MARKER
console. The MCP provides control for the following three functions:
Just below the rotary switch there is a push button labeled EVENT
-- MFD copilot MARKER. This function allows the flight crews to time stamp an inflight
-- Event marker event in the UMS / CVFDR via the AMC2.
-- DG: free / slaved. DG: FREE / SLAVED
MFD COPILOT The right section is used to control the directional gyro systems. The
The rotary knob controls the behavior of MFD1 on the co--pilot side. It AHRS free steering mode shall be used when operating to and from
allows the pilot to switch MFD1 off or force it to specific display formats. an area with an abnormal or disturbed magnetic field (e.g. large
metallic platforms or structures).
-- in NORM position the MFD1 is in standard configuration.
The display can be freely selected by using the Master With the DG push buttons it is possible to toggle between DG (FREE)
Select Keys (MSK) on the MFD. and SLAVED mode. In the free steering mode, indicated by an amber
DG on all MFDs, the HDG L/R switches can be used to correct the
-- in VMS position the MFD1 switches to the vehicle
aircraft heading indication. The switches have three positions and are
management display. MFD1 is slaved to the VMS format.
spring loaded to center.
-- in FND position the MFD1 switches to the flight and
navigation display. MFD1 is slaved to the FND format. The DG push buttons and the HDG controls are directly interfaced to
AHRS1 and 2.
-- in OFF position the MFD1 is switched off.
 NOTE To avoid discrepancy indications and automatic
 NOTE After the MFD was switched to OFF, wait at least
deselection of heading source, HDG1 and HDG2
10 s before restarting the MFD.
must be set to the same value within one minute.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Multi--Control Panel

Push Button
DG: FREE / SLAVED 1
Rotary Knob
MFD COPILOT
Push Button
DG: FREE / SLAVED 2

Push Button Switch HDG1

EVENT MARKER
Switch HDG2

002017
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Data Bus System Schematic

Computer
or additional Quadrax Ethernet
Ethernet Switch
RJ 45

MFD 1.21 MFD 1.24 MFD 1.22

DMAU Mission Mission Mission
(SR2) (SR2) (SR2)

Flight Flight Flight

(SR1) (SR1) (SR1)

wACS ACS
CM
Ethernet
RMD Switch
AMC 1.11 AMC 1.12

CH 1 CH 1
PC via Front
Face Interface
CH 2 CH 2

003609
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Training Manual CAT B2
IMA, (Helionix®)

Wireless Airborne Communication System (wACS)

General Components
wACS interacts with the Helionix® system for data loading purposes The wACS in the helicopter consists of the following components:
and with helicopter ground segment for data transfer (connectivity
-- Airborne Com Server (ACS)
through Wi--Fi or Cellular, portable devices).
-- Connectivity Module (CM)
For data loading aspects (upload/download), wACS functions
-- Remote Media Device (RMD)
introduces connectivity capabilities to cover the following operational
functions: -- 2 external cellular antennas
-- 2 external Wi--Fi antennas
-- On ground Cellular & Wi--Fi gatelink:
-- 1 internal Wi--Fi antenna
-- Export of flight and maintenance data to ground
server -- Wireless Connectivity Inhibition Switch.
-- Import of configuration data from ground server Airborne Com Server
-- On ground Wi--Fi Access Point (WAP) for crew or The Airborne Communication Server (ACS) is the central computer of
maintenance operator the system. It embeds an internal mass memory to store the flight data
-- Export of flight and maintenance data to tablet (UMS/VMS, HMS, maintenance, FDCR), an Ethernet switch and an
-- Import of configuration data from tablet internal battery.
-- In flight (Wi--Fi Access Point (WAP) only): Connectivity Module
-- Crew tablet feeding of avionics parameters The Connectivity Module (CM) embeds and manages the wireless
communication means. It includes 2 cellular transceivers, 1 Wi--Fi
 NOTE Operational limitations gatelink and 1 Wi--Fi Access Point (WAP) which allows tablets and
Cellular and Wi--Fi gatelink are deactivated: other connected devices to connect to the wACS.
-- in operational mode in flight
-- in maintenance mode. Remote Media Device
The Remote Media Device (RMD) manages a SD card for back up
purpose.

Antennas
Wi--Fi and cellular antenna, installed on aircraft airframe, are also part
of the system.

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Training Manual CAT B2
IMA, (Helionix®)

wACS Block Diagram MFD 1 MFD 4 MFD 2

DMAU

AMC2
AMC1
ACS

RMD Int. Wi--Fi

wACS Gatelink
CM

SD Card Ext. Wi--Fi Ext. Cellular

Gatelink Gatelink

Cellular Network

WLAN Router
Internet
Ground Communication

003191
Server Software

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Training Manual CAT B2
IMA, (Helionix®)

Airborne Communication Server (ACS) Remote Media Device (RMD)

The ACS is located underneath the cabin floor in the lower avionic The RMD is located in the center console.
compartment.
Main functions:
Main functions:
-- Management of the SD card type removable mass memory
-- Data files downloading and transmission to wireless (slot for a SDXC--I SD card)
module -- Copy of all flight data and system logs to an accessible
-- Uploading (configuration files) remote media device installed in cockpit for back--up
-- Data storage and repository management (64GB SSD purpose
internal storage) -- Provide an alternate interface for data upload.
-- Back--up system time management (small internal battery)
-- Ethernet switching (16 port Ethernet switch)
-- Management of wACS other peripherals (CM, RMD)
-- Two processing units
-- Security functions.

Connectivity Module (CM)

The CM is located underneath the cabin floor in the lower avionic
compartment.
Main functions:
-- Wireless transfer management for connectivity function
-- Single processing unit
-- Wi--Fi access point radio module
-- Wi--Fi bridge radio module
-- 2 cellular (3G/LTE) transceiver modules in order to achieve
a global coverage
-- 4 SIM card slots.

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Training Manual CAT B2
IMA, (Helionix®)

wACS Instalations

Remote Media Device (RMD)

Connectivity Module (CM)

Airborne Com Server (ACS)

003190
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Training Manual CAT B2
IMA, (Helionix®)

Wireless Connectivity Inhibition Switch

In order to allow the pilot to manually deactivate wACS wireless
transmission and reception, the Conectivity Module is connected to a
toggle switch located on the Overhead Panel.

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Wi--Fi Antenna

Cellular Antenna

Interior Wi--Fi WAP

Antenna

Wi--Fi Antenna

Cellular Antenna

003104
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Training Manual CAT B2
IMA, (Helionix®)

Alerting System

General
The alerting system informs the crew about failure or abnormal
configuration of aircraft systems, exceedance of operational
limitations or exposure to external hazards or threats.
Alerts are categorized as Warning, Caution, Advisory Alert or
Information Message and indicated on the
-- master list on FND
-- warning unit.
Audio tones and voice messages are generated in the AMCs and sent
to the intercom system.

 NOTE All Warnings are duplicated on the warning unit.

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Training Manual CAT B2
IMA, (Helionix®)

Alerting System

+
C
T
R
S
--

Warning Unit

+ +
L B
U R
M T
-- --

FND
Master List

002185
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Acknowledgement Function Recall Function

Alerts (audible / visual) can be acknowledged by using the ACK button The ACK button on each FND used for acknowledgement can be used
either on the FND or the RESET button on the cyclic stick. If an aural for the recall of older messages. When there is no message to
alert is audible the first action at one of the buttons will either: acknowledge in the master list, a longer press (>2 s) will recall the last
set of messages previously acknowledged or that message, which
-- cancel the audio (i.e. MGB overlimit)
disappeared before acknowledgement. When the key is released, the
-- causes reduction of the audio to a default level (i.e. NR master list is displayed again in its default state. This function allows
min). the crew to check a message that would have disappeared before
The second action at one of the buttons acknowledges the alert. It slips having time to read it or to check what the last messages were.
then into its position according type and priority, the blinking frame and
the reversed video are canceled, i.e. the alert appears in the respective Master List Monitoring Function
color. In case of data input failure to the MFDs and / or VMS failure the
messages VMS/UMS DEGRADE or VMS/UMS FAIL will be displayed
 NOTE If more than one alert appears at the same time, and the master list is framed and crossed amber.
acknowledgment is done for all new alerts.

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Training Manual CAT B2
IMA, (Helionix®)

Master List Alerting Principle (2)

MGB LOW PRESS

MFD OVERHEAT

+
C
T
R
S
--

Master List

VMS/UMS DEGRADE
Reset Button

+ +
L B
U R
M T
-- --

FND
ACK Button VMS/UMS FAIL
Master List Recall Function Cyclic Stick

Master List Degraded

000783
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Training Manual CAT B2
IMA, (Helionix®)

Warning Unit
1 2 3 4 5 6 5 4 3 2 1

EXT EMER LOW ENG 1 ROTOR ENG 2 LOW EMER EXT

OFF FUEL 1 FAIL RPM FAIL FUEL 2 OFF
BOT 1 SW 1 SW 2 BOT 1
BOT 2 BAT MGB CARGO BOT 2
ACTIVE AP
OVHT OIL P SMOKE ACTIVE

Warning Unit
7 8 12 11 10 9 8 7

+
C
T
R
S
--

Reset Button

+ +
L B
U R
M T
-- --

ACK Button
FND

Cyclic Stick

002013
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Training Manual CAT B2
IMA, (Helionix®)

Helionix® Tests

General LAMP TEST

The integrated modular avionics system tests are divided into four The lamp test is initiated manually (IBIT) by using the LAMP test switch
testphases: on the overhead panel; switch it to LAMP and hold against the spring
load, verify that:
-- power--up test
-- lamp test -- all warning lights on the warning unit illuminate
-- start--up test -- a voice message “audio test” is generated
-- pre--flight test. -- the training switch illuminates on the engine control panel
-- the autopilot control panel shows all lights
Power--Up Test -- the EXIT lights illuminate
The power--up test starts automatically (PBIT), as soon as electricity -- the indicator switch assemblies on the instrument panel
is supplied to the helicopter electrical system and after the AMCs and illuminate (only with avionic master switches to on).
MFDs are initialized.
then release the switch to OFF position.
The test comprises of system tests (VMS, IBF, AHRS, AMC, MFD,
Failures will be indicated by system related failure messages. The
ADC) testing for continuity, logic states and proper function.
lamp test includes a battery temperature sensor, fuel sensor and an
During the test the information message PWR--UP TST indicates that audio test.
the test is running. If the test is passed successfully the information
message PWR--UP TST OK illuminates. If the test phase has ended  NOTE The warning lights FIRE are not included into this
with a failure, dedicated status messages are displayed in the master test, they are tested during the fire protection
list. system tests.

 NOTE During the Power--Up Test the ground/flight sensor

circuit is tested. It is required to latch the
collective lever for full functionality.

 NOTE After switching BAT MSTR SW to OFF, wait at least

30 s before switching BAT MSTR SW back to ON.

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Training Manual CAT B2
IMA, (Helionix®)

Helionix® Tests

+ +
C C
T T
R R
S S
-- --

+ + + +
L B L B
U R U R
M T M T
-- -- -- --

000786
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Training Manual CAT B2
IMA, (Helionix®)

Start--Up Test Pre-- Flight Test

The Start--up test is automatically (PBIT) initiated as soon as one The pre--flight test is manually (IBIT) initiated by the crew when both
engine is started and it ends when the second engine is in idle. engines are running. Avionic master switches must be set to ON before
starting the test.
During the test, VMS related systems are checked for status,
continuity, missing signals and logic cautions and advisories. For the pre--flight test the collective lever has to be unlatched and fully
down. By using the P--FLT test switch on the overhead panel and
The test process is monitored. During the test, the information
message START--UP TST indicates that the test is running. If the test holding it against the spring load the test starts.
is passed successfully, the information message START--UP TST OK The pre--flight test contains tests of
appears on the FND master list.
-- the radar altimeter
Illuminated cautions and / or advisories indicate detected failures -- the autopilot system
during the test.
-- the avionic / navigation interfaces.
When the next test phase is initiated, any failure messages from the The test process is monitored. During the test, the information
previous test phase will be deleted from the master list, but can be
message P--FLT TST indicates that the test is running. If the test is
viewed anytime on the Clearance Test page (CT) page (located on the
passed successfully the information message P--FLT TST OK appears
VMS / SYSTEM page). To remind the crew that a test phase ended
on the FND master list.
with failure messages, an encircled (T) will be displayed above the
master list area. When the helicopter takes off, any failure messages from the previous
test phase will be deleted from the master list. To remind the crew that
a test phase ended with failure messages, an encircled (T) will be
displayed above the master list area, but can be viewed anytime on the
CT page (located on the VMS / SYSTEM page).

 NOTE Do not interfere with the controls during the test!

 NOTE The pre--flight test must be performed before each

IFR flight. Before VFR flights, the test must be
performed at least once a day.

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Training Manual CAT B2
IMA, (Helionix®)

Helionix® Tests

+
C
T
R
PWR-UP TST PW--UP: AMC MINOR REDUND
S
--
PWR-UP TST OK PW--UP: GND/FLT SENSOR
START-UP TEST ST--UP: HEATING FAIL
ST--UP: ENG1 WU CONFIG FAIL
START-UP TEST OK ST--UP: WU CONFIG FAIL ENG2
P-FLT TST ST--UP: NR SENSOR

P-FLT TST OK ST--UP: SYS1 MGB PRESS SENSOR

ST--UP: MGB PRESS SENSOR SYS2
ST--UP: FADEC1 SIGNAL FAIL
ST--UP: SIGNAL FAIL FADEC2
P--FLT: TST NOT DONE
Master List

+ +
L B
U R
M T
-- --

FND Page
VMS Page

000787
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Training Manual CAT B2
IMA, (Helionix®)

First Limitation Indicator (FLI)

General AEO Indications

The FLI is located on each FND (pilot and co--pilot) based on a vertical Red Teardrop
collective pitch scale on the left side of the helicopter airspeed scale.
Transient limit: Unintended power applications up to the transient limit
The purpose of this FLI is to provide the helicopter power margin in are permitted for a maximum duration of 6 s.
terms of collective pitch margin.
Any exceedance of the transient limit or any use of the transient range
The system will determine the engine power margin (N1, TOT, TRQ) for longer than 12 s will be recorded by the Usage Monitoring System
and the MGB power margin (TRQ), then the system will convert this and will require maintenance.
power margin into a collective pitch margin.
The distance between the collective reference and the indicated FLI
Red Line
limits indicates the margins to the respective limits. Takeoff power limit: reaching the take--off power limit will sound a
The collective pitch scale gives the collective pitch value from 0° FLI dedicated audio tone.
(minimum collective pitch down) to 10° FLI (maximum collective pitch Amber Rectangle
up) by means of a rolling collective pitch scale.
Takeoff power rating: Use limited to maximum 30 min.
The parameter which is the nearest to limit power will be used.
90 s before the 30 min rating expires, a white counter will be displayed.
 NOTE The Collective Lever Position (CLP) limited to the Blue Line
range 0 % to 100 % is converted to 0° to 10° FLI.
OEI power limit: Shows the maximum power that will be available at
The engine limits and the MGB limit are either indicated for the OEI 30 s limit in case of a sudden engine failure.
-- AEO or White Dashed Line
-- OEI. N2/NR desynchronization line (if the collective is lowered below
thisline, NR may increase).

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Training Manual CAT B2
IMA, (Helionix®)

First Limitation Indicator (FLI); AEO Indications

Red Teardrop:
Transient Limit 6 s
Moving Collective
Pitch Scale 0 to 10
Red Line:
Maximum Take--Off Power
7 7 8
Amber Rectangle:
Take--Off Power
Blue Line: Range 30 min
Safe OEI Power
Limit 30 s AEO Maximum
Continuous Power Limit 7
6 6
Collective Reference
White Dashed Line:
Zero Torque Line
5 5 6
Counter

AEO Normal Operation AEO TOP 30 min AEO TOP

Overshoot

003169
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Training Manual CAT B2
IMA, (Helionix®)

OEI Indications (Red OEI Flag Indicated)

Upper Red Line Lower Red Line
Topping signal: A red triangle next to the limit indicates the active OEI 2 min power limit: Exceedance of this limit is automatically
topping limit. inhibited by the FADEC, but only if the topping is set to the 2 min power
limit.
OEI 30 s power limit: Exceedance of this limit is automatically inhibited
by the FADEC. Amber hatched rectangle (only appears if the power is
Red hatched rectangle (not shown, only appears if power above the OEI continuous limit):
is above 2 min power limit): OEI 2 min power rating: Use of the OEI rating is limited to a total of
2.5 min (this includes the time used in the 30 s range). An amber timer
OEI 30 s power rating: Use of the 30 s power rating is limited to 30 s.
A red timer indicates use of this rating. The timer flashes 5 s before indicates use of this rating. The timer flashes 5 s before the end of the
reaching the 30 s. 2.5 min period.

 NOTE Use and duration of the OEI 2 min rating must be

 NOTE Use and duration of the OEI 30 s rating must be
recorded in the aircraft logbook.
recorded in the aircraft logbook.

Amber Line:
OEI continuous limit.

 NOTE Except in emergency, the use of OEI 2 min / 30 s

power range is prohibited.

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Training Manual CAT B2
IMA, (Helionix®)

First Limitation Indicator (FLI); OEI Indications

Upper Red Line:

Active Topping Limit OEI 30 s

8 8
Lower Red Line 8
OEI 2 min Power Limit

Amber Line
7 OEI Continuous Limit 7
OEI OEI OEI
OEI Flag 7
Amber Hatched Rectangle
OEI 2 min Power Range
6 6
Counter 6

OEI Continuous OEI 2 min Power OEI 30 sec

Operation Operation Power Operation

003170
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Training Manual CAT B2
IMA, (Helionix®)

Usage Counter
The usage counter in form of a clock timer indicates the remaining or OEI 2 min Power Usage Counter
elapsed time within a power setting. The counter is driven by
The use of OEI 2 min power is limited to 2:30 min. As soon as the OEI
information sent from the engine EECU to the AMCs. Different usage
2 min power range is entered the amber clock timer becomes visible
counters are used, one for:
and fills up in 1/8 steps. After 2:25 min the clock counter starts to blink.
-- AEO TOP range (white) At 2:30 min the clock timer is filled up and an aural alert is triggered.
-- OEI 2 min power (amber)
-- OEI 30 s power (red).  NOTE If the OEI 30 s power is used, the usage is limited
to 2 min in the OEI 2 min range.
AEO TOP Usage Counter
The AEO TOP range can be used during take--off; it is limited to a OEI 30 s Power Usage Counter
maximum time period of 30 min. In the background a counter is OEI 30 s power can be used for 30 s. As soon as the range is entered
triggered as soon as the AEO TOP range is entered. the red clock timer gets visible and fills up in 1/8 steps. After 25 s the
clock counter starts to blink. At 30 s the clock timer is filled up and an
 NOTE If during TOP application a limit (TQ, N1 or TOT) is aural alert is triggered.
exceeded an audio alert is triggered.
 NOTE Before the timer expiration (5 s for OEI counter,
15 s for AEO TOP counter), the clock symbol is
flashing.
When the time limit is over, the circle becomes full
and fixed.

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Training Manual CAT B2
IMA, (Helionix®)

Usage Counter

AEO TOP
Range

Start 28 min 28 min 28 min 29 min 29 min 29 min 29 min 29 min 30 min
30 s 43 s 56 s 9s 21 s 34 s 45 s 47 s

OEI 2 min
Power

Start 0 s 22 s 43 s 1 min 1 min 1 min 2 min 2 min 2 min

4s 26 s 47 s 8s 25 s 30 s

OEI 30 s
Power

Start 0s 4s 8s 12 s 16 s 20 s 24 s 25 s 30 s

000790
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Training Manual CAT B2
IMA, (Helionix®)

FLI Message Indication

Topping Switch
Various messages and the engine topping limits can be displayed
within the FLI field:
-- a barred white circle in a white frame indicates an active
bleed air heating.
-- a green T in an inverted triangle indicates the selection of
the training mode
-- a red rectangle with white OEI inscription indicates an one
engine inoperative condition
-- the green EPC inscription indicates that the engine power
assurance check is running
-- red or yellow chevrons in case of low / high Rotor RPM.
In OEI condition or with selected training mode a red inverted
triangular symbol indicates the momentary selected engine topping
limit. It will automatically appear at the 30 s limit. By a switch on the
collective lever it is possible to toggle between 30 s and 2 min limit.
In case the rotor RPM exceeds the amber or red limit, three
respectively colored, blinking chevrons appear on the FLI field. They
point upward or downward to indicate the direction of collective lever
movement in order to overcome the RPM exceedance situation. OEI 30’’/2’ TOPPING
Switch
 NOTE The power split tone is inhibited on ground, when
the collective lever is <20 %. Collective Lever

000791
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IMA, (Helionix®)

FLI Scale; with Respective Symbols

7 5 8 7 5

6 4 7 6 4
OEI T EPC

5 3 6 5 3

Active Bleed OEI Condition Training Mode Engine Power NR Chevrons

Air Heating and Check Exceeding
OEI 30 s Limit Indication

003171
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Training Manual CAT B2
IMA, (Helionix®)

FLI State Indication

The availability of all needed FLI computing parameters is monitored.
In case of inconsistence or missing data a degrade or fail indication is
triggered.

FLI Degrade
The FLI is degraded in normal engine operation mode if one of the
following parameters is invalid:
-- CLP AFCS
-- N2
-- TRQ
-- TOT
-- N1.

FLI Fail
The FLI is failed in normal engine operation if either
-- TRQ Eng 1 and 2 are inoperative or
-- N2 Eng 1 and 2 are inoperative or
-- CLP LVDT and CLP AFCS are invalid.

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IMA, (Helionix®)

FLI State Indication

D 6 6
E
G

5 5 FLI

4 4

FLI Degraded FLI Fail FLI Fail

001671
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IMA, (Helionix®)

Rotary Graphic Display Principle

The rotary graphic display is used to indicate the parameters of the:
-- engines
-- main rotor RPM, engine N2 RPM.
It uses an analog pointer indication and a numerical value display. If
a parameter reaches one of its limits the respective limit arc (e.g.
amber arc) will fill up. Additionally the numerical value will be
highlighted respectively.

Engine Parameter
The main engine parameters are TRQ, TOT and N1. Together with
their limits they are sent from the EECU to the AMCs and displayed on
the VMS.
Graphical display and analog values are displayed with their
associated limits (Start, AEO and OEI / Training).

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Training Manual CAT B2
IMA, (Helionix®)

Engine Parameters TQ, TOT and N1

Continuous Starting Transient (max 10 s)
Starting
Take--off power (± 30 min) Take--off power (± 30 min)

Max Continuous Transient Limit Max Continuous Transient Limit

TOT
Start
740 °C
Max Continuous Take--off power (± 30 min) N1
TRQ 94.0 %
68.0 % Transient Limit
AEO
AEO

TOT Max Continuous 2 min Power

Max Continuous 2 min Power
AEO
585 °C
Max Continuous 2 min Power

N1
103.4 % 30 s
TRQ 30 s
Power

126.0 % Power
TOT 30 s OEI
OEI Power

OEI
830 °C

000794
Torque Limitations TOT Limitations N1 Limitations

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Training Manual CAT B2
IMA, (Helionix®)

Rotor RPM / N2 RPM Parameter

Rotor RPM / N2 RPM are indicated on two screens at the same time:
-- VMS, lower right side as a full--circle graphical display
-- FND, upper left side as a semi--circle graphical display.
The rotor speed indication on the VMS Display (0.1 % resolution) adds
the low speed segment between 0 to 80 % and the digital N2 value to
the rotor speed indication compared to the FND--format. This
indication is used for engine start and shutdown.
The rotor speed indication in FND--format displays the segment
between 80 % to 120 % rotor speed (and provides digital NR with 1 %
resolution). This indication includes the engine parameter N2 (outer
pointer), allowing detection of abnormal NR--indication and
desynchronization.
The N2 information, with their limits are sent from the EECU to the
AMCs and displayed on the VMS Display.
Rotor RPM signals are computed directly in the AMCs and displayed
on the FND and the VMS Display.

 NOTE The VMS format has an increased scale in order to

allow the observation Rotor RPM / N2 RPM during
engine start.

 NOTE The Rotor RPM is computed and commanded by

the AMCs.

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Training Manual CAT B2
IMA, (Helionix®)

Rotor RPM / N2 RPM Parameter

Lower N2 Limit
N2 Double Pointer NR Pointer
Engine 2
N2 Single Pointer
Engine 1 High NR Transient
Low NR Transient
Upper N2 Limit
Power Off
Transient

Power Off
Max Transient
Minimum Transient
100. 8
101
86. 9 % N2 101. 0 %
VMS Format FND Format

Operating Range Rotor Brake

000795
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Training Manual CAT B2
IMA, (Helionix®)

Bar Graph Display Principle

Bar graph indications are used to indicate pressure and temperature
of the following systems:
-- engine oil system
-- main gear box oil system
-- hydraulic oil system.
To indicate the value a white triangular pointer is used, thin red and
amber lines represent the respective limits. If a parameter reaches a
limit (red / amber) the respective area is filled and the numerical value
will be displayed and highlighted respectively.
If a parameter shows an abnormal trend, but is within its limits the
numerical value will be displayed and highlighted white.

 NOTE The numerical values can be called up manually by

using the LSK_R key labeled NUM.

 NOTE As the VMS format may not be visible permanently

during flight, an advisory will inform the crew
about abnormal trends.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Bar Graph Display Principle (e.g. MGB OIL Pressure)

3.5 4.9 1.2 5.1

Normal Range Trend Caution Range Warning Range

(Numerical Value
selected)

000796
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Training Manual CAT B2
IMA, (Helionix®)

UMS / Textual Pages

General
Different textual page configurations are available:
-- Main VMS Page Data Area (DATA)
-- Flight Report (REPORT)
-- Engine Power Check (EPC)
-- System Status Page (STATUS)
-- A/C Configuration Page (CONF)
-- Weight Page (WEIGHT)
-- A/C Tuning Area (SETTINGS AND TUNINGS).
They are accessible via bottom keys (BSK) on the MFD4 VMS screen.
If a textual page is selected the respective labeling is hidden. The two
lower line select keys (LSK) on each side allow scrolling, selecting and
validating changes, depending on the page selected.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Textual Pages Selecting Keys

LSK_L
PREV: Previous page
LSK_L
NXT: Next page

LSK_R
ABORT: Stop and reset
current process
+ +
LSK_R
L
U
B
R
VAL: Validate change
M G
-- --

BSK BSK Data

Close Weight selecting / changing
BSK BSK
Flight Report Configuration
BSK BSK
EPC Status

000797
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Main VMS Page Data Area (DATA)

Pressing the LSK DATA scrolls through display of total weight, time
zone, cargo hook load weight, or hoist cable length on data page area.
Total weight is displayed on system start--up.
Total weight
 NOTE If the indicated weight exceeds the maximum
takeoff weight, the color of the weight changes to
amber.

Following data are available:

-- total weight
-- time zone
Cargo hook loaded 100
-- cargo hook load weight (if installed) including weight sensing
-- hoist cable length (if installed). information

Total Weight
The weight area displays the helicopters total weight.

Time Zone Cargo hook unloaded

The time zone area displays the system time and the delta zone value.

Cargo Hook Load Weight

The cargo hook area displays the hook status and the hook weight. HOIST

Hoist Cable Length

Hoist Cable length
30 m
The hoist area displays the status and the cable length.

002012
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

VMS Main Page Data Area (DATA)

LSK_L
DATA
LSK_L
SEL

+ +
L B
U R
M G
-- --

Data
selecting / changing

003110
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Flight Report (REPORT)

The usage monitoring system (UMS) parameters are displayed at the Maintenance Flight Time
end of the flight in the flight report as soon as NR is below 10 %.
For vehicle maintenance purposes the UMS monitors the
The flight report consists of a maximum of 14 pages. maintenance flight time, which is defined as the total time the H/C
The pages 1 up to 4 are available after each flight. spent in the air.

Flight Report Page 1/4  NOTE Maintenance flight time counting starts with
NR ≥75 % (or main gearbox oil pressures >1 bar)
The first page of the flight report displays following information:
and the helicopter state is moving and torque 1 +
-- the number of pages available and the flight number. torque 2 >60 % (or collective pitch >41 %).
-- the duration of the block time and the validation status. Maintenance flight time counting stops if the
-- the duration of the flight time. helicopter state is still and power on and collective
pitch <25 % and torque 1 + torque 2 <70 %.
-- the engine N1 and N2 cycles for this flight and the
cumulated cycles.
Flight Report Validation
 NOTE Block time counting starts with NR ≥10 % and To validate the content of the flight report, the UMS automatically
stops if NR ≤10 %. performs a cross--check between flight duration measured with GPS
time and measured with AMC time. In the nominal case, the flight
report is automatically validated by the UMS. Otherwise the flight crew
can then manually validate or invalidate the Flight Report by pushing
the rotary knob.

FLIGHT REPORT History Pages

The last 49 flight reports are stored and are accessible by pushing the
LSK HIST. By using the rotary push--knob the respective flight reports
can be selected.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Flight Report Pages (REPORT)

1 /4 F L I GHT REPORT 1234 5 1 /2 F L I GHT H I STORY

BLOCK T I ME : 0 h21mn VA L I DATED
F L I GHT T I ME : 0 h18mn 11 27 / 4 / 17 - 14 h11mn
F L T / CUM CYC L ES F L T / CUM 10 27 / 4 / 17 - 1 2 h 7mn
3 . 25 / 12 N1 3 . 25 / 12 9 27 / 4 / 17 - 9 h23mn - EVENT
5 . 60 / 10 N2 5 . 60 / 10 8 26 / 4 / 17 - 20 h48mn
7 26 / 4 / 17 - 16 h20mn
6 26 / 4 / 17 - 8 h51mn
+ + + 5 25 / 4 / 17 - 13 h 9mn +
L B L B
U R U REPORT R
M T M T
-- -- -- --

002787
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Flight Report Page 2/4 Flight Report Page 4/4

The second page of the flight report indicates The fourth page of the flight report indicates
-- OEI EVENTS. -- hoist cycles
-- landing cycles.
OEI EVENTS
The Hoist Cycles (if configured) shows the number of hoist cycles that
It shows the number and duration of OEI events for the current and for were performed since the previous flight. A hoist cycle is counted each
all cumulated flights. time the cable is extended beyond 5 m.

 NOTE ENG OEI DETECTED appears when an OEI rating  NOTE The hoist cycle counting also includes all hoist
was used. cycles performed on ground (e.g. maintenance
action) since the last flight.
 NOTE ENG OEI EXCEEDED appears when the maximum
time allowed in OEI or the maximum engine limits The Landing Cycles shows the number of landings that were
were exceeded. performed during the last flight.

Flight Report Page 3/4

The third page of the flight report indicates
-- Creep Life Damage.
It shows the creep life damage of the gas generator turbine occurred
during the current and all cumulated flights.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Flight Report Pages (REPORT)

2 /5 F L I GHT REPORT 1 2345 3/4 F L I GHT REPORT 123 45

CURR ENT F L I GHT CREEP L I F E
1 / 5s OE I 30 s 0 / 0s DAMAGE
0 / 0mn 0s OE I 2mn 1 / 0mn 6 s
CUMU L AT ED F L I GHTS 0 . 1% CURR ENT F L I GHT 0 . 1%
4 / 80 s OE I 30 s 1 / 5s 2 . 3% CUMUL AT ED F L I GHTS 2 . 4%
5 / 1mn 5s OE I 2mn 2 / 0 nm27 s
ENG1&2 OE I DET ECED
+ ENG1 OE I EXCE EDED + + +
L B L B
U R U R
M T M T
-- -- -- --

4/4 F L I GHT REPORT 123 45

HO I ST CYC L ES : 1
L AND I NG CYC L ES : 2

+ +
L B
U R
M T
-- --

003172
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Training Manual CAT B2
IMA, (Helionix®)

Flight Report Pages 5 to 14  NOTE The advisory FLT REPORT EVENT remains visible
until the next engine start.
The pages 5 to 14 are over limit pages and dedicated to the following
parameters:
 NOTE If additional flight report pages are available, the
-- TOT OVLIM amber message EVENT will appear on the first
-- N1 OVLIM page of the Flight Report.
-- N2 OVLIM
-- ENG TRQ OVLIM
-- NR OVLIM
-- MGB TRQ OVLIM (AEO)
-- MGB TRQ OVLIM (OEI)
-- MM OVLIM
-- CHIP DETECTION
-- ENG SVC NEEDED.
These pages are only available if the respective parameter has been
exceeded or an event has been detected. If an exceedance of engine
or vehicle parameter has been logged the advisory FLT REPORT
EVENT will be displayed on FND master list.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Flight Report Page

1/5 F L I GHT REPORT 123 45

FLT REPORT EVENT
BLOCK T I ME : 0 h21mn VA L I DATED
F L I GHT T I ME : 0 h18mn
F L T / CUM C YC L ES F L T / CUM
3 . 25 / 12 N1 3 . 25 / 12
5 . 60 / 10 N2 5 . 60 / 10

+ EVENT +
L B
U R
M T
-- --
FND Master List Parameter
Exceedance Advisory

002740
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Training Manual CAT B2
IMA, (Helionix®)

Engine Power Check (EPC) (TURBOMECA ARRIEL 2E)

Two types of automatic engine power checks are available:
-- automatic ground power check (single engine)
-- automatic in--flight power check (twin engine)
-- manual ground power check.
If the BSK EPC is selected, the respective power check procedure can
be carried out. As soon as the necessary preconditions are
established, the page shows PRESS RUN and RUN is visible next to
the respective LSK_R.
To start the power check, the LSK_R labeled RUN has to be pressed.
If the power check has been successfully completed the result page(s)
are displayed automatically.
The main parameter values recorded during the check are shown on
the left. The power check results (margins) are shown on the right. The
margins are given in torque at ISO--TOT and in torque at ISO--N1
(expressed in % of the TOP torque limit).
If both margins (TOT and N1) are zero or positive (green), the engine
power is assured and the performances in the flight manual are
achievable. A performance surplus cannot be calculated from the
margins.
If one or both torque margins are negative (amber), the test has failed
and maintenance is required.

 NOTE The last 8 successful power checks are stored and

accessible by pressing the LSK_L labeled HIST
within the EPC mode.

With the BSK STATUS a system status page is called up and informs The collective pitch position is measured by LVDTs. They are used by
about system conditions. respective engine FADECs and for the FLI as a backup.
Following parameters from the FADEC 1 and 2 are shown: N2 -- Power Turbine Speed
-- P0 This measured information is used, amongst others, for engine
control, overspeed protection, the N2 indicators and for the system
-- T1
status indication.
-- CLP
N2 Datum
-- N2
-- N2 Datum The NR--control law in Helionix® needs P0, T0 and IAS to compute a
NR--datum. This NR--datum is used as N2 datum by the EECUs to
-- Fuel Temp
control the engines.
-- MM.
Fuel Temp
P0 -- Static Pressure The fuel temperature values indicated on the system status page are
obtained from the optional fuel flow sensor if it is configured as
The static pressure sensor is inside the EECUs. This measured
installed. Otherwise, the fuel temperature values taken from the
information is used, amongst others, for engine governing, FLI
FADECs are indicated.
computation and for the system status indication.
MM -- Mast Moment
T1 -- Engine Inlet Temperature
Besides the engine parameters, the mast moment is additionally
The engine inlet air temperature sensor is installed in the inlet of each
shown on the system status page.
engine. This measured information is used, amongst others, for
engine governing, FLI computation and for the system status
indication.

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Training Manual CAT B2
IMA, (Helionix®)

System Status Page (STATUS)

F ADEC 1 SYS T EM S TATUS F ADEC 2

1013 hP a P0 1 013 h P a
16 . 0 °C T1 16 . 0 °C
0.0 % CLP 0.0 %
10 1 . 1 % N2 101 . 1 %
N2 DA TUM 10 1 . 3 %
12 . 4 ° C FUE L T EMP 12 . 4 °C
MM 0.1 %
+ +
L B
U R
M T
-- --

000804
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Training Manual CAT B2
IMA, (Helionix®)

A/C Configuration Page (CONF) Parameter Option Parameter impact

The A/C configuration page consists of two parts: by option choice
Auxiliary fuel tank Installed
-- Configuration -- System
Not installed
-- Configuration -- Units.
Fuel flow sensor Installed
Configuration -- System Not installed
Pressing on the BSK CONF causes the system configuration page to Engine inlet filter Not installed
be visible and active. The first part (configuration of the system) of this I.B.F.
first page allows pre--configured equipment to be set to installed or not Hoist Installed Hoist cable length
installed. Not installed
Pressing the rotary / push button activates the selecting mode, further Cargo hook Not installed
pressing causes cycling through the equipment. By turning the rotary Hook W/O weight
/ push button the selected equipment can be set to INSTALLED or Single W/O weight
NOT INSTALLED. Single with weight
Double W/O weight
By pressing the LSK_R VAL changes are validated and stored, if the Double with weight
LSK_R ABORT is used the last stored configuration will be
Mast moment Linear
unchanged.
system Circular
 NOTE The BSK CONF which activates the A/C
configuration pages is only displayed on ground,
with engines off.

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A/C Config Page (CONF)

CON F I GURAT I ON - SYST EM

AUX I L I ARY FUE L TANK NOT I NSTA L L ED
FUE L F LOW SENSOR I NSTA L L ED
ENG I NE I NL E T F I L T ER NOT I NST A L L ED
HO I ST NOT I NST A L L ED
CARGO HOOK NOT I NSTA L L ED
MAST MOMENT S YST EM C I RCUL AR

+ +
L B
U R
M T
-- --

Rotary / Push Button

000805
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IMA, (Helionix®)

Configuration -- Units Parameter Unit choice Parameter impact

Using the LSK_L NXT brings up the second part unit configuration by unit choice
page which allows changes within pre--configured units. Latitude / longitude Deg °mm.mmm’ Latitude / longitude
Pressing the rotary / push button activates the selecting mode, further Weight Kg Hook load
pressing causes cycling through the parameters. By turning the rotary Lb Fuel (if option
/ push button the units of the parameters can be changed. “Weight Unit”
selected)
By pressing the LSK_R VAL changes are validated and stored. If the
LSK_R ABORT is used the last stored configuration will be Fuel Liter Fuel indication
unchanged. US Gallon Fuel flow
IMP Gallon
Weight [Kg/Lb]
Temperature °C OAT
°F Fuel temperature
Cable length m Cable
ft

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IMA, (Helionix®)

Weight Page

1 /2 WE I GHT COMPUTAT I ON
PAY LOAD 640 Kg
CREW 160 Kg
EMP T Y EQU I P P ED 23 00 K g

TOTA L FUE L 700 Kg

+ TOTA L 3800 Kg +
L B
U R
M T
-- --

Rotary / Push Button

003151
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Performance Computation Page  NOTE If data cannot be calculated (e.g. because the
entered parameters are outside of the certified
From the WEIGHT COMPUTATION page, the performance
envelope),
computation page can be accessed by pressing the LSK (NXT).
NO DATA will be indicated.
The performance data ( for AEO HIGE, AEO HOGE...) is calculated
based on the current altitude, temperature, heating condition (on or The Weight & Performance page is also shown on the VMS main page
off) and IBF configuration (installed or not). Wind is not taken into DATA field.
account.
The system allows defining a weight penalty for the performance  NOTE If the total weight exceeds the MTOW or the
charts depending on the installed optional equipment. calculated performance weight the respective
value is shown in amber.
The input values can be changed via the rotary push knob (similar as
for the weight page):
-- PENALTY:
Allows a fixed weight penalty (between 0 and 400 kg) to be
defined for the performance calculations.
-- HEATING:
Set the heating status (ON or OFF) for calculation of the
destination performance.
-- ALT:
Set the destination altitude (currently limited to 0--16000 ft).
-- OAT:
Set the destination OAT (limited to --45 °C / +50 °C).

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IMA, (Helionix®)

Weight & Performance

2 /2 P ER FORMANCE COMPUTAT I ON
P ENA L T Y 20 Kg

DES T I NAT I ON P ER FORMANCE

HEAT I NG ON AEO H I GE 3 220
AL T 1 6000 f t AEO HOGE 2 940
OAT - 4 0 ° C CATA VTOL 3 100
30 s HOGE 2940
+ 2m i n HOGE 3 300 +
L B
U R
M T
-- --

VMS Page

Weight Computation 2/2

000808
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A/C Tuning Area (SETTINGS AND TUNINGS)

The SETTINGS AND TUNINGS page is only accessible on ground
(engines off) by pressing the maintenance push button on the right
service connector panel in the cabin. Three different pages are
available in the sequence of:
-- CVFDR Helionix® Maintenance Switch
-- DC BUS VOLTAGE OFFSET
-- MAST MOMENT.

 NOTE The A/C tuning page is only available on MFD4.

 NOTE The A/C tuning page should be used by

maintenance personal only.

CVFDR Page
From the MFD4 it is possible to allow the initialization and the control
of Cockpit Voice and Flight Data Recorder (CVFDR) built--in test, to
erase the recorded audio (only on ground) and also to display a
RH Service Connector Panel
CVFDR failure.
Pressing the rotary / push button activates the setting mode, turning
the inner rotary knob toggles between ERASE and TEST mode.
Operating the LSK_R VAL activates the selected mode.

000809
 NOTE The CVFDR page comes up only if helicopter is on
ground, CVFDR is installed and configured.

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IMA, (Helionix®)

CVFDR Page

SE T T I NGS AND TUN I NGS 1 / 3

CV FDR T EST

+ +
L B
U R
M T
-- --

Rotary / Push Button

000810
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IMA, (Helionix®)

MAST MOMENT Page

By pressing the LSK_L NXT within the DC BUS VOLTAGE OFFSET
page the MAST MOMENT page is accessed.
Using the LSK_R CLR clears all stored values. This results in a white
highlighted value area and the functionality of the button LSK_R
changes to BACK. If LSK_R BACK is pressed now the previous
recorded mast moment values are restored.
Use of the LSK_R VAL stores the last changes.

 NOTE If a AMC is changed, the previous mast moment

values can be manually entered by using the
rotary / push button.

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Mast Moment Page

SE T T I NGS AND TUN I NGS 3 / 3 C

MAST MOMENT L
R
MAS T MOMENT MAX 96 . 5%
CUMUL MAST MOMENT 68%- 75% 25 . 4 s
CUMUL MAST MOMENT 75%- 83% 12 . 5 s
CUMUL MAST MOMENT 83%- 90% 3.1 s
CUMUL MAST MOMENT 90%- 95% 2.7s
+ CUMUL MAST MOMENT >9 5% 1.9s +
L B
U R
M T
-- --

Rotary / Push Button

003173
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Chronometer / Clock

General Clock
The Helionix® system provides time information and a chronometer to The time information is displayed in hours, minutes and seconds on
the pilots. The clock / chronometer is permanently accessible on the the FNDs.
MFD1 and 2 directly in front of the pilot. On the upper right hand corner This system time is managed by the AMC2 and generated within the
of the FNDs the pilots can select with the main select key (MSK)
system using data from the ACS and FMS. The ACS time is based on
between the
the real time clock powered by an internal battery. The FMS provides
-- chronometer GPS time to the AMC2. As soon as GPS time is received the system
-- clock. time will be automatically updated and used for the time information.
This time information finally is shown as UTC time on the FND’s clock.
Chronometer The Helionix® system allows the pilots to manage a delta zone for the
time display. On the VMS page of MFD4 with the LSK_L labeled DATA
The Helionix® system provides a chronometer display with crew and the double rotary knob and push button, the system enables to
controls (start / stop / reset). With the double rotary knob and push add or subtract a known time from UTC time in order to have local time.
button on the lower right hand side of the MFD, the stop watch can be
used as follows:
-- first short press starts the stop watch function
-- second short press stops the stop watch function
-- long press while the stop watch is running resets and
restarts the stop watch
-- long press when the stop watch is not running, resets the
stop watch.

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IMA, (Helionix®)

Chronometer / Clock

GPS Antenna

MFD1 MFD4 MFD2

UTC / System Time

ARINC 429
Real Time Clock
Ethernet
System Time Update GPS Time RF
ACS Radio
AMC2 Frequency
FMS2

003611
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Helicopter Flight Data Monitoring (HFDM)

General
The continuous recording of flight and vehicle parameters in the
Helionix® system memory is performed by the Helicopter Flight Data
Monitoring (HFDM).
All information is sent via the wACS to the server and can than be
downloaded.
In certain cases, a direct access to the AMC is possible via the Ethernet
connector at the RMD.

HFDM Architecture
All Data from the aircraft are processed by Helionix®. The HFDM
system is implemented in different software platforms at the AMCs and
supervises the data regarding the following functions:
-- Flight Data Continuous Recording (FDCR)
-- Failure Management
-- Usage Monitoring System (UMS).

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FDCR -- Flight Data Continuous Recording

AMC1 and AMC2

Aircraft Sensors
Flight Data Files

Wireless

ACS

RMD
wACS Ground Station Equipment
CM

SD Card

003653
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Data Recording
All systems store their respective information on the ACS. On manual
request the data can be transferred to the SD card in order to read out
the data without using the transmitting function of the CM. The SD card
is not readable by the operating system Windows. The partitition
require special Airbus Helicopters software programs for downloading
and formatting of the SD card. Downloading and analyzing the data
helps to improve the decision for maintenance actions.
The FDCR partition records all parameters over time. This information
can be used for flight data analysis.
The Failure Management partition records information about test
results, internal problems, sensor failures, cross talks and monitoring
results of external systems (e.g. FADEC, FMS).
The Usage Monitoring System partition records the flight reports. It
contains flight time, engine cycles, and incidences (over limits,
exceedances). Over limits are recorded together with the time of
occurrence, number of occurrences and helicopter status.
To download FDCR data, the MGS software is used. This software
runs on a ground maintenance station.
Visualization of FDCR data is done with PGS, a tool which converts
raw data to engineering units.

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Data Recording

FDCR

Failures

UMS

........

SD Card
Partitions

003612
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wACS Data Transfer

Flight data of the Helionix System (UMS/VMS, HMS, maintenance, Data Ownership
FDCR) can be exported in different ways to a ground communication
Aircraft operator remains the owner of aircraft flight data collected by
server which is designed to be deployed in either Airbus or customer
Airbus Helicopters. These data are only visible to Airbus Helicopters,
IT infrastructure.
operators, registration owners and maintenance center organizations.
The functionality is determined by the wACS configuration and Operators control what datasets they share through the connectivity
customization. system customization.
Automatic Data Transfer MFD Status Page
As soon as the helicopter has landed, the connectivity system, The VMS SYSTEM DOWNLOAD PAGE provides a modified data
according to the customization settings chosen by the operator and loading page for export function monitoring.
loaded in the ACS, connects to the network (through Wi--Fi gatelink or It is composed of two different sections including a normal mode and
cellular channel) and starts to transfer all the flight data. an expert mode for maintenance purpose :
Manual Data Transfer -- The left section contains the MANUAL DOWNLOAD page.
-- The right section contains the EXPORT page.
This way to transfer aircraft flight data from the aircraft to the ground
is possible using a ground device (laptop or tablet) and the Wi--Fi WAP. Depending on specific wACS configuration, the EXPORT page allows
A manual action is required from the pilots or the technicians; they
-- to check connectivity status through WAP, CELL, Wi--Fi
have to connect their device to the aircraft Wi--Fi.
widgets and
Alternative Manual Data Transfer -- to check export transfer status for each type of data.
The pilot or the technician can retrieve the aircraft flight data directly
on the SD card installed in the Remote Media Device (RMD) by using
the Maintenance Ground Station (MGS).
For import, it will depend on the type of files sent to the aircraft. For
flight plan, the Wi--Fi WAP from a tablet or a laptop might be preferred
by pilots. For CMA 9000 FMS navigation databases or Helionix
configuration files, the SD card or the helicopter data flow manager
interface is recommended for maintenance operators.

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wACS Page

Normal Mode Expert Mode

002999
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FDCR
The flight data continuous recording is activated as soon as the Failure Indication
helicopter is powered on. To prevent useless data recording, the flight
The white advisory DATA CARD indicates that the card is not
data continuous recording is deactivated if several conditions are
accessible (e.g. data card is missing or corrupt, DTD cover is not
simultaneously satisfied during 10 min. The AMC’s internal memory
closed).
can buffer the last 16 h of data. A cyclic buffer memory overrides the
oldest data. The white advisory FDRS indicates a failure of one component of the
FDRS system. This indication is not shown in flight. On ground, this
Simultaneously to the AMC, data is stored within the ACS.
indication may appear for up to 3 s. This is normal and may be
FDCR information does not need to be validated by the pilot or disregarded.
maintenance personnel. Indication of FDCR data inside the helicopter
The white advisory DATA CARD FULL indicates that the card does not
is not possible.
have enough space to record FDCR data for the next flight.
Download
FDCR data can be downloaded using the wireless transmitting funtion
of the wACS or manually from the SD card. Visualization with the PGS
software is possible.
Some customers may have a contract about sending this data back to
Airbus Helicopters for analysis and flight safety reasons to feed a data
base for a web based information system.

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Flight Data Continuous Recording (FDCR)

DATA CARD FULL

DATA CARD

FND Master List

002687
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Failure Management
Failure Codes
Failure codes are downloaded to the MGS. This data may be sent to
AHD for filtering and analysis. A manual access to failure codes on a
MFD page is also possible via selecting the SYSTEM page and then
selecting the BSK MAINT followed by pushing the rotary pushknob.
Analysing failures is normally done via Airbus Helicopter Servers.
Failures are already recorded even if systems are not yet switched on
(e.g. Avionic Masters OFF). Expert programs have a filter to determine
flight relevant failures.

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FCDR -- Failure Codes

000817
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UMS -- Usage Monitoring System

General
The Usage Monitoring System (UMS) is a helicopter maintenance
system which records over limits and offers a full flight report, including
engines cycles counters, number of landings, Engine Power Check
results and MFD screenshots.
The UMS is integrated in the AMC software and after engine
shutdown, the flight is stored in the ACS from where the data will be
transmitted using the CM or via manual downloading stored on the SD
card.
Regulary UMS data download can be used by operators in their
maintenance program application. Therefore the UMS contributes to
flight safety and helicopter operational availability.

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IMA, (Helionix®)

UMS -- Usage Monitoring System

Vehicle and Engine Sensors

AMC
Ethernet
Connection
ACS CM

Configuration
(Maintenance Mode)
WiFi
RMD

SD Card
MFD
Usage Files

Ground Station Equipment

003613
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Usage Monitoring
The usage monitoring system acquires, processes, stores and Function
displays vehicle and engine parameters.
Data acquisition and processing is done on--board by the AMC. Data
UMS starts monitoring and recording when N1 of at least one engine storage is realized on--board on a non--volatile memory inside the
is above 5% and rotorspeed is above 75%. UMS stops recording if AMC and in the ACS, from where the data will be transmitted using the
both engines are switched to OFF position and the NR < 10 %. CM or via manual downloading on the SD card.
Usage monitoring information is displayed on the VMS format. The UMS data is shown on the MFD (fligh report pages) and -- after
data stored during the flight can be downloaded via the DTD to the dowload-- on a computer with MGS installed.
ground station in order to be analyzed.
The number of pages of the flight reports depends on the number of
UMS Data Display recorded events.
The UMS parameters are displayed to the crew at the end of the flight
through the flight report as soon as NR is below 10 %. When the
helicopter is on ground, electrical power is on and no engine has been
started, the last flight report (REPORT key) and the last EPC result
(EPC key, then HIST) on both engines are available for display on crew
request.

 NOTE If a flight report is not displayed correctly, a UMS

data download is still possible.

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UMS -- VMS Display

+
C
T
R
S
--

Flight Report

+ EVENT +
L B
U R
M T
-- --

003112
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UMS Data Data Transfer

For flight identification and the assignment of the correct helicopter, the UMS data transfer between the aircraft and the Ground Station is
UMS provides: carried out by the Data Transfer Device (DTD).
-- Flight number (this flight number will be increased also The storage on the CF card happens automatically. A manual transfer
when the helicopter is only run on ground without taking of the last flight is also possible.
off)
The following messages on FND masterlist could appear:
-- H/C serial number
-- DOWNLOAD FAIL
-- H/C type
-- DATA CARD.
-- Calendar time
-- Flight duration according to ICAO definition (also known as The white advisory DOWNLOAD FAIL on the FMD master list indicates
block time, i.e. the time from start of the first engine to that the automatic download of UMS and or maintenance data on the
stopping of the rotor). data card has failed.

For vehicle maintenance purposes, the UMS monitors: The white advisory DATA CARD indicates that the card is not acessible
(e.g. data card is missing or corrupt, DTD door cover is not closed).
-- Vehicle limit exceedances (NR, main gearbox TRQ, mast
moment)
-- Vehicle chip detection (MGB and TGB)
-- Maintenance flight time (airborne time, time used to
calculate the aircraft flight hours)
-- Vehicle cycles (landing cycles, NR cycles, MGB TRQ
cycles)
-- OAT at first take off
-- IBF clogging level exceedance (if installed)
-- Cargo hook monitoring (if installed).

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UMS -- Failure Indications

DATA CARD

DOWNLOAD FAIL

FND Master List

000820
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Training Manual CAT B2
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Helionix Maintenance Software

Introduction Maintenance Software

Most Avionic devices are computer based. They have a memory for
settings and data recording. A data transfer between the helicopter
and external ground maintenance computers is possible in two ways:
-- upload is data transfer from a computer to the aircraft,
-- download data is retrieving information from the aircraft’s
memory.
The following software is used for maintenance:

AHDL
AHDL (Airbus Helicopter Data Loader) is used to upload information
to the AMCs and MFDs: operating software, PCF file and mission data
from the ADS (Aeronautical Data Service).

MGS
MGS (Maintenance Ground Station) is used to download and analyze
flight data (usage, failure management, health and HMS).

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Maintenance Software

AHDL MGS

002835
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AHDL
To upload e.g. a database via Ethernet to the helicopter, the software
AHDL is used.
To limit the access to dedicated functions, an administration function
defines the rights of different users.
AHDL has the following main functions:
-- Loading of Aeronautical Data for DMAP, HTAWS, SVS
-- Software and Configuration Files (PCF, AMC/ MFD
software, config files, DMAU) (only available with full
licence)
-- CF card formatting
-- Flight data downloading (backup to CF download)
-- Browse Reports (all upload actions are recorded as a file).
To ensure safe operation, some administration restrictions are
possible (e.g. creation of new users and defining restrictions of use).

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AHDL

Basic Licence Full Licence

002826
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Aeronautical Data Services (ADS)

Helionix requires cyclic and non cyclic data. These can be downloaded
by the ADS via the Airbus World account.

Accessing new Data

The upload of a data base to the helicopter is done in 3 actions:
-- action 1: Data selection and download the new data from
Airbus World to a computer
-- action 2: upload the data to the helicopter
-- action 3: verify correct operation.

 NOTE If there is a new non cyclic database available, it

has to be loaded always before the cyclic data
base.

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GPS position is required.

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Integrity Check for all 3 MFDs

4DE3S03C01 10NOV16 07DEC16 ----------

4DE3S03C01 ---------- 05JAN17 1.52

4DE3S03C01 ---------- ---------- 1.02

NONE 01JAN1 05MAY50 88.88

XXXXX XXXXX XXXXX XXXXX

AERONAUTICAL 4DE3S03C01 08DEC16 04JAN17

002845
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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

Maintenance Ground Station (MGS)

MGS Overview Concept
The Maintenance Ground Station is a software application whose aim
is to:
-- Access on ground to data recorded during aircraft flight
-- Raise unscheduled maintenance actions depending on
data recorded during the flight
-- Display System failures
-- Analyze the health signal (with HUMS only).

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Training Manual CAT B2
IMA, (Helionix®)

MGS Concept

wACS
--Health Data
--Usage Data
--Maintenance Data
--FDCR Data --Counters & Cycles Display
--Exeedances Display
--Engine Power Check Display
--Health Indicators computing & Display
--Failer Codes Display

003614
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Training Manual CAT B2
IMA, (Helionix®)

Software MGS
MGS is used for data download from the helicopter as well as
evaluation of data for maintenance and fleet statistics.
MGS can handle different helicopters, e.g. EC135H, BK117 D--2,
H175 and other AH aircrafts.
MGS is used for fleet management. For each helicopter of a fleet, the
respective downloaded data is checked for the status of the aircraft.
The conditions are shown in red, amber, green or grey.
This is an easy way to display the availability and to determine
maintenance actions.

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BK117 D--3 with EMB

Training Manual CAT B2
IMA, (Helionix®)

MGS: Aircraft Selection

00595 20001 2003 2004

D-- HCBX D-- AIRB D-- HNIX D-- HFAQ

002839
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Training Manual CAT B2
IMA, (Helionix®)

MGS Aircraft Screen

The recorded flights from the CF card are shown under the respective
aircraft symbol.
Several sub--menus are available:
-- Counters & Cycles
-- Exceedances
-- Engine Power Check
-- Health (optional)
-- Signal Analysis (optional)
-- Rotor Track and Balance (optional).
Within one aircraft, various selections are possible:
-- Alarm History
-- Flight Report
-- Flight History
-- Maintenance Report.

Operation
A pilot makes a flight logbook entry. This requires maintenance
actions. Here, the information of the Failure Management System can
be used as an additional help.
The data is sent automatically by the wACS and can be downloaded
from a defined server or the data can be downloaded from the SD card.
Alternatively the data can be sent to an AH server in order to generate
an automatic diagnosis report which can be downloaded.

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IMA, (Helionix®)

Failure Management -- Diagnosis

Pilot Report Failure Codes

wACS
Cockpit Display

Mechanic

Observed Event

Dynamic Trouble Shooting

Nothing to do No Problem? Yes

Yes

Support No Problem
fixed?
O.R.I.O.N.

003615
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IMA, (Helionix®)

Dynamic Troubleshooting
The troubleshooting tasks of the AMM are available online.
The Dynamic Troubleshooting function allows an interactive
communication. Describe the abnormal behavior and the software
comes up with several solutions. Some further questions may appear
and need to be answered. The most likely solution is shown by a green
bar. In the end, the defective LRU will be indicated and the respective
reference to the AMM is shown.
Afterwards the program asks for a feedback: The more information the
operator enters, the bigger the data base will be. The software can
rearrange the solution suggestions to the most likely cause which then
will be shown first. To enhance the database capability, it is necessary
to give a feedback.

 NOTE To improve the program’s efficiency, it is

necessary to give a feedback.

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IMA, (Helionix®)

Dynamic Troubleshooting
Dialog page

Dialog sub--page Dialog sub--sub--page

001788
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IMA, (Helionix®)

Ground Maintenance Mode (GMM)

To perform special maintenance operations, the Helionix® system can
be started in a Ground Maintenance Mode. The main functions of the
GMM are:
-- software / data upload
-- transferring data between AMCs / MFD
-- data download
-- software and hardware overview.

Activation
To enter the GMM, ensure that the collective is down and locked. Keep
the Helionix® Maintenance Button pressed and switch on the Battery
Master Switch. The Helionix® Maintenance Button can be released if
the display turn white and show horizontal stripes.

 NOTE For communication with a computer / laptop, wait

until all system show the status NORMAL in green.

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IMA, (Helionix®)

Ground Maintenance Mode

+ +
C C
T T
R R
MFD 1.22 S
-- MFD 1.22 S
--

GMM STATUS GMM STATUS

AMC 1.11.1 NORMAL AMC 1.11.1 NORMAL
AMC 1.11.2 NORMAL AMC 1.11.2 NORMAL

AMC 1.12.1 NORMAL AMC 1.12.1 NORMAL

AMC 1.12.2 NORMAL AMC 1.12.2 NORMAL

DTD 1.51 NORMAL DTD 1.51 NORMAL

MFD 1.21 SR1 NORMAL MFD 1.21 SR1 NORMAL

MFD 1.21 SR2 XXXXXX MFD 1.21 SR2 NORMAL

MFD 1.22 SR1 NORMAL MFD 1.22 SR1 NORMAL

MFD 1.22 SR2 XXXXXX MFD 1.22 SR2 NORMAL

MFD 1.24 SR1 NORMAL MFD 1.24 SR1 NORMAL

Chapter 03
Electrical System

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003211
Airbus Helicopters is not authorized.

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Training Manual CAT B2
Electrical System

Table of Contents

Symbols and Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Battery Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Electrical Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Battery Temperature Monitoring . . . . . . . . . . . . . . . . . . . . . . . . 60
Equipment Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Battery Discharge Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Wire Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Emergency Power Supply System . . . . . . . . . . . . . . . . . . . . . . . 64
Wiring Diagram / System Code / EQ Code . . . . . . . . . . . . . . . 14 Emergency Power Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . 66
American Wire Gauge AWG . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Standby Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Electrical Equipment Location Code . . . . . . . . . . . . . . . . . . . . 19 Battery Test Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Electrical System -- General Description . . . . . . . . . . . . . . . . . 24 Standby Battery Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 External Power Supply System . . . . . . . . . . . . . . . . . . . . . . . . . 74
Electrical Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Electrical System -- Locations of Main Components . . . . . . 26 Operation of the External Power Receptacle . . . . . . . . . . . . . 78
Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 External Power Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 AC Power System (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Static Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
AC Power System (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Inverter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Starter / Generator System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 AC Power Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Starter / Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Electrical Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Generator Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Starter / Generator Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Cautions, Advisories and Messages . . . . . . . . . . . . . . . . . . . . 40 EMER SHD BUS Switch Monitoring . . . . . . . . . . . . . . . . . . . . . 90
Electrical Master Box 1 and 2 -- Overview . . . . . . . . . . . . . . . . 42 BUS TIE Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Electrical Master Box 1 and 2 -- Operation . . . . . . . . . . . . . . . 46 ESS BUSes 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
ARINC 429 Failure Readout . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Blocking Diodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Battery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 SHED BUSes 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 NON ESS BUS 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 AMC BUSes 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Battery Master Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Emergency Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
BMB Built In Test Equipment (BITE) Principle . . . . . . . . . . . . 56 AC BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

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Training Manual CAT B2
Electrical System

Operation Modes of the DC Power System . . . . . . . . . . . . . . . 106 Internal Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Operation with Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Position Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Anti-- Collision Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Single Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Strobe Lights (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Generators Operating in Parallel (Normal Operation) . . . . . . 114 Landing Light Fixed in Nose Cover . . . . . . . . . . . . . . . . . . . . . 160
Operation with Separated Generators . . . . . . . . . . . . . . . . . . . 116 Cockpit Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Operation with External Power Unit . . . . . . . . . . . . . . . . . . . . . 118 Instrument Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Engines are OFF, BUS TIE 2 Switch is in OFF Position . . . . 120 Passenger Compartment Lighting and
Engines are Running, BUS TIE 2 Switch is in OFF Position 122 Cargo Compartment Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Power Supply by Battery, EMER SHD BUS Switch ON . . . . 124 Emergency Exit Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Fault Reactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Fault Reactions Defect in the BUS TIE Line . . . . . . . . . . . . . . 128
Start and Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Cockpit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Engine Mode Selector Switches 1102KA and 1202KA . . . . . 134
ENG VENT Switches 1103KA and 1203KA . . . . . . . . . . . . . . 134
Circuit Breakers 1100KA and 1200KA . . . . . . . . . . . . . . . . . . . 134
Airframe Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
EECUs 1100KD and 1200KD . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Engine Start Relays 1107KA and 1207KA . . . . . . . . . . . . . . . 140
Engine Stop Relays 1105KA and 1205KA . . . . . . . . . . . . . . . 140
Engine Ignition Relays 1106KA and 1206KA . . . . . . . . . . . . . 140 This training document comprises the following ATA chapters:
Engine Overspeed Test Relays 1101EO and 1201EO . . . . . 140
Electrical System ATA 24
Starter Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Engine Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 Monitoring ATA 31, 31A,
42
Starter / Generators 1100PA and 1200PA . . . . . . . . . . . . . . . 146
Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 Start and Ignition System ATA 74, 80
Stop Electro Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 Lighting system ATA 33
Start Electro Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Start and Ignition Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
External Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154

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Training Manual CAT B2
Electrical System

Symbols and Codes

This section concerning symbols and codes will give an overview

about different identifiers of wires, equipment and systems. It is an
excerpt of the wiring diagram manual, which gives maintenance
personal the required information for troubleshooting and wiring
repairing.
This section is composed as follows:
-- electrical symbols
-- equipment identifier
-- wire identifier
-- wiring diagram / system code / EQ code
-- american wire gauge
-- electrical equipment location code
-- precautions.

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Training Manual CAT B2
Electrical System

Electrical Symbols

t
G Starter / generator Inductor Thermal resistor
t

Lamp
Inductor, adjustable Diode

Bimetal switch Inductor with Zener diode

center connection

Switch, single pole, On / Off

Heating element Resistor 1 2

1
2 Switch, single pole, On / On
M M DC motor
Resistor, adjustable 3

Protective fuse
Capacitor
Resistor, adjustable
with OFF position
Circuit breaker, single pole

001099
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Training Manual CAT B2
Electrical System

2 5 3 6

Switch, double pole, On / On

Push button,
double pole, Off / (On)
1 3 4 6
2 5
2 5

Switch, double pole, On / Off / On

X2 X1
1 3 4 6 Relay, single pole
A2 A1
2 5

Switch, double pole, three positions

1 3 4 6
X1 A1 A3 B1 B3

2 5 Relay, double pole

Switch, double pole, On / (On) X2 A2 B2

1 3 4 6
no
nc

X1 A1 A3 B1 B3 C1C3D1D3

Relay, four poles

Push button, single pole, On / (On) X2 A2 B2 C2 D2
no
nc

001100
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EQ code letters acc. to WDM

(system code / wiring diagram code)

Consecutive number, two digits

System number:
0: not used
1, 3, 5: EQ belongs to system 1
2, 4, 6, EQ belongs to system 2
7, 8, 9: EQ not dedicated to specific
system number

Partner code:
0: not used
1--4: KHI
5--9: AH (8 and 9 are reserved for
AH customizing)

001101
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Training Manual CAT B2
Electrical System

EQ Code Letters List of Major Equipment, Units and Panels (examples)

Numbering Logic of the Wire Identifier

33 5 3 -- 1 1 00 N -- M 22

ATA chapter of the system the American Wire Gauge (AWG)

wire belongs to
Wire material type
ATA sub--chapter of the system
the wire belongs to Color Code:
Blank = Single wire, no ground signal
ATA sub--sub--chapter of the N = Single wire for ground signal
system the wire belongs to BK = Black strand of multi--wire cable
BN = Brown strand of multi--wire cable
Partner code: BU = Blue strand of multi--wire cable
GN = Green strand of multi--wire cable
0: not used OG = Orange strand of multi--wire cable
1--4: KHI RD = Red strand of multi--wire cable
5--9: AH (9 is reserved for AH COM / NAV) WH = White strand of multi--wire cable
YE = Yellow strand of multi--wire cable

Consecutive number, two digits

System number:
0: not used
1, 3, 5: wire belongs to system 1
2, 4, 6, wire belongs to system 2
7, 8, 9: wire not dedicated to specific
system number

001102
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Training Manual CAT B2
Electrical System

Wiring Diagram / System Code / EQ Code

* Optional Equipment E ENGINE / INSTRUMENT CONTROL
W / D Code System EB N2 RPM Indication
C FLIGHT CONTROL ED ENG Oil Pressure Indication
CA AFCS EF Fuzz Burner
CC Cyclic Stick Trim System EL TOT Indication
Permanent FTR (Force Trim Release) EN N1 RPM Indication / Warning
CX Ground Relay EO Eng Overspeed Protection / Warning
EP Dual Torque Indication
D INSTRUMENT CONTROL ET ENG Oil Temperature Indication
DB Rotor Brake Caution / Warning EW ENG Cautions / Warnings (Oil Pressure, Oil
DC CPDS (Cockpit Display) Filter, Chip Detection)
DD XMSN Oil Press Indication EY Engine Data Recorder
DE XMSN Oil Temperature Indication
DF Hydraulic Control Fenestron F FLIGHT INDICATOR
Hydraulic Shut--Off Valve FA Air Data Computer 1 + Air Data Computer 2
DG Chip Detector Fenestron FC Directional GYRO; DG1; DG2
DH Hydraulic Control FD Attitude GYRO; STBY Horizon; Horizon 1;
DM Mast Moment System Horizon 2; VG 1; VG2; Inertial Measure-
ment Unit; Magnetometer
DN Rotor RPM Indication
FG Display System; EFIS
DR Rotor RPM Warning
FK CDI 1 + CDI 2
DT XMSN Oil Temperature Indication
FL HSI 1 + HSI 2
DW XMSN Cautions / Warnings (Oil Pressure,
Oil Temperature, Chip Detection) FM Integrated Electronic Stby Instrument (IESI)
FN MFD System

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Training Manual CAT B2
Electrical System

FR RMI 1 + RMI 2 K ENGINE CONTROL

FT Elt. Clock KA Start (and Ignition) System
FV VNE Warning KD FADEC Control
FX OAT Indication KK OEI Topping System
KP FADEC Power Supply
G LANDING GEAR AND BRAKES KT OEI Training Mode
GL * Emergency Float System
* INTFC EMER FLT / SX16 L LIGHTS
LA Anti--Collision Light
H HEATING -- VENTILATION LB Strobe Light, IR--Flasher
HA Bleed Air Heating LC Cabin and Cargo Light (Reading Light) /
HB Vent System; Blower HEEL lights
HE Elt. Heating LD Tail Flood Light
HG Pitot / Static Port Heater LE Emergency Exit Lights
HK Air Conditioning LF Landing Light Fix
HL Instrument Temp. Control System LG Instrument Lighting; NVG Lighting
HP Pax Vent System LH Chart Holder
HR Avionic Deck Cooling LJ Utility Cockpit Lighting
HS Pelican Rack Cooling LK Search Light SX16, Laser Pointer
HT FADEC Cooling LL Indication and Control (Dim Test)
HW Ice Detection LM Landing Light Fix 250W
* Fixed Landing Light (Integrated)
J IGNITION LN Navigation Lights (Position Light, Formation
Light, etc.)
JA Ignition System
LP HEEL (Helicopter Emergency Egrees
Lighting)

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Electrical System

LR Landing Light Retractable MVA Adaptive Y-- Vibration Absorber

LS Search and Landing Light MVB Adaptive Z-- Vibration Absorber LH
LT Thunder Storm Light MVC Adaptive Z-- Vibration Absorber RH
LW No Smoke Fast Seat Belt Indication MW Windshield Washing System
LWA * Wiring Right MX FLIR
LWB * Wiring Left
LWC * Lights P DC GENERATION
LX External Hoist Light PA DC Power System
PB DC Distribution Elt; Master Switch;
M MISCELLANEOUS Overhead Panel

MD Cargo Hook PE Emergency Power Supply

ME Windshield Wiper PG Grounding System

MF Rescue Winch PO Control Pedestal and Consoles

MH Loudspeaker PS DC Receptacle

MJ Track and Balancing PW Ind Lights Power Sources

MK Fixed Provisions Bambi Bucket Version N2

ML Load Hook Mirror (Adj. + Heating) Q FUEL
MM 12V Receptacle QA Long Range Fuel Tank
MMX DC Receptacle (28V) QB Fuel Shut--Off Valve
MN Cargo Hook Weighing System QF Fuel Flow; Auxiliary Tank

MP Entertainment System (CD--Player, Video) QM Fuel Pumps

MS Sand Filter QW Engine Fuel Monitoring
(Fuel Pressure, Fuel Filter, etc.)
MT Elt System Flight Test
QX Fuel Quantity Indication
MU Timer
MV LAVCS

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

R RADIO COM -- RADIO NAV SH ATC Transponder

RA Marker SK EMS
RB GPS SN DME
RC NAV / NAV Converter SX IFF Transponder
RE Emergency Locator Transmitter
RF VHF--FM T SPECIAL ELECTRONIC EQUIPMENT
RG Headset Cable TB Module
RH HF / SSB TG Direction Finder
RJ Indicator Interface TP G.P.W.S
RL IC Amplifier TR PAR System
RN FMS / NMS TS Downlink
RP ADF TT Aircraft Management Computer (AMC)
RQ UHF
RR Phone (SAT&GSM) U DIVERSE ELECTRONIC EQUIPMENT
RT Digitaler BOS (Tetra, Tetrapol) UC HUMS
RU V / UHF (Multi--frequency) UP Control Panels (Different Functions)
RV VHF--AM1; VHF--AM2 UV Video Radar Unit
RW Radio Provisions
RY Audio Control Unit W WARNING AND EMERGENCY
RZ Intercom System; Audio Box WB Fire Extinguishing System
WD Open Door Caution / Warning
S RADAR WG Fire Warning System
SA Radar Altimeter WS Smoke Detection / Warning
SB Weather Radar WW Warning Unit
SD TAS / TCAS

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

X AC GENERATION American Wire Gauge AWG

XE External Power Supply 220V AC--EMS
Conversion Table AWG, Diameter and Cross-- Section Area
XS AC Power System Single
AWG Diameter (mm) Cross--section
Area (mm2)

26 0.40 0.13
24 0.51 0.20
22 0.65 0.33
20 0.81 0.52
18 1.02 0.82
16 1.29 1.31
14 1.63 2.08
12 2.05 3.31
10 2.59 5.26
8 3.26 8.36
6 4.11 13.29
4 5.19 21.14
2 6.54 33.61
1 7.35 42.39

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Equipment Location Code

AFT BODY, A FWD BODY, F
STA 5086--7096 UP TO STA 3125
AC CARGO COMPT -- GENERAL FC CENTER CONSOLE -- GENERAL
AD LH AFT DECK SECT FF UNDER FLOOR, FWD BODY
AE RH AFT DECK SECT FFA UNDER FLOOR, FWD BODY,
EQUIP RACK AFT
AL LH CARGO COMPT
FFF UNDER FLOOR, FWD BODY,
AM MISC. COMPT, UNDER FLOOR
EQUIP RACK FWD
AR RH CARGO COMPT
FG COCKPIT -- GENERAL
AS ET RACK, CARGO COMPT
FH OVERHEAD PANEL
AT TAIL CONE
FHA CIRCUIT BREAKER / SWITCH
AU UNDER AFT DECK SECT PANEL
AUL LH CARGO DOOR FL LH COCKPIT
ENGINE COMPT E FLA COPILOT CYCLIC STICK
EL NO. 1 ENG COMPT FLB COPILOT CP LEVER
ELA NO. 1 ENG ASSY FM INSTRUMENT PANEL
ELD NO. 1 ENG ACCESSORY SECT FMC INSTRUMENT PANEL -- CENTER
ER NO. 2 ENG COMPT FML INSTRUMENT PANEL -- LH
ERA NO. 2 ENG ASSY FMR INSTRUMENT PANEL -- RH
ERD NO. 2 ENG ACCESSORY SECT FN NOSE SECT -- GENERAL
FR RH COCKPIT
FRA PILOT CYCLIC STICK
FRB PILOT CP LEVER

Voltages present in electrical systems, components or parts Before the installation or removal of a part, a check shall be
may lead to serious injury or death. made to ensure that the respective system is de--energized.

When work is to be performed on systems which are Electrical circuits must not be touched until they have been
connected to an electrical power supply, the electrical power grounded. This is because dangerous capacitor charging
supply must be rendered inoperable to all persons except voltage may still be present even after the voltage has been
for the person performing the actual work. removed.

Work under voltage shall only be performed in exceptional In addition, the pertinent national regulations shall be
circumstances and under supervision. observed.

When work is performed on live systems, only suitable

isolated tools shall be used.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical System -- General Description

The DC electrical power supply system with Electrical Master Boxes The electrical power supply system consists of
replaces the former relay technology. The number of distribution and
-- starter / generator 1 and 2 with Electrical Master Box
junction boxes is reduced to three Master Boxes.
(EMB) 1 and 2
The electrical system operates at 28 VDC (precisely at 28.5 V if -- battery with Battery Master Box (BMB)
operated by the generators) and is designed with the principle of
-- emergency power supply system
duplex parallel generation and system separation. The electrical
system is divided into the following subsystems: -- external power supply system
-- AC power supply system (optional).
-- electrical power supply
-- electrical power distribution.
Electrical Power Distribution
Electrical Power Supply The electrical power distribution system transfers the electrical power
from the electrical power supply system to the consumers. For this
The electrical power supply system supplies 28 VDC to the aircraft purpose, a network of busbars, contactors, protective fuses, diodes,
electrical system if operated by generators. The electrical power and a system separation circuit utilizing BUS TIE contactors are
supply system supplies 24 VDC to the aircraft electrical system if installed in the helicopter.
operated by the main battery. If both generators and the main battery
fail, a standby battery provides 24 VDC power to the emergency Several busbars are installed in the Electrical Master Boxes, the
equipment for a safe landing. For maintenance and ground Service Connector Panels and on the overhead panel.
operations, an external power unit (EPU) can be used to supply 28 The busbars, which supply electrical power to individual consumers
VDC. are distributed via the:
The airframe is acting as the return conductor or ground potential. -- ESS BUSes 1 and 2
An optional AC power system could generate two different AC -- SHED BUSes 1 and 2
voltages (26 VAC, 115 VAC) out of 28 VDC for e.g. a weather radar. -- NON ESS BUSes 1 and 2
-- AMC BUSes 1 and 2
-- EMER BUS
-- AC BUS (optional).

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical System

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

1 TB5 TB4 EPU

3 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

AMC BUS . . . . . . . Aircraft Management Computer Busbar BATTERY
EMER. BUS INVERTER (OPT)
Abbreviations

BATC . . . . . . . . . . . Battery Contactor

BTC . . . . . . . . . . . . Bus Tie Contactor 1700PA
OVHD PANEL 5202XS
EBC . . . . . . . . . . . . Essential Bus Contactor
HLC . . . High Load Bus Contactor EMERGENCY 12VE
EMER BUS . . . . . . Emergency Bus
EPLC . . . . . . . . . . . External Power Line Contactor HPC . . . High Power Contactor BATTERY
AC C/B (OPT)

003215
ESS BUS . . . . . . . . Essential Busbar SBC . . . Shedding Bus Contactor
GLC . . . . . . . . . . . . Generator Line Contactor SC . . . . Starter Contactor 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical System -- Locations of Main Components

Main Components Electrical Power Supply Elements

The main components of the electrical system are: The components for the electrical power supply are:
-- electrical power supply elements -- starter / generator 1 and 2, attached to the engines
-- Electrical Master Boxes, Battery Master Box -- main battery, located RH of the AFT engine deck
-- consumer busbars -- emergency power unit, located in the RH side channel
-- electrical power control devices. -- external power supply via EPU receptacle, RH
fuselage.
-- static inverter (optional), ceiling area.

Electrical Master Boxes, Battery Master Box, Diodes

The Electrical Master Boxes, Battery Master Box and Diodes connect
several busbars to their related power supply by means of contactors.
The following boxes are installed in the helicopter:
-- Electrical Master Box 1 (LH ceiling area) and
Electrical Master Box 2 (RH ceiling area).
They contain SHED buses, MAIN buses (or PRIMARY
buses), generator and start contactors, high power and
high load contactors, SHED bus contactors, BUS TIE
contactors and protective fuses.
-- Battery Master Box (RH cabin wall).
It contains BATTERY bus, essential bus contactors, battery
contactor, and protective fuses.
-- Diodes (Schottky Rectifier) (LH and RH cabin ceiling).
They contain two blocking diodes each, to ensure power
supply from BAT BUS and the MAIN BUSes 1 and 2 to the
ESS BUSes 1 and 2.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Power Supply -- Locations (1)

Starter / Generator 1 Main Battery

Starter / Generator 2

Battery Master Box

EPU Receptacle

Diode Box 2

Electrical Master Box 2

Static Inverter (optional)

Electrical Master Box 1

Emergency Power Unit

Diode Box 1

003216
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Consumer Busbars Electrical Power Control Devices

The electrical consumers are connected to busbars by means of circuit Installed in the helicopter are electrical power control devices which
breakers. The different types of buses and their respective locations are equipped with switches, monitoring elements, control units, safety
are as follows: and measuring devices for the electrical power system installed.
-- ESS BUSes in the overhead panel The following devices are installed:
-- AMC BUSes at LH and RH Service Connector Panels -- Overhead panel,
-- SHED BUSes in the overhead panel and at LH and RH contains the switches BAT MSTR, GEN 1 and GEN 2,
Service Connector Panels circuit breakers and switches for power consumers.
-- EMER BUS in the overhead panel -- MFD,
-- NON ESS BUSes at LH and RH Service Connector multi--function displays, installed on the instrument panel,
Panels. indicating the operational status of the system and
providing voltage and ampere readings.
-- AMC,
aircraft management computers, installed in the avionic
bay, below the cockpit floor. They are used to process
signals for indication, monitoring and status information of
the electrical system.
-- Warning unit,
installed in the center part of the instrument panel. It
provides a warning for battery overtemperature.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Power Supply -- Locations (2)

Service Connector Panel 2

Overhead Panel

AMC 1 and 2

MFD, Warning Unit

Service Connector Panel 1

003217
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Power Supply

The helicopter BK117 D--3 has diverse electronic system installations, reconnect the generators to reset activated protective functions, if the
including systems for information display, radios, navigation coupling conditions are fulfilled.
equipment, autopilot system, etc. To operate these systems in the
various stages of flight, electrical power must be available.  NOTE For operation of the RESET function, see Flight
Electrical power is supplied by a: Manual.

-- starter / generator system Starter / Generator System

-- battery system
The starter / generators are used to start the engines and to supply
-- emergency power supply system electrical power to the electrical system of the helicopter, including
-- external power supply system battery charging.
-- AC power system (optional).
Battery System
Overview The battery system supplies the essential systems with power and is
used for starting an engine. During normal flight, the battery is a
The battery is connected via the contactors BATC, BTC1 and BTC2 to backup power system.
the MAIN busbars.
Emergency Power Supply System
The EPU is connected to EMB2. In case of EPU power, the battery is
still connected to the ESS BUSses via EBC1 and EBC2. The emergency power supply system has the task to supply DC power
to the EMER BUS and to certain emergency equipment under the
The switch BAT MSTR has the positions OFF / ON / RES. In position condition both generators and the main battery are lost.
ON the switch closes the contactor BATC and the contactors EBC1
and EBC2. Contactors BTC1 and BTC2 are closed if the switches BUS External Power Supply System
TIE 1 and 2 are in position NORM.
To save battery power during ground operation (system checks) or
When the switch is in the momentary position RES, it engages the when starting the engines, an external power unit (EPU) can be
contactor BATC, to reset activated protective functions, if the coupling connected to the helicopter electrical system.
conditions are fulfilled.
The two switches GEN 1 and GEN 2 have positions OFF / NORM / AC Power System (optional)
RES. In the position NORM the switches close two contactors GLC1
and GLC2. With the switches in the momentary position RES they Some optional equipment need alternating voltages for operation. For
this purpose, a static inverter can be installed.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

DC Power Generation

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
EMER. BUS INVERTER (OPT)
1700PA
OVHD PANEL 5202XS
EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003218
1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter / Generator System

The BK117 D--3 has been developed as a twin engine multi--purpose Operation
helicopter. It is equipped with two Safran Arriel 2E engines. Each
The starter / generator can be operated in two different modes:
engine is equipped with a DC starter / generator. It starts the engine
and supplies electrical power to the on--board electrical system. -- starter mode
The starter / generator is attached to the accessory gearbox via a -- generator mode.
mounting flange and held by an attachment clamp. nominal data VDC to 30 VDC
The starter / generator consists of a shaft with a coil. This component motor current during start 700 A
is called an armature. The armature pivots in a stator and housing
max. constant load at 100 % N1 200A
assembly which is covered on the inside with another coil called an
excitation winding. range of speed 7,050--12,000 RPM
point of regulation (POR) 28.5 VDC ±0.1 V
A starter winding is provided for the starter mode. Furthermore, the
armature is connected with a collector coil called a commutator. The temperature switch opens at 178 ±6 °C,
commutator surface has four pairs of brushes installed. Additionally, closes at 152 ±6 °C
an interpole and compensation winding is connected within the
assembly. The terminals of the coils and brushes are led outside the
housing to the terminal block.
A fan is attached to the armature shaft for cooling. Cooling is also
obtained through ram air by the engine compartment ventilation. A
temperature switch, mounted on the mounting flange, monitors the
temperature at the air outlet of the starter / generator. In case of over
temperature, a caution will be triggered.

 NOTE The generator voltage has to be adjusted at the

respective Electrical Master Box for each side.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter and Generator

Terminal Block
Stator
Armature
Interpole and
Compensation Winding Brushes

Damper Assembly Ball Bearing

Commutator

Drive Shaft
Fan

Temp. Switch Generator Output

Excitation Winding B+
Start Winding

Excitation C+ Starter Input

A+
Input
Excitation Armature and
Winding Brushes
Balance D

Mounting Flange Interpole and

Compensation
E-- Winding
Attachment Clamp Starter / Generator Ground

001110
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter / Generator Operation

Starter Mode Generator Mode
In the starter mode, the starter / generator is used to start the engines. The generator mode is used with engines running, to supply the
Electrical power is supplied to the starter winding via the terminals C+ helicopter electrical system and to charge the battery. If the excitation
and E-- so the starter / generator is used as a motor to build sufficient winding of the starter / generator is powered, a magnetic field around
torque and to accelerate the engine turbine. Thereby it drives the N1 the armature is created. With the armature turning, voltage is induced.
gas generator turbine via the accessory gearbox. The starter input is The voltage is taken up via the collector coil by the brushes and is
supplied with current by means of the external power unit, the installed supplied to the terminal block, attached to the housing. To compensate
battery or an active generator. the armature back--effect (brush arcing during load), an interpole
The two engines are started sequentially. (reversing polarity) winding and a compensation winding is connected
in series with the armature.
The engine start procedure will be terminated automatically by the
The generator will be connected automatically to the electrical system
FADEC.
of the helicopter provided that a EPU is not connected and the
Control generator switches are in NORM position.
The starter mode is initiated by the engine mode selector switch and Control
the FADEC which activates via the engine start relay the starter
The generator mode is initiated by the FADEC from the started engine
contactor inside the Electrical Master Box. The FADEC also controls
when it removes input signal from the engine start relay. The EMB
the ignition.
opens the starter contactor to stop the power supply to the starter and
closes the generator line contactor to connect the generator to the
electrical system.
The generator mode will be terminated automatically when a
protection circuit in the EMB is triggered or manually (engine mode
selector switch to OFF, generator switch to OFF).

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter / Generator

Generator Line Contactor

Starter Contactor

GLC SC GLC SC

Electrical Master Box B A B A

Generator Output
B+ B+

C+ C+
Excitation Input A+ A+

Excitation Winding G Start Winding G

D D
Balance
Interpole and
Compensation E--
E--
Winding
Ground

Starter Mode Generator Mode

001111
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Generator Switches
The purpose of each generator switch is to disconnect and reconnect Control
a generator to the electrical power system.
NORM Position
The generator switches GEN 1 and 2 are installed in the overhead As soon as both GEN switches are in the NORM position and coupling
panel. conditions are available, each starter / generator supplies in parallel
Each switch has three positions: the main buses via contactors GLC1 and GLC2.

-- OFF OFF Position

The generator is disconnected from the supply system.
-- NORM
-- RES. RES Position
If a generator must be engaged after a failure, the respective switch
The RES position (RESET) is spring loaded to the NORM position. must be set to the position RES. This provides a reset of failure
indications and of the protective functions. Subsequently the switch
can be set to the position NORM.

 NOTE For operation of the RESET function, see the Flight

Manual.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Generator Switches -- Location

GEN1 Switch
GEN2 Switch

Overhead Panel

003219
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter / Generator Monitoring

The electrical system is indicated and monitored by Helionix®. It Generator Current Indication
receives DC system parameters and status information directly from
The generator current is shown on the Vehicle Management System
analog sensors, EMB 1 and 2. The following information and
Display (VMS) in the electrical system area. The current for each
conditions are displayed:
generator is measured by the Hall effect sensors inside of EMB 1 and
-- bus voltage indication 2. This current sensor is directly connected to the generator relay.
-- generator current indication Within a range of ±500 A, the current will be displayed with a resolution
-- generator state of 5 A.
-- cautions, advisories and messages. If a high (200 A, confirmed for 2 min.) limit is exceeded, the displayed
Bus Voltage Indication numerical value is framed amber. Above 200 A after 2 min. or 300 A
after 5 s the limit becomes red.
The DC voltage is shown on the Vehicle Management System Display
(VMS) in the electrical system area. It displays the voltage of the AMC Generator State
BUSes 1 and 2 in a range of 0--32.0 V (resolution of 0.1 V.) If a low The condition of the generator is displayed as a symbol, which has the
(24 V) or a high (29.5 V) limit is exceeded, the displayed numerical following color logic:
value is framed amber. A red limit frame will be shown below 21 V or
above 31 V. off or not connected
G1
Additionally, for correct indication, on the setting & tuning page the bus (as a normal condition): grey
voltage can be adjusted by adding a certain offset value to the on or connected (as a normal
measured value (max. ±1.9 V). G1
condition): green
abnormal connection state
G1
(e.g. failed or erroneously
connected): amber

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter / Generator Monitoring

Generator State

G1 BAT G2 G1 BAT G2

28.5 V 25.6
28.5 V 23.5 V 31.5 V
25.6
100 A -20 A 100 A 100 A -20 A 100 A
Bus Voltage Information
Normal Electrical Indication Electrical Limits exceeded

Generator Current Indication

G1 BAT G2

*** V 25.6
*** V
*** A *** A *** A

Invalid Electrical Data

003220
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Cautions, Advisories and Messages

During the starter / generator operation, the following cautions, GEN1 and/or GEN2 OVERHEAT (Caution, amber)
advisories and messages are possible and are displayed on the FND
Triggered by a temperature switch (>178 °C), the temperature switch
master list.
is mounted on the mounting flange of the starter / generator and
ENG1 and/or ENG2 STARTER ON (Caution, amber) monitors the temperature at the air outlet.
Displayed, if the EMB 1 or 2 energizes the starter contactor (SC) and ELEC OVERLIMIT (Caution, amber)
the AMC detects that
Principally triggered, if any generator / battery / EPU current or bus
-- the time since starter activation exceeds 60 s voltage exceeds a low or a high limit.
-- N1 engine 1 and/or 2 >61%
GEN1 and/or GEN2 DISC SENSOR (Advisory, white)
-- an overheat has occurred during start mode.
Displayed as a white advisory, if the continuity check of the discrete
GEN1 and/or GEN2 DISCONNECTED (Caution, amber) signal for the GEN1 / 2 DISCONNECTED fails during the power--up
Displayed on ground: test.
if the EMB 1 or 2 disconnects generator line contactor (GLC), engines ENG1 and/or ENG2 STARTER ON (Information Message,
are running and EPU is not connected.
green)
This alert is suppressed on ground, when
The green information message is displayed as soon as starter is
-- engine 1 or 2 is off activated.
-- starting or venting and the ENGINE FAIL 1 and/or ENGINE
FAIL 2 alert is active
-- the EPU is active.
Displayed in flight:
if the EMB 1 or 2 disconnects generator line contactor (GLC).

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter / Generator -- Cautions, Advisories and Messages

ENG1 STARTER ON ENG2

GEN1 DISCONNECTED GEN2
GEN1 OVERHEAT GEN2
ELEC OVERLIMIT
GEN1 DISC SENSOR GEN2
ENG1 STARTER ON ENG2

FND Master List

003221
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Master Box 1 and 2 -- Overview

Each electrical Master Box contains: Protection and Logic Board
-- Generator Control Unit Board (GCUB) Main electronic functions included in the Protection and Logic Board
-- Protection and Logic Board (PLB) are:
-- power fuses -- contactor control
-- mother board -- shedding function
-- contactors -- generator protection
-- busbars -- overvoltage 31 V±0.5
-- hall effect sensor (HES) -- undervoltage 18 V±0.5
-- test and POR assembly. -- reverse current
GCU Board -- overcurrent
-- feeder short circuit (differential protection)
The EMB contains a generator control unit board. The main function
-- battery protection
is to adjust and regulate POR (Point of Regulation) of the DC electrical
networks so that they are set to 28.5 ± 0.1 VDC. -- EPU protection
-- overvoltage 31 V±0.5
The GCU ensures the following functions:
-- under voltage 21 V±0.5
-- voltage regulation (generator output voltage) + point of
-- feeder short circuit
regulation (POR) adjustment from 26 VDC to 31.5 VDC
-- BITE function
-- resetting of generator without backup voltage (using the
residual voltage of the generator) -- ARINC communication.
-- inhibits excitation signal in case of excitation overvoltage or Power Fuses
overcurrent
All power fuses are located in a removable fuse block in the upper part
-- current limiting function (generator output)
of the Master Box. In order to segregate the Essential Zone with the
-- over voltage protection (generator output) rest of the Fuse Area, a Tefabloc® wall has been implemented.
-- load balance control (in parallel mode).
Mother Board
A dedicated mother board is used in order to minimize internal wiring.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Master Box 1 and 2, Overview

Motherboard

Power Studs

Test and POR Assembly Power Fuses

GCUB

PLB

Bars
Contactors

001455
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Busbars and Contactors

The MAIN busbars and several contactors connect the starter
generators via the MAIN bus with the consumers of the H/C. Via BUS
TIE relays there is an interconnection to the MAIN bus of the opposite
Electrical Master Box and to the BATTERY bus of the Battery Master
Box.

Hall Effect Sensor (HES)

The Hall Effect Sensor (HES) is used permanently to read generator
currents. This current reading is used to protect power sources and
also to send monitoring information to the cockpit (generator current).

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Master Box 1 and 2

Bus Bars
Bus Bars

HLC HLC
HPC HPC

SBC SBC EPLC

GLC BTC GLC BTC

SC SC
Not Used Not Used

Not Used Not Used

HES GEN HES GEN

Electrical Master Box 1 Electrical Master Box 2

BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery System

The electrical system is powered by the battery system during ground Battery Master Box
and abnormal flight operation. The battery system comprises following
The BMB contains the battery bus and contactors that connect the
components:
battery over the battery bus to the periphery.
-- battery
-- battery master switch
Blowout Fuse
-- Battery Master Box (BMB) A fuse (325 A) located in the battery bonding line melts when the
-- blowout fuse current flow is excessive and thus prevents the system from being
damaged. The fuse is mounted next to the Battery Master Box to the
-- battery monitoring. fuselage.
Battery Battery Monitoring
The battery supplies current to start the engines. It is used as backup The battery system is indicated and monitored by Helionix® that
power and for ground operation. receives battery parameter and status information directly from
Battery Master Switch analogue sensors and switches.

With the battery master switch, either the battery or the external power
unit (EPU) are connected to the electrical power supply system.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

DC System -- Battery System

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
EMER. BUS INVERTER (OPT)
1700PA
OVHD PANEL 5202XS
EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003222
1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery
The battery consists of 20 nickel cadmium cells with a nominal voltage Control
of 24 VDC and a nominal capacity of 40 Ah (optional 44 Ah).
The battery is controlled and switched by the contactors located inside
A temperature switch inside the housing is used to monitor the battery of the BMB and the battery master switch located on the overhead
temperature. panel.
The battery is located on the RH AFT engine deck. It is accessible
through the battery door. The battery is fixed by a support and a  NOTE The battery will be charged only by the generators
stopper. Additionally, the battery is hold at the top by two bolts with
fixing nuts.  NOTE The BAT HOT BUS is directly connected to the
battery.
The battery is electrically connected to the DC power system via a
power connector. The temperature switch has an individual connector,
Technical Data - Battery
which is connected to the warning unit and AMC2.
The battery supplies: Voltage 24 V
-- backup power to the essential electrical system in the Capacity 40 Ah (optional 44 Ah)
event of a double generator failure Cells 20 cells, nickel cadmium
-- the on--board electrical system with starting power, if there Electrolyte solution of KOH
is no EPU available to start the engines. (potassium hydroxide)
Temperature Switch 71 ±2.8 °C
Weight 33.7 kg (optional 37.2 kg)

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery

Fixing Nut with Pin Cover

Temperature NC Cell
Switch
Battery
Strap
Power
Connector

Housing

Connector for Vent

Temperature Switch
Support
Stopper
Vent Tubes

001119
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery Master Switch

The battery master switch is used to control the following systems: Control
-- battery system ON Position
-- EPU system. As soon as BAT MSTR switch is in the ON position and coupling
conditions are available, the battery supplies the ESS buses and both
This is done by providing ground signals to the BMB.
MAIN buses.
The battery master switch is installed in the overhead panel and has
If an EPU is connected to the aircraft (EPLC closed) and the BAT
three positions:
MSTR switch is engaged ON, the MAIN buses will be supplied with
-- OFF power by the EPU via the EMBs.
-- ON OFF Position
-- RESET. This position is used to disconnect battery or EPU from the electrical
The RESET position is spring loaded to the OFF position. system.
RESET Position
If the battery should be engaged after a failure, the BAT MSTR switch
must be set to the position RESET. This provides a reset of failure
indications and of the protective functions. Subsequently the switch
can be set to the position ON.

 NOTE For operation of the RESET function, see the Flight

Manual.

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Power Fuses
Hall Effect Sensor
Battery Contactor

Essential Bus Contactor 2

Main Ground Connection

Blowout Fuse 325 A

Circuit Breakers
Power Studs
Essential Bus Contactor 1
CIRCUIT BREAKER
53VE ALLOCATION
DIST1 DIST2 DIST3
BAT BAT HYD
BUS1 BUS2 CONV

DIST4 DIST5 DIR BAT

INACT GND INACT
PWR
Circuit Breakers
Battery Master Box

003224
Circuit Breakers Label

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery Monitoring

Battery State

Battery Current

BAT DISCONN

G1 BAT G2

24.0 V 24.0 V
0A 30.0 A 0A

VMS FND Master List

003225
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery Temperature Monitoring

The battery temperature is monitored by a temperature switch, which Operation
is located in the battery housing. In case of an overtemperature,
If the battery temperature exceeds approx. 71 °C, the bimetal switch
warnings direct the aircrew to take immediate action. The following
closes. A ground signal can pass the temperature switch and activates
warnings will be triggered, if the battery temperature exceeds approx.
the respective warnings on the warning unit and in the AMC2 to be
71 °C:
displayed on the FND master list.
-- red BAT OVHT on the warning unit
With the help of the test switch LAMP for the warning unit, the battery
-- red BAT OVERHEAT on the FND master list temperature circuit can be tested. The test includes a continuity check
-- red battery status on the VMD of the wiring and the activation of the red warning.
-- voice message “BATTERY OVERHEAT” with a warning The warning BATTERY OVERHEAT on the FND master list will be
tone. suppressed during the lamp test. If the failure of the battery
In case of any red battery warning, the battery has to be disconnected overtemperature circuit was detected during the lamp test, the white
immediately from the electrical system of the helicopter. advisory BAT OVHT SENSOR is triggered.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery Monitoring

Warning Unit
Battery Temperature Warning

G1 BAT G2

28.5 V 25.6
28.5 V BAT OVERHEAT
100 A -20 A 100 A

Battery VMS Battery Overheat

Temperature Sensor
Test Switch LAMP FND Master List

BAT OVHT SENSOR

FND Master List

003276
Overhead Panel

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery Discharge Monitoring

To avoid reducing the available battery capacity (for an emergency Operation
case) by discharging the battery in flight, a battery discharge
Helionix® uses the HES located in the BMB to measure the current and
monitoring system is installed.
the flow direction.
The discharging condition of the battery is monitored by an HES
If the battery is discharged in flight and the current is above 5 A, the
located in the BMB and displayed on the FND master list.
BAT DISCHARGING caution will be displayed and the numerical
The battery current is displayed in the electrical system area of the current value is displayed within an amber frame.
VMS display.
On ground under the condition that EPU is not connected, the caution
BAT DISCHARGING will be displayed if
-- the battery discharge current is above 40 A for more than
4s
-- the battery discharge current is above 5 A for more than
3 min
-- the battery discharge current is above 5 A while EPU is
connected
-- the bus voltage is below 24.5 V.
Furthermore, the activation of the caution BAT DISCHARGING is
suppressed during the engine start and for the first 20 s of engine
ventilation.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Battery Discharge Monitoring

Hall Effect Sensor

BAT DISCHARGING

G1 BAT G2

24.0 V 24.0 V
0A 30.0 A 0A

VMS FND Master List

003227
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Emergency Power Supply System

Emergency systems on the EMER BUS are powered by the Emergency Power Supply Unit (EPSU)
emergency power supply system, in case of an ESS BUS 2 power loss.
The emergency power supply unit is a standby emergency battery to
The emergency power supply system comprises: provide power to the EMER BUS in case of an ESS BUS 2 loss.
-- Emergency Power Supply Unit (EPSU) Standby Battery Switch
-- standby battery switch
The standby battery switch connects the emergency power supply unit
-- battery test relay to the EMER BUS.
-- standby battery monitoring.
Battery Test Relay
The battery test relay is used to simulate a power loss on ESS BUS 2
and to initiate an internal battery test. Thus the function of the
emergency power supply unit can be tested.

Standby Battery Monitoring

The emergency power supply system is indicated and monitored by
Helionix® that receives standby battery parameter and status
information directly from analog and discrete signals.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Emergency Power Supply System

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
EMER. BUS INVERTER (OPT)
1700PA
OVHD PANEL 5202XS
EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003228
1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Emergency Power Supply Unit

The emergency power supply unit supplies the DC power to the EMER Operation
BUS and to the emergency equipment, when the ESS BUS 2 has been
In case of an ESS BUS 2 power loss and the STBY BAT switch
de--energized. E.g. loss of both generators and main battery. It is
positioned to ON, the emergency battery provides power to the EMER
located under the floor in the forward RH side channel.
BUS. The emergency battery will be charged as soon as ESS BUS 2
The emergency power supply unit has rechargeable lithium ion is powered and maintain the charge on the internal battery cells. An
NanoPhosphate® chemistry to provide nominal 24.5 VDC, 4.5 Ah and automatic detection of the condition in order to charge, discharge and
a fuse limited maximum power output of 20 A. The unit is charged by shut--off is implemented. The emergency battery is connected via the
the electrical power supply of the helicopter. BAT TEST RELAY to the circuit breaker IESI BAT located on ESS
BUS 2.

Technical Data -- Emergency Power Supply Unit

(MD835-- 3)
Power output 24.5 VDC nominal, max. 20 A
Power input 20 to 32 VDC, max. 5.2 A
Battery capacity 4.5 Ah
Cells lithium ion NanoPhosphate®
Weight 2.16 kg

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Emergency Power Supply Unit

002174
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Standby Battery Switch Battery Test Relay

The standby battery switch is installed in the overhead panel. It has two The battery test relay is used to test the function of the emergency
positions: power supply unit. The failure of the test will be displayed. The relay
is installed in the overhead panel.
-- OFF
-- ON. Operation
Control The battery test relay is controlled by Helionix®.
The emergency battery is connected to the EMER BUS, if the standby
battery switch is positioned to ON. One line provides the battery
voltage and a second line provides the switch position via a ground
signal for test purposes to the AMC2.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Standby Battery Switch

EMER BUS

Battery Test Relay

C/B ELEC --
IESI BAT

003229
Standby Battery Switch

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation
In normal operation the ESS--BUS 2 supplies the EMER BUS and / or
emergency equipment (IESI, emergency light).
The EMER BUS could be powered either by EPSU or ESS BUS 2.
The IESI is immediately powered when the BAT MSTR switch is
switched on (via ESS BUS 2) to reduce alignment time.
The EMER BUS is powered by EPSU if the EPSU switch STBY BAT
is switched to ON and the ESS BUS 2 is de--energized.
The emergency battery will be charged as soon as ESS BUS 2 is
powered and maintains the charge on the internal battery cells to full
capacity.
An automatic detection of the condition in order to charge, discharge,
and shut--off is implemented.
The emergency battery is connected via the BAT TEST RELAY to the
circuit breaker IESI BAT connected to the ESS BUS 2.
The relay coil is powered by the ESS BUS 2 via the C/B IESI BAT.
The ground signal to the relay is provided by the AMC 2. If the STBY
BAT switch is set to the position ON, a ground signal and the standby
battery voltage will be detected by Helionix® and the battery test relay
is energized.
An activated battery test relay will interrupt the ESS BUS 2 power
supply to the EPSU. The EPSU now powers the EMER BUS and a
feedback signal is sent to the AMC 2 to test the condition of the EPSU.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Emergency Power Supply -- Electrical Schematic

IESI
28VDC IN_2
EMER BUS
Power Supply 28VDC IN_1 3A
STBY BAT OFF
ON

IESI

IESI BAT
24/28VDC OUT
28VDC IN ESS BUS 2
7.5A
Remote Test SW
Test Output

Emergency Battery
BAT TEST RLY

0.1A

STBY BAT FAIL

STBY BAT LAUNCH TEST

TB1754

DC 12V+ Overhead Panel

STBY BAT DISCH
DC 12V--

003230
AMC 2

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Standby Battery Monitoring

Helionix® monitors the standby battery parameter. An abnormal
condition will be indicated in the FND master list.
The battery monitoring system can display the following cautions:
-- STBY BAT DISCH
-- STBY BAT FAIL.

Operation
If AMC 2 detects that the emergency battery output voltage is higher
than 5 V via a voltage divider and “Standby battery on” discrete input
from standby battery control switch is active, the caution STBY BAT
DISCH will be triggered on the FND master list. This indicates that the
emergency battery is being discharged. The caution will be
suppressed during engine start and ventilation.
The caution STBY BAT FAIL indicates that the automatic emergency
battery system test performed by the AMC has failed.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Standby Battery Monitoring

STBY BAT DISCH

STBY BAT FAIL

FND Master List

003231
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

External Power Supply System

To prevent loss of the battery capacity during ground operation External Power Receptacle
(system checks) and to avoid hard strain for the battery when starting
The external power receptacle is used to connect an external power
the engines, an external power unit (EPU) can be connected to the
unit to the electrical system of the helicopter.
helicopter electrical system.
An EPU supplies the on--board electrical system for ground operations Battery Master Switch
and engine start. It should be used whenever possible. An EPU should The BAT MSTR switch activates logic in the EMB2 which energizes the
have more voltage than the battery, e.g. 28V. External Power Line Contactor (EPLC) when the EPU is energized
The external power supply system consists of: and connected to the external power receptacle.
-- external power receptacle EMB2
-- battery master switch The EMB2 contains the EPLC and is energized by the Protection and
-- EMB2 Logic Board (PLB). The EPU receptacle is directly connected to the
-- external power monitoring. EMB2.

External Power Monitoring

The conditions of the external power supply system (access door of
the external power receptacle open, external power unit connected
and available) are monitored and indicated on the display system.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

External Power Supply System

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
EMER. BUS INVERTER (OPT)
1700PA
OVHD PANEL 5202XS
EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003232
1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

External Power Receptacle

An external power receptacle is installed on the helicopter to connect Intercom Socket
an external power unit (EPU). It is protected by a cover. The external
A headset may be connected to the aircraft intercommunication
power unit should supply at least 24 VDC.
system via the intercom socket. It enables the maintenance personnel
The external power receptacle is installed on the RH side of the to communicate with persons in the cockpit even during excessive
helicopter below the lower maintenance step. noise levels (e.g. when the engines are running).
Components Circuit Breaker
The external power receptacle consists of: By means of the circuit breaker, the control line for the external power
-- power connector receptacle is activated. When the circuit breaker is pressed, the EMB 2
disconnects the battery and both starter / generators from the MAIN
-- intercom socket
busbars.
-- circuit breaker EXT PWR
-- EPU door switch. EPU Door Switch
In a common housing of the external power receptacle, a switch for the
Power Connector
access panel monitoring is installed.
A mechanical safety--device prevents the socket from being inserted
incorrectly. The negative pin of the power connector is connected to
the ground point E1705. The two large pins are used for the negative
and positive poles. The shorter pin (positive, +1) is used for engaging
the EMB2. The current flows over the two large pins until the contacts
are closed safely.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

External Power Receptacle

Circuit Breaker Intercom Socket

EXT PWR

EPU Door Switch External Power Receptacle

EPU Door

003233
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation of the External Power Receptacle

The connection of an external power unit to the helicopter’s power
supply system is controlled by Electrical Master Box 2.
The following modes are available:
-- power supply on ground
-- starting the engines.

Power Supply on Ground

On the ground, if an EPU supplies power to the helicopter, both starters
/ generators and the battery are disconnected (GLC 1 and 2 and BATC
are open) from the MAIN busbars. They cannot be connected to these
busbars together with the external power unit.

Starting the Engines

The two engines are started sequentially. When starting via EPU, the
EPU supplies the starter / generator of both engines completely. After
engines start the GLC 1 and 2 remain opened, until EPU disconnect.
For starting, the external power unit should supply currents of 500 --
max. 800 A at a nearly constant voltage level.

 NOTE Charging the battery with the EPU is not possible.

 NOTE The battery must be connected prior to the

connection of an EPU (UEPU>UBAT).

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

External Power Receptacle

EPU Receptacle

+ + --

EXT PWR 5A

EPU CONNECTED

EPU DOOR OPEN

AMC2 EMB2

EPU DOOR Switch

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

External Power Monitoring

Helionix® receives external power parameters and status information Bus Voltage Indication
from EMB2 and a switch. The information is displayed in the electrical
The DC voltage is shown on the VMS in the electrical system area. It
system area of the VMS for external power state and voltage and on
displays the voltage of the ESS BUSes 1 and 2 in a range of 0--32 V
the FND master list for cautions.
(resolution of 0.1 V).
The external power monitoring system contains:
If a low (24 V) or a high (29.5 V) limit is exceeded, the numerical value
-- EPU connection status is displayed with an amber frame. A red limit frame will be shown below
-- bus voltage indication 21 V or above 31 V.
-- EPU door monitoring. EPU Door Monitoring
EPU Connection Status In a common housing of the external power receptacle, a switch for the
In the electrical system area of the Vehicle Management System an access panel monitoring is installed. An open EPU door will be
EPU state symbol near the battery state symbol can be shown. The detected by the door switch, which connects a ground signal to the
symbol is colored according to the following status: AMC2. This causes the amber caution EPU DOOR to illuminate on the
FND master list. By closing the EPU door, the ground signal will be
connected, green interrupted and amber caution EPU DOOR is removed.
The caution EPU DOOR is suppressed as long as an EPU is
not connected, not shown connected.

In addition to the symbol, the amber caution EPU CONNECTED on the

FND master list displays the status of a connected and energized
external power unit. The status is delivered by the EPLC installed in
EMB2 to the AMC2.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

External Power Monitoring

EPU Door Switch

EPU State Symbol

EPU CONNECTED
EPU DOOR

G1 BAT G2

28.0 V 28.0 V
0A 15.0
0A 0A

VMS FND Master List

BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Electrical Power Distribution

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
EMER. BUS INVERTER (OPT)
1700PA
OVHD PANEL 5202XS
EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003236
1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Overhead Panel
Busbars and circuit breakers supplying the consumers are integrated Switches BUS TIE 1 and 2
in the overhead panel. Several systems are activated and controlled
The switches BUS TIE 1 and 2 are three position toggle switches with
in the overhead panel.
the positions NORM / OFF / RES. The switches are protected by a
Assembly safety guard.
The overhead panel consists of two component brackets. The rear The switches allow the coupling or decoupling of the MAIN busbars 1
panel contains the components and the front panel the busbars. and 2 with contactors BTC1 and BTC2.
All circuit breakers, switches and rheostats are mounted on the front In position NORM the respective bus tie contactor is closed. The
panel. The relays, fixed resistors and all other components are position OFF opens the respective bus tie relay. The position RES
mounted on the component brackets. allows, after a system failure, to again close the respective bus tie
contactor.
The front panel has background lighting and the labeling of the
installed circuit breakers, switches and rheostats.
 NOTE For operation of the RES function (reset) see the
Switch EMER SHD BUS Flight Manual.

The switch EMER SHED BUS is a two position switch with the
positions NORM / EMER. The NORM position is protected by a safety
guard which has to be opened before switching to the EMER position.
In position NORM contactors SBC1 and SBC2 are closed as soon as
the first generator supplies power to the system.
In position EMER contactors SBC1 and SBC2 are re--closed. This
switch position is selected if both generators should fail or if the system
should be supplied by the battery.

 NOTE With the emergency SHED BUS switch in ON and

neither generators nor external power in use, the
battery discharges more due to the load on the
SHED BUSes.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

ESS BUSes 1 and 2

Electrical consumers are divided according to their importance. Each Operation
ESS BUS is supplied via blocking diodes and fuses by the
As soon as battery power, generator power or external power supply
-- BAT BUS is connected to the electrical system, the ESS BUSes are energized.
-- MAIN BUS 1 In case of a malfunction within a power supply system or the electrical
-- MAIN BUS 2. wiring, blocking diodes protect the ESS BUSes against reverse current
Therefore, essential equipment and systems are connected to the flow.
ESS BUS 1 and ESS BUS 2 by means of circuit breakers. Additionally, melting type fuses are protecting both ESS BUSes
The essential systems may be as follows: against overcurrent. The fuses are located in the EMB 1 and 2 and in
the BMB.
-- FUEL (e.g. pumps, valves)
-- ENGINE (e.g. FADEC)
-- BASIC (e.g. fire protection, hydraulic)
-- SAS / AFCS (e.g. trim, actuators)
-- HOIST (e.g. control, boom)
-- LIGHTING (e.g. instruments)
-- IMA (e.g. MFDs, AMCs, CVFDR)
-- AVIONIC essential
-- etc.
Additionally, AMC BUSes 1 and 2 are connected to ESS BUSes 1
and 2.
The ESS BUSes are located in the overhead panel. At the front side
center part of the overhead panel ESS BUS 1 and ESS BUS 2 are
marked accordingly.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Essential Bus 1 and 2

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
EMER. BUS INVERTER (OPT)
1700PA
OVHD PANEL 5202XS
EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003239
1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Blocking Diodes
Four blocking diodes ensure continuous power supply to the ESS Operation
BUSes without any interruption in case of a malfunction within a power
ESS BUS 1 is connected via blocking diodes 1100PB to:
supply system or the electrical wiring.
-- MAIN BUS 1
The blocking diodes decouple two different power sources for each
ESS BUS from each other and prevent current flowing from MAIN BUS -- BAT BUS.
1 or 2 to the BAT BUS through ESS BUS 1 or 2 and vice versa. ESS BUS 2 is connected via blocking diodes 1200PB to:
The blocking diodes are Schottky rectifiers. They contain two blocking -- MAIN BUS 2
diodes each. -- BAT BUS.
The blocking diodes are mounted on a heat sink and are located at the If one MAIN BUS fails e.g. generator disconnect, the remaining one will
ceiling close to the Electric Master Boxes. supply opposite ESS BUS via BTC, BATC, BAT BUS, EBC and
blocking diode.
If both MAIN BUSes fail the BAT BUS supplies both ESS BUSes via
EBC1 and 2 and blocking diodes.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Blocking Diodes

Blocking Diode

Heat Sink

003240
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

SHED BUSes 1 and 2

The SHED BUSes are buses for consumers of secondary importance. Operation
They are supplied when:
The SHED BUS 1 and 2 are activated and deactivated by the logic of
-- one generator is in operation or the EMB1 and 2 which controls SHED BUS contactors that are also
-- an EPU is connected. located inside of the EMB1 and 2.
In case of a double generator failure, the electrical system is designed Using an EMER SHED BUS switch installed on the overhead panel,
to shed electrical load. This is based on the logic of EMB1 and 2. both SHED BUS 1 and 2 could be activated manually.
Each SHED BUS is supplied by its MAIN BUS. Two melting type fuses are protecting both SHED BUSes against
overcurrent. The fuses are located in the EMB1 and 2.
Consumers connected to these buses by means of circuit breakers are
for example:
-- LIGHTING (e.g. hoist light)
-- LOAD HOOK (e.g. mirror)
-- AVIONIC shedding
-- etc.
The SHED BUSes are located in the overhead panel. On the front side
center part of the overhead panel, SHED BUS 1 and SHED BUS 2, are
marked accordingly.
Depending on the equipment installed, consumers can be connected
to the SHED BUSes of Service Connector Panels 1 and 2 that are
located on the LH and RH side shells of the cargo compartment.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Overhead Panel with SHED BUSes

SHED BUS 1 SHED BUS 2

SHED BUS 1 (Example, if installed)

SHED BUS 2 (Example, if installed)

Service Connector Panel 1

003240
Service Connector Panel 2

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

NON ESS BUS 1 and 2

The NON ESS BUSes are buses for high load consumers, which are Operation
supplied only when:
The NON ESS BUSes 1 and 2 are activated and deactivated by the
-- both generators are in operation or logic of EMB1 and 2, which control two internal HIGH LOAD BUS
-- an EPU is connected. contactors.
For single or double generator failure, the electrical system is designed Two melting type fuses are protecting both NON ESS BUSes against
to shed electrical load. This is based on the logic of the EMB 1 and 2. overcurrent. The fuses are located in EMB1 and 2.
Each NON ESS BUS is supplied by its MAIN BUS.
Consumers are connected to these buses by means of circuit
breakers.
Examples of these consumers are:
-- CKPT BLWR (cockpit blower)
-- CKPT BLWR CONT (cockpit blower control)
-- UTL RECPT (utility receptacle, e.g. for track and balancing)
-- CARGO WEIGHING.
The NON ESS BUSes 1 and 2 are located on the Service Connector
Panels on the LH and RH side shells of the cargo compartment.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

NON ESS Buses

NON ESS BUS 1 (Example)

Service Connector Panel 2

NON ESS BUS 2 (Example)

Service Connector Panel 1

003281
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

AMC BUSes 1 and 2

The AMC BUSes are buses for the consumers of the Helionix® system.
Consumers are connected to these buses by means of circuit
breakers.
Those consumers are:
-- AMC 1 and 2
-- AMC CP1 and CP2
-- ADC 1 and 2
-- WACS.
The AMC BUSes 1 and 2 are located on the Service Connector Panels
on the LH and RH side shells of the cargo compartment.

Operation
Each AMC BUS is supplied by its ESS BUS. They are supplied as soon
as ESS BUSes are powered.
The AMC BUSes can be powered by the battery, the generator or an
external power supply.

Monitoring
Circuit breakers on the Service Connector Panels with a green head
are single pole circuit breakers with signal contacts. If one or more
circuit breakers are pulled, the advisory REAR PANEL C/B is triggered
on the FND master list.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

AMC Buses

AMC BUS 1

Service Connector Panel 2

AMC BUS 2

REAR PANEL CB

FND Master List

Service Connector Panel 1

002211
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Emergency Bus
The EMER BUS is a bus for emergency systems.
Consumers connected to this bus by means of circuit breakers are:
-- IESI (Integrated Electronic Standby Instrument)
-- EM / EX (emergency exit light).
The EMER BUS is located on the RH upper side of the overhead panel.

Operation
In normal operation, the ESS BUS 2 supplies the EMER BUS. In case
of ESS BUS 2 power loss and the switch STBY BAT is in position ON,
the emergency battery provides power to the EMER BUS.

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BK117 D--3 with EMB

BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation Modes of the DC Power System

The following pages show the operation modes of the DC electrical

system. Depending on the switch positions and the available power
supply, the related relays and the resulting power distribution to the
busbars will be described.
Helionix® displays warnings, cautions, advisories and messages. It
also displays generator current, bus voltage, battery current and the
corresponding status. These information are shown on the FND
master list and VMS display.
The following operating modes are possible in the DC power system:
-- operation with battery
-- engine starting
-- single generator operation
-- generators operating in parallel (normal operation)
-- operation with separated generators
-- operation with external power unit (EPU)
-- engines are OFF, Bus TIE 2 in OFF (only with EPU
additionally)
-- engines are running, Bus TIE 2 in OFF (only with EPU
additionally)
-- power supply by battery, EMER SHD BUS switch ON
-- fault reactions.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation with Battery

Mode of Operation Indications
After switching BAT MSTR in position ON the BATC, EBC1 and 2 and The following cautions are displayed on the FND master list:
BTC1 and 2 are energized. Thus the BAT BUS supplies ESS BUS 1
and 2 and MAIN BUS 1 and 2. The NON ESS BUS 1 and 2 and the
SHED BUS 1 and 2 remain de--energized (exception: external hoist).

Switch Positions
BAT DISCHARGING
BAT MSTR ON

003243
GEN 1 NORM
GEN 2 NORM
 NOTE The cautions GEN1 and/or GEN2 DISCONNECTED
BUS TIE 1 NORM
are suppressed, if the aircraft is on ground and the
BUS TIE 2 NORM respective engine is not running.
EMER SHD BUS NORM
The following electrical values are displayed on the VMS display:

G1 BAT G2

24.0 V 25.6
24.0 V
0 A 25 A 0 A

003124
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation with Battery

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003244
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engine Starting
Mode of Operation Indications
The MAIN BUS1 and 2 are interconnected. Engine 1 is starting by The following information message is displayed on the FND master
means of the battery. No generator power is available. list:

Switch Positions
BAT MSTR ON ENG1 STARTER ON
GEN 1 NORM
GEN 2 NORM

001165
BUS TIE 1 NORM
BUS TIE 2 NORM  NOTE The cautions GEN1 and/or GEN2 DISCONNECTED
are suppressed, if the aircraft is on ground and the
EMER SHD BUS NORM
respective engine is being started.
ENG CONTROL ENG 1 IDLE / FLIGHT
Distribution  NOTE The caution BAT DISCHARGING is suppressed
during engine start.
The start contactor SC1 is energized during start. Thus, the battery
supplies, via SC1, the starter / generator 1. When the FADEC  NOTE During starting the engines under abnormal
interrupts the start command signal to the EMB1, the starter / circumstances, the STARTER ON indication is
generator will automatically switch over from starter mode to generator displayed on the FND master list as an amber
mode. caution.
The EMB1 opens SC1 and close GLC1 to connect the generator to the
The following electrical values are displayed on the VMS display:
MAIN BUS.
Automatic switching takes place because the switch position of GEN 1
is in NORM. G1 BAT G2

24.0 V 24.0
25.6 V
295 A 0 A

003245
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engine Starting

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003244
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Single Generator Operation

Mode of Operation Indications
The MAIN BUS1 and 2 are interconnected. No cautions are displayed on the FND master list.
The engine 1 is running. Single generator power is available. Engine
2 is not running.  NOTE The caution GEN2 DISCONNECTED is suppressed,
if the aircraft is on the ground and engine 2 is not
The battery is charging via the BATC and BAT BUS. The generator 1 running.
supplies the MAIN BUS 1 and via the BUS TIE contactors the MAIN
BUS 2. The following electrical values are displayed on the VMS display:
The SHED BUS 1 and 2 and the ESS BUS 1 and 2 are supplied by the
MAIN BUS 1.
The NON ESS BUS 1 and 2 are automatically disconnected from the
G1 BAT G2
system to prevent single generator overload.

Switch Positions 28.5 V 25.6

28.5 V
100 A -10 A 0 A
BAT MSTR ON

003247
GEN 1 NORM
GEN 2 NORM
With one generator operative, the SHED BUSes are energized.
BUS TIE 1 NORM
The main battery will be charged with one or two generators operative.
BUS TIE 2 NORM
EMER SHD BUS NORM

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Single Generator Operation

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003248
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Generators Operating in Parallel (Normal Operation)

Mode of Operation Indications
Both engines are running. The MAIN BUSes are interconnected. No cautions are displayed on the FND master list.
Parallel operation of the generators including battery charging. All The following electrical values are displayed on the VMS display:
busbars are energized (normal flight condition).

Switch Positions
BAT MSTR ON
GEN 1 NORM G1 BAT G2
GEN 2 NORM
28.5 V 25.6
28.5 V
BUS TIE 1 NORM
100 A -35 A 100 A
BUS TIE 2 NORM

003128
EMER SHD BUS NORM

Distribution
As soon as the second engine is running and both generators are
connected in parallel to their related MAIN BUS, the electrical system
operates in normal condition.
The generator power is distributed to the ESS BUSes via the blocking
diodes from the MAIN BUSes 1 and 2.
The main battery is connected to both generators by the closed BATC
and both BUS TIE contactors. This ensures the charging of the battery
while the generators provide electrical power and serve as backup
power in case of a double generator failure.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Generators Operating in Parallel (Normal Operation)

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003249
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation with Separated Generators

Mode of Operation Indications
Both engines are running. The MAIN BUSes are separated from each The following cautions are displayed on the FND master list:
other. The main battery is connected to generator 2.

Switch Positions
BAT MSTR ON SYS1 BUS TIE OPEN
GEN 1 NORM
GEN 2 NORM

001172
BUS TIE 1 OFF
BUS TIE 2 NORM The following electrical values are displayed on the VMS display:

EMER SHD BUS NORM

Distribution
With the BUS TIE switch in OFF position, the BUS TIE relay
deenergizes. The MAIN BUSes 1 and 2 will be separated from each G1 BAT G2
other, thus opening the equalizing line. Both generators operate
individually and the load sharing stops. In most cases, the present load 28.5 V 25.6
28.5 V
values of the generators 1 and 2 are different. 80 A -35 A 120 A
The battery is connected to the generator 2 via the MAIN BUS 2 and

001173
can still be charged.
The NON ESS BUS1 and 2 are de--energized.
If both BUS TIE switches are positioned to OFF, the battery will be
separated from both MAIN BUSes and thus cannot be charged.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation with Seperated Generators

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003250
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation with External Power Unit

Mode of Operation Indications
The EPU is connected to the external power receptacle. The engines The following cautions are displayed on the FND master list:
are not running.

Switch Positions
EPU CONNECTED
BAT MSTR ON
GEN 1 NORM

001175
GEN 2 NORM
BUS TIE 1 NORM  NOTE The cautions GEN1 and GEN2 DISCONNECTED are
BUS TIE 2 NORM suppressed while the EPU is in use.
EMER SHD BUS NORM
 NOTE The caution BAT DISCONNECTED is suppressed
Distribution while the EPU is in use.
The EMB2 connects the external power unit to the MAIN BUS 2. The
The following electrical values are displayed on the VMS display:
external power supply system will be activated, thus opening the BATC
and both GLC 1 and GLC 2.
All busbars, except the BAT BUS, are supplied by both MAIN BUSes. BAT
The battery still operates as a backup for ESS BUS 1 and 2. G1 G2

The battery cannot be recharged by means of the external power unit. 28.0 V 25.6
28.0 V
Both starter / generators are also disconnected from the power supply
0 A 0 A
system, as long as the external power unit supplies current. They

003251
cannot be connected.
 NOTE If an EPU is connected to the helicopter, the
 NOTE If EPU voltage < battery voltage, the battery generators and the main battery are disconnected
discharge alert is active. It indicates the green from the electrical system, irrespective of a
battery symbol and battery current highlighted in running engine. Charging via the EPU is therefore
amber. not possible.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Operation with External Power Unit

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003252
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engines are OFF, BUS TIE 2 Switch is in OFF Position

Mode of Operation Indications
The helicopter is on ground and is supplied with external power (EPU), The following cautions are displayed on the FND master list:
the engines are off.
For test purposes, BUS TIE 2 may be opened by moving the switch
BUS TIE 2 on the overhead panel to position OFF. As a consequence SYS1 BUS TIE OPEN SYS2
to BUS TIE 2 being open, the BUS TIE 1 will also automatically be EPU CONNECTED
opened.
The switch BUS TIE 1 on the overhead panel remains in position

003253
NORMAL.
The following electrical values are displayed on the VMS display:
Switch Positions
BAT MSTR ON
GEN 1 NORM
G1 BAT G2
GEN 2 NORM
BUS TIE 1 NORM 24.0 V 25.6
28.0 V
BUS TIE 2 OFF 0A 0 A
EMER SHD BUS NORM

003254
The circuit breaker on the external power receptacle must be activated
to enable the external power supply to power the electrical system
through circuitry of the Electrical Master Box 2.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engines are off, BUS TIE 2 Switch is in OFF Position

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003255
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engines are Running, BUS TIE 2 Switch is in OFF Switch Positions

Position BAT MSTR ON
Mode of Operation GEN 1 NORM
The helicopter’s engines were started with EPU. If the helicopter’s GEN 2 NORM
electrical system is powered by the external power source, the EPU is BUS TIE 1 NORM
regarded as the only power source therefore GLC1, GLC2, and the BUS TIE 2 OFF
BATC are open.
EMER SHD BUS NORM
For test purposes, BUS TIE 2 may be opened by moving the switch
BUS TIE 2 on the overhead panel to position OFF. As a consequence Indications
to BUS TIE 2 being open, the BUS TIE 1 will also automatically be The following cautions are displayed on the FND master list:
opened.
The switch BUS TIE 1 on the overhead panel remains in position
NORMAL. SYS1 BUS TIE OPEN SYS2
Additionally, the logic will reconnect generator 1 automatically in order EPU CONNECTED
to supply ESS BUS1 and SHED BUS1. The generator 2 is still
disconnected because the EPU is the master power for system 2

003256
(priority).
The logic prevents the battery being discharged by ESS BUS1, in case The following electrical values are displayed on the VMS display:
the EPU power from electrical system 2 to system 1 is interrupted by
switching BUS TIE 2 to off.
Now the generator 1 reconnects and will supply the ESS BUS 1 and
SHED BUS1. G1 BAT G2

28.5 V 25.6
28.0 V
25 A 0 A

003257
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engines are Running, BUS TIE 2 Switch is in OFF Position

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003277
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Power Supply by Battery, EMER SHD BUS Switch ON

Mode of Operation Indications
Operation with the main battery. Both engines are not running: no The following cautions are displayed on the FND master list:
generator power is available. The MAIN BUSes are interconnected.
The emergency SHED BUS switch is set to position ON.
BAT DISCHARGING
Switch Positions
EMER SHED BUS ON
BAT MSTR ON
GEN 1 NORM (OFF in case of

001178
emergency operation)
GEN 2 NORM (OFF in case of The following electrical values are displayed on the VMS display:
emergency operation)
BUS TIE 1 NORM
BUS TIE 2 NORM
G1 BAT G2
EMER SHD BUS ON

Distribution 24.0 V 25.6

24.0 V
0 A 45 A 0 A
The BATC is energized, thereby the battery power is supplied to the
ESS BUSes 1 and 2. Also BTC 1 and 2 energize and the power is

003131
supplied from the BAT BUS to the MAIN BUS 1 and 2.
Both SHED BUSes can be activated by means of the EMER SHD BUS  NOTE By using the EMER SHD BUS switch with the
switch. Setting the switch to the position ON energizes permanently battery supply only, the load to the main battery
the SBC 1 and 2. As a result, the SHED BUS 1 and 2 are connected increases.
to the MAIN BUS 1 and 2.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Power Supply by the Battery, EMER SHD Switch ON

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003277
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Fault Reactions Indications

The following cautions are displayed on the FND master list:
MAIN BUS Fails
If the MAIN BUS 1 fails (e.g. due to a short--circuit), it is immediately
disconnected together with generator 1 from the BAT BUS and the SYS1 BUS TIE OPEN
MAIN BUS 2.
GEN1 DISCONNECTED
The SHED BUS 1 and the NON ESS BUS 1 and 2 are also
disconnected from the respective MAIN BUS 1.

003259
The ESS BUS 1 is supplied by the MAIN BUS 2 via the BAT BUS. The
battery is charged again via the BAT BUS. The following electrical values are displayed on the VMS display:
If MAIN BUS 2 fails, the operating mode is identical.

Switch Positions
G1 BAT G2
BAT MSTR ON
GEN 1 NORM 28.5 V 25.6
28.5 V
GEN 2 NORM 0 A -10 A 120 A
BUS TIE 1 NORM

003260
BUS TIE 2 NORM
EMER SHD BUS NORM

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Main Bus fails

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003250
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Fault Reactions Defect in the BUS TIE Line Indications

If a defect occurs in the BUS TIE line, i.e. in the connection line The following cautions are displayed on the FND master list:
between both systems, the system disconnects the line between the
MAIN BUSes and the BAT BUS.
Both generators operate individually and the load sharing stops. In SYS1 BUS TIE OPEN SYS2
most cases, the present load values of the generators 1 and 2 are BAT DISCONN
different.
The battery supplies the BAT BUS.

003261
The NON ESS BUS / HIGH POWER (except external hoist) busbars
The following electrical values are displayed on the VMS display:
are disconnected from the power supply.

Switch Positions
BAT MSTR ON G1 BAT G2
GEN 1 NORM
GEN 2 NORM 28.5 V 25.6
28.5 V
65 A 0A 60 A
BUS TIE 1 NORM

003262
BUS TIE 2 NORM
EMER SHD BUS NORM

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Defect in the BUS TIE Line

ELECTRICAL MASTER BOX 1 ELECTRICAL MASTER BOX 2

51VE A B B+ B A 52VE
B+ C+ C+

SC1 GLC1 STR/ STR/ GLC2 SC2

GEN1 GEN2

SHED BUS 1 MAIN BUS 1

1100PA E- E- 1200PA
MAIN BUS 2 SHED BUS 2
SBC1 SBC2

HPC1 HLC1 BTC1 F3 F3 HPC2 BTC2 HLC2 EPLC

F1 F7 F E F2 D F D F2 E H F7 F1
OPTION
(e.g. air condition)
OPTION
TB3 TB2
(e.g. winch)

TB5 TB4 EPU

3 1 1 3 1704PA
EBC1 BATC EBC2

2 1100PB 1200PB 2

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

BATTERY BUS
OVHD PANEL 12VE OVHD PANEL 12VE

TB1 BATTERY MASTER BOX

SHED BUS 1 NON ESS BUS 1 AMC BUS 1 53VE AMC BUS 2 NON ESS BUS 2 SHED BUS 2

SERVICE CONNECTOR PANEL 11VE SERVICE CONNECTOR PANEL 22VE

BATTERY
Switch Positions

EMER. BUS INVERTER (OPT)

RESET

NORM

NORM
NORM

NORM

1700PA
RES

RES
OFF

OFF
RES
OFF

OFF

RES
OFF

ON
ON

OVHD PANEL 5202XS

EMERGENCY 12VE
BATTERY
AC C/B (OPT)

003263
BAT MSTR GEN 1 GEN 2 BUS TIE 1 BUS TIE 2 EMER
SHD BUS 1707PE OVHD PANEL 12VE

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Start and Ignition System

The BK117 D--3 has been developed as a twin engine multipurpose

helicopter. It is equipped with two Turbomeca Arriel 2E engines.
The engines are controlled by their respective FADEC. Each engine
is equipped with a starter / generator, a stop electro valve, a start
electro valve and an ignition unit.
The engine start sequence is initiated, when certain preconditions are
fulfilled and the respective engine mode selector switch is set from
OFF to IDLE or to FLIGHT.
In order to stop an engine, the mode selector switch is set to the OFF
position. As the engines are controlled by the full authority digital
engine control system, the engines can be shut off automatically if an
overspeed is detected.
The start and ignition system comprises different components. They
are located on following locations:
-- cockpit components
-- airframe components
-- engine components.
The integrated modular avionics system of the BK117 D--3 displays
information about the operation of the aircraft and the engine systems.
Cautions and messages for the start and ignition system are described
in the section
-- start and ignition monitoring.

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Training Manual CAT B2
Electrical System

Cockpit, Airframe and Engine Components

Engine Components

Cockpit Components

Airframe Components

003264
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Cockpit Components
The following components are located in the cockpit area: Engine Mode Selector Switch
-- engine mode selector switches With the engine mode selector switch, the engine can be started and
-- ventilation switches the IDLE mode or the FLIGHT mode can be selected. The engine can
-- circuit breakers. be shut down, if the switch is positioned to OFF.

Ventilation Switch
With the ventilation switch, the rotating assembly of the engine can be
driven without supplying fuel or energizing the ignition system. It is
used to crank the engine for cooling and maintenance procedures.

Circuit Breaker
The start and ignition system is supplied via two 7.5 A circuit breakers,
labeled ST / IGN, by the ESS BUSes 1 and 2. They are located on the
overhead panel.

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Training Manual CAT B2
Electrical System

Engine Control Panel and Circuit Breakers

Circuit Breakers

Engine Control Panel

001185
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Training Manual CAT B2
Electrical System

Engine Mode Selector Switches 1102KA and ENG VENT Switches 1103KA and 1203KA
1202KA Ventilation consists of driving the rotating assembly without supplying
The engine mode selector switch is part of the engine control panel. fuel or energizing the ignition system. It is used to cool the engine or
It is installed in the lower part of the instrument panel. With the engine for maintenance procedures.
mode selector switch, the engine can be started and the IDLE or the
Control
FLIGHT mode selected. The engine can be shut down, if the switch is
positioned to OFF. The ENG VENT switch is a spring--loaded push button type and has
two positions. To select the ventilation function of the respective
The engine mode selector switch has three positions:
engine, the push button must be pressed.
-- FLIGHT
-- IDLE  NOTE Ventilation of both engines at the same time is not
-- OFF. possible.

In flight position, a guard prevents from switching to IDLE or OFF  NOTE Limit ventilation to a maximum of 20 s to avoid
during flight. overheating of the starter.
Control
The engine selector switch uses the following logic: Circuit Breakers 1100KA and 1200KA
FLIGHT position . . . . . . . Engine on, “flight” FADEC control mode. The start and ignition system is supplied via two 7.5 A circuit breakers,
labeled ENG -- ST / IGN, by the ESS BUS 1 and 2. They are located
IDLE position . . . . . . . . . . Engine on, “idle” FADEC control mode. on the overhead panel. Furthermore, electrical power for the FADEC
OFF position . . . . . . . . . . Engine off. is also supplied by the ESS BUSes.

 NOTE Starting both engines at the same time is not

possible.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engine Control Panel and Circuit Breakers

Engine 1 Mode
Selector Switch

C/B ENG -- ST/IGN 2

C/B ENG -- ST/IGN 1

Engine 2 Mode
Selector Switch

Engine 1 Ventilation Switch Engine 2 Ventilation Switch

003265
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Training Manual CAT B2
Electrical System

Airframe Components
Components, which are located inside the helicopter are: EECUs
-- EECUs A double channel electronic engine control unit controls and protects
-- Electrical Master Boxes the respective engine. To start an engine, the EECU commands the
-- engine start relays engine start, the engine ignition relays and further engine
components.
-- engine ignition relays.
Electrical Master Box
The Electrical Master Box sets the starter / generator into the starter
mode.

Engine Start Relay

The engine start relay provides the START signal to the Electrical
Master Box.

Engine Ignition Relay

The engine ignition relay provides power to the ignition unit.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Airframe with EECUs, El. Master Boxes and Relays

Engine Start Relay 1 EECU 1 Engine Start Relay 2

Engine Ignition Relay 1 Engine Ignition Relay 2

Electrical Master Box 1 Electrical Master Box 2

EECU 2

003282
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Training Manual CAT B2
Electrical System

EECUs 1100KD and 1200KD

A double channel electronic engine control unit controls and protect
the respective engine. To start an engine the EECU commands the
engine start, the engine ignition relays and further engine
components.

Operation
The starting cycle is initiated by the engine mode selector switch. If the
switch is positioned to IDLE or to FLIGHT, the respective ignition relay,
the engine start relay and the start electro valve will be energized. This
results in starting the engine.
The starting cycle ends after reaching the following values:
-- N1 ≥ 30 % the EECU de--energizes the ignition
-- N1 ≥ 61 % the EECU de--energizes the starter.
The shut down cycle is initiated either by switching the engine mode
selector switch to OFF or by an automatic protection function.

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Training Manual CAT B2
Electrical System

EECUs and Electrical Master Boxes

EECU

Electrical Master Box

003266
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engine Start Relays 1107KA and 1207KA Engine Ignition Relays 1106KA and 1206KA
The engine start relay provides the START input signal to the Electrical The engine ignition relay provides power to the ignition unit. It is fully
Master Box and to the stop electro valve of the engine. It is fully controlled by the respective EECU. The engine ignition relays are
controlled by the respective EECU. The engine start relays are installed inside the fuselage LH and RH ceiling area.
installed inside the fuselage LH and RH ceiling area.
Operation
Operation As soon as the EECU energizes the engine ignition relay, electrical
As soon as the EECU energizes the engine start relay, two functions power is supplied to the ignition unit. This results in creating sparks on
will be carried out: the two igniter plugs to inflame the fuel that is sprayed into the
-- the discrete START input of the Electrical Master Box is set combustion chamber.
to active
-- the stop electro valve of the engine opens. Engine Overspeed Test Relays 1101EO and
This results in energizing the starter contactor of the Electrical Master 1201EO
Box and initiating the starting phase of the respective engine. The engine overspeed test relay is used to test the stop electro valve.
It is fully controlled by the respective EECU. The engine overspeed
Engine Stop Relays 1105KA and 1205KA test relays are installed inside the fuselage LH and RH ceiling area.

Throughout the engine stop relay, the respective stop electro valve is Operation
closed to shut down the engine. During the FADEC test, the stop electro valve is tested via the
Operation respective energized engine stop relay. The test performs a continuity
check throughout the closing coil of the stop electro valve.
The stop electro valve closes either with the engine mode selector
switch in OFF position or due to an overspeed detected by the
respective FADEC.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

STA4640 Relays
Engine Ignition Relay 1106KA Engine Start Relay 1207KA
Engine Overspeed
Engine Overspeed Test Relay 1201EO
Test Relay 1101EO Engine Ignition Relay 1206KA

Engine Start Relay 1107KA

Engine Stop
Relay 1205KA

Engine Stop
Relay 1105KA

003267
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter Contactor
The starter contactor (SC) connects the starter / generator to the MAIN
BUS in order to start the engine. The SCs are located inside the EMBs.

Operation
As soon as the START enable circuit is closed through the ENG
START RELAY, which is activated by the FADEC, the EMB is placed
into the starting up configuration.

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Training Manual CAT B2
Electrical System

Electrical Master Box 1 and 2, Starter Contactor

Starter Contactor

Example Electrical Master Box 2

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Engine Components
Following components are installed on the engine: Starter / Generator
-- starter / generator In starter mode the starter / generator provides sufficient torque to
-- ignition unit accelerate the gas generator of the engine.
-- stop electro valve Ignition Unit
-- start electro valve.
The ignition unit, cables and two igniter plugs form the ignition system.
It ignites the fuel that is sprayed into the combustion chamber by the
start injectors.

Stop Electro Valve

This valve controls the fuel flow to the injection system. It is part of the
fuel valve assembly.

Start Electro Valve

This valve either opens or shuts off the fuel supply to the start injectors.

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Training Manual CAT B2
Electrical System

Starter / Generator, Ignition Unit and Fuel Valve Assembly

Fuel Valve Assembly

Ignition Unit

Starter / Generator

001191
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Starter / Generators 1100PA and 1200PA Ignition Unit

Each engine is equipped with a DC starter / generator. It starts the The ignition unit, wires and two igniter plugs form the ignition system.
engine and supplies electrical power to the on--board electrical It ignites the fuel that is sprayed into the combustion chamber by the
system. start injectors.
The starter / generator is attached to the engine accessory gear box The ignition unit is installed on the RH side of the engine compressor
via a mounting flange and held by an attachment clamp. casing. The igniter plugs are installed beside the starter injectors, on
each side of the combustion chamber casing.
Operation
Operation
The starter / generator can be operated in two different modes:
The ignition system is energized by the respective engine ignition relay
-- starter mode
until the self--sustaining speed is reached.
-- generator mode.
In starter mode the starter / generator provides sufficient torque to  NOTE Be aware of the high voltage while working on the
accelerate the gas generator of the engine. ignition system.
The starter mode is initiated with the respective energized starter
contactor of the Electrical Master Box. This results in supplying
electrical power from the MAIN BUS to the starter winding through the
terminals C+ and E--.
The N1 increases up to 61 %, at which point the start contactor opens.
This cuts off the electrical supply to the starter / generator, which then
operates in generator mode.

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Training Manual CAT B2
Electrical System

Starter / Generator and Ignition Unit

Igniter Plugs

Starter / Generator Ignition Unit

001192
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The start and ignition monitoring shows the status of the respective
engine in the starter mode.

Operation
During the starter mode, the following information and cautions are
possible and displayed on the FND master list:
-- ENG1 or ENG2 STARTER ON.
The green information message is displayed as soon as the starter is
activated.
-- ENG1 or ENG2 STARTER ON.
This amber caution is displayed, if the starter is activated and a starter
/ generator overheat condition is detected or the time since the starter
has been activated exceeds 60 s or if N1 exceed 61%. On the engine
main parameter area of the VMS display, the engine and FADEC state
is displayed during the start (START flag).

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Start and Ignition Monitoring

ENG1 STARTER ON
ENG1 STARTER ON
Start Flag

FND Master List

START

TRQ TRQ
4.0 % 0.0 %

TOT TOT
700 °C 15 °C
N1 N1
34.0 % 0.0 %

VMS Display

001194
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Start and Ignition System (Example System 2)

VENT 1
OFF
ON

Electrical Master Box 2

NO. 2
1 START STARTER / GENERATOR
VENT2
OFF 2
START_SW_28V B+
ON
ENG2
IGNITION RELAY START_SWITCH_ON_IN
C+
A+

CB ST/IGN
28VDC
ESS BUS E--

ENG2
FLIGHT
IDLE
START RELAY
IGNITION
OFF ENG2 UNIT
ENG2 OVSP STOP RELAY
ENG OVERSPEED
TEST RELAY PROTECTION by
AMC (Engine 2 selected) FADEC

1
ENG MODE
SELECTOR ENG OVERSPEED
PROTECTION CLOSE STOP
SWITCH
by FADEC 2 ELECTRO
VALVE
OPEN

START RELAY
COMMAND
IGITION RELAY
COMMAD
EECU 2 START
ELECTRO
STOP OPEN
FLIGHT VALVE
IDLE
COM

003268
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Lighting System

The helicopter has various standard lighting systems. They can be Position Lights
divided into external and internal lighting systems.
The position lights help to identify the position and the flight direction
of the helicopter.
External Lighting System
The system consists of a red light on the port side (LH), a green light
-- position lights on the starboard side (RH); both are fixed to the horizontal stabilizers.
-- anti--collision light A white light faces rearwards and is installed to the vertical fin fairing.
-- strobe lights (optional) The lights are equipped with electric bulbs covered by colored / blank
-- fixed landing light. glass domes.

Power Supply and Operation

Internal Lighting System The position lights are supplied with electrical power from the ESS
-- cockpit lighting BUS 1 via the circuit breaker LIGHTING -- POS and the switch EXT
-- instrument lighting LIGHTS -- POS on the overhead panel.
-- passenger compartment lighting If the POS switch is in position
-- cargo compartment lighting -- ON, the position lights are on.
-- emergency exit lighting. -- OFF, the position lights are off.
These systems are described hereafter in detail.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Position Lights (Example)

RH Position Light

Rearward C/B LIGHTING -- POS

Position Light

LH Position Light

003269
Switch EXT LIGHTS -- POS

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Anti-- Collision Light

The LED dual color anti--collision light combines a red ant--collision
light (which includes an IR part) and a white flashing light in one
housing. It is installed on top of the vertical fin instead of the standard
anti--collision light.
The flash rate of the anti--collision light is approximately 42 times per
minute.

Power Supply and Operation

The system is supplied with electrical power from the ESS BUS 2 via
the circuit breaker LIGHTING -- ACOL and the switch EXT LIGHTS --
ACOL on the overhead panel.
If the ACOL switch is in position
-- R+WHT: red anti--collision light and flashing light are on.
-- RED: red +IR anti-- collision light is on.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Anti--Collision Light (Example)

C/B LIGHTING -- ACOL

Anti--Collision Light

Switch EXT LIGHTS -- ACOL

003270
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Strobe Lights (optional)

An optional white strobe light system increase the visibility of the
helicopter.
Two LED strobe lights are installed on the LH and RH side of the rear
fuselage of the helicopter.
The lights provide white flashes with a frequency of approximately 43
times per minute.

Power Supply and Operation

The strobe lights are supplied with electrical power from the SHED
BUS 2 via the circuit breaker LIGHTING -- STROBE which is installed
on the overhead panel.
They are controlled by a switch marked EXT LIGHTS -- STROBE
located on the overhead console.
If the STROBE switch is in position:
-- ON, the LED strobe lights flash.
-- OFF, the LED strobe lights are off.

 Warning RISK OF TEMPORARILY BLINDNESS. THE

INTENSE LIGHT FLASHES OF THE STROBE LIGHT
CAN CAUSE INJURY TO YOUR EYES AND WILL
BLIND YOU TEMPORARILY. DO NOT LOOK
DIRECTLY INTO FLASHING STROBE LIGHT.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Strobe Lights

C/B LIGHTING -- STROBE

SHED BUS 2

Strobe Light
Switch EXT LIGHTS -- STROBE

003271
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Landing Light Fixed in Nose Cover

To illuminate the landing area of the helicopter at night, a 250 W fixed
landing light is installed to the nose cover. A relocation of the fixed
landing light to the right hand side of the forward cross tube is
available, in case nose installation is not possible, e.g. if the helicopter
is equipped with weather radar.

Power Supply and Operation

The fixed landing light is supplied with electrical power from the ESS
BUS 1 via the circuit breaker LIGHTING -- LDG on the overhead panel
and the switch LDG LT installed to the control panel of the pilot and
copilot collective lever.
If the LDG LT switch is in position:
-- ON (right), the fixed landing light is on.
-- OFF (left), the fixed landing light is off.
If the light is switched on the information message FXD LIGHT is
displayed on the FND master list.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Landing Light

Clamp
FWD Crosstube

C/B LIGHTING -- LDG

Damper

Landing Light

Switch LDG LT FXD LIGHT

FND Master List

Landing Light

Nose Cover
Collective Lever

002158
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Cockpit Light
A crew reading LED light is installed following the overhead panel and
right of center. It can be rotated and inclined. It is electrically connected
through a spiral cable. The light is detachable and for more convenient
operation, removal from its stowed position is possible.

Power Supply and Operation

The reading light is supplied with electrical power from ESS BUS 1 via
the circuit breaker LIGHTING -- CKPT.
In order to switch on the reading light, the rear ON/OFF switch and
dimmer ring has to be turned out of its OFF position by overcoming a
resistance. Increasing the light intensity is done by turning the ring
further.
To change the light cone of the reading light the front ring can be
turned.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Cockpit Light

C/B LIGHTING -- CKPT

Cockpit Light

ON/OFF Switch
and Dim

Light Cone
Adjustment Ring

002344
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Training Manual CAT B2
Electrical System

Instrument Lighting
The instrument lighting system, installed to the helicopter helps to Turning the potentiometer INT LIGHTS -- INSTR from DIM to BRT will
read/identify instruments and equipment during flights with reduced increase the intensity of the illuminated display buttons and all
daylight and night flights. At the same time it prevents glaring by instrument / inscription lights.
reducing light intensity on indication screens and warnings.
For avionic instrument lighting systems a separate dimming test unit
Control is installed behind the instrument panel. The dimming test unit is
supplied with electrical power from the AV ESS BUS 1 via the circuit
The instrument lighting system is supplied with electrical power from breaker AV. ESS. BUS 1 -- DIM TEST. To power the avionic buses the
the ESS BUS 2 via the circuit breaker LIGHTING -- INSTR and the AVIO MSTR switches have to be in position ON.
switch INT LIGHTS -- INSTR on the overhead panel. The intensity of
the lighting can be varied via the potentiometer INT LIGHTS -- INSTR Thus turns e.g. the instrument annunciators on the instrument panel
on the overhead panel in combination with a dim unit installed to the on.
inside of the bulge at the forward roof structure.
The switch to position NIGHT and the potentiometer in position DIM
causes a reduction in light intensity at the following equipment:
-- red warning lights on warning unit
-- illumination of MFDs and IESI
-- other optional equipment push buttons (light heads) if
installed,
and the illumination of following instrument lightings:
-- inscription on overhead console
-- magnetic compass
-- display buttons on MFDs
-- inscription on warning unit
-- inscription on engine control panel
-- multiple control panel
-- communication and navigation systems
-- control panels on collective levers
-- call signs

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Instrument Lighting

C/B LIGHTING -- INSTR

Dim Unit
Potentiometer
INT LIGHTS -- INSTR

Switch
INT LIGHTS -- INSTR

003272
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Passenger Compartment Lighting and Cargo

Compartment Lighting
The passenger compartment lighting has two dome lights with a
pushbutton type switch each and provides light to the passenger
cabin. They are installed in the cabin ceiling over the first and second
row of the passenger seats. The cargo compartment lighting has one
dome light with a push--button type switch and provides light to the
cargo compartment.

Operation
The passenger and cargo compartment lighting is supplied with
electrical power from the SHED BUS 1 via the circuit breaker CARGO
PAX LT on the overhead panel, the three position switch INT LIGHTS
-- CARGO/PAX on the overhead panel and a push--button next to each
light.
-- setting the switch INT LIGHTS -- CARGO/PAX to PAX
allows the control of each light individually. If the cargo
door is opened with the switch to PAX, the cargo
compartment light will come on automatically,
-- switching to ON will overrule push--button position and
switch all three lights on,
-- the OFF position will switch the lights off independent of
the position of the push--buttons.

 NOTE In case of an emergency the passenger

compartment lights are only controlled by the
emergency light system.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Passenger and Cargo Compartment Lighting

Switch
Passenger Dome Light
Passenger Dome Light

C/B CARGO PAX LT

Passenger Cargo Dome Light

Dome Light

Switch
INT LIGHTS -- CARGO/PAX
Switch Dome Light

003273
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Training Manual CAT B2
Electrical System

Emergency Exit Lighting

Emergency exit lighting is provided to illuminate the exits, the If the INT LIGHTS -- EM/EX switch is set to ARM the emergency lights
stairways and the cabin in case of an emergency. The exit lights are will illuminate if one of the following conditions is present:
of rectangular shape with a red inscription EXIT, the stairway and cabin
-- ESS BUS 2 power supply break down
lights do not have an inscription.
-- the impact switch is activated
The system comprises the following main components:
-- the EM/EXIT LT switch in the cabin is activated
-- switch INT LIGHTS -- EM/EX, cockpit -- the pilot’s, copilot’s or a sliding door is opened.
-- power supply
Each cockpit door has a proximity switch adjacent to the upper latch
-- impact switch mechanism. Moving the upper latch to the closed position will operate
-- pushbutton EM/EX LT SW the proximity switch.
-- one exit sign light at the copilots door Each cabin door has a proximity switch on the rear door frame. A fully
-- two exit sign lights at the cabin doors closed door will operate the proximity switch.
-- two stairway lights.
 NOTE After landing switch the system to OFF in order to
The emergency lighting system uses in addition the two passenger
avoid activation of the emergency exit lighting if
dome lights in case of an emergency.
the power supply of the helicopter is switched off.
Switch INT LIGHTS - EM/EX
 NOTE When the toggle switch TEST is set and hold to
The INT LIGHS -- EM/EX switch, located in the overhead panel, has position LAMP the emergency lighting system
three positions (OFF, ARM, ON) and controls the emergency lighting. comes on independent from the status of the
The emergency lights are off if: switches and the doors (lighting test).
-- the switch is in OFF position
-- the switch is in ARM position and no activation occurs.
In normal operation the emergency lights are on if the INT LIGHTS --
EM/EX switch is set to ON position.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Switch INT LIGHTS EM/EX

Switch INT LIGHTS -- EM/EX

003274
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Power Supply
The emergency lighting system uses 28 VDC from ESS BUS 2 via the
circuit breaker LIGHTING -- EM/EX.
In case of a failure of the DC power system, the emergency lighting
system uses the voltage from the emergency power supply via the
circuit breaker EMER BUS -- EM/EX.

Impact Switch
The impact switch detects acceleration in two axis (up--down,
fore--aft). If a hard landing occurs, the impact switch triggers the
emergency lighting. A triggered impact switch can be reset with the
reset button of the impact switch.
The impact switch is located in the forward ceiling area of the
passenger compartment.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Power Supply and Impact Switch

C/B EMER BUS -- EM/EX

Impact Switch
STA 4000

C/B LIGHTING -- EM/EX

Looking FWD

Emergency Power Supply Unit

001203
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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

EM/EXIT LT Switch
The EM/EX LT switch is installed to approximately the center of the
cabin ceiling. The switch is fluorescent and can be used by the
passengers to switch on the emergency lighting in case of an
emergency, independent of the impact switch function.

Exit Sign Light

Three EXIT sign lights are installed to the helicopter. One each above
the center of the passenger sliding door and one at the canted cabin
frame of the co--pilot side.
The LED type EXIT sign lights are controlled by the emergency exit
light system.

Stairway Light
The stairway lights are installed to left and right side shell just below
the sliding doors. The bulb type of light illuminates the exit area
including the boarding steps and is integrated into the control circuit
of the emergency exit light system.

Passenger Dome Light

The passenger dome lights are installed to the cabin ceiling over the
first and second row of passenger seats. They can be controlled
individual by push button adjacent to the lights. In case of an
emergency condition they are integrated into the control circuit of the
emergency exit lighting system.

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BK117 D--3 with EMB

Training Manual CAT B2
Electrical System

Emergency Exit Lighting

Stairway Light RH
Exit Sign Light Pax RH

EM/EXIT LT Switch

Exit Sign Light Pax LH

EM/EXIT LT Switch

EMER EXIT/ PAX LT Light

Stairway Light LH (Passenger Dome Light)

Exit Sign Light Copilot

Exit Sign Light

Stairway Light

001204
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BK117 D--3 with EMB

Training Manual CAT B2
Avionics

Chapter 04
Avionics

003654
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Training Manual CAT B2
Avionics

Table of Contents

Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Maintenance VHF AM COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

Overview Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . . . . . . 62
Architecture Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Overview ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Location Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Architecture ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Location Avionic Deck (Example) . . . . . . . . . . . . . . . . . . . . . . . 14 Location ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Location Slant and Center Console . . . . . . . . . . . . . . . . . . . . . 16 Normal Functioning ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Avionics Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Automatic Direction Finder (ADF) . . . . . . . . . . . . . . . . . . . . . . . 70
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Introduction ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Architecture ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Avionic Deck Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Location ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Normal Functioning ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Pitot--Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Detailed Functioning ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Architecture Pitot--Static System . . . . . . . . . . . . . . . . . . . . . . . . 24 VHF NAV System: VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Location Pitot--Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Introduction VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Normal Functioning Pitot--Static System . . . . . . . . . . . . . . . . . 28 Architecture VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Maintenance Pitot--Static System . . . . . . . . . . . . . . . . . . . . . . . 28 Location VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Intercom System DVCS 6100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Normal Functioning VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Introduction and Overview Intercom System . . . . . . . . . . . . . 30 Failure Report VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Architecture Intercom System . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Maintenance VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Location Intercom System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 VHF NAV System: Instrument Landing System (ILS) . . . . . . 94
Normal Functioning Intercom System . . . . . . . . . . . . . . . . . . . 36 Introduction ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Winchman and Pax Intercom Panel . . . . . . . . . . . . . . . . . . . . . 42 ILS Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Specific Tools Intercom System . . . . . . . . . . . . . . . . . . . . . . . . 44 Architecture ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Maintenance Intercom System . . . . . . . . . . . . . . . . . . . . . . . . . 46 Normal Functioning ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
VHF AM COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Marker Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Architecture VHF AM COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Introduction Marker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Location VHF AM COM System . . . . . . . . . . . . . . . . . . . . . . . . 54 Architecture Marker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Controls and Displays VHF AM COM . . . . . . . . . . . . . . . . . . . . 56 Location Marker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Normal Functioning VHF AM COM . . . . . . . . . . . . . . . . . . . . . . 58 Normal Functioning Marker . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

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Training Manual CAT B2
Avionics

Distance Measuring Equipment (DME) . . . . . . . . . . . . . . . . . . . 110 Standby Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

Introduction DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Normal Functioning Standby Compass . . . . . . . . . . . . . . . . . . 158
Architecture DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Maintenance Standby Compass . . . . . . . . . . . . . . . . . . . . . . . . 160
Location DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 CVFDR System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Normal Functioning DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Introduction CVFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Transponder (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Overview CVFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Introduction ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Architecture CVFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Architecture ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Location CVFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Location ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Normal Functioning CVFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Normal Functioning ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Detailed Functioning CVFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
Detailed Functioning ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Manual Test CVFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
Maintenance ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Maintenance CVFDR + ULB . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Global Positioning System (GPS) . . . . . . . . . . . . . . . . . . . . . . . 130 VISION 1000 Cockpit Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Introduction GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Differential GPS -- DGPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Architecture and Location Vision 1000 Camera . . . . . . . . . . . 180
Architecture GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Normal Functioning Vision 1000 Camera . . . . . . . . . . . . . . . . 182
Location GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Status Monitoring Vision 1000 Camera . . . . . . . . . . . . . . . . . . 182
Normal Functioning GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 Specific Tools Vision 1000 Camera . . . . . . . . . . . . . . . . . . . . . 184
Maintenance GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Radar Altimeter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Introduction Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Architecture Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Location Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Normal Functioning Radar Altimeter . . . . . . . . . . . . . . . . . . . . 146
Manual Test Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Maintenance Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Integrated Electronic Standby Instrument (IESI) . . . . . . . . . . 152
Overview and Architecture IESI . . . . . . . . . . . . . . . . . . . . . . . . 152
Normal Functioning IESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Failure Report IESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156

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BK117 D--3 with EMB

Training Manual CAT B2
Avionics

ATA Chapters
This training document comprises the following ATA chapters:

Power supply ATA 24

Avionics cooling system ATA 21, 21C
Pitot--static system ATA 30, 34
Intercom ATA 23
Communication ATA 23
ELT ATA 25A
ADF ATA 34
VHF NAV system ATA 34
VOR, ILS, Marker ATA 34
DME ATA 34
ATC--XPDR ATA 34
GPS ATA 34
Radar altimeter ATA 34
IESI ATA 34
Standby compass ATA 34
CVFDR ATA 31, 31A
Cockpit camera ATA 31
Maintenance Software ATA 31, 34, 46

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Training Manual CAT B2
Avionics

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Training Manual CAT B2
Avionics

Avionics

Overview Avionics System Frequencies

Antennas Installations (Example)

GPS2
GPS1

VHF--AM1

VOR/ILS
ELT

Marker

003547
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Training Manual CAT B2
Avionics

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Training Manual CAT B2
Avionics

Antennas Installations (Example)

VOR/ILS

ADF

RADAR ALT

DME

MARKER
ATC
VHF--AM2

002972
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Training Manual CAT B2
Avionics

Location Avionic Deck (Example)

The installations in the avionic deck comprises the following:
-- RADAR altimeter transceiver (RA)+ config module
-- ADF receiver
-- DME transceiver
-- avionic deck temperature sensor
-- blower.

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Training Manual CAT B2
Avionics

Location: Avionic Deck (Example)

Avionic Deck Temperature Sensor (roof mounted)

Radar Altimeter Transceiver

BK117 D--3 with EMB

Training Manual CAT B2
Avionics

Avionics Power Supply

General Overhead Panel

The electrical system is supplied with 24 VDC nominal when operated The overhead panel comprises:
with the on--board battery only.
-- DC Power Control Switches (Master, GEN, equipment)
The voltage increases to 28.5 VDC nominal when the engine(s) is (are) -- switch AVIO MSTR 1 and 2
running and the starter / generator(s) will charge the battery.
-- switch EMER SHD
The COM/NAV--systems are supplied via the avionic master switches The avionic master switches 1 and 2 command the avionic essential
and circuit breakers located in the overhead panel.
bus relays 1 and 2 and the avionic shed bus relays 1 and 2.
 NOTE Depending of the helicopter’s load analysis, the These relays power the AVIONIC ESS BUS 1 and 2 and the AVIONIC
avionics power supply connection may vary. SHED BUS 1 and 2 in the overhead panel. The relays are powered
from the ESS BUS 1 and 2 via the 1 A circuit breakers AVIO 1 and 2.
For additional safety, the avionic buses are protected with 20 A circuit
breakers called AV ESS and AV SHED.
To visualize which circuit breaker belongs to which busbar, a white
bracket at the overhead panel is used.

 NOTE To prevent any overvoltage/surge to the avionics

equipment, activate the available master switches
after the second generator has connected to the
helicopter.
Deactivate before engines shut down.

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BK117 D--3 with EMB

Training Manual CAT B2
Avionics

Overhead Panel

EMER SHD AV ESS BUS 2

AV ESS BUS 1

AVIONIC SHED BUS 1

AVIONIC
SHED BUS 2

BAT Master Switch Switch AVIO MSTR 2

Switch AVIO MSTR 1

003535
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Training Manual CAT B2
Avionics

Avionic Master Relays

SHED BUS 2 Avionic Master Relay

ESS BUS 2 Avionic Relay

Side View Overhead Console

SHED BUS 1 Avionic Master Relay

ESS BUS 1 Avionic Master Relay

Side View Overhead Console

001214
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Training Manual CAT B2
Avionics

Avionics Power Supply (AVIO MSTR Engaged)

SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2

AV SHED AVIO AV ESS AVIO AV ESS AV SHED

20
20

1
X1 X1 X1 X1

X2 X2 X2 X2

OFF
OFF

ON
ON

AVIO MSTR 1 AVIO MSTR 2

AVIONIC SHED AVIONIC ESS AVIONIC ESS AVIONIC SHED

BUS 1 BUS 1 BUS 2 BUS 2

003656
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Training Manual CAT B2
Avionics

Avionic Deck Cooling

General
The avionic deck is ventilated by a separate blower mounted at the
forward part of the hinged avionic deck. The blower sucks air from the
cargo compartment and blows it into the bay above the avionic deck.
The blower is electrically connected to the SHED BUS 2 via the circuit
breaker INST COOL.
The avionic deck cooling blower is switched on/off automatically via a
temperature switch mounted in the center of the avionic deck roof. The
blower is switched on with a temperature more than 45 °C and off with
a temperature less than 35 °C. If the temperature rises more than 55
°C, (or 65 °C, depending on installed equipment) the caution
AVIONICS OVHT will illuminate at the master list together with an
audio tone. This will be triggered by a second temperature switch
mounted directly beside the blower control switch. The caution
disappears if the temperature falls below 52 °C.

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Training Manual CAT B2
Avionics

Avionic Deck Cooling

Avionic Deck Temperature Sensor

(roof mounted)

Blower

Circuit Breaker INST COOL

AVIONICS OVHT

FND Master List

AVIONICS OVHT Caution

003536
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Training Manual CAT B2
Avionics

Pitot--Static System
Architecture Pitot--Static System Hose Lines
The pitot--static system picks up the dynamic and static pressure of the The hose lines interconnect the pitot tube, static ports and static
ambient air of the helicopter. A number of drain ports are provided to selector valve as well as the IESI and Air Data Units.
remove water from the lines. Electrical heating elements protect the Static Selector Valve
pitot and static pressure pickups against ice accumulation.
The static pressure selector valve changes the static pressure of the
The pitot--static system 1 is installed on the copilot’s side. It is ambient air of the helicopter to the cabin pressure in position
connected to ADC1 and the IESI. ALTERNATE SOURCE (only pilot’s side).
The pitot static system 2 is installed on the pilot’s side. It is connected Air Data Unit ADU 3200
to the static selector valve and the ADC2.
The ADU is an electronic equipment connected via pressure hose
The pitot--static system consists of the following elements:
lines to the pitot--static system. The ADU measures the static pressure
-- two pitot tubes (ps), the differential pressure (Dp) and the total temperature probe
-- four static ports (2 for the pilot and 2 for the co--pilot) resistance (Tt).
-- hose lines Total Temperature Probe Unit (TTPU)
-- static selector valve (only pilot’s side) Each ADC is equipped with one temperature sensor. The TTPU
-- two digital Air Data Units (ADU 3200) measures the temperatur for OAT indication and provides information
-- two Total Temperature Probe Units (TTPU) for further computation, e.g. True Air Speed (TAS).
-- IESI (only copilot side). IESI
Pitot Tubes The Integrated Electronic Stand--by Instrument (IESI) is a stand--by
instrument performing the computation and the display of:
The pitot tube measures the total pressure of the ambient air on the
helicopter. The pitot tubes have a heating element inside installed. -- Attitude (Roll and Pitch)
Also the probe has the external drain hole(s). -- Altitude
Static Ports -- Airspeed.

The static pressure ports sense the static pressure outside the It also includes back--up stabilization control laws on 3 axes (pitch, roll
and yaw), to command auto--pilot series actuators in case of failures
helicopter.
of both nominal AFCS.

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Pitot / Static System

Static Pressure
AMC ADC2 Selector Valve
Damper Static Port Static Port
Pilot RH Copilot RH

Pitot Tube Pilot

Cabin Pressure
IESI
Drain Ports

Damper

Static Port Static Port

Pilot LH Copilot LH

Pitot Tube Copilot

AMC
ADC1

002833
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Location Pitot--Static System

The pitot tubes are located on the forward LH and RH side of the
fuselage. The static ports are located one on both sides of the fuselage
aft deck. The static selector valve is located on the RH side of the
center part of the instrument panel.
The components are connected with hose lines.
The IESI is located in the center of the instrument panel below the
warning unit and between MFD 1 and 4.

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Locations: Pitot -- Static Pressure System

Static Port

Static Selector Valve

IESI

Air Data Computer 2

Static Selector Valve

Pitot Tube 2

Pitot Tube 1 Air Data Computer 1

Temperature Sensor
Pitot Tube

003537
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Normal Functioning Pitot--Static System

Static and total pressure is supplied to the respective air data Failure Report Pitot--Static System
computer. The backup indicator IESI is supplied with static and
The electical parts of the pitot static system are supervised.
dynamic pressure from the LH system.
-- PITOT 1 / 2 HEATER FAIL (amber)
With the static selector valve it is possible to select the pressure supply
from ambient pressure to cabin pressure in case of polluted external This amber caution is shown if the pitot heating system fails.
static ports. -- PITOT 1 / 2 STAT HTR FAIL (amber)
Pitot--Static Heating This amber caution is shown if the static port heating system fails.
With the switch PT/ST HTG for pilot and copilot in the overhead panel
the electrical heating for the pitot tube and the static ports can be Maintenance Pitot--Static System
switched on.
During maintenance, the following actions concerning the Pitot and
The pitot tube and the two static ports of the pilot system are electrically Static system are necessary:
connected to the ESS BUS 2. The pitot tube and the two static ports
of the co--pilot are electrically connected to the SHED BUS 1. -- inspection
-- cleaning
An abnormal condition will be indicated in the master list of the FND.
In addition to that an audio caution tone will be generated in case of -- leakage and functional test
an inactive system or malfunction. -- display accuracy test.
The pitot--static system can display the following message: All tests have to be performed in accordance with the MSM and AMM.
For the leakage, functional and display accuracy test the pitot static
-- PITOT 1 / 2 HEATER OFF (amber)
test equipment must be used.
Static Selector Valve
With the Static Selecor Valve, the pilot can switch to cabin pressure in
case of a static port 2 problem. Helionix needs to be informed about
this via a Line Select Key on the reconfig-- page.

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Pitot--Static System Indications

PITOT1 HEATER OFF PITOT2

PITOT1 HEATER FAIL PITOT2
PITOT1 STAT HTR FAIL PITOT2

Master List
Pitot Static Information
and Cautions

001219
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Intercom System DVCS 6100

Introduction and Overview Intercom System ACU Pilot

To communicate within the helicopter, between pilot, copilot, crew and ACU2 ist the intercom operator panel for the pilot.
passengers, an intercom system is installed. Additionally, the intercom
ACU Copilot
system is used to select radios for transmission and reception.
Furthermore, NAV receiver audio signals are selectable (morse code ACU1 ist the intercom operator panel for the copilot.
for station identification). Audio warnings have a direct connection to
the intercom system. The operator panels for the intercom system are ACU Pax
called ACU (Audio Control Units). One crew member may have his own intercom operator panel.
A typical intercom system consists of:
REU
-- Audio Control Unit (ACU2) pilot
The Remote Electronic Unit is the “heart” of the intercom system. Here,
-- Audio Control Unit (ACU1) copilot all headsets and ACUs are connected. The REU is configured by
-- Audio Control Unit (ACU3) pax software.
-- Remote Electronic Unit (REU)
External Memory
-- external memory.
The EM 6100 is the memory device. It is a small device connected to
Headsets or helmets with built-- in mic are connected to the REU. the REU 6100 and stores all system configuration parameters.
The intercom system is digital. This allows easy configuration and
reconfiguration and adaption to the needs of the crew. Changes are
done via software. Therefore, the intercom system is very versatile and
flexible.

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Overview: Intercom System

Headset

ACU

External Memory

REU

001220
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Location Intercom System

The REU is located at the ceiling area between the two electrical
distribution boxes.
The ACUs of pilot and copilot are in the slant console.
The cabin ACU is located at the ceiling panel. The location depends
on customer requests.
The external memory EM6100 is directly connected to the REU.
Passenger Service Units are to be found in the rear ceiling area.
Headset connectors in the cabin may be separate or integrated in a
control panel.

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Locations: Intercom System

Passenger Service Units 4--5

REU with EM6100
Passenger Service Units 6--7

Passenger Service Units 1--3

Audio Control Units (ACU)

Headset
1 and 2
Connector

003538
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Normal Functioning Intercom System

The Intercom System DVCS 6100 is a digital voice communication Operation
system which can be programmed and configured individually. The
In the top row of the ACU 6100 are 8 potentiometers with push lock
phone impedance and microphone type for pilot--copilot--cabin is
switch. Each of them is assigned to one transceiver channel. Below
programmable at the REU. The Audio Control Units (ACU 6100) are
each TX--channel potentiometer, there is one light emitting diode
identical for each installation location (cabin, cockpit, etc.). Their
(LED) which is used for visualizing status information for this channel.
functionality may vary depending on the configuration of the Remote
Electronic Unit (REU). 1) TX1 to TX8 (push buttons with volume control)

Receiving On/Off switch for audiomonitoring of the TX/RX channels 1 to 7, (8 PA,

Passenger Address) and individual volume adjust for the monitoring
The reception of audio signals is much the same for pilot, copilot, channels.
operator and PAX (refer to modes of operation).
2) TX1 to TX8 indicators (8 green LEDs)
Intercommunication PAX and Pilot Transmitmode indication forTX/RX channels 1 to 7 and position 8 (PA)
Press the respective push button to activate a receiver audio. As a LED lights up = Selected transmit channel with transmitter selector
consequence, the pushbutton jumps out. Now, the volume can be switch. LED flashing = Transmit mode
adjusted easily by this pushbutton using the arrow as a reference. 3) Transmitter selector switch (Rotary switch with 10 lock
Additionally, the over--all volume can be adjusted by the large volume positions)
knob. This will influence the volume / loudness for all receivers.
Position 1 to 8: transmitting mode with PTT
Transmitting Position D: Dual transmitting mode with PTT
Set the selector switch on the Audio Controll Unit to the radios to be Position IC: PTT intercom mode
transmitted. Then press the TX button on a cyclic stick or use one of
the foot switches. 4) IC Volume control (Rotary knob)
Volume adjustment of intercom
Additional Information
5) SPKR indicator (green LED)
A service connector is located on the rear right side of the fuselage,
where service personnel can plug in a headset to communicate with LED lights up = Speaker ON
the pilot while the helicopter is on ground. LED is off = Speaker OFF

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Normal Functioning: Intercom Unit ACU 6100

(1) TX1 to TX8 (push buttons with volume control)
(2) TX1 to TX8 Indicators (8 green LEDs)
(3) Transmitter Selector Switch
(4) IC Volume Control
(5) SPKR Indicator (green LED)

001223
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13) VOX level adjustment (potentiometer)

VOX level adjustment:
-- The VOX level of the microphones associated with each
ACU can be adjusted independently for each ACU by
turning the VOX potentiometer knob.
14) VOICE button (push--button)
On/Off switch for VOICE filter:
-- This is to eliminate identification codes in the incoming
audio signals from navigation receivers (e.g. for listening to
weather information).
15) VOICE indicator (green LED)
-- LED lights up: voice filter 1020 Hz is active.
-- LED is off: voice filter 1020 Hz is not active.
16) TEST button
Activation of I--BIT (test function).
17) TEST indicator (yellow LED)
-- LED lights up: During power--up built in test (P--BIT) and
during initiated built in test (I--BIT).
-- LED flashing: Test result is NOGO at P--BIT, I--BIT and
C--BIT (continuous Built--In Test).

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Detailled Functioning: Intercom Unit ACU 6100

(17) TEST Indicator

(yellow LED)

(16) TEST Button

(15) VOICE Indicator
(green LED)

(14) VOICE Button

(13) VOX Level Adjustment (potentiometer)

001225
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Winchman and Pax Intercom Panel

The winch operator’s headset is connected in parallel with the copilot’s
headset. Volume and vox-- level have the same value as the copilot.
If the winch operator wants to change his vox level or intercom
loudness, he has a 3 position switch which is centered by a spring.
Pressing the switch to the direction labelled “W--VOX” or “W--VOL”
(against the spring) increases the respective value.

VOLUME Level for Winch Operator

If the winch operator wants to increase his intercom volume, he can
beep “downwards” to W--VOL (against the spring). Each click
increases the intercom loudness step by step until a maximum value
is reached.

VOX Level for Winch Operator

The hot--mic function of the winch operator may be adjusted to a higher
level to prevent an “open” microphone all the time. The VOX level has
to be increased by beeping “upwards” to the direction W--VOX (against
the spring). Each click increases the intercom loudness step by step
nearly to the PTT function.

 NOTE Several clicks may be necessary to get the desired

result. If the switch is pressed for a longer time
“downwards” (>3 s), the volume level will be
reseted to the value which was set before
(copilot’s default value).

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Winchman and PAX Intercom Panel

Headset Connector Crew

Headset Connector Winch

001226
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002074
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Data Screen “ACU Setting” 7) The headphone settings are made in this box. The most important
adjustment is the selection of the headphone impedance (8 Ω or
The first tab sheet shows the general settings of the DVCS system.
300 Ω). The output level is set to a well defined standard level if you
Each ACU can have its own configuration. With buttons on the left side
change the impedance from 8 Ω to 300 Ω. or vice verca. If it is
you can select the ACU you want to configure. If the number of
necessary, you can change the level by moving the corresponding
available ACUs is below 6, the buttons for the higher ACUs are
slider. Please take care to prevent an overcontrol of the headphone.
disabled.
8) For each ACU the TX and RX channels can be enabled or disabled.
1) Those are the buttons for the selection of the ACU you want to
This can be set in the box “Channel Options”. If any channel is not
configure or see.
enabled, it can’t be used by the user of this ACU. The column “Name”
2) In this box the type of the ACU can be selected. shows the name of the channel you can define in the TX or RX devices
3) All function keys on the panel of the ACU can be enabled or sheet. For each TX channel it is possible to allow or disable.
disabled. This can be set in this box. In addition, the default status for ACU Special Settings
the associated functions can be configured as active after initialization For each ACU, it is possible to set the forced monitoring minimum
of the ACU. This is necessary in case of disallowed function keys. The volumes for all radios individually, e.g. TX3 forced min volume is 39 %.
SPKR key can be set enabled for ACU 1 to 3 only.
4) This small box handles the settings for the double TX function.
Basically you can enable or disable this function. If it is enabled there
are two select boxes enabled.With it you are able to select the two TX
channels for double TX function. It is not possible to select the same
channel in both boxes. Please take care that the selected channel
number in the left box is below the number in the right box. There is no
check whether the selected channels are available and enabled.
5) Other settings consist by two setting values. With the first, you can
enable the “Forced Monitoring” function that result in automatic
monitoring the channel you are transmitting. The second is for “Forced
Monitoring” in conjunction with the “Selective CALL” functionality.
6) In this box all settings for the microphone input can be done. First
you can switch between standard and dynamic type of microphone.
Furthermore you can change the sensitivity of the input in the defined
ranges.

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Configuration Software: ACU Settings

1 2 3 4 5 6 7 8

002110
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VHF AM COM

Architecture VHF AM COM

The VHF AM COM system consists of: VHF AM COM Antenna
-- two FMS For radio transmission and reception, the VHF AM COM antenna is
-- FMS 1 and a FMS 2 power switches directly connected to the GTN 750 unit. Additionally to the two FMS
-- two VHF AM COM antennas devices, the FMS1 and FMS2 power switches and the two VHF COM
antennas, are installed.
-- lamp dimmer
-- REU (Remote Electronic Unit) REU
-- ACU (Audio Control Unit) The REU is the “heart” of the intercom system. It collects all audio
-- headsets sources (radios, NAV receivers...). The FMS is conneted to the REU
-- PTT switches via 2 analog audio lines (MIC audio in and COM audio out). The REU
has an external memory to keep settings stored.
-- VHF2 XFER switch.
ACU
FMS
The ACUs are directly connected to the REU via CAN bus and are
The FMS (GTN 750) contains a VHF AM COM radio transceiver. It is
used to select the radio for transmission and the audio sources for
operated by touch screen. The FMS is connected to the Intercom
reception.
System to provide audio information to the headsets.
VHF2 XFER Switch
FMS Power Switch
The VHF2 COM transfer switch is installed on the IFR certified
Since the FMS does not have a ON/ OFF button, an additional FMS
helicopter. The switch additionally enables the pilot to:
power switch is installed at the instrument panel.
-- toggle the active / standby frequency.
-- activate the VFR guard frequency (121.50 MHz) by holding
the switch more than 2 s.

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Architecture: VHF AM COM System

Lamp Dimmer

Headset VHF COM FMS1 (GTN750)

Co--pilot Pilot Antenna upper
RELAY FMS1
5 28VDC

VHF TX1

RF 5 28VDC
DVCS 6100
Remote Electronic Unit
MIC AUDIO IN
PTT Switch COM AUDIO OUT
Lamp Dimmer

MIC AUDIO IN FMS2 (GTN750)

COM AUDIO OUT
RELAY FMS2
5 28VDC

PTT Footswitch CAN

(Option) VHF TX2
5 28VDC
ACU

RF ARINC 429/CAN

VHF COM d Discrete

Antenna lower a Analog
PTT--Switch VHF COM2 RF
XFER Switch

002225
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Location VHF AM COM System

Both GTN750, FMS 1 and FMS 2 power switches, VHF2 XFER switch
are located at the slant console.
The VHF AM COM 2 antenna is mounted at the bottom shell below the
helicopter at the forward access cover.
The VHF AM COM 1 antenna is located at the tail boom.
The FMS1 and FMS2 power switches are located at the instrument
panel.

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Location: VHF AM COM

VHF COM1 Antenna FMS1 (GTN750) FMS2 (GTN750)

Slant Console

VHF2 XFER Switch

VHF COM2 Antenna

003539
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Controls and Displays VHF AM COM

The FMS uses touch screen functions to set standby or active radio
frequencies. Additionally, the two concentric rotary knobs may be used
for frequency tuning.
Mic / radio selection is done at the ACU in the slant/ center console.
The ACU has potentiometers for activation of different audio sources
(COM and NAV).
PTT switches are used to key the radio. They are installed at the cyclic
stick and at the ACU.
The VHF2 XFER switch is only connected to FMS2 to toggle between
active and standby frequency and allows quick access to the
emergency frequency.

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Controls and Displays: VHF AM COM

Numeric Keypad

PTT Switch
VHF2 XFER
Switch

Audio Source Selector

Mic / Radio Selector

XFER
Large and
PTT Switch Enter Field Small Knobs

001231
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Normal Functioning VHF AM COM

VHF AM COM System -- Frequency Selection Volume / Squelch Knob
Touch Screen Control Elements Pressing the volume knob momentarily disables the automatic
Most of the operation is done by using the touch screen icons, which squelch and SQ appears above the active frequency field. Rotation of
are also called “function keys”. The basic functions can also be the volume knob increases / decreases the audio volume.
performed in the “conventional way” by using rotary knobs and push
buttons.
Large / Small Concentric Knobs
Both are rotary knobs. The knobs are used to enter a frequency.
System Operation
Turning the large knob selects the desired megahertz frequency. With
1. Push in appropriate circuit breakers. the small knob the desired kilohertz frequency could be selected.
2. Toggle the AVIONIC MASTER switches to the ON position.
If necessary, activate FMS1 / 2 power switches (the green (upper)  NOTE The COM window is normally active for
legend “FMS1/2” illuminated). adjustment, unless the NAV window is activated by
pressing the small knob. The active state
3. Tune the unit to the desired frequencies.
automatically returns to the COM window after a
4. On the intercom system, select the respective audio source and few seconds of inactivity.
microphone selector switch.
5. Press PTT to transmit (a “TX” indication is shown at the display). The frequency selected in the standby field can be transferred to the
active frequency by touching the active frequency field. It is also
possible to enter a frequency directly via a numeric keypad. To open
the numeric keypad, touch the standby frequency field. Touching the
ENTER key, the selected frequency is accepted and appears at the
standby frequency field. Touching the XFER key places the selected
frequency directly into the active field.

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Normal Functioning: VHF AM COM Frequency Selection (GTN 750)

Volume/ Active COM Standby COM Volume and

Squelsh Knob Frequency Frequency Bargraph Numeric Keypad

XFER Field Large and

Enter Field Small Knobs

001232
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Maintenance VHF AM COM

COM Channel Spacing
The GARMIN GTN 750 meets the actual regulation of the European
Union, referring to the use of 8.33 kHz channel spacing. The COM
transceiver channel spacing can be selected between 25.0 kHz and
8.33 kHz.
To change the frequency spacing the system setup page has to be
entered as follows:
Home --> System --> Setup.
The ComChannel Spacing icon is shown at the lower right side. Toggle
between 8.33 kHz and 25.0 kHz. The result is shown immediately at
the active and standby frequency window.

Maintenance VHF AM COM

If the GTN750 unit is replaced, make sure that the unit is configured
according the software configuration in the AVM. All necessary
maintenance to the VHF COM system has to be performed in
accordance with the AVM and AMM. To test radio operation, a COM
test device may be used, e.g. an Aeoroflex IFR4000.

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Overview: Emergency Locator Transmitter

ELT
121.5 MHz
406 MHz
Ext. ELT Antenna

Programming Adapter (Dongle)

ELT Remote Control Panel

003187
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Architecture ELT
The ELT is connected with the external ELT antenna for distress signal
transmission.
The GPS receiver inside the GTN750 delivers the helicopter’s position
information via a NAV interface module / dongle to the ELT.
For manual activation or test of the ELT, a Remote Control Panel is also
connected to the ELT.

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Architecture: ELT

121.5 MHz 1 28 VDC

406 MHz
ELT
ELT Antenna

ELT 4000 HM

FMS GTN750 Pilot

ARINC 429 (GPS position)

ELT Remote Control Unit

G--Switch Loop
Programming Adapter (Pin Coding)

003213
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Location ELT
The ELT with the programmable adapter is located on the left side of
the tail boom mounting cone.
The ELT remote control unit is typically installed at the slant console.
The ELT antenna is mounted on the left side of the cabin roof.

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Location: ELT

ELT Antenna

ELT

ELT Remote Control Panel

003189
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Normal Functioning ELT

The transmitter can be activated either automatically when the crash g-- Switch
occurs (generated by a shock sensor) or manually (caused by a switch
A g-- switch is used as a crash force activation sensor. This impact
on the transmitter itself or on the remote control panel).
switch detects acceleration in different axes. g--switch and the
Remote Control Panel operation of the ELT can be disabled by selecting position OFF at the
ELT itself.
In order to enable a remote operation and visual monitoring of the ELT,
a Remote Control Panel (RCP) is installed in the cockpit. GPS
The red switch labeled TEST -- ARM/OFF -- ON is a three position The helicopter’s FMS2 system provides GPS position by using a
switch with the unstable position (TEST). The ELT can be manually ARINC 429 Bus via the programming adapter to the ELT.
activated or tested. Reset is also possible.
Normal Operation  NOTE Deactivation for handling or during shipping of the
-- Switch the ON -- OFF/ARM -- TEST toggle switch on the ELT unit is only possible with g--switch loop is
open (disconnection of circular mating connector).
ELT unit and switch TEST -- ARM/OFF -- ON switch on the
remote control panel to the ARM position.
-- Aircraft navigation system is active.
Manual Activation
The ELT may be manually activated by placing either the remote
switch or the ELT local switch in the ON position.
RESET / STOP of ELT
If the activation of the ELT is triggered by the g--switch, the switch of
the RCP must be first set to ON and then to ARM/OFF.

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Normal Functioning: ARTEX ELT 4000

ARM--OFF--ON
Switch

Buzzer

LED

3--Position Switch

003199
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Automatic Direction Finder (ADF)

Introduction ADF
An automatic direction finder (ADF) is a long range low frequency
navigation aid for non precision approaches. The ground based ADF
transmitter station is called Non Directional Beacon (NDB).
It is an older type of radio navigation. A ground station transmits a
signal and the on--board equipment of the aircraft shows the relative
bearing to the selected ground station.

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Introduction ADF

Magnetic Nord

Heading

Relative
Bearing

Magnetic Bearing

QDR
(From Station) NDB
QDM
(To Station) NDB Ground Station

002974
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Architecture ADF
The ADF antenna is directly connected with the ADF receiver. Bearing
information is transmitted via ARINC 429 to the MFDs.
The ADF control unit communicates with the receiver via digital and
analog signals.
NDB stations provide a station identification via morse code. The
receiver decodes this information and sends the audio signal via the
ADF Control Unit to the intercom system.

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Architecture: ADF System

ADF Sense and Loop Antenna
28 VDC

RF
ADF Receiver

REU

Audio

CAN
Audio

d
g
ARINC 429

g Gray Code

ACU d Discrete

MFD a Analog

RF Radio Frequency
ADF Control Unit

003657
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Location ADF
The ADF receiver is mounted on the avionic deck.
The ADF control unit is located at the center console.
The ADF antenna is typically on the tail boom between the two radar
altimeter antennas.

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Location: ADF System

ADF Antenna

ADF Receiver

ADF Control Display Unit

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Training Manual CAT B2
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Detailed Functioning ADF

ADF Control Display Unit (7) Active frequency indication
Indicates the operating frequency on the upper row of the display.
(1) ACT indication
Shows that the active frequency is in the upper line. (8) Volume annunciator
Shows the volume as bargraph.
(2) Number of system
Indication of the receiver, which is operated from the control panel (9) Mode annunciator
(dual installation only). A box indicates the selected mode.
(3) STBY frequency indication (10) Outer knob
Indicates the standby frequency on the lower row of the display. The larger knob changes the frequency with 100 kHz steps.
(4) Mode select knob (11) Inner knob
The smaller knob changes the frequency with 1 kHz (500 Hz) steps.
-- ANT: The system operates as a receiver only. There is no
bearing indication. (12) Frequency transfer button
-- ADF: This is the normal automatic direction finder mode. This pushbutton allows the change of ACTIVE and STBY frequency:
-- BRG: Not used. -- Pushing for 2 s deletes the STBY indication.
-- With the BFO (Beat Frequency Oscillator), it is possible to -- Pushing for 7 s activates the 100 kHz indication.
receive the identification of stations which transmit an
unmodulated sampled carrier. Manual Test ADF
-- TEST: The pointer moves to the 90° test position. A manual test is possible by selection TST with the Mode Selector
rotary button. The system performs a self test and the ADF pointer will
(5) Volume control
deviate to a 90° position shown on the MFD.
To control the audio output of the ADF receiver.
(6) Power ON/OFF and 0.5 kHz pushbutton.
The push--button enables the change of the tuning of the smaller rotary
knob (11) to 500 Hz steps. A reset to 1 kHz steps can be performed with
a repeated press on the 0.5 kHz push button. With the 500 Hz setting,
the frequency is indicated with a decimal point.

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Detailed Functioning: ADF

(7) Active Frequency Indication

(1) ACT Indication (8) Volume Annunciator

(2) Number of System

(3) STBY Frequency Indication

(9) Mode Annunciator

(10) Outer Knob

(4) Mode Select Knob

(11) Inner Knob

(5) Volume Control

(12) Frequency Transfer Button

(6) Power ON/OFF and

0.5 kHz Pushbutton

003659
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VHF NAV System: VOR

Introduction VOR
The Very High Frequency Navigation (VHF NAV) system is a radio
navigation system for aircrafts. It enables aircrafts to determine their
position and stay on course by a network of fixed ground stations.
VOR (VHF Omnidirectional Radio Range) ground stations provide
inflight navigation, terminal navigation and area guidance. They
transmit radials which also give a reference to magnetic north.
VOR uses VHF radio waves (108.00 -- 117.95 MHz) with 50 kHz
separation between each channel. The VOR ground station uses two
antennas. This station uses the same carrier frequency to transmit the
signals to the helicopter as follows:
-- reference phase, frequency modulated (FM)
-- variable phase, amplitude modulated (AM).
The two signals (VAR & REF) align exactly in phase at magnetic north.
There is phase differential at any other point of azimuth around the
station. The phase difference between these two signals is directly
proportional to angular position with reference to the VOR station.

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Introduction: VOR

Magnetic North

Variable Signal
Reference Signal

V 45_
t

V
t V
t
VOR Ground Station 315_ Radials
0_(MN)
45_

315_ 045_

90_ V

VOR t
270_ 090_

120_ 90_

V
120_ t
V 225_
180_
120_
t
225_
Rotating Cardioid Pattern
VOR Phase Angle Relationship

002816
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Architecture VOR
The VHF NAV system consists of: NAV Receivers
-- two NAV receivers (GTN 750) The GTN 750 have a built in NAV receiver to perform VOR navigation
-- FMS1 and a FMS2 power switch and ILS reception. They are also the operator panels for the NAV
-- VHF NAV antenna receivers. The FMS are connected to the MFDs to show the selected
navigation source. The NAV data can be displayed on all three MFDs.
-- VHF NAV antenna coupler.
FMS Power Switches
The GTN 750 does not have an ON/OFF switch, therefore a separate
switch is installed for each FMS.

VHF NAV Antenna

The VHF NAV antenna is a airborne VOR/ILS and glide slope antenna
system, which comprises two half loops.

VHF NAV Antenna Coupler

The VHV NAV antenna splitter connects VHF NAV antenna to each
NAV receiver.

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Architecture: VOR
VOR/ILS AUDIO Lamp Dimmer
To ICS System
MFD1

VOR/ILS ARINC429 OUT FMS1

RELAY
5 28VDC
NAV Antenna
System
VHF TX1
5 28VDC
NAV

FMS1 (GTN 750)

Ethernet
NAV Antenna Lamp Dimmer
Coupler
NAV FMS2 (GTN 750)

VOR/ILS ARINC429 OUT FMS2

RELAY
MFD2 MFD4 5 28VDC

VHF TX2
5 28VDC

ARINC 429/CAN

VOR/ILS AUDIO
To ICS System d Discrete
a Analog
RF

001243
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Location VOR
Two NAV Receivers (GTN750)
Both GTN750 are located at the slant console.

FMS1 and FMS2 Power Switch

The FMS 1 and FMS 2 power switches are at the instrument panel.

VHF NAV Antenna

The two parts of the VHF NAV antenna are mounted at both sides of
the tail boom.

VHF NAV Antenna Coupler

VHF NAV antenna coupler is located behind the instrument panel.

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Location: VOR

VHF NAV Antenna

VHF NAV Antenna Coupler

FMS 1 FMS 2

FMS 1 and 2
Power Switches NAV Receiver 1 and 2

003540
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Normal Functioning VOR

For navigation, the NAV receiver can be tuned to a frequency range
from 108.00 to 117.95 MHz. The very high frequency omnidirectional
radio range (VOR) enables to navigate on a selected radial to the
station (inbound) or from the station (outbound).
The NAV receiver of the GTN750 can be tuned by using the touch
screen function or by using the rotoray knobs.

Selecting a NAV Frequency by Touch Screen

1. Touch the NAV STBY frequency field. A pull down keypad appears
with the current standby frequency highlighted.
2. Touch the numeric keys to set the desired frequency.
3. With the ENTER field the new desired frequency appears on the
NAV STBY frequency field.
4. Touch the XFER field to place the selected frequency directly into
the active field.

Selecting a NAV Frequency by Using Rotary Knobs

1. Press momentarily the small knob to highlight the STBY field of NAV.
The knob function defaults to COM after 30 s.
2. Turn the large knob to adjust the desired MHz value.
3. Turn the small knob to adjust the desired kHz value.
4. Press the small knob to toggle the frequency active.

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Normal Functioning: VOR

Active NAV Frequency

Standby NAV Frequency

112.80 114.80

Front Panel / Main Page NAV Standby Page

Large and Small Knobs XFER Large and
Enter Small Knobs

001245
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Normal Functioning VOR-- cont. Selected Radial

The default page of the MFD is the HSI-- format, which shows a full The course knob is used to turn the VOR bearing pointer to the bearing
compass rose. of the desired VOR station. The lateral or course deviation bar will
command the pilot to fly in the correct direction (left or right) to the VOR
Operation on MFD station.
To select a NAV source, press the line select key NAV. Repeated
pressing toggles the different NAV sources: NAV1, NAV2, FMS.
Deviation Bar
To indicate a deviation from the selected course, the deviation bar is
VOR Indicaton used. It is a command indicator. The second dot refers to 10° deviation
After the selection of a VOR NAV source, the following indications are during VOR navigation.
possible:
To / From Indication
-- selected radial
On top of the deviation bar, a triangle marks the direction TO or FROM
-- deviation bar the VOR station.
-- TO/FROM indication
-- bearing pointer. Bearing Pointer
A single or double pointer is selectable to show the bearing to the
station. This is done with the LSK on the right hand side.

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Normal Functioning: VOR

GPS Ground Speed

Identifier
Time to go
Range

VOR Symbol

MFD4 Identifier MFD2

Range Time to go Range

001934
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Failure Report VOR

In case of a NAV failure (the LRU NAV is invalid) the field for the
frequencies is crossed out in red over disabled keys and greyed out.
The NAV source VOR on the MFDs turns to amber.
In case of a total FMS failure, an additional indication is shown on
MFD4, at the SYSTEM page.

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Failure Report: VHF NAV

Total FMS Failure

NAV Receiver Failure +

FND NAVD VMS DMAP EFB C
T
R
S
FMS1 ACAS --

FMS2 RA TEST
WXR OK
C DME
T
VOR1
R VOR2
C GPS1
N
F GPS2
IESI

AFCS TRIMS ACTUATORS

CTRL PANEL COLL

PITCH

BCKUP AP1 AP2 ROLL

YAW

+ +
L B
U R
M PREV LOAD MAINT G
-- --

GTN 750 Indiation

VMD SYST Page

001247
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Maintenance VOR
If the GTN750 unit is replaced, make sure that the unit is configured GTN Database
according to the Software configuration in the AVM. All necessary
maintenance to the VHF NAV system has to be performed in Database Update rate Storage location
accordance with the AVM and AMM. Navigation Database 28 days Internal
GTN Databases Basemap Database Periodic Internal
(when available)
Databases are stored in a single SD memory card that is inserted into
the vertical slot on the left side of the GTN750. The SD card is used SafeTaxi® Database 56 days Internal
to update the internal databases of the GTN750 as well as to provide Obstacle Database 56 days Internal
additional information as a kind of memory extension.
Terrain Database Periodic SD Card
During power up, the system shows the installed databases. This (when available)
information is also accessable later again by selecting Home “System” Chart View 14 days SD Card
Status. Database Information (type and expiring date) can be Database
displayed.
FliteCharts® 28 days SD Card
Battery Replacement Database
The GTN 750 includes an internal lithium battery with a life time GTN Database Update
between 5 to 8 years. The GTN 750 will display “Low Battery” and “Unit
Needs Service” messages when replacement is required. To perform a database update, remove power from the GTN (e.g.
press the FMS pushbutton), insert the new SD card into the SD card
slot and restore power.

 NOTE Ensure the GTN 750 is powered off before

inserting or removing a SD card.

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Maintenance: VHF NAV

System-- System Status

001248
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VHF NAV System: Instrument Landing System (ILS)

Introduction ILS
An instrument landing system (ILS) is defined by the International Civil Localizer System
Aviation Organization (ICAO) as the standard non--visual aid to final
This system consists of a ground transmitter, which is located approx.
approaches and landings.
300 m from the end of the runway, and an airborne receiver. Together,
It is a precision instrument approach system. It guides the helicopter the ground transmitter and the airborne receiver provide left/right
to a position from which the flight crew can perform a landing. guidance to the extended runway centre line. In other words, the
The Instrument Landing System (ILS) supplies the following localizer defines the center line.
information to the VHF navigation system: The localizer is also voice modulated (for identification purposes) by
-- Localizer modulating the basic carrier frequency approach guidance.
-- Glideslope The Glide Path (or: Glide Slope) System
-- Marker beacon. This consists of a ground transmitter, which is located near the side of
the runway on a line perpendicular to the runway centre line and level
with the runway threshold, and an airborne receiver. Together, the
ground transmitter and the airborne receiver provide up/down
guidance with respect to a suitable descent path at an angle of approx.
3° above the horizontal. In other words, the glide slope defines the
glide path or glide angle.

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Introduction: ILS

Localizer antenna array

300 m
Runway (3,000 m)

120 -- 180 m Intersection point of glide slope and runway

(touch down point)
Glide slope
transmitter Localizer centre line
(90 Hz and 150 Hz magnitudes are equal)
225 -- 375 m
Glide path
(90 Hz and 150 Hz magnitudes are equal)
Course sector
(3° to 6°)

1.4°approx.
3°

001249
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ILS Indication
During ILS approach, LOC and GS are shown on the FND.
The LOC pointer (deviation bar) is a command indicator.
The GS pointer (a triangle shaped symbol) is a command indicator.

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Introduction --cont.: ILS

Fly down Fly up Captured

90 Hz

150 Hz Transmitter 150 Hz Transmitter

(Localizer LOC) (Glide slope GS)

Fly right Fly left Captured

LOC and GS Indications on HSI

GS Pointer
LOC Pointer

001250
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Training Manual CAT B2
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Architecture ILS
The ILS system on the helicopter consists of NAV Receiver
-- NAV receiver The NAV board inside the GTN750 can receive VOR and Localizer
-- NAV control unit frequencies. A glideslope receiver is integrated at the NAV board.
-- indication display NAV Control Unit
-- antenna splitter
The frequency tuning for LOC is done on the NAV window of the
-- ILS antenna. GTN750. GS frequency tuning happens automatically (paired
frequencies).

Indication Display
The ILS indication is shown at the MFDs.

Antenna Splitter
LOC and GS signals received by the VOR/ILS anntenna work on
different frequencies. A splitter splits the LOC and GS signals to the
respective receiver unit. Here, the antenna splitter is integrated in the
GTN750.

VOR / ILS Antenna

The VHF NAV antenna, called VOR / ILS is able to receive LOC and
GS signals.

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VHF NAV System: ILS Overview

NAV Receiver: GTN

108.10

VOR/ ILS
Antennas FND

001251
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Normal Functioning ILS

Each GTN 750 NAV receiver provides information to the Navigation Color Indication
Display.
The NAV source “ILS2” is shown in magenta, if the “normal” ILS
The Garmin GTN 750 has COM, NAV and GPS receiver units configuration is fullfilled:
integrated. NAV information (signal source, frequency, indicator
ILS2 on the pilot’s side and
needles) is displayed on the FND (HSI).
ILS1 on the copilot’s side.
The NAV system can receive and display VOR, localizer (LOC), glide
If ILS is selected on one display only:
slope information (GS), station codes and ATIS.
-- ILS1 and ILS1 are green/magenta as long as selected
-- Localizer: 108.10 to 111.95 MHz
frequencies are identical.
-- Glide slope: 329.15 to 335.00 MHz.
-- GSi GS and LOCi LOC are green as long as localizer /
After selection of a valid ILS frequency at the NAV window of the GTN glideslope signals match.
750, the NAV / ILS receiver detects the LOC frequency and
automatically tunes the paired GS frequency at the integrated GS
receiver.
Select with the left lower LSK “NAV” on the MFD/ FND the desired NAV
source.
The MFD shows as NAV source e.g. ILS2 together with the glide slope
scale.

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Normal Functioning ILS

Active ILS Frequency

Standby ILS Frequency

CRS
116
ILS2
108.10
NAV
source 21.0 NM
Selection 12 min

ILS Indication

ILS Frequency Setting

Large and Small Knobs

001252
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Marker Beacon

Introduction Marker
This system is part of the ILS. It indicates the distance to touch down A large number of Instrument Landing Systems (ILS) have middle and
during landing. The radio beacons are located along the ILS path to outer marker beacons. The inner marker is rarely used.
the runway (on the localizer centre line).
Marker beacons transmit a 75 MHz carrier wave modulated with
All markers operate with 75 MHz carrier frequency but have a different following identifying signal and audio tone:
modulation. This is decoded by the marker receiver and is shown in
-- outer marker, two dashes modulated by 400 Hz
different colors and different audio alerts.
-- middle marker, alternating dot and dashes modulated by
Marker beacons are the final radio transmitters used in the ILS. They 1300 Hz
transmit a low power signal to mark an area above themselves. They
-- inner marker, six dots per second modulated by 3000 Hz.
are located along the centreline of the runway.
The transmission is very narrow and directed straight up. When the
The markers are designated from the runway as:
aircraft passes over the beacons, the helicopter NAV receiver sends
-- inner marker (IM) or airway (A) an audio signal to the intercom system and activates colored
-- middle marker (MM) annunciators in the cockpit:
-- outer marker (OM). -- IM: white
-- MM: amber
-- OM: blue.

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Training Manual CAT B2
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Introduction: Marker

White light Amber light Blue light

(3,000 Hz modulation, (1,300 Hz modulation, (400 Hz modulation,
keyed dots only) dot and dash keying) 2 dashes keying)
IM MM OM
3,000 m

Touch
down point

Inner
approx. 0.3 nm marker

approx. 0.5 nm
60 m

Middle
marker beacon
Glide
path

approx. 4 nm
Extended
runway
150 m centre line
Outer
marker beacon

001253
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Architecture Marker
The marker system in the helicopter consists of Marker Receiver
-- marker receiver A marker receiver may be part of the NAV receiver or a separate
-- marker indication marker receiver. Here, a separate marker receiver (MKR 3300) is
-- marker antenna installed behind the instrument panel.
-- marker sensitivity switch. Marker Indication
The marker receiver is connected via terminal blocks to the MFD2 for A marker receiver may be an integrated device with a receiver and a
indication. The signals are discrete. indication in one housing. Here, the indication is shown on the
The marker antenna is directly connected to the marker receiver. HELIONIX displays.

For marker audio, the marker reciver is connected to the REU via an Marker Antenna
analog signal line.
For reception of a marker beacon, a blade shaped antenna is installed
below the helicopter.

Marker Sensitivity Switch

To enhance the sensitivity of the marker receiver, it can be switched
from LOW to HIGH.

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Training Manual CAT B2
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Marker -- Architecture

Marker Receiver
MKR3300

Marker Antenna

MARKER LIGHT

MFD2
MKR
28VDC 1
Intercom System DVCS 6100
Remote Electronic Unit

AUDIO OUT

001254
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Training Manual CAT B2
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Location Marker
The marker receiver is located in the center console behind the right
GTN750.
The marker high--low switch is at the instrument panel.
The marker antenna is located below the helicopter LH side.

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Location Marker

Marker HI Switch

Marker Receiver

Marker Antenna

002164
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Training Manual CAT B2
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Normal Functioning Marker

Power Supply
The marker receiver is powered by the AVIONIC SHED BUS2. As soon
as the marker receiver has power, it is ready to receive a marker
beacon.

Marker Sensitivity Switch

To receive, e.g. an airway marker, the sensitivity of the marker receiver
can be enhanced by switching from LOW to HIGH.

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Normal Functioning: Marker

OM MM IM

Outer Marker Middle Marker Inner Marker

001256
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Distance Measuring Equipment (DME)

Introduction DME
The purpose of distance measuring equipment (DME) is to provide an
indication of the distance from a ground station to the aircraft.
Ground DME stations are situated close to and operate with VOR
stations. When the pilot selects a VOR frequency a DME frequency is
automatically selected.
The operating frequency range is 962 MHz to 1213 MHz (UHF
frequency range).
The DME transmitter (interrogator) in the aircraft transmits a constant
signal towards the ground. When the ground station receives it, it
automatically transmits a reply signal.
The DME transceiver calculates the distance to the beacon and the
time to go by using the time difference between the transmitted and
received signal. From the time difference between transmit and
receive, a DME interrogator calculates the distance and the time to go.
DME gives the slant range between the aircraft and the ground station.
The slant--range error increases as the aircraft approaches the station.

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Introduction: DME

Altitude

Actual range

DME
Ground Station

001438
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Architecture DME
The DME transceiver is interconnected with the FMS2 and FMS1 via
ARINC 429.
The DME antenna is connected to the DME transceiver.
Two DME HOLD switches are connected to the DME transceiver.
The DME transceiver delivers its NAV information via ARINC 429 to the
MFDs and its analogue audio information to the intercom system.
A suppression line connects the DME transceiver with other
equipment to prevent interference.

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Training Manual CAT B2
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Architecture: DME System

VOR/ILS OUT

HOLD IN
Lamp
Dimmer

HOLD OUT
MFD1 FMS1
Suppression DME
2 28VDC
DME OUT
DME OUT RF
DME Antenna
DME TX
DME Ident
To Intercom System

MFD4 DME--4000

HOLD IN
ARINC 429

d Discrete
a Analog

RF Radio Frequency
VOR/ILS OUT

MFD2 FMS2

001257
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Training Manual CAT B2
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Location DME
The DME transceiver is installed at the Avionic Deck.
The DME antenna is below the helicopter on the RH side.
The GTN750 units are in the slant console and the DME HOLD buttons
are located at the instrument panel.

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Location DME System

DME Transceiver

DME Hold Push Buttons GTN 750

DME Antenna

002976
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Normal Functioning DME

The system is supplied with 28 VDC AVIONIC SHED BUS 2 via the Suppression Line
DME 2 A circuit breaker.
A suppression circuit prevents possible damage to other L--band
After selection of the appropriate NAV frequency (ILS or VOR) on the receivers (ATC, TCAD) on the helicopter.
FMS1 or FMS2 the ARINC VOR/ILS OUT signal (carrier frequency) will
distributed via terminal block to the MFD1, MFD2 and MFD4 displays DME HOLD
to indicate the VOR or ILS frequency. From MFD2 and MFD4 the Ch1 The HOLD function permits the DME to stay channeled to the station
and Ch2 triggered commands are sent via the lines ARINC DME OUT that was selected before the DME HOLD switched on. This is useful
to the DME transceiver. during e.g. an ILS approach.
The carrier frequency determines the DME channel (X or Y) and the Only an active NAV1 or NAV2 can be set to DME HOLD. After that, the
DME transceiver starts to calculate distance and time to go. Then NAV can be tuned to a new (active) frequency. An active DME HOLD
these data (ARINC DME TX) are transmitted to the MFD1, MFD2 and function is indicated at the MFDs in serveral ways:
MFD4 for indication.
-- “/H” behind the selected NAV freqency (MFD2: lower left
DME Transceiver side).
Most DME channel assignments (two hundred channels) are paired -- “HOLD” written together with the frequency next to the
with VOR or ILS facilities and are selected by inputting the associated selected pointer (MFD2: right side).
VOR or ILS frequency to the DME. The remaining 52 are unpaired -- “HOLD” written together with the frequency (MFD4: upper
channels, DME only. left side).
The system operates in the UHF frequency band.
The DME transceiver can simultaneously track and provide complete
information from any three of the 252 DME channels available
(channels 1, 2, and 3). The pilot active frequency tunes the DME--4000
channel 2, the co--pilot active frequency tunes channel 1. The channel
3 (RNAV channel) is not used. The DME is passively cooled.

Helionix Indication
The DME indication on the MFDs show the distance and the time to
the station. Additionally, the station identification is shown.

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Training Manual CAT B2
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Normal Functioning DME

Ground Speed by GPS

VOR1
108.00
HOLD +
C
FND NAVD VMS DMAP EFB T
R
S
C VOR2 UHU 12 min VOR2 GS 110 --
R 108.00 326 / 21.0 NM TAS 120
S 112.15
HOLD HOLD 108.00
RA N E M
CRS A 12 A
N 015 A V 6 P
A C
V VOR2 K
108.00/H 16
UHU R
D
21.0 NM 525 Kg N 3 H
+ 12 min + G
L OAT 10 °C B
U CPL SCT R ASBAG
M G
-- -- C DEP80
1720FT
E V
N REDVO O
T N 0.1 NM R
R 1
10

MFD 2, DME HOLD MFD 4

HLD HLD

FMS 1 FMS 2

DME Hold
Push Buttons

001259
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Transponder (ATC)

Introduction ATC ADS-- B OUT Functionality

To identifiy an aircraft on the radar screen, additional information is ADS--B Out is a transponder (XPDR) surveillance function that
necessary for the air traffic controller. provides a periodic broadcast of GNSS--based positioning data.
ADS--B Out data can be used for surveillance by air traffic control
The Air Traffic Control Radar Beacon System (ATC system), provides (ATC) and other aircraft. ADS--B is the acronym for Automatic
helicopter tracking, altitude and identification information to an ATC Dependent Surveillance Broadcast. ADS--B Out is and will
ground station. increasingly be used for ATC surveillance in non--radar--covered areas
Each zone covered by ATC is monitored by: as well radar--covered airspace.
-- Primary Radar System which provides azimuth and
distance of flying echoes.
-- Secondary Surveillance Radar (SSR) which interrogates
the on board transponder of aircrafts which are inside the
main beam of the Primary Radar of the station.
The interrogated transponders reply data corresponding to:
-- specific code (Mode A), set by the crew, on the ATC
demand (SQUAWK).
-- flight level (Mode C) provided by an encoding circuit such
as encoding altimeter or altitude digitizer.
-- specific code (Mode S) is transmitting an SSR Mode S 24--
bit address, aircraft registration number, flight ID, altitude,
transponder capability and status (Air / Ground).

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Introduction: Transponder

Interrogation Pulse

Reply
SSR Antenna
Echo Primary Radar
Transmission Pulse Primary Radar

Radar
antenna

Primary and secondary

radar equipment

Data Link

002977
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Architecture ATC
The transponder is connected to the transponder antenna for reply
and interrogation.
ATC modes and squawk (code) are selected by one of the two FMS
which have a cross talk.
The transponder is set to ground, if the collective is locked (ground
relay).
A transponder failure is shown on the MFD4 system status page via
an ARINC 429 (ATC status)
Altitude information is provided by the 2 ADCs and the IESI.
Both ADCs are connected to both AMCs.
ADC information from the AMCs is routed to the MFDs. The GP ARINC
429 bus from the MFD2 delivers mode C and data for ADS--B out to
the transponder (and air data the FMS).
To change the transponder from “ground” to “active” the collective
lever needs to be unlocked.

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Architecture Transponder GTX 335R -- Function

MFD2

AMC1 / AMC2
ADC2 MFD1
ARINC429
ARINC429

ARINC429
ADC1
ARINC429

GP ARINC429
IESI FMS2
MFD4

GP ARINC429
ARINC429

GTX 335R

ARINC429 (ATC status)

RS232
SQUAT SWITCH IN
FMS1 Cross--talk
RS232
ATC2
28VDC

RF Suppression
AMC CP1
Gnd Relay
28VDC
1705TT
Bottom mounted
Collective Locking Mechanism Antenna

001261
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Location ATC
The mode S transponder is located at the slant console, behind the
FMS GTN750 of the pilot.
The transponder antenna is below the fuselage on the left hand side.

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Location: Transponder

ATC Antenna

MODE S Transponder
(GTX 335R)
backside Pilots GTN 750

003541
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The GARMIN GTX 335R is an all--solid state panel mounted diversity “Enabled” means a permanent ADS--B out setting. The selection “Pilot
Mode S/A/C Transponder with altitude reporting, Mode S interrogation Select” allows the pilot to activate or de--activate the ADS--B function.
and reply, multiple transmit/ receive ARINC 429 and RS 232 data At each power up, the selection is possible again. This selection can
ports. The Mode S transponder has the capability to transmit a unique be done at the transponder page (Enable ES). Enable ES activates the
address for every aircraft. Enhanced Squitter function, so that the following information are
The Garmin GTX 335R rack mounted Mode S Transponder is a radio transmitted additionally e.g.
transmitter and receiver that operates on radar frequencies, receiving -- GPS position
ground radar and TCAS interrogations at 1030 MHz and transmitting -- NAV integrity category (precision)
a coded response of pulses on a frequency of 1090 MHz. The GTX -- East--West and North--South Velocity
335R is equipped with IDENT capability that activates the Special
Position Identification (SPI) pulse for 18 seconds. The GTX 335R -- Magnetic HDG
replies to Mode A, Mode C and Mode S interrogation. -- Vertical Rate
-- Air Speed
ADS--B
-- Barometric Setting.
The transponder is ADS--B capable (Automatic Dependent
Surveillance Broadcast). Depending on the basis setup (only  NOTE The use on other than the specific aircraft is
accessible in the maintenance mode of the GTN 750), the ADS--B out unlawful! Check Garmin GTX 335R installation
function of the transponder GTX 335R can be activated. The following settings before activation.
selections are possible:
-- Enabled  NOTE Important transponder codes:
-- Disabled 7000 code for VFR Europe (USA: 1200)
7500 code for hijacked airplane
-- Pilot Select. 7600 code for radio failure
7700 code for emergencies
7776 code for maintenance.

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Detailed Functioning: Transponder

IDENT Mode A

Ground

Enable ES Flight ID
HAPPY

Front Panel / Main Page

001264
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Maintenance ATC
The configuration of the GTX 335R system will be done via a PC tool.
The maintenance action is necessary after replacement or new
installation of a transponder.
For example the software Configuration Tool GTX 335R contains
pages like:
-- State
-- Configuration Aircraft
-- Configuration Airframe.

Transponder Installation Setting

Here the transponder basic setting is performed. Refer to the avionics
manual.

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Maintenance: Transponder

Configuration Aircraft

Configuration Mode

Configuration Airframe

003660
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Global Positioning System (GPS)

Introduction GPS The receiver uses the messages it receives to determine the transmit
time of each message and computes the distance to each satellite.
The global positioning system (GPS) is a very modern long--range This distance along with the satellites location are used to compute the
navigation system. position of the receiver.
The GPS receiver picks up radio signals, continuously transmitted, The position accuracy is enhanced with the number of tracked
from satellites that orbit the earth at an altitude of approx. 20.200 km. satellites.
Each satellite orbits the earth once every 12 hours. From any position The GPS system is divided into three separate areas (segments):
on the earth, a GPS receiver picks up signals from different satellites.
-- control segment
A reception of 5 satellites helps to determine the integrity of the
-- space segment
navigation solution, called RAIM (Receiver Autonomous Integrity
Monitoring). -- user segment.

The system, which uses GPS, GLONASS, Galileo is called GNSS

Global Navigation Satellite System.
A GPS receiver calculates its position by precisely timing the signals
sent by GPS satellites high above the earth. Each satellite continually
transmits messages that include:
-- the time the message was transmitted,
-- precise orbital information (ephemeris),
-- the general system health and rough orbits of all GPS
satellites.

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Introduction: GPS System

Space Segment

Downlink

Uplink

Time Position

Control Segment

Orbit of Satellites

User Segment

002978
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Differential GPS -- DGPS

The GPS nominal accuracy is approximately 15 m. To enhance A geostationary satellite is always over one point of the earth. The
location accuracy, Differential GPS was developed. With DGPS the altitude of these satellites is not very high. Therefore it is not possible
accuracy is at least ten times better, approximately 1.5 m. to receive the signal from a geostationary satellite over North America
here in Europe. For these reason there are different DGPS systems
The GPS accuracy depends on different factors (atomic clock errors,
for different areas available:
ephemerides, ionosphere, troposphere influence, reflections ...).
-- North America -- WAAS
For DGPS there are monitoring stations on ground. The monitoring
stations receive the data from the satellites, too. They can check if the -- Europe -- EGNOS
data from the satellite is precise or not, because the monitoring -- Japan -- MSAS
stations know exactly the coordinates of their own positions. When the -- India -- GAGAN
data of a satellite is not precise, a monitoring station can calculate the
-- Russia -- SDCM.
delta. The delta information is then transmitted from a monitoring
station to a geostationary satellite. This is called Satellite Based
Augmentation System (SBAS). The geostationary satellite sends the
delta information to the GPS receiver. With the delta information, the
GPS receiver can enhance its position calculation.

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Introduction: Differential GPS

Geostationary Satellite

Delta Information

001267
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Architecture GPS
The GPS consists of:
-- two FMS
-- two GPS antennas.

Training Manual CAT B2
Avionics

Location: GPS

GPS 2
GPS 1
FMS1 (GPS1)

FMS2 (GPS2)

MFDs

003117
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Normal Functioning GPS

Touch Screen Control Elements RAIM (Receiver Autonomous Integrity Monitoring)
Most of the operation is done by using the touch screen icons, which Prediction
are also called “function keys”. The basic functions can also be The GPS receiver calculates its position from the received satellites
performed in the “conventional way” by using rotary knobs and push signals. If the data are not precise, this will result in a wrong calculated
buttons. position. But the data are valid, so the receiver needs a method to
After the power-- up self test, the GPS receiver automatically tries to determine an incorrect information in order to alert the pilot. This
calculate the actual position, if satellite reception is possible. calculation is called RAIM.

The FMS2 starts after BAT MASTR switch is set to ON, the FMS1 is Depending on the amount of tracked satellites, fault detection or even
connected to the AVIONIC Master switches. fault isolation is possible.

The GTN uses a PBIT and CBIT to ensure correct operation and failure To determine a good satellite constellation for a GPS approach, the
detection. In case of a failure, the message symbol starts flashing. RAIM prediction is used. It checks the position integrety for
approaches at destinations to be reached in the future.
Enter the message page to see the respective description.
To enter the RAIM prediction page: On the home page touch the icon
GPS Status Page UTILITIES. Then touch the icon RAIM PREDICTION.
On the GPS Status page, the GPS solution is shown, e.g.
“ACQUIRING”, “2D NAV”, “3D NAV”. With a valid position, also the
present position is shown in LAT LONG coordinates.

SBAS
With the SBAS Icon for Satellite Based Augmentation System, a new
window appears. Here WAAS, EGNOS and MSAS can be selected to
enhance the position calculation. This is necessary for vertical GPS
guided approaches.

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Normal Functioning: GPS

GPS Status Page RAIM Prediction

SBAS selection

001270
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Maintenance GPS
If the GTN750 unit is replaced, make sure that the unit is configured
according to the software configuration in the AVM. All necessary
maintenance to the GPS system has to be performed in accordance
with the AVM and the CMM.
Note that the FMS has a basic software and a software for the GPS
part. Both FMS need to have identical software versions (cross talk).
During power--up, the unit’s software is shown, including the GPS
software.
A more detailled overview is shown on the System Staus Page:
HOME → System → System Status.

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Maintenance: GPS

Software Overview-- Power up Software Overview-- System status

001271
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Radar Altimeter System

Introduction Radar Altimeter Architecture Radar Altimeter

The radar altimeter system is used to indicate the height above The radar altimeter transceiver is connected to the two antennas via
ground. This information can be used to trigger alarms at certain double shielded coax cables.
heights. Also systems like the AFCS get radar altimeter information, The radar height is shown on the MFDs via ARINC 429. The MFDs
e.g. for the cruise height mode. send the information to both AMCs.
A configuration module is used to store trip points. Trip points allow to
The radar altimeter system consists of: trigger indications or alerts.
-- radar altimeter transceiver
-- two antennas
-- displays for indication
-- test switch.

Radar Altimeter Transceiver

The transceiver creates a radar wave signal and receives the reflected
signal from ground.

Radar Altimeter Antennas

The forward antenna is for transmission, the rear antenna for
reception.

Displays for Indication

Radar height information is shown on FND 1 and FND 2.

Test Switch
The radar altimeter system is tested during the Pre--Flight Test (switch
P--FLT--TEST).

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Training Manual CAT B2
Avionics

Introduction: Radar Altimeter System

RADAR ALTIMETER

Antennas
RF
RF

WX trippoints, e.g. 50 ft d

MFDs

28 VDC 3

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Normal Functioning: Radar Altimeter

Baro Altitude
Decision Altitude
Indicator
DA LSK
Decision Height
Indicator
DH LSK

BARO LSK

Radar Altitude

Numeric Radar
Height Value
Selected Selected
Decision Altitude Decision Height

Rotary Select
Button for DH

001274
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Manual Test Radar Altimeter

The radar altimeter system is tested together with the pre--flight test,
which is initiated by the Pre--Flight Test switch on the overhead panel.
If the system is OK, an altitude of 50 ft is displayed.

Procedure
1) Activate the AVIONICS master.
2) Toggle the test switch to P--FLT.
3) Watch the MFD display to show 50 feet on the radar alt scale and
the digital value in the artificial horizon.
The MFD4 shows TEST OK on the system status page.

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Manual Test; Radar Altimeter

+
C
FND NAVD VMS DMAP EFB T
R
S
--
FMS1 TEST
RA
FMS2 OK
C DME
T
VOR1
R
VOR2
Radar ALT C GPS1
N
Test Switch F GPS2
(P--FLT) IESI

Overhead Panel

AFCS TRIMS ACTUATORS

CTRL PANEL COLL

PITCH

BCKUP AP1 AP2 ROLL

YAW

+ +
L B
U PREV DATAB LOAD MAINT R
M G
-- --

MFD System Status Page

001275
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Maintenance Radar Altimeter

Procedure

 NOTE The radar altimeter has to be calibrated after an

exchange of the R/T line replaceable unit.

The radar altimeter should be power supplied for a minimum of three

minutes (3 min) before initiating the calibration. The helicopter must be
installed on plain ground.
The calibration is accomplished by pressing a small push--button
(SW1) on the front face of the radar altimeter. The switch is made
intentionally difficult to press. The calibration process is done by
pushing and holding the push--button for a minimum of ten seconds
(10s). The radar altimeter stores the result of the calibration internally
for an indefinite period.
Verify the proper calibration by checking the height information in the
cockpit: zero feet (0 ft), plus or minus the system’s tolerance of two or
three feet.

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Maintenance: Radar Altimeter System Calibration

SW1 (Calibration)

001276
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Integrated Electronic Standby Instrument (IESI)

Overview and Architecture IESI

The IESI system consists of: IESI
-- IESI The IESI data information on the display is a combination of an attitude
-- connection to pitot tube indicator (artificial horizon), air speed indicator and barometric
-- connection to static ports. altimeter.

The IESI delivers via ARINC 429 data to the AMCs and to the MFD2 Pitot Tube
for indication. Data go also to the SEMAs for BACKUP SAS function. Pitot tube 1 is the “sensor” for air speed information (in combination
As ADC1, the IESI is connected to the Pitot and Static pressure ports with the static port).
from system 1.
Static Port
The IESI is located at the instrument panel, between MFD1 and MFD4
and powered by the EMER BUS. The LH system static ports are connected to the IESI.

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Architecture: IESI

28 VDC IN
AMC1

28 VDC
OUT
Static Port
Co--pilot RH
Emergency 28 VDC
Battery IESI EMER BUS
AMC2
3

SAS CH A SAS CH B
To SEMA # 1
BAT TEST
RELAY IESI BAT
28 VDC
IESI 7.5
ESS BUS2

Static Port
Co--pilot LH
Drain Port Drain Port
Drain Port

Restrictor
Pilot Tube
Co--pilot

ADU1

001277
MFD2

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Normal Functioning IESI

On ground, the alignment total duration is 110 s. During the first 20 s, BARO Knob
the IESI determines whether it is on ground and not moving or it is on
The barometric correction value may be modified by turning clockwise
a moving platform or in flight.
or counter--clockwise the BARO knob. The STD button is used to reset
Brightness Pushbuttons to standard value (1013.25 hPA).
The + and -- pushbuttons are used to manually adjust LCD screen. IESI Output
Ambient Light Sensor (photocell) The IESI ARINC information contains attitude, indicated airspeed,
baro altitude and accelerations around the x, y, z axis. The IESI is the
The Ambient Light Sensor is used to automatically adjust LCD screen primary sensor source for the BACKUP SAS. To stabilize the
brightness according to the ambient luminosity inside the cockpit. The helicopter in 3 axis, the IESI can command the SEMA#1 in the pitch,
luminance depends of customizable luminance law (config file). roll and yaw axis.
CAGE Pushbutton
The CAGE pushbutton has two functions: Cage function and
Alignment (alignment sequence on pilot request):
-- CAGE Function:
CAGE flag is displayed as soon as the CAGE button is
pushed. Both flags CAGE and ALN appear till the end of
the CAGE function.
-- Alignment Function:
If the CAGE button is pressed again for more than 1 s after
the ALN flag is appeared and before the end of CAGE
function (10 s) is expired, a complete alignment phase is
initiated (alignment sequence on pilot request).

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Normal Functioning: IESI

Baro Setting Display STD or Barometric Button

hPA or in HG

Ambient Light Sensor

Pitch and Roll (Bank) Attitude

Brightness Control

Indicated Altitude

Indicated Airspeed (+VNE)

Cage and Baro Correction Knob

Alignment Button

001278
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Failure Report IESI

IESI Master List Advisories
If a failure of one or more functions is detected, advisories appears on
the FND master list:
-- IESI AIR DATA: Drift of IESI air data (airspeed and/or
altitude) detected by ADAHRS monitoring.
-- IESI ATT FAIL: Drift of IESI attitude detected by ADAHRS
monitoring.
-- IESI FAIL: Combination of IESI Attitude Failure and IESI Air
Data failure.
-- IESI SIGNAL FAIL: Degradation of IESI, any combination
of the following events:
-- Loss or degradation of IESI attitude, air data and
backup SAS monitoring performed by AMCs.
-- Loss of IESI air data function.
-- Loss of IESI attitude function.
The message is displayed on ground only, during the automatic
power--up tests phase.

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Failure Report: IESI

+
C
FND NAVD VMS DMAP EFB T
R
S
--
FMS1 TEST
RA
FMS2 OK
C DME
T VOR1
VOR2
R
C GPS1
IESI AIR DATA N
F GPS2
IESI ATT FAIL
IESI
IESI FAIL
IESI SIGNAL FAIL

IESI Fail

Master List

+ +
L B
U PREV DATAB LOAD MAINT R
M G
-- --

MFD System Status Page

001751
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Standby Compass

Normal Functioning Standby Compass

The standby compass indicates the direction in which the helicopter
is aligned with respect to magnetic north. It is attached to the
windshield center post.
The STBY Compass System provides magnetic direction information
totally independent from other avionics equipment.
It has an illumination for night operation.
Power supply for operation of the STBY Compass is only used for
illumination. The standby compass has internal lighting, which is
powered by the instrument lighting system from the ESS BUS 2.
The compass card is marked in white dashes on a black background
every 5° and the cardinal headings north, east, south and west are
marked by letters N, E, S, W.
A white vertical lubber line is marked at the transparent bowl.

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Normal Functioning: Standby Compass

Horizontal Correction
Scale

Compensation Adjustment
Screws
Lubber Line

Compass Rose

Light Assembly

001280
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Maintenance Standby Compass

Referring to regulations, the STBY compass system needs to be Compensation
calibrated periodically. Especially after bigger changes / replacements
The magnetic masses in the helicopter create interference within the
of metallic aircraft parts (e.g. gear box, engine) calibration may be
standby compass. Therefore, compensation requires a fully powered
necessary.
helicopter with both engines running to have a real situation of the
The calibration can be done in reference to the AHRS system. magnetic influence of all installed equipment.
For the calibration swing, the helicopter’s engines are in FLIGHT and With two setscrews, which move magnets, the compensation for N--S
all electrical and avionics systems are to be switched on. (“C”) and E--W (“B”) deviations of the standby compass can be
The two major tasks are: performed. In addition, the general deviation called “A” is adjustable
by loosing two screws and turning the compass in the appropriate way.
-- compensation Use anti--magnetic screwdriver to compensate the compass system.
-- compass correction card.
For the procedure to calibrate the compass consult the AMM.

Compass Correction Card

A compass correction card is provided with the standby compass. It is
used to indicate compass deviation between flying and steering. This
card belongs to the respective compass and shows the result after
compensation and is located close to the standby compass.

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Maintenance: Standby Compass

Compass Correction Card

Horizontal Correction
--------------------------------
Scale
TO FLY TO STEER
0°
30°
60°
Compensation Adjustment 90°
Screws 120°
Lubber Line 150°
180°
210°
240°
Compass Rose 270°
300°
330°
SWUNG BY:
DATE:

Light Assembly

001281
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Training Manual CAT B2
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CVFDR System

Introduction CVFDR
The helicopter is equipped with a crash resistent electronic recording
device which records flight data and voice.
A modern CVFDR uses a solid state memory for recording.
The two major functions of the installed CVFDR are:
-- FDR (Flight Data Recording)
-- CVR (Cockpit Voice Recording)
Both functions are integrated in a crash resistant memory, called
“Crash Survivable Memory Unit”.
A minimum recording of 25 h for flight data and 2 h for voice data is
realized.

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Introduction CVFDR

Ethernet Connector
for Download

Crash Survivable
Memory Unit

Connector
to Helicopter

Under Water
Locator Beacon

RIPS Battery

002785
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Overview CVFDR
The system consists of the following parts: Ambient Microphone
-- CVFDR (Cockpit Voice and Flight Data Recorder) The ambient mic detects the wideband audio from inside the
-- ULB (Under Water Locator Beacon) helicopter. The ambient mic is operational when power is applied to the
-- ambient microphone (cockpit microphone) CVFDR.
-- RIPS (a backup power supply system) RIPS
-- inertia switch The Recorder Independant Power Supply (RIPS) is a lead acid battery
-- water immersion sensor. to ensure additional 10 min of recording after a primary power failure.
CVFDR Inertia Switch
The CVFDR is a solid state crash resistent Cockpit Voice and Flight The inertia switch interrupts the power supply of the CVFDR in case
Data Recorder. It records a mimimum of 25 h data and 2 h voice (pilot, the helicopter experiences an impact.
copilot, ambient mic).
Water Immersion Sensor
ULB
If the water immersion sensor detects that the helicopter is into water,
The Under water Locator Beacon (ULB) is a transmitter to locate the it disconnects the power supply of the CVFDR recording unit. The
CVFDR under water. recording stops as a result of this power loss. This prevents a
overwriting of the data memory.

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Overview CVFDR

Ambient Microphone
RIPS

ULB

CVFDR
Inertia Switch

Water Immersion Sensor

002786
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Architecture CVFDR
The CVFDR gets flight data information from AMC 2.
The AMC collects aircraft information and is used like a flight data
aquisition unit which provides all information to the CVFDR via ARINC
573.
The CVFDR gets voice data via 3 channels:
-- voice of pilot’s microphone
-- voice of copilot’s microphone
-- voice of ambient microphone.

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Architecture CVFDR

Headset Pilot Intercom System

Headset Copilot REU
Micro Ambient
Audio Test Plug ”CVFDR MON OUTPUT”
Analogue
Discrets ARINC573
Flight Data

MFDs CVFDR
Master List:
ARINC429
AMC2 “FDRS”
Frequency Manual Test Voice Erase Command
MCP Event Marker

ERASE Button Erase Switch

Power Supply

RIPS
Rotor Brake

ARINC 573
Download
Water Ethernet
+ 28 VDC ESS BUS Immersion
Sensor Real-- Time Monitoring
Inertia Switch

003661
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Location CVFDR
The CVFDR is located at the tail boom right side behind the main
battery.
The ULB is mounted to the front panel of the flight recorder. The
ambient mic is located in the cockpit and is attached to the slant
console LH.
The RIPS battery is installed at the CVFDR.
The inertia switch and the water immersion sensor are installed under
floor FWD body equipment rack, AFT below the pilot seat.
The voice erase button is installed on the service connector panel RH
in the aft cabin area.
The audio test monitoring connector is installed at the center console
and designated as “CVFDR MON OUTPUT”.
The datamonitoring connector is located at the slant console, LH side.

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Location: CVFDR

ULB

CVFDR

Ambient Microphone

Water Immersion Sensor

002993
Inertia Switch

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Normal Functioning CVFDR

At start up, the CVFDR performs a built in test (BIT) to determine
system integrity. The CVFDR starts recording voice and flight data if
the battery master switch is set to ON.

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Normal Functioning: CVFDR

ESS BUS 2
Water
Diode Immersion
Modules Sensor
ESS BUS 1 Power Supply

ARINC573

CVR Fail
FDR Fail
AMC2

Power
Area Micro
Ambient Mic Audio In

Headset Pilot Intercom System

Headset Copilot REU CVFDR

003662
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Detailed Functioning CVFDR

The crash recorder is a combination of flight data recorder and voice Under Water Locator Beacon (ULB)
recorder inside one housing. The solid state CVFDR records flight data
To locate a CVFDR under water, an ULB is installed. The beacon is
for a minimum of 25 h and uses three audio channels (pilot, copilot,
powered by its internal battery which is housed inside the cylindrical
area mic) for 2 h.
watertight aluminiumcase. The ULB starts to radiate an ultrasonic
All records are done by a solid state crash survivable flash memory signal into the surroundig water, if water is detected.
unit. The CVFDR consists of the following units:
The ULB is mounted with a mounting bracked to the CVFDR housing.
-- main recorder body with The ULB contains a non-- rechargeable internal battery. A
-- controller board with processor and aircraft interface piezo--ceramic based transducer ring creates a vibration. This
-- crash survivable memory unit mechanical motion is transmitted to the metal case of the beacon. A
typical operation frequency for ULBs is 37.5 kHz. Approximately each
-- download connector
second, a 10 ms impuls is sent for a minimum of 90 days. The beacon
-- housing for RIPS battery. can be tracked with special portable receivers or sonar systems
Additionally, the ULB (Under Water Locator Beacon) is attached to the (depending on the depth).
CVFDR.

 NOTE The CVFDR starts recording from BAT MSTR ON

until BAT MSTR OFF plus 10 min (RIPS).

 NOTE CAM means Cockpit Area Microphone.

If a failure is detected, the advisory “FDRS” appears at the Master List.

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Detailed Functioning: CVFDR

Ethernet Connector
for Download

Crash Survivable
Memory Unit

Connector
to Helicopter

Under Water
Locator Beacon

RIPS Battery

002785
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Manual Test CVFDR

A manual test of the CVFDR can be initiated on the MFD4.
On the SETTING AND TUNINGS PAGE 1/3, the test result of the PBIT
is displayed.
Pressing ACK initiates a manual test. The test results are PASSED or
FAILED.

Voice Test
The audio monitoring output provides the possibility to connect a
special headset or a loudspeaker to monitor voice or to listen to an
accoustic feedback of the CVFDR during the test.

Failure Report CVFDR

In case of a failure of the CVFDR, the white advisory FDRS illuminates
at the FND Master List.

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Manual Test CVFDR

SETTINGS AND TUNINGS 1/3

CVFDR IN PROGRESS TEST

ENG1 FAIL ENG2

EPU CONNECTED
SETTINGS AND TUNINGS 1/3 PITOT1 HEATER OFF PITOT2
FDRS
CVFDR PASSED TEST

MFD 1/2

SETTINGS AND T UNINGS 1/3

CVFDR FAILED TEST

MFD 4

001288
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Maintenance CVFDR + ULB

CVFDR ULB
The CVFDR is checked in accordance with the AMM or national In accordance with the manufacturers manual, the battery voltage has
regulations. This may need a check-- flight where afterwards the crew to be measured in intervals. The minimum voltage depends on the
observations and the CFVDR readout are compared. battery code (A, B, C, D). On the housing of the ULB, the expiring date
The following tasks are a technical overview. is printed. The typical life time of the battery is 6 years.

-- ULB Voice Erase

-- Voice Erase On ground, it is possible to erase the voice information stored at the
-- RIPS CVFDR (voice only!) Three conditions are necessary to erase voice.
-- CVFDR download RIPS
-- CVFDR real--time monitoring.
See official documentation.

 NOTE Refer to airworthiness regulation for operation of

the audio erase function!

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Maintenance CVFDR + ULB Battery

ULB Battery

Battery Expiring Date

Beacon Serial Number

Battery Type

001289
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CVFDR Download
To download flight data and / or voice, a ground station is used. This
contains a laptop with PGS-- software (PGS: Professional Ground
Station), and an ethernet cable between laptop and CVFDR. In case
of voice download, an “ATE present connector” is necessary. The
necessary download equipment is as follows:
-- laptop/ PC with Windows®
-- CD with PGS software
-- database file (as described in the POT file)
-- ethernet cable
-- I.P. address of CVFDR (Maintenance Manual)
-- ATE present connector to enable voice download.

 NOTE Use the correct data base (*.arb) in the PGS --

software for the CVFDR download.

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CVFDR Download Equipment

Ethernet
Download Port

Ethernet Cable

AMM Procedure

Laptop
ATE Present Adapter
Windows®

PGS Software

Service Connector Panel 2

003662
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VISION 1000 Cockpit Camera

Introduction
The VISION 1000 camera is a combination of cockpit video camera
and flight data monitoring device. The housing contains an internal
memory and a SDHC card slot to record images, flight data and cockpit
noise via a built in ambient mic.

Architecture and Location Vision 1000 Camera

The system comprises a camera system and an external GPS
antenna. The cockpit camera contains:
-- CMOS digital image sensor for 2 Mp images
-- ambient cockpit mic (noise only)
-- several Micro--Electro--Mechanical Systems (MEMS)
components for Inertial Measurement Unit (IMU) data
-- internal flash memory
-- SDHC memory (SD card)
-- sixteen channel GPS module.
The cockpit camera is mounted on the cabin roof. An external GPS
antenna, located on top of the middle instrument panel, provides GPS
coverage for the Vision 1000. The antenna is connected via a shielded
cable to the camera.

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Architecture and Location: Vision 1000 Cockpit Camera

Cockpit Camera

GPS Antenna

003542
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Avionics

Normal Functioning Vision 1000 Camera Status Monitoring Vision 1000 Camera
The camera will automatically power on and power off with the LED status light Indicates status
helicopter. DC power is provided by a 1 A circuit breaker labeled
Solid green The Vision 1000 is powered on, functioning
“Cockpit Camera” located on SHED BUS 1 on the overhead panel.
properly, and is ready to record flight data.
Data are automatically recorded to the internal memory and to the Solid yellow An error has occurred. This error may be
SDHC card in real--time. The unit contains an Ethernet interface for field serviceable.
external communications. The SDHC memory card can be removed
Solid red A critical error has occurred.
for further analysis on a computer station equipped with a specific
software tool. All recorded data are encrypted and can only be read Solid blue The Vision 1000 is powering on.
with the specific software tool. Duration of recording is 4 h. Flashing green/blue The Vision 1000 is currently updating its
embedded software.
No color (LED dark) The Vision 1000 is not powered on.

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Training Manual CAT B2
Avionics

Normal Functioning and Status Monitoring: Vision 1000 Cockpit Camera

Access Door SDHC Card

GPS Antenna Port

Lens Window LED: Status Light

Ethernet Port

Power Port

001292
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Training Manual CAT B2
Mechanical System

Chapter 05
Mechanical System

All rights reserved.

Reproduction or translation in whole or in part of the contents of this publication without permission of

003200
Airbus Helicopters is not authorized.

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BK117 D--3 with EMB

BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

ATA Chapters
This training document comprises the following ATA chapters:

Reference Planes / Levelling ATA 06

Handling ATA 07, 08, 09,
10, 11
Fuselage ATA 52, 53
Doors ATA 52
Windows ATA 56
Landing Gear ATA 32
Flight Control of Main Rotor / Tail Rotor System ATA 67
Lifting System ATA 12, 18, 62,
62A, 63, 63A
Hydraulic System ATA 12, 29,
29A,
Hydraulic Actuators ATA 67
Tail Unit ATA 12, 53, 55,
64, 64A, 65,
65A
Engine ATA 70A, 71,
72, 73, 73A,
74, 76, 77, 78,
79, 80
Fire Warning and Extinguishing System ATA 26
Fuel System ATA 28, 28A
Heating and Ventilation System ATA 21, 21A
Windshild Wiper ATA 30
Ice and Rain Protection ATA 30
Equipment / Furnishings ATA 25

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Training Manual CAT B2
Mechanical System

INTENTIONALLY LEFT BLANK

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Training Manual CAT B2
Mechanical System

Airframe Structure Windshields / Windows

The airframe structure is a conventional semi monocoque construction The cabin and the airframe have windshields / windows installed to
out of aluminum sheet metal, aluminum honeycomb and in parts protect the interior from environmental influences and allow good
reinforced fiber honeycomb. As a corrosion preventative, all aluminum vision for the crew and the passengers. The following are installed:
surfaces exposed to atmospheric corrosion are anodized and
-- cockpit windshields
additionally painted. The main components are:
-- lower cockpit windows
-- upper structure
-- cabin windows mid and aft.
-- side shells
-- nose shell Doors
-- lower shell To allow access to the cockpit and the cabin and allow a good view, the
-- floorboards. airframe has the following doors installed:
-- cockpit doors
Cabin Structure
-- cabin doors
The cabin structure forms the cockpit and the front section of the
-- clamshell doors.
passenger area. It consists of:
-- cabin frame Access Panels / Doors
-- cabin roof. The access panels and doors protect equipment and openings against
environmental influence and allow access for maintenance.
Drain System
Fairings
The drain system serves to drain water, oil, hydraulic and minor fuel
leakages overboard. The interior fairings cover frames, stringer and equipment inside the
cabin. They act also as a basic sound proofing.

Cowlings
The cowlings are aerodynamically shaped and cover the areas above
the hydraulic system, transmission deck, engine deck and further the
aft deck. It protects the installed components from dust and dirt.

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Training Manual CAT B2
Mechanical System

Fuselage

Tail Boom
Cowlings Mounting Cone
Engine Deck

Transmission Deck

Cabin Roof

Cabin Framework

Clamshell
Doors

Airframe

Cabin Floor

Passenger Door

Cockpit Door

Nose Cover Cockpit Floor

002811
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Training Manual CAT B2
Mechanical System

Airframe Structure

General
The airframe structure is the part of the fuselage which carries all static
and dynamic forces caused by the different ground and flight
conditions. It is the installation platform for the main systems of the
helicopter.

Main Components
The main components are:
-- upper structure
-- side shells
-- nose shell
-- lower shell
-- floorboards.

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Training Manual CAT B2
Mechanical System

Airframe Structure

Upper Structure

Floorboards

Side Shell

Lower Shell

Nose Shell

002781
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Training Manual CAT B2
Mechanical System

Nose Shell Lower Shell

The nose shell forms the forward end of the airframe and carries static The lower shell forms the base of the airframe and is divided into two
loads only. It is a conventional design consisting of stringers and parts.
frames out of aluminum and a skin made of Kevlar® / glass fiber over
The forward part extends from the primary frame STA 3125 up to
a Nomex® honeycomb. The forward section of the nose shell gives
primary frame STA 5025. This part is mainly constructed from an
access from below to the lower flight control system and to the
aluminum skin over aluminum honeycomb. It houses the supply tank,
equipment underneath the forward floorboard. The aft section has an
the forward main tank and has access holes to the tanks. Integral
opening which allows access to the forward avionic bay and is
tubes are used to route electrical wiring for the fuel pumps and fuel
connected to the lower shell.
quantity transmitters.
The rear part extends from primary frame STA 5025 up to the end of
the cabin. The materials used here are Kevlar® / glass fiber over
Nomex® honeycomb.
Within the rear part, between sections STA 5025 and STA 5645, the
aft main tank is located. An access hole for the tank is provided and
an integral tube to route the electrical wiring. The part from STA 5645
till the cabin end is empty and can be used to install optional
equipment.
The frames and the longitudinal support wall of the supply tank are
made of aluminum sheet metal over aluminum honeycomb.

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Training Manual CAT B2
Mechanical System

Nose and Lower Shell

Lower Shell

Nose Shell

000730
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Training Manual CAT B2
Mechanical System

Windshield / Windows

General Lower Cockpit Windows

The cabin of the helicopter is fitted with acrylic glass type windshields The lower cockpit windows are made of 3 mm thick acrylic glass. They
/ windows. are positioned on a sealing strip and bonded to the cabin framework.
-- cockpit windshields The lower and the left / right border of the windows are secured to the
framework by sealing washers, dimpled washers and countersunk
-- lower cockpit windows screws. The upper edge of the windows is clamped to the cabin
-- cabin windows mid and aft. framework by metal retaining strips and countersunk screws. This kind
of installation gives the windows certain possibilities of flexing relative
Cockpit Windshields to the cabin framework in order avoid stress to the acrylic glass.

The cockpit windshields are made of 6mm thick acrylic glass. They are
positioned on a sealing strip and bonded to the cabin framework. The Cabin Windows Mid and Aft
upper and the left / right border of the windshields are secured to the The cabin windows are made of 3 mm thick acrylic glass. They are
cabin framework by sealing washers, dimpled washers and positioned on a layer of adhesive tape into the respective opening at
countersunk screws. The bottom and the inner edge of the windshields the side shells, sealed with sealing compound and secured by round
are clamped to the cabin framework by metal retaining strips and head screws and washers.
countersunk screws. The central strip is installed flush with the
adjacent windshields to provide a flat, continuous surface for the  NOTE Use only approved cleaning agents. Unapproved
windshield wiper. This kind of installation gives the windshields certain cleaning agents may contain harmful solvents
possibilities of flexing relative to the cabin framework in order avoid which can cause crazing.
stress to the acrylic glass.
 NOTE Scratches can be polished out using polishing
paste.
I.a.w. AMM this is not applicable if the windshields
are hard coated.

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Training Manual CAT B2
Mechanical System

Windshields / Windows

Cabin
Window Aft

Cockpit Windshield
Cabin Window Mid

Lower Cockpit Window

003139
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Training Manual CAT B2
Mechanical System

Doors

General Lock
The helicopter fuselage is equipped with six doors to give access to the A locking mechanism is installed to the rear part of the doors. It
cockpit, the cabin and the cargo compartment. Except the clamshell consists of the exterior and interior door handles which are connected
doors all are fitted with acrylic glass windows. In the case of the cabin to the upper and lower locking claw via interconnecting levers and
doors, these windows serve as Emergency Exit. tubes. The claws of the doors engage with the mating fittings of the
cabin framework.
-- two cockpit doors
-- two passenger doors Windows
-- two clamshell doors. The cockpit door windows are of 3 mm thick acrylic glass and have a
slight outward curvature. They are positioned on a layer of adhesive
Cockpit Doors sealant on the door structure and secured by countersunk screws and
dimpled washers. The cockpit door windows incorporate small sliding
The cockpit doors are a carbon fiber construction with partly integrated windows which move on rails by means of a handgrip bonded to the
Nomex® honeycomb. They are installed to the canted frame of the pane. The sliding windows are held by friction in the selected open
cabin framework via two hinges with integrated bearings and two clevis position on the rails; a mechanical detent locks it in the closed position.
fittings retained by screws. To seal the doors a rubber seal is bonded
to their circumference, sealing in closed position against the cabin
framework canted frame and the cabins sliding doors. A gas spring
holds the unlatched cockpit doors in a wide open position. The cockpit
doors can be locked by a locking cylinder integrated into the outer
handle. Reflective tape on the floor and a sight gauge on the lower
surface of the map case gives an indication about the lower door latch
locking condition.

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Training Manual CAT B2
Mechanical System

Cockpit Doors

Inductive Switch

Upper Lock Claw

Locking
Indication

Clevis Interior
Handle

Hinge Exterior
Handle
Lower Lock Claw
Gas Spring

003140
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Training Manual CAT B2
Mechanical System

Passenger Doors
The passenger doors are a carbon fiber construction with partly
integrated Nomex® honeycomb. They are attached to the rail of the
cabin framework via an upper arm with roller, and to the rail of the
fuselage via the rear center by hinges with integral rollers. The doors
are guided within guide rails attached to the side shells by lower guides
with rollers. To seal the doors a rubber seal is bonded to their
circumference except the area adjacent to the cockpit doors, sealing
in closed position against the lower, upper and aft cabin frame.

Lock
A locking mechanism is installed on the rear part of the doors. It is
operated by an exterior handle and two interior handles per side. They
are connected to the upper and lower locking bars via interconnecting
levers and tubes. The bars of the doors engage with the mating
surfaces of the cabin framework. The passenger doors can be locked
by a locking cylinder integrated into the outer handle.

Window
The passenger door windows are of 3 mm thick acrylic glass and have
a slight outward curvature. They are fitted into the passenger doors by
means of a peripheral clamping seal stiffened by inner and outer filler
cords which end as a lug. The inner and outer lugs are guarded by red
covers labeled EMERGENCY EXIT.
In case of an emergency the cover(s) can be removed and the lug(s)
can by be pulled. This causes the filler cord to be removed and the
clamping seal to become weak. As a result, the window can be pushed
in or out. By doing so an emergency exit is provided.

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Training Manual CAT B2
Mechanical System

Passenger Doors

Guard Cover Aft Arm with Roller

Emergency
Loop Strap

Filler Cord
Inductive Switch
Clamping Seal
Sliding Door Pane

Jettison Sling

Upper Arm with Roller

Interior Handles
Exterior
Handle

Lower Guide with Roller

003141
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Training Manual CAT B2
Mechanical System

Clamshell Doors
The clamshell doors are a carbon / glass / aramid fiber hybrid
construction with integrated Nomex® honeycomb. They are installed
to the aft canted frame of the airframe via two hinges with integrated
bearings and two clevis fittings. To seal the doors a rubber seal is
bonded to their circumference, sealing in closed position against the
canted frame, the lower structure and the aft deck. A gas spring holds
the unlatched clamshell doors in the wide open position.

Lock
The clamshell doors have three latching mechanisms, installed on the
RH side door, and three receptacles on the LH side door. Both doors
are latched together from the outside.

Windows
The clamshell door windows are optional equipment. They are made
of 2 mm thick acrylic glass and have a slight curvature outward,
bonded by means of a sealing compound to the clamshell door
structure and secured by screws.

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Training Manual CAT B2
Mechanical System

Clamshell Doors

Window (optional)

Locking Mechanism

Gas Spring

Clamshell Door

Door Fitting

003142
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Training Manual CAT B2
Mechanical System

Monitoring Doors
Cockpit Doors
The closed condition of the door is monitored by an inductive switch,
activated by the upper locking claw. Whenever the gap between claw
and switch is too big, i.e. the door is not closed, a contact is switched
and causes the caution DOOR OPEN on the FND master list to
illuminate and an audio alert to be heard. The caution can be
acknowledged be pressing the RESET button on the cyclic stick or the
ACK button, on the lower right side of the FND.

Passenger Doors
The closed condition of the doors is monitored by inductive switches,
activated by the upper locking bars. Whenever the gap between claw
and switch is too big, i.e. the door is not closed, a circuit is opened and
causes the caution DOOR OPEN on the FND master list to illuminate
and an audio alert to be heard. The caution can be acknowledged by
pressing the RESET button on the cyclic stick or the ACK button, on
the lower right side of the FND.

Clamshell Door
The upper and lower latches are monitored by micro switches.
Whenever one of these latches is not closed properly, the respective
micro switch closes the circuit and causes the caution DOOR OPEN
on the FND master list to illuminate and an audio alert to be heard. The
caution can be acknowledged be pressing the RESET button on the
cyclic stick or the ACK button, on the lower right side of the FND.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Monitoring Doors

Micro Switch

Inductive Switch

Clamshell Door

DOOR OPEN

Inductive Switch Passenger Door

Upper Lock Claw

FND Master List

The EPU access door is positioned at the rear RH side of the fuselage
next to the aft cabin window. It is made of aluminum sheet metal, and
locked by Camloc fasteners.

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Training Manual CAT B2
Mechanical System

Access Panels and Covers

Battery Access Door

EPU Access Door

003144
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Training Manual CAT B2
Mechanical System

EPU Door Monitoring

In a common housing of the external power receptacle, a switch for the
access panel monitoring is installed. An open EPU door will be
detected by opening the door switch and interrupting a ground signal
to the AMC2. This causes the amber caution EPU DOOR to illuminate
on the FND master list. By closing the EPU door, the ground signal will
switch the caution off.
The caution EPU DOOR is suppressed as long as an EPU is
connected.

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Training Manual CAT B2
Mechanical System

EPU Indications

EPU Door Switch

EPU DOOR

FND Master List

001957
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Training Manual CAT B2
Mechanical System

Interior Fairings

General Cabin / Cargo Fairing

The interior fairings are made of phenolic prepreg glass fiber The interior fairings of the cabin / cargo compartment are divided into
reinforced plastic and have sound proofing material bonded to them. four sections; each section is covered by three individual panels.
The material thickness is 0.8 to 1.5 mm in some areas Nomex® Installation of the panels has to be done in a specific sequence:
honeycomb with a thickness of 5 to 8 mm is integrated. The ceiling
-- aft primary frame panels (side panels first)
panels of the cabin area have passenger lights with switches and fresh
air outlets installed. The cargo ceiling panel has a cargo light with -- mid cabin section (side panels first)
switch only. -- forward cabin section (side panels first)
The following fairings are installed: -- cargo section (side panels first).

-- Cabin Frame Cover On the aft primary frame the three panels are mounted by using Velcro
tapes.
-- Cabin / Cargo Fairing.
The panels of the mid, forward and cargo sections are fixed with a type
of quick release screws and spherical type head pins engaging into
Cabin Frame Cover airframe mounted spring clips. Additionally the side panels are
The center frame cover is fixed to the framework with spring clips and retained by Velcro tapes. The mid / cargo ceiling panels are supported
screwed together with the compass bracket. It covers the Flexball additionally with two spring clips each, engaging to the ceiling panel
cables. The two covers at the horizontal frames are mounted via plastic of the aft primary frame.
straddling dowels and cover the pitot hoses and electrical wiring.
 NOTE Removal has to be done with care not to break the
panels!

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fairings

Cabin Ceiling Panels

Cargo Ceiling Panel

Side Panels RH

Center Frame Cover

Service Connector
Panel Access

Horizontal Frame Cover

002340
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Cowlings

General Center Fairing

The cowlings cover the areas above the hydraulic, transmission, The center fairing is the support for the center beam of the crest
engine decks and further the aft deck. They provide protection against cowling and the transmission cowlings. It is made of hybrid fiber,
environmental influences and shape the upper sections copper mesh, a final layer of glass fiber and integrated Nomex®
aerodynamically. Within the different sections, access doors and honeycomb, stiffened by an aluminum frame. Attachment is done via
panels are provided to allow easy access for daily maintenance. The quick--release fasteners. It is kept open via gas springs.
material used is mainly Kevlar® fiber over a Nomex® honeycomb. The
cowlings consist of several components which can be, with the
Transmission Cowlings
exception of the center support removed individually.
The transmission cowlings are fixed to the center fairing, the engine
The components are:
fire wall and, in the middle to each other via quick--release fasteners.
-- crest cowling The material used is hybrid fiber, a final layer of glass fiber and
-- center fairing integrated Nomex® honeycomb. Each side has access doors, which
-- transmission cowlings are locked and secured via a locking latch at the top center and two
lower fastener assemblies. If unlocked, they are kept in the open
-- engine cowlings
position via gas springs. The doors have the oil cooler duct integrated,
-- aft cowlings. which routes the hot air from the oil cooler overboard.

Crest Cowling
The crest cowling covers and protects the hydraulic system and
consists of three parts. Central part is the center beam made of carbon
fiber, copper mesh and a final layer of glass fiber. Hinged to the center
beam are the hydraulic access doors made of hybrid fiber, copper
mesh, a final layer of glass fiber over a Nomex® honeycomb. The
access doors are locked by quick--release fasteners and kept open via
a gas spring each. In the right hand door an acrylic sight glass is
integrated.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Cowlings
Transmission Cowling

Transmission Access Door

Center Fairing

Crest Cowling

Gas Spring (FWD Hinge only)

Training Manual CAT B2
Mechanical System

Handling of the BK117 D--3

General Jacking
On ground, specific handling procedures have to be followed to ensure The fully equipped helicopter can be raised by either four or two jacks.
safe handling and operation of the helicopter. These procedures are Delivered with the helicopter are four lifting brackets, which can be
mainly: positioned at the cross tubes fixation points and are retained by
springs. Hydraulic or mechanic jacks can be used and positioned
-- jacking
under the lifting brackets. The helicopter can then be lifted in order to
-- shoring carry out maintenance work e.g. replacement of a skid protector.
-- weighing
-- levelling / dimensional check  NOTE The jacks must be used always in pairs and
-- hoisting symmetrically.
-- towing / pushing
 NOTE The jacks must be actuated evenly and slowly.
-- parking / mooring.
Otherwise the helicopter may be damaged.

 NOTE Make sure that the helicopter is not tail heavy.

Shoring
The helicopter can be shored at the tail boom with the tail boom
support in order to prevent tilting to the back. Position the tail boom
support behind the horizontal stabilizer and extend the strut until it
touches the underside of the tail boom. Lock the strut using the height
adjustment.

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Training Manual CAT B2
Mechanical System

Jacking

Tail Boom Support

Jack Lifting Bracket

002885
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Weighing
After certain maintenance or incidents the helicopter has to be
weighed e.g. after structural repair or large modifications. Operation
regulations are also demanding weighing in defined intervals. The
procedure in accordance with the AMM is a three point weighing; the
center of gravity is determined too.
Therefore at the forward weighing point (center of fwd. cross tube) a
weighing bracket has to be used which is retained in the center of the
FWD crosstube via a centering pin. Additionally two lifting brackets are
used at the two aft positions.
Use commercial weighing equipment. The load cells are then
positioned in between the brackets and the jacks. Prior to the weighing
the status of the helicopter has to be determined:
-- check the equipment status (refer to Historical Records and
Flight Manual, equipment lists EL)
-- determine the weight of components, which are not part of
the helicopter but required for operation (e.g. tools,
devices).

 NOTE The fuel tanks must be defueled prior to the

weighing.

 NOTE The helicopter has to be level using a spirit level

prior to the weighing.

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Training Manual CAT B2
Mechanical System

Weighing

FWD Crosstube

Centering Pin

AFT Lifting Bracket

FWD Weighing Bracket

002886
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Leveling and Ground Clearance Check

The helicopter is leveled out and dimensionally checked in accordance
with procedures specified in the AMM. This is done to verify all design
dimensions e.g. after a major modification or in case of a doubt. As
reference the helicopter has specific level points. These are rivets
which are marked with red circles. The leveling data sheet is kept
within the historical records for future reference. Leveling of the
helicopter must be performed in a closed draft free hangar with
stabilized temperature.

 NOTE The fuel tanks must be defueled and drained prior

to the ground clearance check.

 NOTE The helicopter has to be leveled using a spirit level

prior to the ground clearance check.

 NOTE Ground clearance check of the helicopter must be

performed in a closed and draft free hangar with
stabilized temperature.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Levelling

9
7

11 X/Y7
6
12 Y9

X6/9

5
13 8 POINTS STA (X) WL (Z) BL (Y)
X8 1 1659.1 1350.0 00.0
2 13 2150.0 1350.0 747.0
3 12 3950.0 2555.0 800.9
4 4 11 4088.8 2555.0 800.8
1 5 10 6197.6 2555.0 641.5
3 6 9 8010.0 2855.0 1230.0
X1 2 7 10930.0 00.0
8 6113.2 1356.7 00.0

002887
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Training Manual CAT B2
Mechanical System

Lifting
For certain maintenance work, it is necessary to hoist the helicopter
and/or parts of it. Therefore the appropriate hoisting devices must be
used.
The units to be hoisted are listed with the required hoisting devices:

Units Hoisting Device

-- fully equipped helicopter D075P0001051
-- main rotor transmission
(rotor mast installed)
-- engine TM334G0034
-- tail boom 30012820

 NOTE During hoisting of the helicopter the tail boom

must be supported for balance!
Avoid swinging movements!

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Hoisting

Hoisting Sling 30012820

for Tail Boom
Hoisting Device D075P0001051
for Helicopter

Hoisting Device TM334G003

for Engine

Hub Cap Support

003145
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Training Manual CAT B2
Mechanical System

Towing and Moving

It must be assured to move the helicopter on ground. This operation
can be done in two ways according to the AMM:
-- moving, using the ground handling wheels and manpower
to push
-- towing, using the ground handling wheels and the towing
bar and mechanical power to pull.
In both cases the helicopter has to be supported and/or directed by a
person at the tail boom.

 NOTE Push only on strong parts like the cross tube. Do

not use windows or plastic panels.

 NOTE For safe handling follow the Operation Manual

from the manufacturer (LICO).

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Training Manual CAT B2
Mechanical System

Ground Handling Wheel and Towing Bar

Hydraulic Jack

Handle
Telescope Handle

Base Frame

Handle

Lifting Plate

Lock System
Holder

002888
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Training Manual CAT B2
Mechanical System

Parking and Mooring

To protect the helicopter from environmental influence if parked  NOTE The engine outlets may be hot!
outside it has to be covered and tied down using the short--term
covers. The short--term covers are delivered with the helicopter and  NOTE Attach the short--time covers in a way that the
stowed in a transport bag. The bag should always be carried in the notice REMOVE BEFORE FLIGHT is clearly visible.
helicopter.
Do the following:  NOTE If the IBF filter is installed protect it with the
respective covers.
-- switch off all electrical equipment
-- ground the helicopter  NOTE With the helicopter parked outdoors under high
-- close all doors, windows and access doors wind conditions, it is recommended to moor it to
-- close all inlets / outlets the ground and to tie down all four main rotor
blades.
-- cover the windshields
-- turn the main rotor in direction of rotation until one of the  NOTE Turn the main rotor only in direction of rotation.
blades is aligned with the tail boom
-- fit the lash bag over the end of the blade and secure it to
the tail boom by wrapping the attached rope and sack
around the tail boom
-- cover the tail rotor shroud inlet and outlet side.

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Training Manual CAT B2
Mechanical System

Parking and Mooring

Main Rotor Blade Tie Down

Engine Outlet Cover

Tail Rotor
Shroud Cover
Engine Inlet Cover

Windshield
Cover NACA Cover

Passive Ventilation
Outlet Cover

Pitot Tube Cover Transport Bag

002889
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Training Manual CAT B2
Mechanical System

Placards and Markings

General
Every placard, label and marking is important. Some placards, labels
and markings are mandatory installations as determined by local
government regulations and local airworthiness regulations. There are
exterior and interior placards, labels and markings.

Component Locations
For all the illustrations and locations of each of the placards, labels and
markings that are installed on the exterior and interior of the helicopter,
refer to the Illustrated Parts Catalog (IPC), Chapter 11.

 NOTE As all maintenance tasks, the installation of

placards has to be done by technical certifying
staff only,
i.a.w. related MM, ATA 11.

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Training Manual CAT B2
Mechanical System

Placards, Labels and Markings; Examples

External Placard Internal Placard

002750
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Mechanical System

Landing Gear

General Skids
The landing gear carries the weight of the helicopter on the ground and Both skids, which are aluminum tubes of circular cross section, are
absorbs landing loads. It is a non retractable skid type landing gear curved upward at their forward ends. On the underside of each skid,
and consists mainly of in the area of the skid shoes, three skid protectors are attached by
screws.
-- two crosstubes
-- two skids
-- four skid shoes Skid Shoes
-- six bonding jumpers The four skid shoes connect the skids to the crosstubes. Each skid
-- two entrance steps. shoe is connected to the crosstube by a single bolt. The
saddle--shaped end of the skid shoe retains the skid through four
splitted clamps.
Crosstubes
The crosstubes are attached to four landing gear fittings which are Bonding Jumpers
integral with the keel beams of the fuselage.
Bonding jumpers are installed between crosstubes and skids and
Both crosstubes are aluminum tubes of circular cross section. They between crosstubes and fuselage to electrically connect the isolated
are connected to the landing gear fittings through four sets of bearing attaching hardware. The bonding jumpers enable static electricity to
rings and bushings, each held by two fitted bolts in the landing gear be discharged from the helicopter to the ground.
fittings.
For the purpose of jacking the helicopter, a jacking bracket can be Entrance Steps
positioned below each of the landing gear fittings.
The two entrance steps are crosstube--mounted. They give boarding
assistance to crew members and passengers.
The one--piece entrance steps are of fiber composite construction.
They are attached to the crosstube by two fittings.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Landing Gear

Landing Gear Fittings

Vulcanized
Bushing Bearing Ring

Entrance Step

Skid Shoe

Bonding Jumper
Clamps
Crosstube

Skid

Skid Protector

003603
Skid Protector

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Training Manual CAT B2
Mechanical System

Main Rotor Controls

General Non--Boosted Main Rotor Control Section

The flight attitude of the BK117 D--3 is controlled by adjusting the angle The non--boosted main rotor control section transfers the commands
of incidence of the main rotor blades. of the collective and the cyclic controls via control levers, bellcranks
The control inputs from the pilot are transferred via ball bearing control and Flexball cables to the input side of the hydraulic systems.
cables to the hydraulic unit, where they are boosted and routed to the Two types of controls are necessary:
mixing lever assembly. The mixing lever assembly transfers the
-- collective control
signals to the swashplate and from there directly to the main rotor
blades. -- cyclic controls.

Ball Bearing Control Cable (Flexball) Trim System Main Rotor Control
The ball bearing control cable (Flexball) consists of a double--row As the BK117 D--3 helicopter is equipped with hydraulic systems,
arrangement of steel balls leading through captive ball cages. The which amplify the control signals for the main rotor controls, no real
steel balls roll between two outer races and a center core. A flexible control forces are sensed at the cyclic controls. For better handling of
casing encloses the races. Due to this construction the center core is the helicopter an artificial control force is desirable, giving the pilot a
able to transmit pull and push forces. reference for cyclic stick displacement. For that reason parallel
actuators with artificial force feel springs are installed within the
nonboosted section of the main rotor controls.
 NOTE Within this document only the expression Flexball
will be used.

The following main assemblies are necessary to control the main rotor
of the helicopter:
-- non--boosted main rotor control section
-- trim system main rotor control
-- hydraulic systems
-- boosted main rotor control section
-- monitoring.

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Training Manual CAT B2
Mechanical System

Main Rotor Controls

Main Rotor Head

Flexball
Mixing Lever Assembly Tail Rotor Control
Adjustable Upper Control Rods

Hydraulic Unit

Flexball Outer Race

Cyclic and Collective Control Collective Lever
Center Core

Cyclic Stick PVC Cover

Flexible Casing
Ball Cage

Steel Ball
Cyclic Stick

002894
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Training Manual CAT B2
Mechanical System

Non--Boosted Main Rotor Control Section

Collective Control Input Signal Transmission

Collective signal inputs are given by pulling the collective lever upward The collective input signals are transmitted via a torsion tube, located
or pushing it downward. Thus changing the angle of incidence equally underneath the cockpit floor to a Flexball. This Flexball leads the signal
on all five main rotor blades and increasing or decreasing the main around the nose section up to the support lever of the hydraulic system
rotor lift. on the cabin roof. Thus commanding the collective hydraulic actuator.
The control range is limited by mechanical stops integrated in the
Main parts of the collective control are:
collective hydraulic actuator.
-- torsion tube / collective lever and lock
-- friction brake
-- weight compensation
-- parallel actuator.

Torsion Tube / Collective Lever and Lock

Underneath the cabin floor, in between the left keel beam and a
bracket at the right side, a torsion tube is installed. Guided by two
support bearings it allows rotating movement. Integral with the torsion
tube are:
-- fixation points for the pilot and co--pilot collective levers
-- a lever arm to connect the Flexball
-- connecting lever for the parallel actuator
-- a friction pad for the friction brake.
The pilot’s collective lever is fixed installed to the torsion tube by means
of bolts. The co--pilots lever is quick detachable. To secure the
collective controls during ground operation a collective lock is
installed. It consists of a spring and a locking latch, part of the slant
console and a locking receptical on the pilot’s collective lever.

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Training Manual CAT B2
Mechanical System

Collective Control -- Torsion Tube / Collective Lever and Lock

Support Lever

Collective Lever

Ground Connection
Locking Latch

Torsion Tube Weight Compensation

Locking Pin
Spring

Friction Brake

Weight Compensation Spring

Support Bearing
Flexball
(Collective Control)

003174
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Training Manual CAT B2
Mechanical System

Cyclic Control
Cyclic control signals are given by moving the cyclic stick left or right Input Signal Transmission
(lateral control) and / or by pushing or pulling it (longitudinal control).
Lateral input signals from the cyclic stick causes the fixation adapter
The cyclic control changes the angle of incidence periodically within
to pivot around its axes. This action is transferred via a rod to the pivot
one rotation. Thus tilting the resulting lifting force created by the blades
arm; integral with the torsion tube, thus pivoting. This movement acts
out of the vertical axis, i.e. a horizontal force component is created.
via a rod on a control lever and, finally to the Flexball.
The helicopter will tilt and move in the direction of the horizontal force.
This Flexball leads the signal around the nose section up to the
Main parts of the cyclic controls are:
support lever of the hydraulic system on the cabin roof. From there a
-- torsion tube / cyclic stick duplex SEMA control rod transfers the commands to the lateral
-- centering device hydraulic actuator.
-- tilt compensation. Longitudinal input signals from the cyclic stick causes the rectangular
torsion tube to pivot around its fixation axes. This action is transferred
Torsion Tube / Cyclic Stick via the connecting bracket; integral with the torsion tube to a deviation
The rectangular torsion tube, fixed via two hinged columns to the lever and, finally to the Flexball.
bottom side of the cockpit floor allows pivoting movement. Integral with This Flexball leads the signal around the nose section up to the
the torsion tube are: support lever of the hydraulic system on the cabin roof.
-- adapter for the fixation of the pilot and co--pilot cyclic sticks From there a duplex SEMA control rod transfers the commands to the
-- a pivot arm for lateral control longitudinal hydraulic actuator.
-- connecting bracket for longitudinal control. The control ranges are limited by mechanical stops integrated in the
The pilot cyclic stick is fixed installed to the adapter of the torsion tube lateral and longitudinal hydraulic actuators.
by means of bolts. The co--pilot cyclic stick is quick detachable from its
adapter.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Cyclic Control -- Torsion Tube / Cyclic Stick

Support Levers

Cyclic Stick

Torsion Tube
Flexball
Cyclic Control

002900
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Training Manual CAT B2
Mechanical System

PAO Damper (Pilot Assisted Oscillations)

An additional PAO damper is installed in parallel to the kinematics of
the lateral flight control. It dampens unintended control inputs of the
pilot due to possible oscillating ground resonance behaviors.
The damper is equipped with a rotary input shaft which is linked to the
pilot side kinematics by a lever and a stiff control rod.
The damper shall provide the following functions:
-- Dampen the motion of the mechanical flight control linkage
resulting from control inputs of the cyclic stick pilot or
co--pilot.
-- Limit the speed of motion.
-- In case of blockage of internal components, which could
inhibit the rotary motion of the input shaft, a mechanical
fuse is installed inside. After rupture of the mechanical
fuse, the rotary shaft is free in rotation but still guided within
the damper.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

PAO Damper

Zone of rupture of mechanical fuse

60 50
Resistive Torque [Nm]
10 20 30 40
0
0 10 20 30 40 50 60
Speed of Rotation [°/s]

PAO Damper

000831
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Hydraulic System

General The components of the hydraulic system are installed onto a module
frame on the cabin roof in front of the main transmission.
The hydraulic system of the BK117 D--3 generates and supplies
pressure to boost the manual control inputs of the pilot. At the same The hydraulic pumps of the pressure supply systems are installed to
time the reset forces of the rotor blades are blocked. and driven by the main rotor transmission.

To have redundancy the hydraulic system is designed as a dual Each of the two reservoirs/valve blocks of the pressure supply systems
system. are mounted via the manifold supports to the module frame.

It has two pressure supply systems, system 1 and system 2, which The three axis of the main rotor actuators are fixed with their manifold
operate independently. Under normal operating conditions both plate to the module frame.
pressure supply systems simultaneously generate the entire pressure Lines are connecting the hydraulic pumps with the manifold support of
and deliver it to the boost section of the main rotor actuators of system the reservoirs/valve blocks. From there tubes are fitted to connect the
1 and system 2. manifold plates of the main rotor actuators.
If one of the pressure supply systems fails, the remaining system The components of the monitoring and testing system are part of the
continues to supply the respective main rotor actuators. This causes reservoir/valve block and the actuators. The related switches, relays
the operating force of the main rotor actuators to decrease to half. In and displays are installed in the overhead panel and in the instrument
addition the tail rotor actuator is supplied with pressure from both panel.
pressure supply systems.
The tail rotor system is explained later in this chapter. Leading Particulars
The hydraulic system consists of the:
Operating Pressure 103 bar
-- module frame
Return Pressure 1.40 -- 1.75 bar
-- pressure supply systems
Hydraulic Fluid CM110 (MIL--PRF--5606F)
-- main rotor actuator assembly
Fluid Capacity 1.2 l (SYS 1); 1.2 l (SYS 2)
-- tubing and hoses
-- monitoring and testing system.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Hydraulic System

Hydraulic Pump 2

Boosted Outputs Longitudinal SEMA

Collective SEMA

Lateral SEMA
Control Inputs by
Flexball

Hydraulic Pump 1

Tail Rotor Connection

System 1

Solenoid Valve

Pressure Transducer and Pressure Switch

Solenoid Valve

Reservoir / Valve Block 1

002906
Auxiliary Hydaulic Pump

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Basic Circuit of the Hydraulic System

Hydraulic Pump
Fluid from the reservoir is routed to the main transmission driven
hydraulic pump. This pump increases the fluid pressure to provide the
force required to move the actuators. Pump outlet pressure is supplied
to the valve block of the reservoir.

Reservoir / Valve Block

The reservoir stores the hydraulic fluid. It is of sufficient capacity to
supply the requirements of the system under all operating conditions.
The valve block contains a number of components to filter and direct
the fluid and to protect the system against excessive pressure.

Actuators
The actuators convert the high pressure of the fluid into mechanical
force, which moves the appropriate axis. The actuators are the key
part of the system: they amplify and transmit the pilot’s input to the
mixing lever assembly.

Monitoring and Testing

To inform the crew about the status of the hydraulic system a
monitoring and testing system is installed.

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Training Manual CAT B2
Mechanical System

Basic Circuit of the Hydraulic System

Main Rotor Actuators

Tail Rotor Tail Rotor

Actuator Actuator

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Control
The electrical auxiliary hydraulic pump is powered with 14 V coming
from a 28/14 VDC converter installed in the forward left keel beam.
The converter is supplied from the BAT BUS via a 10 A circuit breaker
HYD CONV (DIST3), which is located on the Battery Master Box.
The auxiliary hydraulic pump is commanded from the switch AUX HYD
PUMP located at the HYD test row of the overhead panel. The switch
signal is protected by a 2 A circuit breaker and is forwarded to the
converter thus enabling the power supply to the hydraulic pump.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Aux. Hydraulic Pump -- Control

Circuit Breaker HYD (SYS1)

Switch AUX PUMP

Converter

Circuit Breaker
HYD CONV

AFT Battery Box

003617
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Indication
When the electrical auxiliary hydraulic pump is switched to on, the
information HYD1 AUX PUMP will illuminate on the FND master list.
If the electrical auxiliary hydraulic pump is switched on for more than
5 minutes when EPU is connected or 90 seconds when EPU is not
connected (battery only), or switched on during flight / ground run with
rotor running, the caution HYD1 AUX PUMP ON illuminates on the
FND master list and an audio alert is audible.
The Advisory HYD1 DEGRADED indicates that the integrated check
valve for the auxiliary hydraulic pump, installed in the manifold block,
is failed and reverse current from the auxiliary pump was detected.

 NOTE Do not switch on the electrical auxiliary hydraulic

pump during flight.

 NOTE The electrical auxiliary hydraulic pump is

protected against over temperature via an
integrated thermal switch.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Aux. Hydraulic Pump -- Indication

HYD1 AUX PUMP

HYD1 AUX PUMP ON
HYD1 DEGRADED

FND Master List

Hydraulic Pressure
Cautions / Advisory /
Information

003158
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Reservoir / Valve Block

The reservoir / valve block is a combined valve and store unit. It stores Leading Particulars of Reservoir / Valve Block
the hydraulic fluid and controls the fluid flow. The reservoir and valve
block of each system is attached to each other and installed via the Preload / Return Pressure 1.40 -- 1.75 bar
manifold support to the module frame with additional bracket supports Fluid Capacity of Reservoir 0.8 l
on the rear side. Each system consists of:
Cranking Pressure 7.50 bar
-- reservoir (Low pressure relief Valve)
-- valve block. Cranking Pressure 122 bar
(High pressure relief Valve)
 NOTE To prevent contamination of the hydraulic Shut--Off position 0.19 to 0.20 l
systems, an external ground cart shall not be Tail Rotor Actuator Supply
connected. (System 1 only)
System tests can be carried out by operating the
hydraulic pumps with a special tool. To refill the
systems a container with a hand pump and a fine
filter is available.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Reservoir / Valve Block -- System 1

Sight Glass Bleed Valve

Valve Block

Level Indicator

Solenoid Valve MAX Marker

MIN Marker

Filter

Pressure Switch / Transducer

Reservoir

Pressure Measuring Port

Return Line Port

Supply Line Port To Aircrafts Drain System

002030
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Reservoir
The reservoir stores the hydraulic fluid. The necessary preload
pressure is generated by the double actuated piston in the reservoir.
The operating pressure applies a force on the smaller piston. As a
result the larger piston pressurizes the fluid inside the reservoir. With
the ratio between the both piston areas (1:60) and an operating
pressure of 103 bar, a preload / return pressure of 1.40 -- 1.75 bar is
created in the reservoir. This pre--pressurized fluid is routed to the
suction side of the hydraulic pump.
A low pressure relief valve avoids damage of the reservoir caused by
overpressure within the low pressure side. It opens at a pressure of
7.50 bar and relieves the excessive pressure into a drain port routed
overboard.
The sight glass on the top of the reservoir serves as indicator for the
amount of air in the system.
A fluid level indicator is installed on the rear side of the reservoir.

 NOTE The sight glass must be at least half full of

hydraulic fluid. Otherwise the system has to be
bled.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Reservoir/Valve Block -- Cross Section System 2

Shut-Off Valve
Pressure Out
High Pressure Relief Valve Bleed Valve
Return In
Sight Glass
Pressure Switch /
Transducer

Level Indicator
MAX Marker

Solenoid Valve

MIN Marker
Filter

Low Pressure Piston

Pressure Reservoir
Measuring Port Vent Screen
Low Pressure Relief Valve
Check Valve Pressure Outlet
from Pump to Pump Port to Drain System

003180
High Pressure Piston

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Valve Block
The valve block contains all the valves and control lines to control and
test the hydraulic system.
Directly after the hydraulic pump a non return valve prevents the
reverse flow.
The filter prevents contamination of the hydraulic system.
The high pressure relief valve prevents overloading of the system. The
valve opens at a pressure of 122 bar and excessive pressure is
released to return.
For maintenance purpose the following ports are available:
-- bleed valve / sight glass for detection and bleeding of
trapped air
-- pressure monitoring port for pressure test (high pressure
side).
The solenoid valve, shut--off valve and the pressure switch/transducer
are installed to the front part of the valve block. They are part of the
monitoring and testing system and described there.
For safety reasons system 1 has a shut--off valve for the tail rotor
supply circuit integrated. This shut--off valve is controlled via a pilot
valve which is mechanically operated by the low pressure piston of the
reservoir. In case the fluid quantity of system 1 falls below a certain
level (near to the minimum marking) the pressure supply to the tail rotor
actuator of system 1 is interrupted.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Normal Operation -- Cross Section System 1

Shut--off Valve TRA Shut--off Valve

High Pressure TRA Pressure Switch
TRA Pressure Out Relief Valve
Pilot Valve
Pressure Switch / Sight Glass
Transducer
Bleed Valve

MRA
Pressure Out
Level Indicator
MAX Marker

Solenoid Valve

MRA Return

MIN Marker
Filter

Low Pressure Piston

Pressure
Measuring Port Reservoir
Vent Screen
Check Valve TRA Return
Pressure Outlet
from Pump to Pump Low Pressure Piston

003181
Low Pressure Relief Valve

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Main Rotor Actuator Assembly

Three actuators, one for the longitudinal--, one for the collective and Manifold Backplates
one for the lateral axis are installed on two manifold backplates and
The main rotor actuator assembly has two manifold backplates. They
form the main rotor actuator assembly.
are allocated to the respective hydraulic system and serve as
The main rotor actuators boost the mechanical control inputs to distributor for the hydraulic fluid, fastening plate for the single
overcome the high reset forces which react on the controls when mechanical hydraulical actuators and finally, in case of system 1, as
changing the blades pitch angle. mounting plate of the main rotor actuator assembly towards the
Therefore pressurized hydraulic fluid, provided by the pressure supply module frame.
systems reaches via a tubing system the manifold backplate of Each manifold backplate has a maintenance port installed to the low
system 1 and system 2 and is distributed to the three main rotor pressure side of the respective system. These ports are used to fill the
actuators. systems with hydraulic fluid, via the manually operated filling tool.
The hydraulic actuator mainly consists of:
-- manifold backplates
-- mechanical hydraulical actuator.

Leading Particulars of Main Rotor Actuator

Displacement Force (one system) 3150 N
Displacement Force (both systems) 6300 N
Rated Speed Cyclic Axis 135 mm/s
Collective Axis 67 mm/s
Piston Stroke Longitudinal Axis 64.3 mm
Collective Axis 64.3 mm
Lateral Axis 35.0 mm

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Manifold Backplate / Mechanical Hydraulical Actuators

Input Control Rod

Control Input

Control Lever

Input Lever Connecting Rod

Control Spool Assembly

Boost Piston

Boost Cylinder

Maintenance Port
Test Button for Manifold Backplate 1
Control Spool Jamming
Manifold Backplate 2

000847
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Hydraulic Monitoring and Testing System

General If the hydraulic pressure value reaches one of these limits the
respective area (e.g. amber area) is filled. Additionally the numerical
For monitoring and testing purposes, the hydraulic systems are value will be displayed and highlighted respectively. The caution HYD
provided with certain indication, caution and test systems. These are: OVERLIMIT will illuminate on the FND master list and an audio alert
-- hydraulic pressure is audible.
-- hydraulic ground test The trend of the hydraulic pressure is monitored too. If an abnormal
-- override test. trend is detected (e.g. decrease of pressure above trigger point) the
numerical value will be automatically displayed and highlighted white.
Additionally the advisory HYD TREND appears on the FND master list.
Hydraulic Pressure
Each hydraulic pressure system is monitored by means of the:
Low Pressure Caution

-- low pressure caution If the hydraulic pressure of the respective system drops below 69 bar
the pressure switch de--energizes the respective control relay and the
-- circuit monitoring caution LOW PRESS with the addition HYD1 or HYD2 will illuminate
-- pressure indication on the FND master list and a tone alert is triggered. If the hydraulic
-- tail rotor shut-- off valve caution (system 1 only). pressure increases above 83 bar the pressure switch energizes the
respective control relay and the caution LOW PRESS and in addition
Therefore the fluid circuits of the valve blocks are equipped with a
HYD1 or HYD2 will extinguish.
combined pressure switch/pressure transducer each. In case of
system 1, an additional pressure switch is installed to the valve block Tail Rotor Shut-- Off Valve Monitoring
facing forward. This pressure switch monitors the tail rotor shut--off
valve. If the fluid level in system 1 drops below a certain level, the reservoir
piston activates a pilot valve. Thus the pressure supply of system 1
Pressure Indication towards the tail rotor actuator is cut and a pressure switch is activated.
This is indicated on the FND master list by the caution TR SHUT OFF
The hydraulic pressure of each circuit is indicated on the VMS display
and an audio alert is triggered.
by means of a bar graph and a triangular pointer. The bar graph shows
also the lower and upper amber limits.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Hydraulic Pressure Indication / Tail Rotor Shut--off Valve Monitoring

Pressure Switch /
Transducer

Training Manual CAT B2
Mechanical System

Hydraulic Ground Test

Prior to take--off, a hydraulic system test has to be performed. This is
done via a three position test switch, spring loaded to the center
position on the overhead panel and the corresponding solenoid valve
of the reservoirs.
Testing system 1 (test switch into position SYS 1) gives a signal to the
solenoid valve of system 2. This causes the related shut--off valve to
close. The caution LOW PRESS HYD2 will illuminate on the FND
master list and a tone alert is triggered. At the same time the pressure
indication on the VMS drops to zero. Thus system 2 is deactivated and
the control commands are inforced by system 1 only.
When releasing the spring loaded test switch the solenoid valve is
de--energized, the caution LOW PRESS HYD2 will extinguish and the
pressure is indicated again. System 2 is re--activated. Testing system
2 is done by setting the test switch to system 2.

 NOTE The hydraulic test is a ground test only, do not

activate the test switch in flight.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Reservoir / Valve Block

Shut-Off Valve

Solenoid Valve

000856
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Hydraulic Ground Test

Solenoid Valve

Test Switch HYD

Overhead Panel

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Boosted Main Rotor Control Section

General Swash Plate

Hydraulically enforced control signals are transferred to the main rotor The swashplate translates stationary flight control inputs from the
head control lever via control rods, the mixing lever assembly, the mixing lever into a rotating control signal to control the rotating main
swashplate with scissors assemblies and the rotating control rods. rotor blades. Therefor it consists of a non--rotating and a rotating part,
mechanically linked via a set of ball bearings. The rotating part of the
The main parts are:
swashplate has to be synchronized, therefor the scissors assemblies
-- mixing lever assembly interconnects the rotor mast with the rotating part of the swashplate.
-- swashplate with scissors assemblies
-- rotating control rods. Rotating Control Rods
Five rotating control rods are installed to route flight control signals
Mixing Lever Assembly from the rotating part of the swashplate to the pitch horn of the main
The purpose of the mixing lever assembly is to mix the three boosted rotor cuff/ blade assy.
main rotor control signals (collective, lateral and longitudinal) and
route them towards the swashplate.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Boosted Main Rotor Control Section

Rotating Control Rod

Swashplate with
Scissors Assemblies

Mixing Lever Assembly

002909
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Transmission of Control Signals

In the schematic drawing the transmission of a lateral control signal is
shown: Point 3 is lifted to position 3’ via the short control rod and the
lateral control lever, which pivots around axis “a”.
Longitudinal control inputs are transmitted by the same principle.
The transmission of a collective control signal requires not only a
vertical movement of the sliding sleeve but also the simultaneous
movement of the two cyclic control levers and the short control rods.
This is taken care of by making the pivot points of the cyclic control
levers part of the collective control fork.

 NOTE Transmission of cyclic control signals are totally

independent of collective control signals.
Collective control signals are transferred to the
sliding sleeve and the two short control rods.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Transmission of Control Signals

Cyclic Control Signal Collective Control Signal

3’ Swashplate
2
3 Sliding Sleeve

1 3 Short
Control
Rod

Longitudinal Lever

Collective Fork

Axis a Axis a

Lateral Lever

Input: Lateral Flight Input: Decrease Thrust

000864
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Rotor Control

General Parallel Actuator Yaw Control

The tail rotor control has to counteract the main rotor torque and allows As the BK117 D--3 helicopter is equipped with a hydraulic system
to control the helicopter around the yaw axis. This is achieved by which amplifies the control signals for the tail rotor control, no real
changing the angle of incidence of the ten tail rotor blades collectively. control forces are sensed at the pedals. For better handling of the
helicopter an artificial control force is desirable, therefor a parallel
Pushing the right pedal decreases the tail rotor thrust and the
actuator with a friction brake is installed within the non--boosted
helicopter will turn to the right around the yaw axis. Pushing the left
section of the tail rotor control.
pedal increases the tail rotor thrust and the helicopter will turn to the
left overcoming the main rotor torque.
The control inputs of the pilot are transferred by a bellcrank and a Tail Rotor Actuator
Flexball to the mechanical hydraulical tail rotor actuator. Here they are The mechanical hydraulic tail rotor actuator is used to boost the
boosted and routed via the control module (part of the tail rotor manual control signals and, at the same time, to block the reset forces
transmission) to the rotating part of the tail rotor control. of the tail rotor. It is a duplex system with tandem pistons (both systems
The main components of the tail rotor control are: are active). In case of a failure in one system, the remaining system
has sufficient power to ensure safe operation. The mechanical
-- non-- boosted tail rotor control section hydraulic tail rotor actuator is installed to the tail rotor transmission
-- parallel actuator yaw control housing.
-- tail rotor actuator
-- tail rotor actuator testing Tail Rotor Actuator Testing
-- rotating section of tail rotor control. For testing purposes, the hydraulic systems are provided with a test
connector for the mechanical override system.
Non-- Boosted Tail Rotor Control Section
The non--boosted control section transfers the commands from the Rotating Control Section
pedals via a bellcrank and Flexballs to the input side of the mechanical
Hydraulically enforced control signals are transferred from the boost
hydraulic actuator. piston via the control module to the tail rotor blades.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Rotor Control

SEMA

Flexball

002919
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Rotor Actuator

General Leading Particulars

The tail rotor actuator consists of two independent hydraulic systems Displacement Force (one system) 5179 N
which are mounted as a unit. The actuator has a boost piston rod in
common and for each system a rotating distributor valve. Displacement Force (both systems) 10359 N
Rated Speed (without load) 40 mm/s
The control linkage of the yaw control is connected to the input lever
of the tail rotor actuator. Thus transferring the input signal to the Piston Stroke 29.66 mm
rotating distributor valves of both systems in parallel. The positions of
the distributor valves are directing the flow of the high pressure fluid
into the corresponding boost piston chambers. The boost piston rod
moves and, as it is connected to the control module of the tail rotor
transmission, the pitch angle of all tail rotor blades changes
collectively.
Each system mainly comprises of:
-- rotating distributor valve
-- bypass system
-- mechanical override
-- boost piston.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Rotor Actuator

Rotating Distributer Valves

Boost Piston

Test Connector

Input Lever

000878
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Lifting System Description

General Main Rotor System

The lifting system of the BK117 D--3 is located in the transmission The main rotor system is a bearingless 5--blade rotor system. It
compartment on top of the cabin roof. Its main components are: provides the lift and propulsion of the helicopter and consists mainly
of the:
-- main transmission mounts
-- main transmission system -- main rotor mast
-- main rotor system -- main rotor blades.
-- rotor brake system. Rotor Brake System
Main Transmission Mounts The rotor brake system permits to stop the main rotor and tail rotor,
after the engines have been shut down. A monitoring system indicates
The components of the main transmission mounts serve to transmit all the status of the rotor brake. The rotor brake system consists of:
weight and lifting forces as well as all resulting moments from the main
transmission into the airframe. The mounts connect the main -- rotor brake
transmission in all three axis (vertical, lateral and longitudinal). -- rotor brake monitoring.
Main Transmission System
Kawasaki designs the gear concept of the main transmission. The
gears of the main transmission are driven by the two engines and drive
the main rotor, the tail rotor and the accessories.
The housing of the main transmission transmits all weight and lifting
forces as well as the resulting moments to the main transmission
mounts.
The main transmission system comprises the following main systems:
-- main transmission
-- main transmission lubrication system
-- main transmission monitoring system.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Lifting System

Main Rotor Blade

Main Rotor Mast

Rotor Brake System

Main Transmission

Main Transmission Mount

002922
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Main Transmission System

General Leading Particulars

The main transmission system is designed as a lightweight, two--stage Weight approx. 167.5 kg
reduction gearbox. It transmits the engine power to the main rotor and
Gear reduction Main rotor 15.65
the tail rotor system. Additionally it drives the accessory units e.g. oil
cooler fans, hydraulic pumps. Tail rotor 2.5
The housing of the main transmission transmits all weight and lifting Speed Drive 6000 RPM
forces, as well as the resulting moments to the main transmission Main rotor 383.4 RPM
mounts.
Tail rotor output 2396 RPM
A lubrication system ensures the lubrication of all bearings and gears.
Oil quantity approx. 12.5 l
A monitoring system monitors and indicates parameters of the
lubrication system, the rotor RPM and the mast moment. Oil type CM1001 (AirGo 3001)
The main components are: Material Magnesium alloy
-- main transmission
-- main transmission lubrication system
-- main transmission monitoring system.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Main Transmission System

Vented Main Transmission

Filler Neck Housing

Tail Rotor
Output
Flange

Oil Cooler Drive

Hydraulic Pump Drive

Input Flange
Engine No. 1
Oil Sight Gauge

Rotor Mast Assembly

Oil Pressure Monitoring

The oil pressure system of the main gear box is monitored by means  NOTE The voice message and the MGB LOW PRESS
of the: warning is suppressed if the rotor RPM is below
70 %.
-- pressure indication
-- low pressure warning
Circuit Monitoring of Pressure Transmitters
-- circuit monitoring of pressure transmitters.
During the power--up self--test of the Helionix® system the signals of
Therefore the oil circuits of the main transmission are equipped with the MGB oil pressure transmitters are tested. In case there is no MGB
an oil pressure switch and an oil pressure transducer each. They are oil pressure signal sensed from at least one of the transmitters, the
mounted to the upper left and right side of the transmission housing. caution VMS/UMS SIGNAL illuminates on the FND master list. In
The oil pressure switch faces into flight direction forward, the oil addition the MGB oil pressure indication on the VMS page changes:
pressure transducer faces aft. the respective bargraph for the MGB oil pressure indication will be
Pressure Indication shown in amber and instead of the value, amber asterisks are shown.

The oil pressure of each circuit is indicated on the VMS display by After the power--up self--test the MGB oil pressure signals are
means of a bar graph and a triangular pointer. The bar graph shows constantly monitored. If a MGB oil pressure signal is invalid or missing
for more than 20 seconds conformation time, the advisory VMS
also the lower and upper red limit and the lower amber area. If the lower
SENSOR is displayed on the FND master list and the MGB oil pressure
or upper limit is reached, the caution MGB OVERLIMIT will illuminate
indication on the VMS page changes accordingly.
on the FND master list and an audio alert is audible.
The trend of the oil pressure is monitored too. If an abnormal trend is Circuit Monitoring of Pressure Switch
detected (e.g. difference between the two systems) the advisory MGB During the power up self--test of the Helionix® system, the circuits of
TREND illuminates on the FND master list. Additionally the numerical the oil pressure switches are tested for logic inputs. In case, a low oil
value(s) will be automatically displayed and highlighted white. pressure signal is not sensed (e.g. plug disconnected) the advisory
Low Pressure Warning MGB PRESS SENSOR with the addition SYS1 / SYS2 respectively,
illuminates on the FND master list.
If the oil pressure of both circuit drops below 1.0 bar the warning MGB
OIL P on the warning unit and MGB LOW PRESS in the master list of
the FND display will illuminate and a voice message is triggered by the
AMC.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Pressure Monitoring

MGB
OILP

Warning Unit
Main Transmission
Oil Pressure Warning

MGB LOW PRESS

MGB OVERLIMIT
VMS/UMS SIGNAL
VMS SENSOR
MGB PRESS SENSOR
MGB TREND

VMS MGB Pressure Invalid

FND Master List

Main Transmission Oil

Main Pressure Indication
Transmission
Caution / Advisory

000902
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Temperature Monitoring

The temperature of the oil system of the main gear box is monitored High Temperature Caution
by means of the:
If the temperature of the oil within the oil sump increases to 105° C the
-- temperature indication temperature switch triggers the caution MGB HIGH TEMP on the FND
-- high temperature caution master list and an audio alert is audible.
-- circuit monitoring of temperauture transmitter. Circuit Monitoring of Temperature Transmitter
Therefore the main transmission is equipped with an oil temperature During the power--up self--test of the Helionix® system the signal of the
switch and an oil temperature transducer. They are installed into the MGB oil temperature transmitter is tested. In case there is no MGB oil
lower part of the main transmission housing and sense the oil temperature signal sensed from the transmitter, the caution VMS/UMS
temperature within the oil sump. SIGNAL illuminates on the FND master list. In addition the temperature
Temperature Indication indication on the VMS page changes: the respective bargraph for the
MGB oil temperature indication will be shown in amber and instead of
The temperature of the oil within the oil sump is indicated on the VMS the value, amber asterisks are shown.
display by means of a bar graph and a triangular pointer. The bar graph
shows also the upper red and the lower amber area. After the power--up self--test the MGB oil temperature signal is
constantly monitored. If the MGB oil temperature signal is invalid or
If the lower amber limit is reached, the caution MGB OVERLIMIT will missing for more than 20 seconds conformation time, the advisory
illuminate on the FND master list and an audio alert is audible. VMS SENSOR is displayed on the FND master list and the MGB oil
The trend of the oil temperature is monitored too. If an abnormal trend temperature indication on the VMS page changes accordingly.
is detected (e.g. high temperature for a short period) the advisory MGB
Circuit Monitoring of Temperature Switch
TREND illuminates on the FND master list. Additionally the numerical
value will be automatically displayed and highlighted white. During the power up self--test of the Helionix® system, the circuit of the
oil temperature switch is tested for logic inputs. In case a signal is not
sensed (e.g. plug disconnected) the advisory MGB TEMP SENSOR
illuminates on the FND master list.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Temperature Monitoring

MGB HIGH TEMP

MGB OVERLIMIT
VMS/UMS SIGNAL
VMS SENSOR
MGB TEMP SENSOR
MGB TREND

MGB Temperature Invalid

FND Master List VMS
Main Transmission Oil
Main Transmission Temperature Indication
Oil Temperature
Cautions / Advisory

000903
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Contamination Monitoring

The main rotor gearbox lubrication system is monitored for
contamination by two electrically indicated magnetic chip detectors.
Magnetic particles out of the gearbox are attracted by a magnetic plug
and will close an electrical circuit, thus causing the indication light to
illuminate.
The system comprises:
-- chip caution
-- circuit monitoring.

Chip Caution
If a magnetic particle closes the gap of at least one of the two chip
detectors the caution MGB CHIP will illuminate on the FND master list
and an audio alert is triggered.

Circuit Monitoring
During the power up self--test of the Helionix® system the electrical
circuit of the main rotor chip indication is tested for continuity. If the test
fails e.g. the circuit is open, the advisory MGB CHIP SENSOR is shown
on the FND master list. The continuity test is repeated during flight in
a 10 minute intervall.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Contamination Monitoring

MGB CHIP
MGB CHIP SENSOR

FND Master List

Main Transmission
Oil Contamination
Cautions / Advisory
1 3 / 14 CH I P DE T ECT I ON F L T 1 23 45
COUNT ER
0 I ENG I NE CH I P I 0

VEH I C L E CH I P
MGB : 2
TGB : 1

+ +
L B
U R
M T
-- --

Flight Report Page

000904
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Rotor RPM Indication and Monitoring

The main rotor RPM is sensed by a magnetic pick--up and a phonic  NOTE On the VMS, filling of the white arc only takes
wheel. Here the gear teeth of the tail rotor output stage shaft of the place if the rotor RPM has been at least once
main transmission are used as phonic wheel. The produced frequency higher than 50 %.
is then indicated in [%] of RPM, triggering the respective warning lights
and audio alerts. As a back--up a RPM signal of the tail rotor magnetic  NOTE On the VMS, filling of the lower red limit only takes
pick--up is used. place if the rotor RPM has been at least once
The system comprises: inside the low amber range.

-- RPM indication RPM Monitoring

-- RPM warning
During flight, within the FLI indication chevrons are coming up as soon
-- circuit monitoring. as the rotor RPM is out of normal range (e.g. during autorotation). They
RPM Indication are red or amber in accordance with the limit range reached and point
up or down, indicating the required direction of collective movement in
The rotor RPM is indicated on the FND display and the VMS display. order to exit the limit range.
Additionally an aid is given within the FLI indication for a desirable
collective movement in case the RPM value is out of limit. The RPM sensors are tested during the automatic start--up test of the
Helionix® system. If one of the two sensor signals is not available the
On the FND display the indication is positioned in the upper left corner. advisory NR SENSOR is displayed on ground.
A semicircle (range 80 % to 120 %) with not filled limit arcs, a white
pointer and the numerical value is used to indicate the rotor RPM.  NOTE In case of main transmission RPM magnetic pick--
During shut down, if the rotor RPM reaches ≤ 50 % the numerical value up fails in flight, the RPM signal of tail rotor
is framed white as an indication that the rotor brake can be applied magnetic pick--up is used. If the signal of main
now. transmission RPM and tail rotor RPM magnetic
On the VMS display the position of the indication is in the lower right pick--up is divergent the discrepancy arrows are
corner. This time a full circle with the range from 0 % to 120 % is used. displayed.
To indicate the ≤ 50 % rotor RPM for the permissible use of the rotor
brake, the white arc fills up.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Rotor RPM Monitoring

5 5 5 5

100. 8 101
4 4 4 4

3 3 3 3
FND
90.2 % N2 100.8 % RPM Indicator
RPM Magnetic Pick--up FLI Area, NR Chefrons
VMS
RPM Indicator
Discrepancy Arrows
Rotor RPM Sensor
Advisory

NR SENSOR

FND Master List

002037
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

RPM Warning
The rotor RPM warning is done in two ways; a red warning light labeled
ROTOR RPM inside the warning unit and an audio alert via the
intercom system of the helicopter.
The warning ROTOR RPM illuminates under the following conditions:
-- low rotor RPM at ≤ 94 % (triggered by the warning unit)
-- low rotor RPM at ≤ 94 % or nomin. NR --3 % (triggered by
the AMC2)
-- high rotor RPM at ≥ 109 % (triggered by the warning unit)
The audio alerts are only commanded by the AMC 2 in
respect to the above values.

 NOTE Acknowledging the high rotor RPM warning

causes the audio alert to fade.

 NOTE The audio alert will increase again, if faded when

the rotor RPM increase to ≥113 %.

 NOTE Only the MGB RPM Pick--up is connected to the

Warning Unit.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Rotor RPM Warning

ROTOR
RPM

Warning Unit

000906
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Mast Moment Monitoring

To monitor the bending of the mast a mast moment system (MMS) is The signal is transmitted back to the SSTU and from there to the SPU.
installed. The system is part of the main transmission monitoring. The The SPU receives this modulated frequency signal, transforms it into
linear MMS measures the absolute value of the bending moment of the a proportional DC voltage signal and transmits this to the FND display
main rotor shaft This value of the bending moment will be displayed on via the AMC 1 for indication.
the FND page. The display scale is divided in different ranges which
As an option there is a circular MMS available. In addition this system
are separated by defined thresholds.
measures also the direction of the shaft bending (phase) relative to the
The system mainly consists of: helicopter longitudinal axis.
-- strain gauge bridge (SGB)
 NOTE The reference signal has to be calibrated after the
-- signal sensor transmitting unit (SSTU)
replacement of the SSTU or the SPU or both!
-- signal processing unit (SPU)
-- indication on the FND The signal is given via a sensor installed to the non--rotating part of the
-- system monitoring. SSTU and a magnetic metal within the rotating part of the SSTU. The
peak in relation to the reference signal allows the indication of the mast
Function moment phase.
On the FND display just below the FLI the mast moment indication is
located. The amount of the mast moment is measured by two sets of
strain gauge bridges (SGB), bonded, to the inside of the rotor mast and
opposing each other. The SGBs are supplied with a voltage from the
signal processing unit (SPU) via the signal sensor transmitting unit
(SSTU).
Due to rotation, the signal from the SGB is converted into an oscillating
frequency signal. The amplitude of this frequency indicates the
amount of the mast moment.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Mast Moment Monitoring

Calibration Board

Cable to Signal
Sensor Transmitting Unit

Strain Gauge Bridges

Signal Processing Unit

Signal Sensor Transmitting Unit

003137
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Mast Moment Indication

The following ranges are allocated to the following colors:
-- normal range no color < 54 %
-- caution range amber ≥ 54 % to < 68 %
-- red above ≥ 68 %
-- end of scale white = 100 %.
The mast moment indication is only visible if the GS is lower than 10 kts
or when an amber or red limit is reached.
The amount of the mast moment is always indicated as a numerical
value [%] on the system status page.
The indication on the FND display can be configured within the
Helionix® configuration page to:
-- LINEAR: indicates the amount of the mast moment on a
non--scale indication (amber area is scaled up) with a white
triangle as a pointer. If a mast moment limit is reached, the
respective amber or red area is filled up. Beside the linear MM
indication, the cyclic stick position is displayed, showing a
zoomed area of cyclic movement. The stick position is
displayed if the circular system is not installed, not configured
or on ground if NR is <70%. The signal for the stick position
is taken from the RVDTs of the cyclic trim actuators.
-- CIRCULAR: indicates both, the amount of the mast moment
and the position of the mast moment by means of a white dot.
If the mast moment reaches the amber or red circle they will
increase their thickness and, additionally the vector line is
displayed. The circular indication is only available if NR is
>70%.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Mast Moment Indication

MAST
MOMENT

Linear MM

MAST
MOMENT

Circular MM

003184
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A reduced MM amber limit appears in case of H/C nose--up slope
take--off or landing under very specific conditions, in order to reduce
the risk of roll oscillations during such slope operations.
For LINEAR MM indication, the amber limit is shifted to the left
according to the slope limit computation.
For CIRCULAR MM indication, the amber slope moment is
represented by a top flat section within the circular indication, which is
moving vertically according to slope limit computation.
As soon as the amber limit for the slope limit is reached, the text
SLOPE LIMIT is displayed beside the MM Indication.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Slope Limit Indication FND

SLOPE LIMIT

SLOPE LIMIT with LINEAR MM

SLOPE
LIMIT

SLOPE LIMIT with CIRCULAR MM

002928
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Limit Monitoring
Mast Moment Overlimit NR Overlimit
If, during a flight a mast moment exceedance occurs the first page of If, during a flight a main rotor RPM exceedance occurs the first page
the flight report indicates EVENT detected and the amount and of the flight report indicates EVENT(S) DETECTED and the amount
duration of the exceedance event is stored. By scrolling to the and duration of the exceedance event is stored. By scrolling to the
respective MM OVLIM FLT XXXXX page of the flight report the values respective NR OVLIM FLT XXXXX page of the flight report the values
of the exceedance event can be read. of the exceedance event could be read.
Mast moment exceedance events are stored in four differed ranges: The RPM overlimit is recorded in two different power conditions:
-- > 68 % -- ≤ 75 % -- PWR ON if the sum of torque is ≥ 60 %
-- > 75 % -- ≤ 83 % -- PWR OFF if the sum of torque is < 60 %
-- > 83 % -- ≤ 90 % All exceedance times are automatically cumulated, within their range.
-- > 90 % -- ≤ 95 %
-- > 95 %
All exceedance times are automatically cumulated, within their range.

 NOTE The cumulated mast moment exceedance times

can be reset by entering the SETTING AND
TUNINGS page, accessible on ground only.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Flight Report Page Parameter Overlimit, MM / NR (Example)

7 / 13 MM OV L I M F L T 32 0 9 / 14 NR OV L I M F L T 123 45
FLT CUM MAX : 115 . 1%
NO : 1
MAX : 1 00 . 0% PWR ON I PWR OF F
68%- 75% : 0 .0s : 5 .4s NUMBER 2 I NUMBER 2
75%- 83% : 0.2s : 2 . 5s >107 . 5% 1 2 . 4 s I >1 09 . 0% 13 . 2 s
83%- 90% : 0 .0s : 4 .4s >109 . 0% 1 . 4 s I >113 . 0% 0 . 1s
9 0%- 9 5% : 0 .0s : 0.7s
+ >9 5% : 0 .0s : 0 .4s + + +
L B L B
U R U R
M T M T
-- -- -- --

Flight Report Page, MM Overlimit Flight Report Page, NR Overlimit

003185
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Rotor Brake System

General
The BK117 D--3 is equipped with a rotor brake system to stop the main
rotor as quickly as possible.
The rotor brake system mainly consists of:
-- brake lever
-- brake cylinder
-- brake bracket
-- brake actuator and brake disk.

Brake Lever
The rotor brake system is actuated by the rotor brake lever located on
the cockpit floor to the right of the pilot seat. A ratchet mechanism
allows the brake lever to be locked in the upper and lower position. The
tension force is transferred via the Bowden cable to the spring damper
thus activating the brake cylinder.

Brake Cylinder
The piston of the brake cylinder is mechanically linked via a lever to the
spring damper. The spring damper limits the amount of tension force
by means of a compression spring. When the brake lever is raised the
piston extends into the body of the brake cylinder which pressurizes
the brake fluid.
The reservoir is mounted to the brake cylinder and supplies and stores
the brake fluid of the rotor brake system. MAX and MIN markings on
the reservoir show the quantity of oil contained.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Rotor Brake System -- Overview

Brake Bracket,
Brake Cylinder Actuator and Disk
Assembly

Brake Hose

Spring Damper

Reservoir

Bowden Cable Brake Cylinder

Bowden Cable

Brake Lever Assembly

Brake Hose

002942
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Rotor Brake Monitoring

The rotor brake is monitored for application or seizing or both. In both
cases an engine start is inhibited.

Monitoring and Indication

The rotor brake is monitored by two means:
-- Application of the rotor brake by pulling the brake lever
causes a contact to the micro switch below the brake lever.
This happens as soon as the lever is pulled up by 5° to
10°.
-- If the rotor brake caliper does not free the friction pads (e.g.
mechanical problem) and the rotor starts to turn the
slideway of the brake bracket assembly will be displaced
and contact the rotor brake switch.
In both cases the caution ROTOR BRAKE will illuminate on the FND
master list and an audio alert is triggered.
The rotor brake is allowed to be used with rotor speeds below 50 %.
This is indicated in two ways:
-- on the FND the numerical RPM value is highlighted white
with RPMs ≤ 50 %
-- on the VMS the white arc fills up with RPMs ≤ 50 %.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Rotor Brake Monitoring

ROTOR BRAKE

Rotor Brake Switch

Master List
Rotor Brake Bracket
Rotor Brake Caution

Brake Lever
Brake Actuator

Slideway

Micro Switch
Brake Lever Assembly Brake Bracket Assembly

002197
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Main Rotor System

General Leading Particulars

The bearingless main rotor system generates the lift and thrust of the Weight incl. blades 274 kg
helicopter. In conjunction with the tail rotor system, it provides
Nominal speed 383.4 RPM
directional control of the helicopter in flight. Driving forces and control
inputs are transferred to the rotating main rotor through the associated Rotor diameter 10.8 m
system components. Number of blades 5
The main parts are the: Blade twist 2.3° per meter
-- main rotor hub Blade weight approx. 44.2 kg
-- main rotor blades.
A number and color code is assigned to the main rotor system. Each
blade and each arm of the main rotor head is marked in the sequence:
-- no. 1 ................. yellow
-- no. 2 ................. green
-- no. 3 ................. blue
-- no. 4 ................. red
-- no. 5.................. white.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Main Rotor System

002931
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Main Rotor Blades

The main rotor blades, made of glass and carbon fibre reinforced
plastics, generate the lift and the forward thrust required for flight and
enable the helicopter to be controlled about the lateral and longitudinal
axes.
This type of rotor system is called a Bearingless Main Rotor (BMR).
The improved rotor blade design allows new production methods to be
used in order to minimize the weight and to reduce maintenance costs.
The main rotor blade mainly consists of:
-- Flex--Control--Unit (FCU)
-- Flexbeam
-- control cuff
-- lead lag damper
-- rotorblade.

Installation
The main motor blades are directly connected to the main rotor hub
using two identical hollow titanium bolts. Bonding is ensured via
additional bonding cables connected from the main rotor blade to the
main rotor hub cap.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Main Rotor Blade

Flex--Control--Unit Rotorblade

Lead Lag Damper

Main Rotor Hub
Control Cuff

Rotorblade

Flexbeam
Titanium Bolt

Main Rotor Hub

002933
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Control Cuff  NOTE The main rotor blade with the blade folding option
has a different part number, because the cutouts in
The control cuff transfers the control inputs to the rotor blade and it
the control cuff are enlarged.
transfers the lead lag movements from the main rotor blade to the lead
lag damper.
 NOTE Two different CU NI weights (4 g and 20 g) are
The lead lag stiffness of the control cuff is necessary in order to available.
conduct the lead lag movements of the main rotor blade directly to the A maximum of 200 g balance washers per bolt are
lead lag dampers without incurring any major losses. Thus the control permissible.
cuff is made out of carbon fiber.
For lightning strike protection a copper strip is integrated and
connected to the rotor blade using a spring pin design. The electrical
conductivity to the helicopter is ensured by bonding cable connected
to the rotor hub.
The control cuff ends open to the rotor hub and is connected to the
bearing support and to the lead lag dampers. In this plane the pitch
horn is integrated to connect the rotating control rod to transmit flight
control inputs.
On the outboard side the control cuff is riveted to the flexbeam and
connected to the rotor blade and the flexbeam with a primary and
secondary blade bolt made out of titanium.
The primary blade bolt is hollow and offers the possibility to add
balance weights for dynamic balancing of the rotor system. An internal
spring prevents axial movement of the balance weights within the bolt.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Control Cuff

Primary Bolt

Control Cuff

Primary Bolt Secondary Bolt

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Structure, Main Components

Tube with integral

Tail Rotor Shroud

002947
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Stator
The stator assembly is mounted in the center of the tail rotor shroud. Stator Vanes
The central part of the stator is the installation point for the tail rotor
The stator vanes are made out of aluminum. They fix and position the
transmission and the tail rotor actuator.
stator ring within the tail rotor shroud. To center the assembly
The 10 asymmetrical and with different inclinations installed guide laminated shims are used.
vanes straighten the airflow generated by the tail rotor and thereby
For weight saving reason three different types of vanes are used.
improving the aerodynamic efficiency and reducing the noise level.
Positions 3 to 9 are identical, positions 1 and 10 have a thicker wall
The main parts of the stator assembly are: thickness and additional rivets. The third type is installed at position 2,
-- stator vanes this is also the ground connection to the tail rotor shroud and has also
additional rivets.
-- stator ring.
Stator Ring
The stator ring, made out of aluminum is the central part of the stator
assembly.
The stator ring is the installation point for the tail rotor transmission
including the tail rotor actuator and two half fairings. Additionally a
magnetic pick--up is mounted via a bracket to the stator ring.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Shroud and Stator

Magnetic Pick--up

Stator Vane No. 10

Stator Ring

Stator Vane No. 1

Stator Vane No. 2
Ground Connection

000936
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fairings
Drive Shaft Fairing Tail Skid
The drive shaft fairing protects the tail rotor drive shaft and the ball The tail skid prevents the shroud (vertical fin) from damage while
bearing control (Flexball) of the tail rotor control against environmental contacting the ground during operation. The aerodynamical shape
influences. In order to permit easy access for maintenance work it is increases the stability around the yaw axis.
fixed via quick release fasteners. It is made of GRP with partly integrated honeycomb. Fixed to the
It is made of GRP with partly integrated honeycomb. bottom side of the shroud (vertical fin) it is connected to the bonding
system of the tail structure via a ground strap and has a static
Fin Tip Fairing discharger attached.
The fin tip fairing covers the upper side of the open vertical fin and
integrates the fixation point for the anti--collision light. Additionally it
can hold the GPS antennas, if configured.
The fin tip fairing is made of carbon fiber covered with a metal mesh
and a final layer of glass fiber. Fixed to the upper side of the vertical
fin, it is connected to the bonding system of the tail structure via a
ground strap and has a static discharger attached.

Access Points
The tail tube and shroud assembly has a total of eight access points.
Four are integrated into the shroud and three are within the integral flat
surface of the tail tube.
These four access points, plus the upper one of the shroud can be
exchanged against antenna fixation plates depending on the
configuration.
One of the points within the shroud is designed as a handle and can
be used for ground handling purposes. All of them are made of
aluminum sheeting.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Structure with Fairings, Access Points and Tail Skid

Fin Tip Fairing

Access Points

Drive Shaft Fairing

Tail Skid

Access Points

000937
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Horizontal Stabilizer
The horizontal stabilizer is bolted to the tail structure and has a fixed
setting. It dampens pitching motions of the helicopter around the
lateral or pitch axis during forward flight.

Build--up
The horizontal stabilizer is a two shell construction with partly
integrated honeycomb, enforced by carbon fiber spars. These
components are bonded and riveted together.
Guerny flaps are fixed by rivets on the upper left and right side of the
trailing edge.
Integrated cable channels are accessible via an access hole at the
center of the upper side.
Fixed tuning weights are installed on both sides of the horizontal
stabilizer.
End caps are installed to each outboard side; they are used as fixation
points for the position lights.

Fixation
Milled fitting areas allow a close fit towards the integral fittings of the
tail tube. A bolt on each side retains the horizontal stabilizer. Ground
connection is ensured by two ground straps between the trailing edge
and the tail tube.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Horizontal Stabilizer (Exploded View)

End Cap
Retaining Bolt

Bonding Strap

Gurney Flap

Cable Channel

Training Manual CAT B2
Mechanical System

Lubrication System
The lubrication system of the tail rotor transmission is a wet sump
lubrication system. The bearings of the input wheel module are
lubricated by an oil bath. By means of the teeth of the input wheel
module, the oil is splashed upwards to lubricate the output bearings
and gears. To ensure that the bearings of the control module receive
sufficient lubrication, oil splashes are collected by a collector tray,
which is part of the servo control support assy and routed into the oil
collector of the control module.
An oil filler neck with strainer is integrated to the upper left side, seen
in flight direction of the transmission housing. It is covered by a rubber
type filler cap. Ventilation is ensured by a borehole located in the upper
part of the oil filler neck.
Also on the left hand side seen in flight direction, just below the servo
control support assembly the oil level sight glass is installed, showing
minimum and maximum oil level marks.
Attached to the lowest point of the transmission an electrical chip
detector is installed. Its housing contains a self--sealing valve and a
bayonet type of lock. After the removal of the chip detector a drain hose
can be connected to the housing, to drain the oil from the transmission.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Lubrication System

Ventilation Borehole
Oil Filler Neck

Strainer

Oil Level
Sight Glass

Chip Detector

000949
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Rotor Drive Monitoring and Indication

Oil Contamination
The tail rotor transmission lubrication system is monitored only for
contamination by an electrically indicated magnetic chip detector.
Magnetic particles out of the transmission are attracted by a magnetic
plug and close an electrical circuit, thus the indication light will
illuminate.

Chip Detection
If magnetic particles close the gap of the chip detector the caution TGB
CHIP will illuminate on the FND master list and an audio alert is
triggered. The caution can be acknowledged by pressing the RESET
button on the cyclic stick or the ACK button, on the lower right side on
the FND.

Circuit Monitoring
During the power up self--test of the Helionix® system the electrical
circuit of the tail rotor chip indication is tested for continuity. If the test
fails e.g. plug disconnected, the advisory TGB CHIP SENSOR is
trigged and shown on the FND master list.
The continuity test is repeated during flight in a 10 minute intervall
(C--BIT).

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Rotor Monitoring and Indication

TGB CHIP
TGB CHIP SENSOR

FND Master List

Chip Detector
Caution / Advisory
Magnetic Chip Detector

13 / 14 CH I P DET ECT I ON F L T 12345

COUNT ER
0 : ENG I NE CH I P : 0

VEH I C L E CH I P
MGB : 2
TGB : 1

+ +
L B
U R
M T
-- --

Flight Report Page

000950
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Transmission Fairing
The two part transmission fairing protects the tail rotor transmission,
the aft drive shaft, the aft SEMA and the tail rotor hydraulic actuator
against environmental influences. In order to permit easy access for
maintenance work it is fixed via quick release fasteners toward the
stator. The bigger left hand fairing is made from carbon fiber with a final
layer of glass fiber. The smaller right hand fairing is made from glass
fiber.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Transmission Fairing

Fairing, Actuator Side

000951
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Tail Rotor Assembly

General Leading Particulars

The tail rotor is a fan in shroud type of tail rotor (Fenestron®) installed Weight incl. blades 10.5 kg
to the right hand side of the tail rotor transmission (seen in flight
Nominal speed 3122 RPM
direction) into the shroud of the tail structure. The direction of rotation
is counter clockwise, looking towards the tail rotor; the tail rotor axis is Power required approx. 250 kW
tilted 1° upward. Thrust approx. 6000 N
The tail rotor compensates the main rotor torque and permits control Rotor diameter 1.15 m
of the helicopter around its vertical (yaw) axis. Therefor the following
Number of blades 10
functions have to be assured:
Airfoil OAF 095 / 102 / 117 / 128 / 139
-- transmitting of all aerodynamical loads
-- withstanding centrifugal forces Blade twist 8.3° at R0.7
-- transmitting of torque from the tail rotor transmission to the Blade weight approx. 0.38 kg
tail rotor blades
-- transmitting of all tail rotor control commands via the tail
rotor transmission to the tail rotor blades.
The tail rotor is equipped with ten unevenly spaced rotor blades. This
arrangement, in combination with the asymmetrical and different
inclined guide vanes of the stator, produces an overlapping of the
acoustic vibration and, thereby provides a lower noise level of the tail
rotor.
The major assemblies of the tail rotor are:
-- tail rotor
-- tail rotor control.

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Training Manual CAT B2
Mechanical System

Tail Rotor

000952
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Training Manual CAT B2
Mechanical System

Tail Rotor RPM Monitoring and Indication

The tail rotor RPM is sensed by a magnetic pick--up (stationary, part
of the stator ring) and an interrupter (rotating, part of the tail rotor hub).
The produced frequency signal is mainly used as a back--up signal for
the main rotor RPM, in case the main transmission sensor fails. In
addition it is used as a phase signal for the balance equipment.

Monitoring and Indication

The RPM sensors are tested during the automatic start--up test of the
Helionix® system. If one of the two sensor signals is not available the
advisory NR SENSOR is displayed on ground.
In case of a main transmission sensor failure during flight the RPM
signal of tail rotor magnetic pick--up is used. If the signal of main
transmission RPM and tail rotor RPM magnetic pick--up is divergent,
the discrepancy arrows are displayed.

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Training Manual CAT B2
Mechanical System

Rotor RPM Monitoring and Indication

BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Functional Components
The engine main functional components are the: Exhaust Pipe
-- gas generator The elliptical, axial exhaust pipe ensures the gas flow by continuous
-- power turbine expansion and expels the gases overboard.
-- exhaust pipe Reduction Gearbox
-- reduction gearbox
The reduction gearbox converts the kinetic energy via the power
-- transmission shaft turbine into mechanical work. It consists of a two stage helical gear
-- accessory gearbox. train.
Gas Generator Transmission Shaft
The gas generator provides kinetic energy for the power turbine. The transmission shaft transmits the power from the reduction
Depending on power demand the amount of fuel injected varies thus gearbox output gear to the accessory gearbox. It is housed in a
the rotational speed, the air flow mass and the kinetic energy vary. protection tube.
The main components of the gas generator are:
Accessory Gearbox
-- single stage axial compressor
The accessory gearbox contains the accessory drive train (driven by
-- single stage radial compressor the gas generator) and the main power drive, which is connected to the
-- annular combustion chamber centrifugal fuel injection main gearbox of the helicopter.
-- single stage axial turbine.

Power Turbine
The power turbine operation is a balance between the kinetic energy
received from the gas generator and the demanded rotor power and
speed. The power turbine is a single stage turbine.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Functional Components

Gas Generator Power Turbine

Exhaust Pipe
Axial Centrifugal Combustion Turbine
Compressor Compressor Chamber

Accessory
Gear Box

Accessory Drive Train

Main Power Drive

Reduction Gearbox
Transmission Shaft

000963
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fire Warning and Extinguishing System

General Operation
Due to certification rules the helicopter is equipped with a fire warning If overheating (fire) is detected in one of the engine compartment, the
and extinguishing system. Informing the crew about an increased respective fire detector(s) complete the circuit to ground via a bimetal
temperature within the engine compartments and giving the possibility switch (test switch in OFF position). The warning caption FIRE on the
to extinguish the fire. EMER OFF SW 1 at the W / U illuminates together with FIRE in addition
with ENG1 / ENG2 on the FND master list.
The system comprises:
At the same time, the circuit to the audio control is completed and a
-- fire warning voice message is heard in the headsets.
-- fire extinguishing
-- monitoring and testing.

Fire Warning
Both engines and engine compartments are equipped with
independent fire warning systems. Each system consists of three fire
detectors, one installed to the engine, the other two installed to the aft
firewall, the fire warning logic circuitry located in the warning unit and
a visual / audio warning. Electrical power is supplied by the ESS BUS
1 / ESS BUS 2, via the circuit breakers FIRE D.
Trigger temperatures:
-- engine accessory gearbox 210 °C
-- rearfire wall 315 °C.

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Training Manual CAT B2
Mechanical System

Fire Warning

Fire Detector

000986
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fire Extinguishing
The fire extinguishing system is a semi--automatic system with an
extinguishing logic, integrated into the warning unit. Two extinguishing
bottles are installed to the right hand side of the aft deck. The bottles
have two outlet ports each, guarded by explosive cartridges. From
these outlet ports tubes are routed to the respective engine
compartment.
Pressure gauges can be read through openings in the cowling for
preflight check routine. Beside the openings in the cowlings there is a
pressure temperature table for comparison.
A mechanical discharge indicator is connected to the pressure outlet.
As soon as one of the overpressure relief valves of one of the bottles
opens and the respective bottle is discharged, a red plastic diaphragm
will rupture and indicate the unintended discharge.
The extinguishing agent used is HALON 1301 and nitrogen is used as
propellant.

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Training Manual CAT B2
Mechanical System

Fire Extinguishing System

Pressure Gauges

Transfer Tube RH Engine

Transfer Tube LH Engine

Explosive Cartrige

Overpressure
Discharge Indicator

000987
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Training Manual CAT B2
Mechanical System

Fire Extinguishing Operation After those steps are performed the system will automatically
discharge bottle no.1 into the selected engine compartment as soon
If the red FIRE caption on the W / U and the red warning FIRE ENG1
as the N1 RPM falls below 45 %.
/ ENG2 on the FND master list comes on, additionally an audio alert
and the voice message “engine one / two fire” are triggered. This will be indicated by the caution FIRE BOT1 USED on the FND
master list.
 NOTE The warning on the FND master list and the audio If the fire is not extinguished with the first bottle, the second bottle is
alert can be acknowledged. automatically available after 15 s. This is indicated by the illumination
BOT2 on the selector switch.
The following steps have to be performed in sequence to extinguish
the fire:  NOTE The FLM asks to wait for a time period of 1 minute
-- open the guard of the respective EMER OFF SW, press to before using the second bottle.
release the light--head FIRE switch, this causes:
-- fuel shut--off valve will close Pushing the bottle select switch will cause the immediate discharge of
bottle no.2, because N1 RPM is already below 45 %.
-- indication green ACTIVE will illuminate
-- yellow BOT1 on the bottle select switch will
illuminate
-- push respective bottle select switch to acknowledge
-- green annunciator EXT on top of the BOT select
switch will illuminate.

 NOTE As a pre -- requisite a fire warning must be present

to launch the extinguishing sequence.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fire Extinguishing System -- Sequence of Operation

FIRE? N1 < 45 % wait 1 minute

BOT1 will be discharged

FIRE on depress
FIRE BOT1 EXT off BOT1 / BOT2
(ML SYS 1) on
FIRE BOT1 USED on
release EXT on
EMER OFF
SW no is the
FIRE BOT2 will be discharged
ENG1 FUEL extinguished?
VALVE CLSD on
BOT1 ACTIVE on yes FIRE off
FIRE EXT off
(ML SYS 1) off BOT2 off
FIRE BOT1 USED on FIRE off
depress
BOT1 / BOT2 FIRE
after 15 seconds (ML SYS 1) off
FIRE BOT1+2 USED on
BOT 2 on
EXT on
FIRE BOT1 USED on

000988
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Training Manual CAT B2
Mechanical System

Monitoring and Testing

Two switches installed in the overhead panel, allow separate system EXT / WRN
testing of the fire warning system as well as the fire extinguishing Fire warning circuit will be tested by simulating a fire detection
system for serviceability. The switches are 3 position toggle switches sequence:
and spring loaded between the positions EXT and EXT / WARN.
-- warning ENG1 or Eng2 FIRE on FND master list comes on
-- voice message “engine one or engine two fire” is audible
 NOTE The test logic is described for system 1;
indications for system 2 test are analog. -- caution FIRE BOT1+2 USED on FND extinguishes
-- information message FIRE BOT1+2 TEST on FND master
The following positions and functions are available: list comes on -- warning FIRE on the W / U appear
OFF -- yellow BOT 1 and 2 on the W / U appear
Normal position for the fire warning and extinguisher system during -- green EXT light on the W / U appear.
flight. The warning and cautions on the FND master list can be
EXT acknowledged.
Fire extinguishing system will be tested for continuity. The indications
on the FND master list must be visible:  NOTE A continuity test is carried out permanently during
flight. If the caution FIRE BOT 1 USED / FIRE BOT 2
-- caution FIRE BOT1+2 USED.
USED illuminates during flight, it indicates that the
respective bottle is not available anymore.

 NOTE The test switches must be switched back to the

OFF position for normal operation.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Monitoring and Testing

Switches FIRE TEST

Overhead Panel

Warning Unit

ENG1 FIRE ENG2

FIRE BOT 1+2 USED
FIRE BOT 1 USED
FIRE BOT 2 USED
FIRE BOT1+2 TEST

FND Master List

Fire Warning and Ext. System
Warning / Cautions / Information

003620
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Airframe Fuel System

General Fuel Supply and Feed System

The airframe fuel system stores fuel and supplies it to the engines. It The purpose of the fuel supply and feed system is to deliver fuel to the
also provides the fuel quantity indications and fuel system condition engines. This includes transferring fuel from the aft and forward main
monitoring. It consists of four subsystems, as follows: tanks to the supply tank, and priming the engine fuel system during
start. The fuel supply and feed system consists of:
-- fuel storage system
-- fuel vent system -- fuel feed lines
-- fuel supply and feed system -- fuel supply lines
-- fuel monitoring system. -- equipment plates with fuel transfer pumps, prime pumps
and jet pumps
Fuel Storage System -- shut--off valves
The fuel storage system has four fuel cells, incorporated in three -- fuel return lines.
bladder type tanks. They are made of Kevlar® fabric coated with
polyurethane on both sides. The system mainly consists of:
Fuel Monitoring System

-- fuel supply tanks The monitoring and indication system of the fuel system provides the
pilot with information about the fuel quantity and system malfunctions.
-- forward main tank
-- aft main tank.

Fuel Vent System

The fuel vent system shall keep the fuel system unpressurized under
all operation conditions. The fuel vent system consists of:
-- vent lines
-- expansion box
-- refueling vent line.

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Training Manual CAT B2
Mechanical System

Airframe Fuel System

Fuel Supply and Feed System

Fuel Storage System

Fuel Monitoring System

Fuel Vent System

000997
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Training Manual CAT B2
Mechanical System

Fuel Storage System

Three bladder type tanks made of a Kevlar® fabric coated with Refueling
polyurethane are installed to the tank bays of the lower shell between
The helicopter refueling point and ground connection are located on
STA 3125 and STA 5645. The cabin / cargo floorboard covers the tank
the left side of the fuselage. The filler neck and cap are located inside
bays.
a hinged access door between STA 4015 and STA 5025. The
Each tank bladder has two ventilation connections to the ventilation grounding connection is located just below and aft of the hinged
system via the cabin / cargo floorboard. access door. All three fuel tanks are gravity refueled through this filler
As the tank bladders have the same shape and counture as the tanks neck.
bays they cannot shift within their respective bay. Butterfly--type The grounding connection is used to discharge static electricity after
Velcro® strips are vulcanized to the topside of the tank bladders and the helicopter has landed and during refueling and maintenance tasks.
the receptacle Velcro® parts are bonded to the underside of the cabin
/ cargo floorboard. Thus preventing the tanks from collapsing. Fuel Capacity
The tanks are arranged one behind the other and connected to each Usable Fuel Unusable Fuel
other by overflow channels. Looking from front to rear, the tanks are Tank
liter kilogram liter kilogram
arranged as follows:
Main
-- supply tank 781.5 625.0 3.30 2.7
(incl. upper supply tank)
-- forward main tank
Supply (left) 59.0 47.2 3.75 3.0
-- aft main tank.
Supply (right) 67.0 53.6 3.75 3.0
Total 907.5 725.8 10.80 8.7

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Training Manual CAT B2
Mechanical System

Fuel Storage System

RH Engine Supply Line
Fuel Transfer Pump FWD
Prime Pump 2
Fuel Transfer Pump Aft
RH Supply Tank Chamber To Engine 2

Jet Pump
FWD

Bulkhead

LH Supply Tank Chamber To Engine 1

Aft Main Tank
Prime Pump 1
FWD Main Tank

LH Engine Supply Line

Filler Neck

000998
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Tanks
Supply Tank Forward Main Tank
The bladder of the supply tank comprises two fuel cells and is The forward main tank is connected in addition to the supply tanks to
connected to the forward main tank via two overflow channels. the aft main tank. The aft main tank connection consists of two
overflows at the top, left and right side, and one overflow at the lower
The tank has two ventilation (one left and one right side) connections
to the ventilation system via the cabin / cargo floorboard. left side.
The tank has two ventilation (one left and one right side) connections
A longitudinal separation, supported by a wall of the lower shell
establishes the left and right supply tank cells. Due to the different to the ventilation system via the cabin / cargo floorboard.
height position of the overflow channels, the volumes of the two supply On its left side, within the forward portion of the tank the filler neck is
tank cells differ in order to avoid simultaneous flame out of both installed.
engines.
The FWD main tank provides two mounting flanges to accept
Each of the cells is equipped with a mounting flange to accept equipment plates. The positions of the mounting flanges are given via
equipment plates. The mounting flanges position is given via four four studs each, aligning with holes in the lower shell.
studs aligning with holes in the lower shell.
Aft Main Tank
The volume above the overflow channels is part of the main tank
volume and indicated with the main tank quantity. The aftmain tank is connected to the FWD main tank by two upper and
one lower interconnecting tube.
The tank has two ventilation (one left and one right side) connections
to the ventilation system via the cabin / cargo floorboard.
The aft main tank provides a mounting flange for the installation of the
equipment plate. The position of the mounting flange is given via four
studs, aligning with holes in the lower shell.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Storage System

Aft Main Tank

FWD Main Tank

RH Supply
Tank Chamber

Filler Neck

Overflow Channels

LH Supply Tank Chamber

View looking FWD

000999
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Training Manual CAT B2
Mechanical System

Equipment Plates
The five equipment plates are accessible through the access panels
of the bottom shell of the fuselage. They are the installation platform
for the:
-- fuel pumps
-- jet pump
-- fuel quantity transmitters
-- drain valves.
Hardware installed to the five equipment plates differ as follows:
-- equipment plates (two) installed to the supply tanks are
equipped with a prime pump, a fuel quantity transmitter
with low fuel sensor and a drain valve
-- equipment plates (two) installed to the forward main tank
are equipped with a transfer pump, a fuel quantity
transmitter and a drain valve
-- equipment plate (one) installed to the aft main tank is
equipped with a jet pump, a fuel quantity transmitter and a
drain valve.

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Training Manual CAT B2
Mechanical System

Equipment Plates
Fuel Quantity
Transmitter
Jet Pump

Fuel Quantity
Transmitter
Check Valve
Orifice
FWD Fuel
Fuel Pump Pump Motive
Housing
Fuel Quantity
Transmitter

Low Fuel Sensor

Drain Valve
Aft Main Tank

Check Valve

Drain Valve
FWD Main Tank

Drain Valve
Supply Tank

001002
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Training Manual CAT B2
Mechanical System

Fuel Transfer Pumps Fuel Prime Pumps

Installed as transfer pumps, the main outlet of the housings are Installed as prime pumps, the main outlet of the housings are equipped
equipped with a restrictor and a check valve each. They are connected with unions only. The pumps in the left and right supply tank deliver fuel
to the feed lines and deliver fuel from the forward main tank into the to the respective engines via the supply lines during engine start.
supply tanks. The check valves prevent reversed fuel flow to the main When the engines are running, a liquid ring type pumpe, which is part
tank in case one transfer pump fails. of the engine mounted low--pressure fuel system, draw the fuel from
the supply tanks. Thus, the prime pumps are switched off during
The delivery rate of one transfer pump is sufficient to fill both chambers
of the supply tank. The surplus fuel returns to the forward main tank normal operation.
by the two overflow channels. The secondary outlets of the housings are not in use and blanked.
The secondary outlets are equipped with check valves and connected Control
to the jet pump line, transferring fuel as motive pressure fluid towards
the jet pump. The check valves prevent reversed fuel flow to the main The left prime pump is controlled by the switch FUEL PUMP PRIME
tank and ensure the function of the jet pump in case one transfer pump 1 and connected via the circuit breaker PRIME--P to ESS BUS 1. The
fails. right prime pump is controlled by the switch FUEL PUMP PRIME 2 and
connected via the circuit breaker PRIME--P to ESS BUS 2.
Control
The forward transfer pump is supplied with power from ESS BUS 1 via  NOTE The prime pumps are used only during engine
the circuit breaker XFER--F PUMP and controlled by the toggle switch start, in flight they are switched off.
FUEL PUMPS XFER F in the overhead panel. The caution light
F PUMP FWD indicates that the pump has been switched off, has a
failure or runs dry.
The aft transfer pump is supplied with power from SHED BUS 2 via the
circuit breaker XFER--A PUMP and controlled by the toggle switch
FUEL PUMP XFER A in the overhead panel.

 NOTE Both transfer pumps have to be switched on

during helicopter operation.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Pumps -- Switches and Circuit Breakers

Circuit Breaker
XFER A PUMP

Circuit Breaker
XFER F PUMP
Circuit Breaker
PRIME PUMP 2

Switches
Circuit Breaker PRIME PUMP 1
PRIME PUMP 1 PRIME PUMP 2

Switches
XFER PUMP F
XFER PUMP A

003622
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Quantity Transmitter

The fuel quantity transmitters are capacitive sensors. A constant input
signal is changed by the fuel level in the tanks, thus the capacitance
and frequency of the input signal changes and becomes the output
signal. This output signal is used to indicate the fuel quantity in the fuel
tanks.
A fuel quantity transmitter consists of a housing with integral
installation flange, containing the processing electronic and two
concentric tubes which form the capacitor. Holes at the top and the
bottom of the outer tube ensure that the fuel level between the two
concentric tubes is the same than in the tank.
Three different types of fuel quantity transmitters are installed:
-- supply tank transmitters (two) equipped with low fuel
sensors
-- forward main tank transmitters (two)
-- aft main tank transmitter.
The supply tank and fwd main tank transmitters extend to the upper
side of the tank into conical rubber receptacles. In order to prevent the
penetration of the tank in case of an incident the outer tube is slotted,
thus establishing a predetermined breaking point.
-- aft main tank transmitter is short and does not need this
feature.

 NOTE The installation direction of the fuel quantity

transmitters is marked FWD on the housing cover.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Quantity Transmitters

Aft Main Tank Transmitter

Low Fuel Sensor

FWD Main Tank Transmitter

Supply Tank Transmitter

001005
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Shut--Off Valves
The ball valve type shut--off valves, installed to sealed housings in the
left and right side shells are used to perform emergency engine
shutdown by interrupting the fuel supply to the respective engine.

Control
The shut--off valves are controlled by the EMER OFF SW 1 resp.
EMER OFF SW 2, located in the warning unit. The switches are
guarded push--to--release switches and at the same time the FIRE
light indication.
If released an electrical motor, supplied by the ESS BUS 1 / ESS
BUS 2 via the circuit breakers FUEL--V respectively operates the ball
of the valves.
A green ACTIVE light in the warning unit indicates the activation of the
push--release switch.

 NOTE On ground, with no engine running and no FIRE

warning ON, only the shut--off valve will close
when operating the EMER OFF SW.

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Training Manual CAT B2
Mechanical System

Fuel Quantity Indication on VMS, FND and Warning Unit

Low Fuel Warning

LOW LOW
FUEL 1 FUEL 2

Warning Unit

Fuel Indication

Fuel
Indication

VMS FND
Master List

00§!!$
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Quantity / Fuel Flow Indication

Fuel quantity, fuel flow parameter and status information from the As an option, the fuel flow indicates the actual fuel consumption of
analog sensors are received by the AMCs and processed. The VMS each engine in the selected unit of measurement.
and the FND indicate the fuel amount computed from the two supply
Additionally the remaining flight time is displayed in hours and minutes,
tank transmitters and the three main tank transmitter signals. The VMS
calculated from the total fuel quantity.
indicates in addition the fuel flow.
Configuration Page
 NOTE Inaccuracies resulting from pitch attitude of the
On the configuration page the fuel units can be configured to liter / kilo
helicopter are taken into account (attitude
or pound / imperial gallons / US gallons and fuel flow and auxiliary tank
compensation).
can be set to installed / not installed.
 NOTE Inaccuracies resulting from different fuel types and System Status Page
temperatures (density) are within the system
tolerance. On the system status page the fuel temperature is indicated.

Weight Page
Fuel quantity / fuel flow indication and information on the VMS take
place in / on the: On the weight computing page the total sum of fuel is indicated.

-- fuel system area Fuel quantity indication and information on the FND
-- configuration page The fuel quantity indication on the FND is simplified; it shows the fuel
-- system status page quantity in the main tank and in both supply tanks as a bar graph
-- weight page. display. The numerical value indicates the total fuel tank quantity in the
selected unit of measurement.
Fuel System Area
If an auxiliary fuel tank is installed and configured a green arrow
The display indicates the fuel quantity in the main tank and in both indicates that fuel transfer from the auxiliary to the main tank takes
supply tanks. In addition to the blue bar graph display of the fuel place.
content in the tanks, a numerical value of each fuel tank quantity in the
selected unit of measurement is displayed.
If an auxiliary tank is installed and configured the quantity is indicated
too. In case fuel transfer from the auxiliary to the main tank takes place
a green arrow is shown.

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Training Manual CAT B2
Mechanical System

Fuel Quantity Indication on VMS and FND

Fuel Transfer Indication

Auxiliary Tank Indication
Bar Graphs (optional)

Endurance
(optional)

Fuel Flow
Engine 1
(optional)

VMS FND

Numeric Indication

001010
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Quantity Monitoring

The fuel quantity in both supply tanks is monitored; if the quantity in the  NOTE The LOW FUEL1 respectively LOW FUEL 2 warning
supply tanks reduces the crew will receive a corresponding indication light on the W / U is triggered by the respective low
on the VMS, the FND and the warning unit. Additionally the fuel fuel sensor directly. The same signals enter the
quantity transmitters are monitored for function. AMCs, are processed and then trigger the FND
master list warning LOW with the addition FUEL1
A reduction of the fuel quantity in the supply tanks to 42 kg left side
respectively 48 kg right side causes the: or FUEL2.

-- respective bar graph color to change from blue to yellow  NOTE Due to sloshing fuel, the LOW FUEL indication on
(VMS and FND) the warning unit may come on / off a few times.
-- caution FUEL RESERVE to appear blinking on the FND The indication on the FND master list is
master list automatically latched for 60 seconds.
-- audio alert is activated.
Circuit Monitoring
If the fuel quantity in the supply tanks drops to 26 kg the:
During the lamp test of the Helionix® system the circuits of the low fuel
-- respective bar graph color changes from yellow to red
sensors are tested. In case the low fuel monitoring circuit is interrupted,
(VMS and FND) additionally the red label LOW is shown in
the advisory LOW SENSOR with the addition FUEL1 / FUEL2
the supply tank area (VMS and FND).
respectively illuminates on the FND master list. A lamp test is carried
-- warning LOW with the addition FUEL1 respectively FUEL2 out by switching the test switch on the overhead panel to LAMP.
appears blinking on the FND master list
The following state must be present:
-- warning LOW FUEL1 respectively LOW FUEL2 appears on
the W / U -- voice message “fuel one, low” respectively “fuel -- caption LOW FUEL1 and LOW FUEL2 on the W / U
two, low” is triggered once illuminate.
-- audio alert is activated.

 NOTE Two red horizontal lines on top of the supply tank

symbol on the FND fuel display indicate that the
fuel transfer pumps are not working in a good
condition.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Quantity Monitoring W / U, FND and VMS

Low Fuel Warning

LOW LOW
FUEL 1 FUEL 2

Warning Unit

FUEL1 LOW FUEL2

FUEL RESERVE
FUEL1 LOW SENSOR FUEL2

LOW LOW

FND Master List 690 Kg 88 Kg 57 Kg

Fuel Quantity
Warning / Caution / Advisory FND Possible Fuel Indications

LOW

47 590 53 47 180 53 41 0 47 24 0 33

VMS Possible Fuel Indications

001011
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Quantity Transmitter Monitoring

The signals of the fuel quantity transmitters are monitored. Failures are
indicated on the FND master list under the following malfunction
conditions:
-- failure of one fwd main tank and / or aft main tank and / or
aux tank transmitter causes the caution FUEL QTY DEG to
appear blinking on the FND master list and an audio alert is
activated.
-- failure of two FWD main tank transmitters causes the
caution FUEL QTY FAIL to appear blinking on the FND
master list and an audio alert is activated.
-- failure of one supply tank transmitter causes the caution
FUEL QTY FAIL to appear blinking on the FND master list
and an audio lert is activated.
The respective bar graph will disappear and the numerical value
changes to amber stars. The white frame of the respective tank turns
yellow.

 NOTE If an auxiliary fuel tank is installed and configured

and its transmitter fails the indication on the FND
master list will be FUEL QTY DEG. The bar graph
disappears and the white frame of the auxiliary
tank turns yellow. The numerical value changes to
amber stars.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Quantity Transmitter Monitoring

FUEL QTY FAIL

FUEL QTY DEG

FND Master List

Fuel Quantity Monitoring
Caution

001012
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Pump Monitoring Jet Pump Monitoring

Prime pumps are used for engine start only, thus the caution light The function of the jet pump is monitored by the fuel quantity signal of
PRIME PUMP ON with the addition FUEL1 / FUEL2 displayed on the the forward main tank and the fuel quantity signal of the aft main tank.
FND master list indicates that the respective prime pump has been If the quantity in the forward main tank is less than 15 kg, but the
switched on. At the same time an audio alert is generated. quantity in the aft main tank is still more than 10 kg, the caution JET
FUEL PUMP is displayed on the FND master list and an audio alert is
Transfer pumps have two types of monitoring.
generated.
-- as long as one of the two transfer pumps is switched off the
caution FWD FUEL PUMP or AFT FUEL PUMP or if both  NOTE If the JET FUEL PUMP caution illuminates, the
are switched off AFT+FWD FUEL PUMP is displayed on main tank unusable fuel increases to 72 liter /
the FND master list and an audio alert is generated. 58 kg.
-- during normal operation, the power consumption of the
transfer pumps is constantly monitored. As soon as the
consumption is out of normal range e.g. blocked, if the
pump has a mechanical failure, the caution PUMP with the
addition FWD / AFT respectively illuminates on the FND
master list. At the same time an audio alert is generated.
-- if one main tank fuel pump is running “dry” when the fuel
quantity in the main tank is below approximately 50 kg (62
liters) or if the main fuel quantity is below 32 kg (40 liters),
the advisory MAIN FUEL LOW illuminates on the FND
master list.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Pump and Jet Pump Monitoring

FUEL1 PRIME PUMP ON FUEL2

AFT+FWD FUEL PMP
AFT FUEL PUMP
FWD FUEL PUMP
JET FUEL PUMP
MAIN FUEL LOW
47 30 54

FND Master List Main Fuel Low Condition

Fuel Pump / Jet Pump
Caution

001013
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Shut--Off Valve Monitoring

The shut--off valve is monitored by two means, valves position and
valves movement.
A switching logic integrated in the valve detects the motion of the valve
and triggers the caution FUEL VALVE POS with the addition ENG1 /
ENG2 respectively and activates an audio alert.

 NOTE If a valve sticks during motion the caution remains

Two micro switches detect the open and close position. If the shut--off
valve is closed the respective micro switch is contacted, thus
-- power supply to the motor and to the caution FUEL VALVE
POS is interrupted
-- the caution FUEL VALVE CLSD with the addition ENG1 /
ENG2 respectively is triggered
-- an audio alert is activated.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Shut--Off Valve Monitoring

ENG1 FUEL VALVE POS ENG2

ENG1 FUEL VALVE CLSD ENG2

FND Master List

Fuel Shut--off Valve
Caution

001008
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Fuel System

General
The engine fuel system supplies, distributes, controls, meters and
injects the fuel necessary for the momentary power demand.
Fuel supplied by the airframe fuel system is delivered to the engine fuel
pump. The amount of fuel needed is calculated by the Engine
Electronic Control Unit (EECU), metered by the metering unit,
controlled by the fuel valves assembly and injected by the centrifugal
injection wheel and the start injectors.

Components
The main components of the engine fuel system are the:
-- pump and metering unit assembly
-- fuel valves assembly
-- fuel injection system.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Fuel System Overview

Sensors

Engine
Electronic
Control Unit

Fuel
Metering Valves
Unit Assembly

Fuel Tank Fuel Filter

LP Pump HP Pump

Prime Pump N1
Fuel Injection System
Pump and Metering Unit Assembly

Airframe Engine

001014
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Training Manual CAT B2
Mechanical System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Fuel System

Stop Purge Valve
Constant nP Valve Stop Electro--Valve
Fuel Flow Meter
Fuel Pressure and (optional) Pressurising
Temperature Transmitter Valve
Combustion
Fuel Filter Chamber Fuel
Additional Check Valve
Fuel Pressure Transmitter Inlet Union

Oil / Fuel Heat Exchanger Centrifugal

(Oil Filter) Injection Wheel
Start Purge
Valve

Metering Unit FUEL

INJECTION
Start SYSTEM
Electro--Valve

Start Injectors
Start Injectors
Purge Valve

FUEL VALVES
ASSEMBLY P3
PUMP AND
Fuel Filter Blockage METERING UNIT
Combustion
Indicator and ASSEMBLY
LP Pump Chamber Drain Valve
Bypass Valve Restrictor

001015
HP Pump with Pressure Relief Valve

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Training Manual CAT B2
Mechanical System

Fuel Valves Assembly

The fuel valves assembly distributes the fuel supplied by the pump and
metering unit to the start injection and main injection systems. It also
purges the centrifugal injection wheel when the engine is shut down.
The valves have the following functions:
-- the stop electro valve controls the fuel flow to the injection
system
-- the pressurizing valve ensures the priority fuel flow to the
start injectors during start
-- the start electro valve controls the fuel flow to the start
injectors
-- the start injector purge valve ensures air purging of the
start injectors after the start
-- the stop purge valve ensures the return of remaining fuel
out of the centrifugal injection wheel after engine
shutdown.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Valves Assembly

Stop Purge Valve

Pressuring Valve

Pressurizing Valve

Stop Purge Valve From Metering Unit

Stop Electro Valve

Fuel Injection
System
Start Electro Valve

Start Injectors
Purge Valve

Stop Electro Valve

Start Electro Valve

Start Injectors Purge Valve

001018
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Training Manual CAT B2
Mechanical System

Stop Electro Valve Start Electro Valve

The stop electro valve controls the fuel flow to the injection system. It The start electro valve either opens or shuts off the fuel supply to the
is a bistable valve consisting of a two--coil solenoid (opening coil and start injectors. It is a two way, monostable valve consisting of a
closing coil) and a two position valve. solenoid that controls a double valve. The two ways are the fuel inlet
and the fuel outlet to the start injectors.
The electro valve is located on each engine. It is part of the fuel valve
assembly and is installed on a support on top of the centrifugal The electro valve is located on each engine. It is part of the fuel valve
compressor casing. assembly and is installed on a support on top of the centrifugal
compressor casing.
Operation
Operation
The stop electro valve opens when the engine is started. It is controlled
by the Engine Stop Relay via the engine mode selector switch or via The start electro valve opens when the engine is started. It is energized
the EECU in case of overspeed detection. and fully controlled by the EECU. In addition to that, the stop electro
valve opens and the fuel is supplied to the start injectors.
The stop electro valve closes when the engine is shut down.
The start electro valve closes when N1 reaches 61 % (self--sustaining
speed) and cuts off the fuel supply to the start injectors.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Fuel Valves Assembly

Stop Electro Valve

Centrifugal
Injection Wheel

From Metering Unit

Pressurizing Valve

Stop Purge Valve

Start Electro Valve

Start Injectors
Supply to
Purge Valve
Start Injectors

Starting

Stop Electro Valve

Start Injectors Purge Valve Start Electro Valve

001019
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Fuel System Limit Exceedance Indication

Each exceedance of the engine fuel system parameter, FUEL TEMP,
PUMP PRESS or FUEL FILT pre clogging causes an event to be
recorded and the first flight report page shows EVENT and the
additional flight report page ENG SVC NEEDED is created.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Fuel System Limit Exceedance Indication

0 5 / 05 ENG SVC NEEDED F L T 320

I BF 1 C LOGG I NG 70% EXCE EDED
I BF 2 C LOGG I NG 80% EXC EEDED

RUN DOWN ENG1&2 I O I L F LOW ENG1&2

F UE L T EMP ENG1&2 I O I L PRESS ENG1& 2
PUMP PRESS ENG1&2 I O I L T EMP ENG1&2
+
FUE L F I L T PR E - C LOGG I NG ENG1&2 +
L B
U R
M T
-- --

Flight Report Page

Engine Fuel System Limit Exceedance Indication

001027
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Airframe Oil System

General
The oil system stores oil for the engine, ensure engine and main Oil Cooling System
transmission oil cooling and provides engine oil system monitoring. It
The two oil cooling systems are responsible for oil cooling of the
comprises five subsystems:
respective engine and main transmission oil systems. They are
-- engine oil storage mounted directly on the left and right side of the main transmission.
-- oil cooling system Three subassemblies form the system:
-- oil lines
-- oil cooler
-- oil system ventilation.
-- blower fan
Engine Oil Storage -- air ducting.
Two oil tanks, positioned below the oil cooler on the respective side, Oil Lines
are attached to the main transmission deck by mounting straps. They
store the engine oil and provide fittings for the connection to the Flexible hoses are used to connect the different system components.
engines oil system. Within the return circuit a thermo--bypass valve is installed.

Oil System Ventilation

The engine oil system is ventilated into the engine accessory gearbox
and from there, via the engine vent system overboard.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Airframe Oil System

Oil Cooling System

Oil System
Ventilation

Oil Storage

Training Manual CAT B2
Mechanical System

Engine Oil System

General
The engine oil system supplies, distributes oil into the engine to cool
and lubricate bearings and components.
The main components of the engine oil system are the:
-- oil pumps and valve assembly
-- oil filter assembly.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Oil System Overview

Airframe Engine Vent Line

Oil Pressure Oil Pressure and

Transducer Temperature
Transducer

Oil Filter

Oil Tank Pressure

Pump By--pass Fuel / Oil Heat
Valve Mechanical
Oil Cooler Exchanger Mechanical
Check Valve Magnetic Plug
Magnetic Plug

Strainers
Oil Valve Assembly Chip Detector Scavenge Pump
Restrictors

001032
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Pumps and Valve Assembly

The pump unit, installed at the accessory gearbox consists of one
housing containing four pump elements (one pressure pump element
with a pressure--relief valve and three scavenge pump elements).
The four pumps are driven by a common drive shaft, which is
connected to the accessory gearbox N1 drive train.
Attached to the pump housing is a valve assembly which has the chip
detector and the oil outlet union installed.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Pumps and Valve Assembly

Pressure Relief Valve

Pressure Pump

From Oil Tank To Oil

Pump

From Engine
Chip Detector

Oil Valve
Assembly Chip Detector Scavenge Pumps

001033
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil System Monitoring and Indication

Oil Pressure Indication

ENG1 OIL LOW PRESS ENG2

ENG1 OIL HIGH PRESS ENG2
ENG1 OIL OVERLIMIT ENG2
ENG TREND

Oil Pressure / Temperature

Transducer FND Master List
Engine Oil Pressure
Oil Pressure Transducer Caution / Advisory

002204
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Oil Temperature Monitoring / Indication

Engine oil temperature is monitored by a combined pressure / Oil High Temperature Caution
temperature transducer installed after the oil filter on the oil filter
Oil temperature is monitored in order to assure proper system function
mounting plate.
under all operational conditions.
The temperature transducer is a heat sensitive resistor. Its value
Whenever the oil temperature increases above 115 °C, the caution
changes due to the oil temperature; the signal is sent to the EECU and
OIL HIGH TEMP with the addition ENG1 / ENG2 respectively
from there to the indication on the VMS. The normal range of the
generated by the AMC is displayed on the FND master list and an
engine oil temperature is 0 °C to 115 °C.
audio alert is generated.
If the oil temperature value reaches one of these limits the respective
area (e.g. amber area) is filled. Additionally the numerical value will be
displayed and highlighted respectively.
If the oil temperature reaches the lower amber area (below 0 °C), the
caution OIL OVERLIMIT will illuminate on the FND master list and an
audio alert is generated.
The trend of the engine temperature is monitored too. If an abnormal
trend is detected (e.g. decrease of pressure above trigger point) the
numerical value will be automatically displayed and highlighted white.
Additionally the advisory ENG TREND appears on the FND master list.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Oil Temperature Monitoring and Indication

VMS

Oil Temperature
Indication

ENG1 OIL HIGH TEMP ENG2

ENG1 OIL OVERLIMIT ENG2
ENG TREND

Oil Pressure / Temperature

Transducer
FND Master List
Engine Oil Temperature
Oil Pressure Caution / Advisory
Transducer

002205
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Training Manual CAT B2
Mechanical System

Engine Oil System Limit Exceedance Indication

XX / XX ENG SVC NE EDED F L T 32 0

I BF 1 C LOGG I NG XXX% EXCEEDED
I BF 2 C LOGG I NG XXX% EXCEEDED

RUN DOWN ENG1&2 I O I L F LOW ENG1&2

FUE L T EMP ENG1&2 I O I L PR ESS ENG1& 2
PUMP PR ESS ENG1&2 I O I L T EMP ENG1&2
+
FUE L F I L T PRE - C LOGG I NG ENG1&2 +
L B
U R
M T
-- --

Flight Report Page Engine Oil System Exceedance Indication

001040
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Control System (FADEC)

General Engine Components

The engine control system FADEC adapts the engine power output to Hydromechanical components
the requirements of the flight state, by varying the fuel quantity.
-- fuel pump and metering assembly
At the same time all engine limits are monitored and exceedances are -- fuel valve assembly
indicated and stored.
-- fuel injection system.
The engine control system FADEC comprises the: Electrical components
-- control and indication sensors
Aircraft Components
-- metering needle position transmitter
-- collective position LVDTs
-- stepper motor
-- control and monitoring elements
-- alternator
-- EECU power supply
-- ignition / starter system.
-- start / stop selection logic.

Engine Electronic Control Unit (EECU)

The EECU is the digital, dual channel control computer of the engine.
It is installed to the airframe of the helicopter.

Engine Data Recorder (EDR)

The engine data recorder (EDR) stores specific parameters relating to
its engine and records usage parameters during engine operation.

 NOTE The EDR belongs to the respective engine serial

number.

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Training Manual CAT B2
Mechanical System

Engine Control System Overview

003623
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Training Manual CAT B2
Mechanical System

Engine Control System Functional Schematic

Stop

A/C Controls and A/C 28 VDC Other

Instruments Supply EECU A/C Start and Stop Logic
A
I

Start control

Overspeed
R
F
Ethernet

R
A EECU
M

Start
Stop
E
CHANNEL CHANNEL
A B

EDR

Firewall
Indication
Filter status

Bleed Valve Ignition

Sensors Control Sensors Starter
Position Unit
Alternator Microswitch
A B
E Position Main
N Transmitter Stop
G Electro-- Pressuring Injection
I Stepper Motor Valve Valve
System
N Fuel A B
E LP Fuel HP
Pump Filter Pump Metering Needle
Inlet Start Start
Electro-- Valve Injectors

Fuel Start Injectors

Pump and Metering Unit P3
Valvers Purge Valve
Assembly Assembly

001042
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Control System Signal Schematic

28 VDC
BUSBAR ALTERNATOR A
AIRCRAFT ENGINE
ALTERNATOR B
SUPPLY
-- Engine main selector position
(OFF--IDLE--FLIGHT)
-- Training mode
-- OEI (30 sec., 2 min., continuous) EECU
-- Metering needle position feedback
-- Overspeed test and re--arm (Engine 1)
signal (XMV)
-- Collective pitch (XCP)
-- Bleed valve position
-- P0
-- P3 air pressure
-- T1
-- Torque
-- N1 speed
-- Relay unit -- N2 speed
-- Overspeed -- T4.5 temperature
-- Torque indication
-- Training light
-- Bleed valve position
-- Power split
-- Failure indications (FADEC FAILED,
-- Fuel metering needle
FADEC CONTROL DEGRADED,
-- P3 pressure transducer
FADEC REDUNDANCY LOST) -- Start electro valve
-- Rating indications (OEI 30 s,
OEI 2 min., OEI continuous) RS422
-- N1
-- FLI indication Overspeed cross-- "cross-talk"
inhibition link -- Training mode
-- P3 tapping enabled serial link
EECU
(Engine 2)

001043
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Control Panel (ECP) Engine Electronic Control Unit (EECU)

The ECP, installed on the instrument panel allows the engine state The two EECUs are installed to the airframe of the helicopter. The
control. The following controls are provided: EECU for engine 1 is fixed at the cabin ceiling and the EECU for engine
2 is installed in the right side shell just below the forward cabin window.
-- engine mode selector (one per engine)
The EECU has two independent channels: A and B, each channel has
-- ventilation (one per engine) the same software.
-- ultimate backup (one per engine)
Each time the engine is started, a channel selector in the EECU
-- training activation. switches channels automatically. If the selected channel fails, the
Engine Mode Selector system switches automatically to the other channel.

Via a guarded selector switch the engine states can by selected. Both EECUs are linked via a 2 way digital data link.

-- OFF.........the engine is off The main functions of the EECU are:

-- IDLE........initiates the engine start / idle mode of the EECU -- start / stop control
-- FLIGHT...sets the EECU control to flight mode. -- speed control
-- overspeed control.
Ventilation
A spring loaded push button can be used to ventilate the respective Power Supply
engine. The power supply of the EECU is depending on the gas generator
speed N1.
Ultimate Backup
During engine start and below 61 % N1 or in the event of an alternator
With the switch FADEC EMER the ultimate backup mode of the EECU failure in flight, the EECU is supplied by ESS BUS 1 and ESS BUS 2
is selected. via the circuit breakers FADEC 1 and FADEC 2.
Training Activation Above 61 % N1 and during normal operation the power supply is
ensured by the alternator of the engine.
The light head push button TRAINING activates the OEI training mode
of the EECU.

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Training Manual CAT B2
Mechanical System

Electronic Engine Control Unit / Engine Control Panel

VENT Push Button

Engine Mode Selector

Engine Control Panel

(ECP)

Training Push Button

FADEC Emergency Switch

Electronic Engine Control Unit (EECU)

001044
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Mechanical System

Start / Stop Control (Engine Control Panel)

The engine start is initiated by setting the engine mode selector switch Selecting Flight
to IDLE or FLIGHT. In this position the EECU commands the start
The transition from IDLE to FLIGHT is done by switching the mode
electro valve to open position, initiates ignition and controls fuel supply
selector switch to the FLIGHT position. During the transition, the
of the respective engine.
torque and the acceleration of the N2 are limited to protect the engine
Start and the main transmission.
During start the fuel flow is metered to provide a rapid start without over The transition is completed when the system enters into nominal
temperature. speed control in accordance to the rotor speed law of the helicopter.
To assure this, the following control laws are active: In-- flight Restart
-- basic flow law for ignition An in--flight restart is only enabled when the gas generator speed of
-- start flow law for acceleration the respective engine has dropped below 10 % N1. The restart is
-- TOT (T4.5) correction law to prevent over temperature carried out, by switching the mode selector switch directly from OFF
to the FLIGHT position. The respective engine will then start and
-- TOT (T4.5) surveillance law for automatic engine
accelerate directly to the speed in accordance to the rotor speed law
shut--down if the TOT (T4.5) rises above 840 °C.
of the helicopter without stabilizing at idle speed.
When start is completed, the engine will stabilize at an idle speed of
approx. 78 % N2. Stop
If the first start attempt fails, the EECU will interrupt the start sequence, Engine shut down is done by setting the engine mode selector switch
waits until the N1 speed has dropped back below a given threshold, to OFF. Thus the stop electro valve is commanded in the closed
and then automatically launches one single new start sequence position. In parallel the EECU commands the stepper motor into the
without having to switch the engine mode selector back to OFF. In closed position. The fuel flow is cut and the engine runs down.
other circumstances (second start failure, in--flight flame--out, pilot or
EECU interrupted the start sequence), the engine mode selector
switch has to be switched to OFF, then back to IDLE again to restart
the engine.

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Training Manual CAT B2
Mechanical System

Starting / Stop Control

FND

Engine Mode Selector

VMS

ENG1 IDLE ENG2

Engine Control Panel FND Master List

Engine Idle Caution

002199
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Mechanical System

Speed Control
The speed control loop comprises the: Load Sharing
-- N2 control The engine parameter on which load sharing is performed depends on
-- anticipation the actual engine power rating:
-- load sharing. -- at low power, engines are matched in terms of N1
N2 Control -- at low--intermediate power, engines are matched in terms
of torque
The N2 controller maintains the N2 power turbine speed at its datum -- at high--intermediate and high power, engines are matched
value, which is supplied by the helicopter’s AMCs. in terms of “lowest FLI margin”, in such a way that both
The N2 controller is a “proportional--integral” controller, i.e. it has no engines have the same FLI margin to MTOP rating. The
static droop. The controller processes the difference between a N2# aim of this “lowest FLI margin” matching is to maximize
datum sent by the AMCs and the actual N2. power availability.
The N2# datum is calculated according to the control mode selected
 NOTE It is always the N1# datum of the engine with the
(idle, flight or training).
lowest N1 speed that is increased to match with
The N2 controller computes, out of its input signals a N1# datum. the other engine.
Anticipation
Load variations are anticipated by a signal from the LVDTs linked to the Eng. 1 Eng. 2
W
collective control axis. This signal is called CLP (collective pitch MTOP Limit
position) and acts on the N1# datum. Lowest FLI
High Power
Margin to MTOP
 NOTE The speed control loop, except load sharing is also
Lowest FLI High--Intermediate
valid for OEI operation, just with different limits. MCP Limit
Margin to MCP Power

 NOTE OEI is detected if at least one of several conditions Low--Intermediate

TRQ
are sensed, e.g. difference between both engines Power
N1 (>6 %) or torque (>53 %).
N1 Low Power

001047
Load Sharing

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Training Manual CAT B2
Mechanical System

Speed Control
108

107

106

105

104

103
Rotor RPM (%)

102

101

100

95
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000

003135
Density altitude (ft)

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Mechanical System

Training (Engine Control Panel)

In order to allow training of OEI situations the EECUs provide an OEI
training mode, which places one engine in training flight mode and the
other engine in training idle mode.
When the training mode is activated by pressing the TRAINING push
button, a PWR SPLIT audio tone upon training mode activation is
generated and the information TRAINING ENG1 or TRAINING ENG2
is indicated on the FND masterlist.
The EECUs then provides the real OEI indications to the FLI and VMS
pages plus an inverted triangle with a green “T”.
In training mode, the N1 and TOT (T4.5) limits are not affected, but the
applied TRQ limits of both engines are lowered to half the normal OEI
limits, so that the total power supplied by the two engines in training
mode is limited to the power that would be delivered by a single engine
in an actual OEI situation.

 NOTE During training the FADEC protects the engine

against any limit exceedance.

 NOTE The training mode is aborted automatically and the

caution TRAINING ABORTED is displayed under
the following contitions:
-- if a real OEI situation is detected
-- the main rotor RPM drops below 91 %
-- actual NR < calculated NR datum 12 %
-- FADEC DEGRADE
-- FADEC FAIL.

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Training Manual CAT B2
Mechanical System

Training

VMS

FND

TRAINING Mode Selector TRAINING ABORTED

TRAINING ENG2
VMS

FND Master List

Engine Training Mode
Caution

Engine Control Panel (ECP)

001049
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Training Manual CAT B2
Mechanical System

Ventilation (Engine Control Panel)

The instable VENT push button (one per engine) on the engine control
panel is directly connected to the generator control unit which activates
the starter.
Engine ventilation can be used for maintenance purpose e.g.
compressor cleaning or to reduce the engine TOT prior to the next
start.

 NOTE Ventilation of both engines at the same time is not

possible.

 NOTE Do not exceed starter duty cycles.

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Training Manual CAT B2
Mechanical System

Ventilation

VENT Push Button

Engine Control Panel (ECP)

001050
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Training Manual CAT B2
Mechanical System

FADEC Monitoring and Indication

The FADEC system integrates monitoring and automatic It is indicated as cautions on the FND master list labeled: DEGRADED
reconfiguration functions. with the respective addition FADEC1 or FADEC2 and an audio alert.
N2 DISAGREE with the respective addition FADEC1 or FADEC2 and
In the event of a failure, the control system automatically reconfigures
an audio alert.
itself without losing the essential functions, i.e. N1 and N2 control,
acceleration and deceleration control. For these functions, the Level 3 failure: is the loss of automatic control, the stepper motor is
software has back--up laws which are used if a main control input frozen in the position at which the level 3 failure occurred.
becomes unavailable.
It is indicated as a caution on the FND master list labeled FAIL with the
The control system therefore operates as follows: respective addition FADEC1 or FADEC2 and an audio alert is
generated.
-- each time the engine is started, a channel selector in the
EECU switches channels automatically
 NOTE On ground FAIL indicates a loss of a single
-- if the selected channel fails, the system switches
channel of the respective EECU.
automatically to the other channel
-- if the selected channel loses an input other than the N1 or  NOTE If a level 3 failure is due to a total failure of N1 or
N2 inputs, it will take the input from the other channel N2 acquisitions, the “ultimate back -- up mode”
-- If the input is not available, it will either use a back--up law can be selected. The stepper motor is then freed
or declare a major failure and will freeze the stepper motor. and fuel flow depends on NRO and TOT (T4.5)
Failure Indication
If the “ultimate back--up mode” is activated the caution FADEC EMER
The detected failures are sorted in order of there importance: with the addition ENG1 or ENG2 will come up on the FND master list
of the FND and the level 3 caution will turn into a level 2 caution.
Level 1 failure: is without effect on engine governing, the automatic
fuel control functions are not affected and the engine performance is
not degraded.  NOTE The advisory SIGNAL FAIL with the respective
addition FADEC1 or FADEC2 is triggered during
It is indicated as advisorys on the FND master list labeled: the self-- test of the EECU.
REDUNDANCY with the respective addition FADEC1 or FADEC2.
Level 2 failure: is a degraded control, the automatic fuel control  NOTE The channel in control switches to the other
functions are affected and the engine performance is degraded. channel in the event of a N1 or N2 failure. It
remains stable in all other cases.

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Training Manual CAT B2
Mechanical System

FADEC Monitoring and Indication

FADEC1 FAIL FADEC2

ENG1 FADEC EMER ENG2
FADEC1 DEGRADED FADEC2
FADEC1 N2 DISAGREE FADEC2
FADEC1 REDUNDANCY FADEC2
FADEC1 SIGNAL FAIL FADEC2

FND Master List

001051
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Training Manual CAT B2
Mechanical System

FADEC EMER Control (Engine Control Panel)

In the event of N1 and N2 signal acquisition failure the FADEC EMER
selector switch on the engine control switch panel allows the activation
of the “ultimate back--up mode”.
This degraded control mode uses a minimum EECU resources and
acquisitions; in this case NRO instead of N2 and TOT (T4.5) instead
of N1 are used to compute and to control the metering valve position.
The ultimate back--up mode is selected manually; it can be selected
in FLIGHT/ IDLE mode.

 NOTE FADEC EMER is prohibited to select on both

engines at the same time.

If the ultimate back--up mode is selected and accepted by the EECU

the caution FADEC EMER with the addition ENG1 / ENG2 will
illuminate on the FND master list and an audio alert is generated.
Selection of ultimate back--up mode is reversible, if deselected the
EECU returns to the condition present prior to the selection.

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Training Manual CAT B2
Mechanical System

FADEC Emergency

ENG1 FADEC EMER

ENG1 DEGRADED

FND Master List

Engine back--up
FADEC EMER Switch Caution

Engine Control Panel (ECP)

001052
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Training Manual CAT B2
Mechanical System

Engine Monitoring and Indication System

General
The monitoring and indication system of the engine provides
information about the and system function / malfunctions to the pilot.
The relevant data and indications are displayed on the VMS and the
FND.
The system indicates and monitors the following:
-- FADEC
-- N1 speed
-- N2 speed
-- overspeed
-- TOT (T4.5)
-- torque
-- bleed valve
-- engine usage.

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Training Manual CAT B2
Mechanical System

Engine Monitoring and Indication System

TOT (4.5) Sensors and Harness

Engine Data Recorder (EDR)

N2 Speed Pick--ups

Torque Sensor N1 Speed Pick--up

001053
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Training Manual CAT B2
Mechanical System

N1 Speed Montoring and Indication

The N1 speed monitoring system provides RPM indication of the Indication
engine compressor speed N1. Each engine system consists of a
The N1 signal from the magnetic speed pick--up is directly connected
-- magnetic speed pick--up to the warning unit and to the AMCs. It triggers the warning light FAIL
-- phonic wheel ENG1 / ENG2 on the warning unit and the FND master list.
-- electro--magnetic sensor (double alternator). The other two N1 signals are routed to channel A respectively channel
B of the EECU.
Monitoring
These signals are used for the:
The N1 speed signals of the double alternator of the engine are
monitored by the EECU. -- N1 control system
-- cycle counting
-- maintenance aid.
All parameters sent to the EECU are used to calculate the momentary
limit and are indicated on the FND page as FLI (if N1 is the limiting
parameter) and on the VMS page as rotary graphic display.
At the same time, they are used to trigger the warning FAIL with the
addition ENG1 / ENG2 on the FND master list and the voice message
ENGINE ONE FAIL, respectively ENGINE TWO FAIL.

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Mechanical System

N1 Speed Sensing and Indication

Alternator,
Electrical Connector

N1 Indication

Magnetic Speed Pick--up

N1 N1
94.0 % 94.0 %

VMS

001054
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Training Manual CAT B2
Mechanical System

ENG1 FAIL and ENG2 FAIL Warning

The warning ENG 1 FAIL and / or ENG 2 FAIL including voice message
ENGINE ONE FAIL or ENGINE TWO FAIL. comes on when the N1
RPM of the respective engine falls below 45 % of nominal N1.

 NOTE The voice message is inhibited when the warning

appears less than 1 minute after the power split
tone due to the OEI detection.

ENG FAIL Monitoring

During the start--up test of the Helionix® system the WU switchpoint of
the warning N1 FAIL is monitored and compared with the sitchpoint of
the AMC.
In a case the switchpoint from the WU in not within 45 % N1 (± 1 %),
the advisory WU CONFIG FAIL, respectivly ENG1 or / and ENG2,
illuminates on the FND master list of the FND.
The threshold can be adjusted with a Potentiometer on the WU acc.
to AMM.

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Training Manual CAT B2
Mechanical System

Engine Fail Warning

ENG2 FAIL Warning

ENG1 FAIL Warning

EMER ENG 1 ENG 2 EMER

OFF FAIL FAIL OFF
SW 1 SW 2

Warning Unit

001055
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Training Manual CAT B2
Mechanical System

N2 Speed Monitoring and Indication

The N2 speed monitoring system provides RPM indication of the Indication
engine power turbine speed N2. Each engine system consists of three
The N2 signals from the magnetic speed pick--up N2B and N2C are
magnetic speed pick--ups and the output gear of the reduction
routed to both channels of the EECU.
gearbox.
The N2 signal from the magnetic speed pick--up N2A is not used.
Monitoring
N2B/C signals are used for the:
The N2 speed signals of the two N2 signals of the engine are
monitored by the EECU. In case of an acquisition failure in both EECU -- N2 control loop
channels the “N2 back--up mode” is activated and a level 2 caution N2 -- overspeed system
DISAGREE is triggered. -- cycle counting
-- maintenance aid.
 NOTE In some cases, NR may revert to backup value
(104 %). The power turbine speed N2 is indicated on the FND page and on the
VMS page as rotary graphic display. The limits are set and controlled
by the EECU.
Additionally, the power turbine speed N2 can be read on the system
status page on the VMS.

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Training Manual CAT B2
Mechanical System

N2 Speed Sensing and Indication

Magnetic Speed
Pick--up N2A

Reduction Gearbox
Magnetic Speed
Pick--up N2B
Magnetic Speed
Pick--up N2C

Reduction Gearbox Output

Gear (Phonic Wheel)
100. 8 101
Permanent Magnet
FND N2 Indicator
Coil
86. 9 % N2 101. 0%
VMS N2 Indicator
Magnetic Speed Pick--up

001057
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The TOT is measured by means of two thermocouple harnesses per
engine.
A thermocouple harness consists of four double thermocouples
probes, which produce when heated a small voltage, which increases
proportional to the turbine outlet temperature.
As the TOT temperature generated by each individual engine slightly
differs and as there may also be slight measurement discrepancies,
the actual TOT, measured by the thermocouple probes is “conformed”
(i.e. adjusted) so that all engines have the same reference TOT.

 NOTE The conformation of the TOT (T4.5) is stored within

the EDR. The conformation values are recorded on
the logcard of module 3.

Indication
The EECU calculates the momentary limit and indicates it on the FND
page as FLI (if TOT is the limiting parameter) and on the VMS page as
rotary graphic display.

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Mechanical System

TOT Monitoring and Indication

Thermocouple

Connector Box
TOT Indication

TOT TOT
700 °C 710 °C
Thermocouple Harness

VMS

001060
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Training Manual CAT B2
Mechanical System

Torque (TRQ) Monitoring and Indication

The torque is measured by monitoring the torsional load of the
transmission shaft.
The torque sensing system mainly includes a phonic wheel formed by
-- 4 teeth on the transmission shaft (submitted to torsion)
-- 4 teeth on the reference shaft (not submitted to torsion).
and a magnetic pick--up.
Both shafts, the reference shaft and the transmission shaft, rotate at
the same speed.
When a torque load is applied to the transmission shaft, this shaft is
displaced in relation to the reference shaft. This causes a change of
the distances between the two sets of teeth. This change in distance
leads to a variation of the electrical signal produced by the sensor.
The TRQ signal, generated by each individual engine, slightly differs.
Therefor TRQ values are “conformed” (i.e. adjusted) to the specific
module1. This ensures that all engines have the same reference TRQ.

 NOTE The conformation of the TRQ is stored within the

EDR. The conformation values are recorded on the
logcard of module 1.

Indication
The EECU calculates the momentary torque limit and indicates it on
the FND page as FLI (if TOT is the limiting parameter) and on the VMS
page as rotary graphic display.

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Training Manual CAT B2
Mechanical System

Torque Monitoring and Indication

Torque Sensor

Torque Indication

Reference Shaft
TRQ TRQ
85.0 % 84.0 %
Phonic Wheel
Transmission Shaft
VMS

002189
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Engine Usage
The engine use, in respect to OEI power and blade creep, is
continuously monitored and recorded.
If during a flight single engine performance has been used the event
is recorded and automatically included into the cumulated time of OEI
power use and gets visible on the flight report page number 2.

Engine Limit
Each exceedance of an engine main parameter, N1, N2, torque and
TOT is recorded and causes the caution USAGE EXPIRED to
illuminate on the FND master list and the generation of an audio alert.
The details of the exceedance are visible on a automatically created,
additional flight report page for the exceeded parameter.

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Mechanical System

Engine Usage Monitoring

2/5 F L I GHT R EPOR T 1 2345

CURRENT F L I GHT ENG1 USAGE EXPIRED
1/ 5s OE I 30 s 0/ 0s
0 / 0mn 0s OE I 2mn 1 / 0mn 6 s
CUMUL AT ED F L I GHTS
4 / 80 s OE I 30 s 1/ 5s
5 / 1mn 5s OE I 2mn 2 / 0 nm2 7 s
ENG1&2 OE I DET ECED
+ ENG1 OE I EXCE EDED +
L B
U R
M T
-- --

FND Master List

Engine Usage Monitoring

Caution

002808
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Mechanical System

Flight Report Page Parameter Overlimit, TOT / N1 (Example)

5/8 TOT OV L I M F L T 1 2345 6/8 N1 OV L I M F L T 1 2345

2 I NUMBER I 3 2 I NUMBER I 2
AEO / OE I 1 00 . 6% I MAX I 100 . 7%
9 19 ° C I MAX I 9 20 ° C 0mn2 0 s I MAX DURAT I ON I 0mn21 s
0mn24 s I MAX DURAT I ON I 0mn21 s
S TART
751° C I MAX I 752 ° C
+
0mn11 s I MAX DURAT I ON I 0mn11 s + + +
L B L B
U R U R
M T M T
-- -- -- --

Flight Report Page TOT Overlimit Flight Report Page N1 Overlimit

001439
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Training Manual CAT B2
Mechanical System

Flight Report Page Parameter Overlimit, N2 / TRQ (Example)

7/8 N2 OV L I M F L T 1234 5 8/8 ENG TRQ OV L I M F L T 1234 5

1 I NUMBER I 1 1 I NUMBER I 1
108 . 5% I MAX I 108 . 6% 14 2 . 3% I MAX I 14 2 . 4%
0mn20 s I MAX DURAT I ON I 0mn20 s 0mn20 s I MAX DURAT I ON I 0mn21 s

+ + + +
L B L B
U R U R
M T M T
-- -- -- --

Flight Report Page N2 Overlimit Flight Report Page TRQ Overlimit

001063
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Mechanical System

Engine Data Recorder (EDR)

Each EECU is connected to the respective EDR, which stores the The following engine parameters are recorded and stored in the EDR:
engine configuration, serial number etc. and usage parameters from
-- engine configuration
previous flights.
-- conformation values (TRQ, T4.5)
The EDR is installed to the underside of the main transmission deck
-- maintenance need flag (EDR failure, etc.)
and is mechanically connected to the respective engine via a steel
cable. -- counters (cycles, hours, etc.)
-- system events (EECU flags and context of the events)
The EDR is supplied with electrical power from the aircraft electrical
system. -- limit exceedances (N1, T4.5, TRQ etc.)
-- run--down time
When the EECU and EDR are powered up, an initialization sequence
is performed and the configuration data, counter values and -- engine health monitoring results
conformation values are send to the EECU. During engine operation, -- continuous recording (of the last operating hours).
the EECU records data in the EDR and provides the avionics with the
engine counter e.g. cycle counter values that are stored in the EDR.  NOTE The EDR belongs to a specific engine and has to
be with this engine over its entire service life.
An Ethernet connector, installed to the respective service connector
panel allows the connection to an external computer to read out the
data.  NOTE The EDR and the EECU shall not be replaced at the
same time.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Engine Data Recorder (EDR)

ENGINE
Firewall

Power supply:
28 VDC supplied by the EECU

Type of links:
CAN, Ethernet EDR ENGINE
HARNESS
Engine
platform
OPERATOR’S
LAPTOP

CAN LINK

EECU

EDR
Electrical
(ENGINE DATA
ETHERNET connector
RECORDER)
ETHERNET
LINK

002958
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Ignition System

General
The ignition system ignites the fuel--air mixture in the combustion
chamber. Ignition is only required for starting, because once the
engine is started, continuous combustion provides auto ignition.
Ignition is activated by the respective START switch on the main switch
panel.
Each ignition system consists of
-- one START switche on the ECP
-- one igniter unit
-- two spark igniters.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Ignition System

Start Switch ENG 1 Start Switch ENG 2

Spark Igniters

Switch Panel

Igniter Unit

001065
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Ventilation System

General Air-- Switch

The ventilation system provides sufficient air to the cockpit and cabin. The air--switch controls the direction of the air flow, depending of the
Furthermore air can be directed onto the windshields in order to defog flap position. Either it flows through the ejector to the windscreen
them. The ventilation system is interconnected to the heating system ducts, or to the ventilation nozzles in the instrument panel.
in the forward bottom fuselage.
Ejector
The ventilation system mainly consists of:
The ejector is located in front of the air--switch. Here the accelerated
-- ventilation blower air from the ventilation blower is mixed with conditioned air from the
-- flap valve heating system and then guided to the windscreen ducts.
-- air switch Nozzles / Ducting
-- ejector
The air nozzles are used to vary the air outlet and change the direction
-- air nozzles / ducting of the accelerated / conditioned air flow into the cabin.
-- ventilation system control.
The ducting is responsible to route the air to the different positions
Ventilation Blower inside the ventilation system.
The ventilation blower accelerates the air in order to provide sufficient Ventilation System Control
air flow. This accelerated air is then routed to the ventilation nozzles
I--panel or the windscreen ducts. In order to control the air flow, operating knobs connected to flap valves
changes the direction of flow. A ventilation blower controlled by a
Flap Valves potentiometer at the overhead panel accelerates the air.
The flap valve controls the inlet source of the ventilation blower. It is
controlled via a bowden cable.
Depending on the flap valve position the ventilation blower sucks air
from the left hand NACA fresh air inlet or through the left hand cabine
air recirculation duct and routs it towards the air--switch unit.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Ventilation System

Knob Push for Air

Knob Push for Defog

Ventilation Nozzles I-Panel

Ejector Ventilation Blower

Cabin Air Inlet

Windscreen Ducts

Flap Valve

Air Switch
Fresh Air Inlet

003627
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Ventilation System Control

Mechanical Control Electrical Control
Two types of mechanical controls are available: The ventilation blower can be switched on / off and regulated in respect
of speed via the rotary knob CKPT VENTILATION in the overhead
-- push for air
panel.
-- push for defog.
The system is electrically supplied by the circuit breaker CKPT VENT
Push for Air on ESS BUS 1 and the circuit breakers BLWR CONTROL and
BLOWER on NON--ESS BUS 1 located on the right side service
Via an operating knob, installed at the aft center console and labeled connector panel.
PUSH FOR AIR, both flap valves can be controlled (cockpit ventilation
and instruments cooling). If the NON--ESS BUS 1 is not available the blower will be automatically
supplied via the ESS BUS 1.
An opened flap valve allows ambient airflow from the NACA inlet to the
ventilation blower.
If the flap valve is closed, only recirculation air, out of the cabin can be
sucked by the blower.
Push for Defog
Via a knob, mounted at the aft part of the center console and labeled
PUSH FOR DEFOG, the air--switch can be controlled.
If the knob is fully pushed down, the whole airflow coming from the
blower is routed through the ejector to the windscreen ducts. Inside the
ejector the fresh air can be mixed with warm air from the heating
system.
If the knob is fully pulled out, the total airflow is routed to the air nozzles
of the instrument panel.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Ventilation System Control

Circuit Breaker CKPT BLOWER

Knob Push for Defog

Knob Push for Air

Rotary Knob CKPT VENTILATION

Center Console

003628
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Heating System
General cabin air is sucked in and mixed with the hot engine bleed air. To
accelerate the mixed air flow an expansion tube is installed.
The heating system provides sufficient conditioned air to the cabin and
the cockpit. It is engine bleed air operated and can be used either to Control Box
heat the cabin and cockpit, or to defog the windscreens.
The purpose of the control box is to regulate the heating system in the
In order to assure air flow in the cabin, two overboard vent outlets are specified range of operation and selected temperature. Furthermore
installed. Thus pressure build up in the cabin is prevented. the control box, in combination with the AMCs is responsible for the
Main parts of the heating system are: indication and emergency switch off of the heating system.

-- bleed air lines Ducting / Muffler

-- mixing valve The ducting routes the warm air to the respective air outlets inside the
-- control box cabin and cockpit.
-- ducting / muffler To prevent loss off efficiency of the system most of the ducting is
-- heating system control insulated.
-- heating system monitoring A muffler reduces the noise which is created by the flow of the passing
-- e heater. hot air from the mixing valve.

Bleed Air Lines Heating System Control

The bleed air lines route the hot engine bleed air from both engines The control panel switch / potentiometer, the AMCs, the control box
tothe mixing valve. and the cabin temperature sensor are controlling the operation of the
heating system.
To minimize the loss of efficiency these bleed air lines are insulated.
The EECU finally rules the bleed air consumption depending on
Mixing Valve engine state.
The mixing valve mixes engine bleed air with recirculation air out of the
Heating System Monitoring
cabin in order to heat the cabin to the selected temperature. To do so
it controls the air inlet of the engine bleed air lines to the heating system Over temperature switches protect the heating system against
by means of two shut--off valves and two metering valves. excessive temperatures within the distribution system.
The outlet of the mixing valve is designed as a venturi nozzle, thus the

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Heating System
Mixing Valve Bleed Air Lines

Ducting

Over Temperature Switches

Control Box

Temperature Sensor

Cabin Outlets

Ejector (Connection to
the Ventilation System

002341
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

E Heater
An electrical heater is installed to accelerate defogging / defrosting.
The power output is 1000 W, supplied from the Main Bus 1 and
protected via a 40 A limiter and two 20 A (each) circuit breakers. The
limiter is installed in the distribution box No1 and the circuit breakers
are installed below the floorboard, in the plane of the instrument panel.
The electrical heater is active only when the following conditions are
met:
-- The bleed air heating system is on (heating symbol
indicated)
-- Demisting is selected (PUSH FOR DEFOG) lever fully
pushed.
When the electrical heater is switched on, the ventilation system is
automatically switched on to a minimum level as well. It is
recommended to allow the ventilation to run for at least 30 s after the
heater was switched off.
The correct operation of the electrical heater can be checked by
monitoring the electric current while switching the heater on / off. A total
current difference of about 40 A (20 A per generator) should be
noticeable.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

E Heater
Airswitch (Push for Defog)

E Heater
Flap Valve
Circuit Breakers

Air Switch
Ejector C

001074
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Heating / Ventilation System Schematic

003629
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Heating System Control Heating System Monitoring

The heating system is electrically supplied via the circuit breaker HTG The operation of the bleed heating is indicated by the white bleed air
C on ESS BUS 1 and HTG V on SHED BUS 2 and the circuit breaker. heating active flag on the VMS engine parameter area and the white
If the rotary knob BLD HTG is turned out of the OFF position, the two bleed air flag on top of the FLI area on the FND.
shut--off valves of the mixing valve will open and the metering valves
control the bleed air flow according to the desired temperature.  NOTE When the electrical heater is not available due to
The open and closed position of the shut--off valve is detected via limit overheating or failure, the bleed air heating active
switches. flags turn yellow.

The bleed air authorization is fully and solely controlled by EECUs. In The bleed air heating system is protected against over temperature by
addition Helionix® monitors the authorization state by a discrete input. two over temperature switches.
The heating is deactivated in the following conditions: One over temperature switch is located in the ducting after the mixing
-- An EPC is being performed valve and monitors the temperature of the hot air. If the temperature
-- The OEI engine power (related to N1 and T45 limits) is exceeds 105°C the bleed heating is switched off automatically.
higher than OEI Continuous rating A second temperature switch, installed in the recirculation air duct is
-- One engine is in idle mode and the other engine is in stop monitoring the air inlet temperature. If the temperature exceeds 82°C
mode. the bleed heating is also switched off automatically.
In both cases the caution HEATING OVERTEMP will be indicated at
 NOTE The discrete output can be tested on the ground by the FND master list and the bleed air heating active and bleed valve
setting one engine to stop and the other engine to flag will extinguish.
idle.
If a failure of the bleed air mixing valve occurs, e.g. mixing valves or
shut--off valves are in a different then the commanded position, the
caution HEATING FAIL will be displayed on the FND master list.

 NOTE During the power-- up test the inhibition signal of

the EECU is checked, this is indicated by the
advisory HEATING FAIL.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Heating System Control / Monitoring

E Heater Failure

VMS
Circuit Breaker HTG C

Bleed Air Flag

FND

HEATING OVERTEMP
HEATING FAIL
HEATING FAIL

FND Master List

Rotary Knob BLD HTG

003630
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Pax Ventilation
To provide more fresh air to the cabin, a pax ventilation system is
installed in addition to the heating / ventilation system.
Ambient air entering the system through a NACA inlet installed RH side
of the cabin roof structure. After the air has passed a water separator,
it is forced by means of a blower into a tube system which distributes
the air to the discharge nozzles.

Ventilation Control
The blower is electrically connected to the SHED BUS 2 via the circuit
breaker PAX BLW and controlled by a switch labeled PAX BLW in the
overhead console.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Pax Ventilation

Nozzles

Blower

Air Inlet
Nozzles

Circuit Breaker
Water Separator PAX BLW

Switch PAX BLW

003631
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Instruments Cooling System

General Blower Control

The instruments cooling system is used to provide sufficient cooling air The instruments cooling blower is switched on / off automatically via
for all instruments installed in the instrument panel. a temperature switch mounted inside the center part of the instrument
panel. It will switch the blower on with a temperature above 45 °C and
The instruments cooling system mainly consists of: off with a temperature below 40 °C. In case of insufficient cooling, a
-- instruments cooling blower caution MFD OVERHEAT (triggered by the AMC 1) will appear on the
-- flap valve FND master lis, if the temperature raise above 65 °C inside the center
part of the instrument panel.
-- ducting.
Flap Valve Control
System Design Via an operating knob, installed at the aft center console and labeled
The instruments cooling blower sucks air either from the RH NACA PUSH FOR AIR, both flap valves can be controlled (cockpit ventilation
inlet or the RH recirculation duct, depending of the flap valve position, and instruments cooling). A opened flap valve allows ambient airflow
and blow it to the instrument panel. Via a triple distributor each from the NACA inlet to the instruments cooling blower. If the flap valve
compartment of the instrument panel are provided with cooling air. The is closed, only recirculation air can be sucked from the blower.
instruments cooling system is electrically supplied via a circuit breaker
INST COOL at SHED BUS 2.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Instruments Cooling System

Circuit Breaker
INST COOL

Bowden Cable for Flap Valve

Control (PUSH FOR AIR)

Flap Valve

NACA Inlet

MFD OVERHEAT

Distributor for
Bowden Cable

Instruments
Cooling Blower

Triple Distributor FND Master List

003632
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Crew Seats

General
The pilot seat and the copilot seat are installed for the comfort and Seat Adjustment
safety of the pilot and the copilot.The pilot seat and the copilot seat are
The seats can be adjusted longitudinally by pulling the disengaging
adjustable. The pilot seat and the copilot seat absorb the vibration and
lever upward and sliding the seat to the desired position. After
give protection to the pilot and co--pilot if an accident or a hard landing
releasing the disengaging lever the seat has to be moved until both
occurs.
sides are locked.
Mounting
 NOTE An improperly locked seat can lead to serious
The seats are supported by longitudinal slide rails and are fixed each
personal injury or death in case of an accident.
by four sliding shoes.

Assembly Safety Harness

Two boomerang--shaped legs carry the seating, contain the energy Each seat is equipped with a 4--point safety--belt system. All four ends
absorbing device and act as rails for vertical strokes if severe vertical of the belts are fixed to the seating. The shoulder--belts are guided by
loads are applied. They are made of aluminum alloy. aluminum tubes downward to the inertia reels. The inertia reels are
fixed to the backside of the bucket seat.
The seating is an aramid and carbon fiber reinforced plastic design. It
is fixed to two sleds per side which are guided in the rails of the support
 NOTE No stowage under seats! When occupied, cargo or
structure. Between the lower sleds and the legs, the energy absorbing
baggage cannot be stowed under the seats at any
device is mounted. All visible surfaces are covered by a fairing.
time as this may prevent or restrict the energy
attenuation function of the seat mechanism.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Crew Seats

4 / 5 Point
Safety Belt System

End Stop AFT

Rail Protector

Index Mark

Support Structure
Stop FWD
Sliding Rail

Disengagement Seat
Adjustment Cables

003624
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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Windshield Wipers

General
The BK117 D--3 is equipped with a single blade wiper system. The
windshield wiper removes water or snow from the windshields to
provide sufficient view during inclement weather conditions.
The assembly consists of an electrical motor, a gearbox and two wiper
arms with one wiper blade attached.
Both arms are driven by the electrical motor via the toggle link
assembly.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Windshield Wiper

Single Blade Wiper

Link Arm

Motor Toggle Link Assy

Link Arm

003655
For instruction only July 2021 05 -- 287

Location
The First Aid Kit is contained in a net, attached to the RH cargo clam
shell door.
Fire Extinguisher
Location
The fire extinguisher is installed vertically in a holder at the rear side
of the center console and is secured with two locking straps.

Description
The HALON free fire extinguisher has a filled weight of approx. 2 kg
and uses HALOTRON® BrX as a fire extinguishing agent.

Readiness Check
The fire extinguisher readiness for use can be checked by a gauge at
the container neck.
Flashlight
Location
The flashlight is contained in a two clamp holder installed at the cockpit
floor RH side of the center console.

Power Supply
The flashlight / torch is powered by two size R20 Mono cells (UM1--D)
of 1.5 V each.

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BK117 D--3 with EMB

Training Manual CAT B2
Mechanical System

Flashlight -- Fire Extinguisher -- First Aid Kit

First Aid Kit

RH Cargo Clam Shell Door

Locking Strap

Clamp Holder
Holder
Fire Extinguisher

Flashlight

003633
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Chapter 06
Autopilot System

003663
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Training Manual CAT B2
Autopilot System

Control Loop

Sensors

Computation

Actuators

001318
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AFCS System Requirements (VFR / SPIFR)

The following system requirements are necessary: Guidance

Depending on the avionics installation, it is possible to automatically
Stabilization couple navigation aids.
The system provides improvements in stability and add crew and
passenger comfort. The performance of the stabilization reduces the System Failures
pilot workload. The attitude retention commensurates with piloting,
hands--off and with flight path acquisition and hold modes. Failures of the stabilization system must be such that the single crew
member can safely recover and continue flight until a suitable landing
For SPIFR operation, the automatic stabilization performs that can be performed. In particular, the minimum recovery intervention
continued hands--off is possible, so that the pilot can concentrate on times of the certification authorities applicable to hands--off operation
other tasks than just flying the helicopter. Though the pilot will normally under IFR will be observed.
be provided with autopilot modes for SPIFR operation, the hands--off
requirement is achieved. Failures of the AFCS, in particular failures causing a runaway of the
series actuators, are at least fail safe, within the minimum intervention
times as specified by the certification requirements.
Control Grip / Pedal Forces
Subsequent to a failure of the system, the pilot is able to continue flight,
Cyclic stick break--out and force gradients are provided by the trim if necessary with increased pilot workload and reduced flight envelope
system. It is possible for the pilot to trim the cyclic stick force free. The under emergency procedures, until a suitable safe landing can be
pedals are provided with friction device only. made.
The collective axis has a friction device and a force free function
additionally.

Auto--Trim
In order to achieve the hands--off requirement, a longitudinal and
lateral cyclic as well as a pedal auto--trim function is implemented.
Additionally, a collective trim is provided. The pilot is able to override
and deactivate the auto--trim function and zero grip forces at any time.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Overview SAS Systems and AFCS Systems

General -- in several helicopters, these systems also oversteer to

improve control response (particularly in cases of teetering
Generally helicopters show a low natural stability, which in rotors).
combination with atmospheric influence causes a high workload for
-- undesired control cross--coupling can be eliminated.
the pilot.
These systems have one principal in common: they provide
With the aid of control technology (stability augmentation systems),
stabilization but not control. A stabilized helicopter will in fact maintain
the natural flying qualities of a helicopter can be artificially improved.
its attitude for a while but will then roll or pitch away from the trimmed
Control technology is also brought into operation when automatic attitude under influences such as turbulence, remainders of dynamic
control is necessary where maneuvers could not be flown manually or modes, displacement of the center of gravity due to fuel consumption
could not be performed with the desired precision (autopilot). etc. The pilot must therefore remain in the control loop (hands--on
operation). Control inputs from the stability augmentation systems do
Stability Augmentation System (SAS) not cause the pilot’s controls to move, they are connected serial to the
pilot.
-- damps all disturbances (= angular acceleration) in the
attitude due to dynamic modes, atmospheric influences etc.
-- disturbances in this sense are also control inputs by the
Automatic Flight Control System (AFCS)
pilot which are thus damped as well. These systems additionally provide control but, just like a human pilot,
-- the helicopter flight behavior becomes “sloppy” and they can only fulfill their task if the aircraft is sufficiently stable. For this
hesitant. reason, they are installed as a higher authority system in SAS or CSAS
equipped helicopters. A DSAS (digital SAS) function is implemented
in the autopilot computer to perform enhanced stabilization, superior
Command and Stability Augmentation System to a SAS. Autopilots make hands--off operation possible and the pilot
(CSAS) can stay outside the control loop.
-- this damps all attitude disturbances but filters out control
inputs from the pilot or amplifies these inputs by an amount
which will then be damped out again.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Automatic Flight Control System

Information Transfer

BASIC CONTROL LOOP

Cockpit Control Stability and Control Aircraft

Pilot
Controls System Characteristics Reaction

Paralell SAS / CSAS

Actuators SAS CONTROL LOOP

Autopilot / DSAS
AFCS CONTROL LOOP

003664
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Electrical Power Supply Distribution

28V DC power is basically provided via the supply buses
-- ESS BUS 1 and 2.
A third supply source, on the
-- EMER BUS
is installed to ensure the operation of minimum required flight
instruments (backup instrument IESI) in the case of a major supply
failure.
AFCS specific components are supplied by ESS BUS 1 and 2 only.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Electrical Power Supply

EMER BUS

Circuit Breakers SAS/AFCS ESS BUS 1

Circuit Breakers SAS/AFCS ESS BUS 2

003665
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Electrical Power Supply -- Schematic

2A 2A
W/U
W/U
ESS BUS 1 WU ESS BUS II
3A 3A
APCP1 APCP2
APCP

AMC1APENG2REL TFUSE
DIODEBLK2
BLK2
AMC2APENG2REL
AMC1 AMC2
Lane B Lane A AMC1APENG1REL Lane A Lane B
AMC2APENG1REL IESIBAT 7.5A

7.5A MANBEEPINHREL
AMC1
AMC BUS 1 FTRINHREL
7.5A
AMC BUS2
7.5A
AMC2
CYC_GRIP TFUSEBLK1 DIODEBLK1 AMC BUS2
FCUT1 FCUT2 7.5A
1A AMC BUS1
FTR UPMOFF1 UPMOFF2
CYCFTR GSTC
CYCBEEP AFCS ON 1A
GRIP2
COL_GRIP IESI
GA
1A CFTR
GRIP1 COLBEEP
OEI CONT 5A IESI 3A
5A SEMA2
SEMA1

TFUSE DIODEBLK3 5A
BLK3 SEMA1 EMERG.
TFUSE SUPPLY
DIODEBLK4 SEMA2_PIT SEMA1_PIT
BLK4
5A
SEMA2 SEMA2_COL SEMA1_YAW

SEMA2_YAW SEMA1_ROL

SEMA2_ROL
2A
TRIM

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Backup Stability Augmentation System (Backup SAS)

Before autopilot of the BK117 D--3 is described, the SAS system needs Integrated Electronic Standby Instrument (IESI)
to be explained first. The backup SAS, as the name says, is regarded
The IESI is the sensor and calculation unit for the backup SAS and
as backup to the AFCS. It is independent of the AFCS, but uses some
commands the SEMA #1 set in pitch, roll and yaw axis. The backup
of the actuators which also the autopilot would use.
SAS stabilisation takes over in case both autopilots are inactive.
The P/R/Y backup SAS is as a backup to the autopilot system. It
operates in case of disengagement of both AFCS (failure or OFF). In Smart Electro-- Mechanical Actuators (SEMAs)
principle the stability augmentation system dampens propermotion Three smart electro--mechanical actuators in three axes (pitch, roll,
and makes the helicopter more stable. But, it is not certified and yaw) provide short term attitude and attitude rate stabilization. They
allowed to fly with backup SAS SPIFR / DPIFR, since the system is a are controlled by the IESI in case both autopilots are inactive.
hands--on stabilization only.
Backup SAS Control
The three axis backup SAS system consists of:
The backup SAS can be activated and deactivated by the autopilot
-- one integrated electronic standby instrument (IESI)
control panel or the cyclic stick grip.
-- three smart electro--mechanical actuators (SEMAs)
-- backup SAS control Backup SAS Monitoring
-- backup SAS monitoring. The indication and monitoring of the backup SAS is managed by
Helionix®. Status information are shown on the FND and VMS.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Backup--SAS Block Diagram (simplified)

SEMA1_PIT
MFD1
MFD4 SEMA1_ROL

MFD2

SEMA1_YAW

IESI
SEMA1_SEL2

SEMA1_SEL1

AMC1

AMC2

ARINC 429 Control

ARINC 429 Indication/ fail

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Integrated Electronic Standby Instrument (IESI) Smart Electro--Mechanical Actuators (SEMAs)

The three axis backup SAS system uses the Integrated Electronic There are three of seven SEMAs which are used by the backup SAS.
Standby Instrument (IESI) as the signal source for pitch, roll and yaw The SEMAs are divided into two groups, SEMAs #1 and SEMAs #2.
attitude information. ARINC 429 rate gyro information in 3 axis are sent SEMAs #1 are:
to the respective SEMA#1.
-- pitch SEMA1
The IESI is installed in the upper part of the instrument panel and -- roll SEMA1
electrical powered by the ESS BUS 2 and the EMER BUS.
-- yaw SEMA1.
These serial actuators are integrated inside the flight controls in series
to the pilots’ controls. Any SEMA operation has no influence to the
pilots’ controls but to the boosters of the hydraulic system.
Each SEMA is powered twice by ESS BUS 1 and 2.
Relays, included in the wiring, enable the selection of IESI control for
the series actuators, if AFCS fails or is disengaged.

 NOTE All SEMAs #1 can be commanded by the backup

AFCS Strip BKUP--SAS ON

AP Control Panel

AFCS Strip BKUP--SAS OFF

AP/BKUP ON
BACKUP SAS

AP/BKUP CUT

FND Master List

Cyclic Stick Grip

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Autopilot Modes
“Basic” Autopilot (Attitude Hold) Horizontal modes Vertical modes
The basic function of any autopilot is attitude hold i.e. maintaining a Heading hold (HDG) Altitude hold (ALT)
selected attitude. Indicated airspeed hold (IAS)
-- initially, the flight attitude which the helicopter had when the Vertical speed hold (VS)
basic autopilot was activated is taken as the selected flight Altitude acquire (ALT.A)
attitude. Changes in this attitude are generally possible by
means of a beep trim switch on the cyclic stick.
-- the pilot can “fly through” the attitude hold at any time. For this, horizontal and vertical control modes are defined. The
-- following “fly through”, the system steers the helicopter horizontal modes are those controlled through changes in the lateral
back to the last flight attitude which had been trimmed attitude. The vertical modes are the ones which are controlled by
previously. inputs in the longitudinal control direction.
-- the control inputs coming from the autopilot also cause the As a rule, these systems control flight attitude in the roll and pitch axes
controls in the cockpit to move. (2--axes) as a minimum. Additionally the yaw axis may be controlled
as well (3--axes).
Autopilot with higher Function (Upper Modes)
In practice, with 3--axis autopilots, a horizontal and a vertical mode are
Besides the attitude hold, AFCS systems provide additional functions: usually used at the same time (e.g. heading hold and altitude hold).
-- maintaining heading selected by the pilot (heading hold) The use of two vertical modes at the same time (e.g. indicated
airspeed hold plus vertical speed hold) is only possible if the AFCS has
-- maintaining preselected flight altitude (altitude hold)
authority over the collective pitch (4--axis AFCS).
-- maintaining airspeed (indicated airspeed hold) or of a rate
of climb or descent (vertical speed hold).

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Operational Autopilots (Full Flight Profiles) Enhanced Upper Modes

The “basic” function and the upper modes of an AFCS can be The previous mentioned upper modes are common for “conventional”
extended by adding intelligence in the sense of the ability to fly full flight autopilots. The 4 axis version of the BK117 D--3 offers a variety of
profiles such as, for example, complete distance flights, including enhanced upper modes which are GPS based.
instrument approaches and holding or search patterns (depending on
the capabilities of the navigation management system). The following Horizontal modes Vertical modes
navigational modes require a NAV receiver: Track Angle (TRK) Flight Path Angle (FPA)
select and hold select and hold
Horizontal modes Vertical modes
Ground Trajectory Command Cruise Height (CR.HT)
Localizer (LOC) Glide Slope (GS) (GTC) select and hold
VOR Go--Around (GA) select and hold
En--route Navigation (NAV) Ground Trajectory Command
(waypoints, flightplans, pattern) Hover (GTC.H)
select and hold

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

System Description Autopilot BK117 D--3

General -- one Integrated Electronic Standby Instrument (IESI) with

pitch--roll--yaw angular rates, linear accelerations and air
The BK117 D--3 AFCS is part of the integrated modular avionics data as reference information for the AFCS
system. Two autopilots are “installed” as software partitions inside the
-- a 3--axis backup--SAS with the IESI as primary signal
two Aircraft Management Computers (AMC). The AFCS system
source. Backup SAS is designed for hands--on operation.
operates with 28 V DC power system. The main components are:
-- the two dual partitions of the AFCS inside the two AMC
acquire helicopter angles and rates, compute AFCS control
Automatic Reconfiguration
laws (basic stabilization and upper modes functions) and The AFCS platforms perform a cross talk. Different attitude sensors
transmit them to the actuators. A built--in test is provided like AHRS1, AHRS2, AHRS3 and IESI are connected to different
for preflight check AFCS channels. This enhances the reliability and enables the system
-- self--monitored duplex series actuators of the smart to detect a sensor discrepancy thus enabling an automatic
electromechanical (SEMA) type for pitch, roll and yaw reconfiguration (failure isolation).
-- a simplex SEMA is used for the collective axis
-- force--feel parallel actuators for pitch and roll axes, friction AFCS Block Diagram
trim actuator for yaw
Sensors provide information about e.g. the helicopter’s attitude,
-- one parallel friction trim actuator for collective accelerations, altitude and speed. These sensors are e.g. AHRS, ADU
-- one Autopilot Control Panel (APCP) for AFCS engagement and IESI.
and mode selection, located in the center console. NAV
In case, one of the APs is ON, the autopilot uses all actuators, including
coupling is done via the Multi Function Displays (MFD).
the actuators which were previously controlled by the IESI during
Additional controls are located on cyclic sticks and
backup--SAS. The IESI information is taken as an additional sensor for
collective levers
the autopilots.
-- three independent Attitude & Heading Reference Systems
(AHRS) which measure the required signals for basic The AP uses all serial actutors (SEMAs) and parallel actuators (TRIM
stabilization, and two Air Data Computers (ADC) providing motors) to control the helicopter.
necessary data for upper mode functions. The APs use the MFD for indication. The MFDs deliver NAV
information to the APs.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AFCS Block Diagram

Cyclic Stick Coll. Stick AFCS Cont. Panel

SEMA1 Pitch
Backup SAS
SEMA1 Roll

SEMA1 Yaw
IESI AMC1
SEMA2 Pitch

ADU SEMA2 Roll

AMC2
SEMA2 Yaw
AHRS
SEMA2 Coll.
FMS (GPS1/2)
Trim Act. Pitch
MFD1
Warning Panel Trim Act. Roll
MFD2
MFD4
Trim Act. Yaw

FMS / Radio Nav. / RADALT Trim Act. Coll.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AFCS Functions
The AFCS is designed to provide automatic 4--axis stabilization
(termed “basic stabilization”). The AFCS performs “Auto Trim” and also
includes upper modes to enable accurate navigation.
The basic “Auto Trim function” may be switched off by the pilot e.g.
during slope landings. In this case, the autopilot performs DSAS
(digital SAS function). In case of an autopilot failure, automatically the
second autopilot takes over. Independent control laws (backup SAS)
guarantee adequate flying qualities in the case of total AFCS failure.
Series actuators alongside mechanical flight controls are used as the
primary method of introducing the control inputs to the main rotor
cyclic, tail rotor collective blade angles and to the collective lever. In
particular, pitch and roll axis actuation is realized by means of duplex
limited authority Smart--Electro--Mechanical Actuators (SEMA).
Directional control is achieved via a duplex SEMA as well. Longitudinal
and lateral stick force gradients are realized with a spring device
integrated within the cyclic stick position trim system. The trim system,
using the parallel actuators, has a nominal 100 % control authority and
may be operated manually as well.
Pilot cyclic, yaw and also collective command inputs are detected via
detent switches built into the parallel actuators. Under the basic
stabilization function the autopilot is able to maintain the attitude of the
helicopter for long periods of time without intervention. When the trim
actuators are not operative, the pilot may have to re--center the series
actuation occasionally, yet the system provides him the capability of
flying with increased stability.

 NOTE Two AFCS processing platforms are installed. AP2

is the master.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AFCS Schematic, AP2 Engaged

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Training Manual CAT B2
Autopilot System

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Training Manual CAT B2
Autopilot System

Detailed Functioning: AMC 2 engaged, AMC1 disengaged.

AMC 2 AMC 2 engagement 1

Feedback validity
AFCS Arinc command RL 1
channel A Arinc command

Arinc command RL 3
Arinc command SEMA
AFCS
AMC 1 engagement 1 Set 1
Feedback validity
channel B

Back-up
SAS

Arinc command RL 2
Arinc command
AMC 2 engagement
Feedback validity
SEMA
Arinc command Set 2
AMC 1 Arinc command
AMC 1 engagement 2
AFCS Feedback validity
channel A

AFCS
channel B

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Autopilot System 2 failed (AP1 active)

In case if the AP2 (Master) fails during flight, AP1 takes over
automatically.
An amber Caution AP REDUNDANCY is displayed in the Master List.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Detailed Functioning: AMC 2 disengaged, AMC 1 engaged.

AMC 2 AMC 2 engagement 1

Feedback validity
AFCS Arinc command RL 1
channel A Arinc command

Arinc command RL 3
Arinc command SEMA
AFCS
AMC 1 engagement 1 Set 1
Feedback validity
channel B

Back-up
SAS

Arinc command RL 2
Arinc command
AMC 2 engagement
Feedback validity
SEMA
Arinc command Set 2
AMC 1 Arinc command
AMC 1 engagement 2
AFCS Feedback validity
channel A

AFCS
channel B

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Autopilot System 1 and 2 failed, (Backup SAS is

active)
In case of a double AP failure, automatically backup SAS takes over
for helicopter stabilisation.
The Warning AP in the Warning Unit is triggered and a voice message
“Hands On” is detected.
In the Master List AP in red is displayed.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Detailed Functioning: AMC 2 disengaged, AMC 1 disengaged, BKUP engaged.

AMC 2 AMC 2 engagement 1

Feedback validity
AFCS Arinc command RL 1
channel A Arinc command

Arinc command RL 3
Arinc command SEMA
AFCS
AMC 1 engagement 1 Set 1
Feedback validity
channel B

Back-up
SAS

Arinc command RL 2
Arinc command
AMC 2 engagement
Feedback validity
SEMA
Arinc command Set 2
AMC 1 Arinc command
AMC 1 engagement 2
AFCS Feedback validity
channel A

AFCS
channel B

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AFCS Components

General Crew Controls

The main components contributing to the AFCS function (4--axis To control the AFCS the crew uses cyclic stick grip switches, collective
AFCS) in a dual pilot cockpit are: lever grip switches and an autopilot control panel.
-- processing units Actuators
-- sensors The control system comprises different types of actuators. Parallel trim
-- crew controls actuators and series actuators are mechanically connected into the
-- actuators flight control system for automatic control.
-- displays. Displays
Processing Units Modes, status information and abnormal conditions are shown on the
The helicopter is equipped with two dual aircraft management 3 multi--function displays which are part of the integrated modular
computers (AMCs). The system architecture is based on software avionics system. Additionally, a warning unit alerts for immediate pilot
partitions for different applications. hands--on intervention.

Sensors
For computation the AFCS uses information from various external
sensors. It takes signals from AHRS, integrated electronic standby
instrument, pitot / static system, flight management system and
navigation sensors and radar altimeter.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

INTENTIONALLY LEFT BLANK

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Training Manual CAT B2
Autopilot System

Processing Units
The AFCS processing is integrated within the integrated modular These partitions ensure the basic stabilization and the upper mode
avionics system. The main components are: functions.
-- two dual aircraft management computers. Two AFCS partitions are installed: one AFCS processing unit is master
The AMCs are installed below the cabin floor under the pilots seats. and controls all actuators while the other AFCS processing unit is on
(hot) standby. This standby AFCS unit takes over the control in the
Aircraft Management Computer (AMC) case of master AFCS unit disengagement, triggered for example by a
failure detection of the dual processing / monitoring scheme.
An AMC is made up of two independent but synchronized processing
channels. For full partitioning architecture, each processing channel The AFCS processing uses two own dedicated time--scheduled
is made of a platform and a software layer with hosted applications. partitions, one hosted on Channel A, the other on Channel B. The
AFCS partitions are internally interfaced with VMS and Cockpit
Each processing channel includes independent applications defined Integrated Recording Module (CIRM) partitions. They also receive
as partitions. The definition of partitions is done so that each partition configuration/status information from the platform.
in the AMC can provide its functionality regardless of the existence and
status of other partitions in the AMC, thus provide robust behavior in The AMC is fitted with all necessary interfaces to achieve basic
the case of failure of a given partition. stabilization and upper modes.
Each AMC hosts two dual AFCS partitions which acquire helicopter
 NOTE AP2 is master, AP1 is hot backup.
parameters (attitudes, angular rates, pilot inputs, etc.), compute and
transmit relevant commands to the actuators (parallel and series
actuators) and give feedback to the crew.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Aircraft Management Computer

Aircraft Management Computer AMC

Channel A Channel B
ARINC ARINC
AFCS AFCS

AMC 1 AMC 2

Channel B
Channel A

AFCS AFCS
ARINC ARINC

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There are three fiber optic gyro based sensors installed in the aircraft, Angular rates
each measuring 3 orthogonal translational accelerations as well as 3 -- roll angular rate
angular rates. They are of the same type as currently used in the -- pitch angular rate
BK117 C--2 and D--2, with one extra unit added to provide automatic
-- yaw angular rate.
reconfiguration in the event of sensor failure. The units have a
Removable Memory Module (RMM) containing installation Attitudes
parameters (orientation in the aircraft, lever arms to the center of -- roll attitude
gravity, etc.). Two magnetometers measure the earth magnetic field for -- pitch attitude.
calculation of magnetic north. The AHRS sensors are installed under Heading (not on IESI nor AHRS3)
the cabin floor, while the magnetometers are installed in the tail boom.

Operation Baro--Inertial Hybridized Vertical Speed

Each sensor delivers via its ARINC 429 output line a set of inertial data The data is acquired by the AFCS partitions hosted in the AMCs.
including: AHRS1 and AHRS2 data are re--transmitted directly to the MFDs,
along with monitoring statuses.
Accelerations
-- acceleration along the helicopters x axis (longitudinal)
-- acceleration along the helicopters y axis (lateral)
-- acceleration along the helicopters z axis (vertical).

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Training Manual CAT B2
Autopilot System

Attitude and Heading Reference Units

Magnetometer

Attitute and Heading Reference Unit

Removable Memory Module (RMM)

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Operation / Calculation Magnetometer

Each AFCS channel handles directly two Attitude and Heading The magnetometer is used to sense the earth’s magnetic field and is
Reference Units (AHRS). The data are cross--exchanged between connected to the respective AHRS. By this, the direction to magnetic
channels and between AMCs so that each channel has a full set of north can be calculated. The magnetometer comprises three pairs of
data acquired in the most dissimilar way possible. coils which are perpendicular to each other. The two magnetometers
are installed in the tail boom.
Wherever possible, IESI and AHRS3 are also used as redundant
sensor. AHRS Calibration
For automatic reconfiguration, control laws computation and No special tools or test equipment are required for AHRS 1 and 2
monitoring, each AFCS partition has access to the following inertial calibration. This is carried out with Helionix®. The AHRS 1 and 2
data: calibration procedure is done in flight by flying a figure 8 pattern.
-- data from AHRS1, AHRS2, AHRS3, IESI and the result of
a mathematical arithmetic average Euler integration.
AHRS Free Steering Mode
-- AHRS 3, providing a synthetic heading to backup AHRS1 The AHRS free steering mode shall be used when operating in
and 2. Another heading information is derived from abnormal magnetic field areas.
pseudointegration of best estimated angular rates, in case,
the synthetic heading is not available.
-- data from AHRS1 and 2 in a duplex way.
-- in case of IESI failure, the hybridized inertial vertical speed
coming additionally from the GPS.
Failures in inertial data being potentially safety critical, those data are
monitored and only a secure value is used in the AFCS.
To avoid repeating the monitoring elsewhere in the system, resulting
status information are transmitted to the displays via the same ARINC
lines as the sensor data. This status information is used by the displays
to perform automatic or manual source reconfiguration in case of
failure.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Attitude and Heading Reference Units

Channel A
Magnetometer 1 AHRS 1
AFCS

AMC 1

Channel B

AFCS

AHRS 3 IESI

Channel B

AFCS

AMC 2

Channel A
AFCS
Magnetometer 2 AHRS 2

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AHRS1 and AHRS2 Cautions / Indication

During the power--up test the AHRS1 and AHRS2 sensors are AHRS and Magnetometer Failure
controlled. If a failure is detected, the white message REDUNDANCY
ATT1 or ATT2 and MAG HDG REDUND appears.
HDG
In this case PWR--UP TST OK does not appear and a white (T) is
shown on top of the master list. 099
Failure of one or two AHRS units will be indicated at the master list in
amber.
If a failure is detected on AHRS1 or AHRS2, the system will reconfigure
to the remaining AHRS.
If a failure is detected on AHRS1 and AHRS2, IESI remains a reliable
ATT source, AP ATT mode remains functional. The compass rose is Failure of both magnetometers.
indicated in amber. The compass rose is in amber.
A failure of the respective magnetometer is indicated in white as HDG1 Heading kept by the autopilot is shown in green.
MAG HDG FAIL HDG2 (Master List).
If there is a discrepancy of magnetometer SYS1 and SYS2 an amber
HDG arrow with two ends appears on the Flight Navigation Display
(FND).

 NOTE The state of the AHRS’s system is shown at the

reconfiguration page (VMS RCNF Page).

 NOTE The white advisory ATT REDUNDANCY appears, if

AHRS 3 has failed.

Discrepancy SYST1 and SYST2

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AHRS and Magnetometer Failures

ATT1 FAIL
FAIL ATT2
ATT1 FAIL ATT2

FND Master List

HDG1 MAG HDG FAIL

MAG HDG FAIL HDG2
ATT1 REDUNDANCY
REDUNDANCY ATT2
ATT REDUNDANCY
MAG HDG REDUND
HDG1 MAG HDG FAIL HDG2

FND Master List

Reconfiguration Page

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Calibration
Calibration must be performed in accordance with the national
regulations. However, a calibration could be necessary after a change
of a major component of the aircraft (e.g. main gearbox, engine) or of
a magnetometer. For calibration Helionix® is used.

Purpose
The AHRS sends signals to the FND to display the compass rose and
heading. To ensure that an angle deviation of the helicopter’s heading
corresponds to the correct value [°], the output signals have to be
calibrated. A 360° turn clockwise and counterclockwise must result in
the same value. Therefore a ground and flight calibration of the AHRS
is necessary. The AHRU uses the Remote Memory Module (RMM) to
store calibration data.

Calibration on Ground
Pull the circuit breakers on the overhead panel:
-- AHRS1 on the ESS BUS 1
-- AHRS1 on the SHED BUS 2
-- AHRS 2 on the ESS BUS 2
-- AHRS 2 on the SHED BUS 1.
To enter the calibration page push the RCNF button on the MFD4, then
push at the same time the Lateral Select Keys 5 and 11 on the MFD4
to enter the magnetometer calibration page.

 NOTE Calibration on ground is that the AHRS are

prepared to enter its calibration mode.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Preparing Calibration Mode of AHRS (On Ground)

START
Press CB
AHRS1 and 2

Pull all AHRS

Release STRT
Button

Push RCNF on Master List

the MFD ATT1 FAIL ATT2 on
 NOTE
FADEC1 N2DISAGREE FADEC2
may appear
Wait till Alignment AHRS1 and 2
Push LSK5 is finished
and LSK11
Master List
ATT1 FAIL ATT2 off
Calibration Page
ARMED on
Push and hold
Start Button STOP
Preparation

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Training Manual CAT B2
Autopilot System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Preparing Calibration Mode of AHRS (On Ground)

+ +
C C
FND NAVD VMS DMAP EFB T FND NAVD VMS DMAP EFB T
R R
S S
MFD1 MFD4 MFD2 -- MFD1 MFD4 MFD2 --

ATT1 ATT2 ATT2 ATT1 ATT2 ATT2

S AIR1 AIR2 AIR2 S AIR1 AIR2 AIR2
Y Y
S HDG1 HDG2 HDG2 S HDG1 HDG2 HDG2
T RA RA RA T RA RA RA
FMS2 FMS2 FMS2 FMS2 FMS2 FMS2

ARMED

LSK 5 LSK 11

S S STRT
T T
R R
T T

+ + + +
L B L B
U PREV HDG FMS R U PREV HDG FMS R
M G M G
-- -- -- --

001330
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Calibration in Flight
During the calibration flight the dotted circles on the magnetometer
calibration page are flashing black and white. Make shure that the
calibration has been successfully completed.
The calibration can be aborted if the button DG FREE/SLAVED1 and
2 on the MCP are pushed together for more the 3 s.

 NOTE During the calibration, do not fly near to high

voltage power lines and radio transmitter stations
this lines and stations can cause the calibration to
fail.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Calibration of AHRS (In Flight)

START

1 Left turn
25--35°
Take off, 80--100 Kts
position in calibration
area Dotted
circles flashing

Procedeed till Calibration Page

Push STRT on dotted circles 1 FAILED on
calibration page stop flashing -- 8 pattern is longer than 4 min
-- the loop is longer than 540°
-- the magnetometer is failed
-- the ADC has a malfunction

Right turn
25--35°
80--100 Kts
Calibration Page
Dotted CALIBRATION ENDED on
circles flashing

Procedeed till
dotted circles STOP
stop flashing

001331
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Calibration Mode of AHRS (In Flight)

+ +
C C
FND NAVD VMS DMAP EFB T FND NAVD VMS DMAP EFB T
R R
S S
MFD1 MFD4 MFD2 -- MFD1 MFD4 MFD2 --

ATT1 ATT2 ATT2 ATT1 ATT2 ATT2

S AIR1 AIR2 AIR2 S AIR1 AIR2 AIR2
Y Y
S HDG1 HDG2 HDG2 S HDG1 HDG2 HDG2
T RA RA RA SYST T RA RA RA
FMS2 FMS2 FMS2 FMS2 FMS2 FMS2

CALIBRATION ENDED

S S
T T
R R
T STRT T

+ + + +
L B L B
U PREV HDG FMS R U PREV HDG FMS R
M G M G
-- -- -- --

001332
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AHRS Free Steering Mode

The right side of the Multiple Control Panel (MCP) is used to control the
directional gyro system.
With the push buttons it is possible to toggle between Free and Slaved.
In the free mode the HDG1 and 2 switches can be used to correct the
compass indication. The switches have three positions and are spring
loaded to center.
The AHRS free steering mode shall be used when operating to and
from an area with anormal or disturbed magnetic field, for example
large metallic plattforms or structures.
Use of the free steering mode, push the DG: FREE/SLAVED1 or 2
push botton. An amber DG appears on all FND between the Indicated
Air Speed and the Attitude Indication at the lower area or NAVD on the
upper right side.
The HDG1 and HDG2 switches L/R are used to adjust correct aircraft
heading.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

AHRS Free Steering Mode

Push Button
DG: FREE / SLAVED 2

Push Button
DG: FREE / SLAVED 1

Multi Control Panel Free Steering

(MCP) Indication

Switch HDG1

Switch HDG2

001333
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IESI.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Pitot / Static System Schematic

Air Data Unit 2 Static Port 1 and 2

Pitot Tube 2

TTPU 2

Alternate Static
Pressure Selector Valve

IESI TTPU 1

Pitot Tube 1 Air Data Unit 1 Static Port 2 and 1

001335
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Interface with Air Data Sensors

To the pitot static system, the following equipment is connected:
-- ADC1
-- ADC2
-- IESI.
Air data (including also OAT sensor) is sent by the ADU3200 sensors
over an Arinc 429 line,which is read directly by the AFCS partition. The
sensor data are exchanged among AFCS partitions on each AMC.
This enables sensor discrepancy detection by AFCS hosted
monitoring.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Interface with Air Data Sensors

TTPU1

Pitot/Static System 1 Channel A

ADU1 AFCS
Pitot Tube

AMC 1

IESI AFCS
Static Port

Channel B

Pitot/Static System 2 Channel A

Static Port ADU2 AFCS

Cabin

AMC 2
Static Port Static Selector
Valve TTPU2
AFCS
Pitot Tube
Channel B

001336
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Air Data Unit (ADU3200) Outside Air Temperature Sensor

The air data unit is installed to the respective pitot / static system. It is The total temperature probe unit (TTPU) is a total temperature
pneumatically connected to the total and static pressure probes and measuring device which uses a platinum wire sensing element. A
is electrically connected to the outside air temperature probe. change of the electrical resistance refers to an outside air temperature
information.
The air data units measure air data (e.g. altitude, airspeed, vertical
speed) and transmit the values to both AMCs over two ARINC 429 The outside air temperature sensors are installed LH and RH side
digital links. outside forward fuselage and are electrical powered by the respective
ADU.
The air data units are installed in the LH and RH side forward cable
channel and electrical powered by the AMC BUSes.
The ADU may also be called ADC.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Air Data Unit and Outside Air Temperature Sensor

Air Data Unit

OAT Sensor (TTPU)

001337
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Air Data Unit Cautions and Indications

During the power--up test the air data sensors are checked. If a failure
is detected, the white message DATA REDUNDANCY AIR1 or AIR2
appears at the FND master list.
PWR--UP TST OK does not appear and a white (T) is shown on top of
the master list.
Failure of one or two air data units will be indicated at the master list
in amber.
If a failure is detected on ADC1 or ADC2, the system will reconfigure
to the remaining ADC, discrepancy between airspeed or altitude data
of SYS1 and SYS2 an amber AIR with an arrow and with two ends
appears on the Flight Navigation Display (FND).
If a failure is detected on ADC1 and ADC2, IESI air data will be
indicated on all MFDs.
AP IAS upper modes will decouple and vertical speed indication will
disappear.

 NOTE The state of the air data system is shown on the

reconfiguration page (VMS RCNF Page).

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Air Data Unit Failures

+
C
FND NAVD VMS DMAP EFB T
R
S
MFD1 MFD4 MFD2 --

AIR1 DATA FAIL ATT1 ATT2 ATT2

S AIR2 -1 AIR2 AIR2
DATA FAIL AIR2 Y
S HDG1 HDG2 HDG2
AIR1 DATA FAIL AIR2 T RA RA RA
FMS2 FMS2 FMS2

ATT1 IESI ATT2

PIT: 12 PIT: 12 PIT: 12
ROLL: 15 ROLL: 15 ROLL: 15

FND Master List

Air Data Unit 1 Failure AIR1 IESI AIR2
Hp: *** Hp: 1013 Hp: 1013
IAS: *** IAS: 16 IAS: 16

HDG1 HDG2
MAG: 220 MAG: 220

MAG DEGR

RA2 R
100 C
N
F

+ MAG TRUE +
L B
U PREV HDG FMS AIR RST R
M G
-- --

003670
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Flight Management System and Navigation

Sensors
Two Garmin GTN750 devices are installed in the BK117 D--3. They are
located in the front part of the cockpits center console. The GTN750
is an all--in--one GPS / NAV / COM solution with a large 6.9’’ touch
sreen, featuring SBAS / WAAS certified GPS, a 2280--channel VHF
communications transceiver and a 200--channel ILS/VOR receiver.
The built--in WAAS navigation capabilities are approved to fly LPV
approaches without reference to ground based navaids. The
15--channel receiver is capable of five position updates per second.
The Navigation Management System provides the following NAV
information to the autopilot:
-- VOR
-- LOC
-- GS
-- GPS.

 NOTE Both GTN750 are connected via MFD to the AMCs.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Flight Management System and Navigation Sensors

ARINC GPS only

Channel A
GPS/FMS 1 MFD
GTN 750 ARINC

AMC 2

Channel B

GPS/FMS 2 MFD
GTN 750 ARINC Channel A

ARINC GPS only AMC 1

Channel B

003548
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Radar Altimeter
The KRA 405B Radar Altimeter System provides the pilot with
dependable, accurate AGL (altitude above ground level) information
during the approach phase of a flight. The system has the capability
of alerting the pilot when a pre--determined altitude (decision height)
is reached. The system also provides altitude information to the
automatic flight control system during approach. The radar altimeter
indication on the FND is up to 2200 ft.

Operation
The radar altimeter determines the altitude above ground level by
transmitting a signal to the ground then processing the reflected
signal. The signal is a frequency modulated continuouswave (FMCW).
Altitude above ground information is an ARINC 429 signal.
The radar altimeter is used to:
-- enable the upper mode CR.HT
-- to do a level off during ground detection
-- gain programm selection of AFCS.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Radar Altimeter

Radar Altimeter
xtalk

MFD 1 MFD 4 MFD 2

Preflight Test
Copilot Center Pilot

Digital Data
Pre--Flight
Test Switch

AMC 1 AMC 2 AFCS

AFCS AFCS AFCS Channel 2.1
Channel 1.1 Channel 1.2 Channel 2.2 (A)
(A) (B) (B) (default
master
channel)

Radar Altimeter Data exchange (2M)

Data exchange (1M)

Antenna

001340
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Crew Controls

General Cyclic Stick Grip Switches

To control the autopilot functions, there are several switches and push The AFCS uses the buttons and switches located on the cyclic stick
buttons in the cockpit available. grips for activation / deactivation or reference adjustment of AFCS
related modes and functions.
The crew controls are:
-- Autopilot Control Panel (APCP) Collective Lever Grip Switches
-- cyclic stick grip switches For activation / deactivation or reference adjustment of AFCS related
-- collective lever grip switches modes, the AFCS uses the buttons and switches located on the
collective lever grip switching unit.
-- MFD--bezel keys for NAV modes.
NAV Mode Engagement
Autopilot Control Panel
NAV sources are selected or armed by keys mounted at the bezel of
A dedicated Auto Pilot Control Panel (APCP) is installed in the cockpits
the MFD.
center console between pilot and co--pilot. The APCP provides the
main control functions.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Crew Controls

MFD

Cyclic Stick

APCP

001341
Collective Lever

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Autopilot Control Panel

The Auto Pilot Control Panel (APCP) is installed in the cockpit’s center
console between pilot and co--pilot. The APCP provides the following
functions:
-- autopilots ON / OFF called “engagement / disengagement”
-- automatic trim function engagement / disengagement
(A.TRIM)
-- backup SAS engagement / disengagement (BKUP)
-- upper mode engagement / disengagement
-- upper mode reference adjustments.
All pushbuttons and designations are equipped with a green back light
for night mode. Engaged upper modes are shown by a green LED.
Disengaged systems are shown by the amber button caption lights
OFF.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Autopilot Control Panel

MCP

APCP

Moving Map
Control
Panel

Weather
Radar
Control
Panel

001342
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Operation Upper Mode Selection

The Autopilot Control Panel is used to control the current configuration The APCP push--buttons or rotary push--buttons used for the AFCS
of the AFCS and engage / disengage various modes, as well as adjust upper modes are detailed hereafter:
their references.
-- IAS rotary switch to adjust an airspeed reference, engage
A “butterfly” rotary switch is implemented to select between and disengage indicated air speed mode.
conventional (HDG/VS) and GPS based modes (TRK/FPA). -- HDG/TRK rotary switch to adjust a heading or track angle
reference, engage and disengage either heading select
AFCS Configuration Selection
mode or track angle select mode.
Following push--buttons for AFCS reconfigurations are available: -- VS/FPA rotary switch to adjust a vertical speed or flight
-- AP1 push--button for engagement and disengagement of path angle reference, engage and disengage vertical
AFCS processing unit 1 (hosted in AMC1). speed select mode or flight path angle select mode.
-- AP2 push--button for engagement and disengagement of -- ALTA rotary switch to adjust an altitude reference, engage
AFCS processing unit 2 (hosted in AMC2). and disengage altitude acquire mode.
-- BKUP push--button for engagement and disengagement of -- ALT push--button for engagement and disengagement of
backup SAS, hosted by the IESI. altitude hold mode.
-- A.TRIM push--button for engagement and disengagement -- CRHT (Cruise Height) rotary switch to adjust radio height
of pitch, roll, yaw and collective functions. reference, engage and disengage the radar height mode.
-- A so--called “butterfly” rotary switch for selection between
the mode combinations HDG + VS (traditional) or TRK +
FPA (GPS--based).
Engaged upper modes are indicated by a green light next to the
corresponding button. Additionally with a green ON indication within
the ALT push--button.

 NOTE All upper mode control selection lights can be

checked by performing the lamp test.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Autopilot Control Panel

BKUP push--button AP1 push--button

to engage and disengage. to engage and disengage.
A.TRIM push--button
to engage and disengage.

AP2 push--button to
engage and disengage.

ALTA rotary switch to

adjust, engage and
disengage altitude
acquire mode.
CRHT rotary switch
to adjust, engage and
disengage.
IAS rotary switch to
adjust, engage and
disengage.

VS/FPA rotary switch to adjust, ALT push--button to

engage and disengage either engage and disengage.
vertical speed select or flight
path angle select mode.

HDG/TRK rotary switch to

adjust, engage and disengage
“Butterfly” Rotary Switch either heading select or track
select mode.

001343
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Cyclic Stick Grip Switches

There are buttons and switches located on the cyclic stick grips, AP/BKUP ON engages / resets AFCS as follows:
identically for pilot and co--pilot. These switches activate or
-- left press:
de--activate AFCS modes and are used for reference adjustment of
AP1 ON and backup SAS to stand--by
AFCS related modes and functions.
-- right press:
The interfaces between cyclic grip buttons and AMCs are realized by AP2 ON and backup SAS to stand--by
discrete signals. Critical switches such as AFCS fast cut--off and force
-- forward press:
trim release are duplex contact switches.
AP1/AP2 and backup SAS on without upper modes.
The following buttons and switches are located on the cyclic stick grip: -- double click forward:
-- AP/BKUP CUT push--button for AFCS fast cut--off engage 3 upper modes (ALT, HDG, IAS or depending on
the butterfly switch position ALT, TRK, IAS).
-- AP/BKUP ON 4--way switch for AFCS engagement
-- BEEP TRIM 4--way beep trim switch BEEP TRIM for either manual beep in the case of A.TRIM or AP1 and
AP2 disengaged, otherwise for longitudinal and lateral/directional
-- TRIM REL push--button for cyclic force trim release
mode reference adjustment.
-- AP UM OFF push--button for AFCS upper modes
disengagement TRIM REL opens the clutch in cyclic trim units and thus de--activates
the force feel system of cyclic trim units.
-- RESET for Master List acknowledge function.
AP UM OFF disarms and disengages all uppermodes.When pressed
Operation for more than 1 s on ground with autopilot engaged, it will center the
Pressing these buttons has the following effect: cyclic stick and pedals.
AP/BKUP CUT (red button) disengages the AFCS in 2 steps: When pressed for more than 1 sec in flight, it will erase pre--selected
references of upper modes (i.e. ALT.A).
-- press once for AP1 and AP2 disconnection
-- re--press after 0.3 s for disconnection of backup RESET for the FND acknowledgement (Master List).
stabilization. GTC/GTC.H engages GPS upper modes for ground speed control.

 NOTE AP/BKUP ON always resets more than one system.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Cyclic Stick Grip Switches

AP/BKUP ON

GTC/ GTC.H
AP/BKUP CUT

BEEP TRIM

TRIM REL

AP UM OFF

RESET

001344
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Training Manual CAT B2
Autopilot System

Collective Lever Grip Switches

The AFCS also uses the buttons and switches located on the collective
lever grip switching unit for activation / deactivation of upper modes.
Reference adjustment of AFCS related modes and functions are also
possible.
The following buttons and switches are located on the collective lever
grip:
-- 4--way beep trim switch
-- force trim release for the collective trim motor
-- push--button for Go--Around upper mode activation.
The engraving indicating of the function of various buttons is
illuminated. The light intensity is controlled by the main cockpit
dimming switch.

Operation
Pressing these buttons has the following effect:
-- BEEP TRIM changes upper mode references according to
currently active modes.
-- TRIM REL opens the clutch in the collective trim unit and
reduces the friction felt by the pilot
-- GA engages the Go--Around mode.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Collective Lever Grip Switches

BEEP TRIM

TRIM REL

001346
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Actuators
Actuators are used to convert electrical pilot or autopilot commands Cyclic Trim Actuator Units
into mechanical steering commands. They provide trim function in the
Two parallel actuator units provide trim functions and spring force feel
longitudinal, lateral and vertical axes as well as long term and short
in the longitudinal and lateral axes.
term attitude and attitude rate stabilization in all four axes.
Following actuators are installed in this helicopter: Yaw Trim Actuator Unit
-- cyclic trim actuator units One parallel trim actuator unit provides trim function and friction force
-- yaw trim actuator unit feel in the horizontal axis.
-- collective trim actuator unit Collective Trim Actuator Unit
-- smart electro--mechanical actuators (SEMAs). One parallel trim actuator unit provides trim function and friction force
feel during collective movements.

Smart Electro-- Mechanical Actuators (SEMAs)

Seven smart electro--mechanical actuators in all four axes (including
collective) provide short term attitude and attitude rate stabilization.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Actuators

5 SEMAs

2 SEMAs

Collective Parallel Actuator

Pitch Parallel Actuator

Yaw Parallel Actuator

002994
Roll Parallel Actuator

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Cyclic Trim Actuator Units

The parallel actuators, also called trim motors, enable manual change
of the trim positions (zero force position) and provide “spring force feel”
when the pilot applies a force of the cyclic stick. The two cyclic trim units
each have duplex position sensors and duplex detent switches. Both
units are installed under the cabin floor in the front. They are
mechanically linked to the cyclic control system. One is connected to
the longitudinal control, the other one to the lateral control to provide
automatic cyclic trim control.
Each cyclic trim unit incorporates the following features:
-- artificial force feedback done by a spring
-- a clutch to cancel stick forces
-- damping to minimize “stick jump” when activating trim
release
-- two Rotary Variable Differential Transducer (RVDT) type
position sensors, each measuring the stick position
-- two micro--switches to detect pilot override control
-- a trim motor that can be alternatively controlled by the pilot
or autopilot.
Trim motors have two electrical connectors, so that they can be
alternatively controlled by AMC1 (AP1) or AMC2 (AP2).

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Cyclic Trim Actuator Unit

Worm Gear
Micro-- Switches
(Hands-On Detection) Electric Motor Electrically Activated
Coupling
Position
Transmitter (RVDT)

Control Lever

Reduction Gear

Shear Pin Spring for Artificial

Actuation Force

Pitch/Roll Parallel Actuator

002167
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Yaw Trim Actuator Unit

The BK117 D--3 has a friction trim unit in the yaw axis. It provides:
-- initial pedal break
-- out force with further constant force during displacement
-- two Rotary Variable Differential Transducer (RVDT) type
position sensors, to measure the pedal position
-- two micro--switches to detect pilot override control.
Pedal position movement is transferred via a flex ball cable to the rear
fenestron booster. The trim unit is installed under the cabin floor in the
front and mechanically connected to the pedals for automatic
directional trim control.
A friction device is used to allow the pilot to override yaw trim
movements of the autopilot.

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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Yaw Trim Actuator Unit

Worm Gear
Micro-- Switches
(Feets-On Detection) Electric Motor

Position
Transmitter (RVDT)
Friction Device

Control Lever

Reduction Gear

Shear Pin Spring

Yaw Parallel Actuator

002168
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BK117 D--3 with EMB

Training Manual CAT B2
Autopilot System

Collective Trim Actuator Unit

The parallel actuator is of friction type similar to the yaw axis trim motor.
It enables manual change of collective trim position/power setting
either by release of trim anchoring point or by displacement against
friction forces without a force gradient. The trim unit is installed
underneath the cabin floor and mechanically linked to the main rotor
collective control system to enable automatic power setting by the
autopilot. The collective trim unit incorporates the following features:
-- a friction device to provide manual control friction forces
-- a clutch to release anchoring point while cancelling control
forces
-- two RVDT type position pick--offs each measuring
collective lever position
-- two micro--switches to detect pilot override control.

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Training Manual CAT B2
Autopilot System

Collective Trim Actuator Unit

Worm Gear
Micro-- Switches
(Hands-On Detection) Electric Motor Electrically Activated
Coupling
Position
Transmitter (RVDT)
Friction Device
Control Lever

Reduction Gear

Shear Pin Spring

Collective Trim Actuator

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Training Manual CAT B2
Autopilot System

Interface with Trim Actuators

Each actuator is controlled by the AMCs. Each AMC channel
computes the actuator command and cross--exchanges the data. The
command is then converted into a PWM signal sent by only one
channel after a voter selection. The actuator command is fed back into
the SW monitoring.
Signals from the stick position sensor as well as breakout detection
switch integrated into the trim actuators are sent back to the AFCS unit.
A SW AFCS monitoring is performed on trim actuator motion. In case
of any failure detection, the SW monitoring sends a disconnection
command to the trim and a disconnection request to the HW
disconnection device which disables the analogue output to the
actuator. The HW device enables the analogue output only if both
channels agreed on trim activation and if the AFCS is engaged.
Figure 4--29 shows the interface between the AMCs and a trim
actuator unit.

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Training Manual CAT B2
Autopilot System

Interface between the AMCs and a Trim Actuator Unit

AMC
Channel A
Override Detection Discrete
Trim Trim Position Feedback
Actuator Command Trim Command Feedback
Command

Actuator
Monitor Activation Descrete
HW
Safety
Channel B Device
Actuator Trim Actuator
Monitor Override
Detection
Motor Switch
Actuator PWM
Command Voter
Converter M
Trim
Command Position
Trim Command Feedback Sensor

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Training Manual CAT B2
Autopilot System

Smart Electro--Mechanical Actuators (SEMAs)

Seven Smart Electro--Mechanical Actuators (SEMAs) are inserted in
the mechanical flight control rods to provide series actuation control in
addition to the primary control inputs by cyclic stick and pedals. There
are two SEMAs installed on each axis (longitudinal, lateral, Fenestron
control) and one SEMA for the collective control.
These SEMAs have the following characteristics:
-- duplex ARINC 429 inputs
-- the actuator includes its own control electronics for position
slaving and position monitoring
-- the AMC is able to freeze the actuator through a discrete
as well as through a bit in either of the ARINC 429 control
words
-- the actuator sends back a discrete validity signal to the
AMC.
Relays, included in the wiring, enable the selection of either AMC1, or
AMC2 or IESI control for the series actuators.
In case of e.g. AFCS2 control, two independent ARINC429 position
commands drive the SEMA. The command is calculated by AFCS2
Channel A and AFCS2 channel B independently.

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Training Manual CAT B2
Autopilot System

Smart Electro--Mechanical Actuators

Yaw SEMA 1

Pitch SEMA 2

Yaw SEMA 2

Collective SEMA
Pitch SEMA 1

Roll SEMA 2

Roll SEMA 1

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Training Manual CAT B2
Autopilot System

SEMA Interface Principle

The two channels of one AMC send a command to the series actuator.
One AMC channel drives the control input of the SEMA while the other
channel drives the monitoring input of the SEMA.
Detection of any discrepancy is done at actuator level which plays the
role of a voter between the two AMC channels (safety aspect). When
the output shaft position is not consistent with the commanded position
or the monitored input, the actuator is automatically stopped within a
limited travel after failure appearance and its position is subsequently
frozen.
On sensor or AMC channels discrepancy (detected by either channel
through the cross--channel data exchange or the actuator command
feedback information) a SW AFCS disconnection is requested and
then sent to the AMC internal HW safety logic, as well as through stop
bits on both ARINC 429 lines to the actuators. The output of the HW
safety logic drives the discrete activation input of the SEMA to freeze
immediately the position of the series actuators. The power supply of
the step motor is disconnected by either the active discrete signal
falling or by the stop bits on either ARINC 429 input. If another AMC
is operational, it can of course take control of the SEMA automatically.
Transient failures can be reset using the cyclic stick: autopilot
engagement actions attempt a reset of actuator failures.
Each SEMA sends back a validity feedback indicating its correct mode
of operation.

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Training Manual CAT B2
Autopilot System

Principle interface between one AMC and the SEMA

SEMA Validity

AMC SEMA
Channel A

Pilot Motor
Actuator ARINC429 Command & Activation Slaving Control
Command

Actuator
Monitor
HW
Safety M
Logic AP Engagement
Channel B
Actuator (SEMA Active)
Position
Monitor
Sensor
Actuator
Command Monitor Supply
ARINC429 Command & Activation Slaving

Training Manual CAT B2
Autopilot System

Instrument Panel

General The following type of information regarding the AFCS can be displayed
on the FND format of these MFDs:
The automatic flight control system (AFCS) uses two types of displays
to inform the cockpit crew about the autopilot status. -- mode references on dedicated flight data scales such as:
altitude, airspeed, vertical speed, ground speed
The display system comprises:
-- modes status information on a dedicated AFCS strip on the
-- three multi--function displays upper display edge such as: engaged / armed modes,
-- one warning unit. mode change or loss indication, excessive deviation from
mode reference, hands--on warning, trim centering, axis
degradation
Multi--Function Displays
-- cautions and warnings in a dedicated alarm area.
Modes, status information and abnormal conditions are shown on the
Additional status information regarding AFCS components can be
flight display system (FDS) which is part of the integrated modular
displayed on a system page and a reconfiguration page of the VMS
avionics system.
main format.
The flight display system (FDS) is composed of three similar 6’’ x 8’’
LCD Multi--Function Displays (MFDs) installed in the cockpit
instruments panel. Each MFD -- except the pilots outboard MFD -- can
be operated in one of the three following main display formats:
-- Flight Navigation Display (FND)
-- Navigation Display (NAVD) not on MFD2 as long as
MFD4 is available
-- Vehicle Management System (VMS), not on MFD2 as
long as MFD4 is available.
with various display formats being selectable in each main format.
MFD1 is copilot, MFD2 is pilot and MFD4 is in the center.

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Training Manual CAT B2
Autopilot System

Instrument Panel

Compass
Warning Unit MFD 4
IESI

MFD 1 MFD 2
Co--pilot Side Pilot Side

LH Section Center Section RH Section

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Training Manual CAT B2
Autopilot System

Warning Unit
A warning unit informs for immediate pilot hands--on intervention.
The warning unit is located on top of the instruments panel. The red
warning AP included in the panel is illuminated when immediate pilot
hands--on intervention is required.
Each channel of AMC1 and AMC2 sends a discrete signal to the
warning unit. Due to the fact that the warning unit only has a single
input for illumination of the AP warning lamp, an “or” logic is realized
directly in the helicopter wiring, taking into account AMC2 / AMC1
priorities.

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Training Manual CAT B2
Autopilot System

Warning Unit

EMER EMER
OFF OFF
SW 1 SW 2

AP Warning (for 10 s)

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Training Manual CAT B2
Autopilot System

MFD Bezel Keys for NAV Coupling

The autopilot (AP) NAV source and coupling to navigation sources is
performed via dedicated soft keys on the MFDs.
The NAV source and AP coupling information appears on the FND.

Operation
The autopilot NAV coupling / decoupling is performed by pressing the
AP coupling key at the bottom of the MFD in the FND or NAVD pages:
-- CPL means, the navigation source can be coupled by
pressing on it
-- DCPL means, the navigation source can be decoupled by
pressing on it
-- DISARM means, the navigation source can be disarmed
from the AFCS by pressing on it
-- when no label is shown, it is inactive: nothing happens
when pressing the key.
AFCS Coupled / Decoupled / Disarm Modes are VOR/ILS/FMS (GPS).
If the AP is coupled (CPL) on the MFD 1, this MFD is designated as
master MFD and coupling to another MFD (MFD2 or MFD4) is not
possible.
To stay coupled (CPL), the NAV source must remain displayed on the
MFD1. If the NAV source on MFD1 is changed to another NAV source
(for example from VOR to ILS), the AP will deactivate after 30 s in
cruise or after 10 s in approach together with flash in inverse video on
the AFCS strip.
If the AP is coupled (CPL) on MFD2 or MFD4, these MFDs are both
designated as master MFDs, in this case coupling on MFD 1 is not
possible.

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Training Manual CAT B2
Autopilot System

MFD Bezel Keys for NAV Coupling

CRS
N 010
A
V ILS2
108,10
6.0 NM
+ 12 min
L
U ND
M DISARM
--

C
R
S
Navigation Source Scroll
AFCS ILS is armed,
N A to disarm press the
A C
V FMS K LSK Disarm
EDMA
18.1 NM
+
525 Kg +
L OAT 10 °C B
U CPL
CPL ND SCT R
M G
-- --
DTK RNP CRS
N 000 3.00 N 010
A A
V FMS V ILS2
INS/GPS 108,10
6.0 NM 5.5 NM
+ 12 min + 11 min
L L
U U ND
M CPL ND M DCPL
-- --

AFCS Couple/Master Side Selection

No Coupling possible AFCS ILS is coupled,

to decouple press the
LSK Decouple

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Training Manual CAT B2
Autopilot System

Navigation Display (NAVD) including AP Function

The Navigation Display can be used with or without AP modes,
depending on the AP mode selection. To enter press the Master Select
Key NAVD. The display is used to couple or decouple. With the select
key NAV the pilot can choose between true north or magnetic north
navigation mode. With the bottom select key the autopilot modes will
engage or disengage (CPL / DCPL / DISARM).

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Training Manual CAT B2
Autopilot System

NAVD Select Keys for AP and NAV Coupling

Area for Navigation Source +

Selection C
T
R
S
--

Navigation Source Scroll

Area for Navigation Source

Coupling + +
L B
U R
M G
AFCS Couple -- --

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Training Manual CAT B2
Autopilot System

Interface to the Flight Display System for AFCS

Annunciations
The AFCS communicates with the Flight Display System (FDS) to
show the following information:
-- AFCS status
-- mode engagement and references
-- immediate recovery alarm
-- PFD information.
This is done by
one ARINC 429 line from AFCS processing Channel A and
two ARINC 429 lines from AFCS processing Channel B.
The ARINC 429 output line from Channel A is looped back to AFCS
processing Channel B which performs a cross--check. The result of
this check will activate on ARINC 429 lines from Channel B an output
signal used as validity of the data to be displayed.

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Training Manual CAT B2
Autopilot System

Interface to the Flight Display System for AFCS Annunciations

MFD 1
(Co--pilot)

Channel A Channel A
ARINC ARINC

MFD 4
(Center)
AMC 1 AMC 2

Channel B Channel B
ARINC MFD 2 ARINC
ARINC ARINC
(Pilot)

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Training Manual CAT B2
Autopilot System

Interface from the Flight Display System to the AFCS

The AFCS receives navigation and configuration data via ARINC 429
interfaces from the FDS.
The flight display system provides numerous information to the AFCS
partition, among which:
-- selected navigation source
-- VOR/ILS frequencies
-- DME distance
-- horizontal/vertical deviations
-- selected course
-- radio height
-- decision Height
-- barometric correction
-- manual reconfiguration actions from the pilot.

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Training Manual CAT B2
Autopilot System

Interface from the Flight Display System

ARINC
MFD 1 ARINC
(Co--pilot)

Channel A Channel A

ARINC MFD4 ARINC

AMC 1 (Center)
AMC 2

Channel B Channel B
ARINC MFD2 ARINC

(Pilot)

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Training Manual CAT B2
Autopilot System

Operation

General Annunciation Coloring Rules

The AFCS is automatically supplied with 28 VDC power, when the The general coloring rules are applied regarding AFCS related
helicopter is powered. After a power--up has been identified by the annunciations on MFDs, Warning Panel or APCP.
AFCS, a self--test and initialization of the actuators and computer is Normal or abnormal situations are indicated by:
executed. Once passed, the crew may either engage the AFCS or run
the Pre--Flight Test (PFT) as part of the avionics Clearance Test.
RED
-- failed equipment or loss of function, immediate
The PFT is dedicated to check, before takeoff, that there is no safety
pilot “hands--on” required
relevant failure. The main purpose of the PFT is to ensure that the flight
control system is operative before take off and to detect dormant
-- AMBER degradation or disconnection of equipment or
failures. All the rest is covered by permanent monitoring anyway.
function. No immediate pilot action but attentive monitoring
Under normal conditions, attitude hold (ATT mode) is the defaul tmode by the pilot
when the AFCS is engaged.
AFCS related warnings and cautions are only displayed when the -- GREEN normal operation of equipment or function “Go”.
AFCS is intended to be used (after power--up when either a request
for Pre--flight Test engagement or a request for AFCS engagement is Further used colors for advisory indications are:
performed). Otherwise neither warning nor caution will be issued.
-- WHITE mode reference change indication

-- CYAN equipment or mode/function in standby or

armed

-- GREY inactive equipment

-- MAGENTA instrument and landing system.

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Training Manual CAT B2
Autopilot System

AFCS Fly--Through and Discrepancies

OVERRIDE
OVERRIDE
“fly--through”
override indication,
inverse blinking

Excessive deviation

CAUTION
on horizon ball in case of
non--localized discrepancy Discrepancy indication e.g. attitude
+ ATT1 or ATT2 FAIL on
master list

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Training Manual CAT B2
Autopilot System

AFCS Strip
The AFCS strip is intended to show the pilot the level of piloting The following color rules are applied:
assistance provided by the AFCS. The AFCS strip can be generally
subdivided into: RED
-- two rows
-- inverse video flashing: immediate pilot attention or manual
-- three columns. recovery required.
The upper row shows the active mode, the lower row the armed mode. -- steady: total loss of stabilization on affected axis requires
The three columns correspond to the aircraft control axes. The left hands--on flight.
column for collective control, center column for roll, yaw control and the
right column for pitch control. AMBER
Operation / Indication -- inverse video flashing: AP mode not able to perform its
The AFCS strip provides the following information to the crew: intended function and about to disengage.
-- which upper modes are engaged (active green) and / or -- steady: minor degradation reducing system state from
armed (pre--selected mode cyan) failoperative to fail--passive.
-- attraction frame -- blinking amber--green: pilot override action detected.
-- momentarily reference change
GREEN
-- degradation information
-- axis excessive deviation -- engaged AP modes not requiring pilot attention.
-- out of trim indication (actuator saturation)
-- loss of upper mode (10 s) CYAN
-- collective lever (position uncertain) -- inverse video flashing: AP mode about to automatically
-- warning (immediate hands--on). disarm.
-- steady: armed AP modes.

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Training Manual CAT B2
Autopilot System

AFCS Strip (examples)

Attraction Active mode, Active mode, green/amber Active mode,

frame amber flashing (override) green
Excessive
deviation

ALT HDG IAS

C G/S Y LOC R P Momentarily

reference change

Axis degradation Armed/pre--selected Actuator saturation

mode
Pre--selected mode, Collective lever
disarmament indication position uncertain
ALT COLL
G/S LINK

Loss of upper mode

(10 s) ALT P
Warning,
immediate hands--on

ALT ALT

Inverse Video Flashing

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Training Manual CAT B2
Autopilot System

AFCS Strip

Flight Navigation Display (FND)

ALT LOC2 IAS

AFCS Strip

Axis of control: Collective Yaw / Roll Pitch

Upper mode controlled: ALT LOC2 IAS

Attitude Hold Localizer Indicated Air

Speed Hold

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Color Rules: Green, Nominal Mode

Flight Navigation Display (FND)

ALT LOC2 IAS

HDG Steady green: the mode is engaged or captured, and does not requires attention.

HDG Blinking amber / green + alternating OVERRIDE in white and black in the second row.
HDG

OVERRIDE
OVERRIDE

HDG Underlined: reference has changed.

HDG Attraction frame [10 s]: the mode has just been changed.

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Engaged Modes according to the Control Axis

Flight Navigation Display (FND)

ALT LOC2 IAS

Collective Yaw / Roll Pitch

CRHT NAV IAS
FPA TRK FPA
V/S HDG V/S
ALT VOR# ALT
G/S# LOC# G/S#
V.APP APP V.APP
GA GA
GTC GTC
GTC.H GTC.H

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Color Rules: Cyan, Armed Modes

Active Flight Navigation Display (FND)

mode
ALT HDG IAS
LOC2
Armed
mode

HDG Steady cyan: the mode is armed and will engage when the required conditions will be met.
LOC2

HDG Blinking reverse video cyan [10 s]: the mode is disarming.
HDG

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Armed Modes according to the Control Axis

Flight Navigation Display (FND)

ALT HDG IAS

LOC2

Collective Yaw / Roll Pitch

ALT.A ALT.A
VOR#
G/S# G/S#
V.APP APP V.APP

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Color Rules: Amber, Modes Degradation

Flight Navigation Display (FND)

ALT HDG IAS

HDG Steady amber: the mode is degraded on the associated axis.

Blinking reverse video amber [10 s]: the mode is decoupling.

HDG

Blinking amber box [10 s]: the mode is decoupling (non critical) on related axis.
HDG

DSAS Steady amber: the digital SAS (processed in the AP) is active on relevant axis.

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Color Rules: Red, Modes Disengaged

Flight Navigation Display (FND)

C YR P

Blinking reverse video red [10 s]: the mode is disengaging

YR
YR => ! Pilot must return to manual control.

SAS SAS Blinking red SAS [10 s]: when back--up SAS is OFF.
AFCS DISENGAGED

SAS SAS Blinking amber SAS [10 s]: when back--up SAS is ON.
AFCS DISENGAGED

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Color Rules: Other Indications (1)

Flight Navigation Display (FND)

ALT LOC2 IAS

Red FLY--UP message:

FLYUP HDG IAS Cruise Height mode is engaged (CRHT) and there is an excessive deviation from threshold.
Amber chevron:
>V/S< HDG >IAS< excessive deviation from reference (set point) on related axis.
! Indication disappears when the AP is correcting towards the reference.

COLL HDG >IAS< Amber COLL LINK message:

LINK collective lever position is uncertain => AP operation degraded to 3 axis (Y, R & P).

P Blinking reverse video indication on one axis [10 s]

+ Empty amber box + letter indicating axis:
=> the coupling is degraded or failed.
P

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Training Manual CAT B2
Autopilot System

AFCS Strip -- Color Rules: Other Indications (2)

Flight Navigation Display (FND)

ALT LOC2 IAS

AP to MFD data transmission fault.

Trim re--centering indication: serial actuation is saturated

=>Auto trim function is faulty;
or =>Trim momentarily saturated (hands--on / feet--on operation or external turbulences.

A command indication is delivered to the pilot on the related axis: it indicates in which
Yaw axis direction the control should be manually moved.

or or or

Collective axis Roll axis Pitch axis

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Autopilot System

INTENTIONALLY LEFT BLANK

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Autopilot System

Master List Area

The master list is managed by the VMS partition, which collects, Red is used for warnings, amber for cautions and white for advisories.
consolidates and prioritizes all the messages received before sending
them to the displays. The AFCS partition sends to the VMS partition
the request to display the following messages: Aural Alerts / Voice Messages
In a number of circumstances, the autopilot system will generate aural
AUTOPILOT tones or voice messages.
-- in case of complete loss of AP1 and AP2
Essentially, a tone is generated for each caution listed in the Master
AP REDUNDANCY
-- in case of autopilot AP1 or AP2 loss List Area. Additionally for the following events a specific voice
message is triggered:
AP ACTUATOR
-- in case of actuator loss on one axis -- the AUTOPILOT warning (red on the master list + AP light
on the WU) is associated with a “Hands On” voice
AP TRIM OFF message with preamble.
-- in case of auto trim loss
-- the FLYUP placard displayed on the FND when terrain is
AP CONTROL closing in is associated with an “Autopilot Fly Up” voice
-- in case AFCS control panel or stick
loss/degradation message without preamble.
-- the unintended disengagement of an autopilot upper mode
BACKUP SAS is associated with an “Autopilot Decouple” voice
-- in case of back--up SAS
loss/degradation message without preamble.
-- the unintended disarmament of an autopilot upper mode is
AP1 TST ABORTED AP2 associated with an “Autopilot Disarmed” voice message
--
If the pre--flight test has been interrupted, e.g. due to fast without preamble.
cut--off, cyclic or collective override. This message is -- crossing the ALT.A reference without AFCS coupling
displayed only on ground. The relevant failed autopilot is triggers an “ALT A Crossing” voice message without
indicated (in the example here both AP). preamble. It occurs only once for a given ALT.A reference.

AP1 TST FAIL AP2

--
If the pre--flight test has detected a failure. This message is
displayed only on ground. The relevant failed autopilot is
indicated.

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Training Manual CAT B2
Autopilot System

Flight Navigation Display (FND), Master List Area

Voice alert
AUTOPILOT
AP REDUNDANCY
AP ACTUATOR
AP TRIM OFF
AP CONTROL
BACKUP SAS tone / gong / preamble

FND Master List

AP1AP1 TST ABORTED

TST ABORTED AP2AP2
AP1 AP1 TST
TST FAIL
FAIL AP2AP2

FND Master List

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Autopilot System

Vehicle Management System (VMS)

The Vehicle Management System (VMS) has subpages to show
autopilot related information: A system status page and the sensor
reconfiguration page.
They can be selected using the keys
-- SYST (system status page) and
-- RCNF (reconfiguration page).
on the left side of the MFD while in the VMS mode.

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Training Manual CAT B2
Autopilot System

Vehicle Management System VMS

+
C
T
R
S
--

SYST

RCNF

+ +
L B
U R
M T
-- --

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Training Manual CAT B2
Autopilot System

VMS SYST Page -- AFCS Status

On the Vehicle Management System (VMS), the bottom area is used
to display AFCS status information when the SYST page is selected.
Here also specific maintenance information is shown when the
maintenance mode is activated.
In nominal mode of the AFCS, the Status Area provides a synoptic
representation of the AFCS featuring its main components. Each of
the components can have a different color indicating its status:

-- GREY (status: inactive)

-- GREEN (status: active / nominal)

-- CYAN (status: active, but in stand--by)

-- AMBER (status: degraded)

RED
-- (status: failed).

 NOTE The AFCS graphic status and test results may be

selected after completion of the pre--flight test.

In the example, AP2 is active together with all the actuators in control.
This is indicated in green. AP1 and backup SAS are operative but in
standby. This is indicated in cyan.

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Training Manual CAT B2
Autopilot System

VMS SYST Page -- AFCS Status

Collective
Cyclic

AFCS
TRIMS ACTUATORS

CTRL PANEL COLL

PITCH

AP1 AP2 ROLL

BACKUP
YAW

Pedals

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Autopilot System

AFCS and Avionics Pre--Flight Test

The purpose of the Pre--Flight Test is to verify that there is no failure Operation
with a potential safety impact (mainly dormant failures). It checks, that
During execution the following message is displayed in the master list:
the flight control system and the NAV equipment is fully operational
before the flight. The Pre--Flight Test is usually performed once a day -- P--FLT TST while in the VMS SYSTEM page components
and tests: are greyed out with a PFT AFCS message.
-- hardware and safety devices of the AFCS processing unit A general PFT result is displayed on MFD in the master list:
-- the controls from grips and APCP -- P--FLT TST OK in case of successful completion without
-- the correct operation of all actuators failure.
-- the dialog with each FDS. -- AP1 TST FAIL or TST FAIL AP2 or both collated if the
preflight test has evidence of AFCS degradations (as
The Pre--flight Test needs a few preconditions and can be initiated by
indicated on the VMS SYSTEM page).
pressing the P--FLT switch on the overhead panel:
-- AP1 TST ABORTED or TST ABORTED AP2 or both
-- the helicopter is on ground collated if the pre--flight test has been interrupted (due to
-- engine(s) on (due to hydraulic) fast cut--off, flight condition “in flight” detected).
-- both AP’s are disengaged (OFF) -- AVIONIC TST FAIL if one or more avionic systems are off
-- the last AFCS power--up test has been succesfull or failed.
-- collective lever unlatched and full down If no failure is detected during the test, the PFT automatically exits and
-- cyclic stick and pedals centered and free the AFCS can be considered fully available for flight.
-- all avionic equipment and radio altimeter ON. If the P--FLT TST fails and the P--FLT TST OK does not appear, the
pilot has to acknowledge the results by pressing the fast cut--off button.
 NOTE Allow all controls to move slightly, do not interfere The level of degradation may result in limited AFCS functions or
with controls during the test. engagement inhibition and subsequent flight limitations / restrictions.
Failures of the Pre--flight Test are shown:
 NOTE The hydraulic system must be operative for the
preflight test. -- in the master list
-- on the VMS system page
 NOTE Pre--flight test includes the RAD ALT test. The -- in the AFCS maintenance mode.
result is shown on the VMD system page.

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Training Manual CAT B2
Autopilot System

Pre--Flight Test

P--FLT Switch
P-FLT TST
P-FLT TST OK
AP1 TST FAIL AP2
AP1 TST ABORTED AP2
AVIONIC TST FAIL

FND Master List

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Training Manual CAT B2
Autopilot System

AFCS Modes and Functions

General Navigation and Approach Upper Modes

This AFCS provides modes and functions for automatic flight beyond The following set of autopilot upper modes for vertical and horizontal
the needs of most demanding single pilot instrument flight rules aircraft guidance in forward flight using avionic navigation aids are
(SPIFR). The civil certification comprises: provided:
-- Localizer (LOC) and Glide Slope (GS)
Basic Stabilization
-- VOR Navigation (VOR)
The following set of basic stabilization are provided:
-- En--Route Navigation (NAV)
-- Long Term Attitude Hold (ATT) -- FMS--coupled lateral / directional guidance for en--route
-- Trim Re--Centering Function navigation.
-- Digital SAS (DSAS).
GPS-- based Upper Modes
Backup SAS Mode (BKUP/SAS) The following autopilot modes are also selectable:
The backup mode provides stability augmentation on pitch, roll and -- Flight Path Angle Select and Hold (FPA)
yaw axes in the case of duplex AFCS loss. It is implemented in the
-- Track Angle Select and Hold (TRK).
stand--by instrument (IESI).

Standard Upper Modes

The following set of autopilot upper modes for basic vertical and
horizontal flight path control in forward flight are provided:
-- Altitude Hold (ALT)
-- Heading Select and Hold (HDG)
-- Air speed Select and Hold (IAS)
-- Vertical Speed Select and Hold (VS)
-- Altitude Acquisition (ALT.A)
-- Go--Around (GA)
-- Cruise HeighT mode (CR.HT).

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Training Manual CAT B2
Autopilot System

AFCS Modes and Functions

Normal operation:
Basic ATT Hold: AP1 and AP2 engaged
(with Backup--SAS in stand--by)

AP / BKUP CUT OFF OFF OFF

Backup--SAS ON
OFF OFF

Upper Modes engaged

AP Control Panel

Navigation Modes
DTK RNP
engaged
N 000 3.00
A
V FMS
INS/GPS
6.0 NM
+ 12 min
L
U CPL
DCPL ND
M
--
V/S NAV IAS

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Training Manual CAT B2
Autopilot System

Basic Stabilization
By default, the AFCS ATT mode performs a long term attitude hold on -- Override against the spring loads: the pilot can override
pitch and roll axes and either heading hold or turn coordination on the the attitude hold function. The trim actuator command is
yaw axis, depending on the speed domain (hover or cruise flight). The automatically disabled and the AFCS automatically
natural cross couplings existing between the helicopter axes are commutes into a hands--on dedicated mode called CSAS,
automatically compensated. on the relevant axis. After fly--through action, the helicopter
returns to the original attitude.
Long Term Attitude Hold (ATT)
-- Trim release: this is used to set a new reference for the
The ATTmode is engaged by default following AFCS engagement and autopilot. When the pilot presses the Force Trim Release
reverted--to after upper modes deactivation. push--button located on the cyclic grip, cyclic trim actuators
Several fly--through modes are available: are declutched (forces are suppressed) and the AFCS
switches into the CSAS mode, until the button is released.
-- Hover follow--up: When in the hover (i.e. below 30 kt with -- Beep trim with forces against spring loads: this mode is
a hysteresis to 40 kt), the AFCS follows the cyclic stick active when the pilot presses the 4--way beep trim switch
movement of the pilot with the cyclic trim motors. In the and simultaneously overrides the spring loads. The attitude
hover domain, the ATT mode holds the heading when the reference slowly synchronizes to the current attitude. The
aircraft has been stabilized. trim is commanded to follow--up the stick position.
-- Beep--trim cyclic: By using the 4--way switch located on
the cyclic grip (up and down direction), the pilot can change
attitude references on pitch and roll axes.
-- Beep--trim collective: By using the 4--way beep located
on the collective grip in left--right direction, the pilot can
change the heading reference. This function is mainly
intended for use in the hover; hence the commanded yaw
rate decreases with the air speed to limit the side--slip in
forward flight.

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Training Manual CAT B2
Autopilot System

Long Term Attitude Hold (ATT)

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Training Manual CAT B2
Autopilot System

Trim Re--Centering Function -- Out of Trim Indication

In ATT mode in flight (with upper modes engaged or not), the AFCS
moves the parallel actuators in order to align the control positions with
the AFCS commands. This function enables re--centering the series
actuator positions. It is inactive during fly--through actions (except in
hover follow up and beep trim with forces against spring loads).
In the case of long lasting saturation of series actuators, an out of trim
indication (request for re--centering of series actuator) is issued and
displayed as part of the AFCS strip on FND.

Operation / Indication
The out of trim indication is a command indication. The stick or the
pedal has to be moved in the commanded direction. This is indicated
by an arrow or by a triangle pointing in the respective direction.

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Training Manual CAT B2
Autopilot System

Trim Re--Centering Function -- Out of Trim Indication

ALT HDG IAS Out of trim indication: YAW

(trim right pedal)

ALT HDG IAS Out of trim indication: YAW

(trim left pedal)

Out of trim indication: ROLL

(trim right)
HDG

Out of trim indication: ROLL

HDG (trim left)

IAS Out of trim indication: PITCH

(trim stick down)

IAS Out of trim indication: PITCH

(trim stick aft)

FND AFCS Strip

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Training Manual CAT B2
Autopilot System

Digital SAS (DSAS)

DSAS is a degraded mode which provides only stability augmentation
on three axes. Auto trim is inhibited.

Operation / Indication
-- if it is manually activated (A.TRIM OFF)
-- if a trim failure occurs
-- as a result of the pre--flight test.
In these cases, the AFCS reverts to DSAS mode, which is similar to
the backup SAS, but it is implemented inside the AFCS partition and
uses more actuators: DSAS uses all serial actuators set #1 and set #2
for roll, yaw and pitch.
In case of a failure of the hands--on detection (override detection), the
AFCS reverts to DSAS mode on the relevant axis only. This axis shows
an amber DSAS on the AFCS strip.
This mode is different from the backup SAS, since it is still performed
by the AFCS partition hosted in the AMCs.

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Training Manual CAT B2
Autopilot System

Digital SAS (DSAS), AP1 active

AMC 2 SEMA COMMAND SET 1

AP2 ON Series
AFCS Actuator Set 1
Channel A
IESI Pitch SEMA 1

AMC 2 AP1 ON Yaw SEMA 1

AFCS Roll SEMA 1

Channel B AMC 2 SEMA COMMAND SET 2

Series
AMC 1 SEMA COMMAND SET 1
AFCS Actuator Set 2
Channel A
AP2 ON Pitch SEMA 2

AMC 1 Yaw SEMA 2

AFCS Roll SEMA 2

Channel B AMC 1 SEMA COMMAND SET 2

AP1 ON
Coll SEMA 2

One axis affected All axes affected except Coll. axis.

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Training Manual CAT B2
Autopilot System

Standard Upper Modes

Altitude Hold Mode (ALT) Engagement of ALT mode is done by the pilot by:

The barometric altitude, at the moment of the ALTmode engaged, will -- pushing the ALT push--button on the APCP.
be maintained by the autopilot. If the aircraft is descending or -- pressing the 4--way AFCS engagement beep on cyclic in
ascending as the ALT mode is engaged, the autopilot will return the the upward position (“emergency” function).
aircraft to that barometric altitude. Automatic engagement of ALT mode happens if:
-- engage ALT at the APCP -- a level off function is triggered because of ground
-- change ALT reference with collective lever beep trim. detection,
Operation / Indication -- a preselected altitude is going to be reached
-- from ALT.A mode to ALT mode when final reference
Engagement is done at the APCP.
becomes visible on the altitude scale.
Small reference changes are done by the beep trim on the collective
If the upper mode ALT alone is engaged, the helicopter will use the
lever. For bigger altitude changes, a preselected altitude mode is
actuators in the pitch axes to maintain the selected altitude. If ALT is
possible (see later).
engaged together with IAS, the ALT mode switches over to the
The mode either controls the pitch attitude or the collective control collective axis automatically.
position depending on the airspeed.
When the mode is engaged, the associated ON caption illuminates on
the ALT push--button of the APCP. Simultaneously, ALT is displayed
on either the longitudinal (pitch) axis column or on the collective axis
column of the AFCS strip.
The ALT reference is shown by a green triangle at the baro altimeter
scale.
Changes of the ALT reference are displayed with the white and green
flashing triangle and with white flashing ALT underlined.

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Autopilot System

Altitude Hold Mode (ALT)

ALT ALT IAS

ALT Mode engaged in the Pitch Axis ALT Mode engaged in the Collective and IAS in the Pitch Axis

ON ON

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Training Manual CAT B2
Autopilot System

Heading Mode (HDG)

The heading, at the moment of the HDG mode engaged, will be Engagement of HDG mode is done by the pilot by:
maintained by the autopilot. HDG holds or acquires a pre-- selected
-- pressing the HDG/TRK rotary push--button on the APCP
heading.
while HDG/VS position is selected by the “butterfly” rotary
-- engage HDG at the APCP switch.
-- change HDG reference at the APCP -- pressing the 4--way AFCS engagement beep on cyclic in
-- change HDG reference with the cyclic and collective beep the upward position (“emergency” function) with the
trim. “butterfly” rotary switch in HDG/VS position.
Automatic engagement of HDG mode happens if:
Operation / Indication
-- the “butterfly” rotary switch is changed back to HDG/VS
Engagement is done at the APCP with the “butterfly” rotary switch in
position, while TRK was active before.
the position HDG/VS.
The mode may be engaged with or without reference pre--selection.
HDG changes can be done by the rotary knob at the APCP or with the
A pre--selected HDG is indicated in cyan. If no pre--selection is
beep trims (left--right movement).
performed and the HDG mode is simply activated, the reference is
The mode controls the heading on the roll axis or the yaw axis synchronized to the current heading.
depending on the amount of heading change and the fight condition.
A green LED illuminates next to the HDG rotary knob at the APCP.  NOTE Turning the “butterfly” rotary switch to TRK/FPA
and HDG is active, the mode changes to TRK
The HDG “bug” is shown by a green triangle at the compass rose. mode.
The HDG label is displayed on the AFCS strip in the lateral / directional
(roll / yaw) axes associated column.

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Autopilot System

Heading Mode (HDG)

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Autopilot System

Indicated Air Speed Mode (IAS)

The indicated air speed, at the moment of the IAS mode engaged, will Automatic engagement of IAS mode happens if:
be maintained by the autopilot. IAS holds or acquires a pre--selected
-- the air speed drops below a protection speed close to Vy,
indicated air speed.
while any vertical mode (ALT, ALT.A, VS, FPA or GS) is
-- engage IAS at the APCP engaged on the pitch axis (and the collective axis is
-- change IAS reference at the APCP available). Vertical mode control is then transferred to the
collective axis.
-- change IAS reference with the beep trims.
The mode may be engaged with or without reference pre--selection.
Operation / Indication Turning the IAS rotary push--button on the APCP before mode
Engagement is done at the APCP with the rotary push button IAS. engagement allows an airspeed reference pre--selection.
Reference changes are done by the rotary push button at the APCP, The IAS is limited to a safe range: The low limit is 30 kt IAS and high
or -- if the mode is engaged -- by the beep trim on the cyclic stick. limit is VNE. The VNE is not fix, it is computed by the VMS partition.
The mode controls the pitch attitude.
When the mode is engaged, at the APCP, the associated caption
(green dot) beside the IAS rotary push--button illuminates. At the MFD,
the IAS label is displayed on the AFCS strip in the longitudinal (pitch)
axes column. The reference bug is shown at the airspeed scale in
green (if IAS is engaged) or in cyan, if IAS is pre--selected.
Changes of the IAS reference are displayed with a white and green
flashing triangle and a white flashing IAS underline.
Engagement of IAS mode is done by the pilot by:
-- pressing the IAS rotary push--button on the APCP when
airspeed is at least 30 kts.
-- pressing the 4--way AFCS engagement beep on cyclic in
the upward position (“recovery” function), even from the
hover where it then acquires 30 kts).

Training Manual CAT B2
Autopilot System

Vertical Speed Mode (VS)

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Autopilot System

Altitude Acquire Mode (ALT.A) with V/S

The altitude acquire mode is used to fly to a preselected altitude. It Engagement of ALT. A mode is done by the pilot by:
uses the vertical speed mode V/S or FPA, depending on the selection
-- pressing the ALT.A rotary push--button of the APCP.
of the “butterfly” rotary switch. The autopilot will command a default
climb or descent rate which can be modified manually after The mode either controls vertical speed via the pitch attitude or via
engagement. collective control position depending on airspeed and pitch and
collective axis availabilities.
-- engage ALT.A at the APCP
-- change ALT.A reference at the APCP 300 ft before reaching the selected reference, the mode automatically
reverts to the ALT mode. If the current vertical speed upon mode
-- change V/S reference with the rotary push button V/S at
engagement exceeds 1000 ft/min value, the maximum commanded
the APCP or with the collective lever up / down beep trim.
vertical speed is adjusted to this value.
Operation / Indication - with V/S
 NOTE The V/S default rates used by the ALT.A mode are:
Engagement is done at the APCP by pressing ALT.A, with the ft/min climbing and 500 ft/min descending.
“butterfly” rotary switch in the position HDG/VS. Reference changes of
altitude are done by the rotary push button at the APCP. If the mode
ALT.A Target Position
is engaged, the default vertical speed can be modified by the beep trim
on the collective lever in the direction up--down. Changes of climb / The ALT.A target position is shown on the NAVD. This allows seeing
descent rates are the same operation as changing V/S rotary push where the target altitude will be reached with respect to the flight plan
button. and it can be moved to a desired position using collective beep trim
(through adjustment of VS/FPA).
The ALT.A mode reference is shown by a cyan triangle shaped “bug”
on the altitude scale and by a cyan alphanumeric display above the
barometric altitude scale on the MFD. The cyan triangle is not longer
displayed if the reference exceeds over the altitude scale value. The
default, or commanded vertical speed is shown by a green reference
triangle at the V/S scale.

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Autopilot System

Altitude Aquire (ALT.A) with Vertical Speed Mode (VS)

Alt A “target position”

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Autopilot System

Altitude Acquire (ALT.A) with Flight Path Angle (FPA)

As described before, the altitude acquire mode is used to fly to a
preselected altitude. But the mode can also use FPA instead of V/S.
The autopilot will command a default climb or descent rate which can
be modified manually after engagement.

Operation / Indication
Engagement as described before, but the “butterfly” rotary switch is in
the position TRK/FPA. The climb or descent rate is now not a
barometric one but a GPS generated “vector”. This kind of vertical
speed can be modified by the FPA rotary switch or, after engagement,
by the beep trim on the collective lever.
If not engaged, the ALT.A mode reference climb/decent rate is shown
by a cyan diamond shaped “bug” at the vertical speed scale, together
with an alphanumeric value in %. If engaged, the cyan diamond
changes to green.

Training Manual CAT B2
Autopilot System

Navigation and Approach Upper Modes

Localizer Mode (LOC) Mode Phases: The mode includes the following phases:

The LOC mode captures and tracks the inbound front course localizer -- Armament: the LOC mode can be armed, even when a
beam for an ILS runway approach. It requires a VOR/LOC receiver different upper mode (e.g. HDG) is used and will capture
tuned to an ILS frequency and the navigation source to be this and get active automatically.
receiver. Coupling can be done either on FND or NAVD display pages. -- Capture: the capture condition depends on the flown
intercept angle with respect to the localizer course and the
-- select first at the VOR/LOC receiver a LOC frequency
localizer deviation.
-- engage at the FND.
-- Tracking: the mode follows the localizer track when
Operation / Indication localizer deviation is below 1 dot.
The mode controls the roll attitude.
When the mode is engaged, the associated LOC label is displayed on
the FND AFCS strip. The pre--selected LOC appears in cyan color.
Localizer course setting and deviation is indicated on the horizontal
situation indicator (HSI) of the FND. The course deviation bar (CDI) is
displayed in green when mode is coupled (i.e. during capture and
tracking phase). When LOC is not coupled, the CDI is magenta.
Engagement (arming) of LOC mode (and GS simultaneously) is done
by:
-- tuning a NAV receiver to an ILS frequency, and
-- the corresponding ILS source is selected as navigation
source, while the LOC mode capture condition is not yet
met.
-- pressing the CPL key at the FND or NAVD.
-- automatic switch over from armed to capture LOC mode,
as soon as capture condition is met.

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Autopilot System

Localizer Mode (LOC)

AFCS strip LOC label is displayed in

--cyan in bottom row if mode is armed
--green in upper row if mode is engaged

The HSI is displayed in

--magenta if mode is armed
--green if mode is engaged

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Autopilot System

Glide Slope Mode (GS)

The GS mode captures and tracks the glide slope beam for an ILS Arming of GS mode is done by:
runway approach. It requires a VOR/LOC receiver tuned to an ILS
-- pressing the CPL key at the FND or NAVD format of the
frequency and the navigation source to be this receiver. Coupling can
MFD
be done either on FND or NAVD display pages.
when
-- select NAV source and frequency first -- the GS mode is either armed or engaged (upon same CPL
-- engage LOC at the FND → GS armed automatically. button press).

Operation / Indication Mode Phases: the mode includes the following phases:

The mode either controls the pitch attitude or the collective control -- Armament: the mode is armed upon GS mode activation
position depending on airspeed and pitch and collective axis request if the LOC mode is armed or engaged while the
availabilities. glide slope capture condition is not yet met. The formerly
engaged pitch mode remains active until GS mode
When themode is armed, the associated GS label is displayed in cyan captures.
on the armament line of either in the longitudinal (pitch) axis column
-- Capture: the mode captures if the deviation is valid and
or in the collective axis column of the AFCS strip.
lower than 2.2 dots.
When the mode is engaged, the associated GS label is displayed on -- Tracking: after capture the mode vertically tracks the glide
the longitudinal (pitch) or collective columns engagement line of the slope beam.
AFCS strip.
Glide slope deviation is indicated by a triangle shaped “bug” moving  NOTE GS is armed automatically together with LOC.
along the vertical deviation indicator (VDI) area appearing on the left
side of the FND. The VDI scale is vertically graduated by one thick  NOTE When LOC and GS are armed, a short press of
yellow center line and two white hollow circles (dots) respectively up DCPL on the FND or NAVD deactivates both the
and down. The “bug” is display in green when coupled and magenta LOC and GS modes. A long press (> 1 s) only
when not coupled. disarms the GS mode.

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Autopilot System

Glide Slope Mode (G/S)

The triangle shaped bug is displayed in

--magenta if mode is armed
--green if mode is engaged

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Autopilot System

VOR Mode (VOR)

The VOR mode captures and tracks a radial inbound or outbound of The mode is activated by pressing the CPL key at the FND or NAVD
a VOR station. Coupling can be done either on FND or NAVD display format of the MFD when
type.
-- a valid NAV frequency is tuned to and the NAV source is
-- select NAV source and frequency first selected
-- engage NAV at the FND → CRS is armed automatically. -- pressing AFCS mode coupling CPL key at the FND or
NAVD format of the MFD while capture condition is met.
Operation / Indication
-- automatic engagement from armed VOR mode, as soon as
The mode controls roll attitude. When the mode is armed, the capture condition is met.
associated VOR label is displayed in cyan on the lateral / directional
axis columns armament line of the AFCS strip. Mode Phases
When the mode is engaged, the associated VOR label is displayed on The mode includes the following phases:
the lateral/directional axis columns engagement line of the AFCS strip. -- Armament: the mode is armed upon VOR mode activation
Depending on the capture condition, the VOR may be armed first request with valid VOR deviation signal while the capture
(color is cyan). In case of capture, the color changes to green and the condition is not yet met, i.e. when VOR deviation is too
mode switches from the preselected AFCS strip to the active AFCS large. During this phase the pilot selects a heading in order
strip. to intercept the desired VOR radial at an angle up to 90
VOR course setting and deviation is indicated on the horizontal deg. The formerly engaged lateral/directional mode
situation indicator (HSI) display type area of the FND or NAVD format. remains active until VOR mode captures.
The course deviation bar (CDI) is displayed in cyan when not coupled -- Capture: the capture condition depends on the flown
and in green when mode coupled (i.e. during capture and tracking intercept angle with respect to the VOR radial and the
phase). deviation closure rate.
At intercept angle ≤ 45 deg the mode captures and aligns
the aircraft to the selected VOR radial at deviations
between 0.4 dot and 1.5 dot.
-- Tracking: the mode follows the VOR radial inbound or
outbound a station for any deviation below 0.4 dot.

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Autopilot System

VOR Mode (VOR)

The course deviation indicator

is displayed in
--cyan if mode is armed
--green if mode is engaged / captured

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VOR Mode, Over Station

-- Over Station: when entering the cone of silence over the
beacon the bearing signal will initially exhibit fast and large
amplitudes variations and before becoming invalid for a
significant time period. Upon detection of this phenomenon,
the mode maintains the current heading. When exiting the
cone of silence and a valid and stabilized bearing signal is
received again, tracking is resumed.
-- At intercept angle > 45 deg capture the mode captures at
deviations between 1 dot and 2 dot. The aircraft is then
firstly pre--aligned at ~ 45 deg intercept angle before final
alignment to the selected VOR radial is initiated between
0.4 dot and 1.5 dot.

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VOR Mode, Over Station

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Autopilot System

En--Route Navigation Mode (NAV)

The NAV mode enables coupling to a flight management system
(FMS). It tracks the FMS flight data, e.g. a programmed horizontal flight
path.
-- select NAV source and waypoint / flight plan first
-- engage NAV at the FND.

Operation / Indication
The mode controls roll attitude. When the mode is engaged, the
associated NAV label is displayed in green on the lateral / directional
axis columns engagement line of the AFCS strip.
The NAV mode is engaged by the pilot if:
-- a flight plan is activated on the FMS, and
-- the FMS has been selected as navigation source
-- the CPL key is pressed at the FND or NAVD format of the
MFD.

 NOTE When the NAV mode is disengaged and returns to

ATT mode, the roll reference is automatically set to
zero bank angle.

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Autopilot System

En--Route Navigation Mode (NAV)

+ +
C C
T T
R R
S S
-- --
NAV
Source

+ + + +
L B L B
U R U R
M G M G
-- -- -- --

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Autopilot System

GPS--based Operation

Flight Path Angle Mode (FPA) The FPA mode is activated by the pilot by:

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GTC

General Turn coordination can even be switched off at higher speeds (typically
above 10 kts ground speed and up to 50 kts ground speed) if the HDG
The Ground Trajectory Control Mode (GCT) The GTC mode is rotary button on APCP is pressed. Then the compass rose shows a
designed to enable intuitive command of the ground trajectory. It is HDG bug, turn coordination is switched off and Vx, Vy can be set
validated for visual flight phases (VFR only). Standard upper modes directly by cyclic beep trim switch. In GTC, a cyclic beep influences the
require a minimum speed, the GTC mode not. It can be engaged at low ground speed in the respective axis and the autopilot will hold this new
speed, any time. reference.
The GTC mode automatically manages the transision from ground Select HOV at the MFD to get the ground speed lines indicated “inside”
referenced flight to cruise flight. It tries to control the aircraft as a pilot the compass rose.The hover indication is done by brown ground
would do, that is: speed circles.
-- in forward flight it provides turn coordination and holds the A predicted hover arc appears in cyan if the GTC mode is active. A
longitudinal speed in pitch. vector line appears from the aircraft symbol to the circle in cyan. This
-- in very low speed (up to typically 10 kts ground speed, with indication is an extrapolation among the current aircraft trajectory to
a small hysteresis) it holds heading and the current Vx, Vy the point where the aircraft would reach zero ground speed (hover) if
ground speeds. GTC.H was engaged.
Operation / Indication
 NOTE The GTC / GTC.H mode is intended for use in VFR
Engage GTC by pressing the GTC button once on the cyclic stick. The only. The pilot must remain attentive to the flight
green GTC label is shown at the AFCS strip in the roll / yaw and the path at all times, especially when operating near
pitch axis. Depending on the speed (typically above 10 kts) only the the ground, or during precision operations (e.g.
upper mode indication is shown. hoisting).
At lower speeds, (typically below 10 kt), additionally to the upper mode
indication, the compass rose shows a HDG bug. Turn coordination is
switched off: the GPS based HDG reference may be changed with the
collective beep trim (left -- right) to rotate the aircraft and Vx, Vy can be
influenced by the cyclic beep trim.

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GTC

GTC (single click)

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GTC.H
The Ground Trajectory Control Mode Hover (GTC.H) is a “sub-- mode” In GTC.H, a short cyclic beep shifts the position 1 m in the respective
to allow the capabiliy to hover. The AFCS uses GPS and magnetic axis. The helicopter will hover at the new position and always reverts
heading to acquire zero ground speed. to Vx= 0 kt and Vy= 0 kt.

Operation / Indication Activation of GTC.H is possible any time. It is compatible with vertical
modes (e.g. ALT, CR.HT.). If a vertical mode is controlled by the pitch
Engage GTC.H by pressing the GTC button twice on the cyclic stick axis, engagement of GTC / GTC.H will shift the vertical mode to the
(perform a “double click”). collective axis.
A double click on the GTC button always resets the ground speed to During a pedal override, the green heading reference is constantly
Vx= 0 kt and Vy= 0 kt. On the hover page, a green ellipse at 0--0 shows updated. After the aircraft has stopped rotation this new heading will
the reference. be hold.
At lower speeds, the compass rose shows a HDG bug. Turn GTC.H reverts to GTC if:
coordination is switched off: the GPS based HDG reference may be
changed with the collective beep trim (left -- right) to rotate the aircraft -- GTC push button is pressed again
and Vx, Vy can be influenced by the cyclic beep trim. -- exceeding approx. 20 kt coming from low speed.

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Autopilot System

GTC:H

GTC.H-- hover GTC.H engaged at higher speed

OVERRIDE

Training Manual CAT B2
Autopilot System

-- AMBER : degraded

RED
-- : failed.
In case of a failed pre--flight test, it is recommended to access this page
to get a quick and clear overview about the affected system.

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AFCS Failures / Status Indications

ALT HDG P

AFCS System Page FND AFCS Strip,

duplex serial actuator failure
AFCS
TRIMS ACTUATORS

PITCH
CTRL PANEL COLL
Duplex serial actuator failure
PITCH

AP1 AP2 ROLL

BACKUP PITCH

YAW Single serial actuator failure

ALT HDG IAS

YAW not engaged
BCKUP AP1
YAW o.k.
Parallel actuator ALT IAS
YAW degraded
failure R
YAW fail FND AFCS Strip,
single serial actuator failure

002743
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TRIM Actuator Failure

On the AFCS system page, a trim actuator failure is indicated in red
at the respective block diagram symbol.
The respective axis degradation is also indicated at the AFCS strip: the
AFCS falls back from auto--trim to DSAS in the respective axis.

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Autopilot System

TRIM Actuator Failure

Trim Failure Roll (MFD)

ALT DSAS IAS

FND AFCS Strip

AFCS AP TRIM OFF

TRIMS ACTUATORS

CTRL PANEL COLL

PITCH

AP1 AP2 ROLL

BACKUP
FND Master List
YAW

AFCS System Page

AP2: active Loss of Parallel Actuator

AP1 and backup (Roll Trim motor)
SAS: hot standby displayed in red if failed,
displayed in red then gray if switched off by AP

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NOM DEFSCROL NOM DEFSCROL

ARINC FMS1 ARINC FMS1

CLOSE DATAB LOA D MA INT

AFCS Maintenance Mode: Nominal Failures

“Butterfly” Switch

PFT DEFSCROL PFT DEFSCROL

PITTRIPFTINH COLTRIPFTINH

CLOSE DATAB LOAD MA INT

AFCS Maintenance Mode: Pre--flight Failures

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Actuator Tests
This menu allows to generate an actuator command. Press the ALT.A
button for > 3 s and select the respective actuator. For actuator
movements, an AP needs to be ON and hydraulic power is necessary
for the respective actuator movement. Move the beep trim switch on
the collective or cyclic stick in the respective direction (e.g. left--right
on cyclic stick for YAW SEMAs).
In this example, the YAW SEMA 2 is selected for the actuator test
(message “YAWEM2”). This SEMA may now be commanded to retract
or extent via the cyclic beep trim.
It is possible to activate a SEMA scenario in order to enable a SEMA
oszillation. This helps to check SEMA movements in an easy way.

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Autopilot System

Actuator Tests Indication

ACTUATORTEST ACTUATORTEST ACTUATORTEST ACTUATORTEST

ROLEM2 APOFF YAWEM2 ROLEM2 YAWEM2 RETRA

CLOSE DATAB LOA D MA INT CLOSE DATAB LOA D MA INT

AFCS Maintenance Mode: Actuator Test Yaw SEMA Yaw SEMA retract

ACTUATORTEST ACTUATORTEST ACTUATORTEST ACTUATORTEST

ROLEM2 YAWEM2 RECENT ROLEM2 YAWEM2 EXTEN

CLOSE DATAB LOA D MA INT CLOSE DATAB LOA D MA INT

Yaw SEMA recenter Yaw SEMA extend

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Training Manual CAT B2
Optional Helionix Equipment

Chapter 07
Optional Helionix Equipment

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Table of Contents

Synthetic Vision System (SVS) . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Airborne Collision Avoidance System (ACAS) . . . . . . . . . . . . 70

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Processor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Block Diagram SVS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Transponder Coupler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Architecture ACAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Normal Functioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Failure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ACAS FND Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Helionix Digital Map -- DMAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Map Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Basic Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Obstacle Symbols and their Definitions . . . . . . . . . . . . . . . . . . 28
Navigation Symbols and their Definition . . . . . . . . . . . . . . . . . 30
Displays on MFDs -- DMAP Page; DMAP Messages . . . . . . 32
EuroNav 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Hardware Modules (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Helicopter Terrain Awareness and Warning System
(HTAWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Basic Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Forward Looking Terrain Avoidance (FLTA) . . . . . . . . . . . . . . 52
Ground Proximity Warning System (GPWS) . . . . . . . . . . . . . . 56

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Optional Helionix Equipment

ATA Chapters
This training document comprises the following ATA chapters:

Synthetic Vision System (SVS) ATA 42, 46

Helionix Digital Map -- DMAP ATA 42, 46
EuroNav 7 ATA 34
Helicopter Terrain Awareness and Warning ATA 31, 42, 46
System (HTAWS)
Airborne Collision Avoidance System (ACAS) ATA 31, 34

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Synthetic Vision System (SVS)

General
The Synthetic Vision System (SVS) provides a 3--D view of the
helicopter external environment on the FND. The SVS is an intuitive
tool for pilots to enhance the situational awareness.
It allows the pilot to anticipate the presence of terrain when the external
visibility is less than the SVS range and it can support the pilot in
locating external visual references like:
-- natural features (rivers, lakes, oceans, mountains, valleys)
-- man--made features (roads, railroads, urban areas)
-- obstacles from the HTAWS database
-- aeronautical information (airports/heliports and
runways/helipads) to improve the pilot’s situational
awareness with regards to his route and/or his destination
-- additional cues to flight crew to improve awareness of
helicopter height above terrain and terrain closing speed.

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Synthetic Vision System (SVS)

Outside View SVS View

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Indication
The SVS is always aligned with the helicopter’s heading and the
maximum range displayed is 15 NM. The covered fields of view are:
-- a vertical field of view of ± 23.5°
-- a horizontal field of view of 45°.
The depth of terrain displayed on MFD depends on aircraft pitch value,
SVS vertical field of view and maximum SVS range.
A grid, spaced at 0.2 NM is implemented to improve height perception.
The 3--D map uses a color range from dark green to white for altitude
indication of the environment.
The semi-- transparency allows a good vision of the flight instruments.
A flight path vector shows the current aircraft trajectory (above 20
KIAS).

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SVS Field of View

Vertical Field of View Horizontal Field of View

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Block Diagram SVS

Each MFD has a SVS partition which get ARINC 429 information to
determine the aircraft position in reference to the synthetic terrain.
MC 2 (AFCS partition) delivers magnetic heading, pitch and roll.
The radar altimeter delivers the height above terrain.
The FMS 1 / 2 provide the present position, MSL altitude, ground
speed, ground track and the GPS accuracy (precision).
All MFDs are interlinked via ARINC 429 for a cross talk.

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Optional Helionix Equipment

Block Diagram SVS

GSE
Crosstalk

wACS
MFD1
ETH MFD2

AMC 2 MFD4

AFCS
Magnetic heading
Pitch, Roll

SVS
Partition
SVS
Partition
SVS
Partition

Navigation mode,
Current H/C position (Latitude, Longitude),
Ground track/speed,
Track direction,
MSL altitude Radio altitude
Horizontal and vertical FO RA status

Radio
FMS 1 / 2 Altimeter

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Operation
To select the SVS indication, press the bottom select key labelled SVS
on the FND.
When SVS format is displayed, a long press on the FDS key switches
between 2 levels of information on the SVS image (SVS1 and SVS2).
To deactivate, press on FDS.
The last SVS/FDS selection is automatically restored after ower--up.

 NOTE Activation of SVS requires a valid GPS position

and a terrain and a cultural database (SVS
Database).
It is also necessary to load the navigation and
obstacle database.

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SVS Operation

Short Push: Long Push:

SVS / FDS Selection SVS Information Level Selection
(SVS1 / SVS2)

FDS SVS1 FDS SVS2

Obstacles Yes Yes
Runways and helipads Yes Yes
Airport and helipad signposts No Yes
Roads and railways No Yes
Urban areas No Yes
International boundaries No Yes

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Features
The SVS page provides the pilot with different new features: -- Urban areas (SVS2 only):
-- Obstacles (SVS1 or SVS2): the urban areas are mid--grey with slight transparency.
same icons used as for DMAP (group/single, lighted or not, -- Roads (SVS2 only):
higher than 1000ft or lower). If obstacles are the below the roads are light grey. The Primary roads are wider than
SVS terrain surface, a 50 ft height obstacle is displayed. the secondary roads.
Obstacles will be colored according to their elevation -- Railroads (SVS2 only):
difference in reference to the helicopter height (blue, yellow the railroads are dashed black and very light grey.
and red) with the same logic than the one used for DMAP
page or HTAWS/HAT on NAVD page.  NOTE The SVS will not display obstacles that are 2000
No line obstacles (power lines, cables etc.) are displayed feet below the helicopter height.
on the SVS.
-- Runways/Helipads (SVS1 or SVS2):
the 30 nearest aeronautical elements including maximum
20 runways and/or 20 pads are displayed.
The helipad is conformal according to its elevation (MSL)
and is extruded from the terrain (to support elevated
helipads on buildings and oil rigs).
-- Destination selected runway (SVS1 or SVS2):
FMS selected destination runway is displayed as detailed
runway texture with displaced threshold (if applicable) and
runway identifier on both ends of the physical runway. It is
framed with the same color than the AFCS navigation
coupling status (cyan or green).
-- Airports and heliports location markers (SVS 2 only):
airports/heliports indicate their position with a stake with
their ICAO name.
The markers can be decluttered by the pilot (SVS1).
The destination airport/heliport is framed and its marker is
removed automatically from the display when the H/C is
less than 4NM from it.

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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

SVS Features

Obstacles Helipads are shown at the Elevated helipads (on

correct elevation (MSL) buildings, off--shore rigs) are
shown extruded from terrain)

Runways (also gras strips are Selected Runway Location Markers (SVS2 only)
shown as concrete runways)

Urban area (SVS2 only) Roads (SVS2 only) Railroads (SVS2 only)
Shown as slightly grey areas Shown as grey lines Shown as black/light--grey

003686
hatched lines

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BK117 D--3 with EMB

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Optional Helionix Equipment

INTENTIONALLY LEFT BLANK

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Optional Helionix Equipment

SVS Levels

SVS Level 1 (decluttered) SVS Level 2 (full Display)

003687
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Optional Helionix Equipment

Indication Failure Indication

The SVS page provides the pilot with different features: On the upper right corner of the FND, messages are indicated:
A SVS grid: 0.2 Nm spaced grid implemented on colored map, grey -- SVS TEST (white advisiory), the SVS is in self--test mode,
color. -- SVS (amber caution), SVS cannot be displayed due to an
A flight path vector: to display a coarse representation of the helicopter external failure, or ground speed above 200 kts.
path: -- SVS Fail amber caution due to an internal failure.
-- displayed if ground speed > 20 kts (37km/h)
-- moving on the display area beneath scales Limitations
-- hidden by alarms, NR, numerical RA, numerical settings Navigation and terrain avoidance shall not be based upon SVS
such as baro setting. DA,DH,ALT.A and AFCS status. information. Use of the SVS function on MFD 4 (center display) is
The Flight path vector is used: prohibited (refer to FLM).

-- to show the path direction and to permit the pilot to verify The Synthetic Vision System (SVS) is intended to increase the pilot’s
the consistency of the SVS view in regard of its direction situation awareness in VFR and IFR. Use of the SVS does not change
the rules and minima for VFR and IFR (i.e. no operational credit shall
-- to underline the position of the terrain conflicts detected by
be claimed).
the HTAWS function.
In VFR, the pilot shall use external references; in IFR, the pilot shall use
 NOTE The flight path angle bug is the longitudinal the published procedures.
projection of flight path vector, and the track bug is
its lateral projection.

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BK117 D--3 with EMB

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Optional Helionix Equipment

SVS Operation and Indication

SVS TEST
SVS Message Area SVS
SVS FAIL

Urban Area Horizon Line

(hidden by NR, FLI, IAS, ALT
and RA)
FMS destination airport with its
framed runway (cyan or green
according AFCS NAV coupling)
Flight Path Vector: projection
of actual trajectory
Runway with the airport ICAO
marker

Semi transparent backgrounds SVS Grid: 0.2 Nm grey spaced

grid implemented on colored map

Brightness control of the

colored map

LSK for SVS/FDS selection and

001404
SVS1/SVS2 decluttering

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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

Helionix Digital Map -- DMAP

General Map Views

The Digital Map function is used to display additional navigation Different views are available:
information. This is done as a combination of graphical and textual
-- Topographic View
form. The DMAP function provides 2--D plan view display including
basemap (raster, ground vector and terrain), aeronautical and tactical -- Ground Vector View
overlays, as well as relative altitude indication in order to increase pilot -- None View
situational awareness. DMAP is not a primary navigation system. It is -- Raster View
intended to improve the aircraft location during flight. The DMAP has -- Sun Angle Shading (SAS) view.
a maximum range of 1000 NM x 1000 NM.

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BK117 D--3 with EMB

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Optional Helionix Equipment

DMAP: Map View

Topographic View

Ground Vector View

None View

Raster View
Sun Angle Shaded View

001405
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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

Basic Architecture
The DMAP partition is included into each MFD and all the MFDs are The DMAP partitions send (via ARINC 429 lines):
linked together (crosstalk) via ARINC 429 lines.
-- latitude and longitude of a point selected with the DMAP
The DMAP partitions receive (via ARINC 429 lines): pointer to FMSs.
-- magnetic heading, pitch and roll from AMCs -- DMAP database, available on Keycopter website, is
uploaded through the DTD (via Ethernet).
-- radio height from radio altimeter(s)
-- ACAS data (intruders, Traffic Advisories) from ACAS DMAP can be reached via Master Select Key (MSK) # 4 on the MFDs
system (overlaid data on the DMAP) 1 and 4.
-- present position, ground track, Mean Sea Level (MSL)
altitude, ground and vertical speed, horizontal and vertical
Figure Of Merite (FOM) from the GPSs MSK # 4
-- present position, ground track, Mean Sea Level (MSL)
altitude, ground and vertical speed, waypoints and
navigation data (Active TO, WPT bearing, next WPT
Distance To Go, next WPT Time To Go, active/alternative
Flight Plan, WPT latitude and longitude, desired track, wind
speed, wind angle), magnetic variation from FMSs
-- pitch and roll from IESI
-- radio altimeter status.

003701
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Optional Helionix Equipment

Basic Architecture

Crosstalk

MFD 1 MFD 4 MFD 2

AMCs

Magnetic
Heading,
Pitch, Roll wACS

DMAP/SVS DMAP/SVS DMAP/SVS

Partition Partition Partition

HTAWS Data base

Present position Ethernet/wireless
MSL altitude
Radio Altitude Ground trac & vertical speed
ACAS Data Pitch & Roll
H&V FOM
Waypoint & navigation data
Magnetiv variation

None View Raster View

001407
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Optional Helionix Equipment

SAS View
The “Sun Angle Shaded” view is a grey scale view which includes
water bodies (e.g. lakes) and major rivers. The SAS view can display
the HAT (Height Above Terrain) layer.

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DMAP: SAS View

SAS View

001408
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The following layers are displayed: airports, heliports, runways,
NAVAIDS, en--route airways, waypoints, controlled areas, restricted
areas and Flight Information Region (FIR).
The crew can individually declutter each layer or have three different
presets for the aeronautical layers:
-- VFR
-- IFR
-- customizable appearance (USER).
The DMAP provides automatic decluttering of the different layers
when the range is increased in order to avoid to display clutter and
provide smooth map operation (e.g., airport/heliport/runway is not
displayed in the maximum range of 160 NM (top to bottom of MFD
screen).

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BK117 D--3 with EMB

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Optional Helionix Equipment

NAV Symbols and their Definition

003703
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Optional Helionix Equipment

Displays on MFDs -- DMAP Page; DMAP Messages

The DMAP messages are the following ones:
MAP POSITION
OBS MISSING Amber message + black background: displayed if:
Red warning message: obstacles database not reliable. Some -- present position invalid or,
obstacles can be missing or not reliable. -- FMS mode is not GPS or,
-- latitude is beyond 80°N or 80°S or,
AERO DB MISCOMP
-- magnetic variation invalid or,
Amber message: DMAP and HTAWS partitions are not using the same -- magnetic heading is invalid or,
Aeronautical Data Bases.
-- altitude is invalid or,
DB EXPIRE -- FMS in dead reckoning mode (DR).

Amber message: one or more database used by the mission functions  NOTE A red color above the map indicates a degraded
(SVS, HTAWS, DMAP, EFB) has expired. Associated to the terrain database.
DATABASE EXPIRED advisory message on the Master list.

MAP FAIL
Amber message + black background: in case of high density of objects
in the displayed area, the use of specific ranges may lead to a DMAP
failure, or DMAP may temporarily fail.

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BK117 D--3 with EMB

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Optional Helionix Equipment

DMAP Messages

003704
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BK117 D--3 with EMB

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Optional Helionix Equipment

EuroNav 7

General Maps
The EuroNav 7 from EuroAvionics is a GPS based moving map The EuroNav 7 can process several map formats, vector based maps
system. It supports navigational overview, displays specific and (digital maps) and bit--mapped graphics (e. g. scanned maps). The
strategic information and can therefore be used for additional scale can be chosen accordingly.
navigation-- and coordination purposes.
Commercial available data bases (e.g. obstacle data bases, points of
The system was developed for the crew (pilots and observer), to interest / POIs, adress data) or customer own data bases can be
reduce the workload in the cockpit and increase the performance in integrated.
missions.
In addition the following maps can be displayed:
The EuroNav 7 system consists basically of the EuroNav 7 map
-- satellite maps
generator (RN7) and a control unit, that is normally installed in the
center console of the helicopter. -- aerial photography
-- marine maps for offshore operations
The system increases the awarness of the crew with the assistance by
terrain--, obstacle-- and air space traffic data. Besides the map -- nautical maps
function, several task management functions are provided. There are: -- VFR maps.
-- flight planning Radar Overlay
-- search pattern generator Weather and search radar outputs are supported and can be shown
-- search engine on top of the map with other information layers.
-- JeppView modul
Traffic Overlay/Warning
-- checklist eradication.
The EuroNav 7 receives and displays traffic data from TCAS, ADS--B
A computer with dual core architecture supports the video output in
receivers or FLARM.
high resolution format (HD) and is able to manage two separate work
stations.

 NOTE The EuroNav 7 is approved for VFR operation only.

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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

EuroNav 7, Map Examples

Raster Map Vector Map Aerial Photo Terrain Data

003710
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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

INTENTIONALLY LEFT BLANK

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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

EuroNav 7, Maps Examples

WXR Overlay ACAS Overlay

003711
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Training Manual CAT B2
Optional Helionix Equipment

System Components
Map Generator RN7
The Digital Map Generator RN7 is an integral part of the EuroNav 7
Situational Awareness and Mission Management System. It is a high
performance avionics computer with the flexibility to meet varying
integration requirements to set a new benchmark.
The Map Generator RN7is installed on the avionic deck and connected
and powered by AVIONIC SHED BUS 1.
Main functions:
-- high performance avionics computer
-- dual core
-- 3G/UMTS
-- WLAN
-- multiple hardware slots
-- multiple interfaces
-- 196.68 (H) x 60.4 (W) x 358.2 (D) mm
-- designed according D0--254
-- temp. +70° C/ -- 45° C
-- weight 2.8 kg
-- obsolescence management in place.

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Optional Helionix Equipment

Computer Map Generator RN7

Slots for Extension Modules

Slot for SSD

Slot for secondary

Flash Disk or Extension
Module

LAN

Training Manual CAT B2
Optional Helionix Equipment

Solid State Disk (SSD)

Map Generator RN7

SSD

003714
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Training Manual CAT B2
Optional Helionix Equipment

Hardware Modules (Optional)

SatCom / Iridium Module
The SATCOM/IRIDIUM extension module is a communication--and
data transmission module for the global IRIDIUM satellite network and
can be used for monitoring the fleet.
It allows making/receiving calls, sending/receiving messages and
delivering automatic position reports to ground assets.

FLARM Module
FLARM is an abbreviation for “Flight Alarm”
FLARM is a collision warning system for general aviation. The FLARM
transceiver transmits the position via radio link. If an aircraft with
another FLARM transceiver approaches a predefined zone and is
received, the FLARM system generates a visual warning.

AIS Rx Module
Automatic Identification System (AIS) is a transponder system for
ships.
The EuroNav 7 supports AIS functionality to increase efficiency and
safety especially while flying off--shore missions.

3G/UMTS
The internal 3G/UMTS chip and SIM card slot enable mobile
communications (calls, messages, and remote downloads) within the
RN7.

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Training Manual CAT B2
Optional Helionix Equipment

Hardware Modules

FLARM Module
AIS Module

SatCom Module

Map Generator RN7

3G Sim Card
Micro SD Card

003715
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Optional Helionix Equipment

Antennas
The following antennas can be installed:
-- GSM/UMTS antenna, installed on RH side of the cockpit
roof.
-- FLARM antenna, installed on the center of the hyraulic unit
cover.
-- SatCom/GPS antenna, installed on LH side of the cockpit
roof.
-- WLAN antenna, installed RH side under the aft deck.

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Optional Helionix Equipment

Antennas
Aft Deck

GSM/UMTS Antenna

FLARM Antenna

SatCom/GPS Antenna
WLAN Antenna

003716
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Optional Helionix Equipment

Helicopter Terrain Awareness and Warning System (HTAWS)

General Ground Proximity Warning System (GPWS)

The main role of the Helicopter Terrain Awareness and Warning The GPWS is a non-- database function which provides alerts of
System (HTAWS) provides the flight crew with aural and visual alerts pending vertical collision of the helicopter with the terrain. The system
of pending collision of the helicopter with the terrain or obstacles. The requires a radio altimeter installation on board.
capability provides the crew HTAWS alerts, generated from two
Monitoring and Indication
simultaneous alerting mechanisms:
HTAWS display and visual alerts will be shown on the MFDs and aural
-- Forward Looking Terrain Avoidance (FLTA)
alerts generated by the system aural generator within the AMCs.
-- Ground Proximity Warning System (GPWS).
The integrated modular avionics system HELIONIX comprises this Avionics Limitation
HTAWS functions and provides additionally Refer to FLM for activation of the GTN750 HTAWS function.
-- monitoring and indication.

Forward Looking Terrain Avoidance (FLTA)

FLTA alerts depend on a combination of database information, GPS
location and helicopter flight data to estimate H/C position relative to
the surrounding terrain and obstacles memorized in the database, and
providing alerts of pending collision with terrain or an obstacle.

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Training Manual CAT B2
Optional Helionix Equipment

Helicopter Terrain Awareness and Warning System (HTAWS)

Mikro:Left

Caution,
Avoid Warning, pull up terrain ahead

DCube Pixabay, Como, Italy

003688
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Training Manual CAT B2
Optional Helionix Equipment

Basic Architecture
HTAWS partition is included into each MFD and MFDs are linked
together (crosstalk) via ARINC 429 lines.
HTAWS toggle switch or Cyclic push button sends mode discrete
signal to MFD4 to mute the audio signal.
HTAWS exchanges data with AMCS via ARINC 429 lines:
-- AMCs send autorotation status and OEI status, pressure
and baro altitude, vertical speed and hybrid vertical speed.
-- AMCs receive alerts information and HTAWS status.
AMCs send aural signals to headset through ICS.
HTAWS receives:
-- RA altitude from the radio altimeter
-- glide slope and localizer deviations from VOR/ILS
(GTN750)
-- present position latitude, MSL (Mean Sea Level) altitude,
ground track and speed, LPV (........) deviation, horizontal
and vertical FOM (Figure Of Merite) and LOS (Level Of
Service) from the GPSs (GTN750).
HTAWS database, available on Airbus World website, is uploaded into
HTAWS partitions through the wACS (via the Airbus Helicopters Data
Loader AHDL).

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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

Basic Architecture

Crosstalk

MFD 1 MFD 4 MFD 2

AMCs

Alerts
HTAWS status
wACS

HTAWS HTAWS HTAWS

Autorotation or OEI detected Partition Partition Partition
Pressure & baro altitude
V/S
Hybrid Vertical speed HTAWS Data base
Present position, Present position,
MSL altitude Ethernet/wireless
MSL altitude
Ground trac & speed Ground trac & speed
Radio Altitude ILS Definition Level of service LOS
Level of service LOS
LPV deviation
Horizontal and vertivcal FOM

AHDL Software
Radio GTN750 1+2 GTN750 1+2 GTN750 1+2
Altimeter VOR/ILS GPS FMS

003689
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Training Manual CAT B2
Optional Helionix Equipment

Forward Looking Terrain Avoidance (FLTA)

The forward looking terrain avoidance (FLTA) alerts depend on terrain Operation
and obstacles elevation. The system compares the helicopter height
FLTA uses a protection envelope calculated around the helicopter
and position with a terrain and obstacles database.
from its flight parameters. The envelope includes 3 alert regions:
The FLTA calculations are based on 3 types of databases:
-- warning alerts (red area)
-- terrain elevation database alerts which require immediate flight crew attention and
-- obstacles database (including points and lines) decision.
-- aeronautical database of airports, airfields, heliports. -- caution alerts (amber area)
alerts which require flight crew awareness. Subsequent
 NOTE The aeronautical data base is used to desensitize corrective action will normally be necessary.
the FLTA function during takeoff from, approach -- ITI alerts (grey area)
and landing to airports, airfields and heliports in ITI means Imminent Terrain Impact. ITI alerts are
order to avoid nuisance alerts. calculated even farther from the helicopter than caution
alerts.
 NOTE The FLTA is automatically inhibited if Imminent Terrain Impact (ITI) mechanism provides alerts when the
-- ground speed is below 10 kts or helicopter is currently below the elevation of the terrain along the
-- OEI (real or training) and IAS are below VTOSS. helicopter lateral projected flight path. Calculations predicts that a
standard ascending maneuver will not be sufficient to pass above the
terrain with the required terrain clearance.

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Optional Helionix Equipment

FLTA Level Flight Alerting Envelope and FLTA Descending Flight into Terrain Envelope

Caution Look Ahead Distance

ITI Additional Look Ahead

Terrain Clearance
Warning Look Ahead Distance Distance

Warning Caution ITI

Buffer
Caution Look Ahead Distance
Warning Look
Ahead Dist.

Look Ahead Caution Time

X
Vertical Speed
Warning

Caution
Vertical
Buffer

001410
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Optional Helionix Equipment

HTAWS Altitude / Color Correlation and Terrain / Obstacle

Alerts
The Height Above Terrain (HAT) overlay is composed of several
colored translucent layers that depict the terrain above or below the
ownship altitude.
The HTAWS provides display of proximate terrain.
The display is color-- and intensity-- coded (by density) to provide visual
indication of the relative vertical distance between the aircraft and the
terrain. The color bands are as shown below.

Terrain and Obstacles Conflict Symbols

The FLTA warnings are accompanied by the display of a specific
symbol on the terrain display indicating the terrain / obstacle
generating the conflict. The color of the symbol is related to the alert
severity.

 NOTE Depending on range, obstacles close to each other

may be regrouped under a single symbol in the
middle of the actual group of obstacles.

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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

HTAWS Altitude / Color Correlation and Terrain / Obstacle Alerts

Terrain Warning

Obstacle Warning

Terrain Caution

0 Obstacle Caution

--250

--500

--1500

Unlighted Obstacles Lighted Obstacles

< 1000’ AGL > 1000’ AGL Group < 1000’ AGL > 1000’ AGL Group
> 500 ft below

< 500 ft below

Same height/above

003690
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BK117 D--3 with EMB

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Optional Helionix Equipment

Ground Proximity Warning System (GPWS)

The ground proximity warning system (GPWS) provides alerts of GPWS Mode 1: Excessive Rate of Descent warning function alerts the
pending vertical collision of the helicopter with the terrain. The GPWS crew when the aircraft is flying close to the ground and descending at
includes 3 sub--modes that require radio altimeter installation on board a high speed rate. This mode is enabled when:
and a respective configuration within Helionix.
-- height is < 1500 ft.
The following GPWS modes are available:
The mode is disabled when:
-- GPWS Mode 1: excessive rate of descent
-- OEI (real or training) and IAS below VTOSS
-- GPWS Mode 3: excessive altitude loss after take--off
-- autorotation state detected.
-- GPWS Mode 5: excessive downward deviation from ILS
Glideslope  NOTE Mode 1 is not affected, if “low altitude” is selected
Other GPWS modes are not applicable for this helicopter type. on the system control panel.

 NOTE The GPWS function is essentially a non--database

function. It requires operational hardware (radar
altimeter, pressure altitude and GPS).

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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

GPWS mode 1: Excessive Rate of Decent

2500

2000
Radar Altitude (ft)

1500

1000
“Sink Rate”
Aural “Pull Up”
Message Aural
Message
500

0
0 2000 4000 6000 8000 10000

Sink Rate (FPM)

GPWS Mode 1 Envelope

003691
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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

GPWS Mode 3: Excessive altitude loss after Takeoff Sensitivity Setting (Low Altitude):
Excessive altitude loss after takeoffmode provides a caution alert if the Normal or Low sensitivity setting is used to reduce buffer detection size
helicopter looses more than 40 % of its accumulated altitude after and alerting thresholds in order to have less alerts when flying in low
takeoff. altitude flight.
The mode Normal Sensitivity is enabled if:
-- AGL altitude is bigger than 95 ft and below 299 ft
-- time after takeoff (after crossing the enabling thresholds) is
< 60 s.
The mode Low Sensitivity is enabled if:
-- AGL altitude is bigger than 75 ft and below 149 ft
-- time after takeoff (after crossing the enabling thresholds) is
< 30 s.
Excessive altitude loss after takeoff mode is disabled when:
-- above conditions are not met
-- OEI (real or training) and IAS below VTOSS.

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Training Manual CAT B2
Optional Helionix Equipment

GPWS mode 3: Excessive Altitude Loss after Takeoff

Conditions Height (ft) Time after takeoff (s)

NORMAL 95 < H < 299 < 60

sensibility
LOW ALTITUDE 75 < H < 149 < 30
sensibility

Height (300 ft / 150 ft)

40%
Terrain “Don’t sink”
clearance Aural
Message

Height (95 ft / 75 ft)

Take--off Period (60 s / 30 s)

003692
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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

GPWS Mode 5: Excessive downward deviation from ILS

If the helicopter is flying excessivly below an ILS glideslope, a caution
is triggered. An aural alert GLIDESLOPE is announced together with
the caution TERRAIN on the MFD.
The descent below glideslope is enabled if:
-- on the master navigational MFD, ILS is selected and valid,
-- ILS localizer value is less than 0.2 DDM (Difference in the
Depth of Modulation),
-- helicopter heading is within selected course value ± 45°,
-- the helicopter descends below
400 ft AGL if sensitivity is set to NORMAL,
250 ft AGL when sensitivity is set to LOW ALTITUDE.

 NOTE The mode 5 can be manually inhibited using the

GS override function on the Virtual Control Panel.

003693
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Training Manual CAT B2
Optional Helionix Equipment

GPWS mode 5: Excessive downward deviation from ILS

TERRAIN

Glideslope Beam Center

“Glideslope”

Runway / Helipad

003694
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Optional Helionix Equipment

Monitoring and Indication

The HTAWS function provides the crew continuous information
regarding the status of the HTAWS function, and each of its sub
functions. These status indicate whether the sub--function is available
or not, due to the sensors and database availability and validity.
The different HTAWS messages are displayed on the flight navigation
display (FND) in the center of the display, under the aircraft symbol.

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Monitoring and Indication

HTAWS Failure Indication Visual Alert / Aural Message

HTAWS FAIL
PULL UP “Pull up”
HTAWS
TERRAIN “Warning terrain”
HTAWS Alerts Indication
TERRAIN OBSTACLE “Warning obstacle”
TERRAIN
OBSTACLE
TERRAIN “Caution terrain”
PULL UP TERRAIN
OBSTACLE “Caution obstacle”
PULL UP OBSTACLE

TERRAIN “Sink rate”

HTAWS Status Indication
HTAWS STBY TERRAIN “Don’t sink”
HTAWS TEST
TERRAIN “Glideslope”

001415
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Training Manual CAT B2
Optional Helionix Equipment

Operation
HTAWS is activated via a three postion switch in the overhead panel
(STBY, NORM, MUTE):
-- STBY: all functions are disabled (no visual, no aural)
-- NORM: normal position for operation of HTWAS
-- MUTE (spring loaded) inhibits the audio function for 5
minutes. A message and an audio off symbol appears
during that time.
To improve the ergonomics during flight, the HTAWS MUTE function
is also accessible on the pilot and co--pilot cyclic grip.

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Training Manual CAT B2
Optional Helionix Equipment

HTWAS Operation

HTAWS MUTE

HTAWS MUTE
Push Button
TAWS MUTE
Mute Information Message
press 2 s = 5 min mute HTAWS
2nd push = unmute
Mute Indication

Switch TAWS

Cyclic Stick

003695
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Training Manual CAT B2
Optional Helionix Equipment

MFD Selection
A short press on the bottom select key HTAWS (de)--activates the
HTAWS indications and the Height Above Terrain coloring.
A long press displays the HTAWS Virtual Control Panel (VCP).
LOW ALTITUDE inhibits mode 1 of the GPWS function and reduces
the mode 3 warning boundaries. Use is for VFR operations below
500 ft AGL.
TERRAIN INHIBIT supresses all terrain and obstacle awareness
alerts. The terrain display remains operational.
GS OVERRIDE inhibits mode 5 to operate below ILS glideslope.

 NOTE Only one VCP can be used at a time. Therefore, the

VCP must always be closed before leaving the
NAVD or DMAP page formats.

 NOTE HTAWS TEST advisory means HTAWS initialization

(for 2 min) at power--up.

Training Manual CAT B2
Optional Helionix Equipment

Display of the HTAWS Status (NAVD)

CHECK RANGE
HTAWS

HTAWS Status Messages

FAIL STBY
CHECK RANGE
HTAWS HTAWS
HTAWS

FLTA GPWS
HTAWS HTAWS

DGRD TERR
HTAWS HTAWS

FLTA
G/S L.ALT
HTAWS HTAWS

TEST
HTAWS HTAWS

003697
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BK117 D--3 with EMB

Training Manual CAT B2
Optional Helionix Equipment

Airborne Collision Avoidance System (ACAS)

General
The ACAS offers a safer flight enviroment by alerting pilots of potential Processor Unit
mid--air collisions threats. ACAS is providing situational awareness of
The ACAS on this helicopter consists of an Avidyne TAS620A
surrounding aircraft to assist pilots in avoiding other nearby aircrafts.
processor unit for receiving, transmitting, signal processing and
The system is an actively interrogating onbord air traffic detection computing, which is integrated into the Helionix avionic platform.
system, that indicates the presence and relative location of intruder
aircraft. An aural and visual alert informs the crew of a traffic advisory Transponder Coupler
(TA). It provides a maximum 30 s alert while tracking up to 50 The transponder coupler supplies the processor with a signal
transponder equipped aircrafts. indicating the ATC transponder is transmitting a reply.
The system consists of:
Antennas
-- processor unit
Two directional antennas are installed, which allows the system to
-- transponder coupler compute the bearing to a target aircraft.
-- two antennas.
The system includes built--in tests which displays any unit malfunction,
failure logging on data card for maintenance support and setup
functionality.

 NOTE This ACAS is advisory only. The see and avoid

concept remains valid.

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Training Manual CAT B2
Optional Helionix Equipment

Airborne Collision Avoidance System

003698
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Training Manual CAT B2
Optional Helionix Equipment

Processor Unit
The TAS620A processor contains circuits for receiving, transmitting,
signal processing (including computing), and interfacing with other
components of the ACAS system respectively the avionic system. A
frequency source generates 1090 MHz for the transmitter output and
1030 MHz for the receiver.
The processor contains the computing capability to execute the ACAS
traffic detection and mode control logic. The required data is received
from the internal RF circuits and the interface board connecting the
processor unit with avionic system. It receives the required input
signals respectively sends the traffic and mode information for
displaying.
When the helicopter’s own altitude is less than 1700 ft above ground
level (AGL), the ACAS enters the approach mode in which the
monitored proximate airspace volume shrinks in such a way that no
intruder on ground is displayed.
The ACAS processor unit is installed on the avionic deck and is
connected and powered by the AVIONIC SHED BUS 2.

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Training Manual CAT B2
Optional Helionix Equipment

Processor Unit TAS 620A

TAS620A Transceiver

001419
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Bottom Antenna

001421
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Training Manual CAT B2
Optional Helionix Equipment

Architecture ACAS
The TAS 620A is interconnected with the helicopters Helionix® avionic
system for multiple purposes.
The avionic platform delivers the basic helicopter data required for
correct ACAS system operation to the processor unit and provides the
display capabilities to display ACAS I operating mode and traffic
information.
The MFD 4 of the Helionix® system provides pressure altitude,
pressure setting, radio height and magnetic heading information to the
TAS 620A.
The processor unit supplies all traffic information, operating mode,
status and maintenance data to the MFDs of the Helionix® system.
Furthermore the ACAS provides aural alerts to the flight crew.
A suppression line between the transponder, the TAS 620A and the
DME is installed to prevent unwanted interactions between this
equipment due to their operation in the same frequency band.
On the overhead control panel there is a dedicated ACAS switch
providing the flight crew the option to switch ACAS to either mute mode
or to request repeat / self--test.

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Training Manual CAT B2
Optional Helionix Equipment

ACAS -- Architecture

TAS 620A

DME_DME4000

MFD1 MFD4 MFD2

TDR_GTX335R

Euronav DMAP

Digital data
AMC1 AMC2
Channel
ACAS CTRL Channel Channel Channel 2.1
SWITCH 1.1 1.2 2.2 (A)
(A) (B) (B) (default master
channel)

CYCLIC GRIPS

Pilot

Legend
Platform Audio signal Co--pilot
Serial bus Module
Discrete Equipment
Analog

Audio
Logical
unit
Signal from other ATA chapter

ICS

001422
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Training Manual CAT B2
Optional Helionix Equipment

Normal Functioning
ACAS Switch TA S620A -- current active TA, TAS 620A functioning normally,
no higher priority aural alerts playing (e.g.
A three position switch for ACAS is located on the overhead control
“HTAWS” or “Hands--on”)
panel. It has 3 positions:
“Traffic, XX o’clock/no bearing, high/low/same
-- MUTE alt/altitude unavailable, XX miles/no range”.
-- NORM Example:
-- REPEAT ACAS.
In MUTE mode the voice messages are suppressed as long as the
switch remains selected to MUTE. A green ACAS MUTE advisory will “Traffic, traffic, 2 o’clock, high,
be displayed in the Master List. 1 mile”

The NORM position is the standard mode of operation and provides

traffic advisory on MFD4 and MFD1 when selected in NAVD or DMAP
-- TAS 620A failure detected “TAS Altitude Data
mode. If an aircraft is on a conflicting path the respective aircraft Invalid”, or “TAS Code XX”, or no audible
symbol will be indicated in amber. Simultaneously a voice message is
announcement (could also be the case if higher
generated directing the flight crew’s attention to the potential conflict.
priority aural alert is active)
In case of TA alert, the relative sector will be displayed on the HSI.
Activation of the REPEAT ACAS mode provides two functionalities: ACAS Audio
-- initiates a self--test (IBIT, approx. 2 s) With a TAS 620A unit, the audio warnings come directly from the ACAS
processor unit. The audio message contains more details.
-- repetition of the last traffic threat in combination with an
Furthermore, the audio message can be stopped by the Reset /
updated relative position indication with the following
Acknowledge button on the cylic stick.
potential voice messages:
-- no current active TA, TAS620A functioning  NOTE ACAS audio messages are suppressed on ground.
normally, no higher priority aural alerts playing
(e.g. HTAWS or “Hands--on”)
MFD Status Page
“No advisiories”
On the upper right side, the status of the ACAS system is shown as
well.

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Optional Helionix Equipment

ACAS -- Normal functioning, Test

ACAS Switch ACAS Status:

ACAS Valid on all MFDs

ACAS MUTE Advisory or

ACAS # Valid on one or two MFDs

or
ACAS MUTE

ACAS Invalid on all MFDs

003700
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Training Manual CAT B2
Optional Helionix Equipment

Operating Modes
Test Modes Failure Modes
PBIT: the test routine is run after every power--on to check the ACAS ACAS failure mode is entered automatically if the TAS620A detects
system for failures. any internal or external failure. The following failures will cause the
ACAS to switch to failure mode:
CBIT: the routine continuously monitors the ACAS system for failures
without interrupting the required ACAS functionality. -- internal ACAS LRU failure
IBIT: In addition the system offers the capability to perform an ACAS -- antenna failure
self--test (ACAS switch position REPEAT for >2 s) upon crew request. -- unavailability of barometric altitude
The self--test mode suspends the active ACAS I interrogation of -- loss of communication with the MFDs.
surrounding traffic.
The TAS620A detects failure by its internal PBIT and CBIT routines or
If the self--test result is OK the ACAS returns to its previous operating by flight crew initiated IBIT routine. If the TAS620A detects a failure,
mode. the interrogation of nearby traffic is suspended.
If the test result shows a system failure, it switches to failure mode.
No ACAS warnings will be provided in case of a failed system.

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Optional Helionix Equipment

ACAS Failure Indication

NAVD FND
FAIL ACAS FAIL Indication ACAS
ACAS FAIL Indication FAIL

003705
ACAS

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Training Manual CAT B2
Optional Helionix Equipment

ACAS FND Indication

FND Main Mode Traffic Advisory (TA) Displays
The FND main mode contains the following indications related to “TRFC” amber label and:
ACAS:
-- “ABV” white label if the intruder altitude is greater than
-- Master list entry 300 ft above the helicopter altitude,
-- reduced ACAS traffic display in horizontal situation -- “LVL” white label if the intruder altitude is within ± 300 ft
indication area of FND. of the helicopter altitude,
The ACAS indications on the FND main mode cannot be suppressed -- “BLW” white label if the intruder altitude is greater than
or cancelled by the flight crew. 300 ft below the helicopter altitude,
-- “ ” empty label if the intruder altitude is not available.
The intruder approach sector is symbolized by an amber disc divided
in six parts of 60° (three in front, three on the back).

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Training Manual CAT B2
Optional Helionix Equipment

ACAS FND Indication

Traffic advisory indications + Voice message

Example:
“Traffic, Traffic, 2 o’clock, high, 1 mile”
FND

003706
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Training Manual CAT B2
Optional Helionix Equipment

ACAS Indication on NAVD Main Mode ACAS Traffic Indications

The NAVD main mode is selected from the MFD soft keys at the top
of the display. Other Traffic (OT). Depicted as a hollow cyan (or white) diamond.
If selected, the NAVD main mode contains the following indications: Represents traffic that is within the TAS’s surveillance area but it is
beyond 6 nm in range and has an altitude greater than ±1200 ft relative
-- Traffic overlays. In the NAVD main mode an overlay for to your aircraft. It is not an immediate threat.
the traffic information is created if valid ACAS data is
available on the MFD and the display of ACAS overlay is
selected. Proximity Alert (PA). Depicted as a solid cyan (or white) diamond.
Appears on the traffic display when the traffic is within a distance of 6
-- ACAS status. In the NAVD main mode the ACAS
nm range and its altitude is within ±1200 ft, but it is still not considered
operating mode, vertical viewing mode and decluttering
a collision threat.
state is indicated above the ACAS control key if the ACAS
overlay is selected.
-- Virtual control panel for selection of vertical viewing Traffic Alert (TA). Depicted as a solid yellow circle. A TA is
mode. displayed and an automated voice alert is activated when the
-- ACAS information can be displayed in sector or rose calculated intercept course for altitude and direction is within 30 s, less
mode of the NAVD. than 0.55 nm and less than ±800 ft.
ACAS information can be displayed in combination with
internal and external (EuroNav7) DMAP, HTAWS and / or
weather radar indication.

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Training Manual CAT B2
Optional Helionix Equipment

ACAS NAVD Indication

Other Traffic

Proximate Traffic

Traffic Advisory

Climbing

Descending

+2 200 ft above own Altitude

-- 3 300 ft below own Altitude

NAVD
ACAS Symbols and Indications

003707
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Optional Helionix Equipment

INTENTIONALLY LEFT BLANK

ACAS Virtual Control Panel

NORMAL Proximate and other traffic are indicated if in a relative altitude

band of --2700ft to +2700 ft. All advisory traffic is indicated.

Proximate and other traffic are indicated if in a relative altitude

ABOVE band of --2700ft to +9900 ft. All advisory traffic is indicated.

Proximate and other traffic are indicated if in a relative altitude

BELOW band of --9900ft to +2700 ft. All advisory traffic is indicated.

Proximate and other traffic are indicated if in a relative altitude

UNREST band of --9900ft to +9900 ft. All advisory traffic is indicated.

003709
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H145 - Functions & equipment test [No failures!]

Pre-start phase Pre-flight phase Flight phase

Power- HELIONIX ® in Lamp Engine(s) Stand-by battery Avionic Master

Pre-flight test
up operational mode Test On activation switches ON

MFDs ML: ML: Master list:

Master list (ML): ML: Master list:
Tests in PWR-UP START-UP P-FLT TST
PWR-UP TST START-UP TST P-FLT TST
progress TST OK TST OK OK

 Stand-by battery
AMCs & Pre-start tests in VMS pre-flight in
MFDs progress progress Pre-flight tests in progress
test
initialization Starts automatically &
indicated via message on Starts automatically after Upon activation via 3 position
 Individual PBIT of
Master List: 1st engine start-up & switch & indicated via
indicated via message on message on Master List:
 AMCs channels and Master List: all power-up
equipment.  Radar altimeter test
interface tests
 VMS  Individual status  Autopilot tests
 MFDs SR1 & SR2 tests
 Bleed air inhibit test reported on at the

+ interface tests
 VMS
WU configuration test end of P-FLT test. These pre-flight tests reports at the
 MGB oil pressure test

end of AFCS test:
Electrical system generator  Engine oil pressure sensor  AHRS 3
test test  IESI
 Hydraulic pressure test  Engine oil temperature  Line validity of :
 NR sensor status test sensor test  FMS 1 & 2
 MGB oil pressure test  EECUs auto test + engine  VOR1 & 2
 MGB oil temperature test power split test  GPS 1 & 2
 MGB chip sensor  NR sensor test  DME
 MGB & TGB chip detection  ADF
continuity test  ACAS

Upon activation via
Ground flight sensor test  WXR (STBY mode)
 Mast moment test 3 position switch:
 Lamps tests Lamp Test
 AHRS test + HDG test  Audio test => Can be
 ADCs test + OAT test  Battery repeated during
temperature other phases
 IBF configuration test sensor test
 Fuel sensor test

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