BHT-407-MD-2

Section 1
SYSTEMS DESCRIPTION
1
TABLE OF CONTENTS

Paragraph Page
Subject Number Number
Introduction ............................................................................................ 1-1 ........... 1-9
Helicopter Description........................................................................... 1-2 ........... 1-9
Principal Dimensions ............................................................................ 1-3 ........... 1-11
Location References.............................................................................. 1-4 ........... 1-11
Fuselage Stations .............................................................................. 1-4-A ....... 1-11
Waterlines........................................................................................... 1-4-B ....... 1-15
Buttock Lines ..................................................................................... 1-4-C ....... 1-15
General Arrangement ............................................................................ 1-5 ........... 1-15
Crew Compartment............................................................................ 1-5-A ....... 1-16
Passenger Compartment .................................................................. 1-5-B ....... 1-17
Baggage Compartment ..................................................................... 1-5-C ....... 1-17
Tailboom ............................................................................................. 1-5-D ....... 1-18
Instrument Panel, Console, and Pedestal ........................................... 1-6 ........... 1-18
Instrument Panel................................................................................ 1-6-A ....... 1-18
Overhead Console and Pedestal ...................................................... 1-6-B ....... 1-20
Pitot-static System................................................................................. 1-7 ........... 1-20
Magnetic Compass ................................................................................ 1-8 ........... 1-20
Garmin G1000H Integrated Avionics System (IAS) Overview....... 1-9 ........... 1-20
Primary Flight Display (PFD) and Multi-Function Display (MFD)
(GDU 1040H) (2 Units)........................................................................ 1-9-A ....... 1-24
Audio Panel (GMA 350H)................................................................... 1-9-B ....... 1-32
Integrated Avionics Units (GIA 63H) (2 Units)................................. 1-9-C ....... 1-32
Air Data Computer (GDC 74H) (ADC) and Outside Air
Temperature (GTP 59) (OAT) Probe ................................................. 1-9-D ....... 1-34
Attitude Heading Reference System (GRS 77H AHRS) .................. 1-9-E ....... 1-35
Magnetometer (GMU 44).................................................................... 1-9-F........ 1-36
Extended Squitter (ES) Mode S Transponder (GTX 33H ES) ......... 1-9-G ....... 1-36
Airframe and Engine System Processor (GEA 71H) (1 Unit) and
Engine Signal Conditioner (GSC 46)................................................ 1-9-H ....... 1-37
XM Weather/Radio Datalink (GDL 69AH) (Optional Kit) ................. 1-9-I......... 1-37
Datalink and Storage Unit (GDL 59H) and Iridium Transceiver
(GSR 56H) (Optional Kit) ................................................................... 1-9-J........ 1-37
TAS System (GTS 800) (Optional Kit) .............................................. 1-9-K ....... 1-38
Universal Access Transceiver (UAT) (GDL 88H) (Optional Kit)..... 1-9-L........ 1-38
Automatic Flight Control System (AFCS)............................................ 1-10 ......... 1-39
Flight Control Computer (FCC)......................................................... 1-10-A ..... 1-39
Mode Select Panel (MSP) .................................................................. 1-10-B ..... 1-41

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-1

BHT-407-MD-2

TABLE OF CONTENTS (CONT)

Paragraph Page
Subject Number Number
Autopilot Basic Modes .................................................................. 1-10-B-1.. 1-41
Autopilot Outer Loop Modes ........................................................ 1-10-B-2.. 1-41
Trim and SCAS Actuators................................................................. 1-10-C ..... 1-42
Force Trim System ............................................................................ 1-10-D ..... 1-42
Pilot and Copilot Cyclic Grip Switches........................................ 1-10-D-1.. 1-43
Collective Grip Go-Around (GA) Switch ..................................... 1-10-D-2.. 1-43
Autopilot Crew Alerting System (CAS) Messages.......................... 1-10-E ..... 1-43
Maintenance Computer Software..................................................... 1-10-F ..... 1-43
Flight Instrument System Integrated Displays............................... 1-11......... 1-44
PFD Annunciators and Alerting Features ....................................... 1-11-A ..... 1-53
Engine Indicating and Crew Alerting System (EICAS)....................... 1-12......... 1-53
Engine Indicating System (EIS)........................................................ 1-12-A ..... 1-53
Power Situation Indicator (PSI) .................................................... 1-12-A-1.. 1-58
PSI Engine Torque (Q) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-2.. 1-67
PSI Measured Gas Temperature (MGT) Data Inputs and
Exceedance Monitoring ................................................................ 1-12-A-3.. 1-69
PSI Gas Producer (NG) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-4.. 1-71
PSI Power Turbine (NP) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-5.. 1-73
PSI Main Rotor (NR) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-6.. 1-75
EIS Engine Oil Pressure and Temperature Indication ........... 1-12-A-7.. 1-75
EIS Transmission Oil Pressure and Temperature
Indication ........................................................................................ 1-12-A-8.. 1-78
EIS Amperage Indication .......................................................... 1-12-A-9.. 1-80
EIS Voltage Indication .............................................................. 1-12-A-10 1-82
EIS Fuel Quantity Indication .................................................... 1-12-A-11 1-83
EIS Fuel Pressure Indication.................................................... 1-12-A-12 1-83
EIS Fuel Flow Indication ........................................................... 1-12-A-13 1-85
Hover Performance Section.......................................................... 1-12-A-14 1-86
Crew Alerting System (CAS)............................................................. 1-12-B ..... 1-86
Audio Alert Activation and Description ....................................... 1-12-B-1.. 1-87
Audio Alert Test ............................................................................. 1-12-B-2.. 1-91
Bell Maintenance Pages........................................................................ 1-13......... 1-91
Faults (ENG/ECU Faults) Bell Maintenance Page ...................... 1-13-A ..... 1-92
Data Status (ENG/ECU Data & Status) Bell Maintenance
Page .................................................................................................... 1-13-B ..... 1-98
Exceedances & Chip History Bell Maintenance Page ............... 1-13-C ..... 1-98
Power Check History Bell Maintenance Page ............................ 1-13-D ..... 1-98
Accessing the Bell Maintenance Pages on the Multi-Function
Display (MFD)..................................................................................... 1-13-E ..... 1-99
Saving the Data Displayed on the Bell Maintenance Pages,
Information Pages, and Screen Displays ........................................ 1-13-F ..... 1-99

1-2 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

TABLE OF CONTENTS (CONT)

Paragraph Page
Subject Number Number
Clearing History From the Bell Maintenance Pages ....................... 1-13-G ..... 1-100
Recording of Flight Data Information .............................................. 1-13-H ..... 1-100
Weight & Balance Planning .............................................................. 1-13-I....... 1-101
Maintenance Log Page ..................................................................... 1-13-J...... 1-103
Maintenance Configuration Files ..................................................... 1-13-K ..... 1-103
Power Plant ............................................................................................ 1-14 ......... 1-103
Engine Controls FADEC System ................................................. 1-14-A ..... 1-105
FADEC System ............................................................................... 1-14-A-1 .. 1-105
FADEC System Operation ........................................................ 1-14-A-2 .. 1-105
Power-up Mode and Built-in Test ................................................. 1-14-A-3 .. 1-107
Start in Auto Mode ......................................................................... 1-14-A-4 .. 1-107
FADEC Manual Check ................................................................... 1-14-A-5 .. 1-109
Alternate Start Auto Mode ........................................................ 1-14-A-6 .. 1-110
Start in Manual Mode ..................................................................... 1-14-A-7 .. 1-110
In-flight Auto Mode Operation ...................................................... 1-14-A-8 .. 1-111
FADEC System Faults ................................................................... 1-14-A-9 .. 1-112
Category 1 FADEC Fail/FADEC Manual Direct Reversion
to Manual System (DRTM)............................................................. 1-14-A-10 1-113
FADEC System Fails to the Manual Mode as Follows................ 1-14-A-11 1-113
Category 2 FADEC Degraded ................................................... 1-14-A-12 1-122
Category 3 FADEC Fault ........................................................... 1-14-A-13 1-122
Category 4 Restart Fault........................................................... 1-14-A-14 1-122
FADEC Reversionary Governor.................................................... 1-14-A-15 1-123
Engine Overspeed Protection....................................................... 1-14-A-16 1-123
Engine Shutdown........................................................................... 1-14-A-17 1-124
HMU Manual Piston Parking Procedure....................................... 1-14-A-18 1-125
Category 5 Maintenance Advisory, FADEC System Faults
Engine Shutdown ...................................................................... 1-14-A-19 1-125
Checking FADEC Fault Codes and Exceedances....................... 1-14-A-20 1-125
Clearing FADEC Fault Codes........................................................ 1-14-A-21 1-126
Current (Active) Faults .................................................................. 1-14-A-22 1-126
Last Engine Run (Historical) Faults/Exceedances...................... 1-14-A-23 1-128
Accumulated Faults/ Exceedances .............................................. 1-14-A-24 1-130
FADEC Training in Manual Mode.................................................. 1-14-A-25 1-130
Cockpit Procedural Training on Ground
(Engine Not Running) .................................................................... 1-14-A-26 1-130
Flight Training in Manual Mode .................................................... 1-14-A-27 1-131
Simulated FADEC Failure Training (In-flight) .............................. 1-14-A-28 1-131
Combined Engine Filter Assembly (CEFA) ..................................... 1-14-B ..... 1-132
Power Plant Ignition System............................................................. 1-14-C ..... 1-132
Power Plant Temperature Measurement System............................ 1-14-D ..... 1-132
Power Plant Compressor Bleed Air System.................................... 1-14-E ..... 1-135
Engine Oil System ............................................................................. 1-14-F...... 1-135
Engine Auto Relight........................................................................... 1-14-G ..... 1-137
Auto Relight Caution Light ............................................................... 1-14-H ..... 1-137

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-3

BHT-407-MD-2

TABLE OF CONTENTS (CONT)

Paragraph Page
Subject Number Number
Start in AUTO Mode ....................................................................... 1-14-H-1.. 1-138
Engine Out in Auto Mode .............................................................. 1-14-H-2.. 1-138
Start and Continuous Operation in Manual Mode ...................... 1-14-H-3.. 1-138
Engine ANTI-ICE Switch.................................................................... 1-14-I....... 1-138
ENGINE OUT CAS Message and Audio Alert Warning .................. 1-14-J...... 1-138
FADEC in Auto Mode..................................................................... 1-14-J-1 .. 1-138
FADEC in Manual Mode ................................................................ 1-14-J-2 .. 1-139
ENGINE OVSPD CAS Message......................................................... 1-14-K ..... 1-139
ENGINE CHIP CAS Message............................................................. 1-14-L ..... 1-139
Fuel System Description....................................................................... 1-15......... 1-140
Fuel System Operation...................................................................... 1-15-A ..... 1-140
Left Fuel Boost/XFR Alternate Electrical Circuit ............................ 1-15-B ..... 1-143
Fuel System Controls........................................................................ 1-15-C ..... 1-143
Fuel Valve Switch .............................................................................. 1-15-D ..... 1-143
Left and Right Fuel XFR/Boost Switch ............................................ 1-15-E ..... 1-143
Fuel Cell Drain Switches ................................................................... 1-15-F ..... 1-145
Fuel System Indications and CAS Messages ................................. 1-15-G..... 1-145
Fuel System Capacity........................................................................ 1-15-H ..... 1-145
Fuel Quantity Gauging System (FQGS)........................................... 1-15-I....... 1-145
Fuel Quantity Signal Conditioner..................................................... 1-15-J...... 1-145
Signal Conditioner Built-in Test (BIT).............................................. 1-15-K ..... 1-145
Power-up BIT.................................................................................. 1-15-K-1.. 1-145
Continuous Built-in Test (BIT) ...................................................... 1-15-K-2.. 1-146
Fuel Quantity Calculation ................................................................. 1-15-L ..... 1-146
Fuel Quantity Indication.................................................................... 1-15-M..... 1-146
Fuel Quantity Button ......................................................................... 1-15-N ..... 1-146
Fuel Pressure Indication ................................................................... 1-15-O..... 1-147
Fuel Flow Indication .......................................................................... 1-15-P ..... 1-147
FUEL VALVE CAS Message.............................................................. 1-15-Q..... 1-147
L/FUEL BOOST and R/FUEL BOOST CAS Messages .................... 1-15-R ..... 1-147
L/FUEL XFR and R/FUEL XFR CAS Messages................................ 1-15-S ..... 1-147
FUEL FILTER CAS Message ............................................................. 1-15-T ..... 1-148
FUEL LOW CAS Message ................................................................. 1-15-U ..... 1-148
Retirement Index Number (RIN) ........................................................... 1-16......... 1-148
Transmission ......................................................................................... 1-17......... 1-149
Freewheel Assembly ......................................................................... 1-17-A ..... 1-149
Transmission Oil System.................................................................. 1-17-B ..... 1-149
Transmission Indicators ................................................................... 1-17-C ..... 1-150
Transmission Oil Temperature and Pressure Indication ........... 1-17-C-1.. 1-150
XMSN OIL TEMP CAS Message.................................................... 1-17-C-2.. 1-150
XMSN OIL PRESS CAS Message ................................................. 1-17-C-3.. 1-150
XMSN CHIP CAS Message ............................................................ 1-17-C-4.. 1-151
Rotor System ......................................................................................... 1-18......... 1-151
Main Rotor Hub and Blades.............................................................. 1-18-A ..... 1-151
Tail Rotor Hub and Blades ................................................................ 1-18-B ..... 1-151

1-4 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

TABLE OF CONTENTS (CONT)

Paragraph Page
Subject Number Number

Tail Rotor Gearbox............................................................................. 1-18-C ..... 1-151

T/R CHIP CAS Message ................................................................. 1-18-C-1 .. 1-152
Rotor System Indicators ....................................................................... 1-19 ......... 1-152
PSI Indicator ....................................................................................... 1-19-A ..... 1-152
RPM Message and Audio Alert Warning.......................................... 1-19-B ..... 1-152
NR Less Than 95%.......................................................................... 1-19-B-1 .. 1-152
NR 107% or Greater........................................................................ 1-19-B-2 .. 1-152
Flight Control System............................................................................ 1-20 ......... 1-152
Rotor Controls.................................................................................... 1-20-A ..... 1-152
Main Rotor .......................................................................................... 1-20-B ..... 1-152
Cyclic .............................................................................................. 1-20-B-1 .. 1-154
Collective ........................................................................................ 1-20-B-2 .. 1-154
Tail Rotor ............................................................................................ 1-20-C ..... 1-155
Airspeed Actuated Pedal Stop System............................................ 1-20-D ..... 1-155
Hydraulic System................................................................................... 1-21 ......... 1-155
Hydraulic Indicators .......................................................................... 1-21-A ..... 1-158
Hydraulic Filter Indicators................................................................. 1-21-B ..... 1-158
HYDRAULIC SYS CAS Message....................................................... 1-21-C ..... 1-158
Electrical System ................................................................................... 1-22 ......... 1-159
External Power ................................................................................... 1-22-A ..... 1-159
Battery Switch .................................................................................... 1-22-B ..... 1-161
Battery Charging (17 and 28-Amp/Hour Batteries) ......................... 1-22-C ..... 1-161
Generator Switch ............................................................................... 1-22-D ..... 1-162
Start Switch ........................................................................................ 1-22-E ..... 1-162
Electrical System Indications and CAS Messages ......................... 1-22-F...... 1-162
Amperage Indication ......................................................................... 1-22-G ..... 1-162
Voltage Indication .............................................................................. 1-22-H ..... 1-162
BATTERY HOT CAS Message........................................................... 1-22-I....... 1-163
BATTERY RLY CAS Message ........................................................... 1-22-J...... 1-163
START CAS Message ........................................................................ 1-22-K ..... 1-163
GEN FAIL CAS Message ................................................................... 1-22-L...... 1-163
Lighting System ..................................................................................... 1-23 ......... 1-163
Cockpit Utility Light ........................................................................... 1-23-A ..... 1-163
Instrument Panel and Associated Lighting ..................................... 1-23-B ..... 1-164
Aft Cabin Lighting .............................................................................. 1-23-C ..... 1-164
Landing Lights ................................................................................... 1-23-D ..... 1-164
Position Lights ................................................................................... 1-23-E ..... 1-164
Anti-collision Light ............................................................................ 1-23-F...... 1-164
Ventilation and Defog System .............................................................. 1-24 ......... 1-164
Tail Rotor Camera .................................................................................. 1-25 ......... 1-165
Emergency Equipment .......................................................................... 1-26 ......... 1-165
Portable Fire Extinguisher ................................................................ 1-26-A ..... 1-165
First Aid Kit......................................................................................... 1-26-B ..... 1-165

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-5

BHT-407-MD-2

FIGURES

Figure Page
Subject Number Number
Helicopter Description .......................................................................... 1-1........... 1-10
Principal Dimensions ............................................................................ 1-2........... 1-12
Aft Cabin and Baggage Compartment................................................. 1-3........... 1-13
Garmin G1000H Integrated Avionics System Instrument Panel.. 1-4........... 1-19
Overhead Console ................................................................................. 1-5........... 1-21
Maintenance Ports................................................................................. 1-6........... 1-22
Pitot-static System ................................................................................ 1-7........... 1-23
Garmin G1000H Integrated Avionics System Architecture........... 1-8........... 1-25
Garmin G1000H Integrated Avionics System Primary
Component Location............................................................................. 1-9........... 1-26
Automatic Flight Control System (AFCS) Architecture................. 1-10......... 1-40
Primary Flight Display (PFD) ................................................................ 1-11......... 1-44A
Additional PFD Information .................................................................. 1-12......... 1-45
Autopilot Annunciations and Airspeed/Vertical References............. 1-13......... 1-46
Airspeed Indicator ................................................................................. 1-14......... 1-47
Attitude Indicator ................................................................................... 1-15......... 1-48
Altimeter ................................................................................................. 1-16......... 1-49
Vertical Speed and Vertical Deviation Indication ............................... 1-17......... 1-50
Vertical Navigation Indications (PFD).................................................. 1-18......... 1-51
Horizontal Situation Indicator (HSI) ..................................................... 1-19......... 1-52
Outside Air Temperature Indication..................................................... 1-20......... 1-54
Wind Data Indication ............................................................................. 1-21......... 1-55
Terrain Alert PFD Information .............................................................. 1-22......... 1-56
Propulsion Instrument Displays........................................................... 1-23......... 1-57
Engine Page and Reversionary Mode Displays.................................. 1-24......... 1-59
PSI Dual Tachometer Section .......................................................... 1-25......... 1-60
Hover Performance Power Check ........................................................ 1-26......... 1-61
PSI Engine Data Source Annunciation and Miscompare
Monitoring .............................................................................................. 1-27......... 1-66
EIS Engine Oil Pressure and Temperature Indication ................... 1-28......... 1-76
EIS Transmission Oil Pressure and Temperature Indication........ 1-29......... 1-79
EIS Amperage and Voltage Indications .......................................... 1-30......... 1-81
EIS Fuel Indications Description................................................. 1-31......... 1-84
Crew Alerting System (CAS) Messages PFD and MFD Displays.. 1-32......... 1-88
Crew Alerting System (CAS) Messages Quick Reference Table .. 1-33......... 1-89
Bell Maintenance Pages........................................................................ 1-34......... 1-92A
Weight & Balance Planning .................................................................. 1-35......... 1-102
Power Plant ............................................................................................ 1-36......... 1-104
FADEC Control System Schematic...................................................... 1-37......... 1-106
Auto to Manual Transition at Low Fuel Flow ...................................... 1-38......... 1-115
Auto to Manual Transition at Intermediate Fuel Flow ........................ 1-39......... 1-117
Auto to Manual Transition at High Fuel Flow...................................... 1-40......... 1-119
AUX Weights, Fuel, Exceedances Page (MFD)
(Version 1237.04 Shown) ...................................................................... 1-41......... 1-127
Power Plant Components ..................................................................... 1-42......... 1-133

1-6 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

FIGURES (CONT)

Figure Page
Subject Number Number
Engine Oil System ................................................................................. 1-43 ......... 1-136
Fuel System............................................................................................ 1-44 ......... 1-141
Fuel Transfer System Schematic ......................................................... 1-45 ......... 1-142
Left Fuel XFR/Boost Alternate Circuit Schematic............................... 1-46 ......... 1-144
Flight Controls ....................................................................................... 1-47 ......... 1-153
Airspeed Actuated Pedal Stop System................................................ 1-48 ......... 1-156
Hydraulic System................................................................................... 1-49 ......... 1-157
DC Electrical System ............................................................................. 1-50 ......... 1-160

TABLES

Table Page
Subject Number Number
AHRS Validation..................................................................................... 1-1 ........... 1-35
Engine Torque Exceedance Monitoring .............................................. 1-2 ........... 1-68
Relationship Between Engine Torque Indication and FADEC
System .................................................................................................... 1-3 ........... 1-69
MGT Exceedance Monitoring During Start ..................................... 1-4 ........... 1-70
MGT Exceedance Monitoring During Normal Operation ............... 1-5 ........... 1-71
Gas Producer (NG) Exceedance Monitoring........................................ 1-6 ........... 1-72
NG Limit Versus OAT Above 10,000 Feet Pressure Altitude .............. 1-7 ........... 1-73
Power Turbine (NP) Exceedance Monitoring....................................... 1-8 ........... 1-74
Engine Oil Pressure PSI Indication Range Marking....................... 1-9 ........... 1-77
Engine Oil Temperature C Indication Range Marking .................. 1-10 ......... 1-77
Transmission Oil Pressure PSI Indication Range Marking ........... 1-11 ......... 1-80
Transmission Oil Temperature C Indication Range Marking....... 1-12 ......... 1-80
Voltage Indication Range Marking................................................... 1-13 ......... 1-82
Fuel Pressure PSI Indication Range Marking ................................. 1-14 ......... 1-85
Audio Alerts............................................................................................ 1-15 ......... 1-90
Audio Alerts (Cont) ................................................................................ 1-15 ......... 1-91
Time to Power Change .......................................................................... 1-16 ......... 1-121
250-C47B FADEC Software Versions 5.358
(Reversionary Governor) and Subsequent Fault Code Display ........ 1-17 ......... 1-128
Transfer Light Activation ...................................................................... 1-18 ......... 1-148

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-7/1-8


Section 1
SYSTEMS DESCRIPTION
1
1-1. INTRODUCTION
NOTE
BHT-407-MD-2 is provided to cover
407GX/407GXP helicopters, which
incorporate the Garmin G1000H
integrated avionics system (S/N
54300 and subsequent).
The Model 407 helicopter, its primary and
auxiliary systems, as well as emergency
equipment are described within this section.
The main helicopter and its components are
shown in Figure 1-1.
For information on the Garmin G1000H
integrated flight, engine, communication,
navigation, and surveillance system, refer to
the following documents:
For software version 1237.04, Garmin
G1000H Integrated Flight Deck Pilots
Guide (190-01255-00) and Garmin
G1000H Integrated Flight Deck Cockpit
Reference Guide (190-01254-00).
For software version 1237.08 and
1237.09, Garmin G1000H Integrated
Flight Deck Pilots Guide (190-01255-01)
and Garmin G1000H Integrated Flight
Deck Cockpit Reference Guide
(190-01254-01).
For software version 1237.10, Garmin
G1000H Integrated Flight Deck Pilots
Guide (190-01255-02) and Garmin
G1000H Integrated Flight Deck Cockpit
Reference Guide (190-01254-02).
The Garmin G1000H Integrated Flight Deck
Pilots Guide provides detailed system and
operational information while the Garmin
Export Classification C, ECCN EAR99
BHT-407-MD-2
G1000H Integrated Flight Deck Cockpit
Reference Guide for the Bell 407GX provides
higher level quick-reference data.
1-2. HELICOPTER DESCRIPTION
The 407GX/407GXP (Figure 1-1) is a single
engine, seven-place light helicopter. Standard
configuration provides for one pilot and six
passengers.
The fuselage consists of three main sections:
the forward section, the intermediate section,
and the tailboom section. The forward section
uses aluminum honeycomb and carbon
graphite structure and provides the major
load carrying elements of the forward cabin.
The intermediate section is a
semi-monocoque structure that uses
bulkheads, longerons, and carbon fibre
composite side skins. The tailboom is an
aluminum monocoque construction that
transmits all stresses through its external
skins.
The Garmin G1000H integrated avionics
system provides flight instrument, Engine
Indication and Crew Alerting (EICAS), audio
panel, Communication, Navigation, and
Surveillance (CNS), flight management,
hazard avoidance, and other additional
features. This information is provided to the
pilot through two large format full color
displays.
The pedestal extends from the instrument
panel downward and aft to the cabin seat
structure. This forms a mounting platform for
optional equipment.
The overhead console is centered on the
cabin ceiling and incorporates most of the
electrical systems circuit breakers and
switches.
10 DEC 2015 Rev. 2 1-9
BHT-407-MD-2

22

21
20
19
18
23

17
15 25
14 24
13
11
12 16 26

28
10
9 27
8 29
7
6 30
5
31
M
OO
ILB
32 TA
33
4
3
2 35
36
1
37
38 TE
40 34 E DIA
43 42 41 ERM
INT
39

R D
WA
FOR

1. Pitot tube 15. Aft fairing 29. Directional servo actuator

2. Ventilation ducts 16. Engine oil tank access door 30. Oil cooler blower inlet duct
3. Battery 17. Tail rotor driveshaft cover 31. Aft skin panel
4. Winshield 18. Tail rotor driveshaft assembly 32. Air inlet cowl assembly
5. Skylight window 19. Tail rotor gearbox fairing 33. Baggage compartment
6. Servo actuators 20. Tail rotor gearbox assembly 34. Fuel cells
7. Hydraulic system 21. Vertical fin 35. Passenger door
8. Forward fairing 22. Anti-collision light 36. Litter door
9. Transmission fairing assembly 23. Tail rotor hub and blade assembly 37. Side body fairing
10. Main transmission assembly 24. Tail skid and weight 38. Jettisonable crew door
11. Main rotor hub and blade assembly 25. Tailboom 39. Skid landing gear
12. Engine assembly (250-C47B) 26. Finlet 40. Forward fuselage
13. Engine cowl 27. Position light 41. Static port
14. Oil cooler and blower assembly 28. Horizontal stabilizer 42. Lower window
43. Landing lights
407_MD-2_01_0001

Figure 1-1. Helicopter Description

1-10 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


The standard fuel system consists of two
crash resistant, bladder-type fuel cells. The
forward fuel cell is located underneath and
between the aft facing passenger seats. The
aft fuel cell is located underneath and behind
the aft passenger seats. Total fuel system
usable capacity is 127.8 U.S. gallons
(869.0 pounds). When the auxiliary fuel tank is
installed in the baggage compartment
(BHT-407-FMS-6), an additional 19 U.S.
gallons (136 pounds) of fuel is available,
which provides a total fuel system usable
capacity of 146.9 U.S. gallons (998.9 pounds).
Fuel from the forward fuel cell is transferred
to the main fuel cell by two transfer pumps
and fuel from the main fuel cell is supplied to
the engine through two boost pumps located
at the base of the main fuel cell.
The power plant is comprised of a
Rolls-Royce, Model 250-C47B turboshaft
engine featuring a free power turbine. The
6317 RPM output from the engine power
takeoff gear shaft is transferred through the
engine mounted freewheel unit, KAflex main
driveshaft, a two-stage gear reduction of 15.29
to 1.0 (6317 to 413 RPM) in the transmission,
and transferred to the mast assembly.
Rotational output is also transferred from the
engine to the tail rotor gearbox at 6317 RPM
through the freewheel unit, aft short shaft, oil
cooler blower shaft, and segmented
driveshafts. Inside the tail rotor gearbox,
rotational speed is reduced (2.53 to 1) to
2500 RPM and directed to the tail rotor hub
and blade assembly.
The main rotor is a four-bladed, soft-in-plane
design, 35 feet (10.6 m) in diameter, with
a composite hub and individually
interchangeable blades. The tail rotor is a
two-bladed teetering rotor, 5.42 feet (1.65 m)
in diameter, that provides directional control.
Main rotor and tail rotor flight control
systems, consisting of cyclic, collective, and
anti-torque controls are used to regulate the
Export Classification C, ECCN EAR99
BHT-407-MD-2
helicopter attitude, altitude, and direction of
flight. The flight controls are hydraulically
boosted to reduce pilot effort and to
counteract control feedback forces.
The helicopter is equipped with a 28 VDC
electrical system. Power for this system is
obtained from a nickel-cadmium 24-volt,
17-amp/hour battery or optional 24-volt,
28-amp/hour battery and a 30-volt, 200-amp
starter-generator. Depending on the part
number of starter-generator installed, the unit
may be derated to 180 amps to ensure
adequate cooling or it may be capable of
providing a 200-amp output (paragraph 1-21).
Basic helicopter landing gear is the low skid
type. Optional high skid gear or pop-out
emergency flotation gear is also available.
1-3. PRINCIPAL DIMENSIONS
Principal exterior dimensions are shown in
Figure 1-2. All height dimensions must be
considered approximate due to variations in
loading and landing gear deflection. Principal
interior dimensions of the cabin and baggage
compartment are shown in Figure 1-3.
1-4. LOCATION REFERENCES
Locations on and within the helicopter can be
determined in relation to the fuselage
stations, waterlines, and buttock lines
measured in inches (mm) from known
reference points.
1-4-A. FUSELAGE STATIONS
Fuselage Stations (FS or STA) are vertical
planes perpendicular to, and measured along,
the longitudinal axis of the helicopter. Station
zero is the reference datum plane and is
1.0 inch (25.4 mm) forward of the nose of the
helicopter or 55.16 inches (1401 mm) forward
of the forward jack point centerline.
16 JUN 2014 Rev. 1 1-11
BHT-407-MD-2

TYPICAL
NOTE
1 When high gear is installed, dimension is 10.91 feet (3.33 m).
407_MD_01_0003

Figure 1-2. Principal Dimensions

1-12 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

20.75 IN.
(527.05 mm)

VIEW FROM LEFT-HAND SIDE

21.5 IN.
(546.1 mm)

42.0 IN. 37.0 IN. 36.0 IN. AUX

(1067 mm) (940 mm) (914.4 mm) FUEL 28.0 IN.
TANK (711.2 mm)

16.5 IN.
(419 mm)

BAGGAGE COMPARTMENT FLOOR WITH AUX TANK INSTALLED

VIEW LOOKING DOWN

TYPICAL

NOTES
1. Aft cabin space 85 cubic feet (2.4 m3)
Left forward cabin 20 cubic feet (0.6 m3)
Cabin floor stressed for 75 pounds per square foot (3.7 kg/100 cm2).

2. Baggage compartment 16 cubic feet (0.45 m3)

Baggage compartment floor stressed for 86 pounds per square foot (4.2 kg/100 cm2).
407_MD_01_0004

Figure 1-3. Aft Cabin and Baggage Compartment (Sheet 1 of 2)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-13

BHT-407-MD-2

1 4

3
12
2

11

9 10

6
5
7

TYPICAL
VIEW FROM LEFT-HAND SIDE

1. 39.3 inches (997 mm) 7. 49.0 inches (1245 mm)

2. 11.0 inches (279 mm) deep 8. 15.5 inches (394 mm)
3. 36.5 inches (927 mm) forward side 9. 43.5 inches (1105 mm)
4. 12.0 inches (305 mm) high forward side 10. 38.0 inches (965 mm)
5. 18.0 inches (457 mm) 11. 58.5 inches (1486 mm) including litter door
6. 46.0 inches (1168 mm) 12. 33.5 inches (851 mm)

407_MD_01_0005

Figure 1-3. Aft Cabin and Baggage Compartment (Sheet 2 of 2)

1-14 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


1-4-B. WATERLINES
Waterlines (WL) are horizontal planes
perpendicular to, and measured along, the
vertical axis of the helicopter. Waterline zero
is a reference plane located 20.0 inches
(508 mm) below the lowest point on the
fuselage.
1-4-C. BUTTOCK LINES
Buttock Lines (BL) are vertical planes
perpendicular to, and measured to the left and
right, along the lateral axis of the helicopter.
Buttock line zero is a plane at the lateral
centerline of the helicopter.
1-5. GENERAL ARRANGEMENT
The fuselage assembly (Figure 1-1) consists
of three main sections: the forward section,
which extends from the cabin nose to the
bulkhead aft of the passenger compartment,
the intermediate section, which extends from
the bulkhead aft of the passenger
compartment to the tailboom attachment
bulkhead, and the tailboom section.
The forward section provides for pilot and
passenger seating, the fuel cell enclosures,
and the pylon support. The basic structure of
the forward fuselage utilizes two honeycomb
panels that are connected to create the floor,
and an aluminum roof beam assembly that is
attached to the center of another honeycomb
panel to create the roof. Two bulkhead
assemblies and a center post connect the
floor and roof to make an integrated structure.
The forward fuselage section is closed out by
two carbon fibre composite side body fairings
with interchangeable composite doors with
automotive-type latches.
The landing gear is attached to the bottom of
the forward and aft bulkheads. The gear uses
a three-point attachment configuration to
prevent ground resonance. The skid-type
landing gear consists of two skids attached to
the ends of two arched crosstubes that are
secured to the fuselage by means of a
Export Classification C, ECCN EAR99
BHT-407-MD-2
three-point attachment configuration. Each
skid tube is fitted with a tow fitting, two
saddles with sockets for crosstubes, skid
shoes along the bottom, a rear cap, and two
eyebolt fittings for mounting of ground
handling gear.
The intermediate section is a
semi-monocoque structure that uses
bulkheads, longerons, and carbon fibre
composite side skins that do not need
stiffeners or stringers. The lower section of
the intermediate fuselage is closed out by a
honeycomb composite fairing. The
intermediate section provides a deck for
engine installation, a baggage compartment,
and an equipment compartment under the
engine deck for electrical equipment, air
conditioning equipment, and the tail rotor
control servo actuator. The engine pan and
forward and aft firewalls of the engine
compartment are manufactured from titanium.
The tailboom is a monocoque construction
that transmits all stresses through its external
skins. To increase the strength of the
structure, certain skins incorporate bonded
doublers. The tailboom assembly includes the
tail rotor driveshaft, pitch change mechanism,
tail rotor gearbox, tail rotor hub and blade
assembly, and the horizontal stabilizer and
vertical fin.
Cowlings and fairings, which enclose the
various roof and tailboom mounted
assemblies, provide inspection access
through the use of hinge mounts, access
doors, and inspection windows or cutouts.
They are manufactured from either composite
or aluminum materials and are readily
removable for maintenance access.
The forward cowling is a composite
construction and incorporates a single point
hinge fitting that is located at the forward end
of the fairing. Two flush mounted toggle hook
latches secure the cowling. Support rods are
internally stowed on each side of the cowl and
fit into roof mounted clips to support the cowl
in a raised position.
16 JUN 2014 Rev. 1 1-15
BHT-407-MD-2
The transmission cowling is a composite
construction and encloses the forward half of
the main transmission. This cowling is
mounted with fasteners. The fasteners are
contained in metal ejector clips, which ensure
they are maintained with the cowling during
removal, and allow for easy identification of
any fastener that may have dislodged from its
receptacle.
The air induction cowling is made of
aluminum or carbon/fiberglass and encloses
the aft half of the main transmission. Inlet
ducts are provided on each side of the
cowling to direct the airflow into the induction
screen or particle separator. A small
removable window is provided on either side
of the cowling to allow for checking of the
inlet area when the particle separator is
installed. An inspection cutout is provided on
the right side to allow viewing of the
transmission oil level sight gauge. Two
hinged doors with flush-type latches are also
provided for inspection of the aft
transmission area.
The engine cowling has composite hinged
side doors and an aluminum upper structure.
The side doors incorporate flush-type latches
and wing-style stud fasteners. Attached to the
side doors are oil cooler blower inlet ducts.
The doors are held in the open position with
mechanical support devices. The side doors
and upper structure of the engine cowling
incorporate screened vents to allow air
movement through the engine compartment.
The aft cowling is a composite construction
and encloses the oil cooler and blower
assembly and the engine oil tank. It
incorporates a cutout to view the engine oil
tank sight gauge, and two doors that are
fastened with wing-style stud fasteners. The
cowling incorporates screened cooling vents.
1-16 Rev. 2 10 DEC 2015
The tailboom uses two composite
constructed fairings to enclose the tail rotor
driveshaft.
The tail rotor gearbox fairings are both
composite constructed and secured with
screws. The upper and lower fairings both
incorporate hinge mounted doors for access.
1-5-A. CREW COMPARTMENT
The crew compartment or cockpit occupies
the forward part of the cabin (Figure 1-1). The
pilot station is on the right side and the
copilot/forward passenger station is on the
left.
An instrument panel is mounted on a central
pedestal in front of the crew seats. The panel
is tilted upward for maximum visibility from
either seat.
The overhead console is centered on the
forward cabin ceiling and incorporates most
of the electrical systems circuit breakers and
switches.
Each crew seat is covered with
flame-retardant fabric and is equipped with a
lap seat belt and a dual shoulder harness.
Each shoulder harness contains an inertia
reel that locks in the event of a rapid
deceleration.
Jettisonable crew door assemblies are
provided on each side of the helicopter and
permit direct access to the crew
compartment.
Each jettisonable door is equipped with
standard interior and exterior handles that
operate a positive bolt latching mechanism.
This style of door latching mechanism
ensures smooth and positive operation when
opening and closing the doors. Each exterior
door handle incorporates a lock.
Export Classification C, ECCN EAR99

WARNING
DO NOT USE THE SE CONDA RY
RELEASE HANDLE WHEN THE
HELICOPTER IS AIRBORNE. USE OF
THE SECONDARY RELEASE
HANDLE WHILE AIRBORNE
JETTISONS THE DOOR, WHICH MAY
CONTACT THE ROTORS OR
FUSELAGE.
As an additional safety enhancement and in
the event a crew door cannot be opened using
the standard interior handle, the jettisonable
crew doors contain a secondary release
handle and mechanism that when activated,
disconnects the attachment pins from both
door hinges and allows the door to be
jettisoned from the helicopter. To prevent
inadvertent operation, the secondary release
handle is kept in the locked position with a
strap assembly.
The door windows are made of gray tinted
acrylic plastic and incorporate a lower
forward sliding window for ventilation.
The main windshields are made of tinted
polycarbonate material, while the lower cabin
nose chin bubbles, and upper cabin roof
skylight windows are made of gray tinted
acrylic plastic.
1-5-B. PASSENGER COMPARTMENT
The aft area of the cabin (Figure 1-3) contains
a space of 85 cubic feet (2.4 m3) for the
carrying of passengers or internal cargo. The
cabin can be configured with utility, standard,
or corporate interior kits. Each kit includes,
but is not limited to, vacuum formed
polycarbonate panels, armrests, door and
sidewall magazine pockets, assist steps, door
pulls, carpet, and all trim and attaching tracks
and hardware.
Basic configuration includes two aft-facing
and three forward-facing seats. All seats are
Export Classification C, ECCN EAR99
BHT-407-MD-2
covered with flame-retardant fabric and are
equipped with lap seat belts and shoulder
harnesses. The shoulder harnesses lock in
the event of a rapid deceleration.
A cargo restraint kit is available for the
installation of tie-down provisions. This kit
provides forward bulkhead tie-down
provisions using four shackle/eyebolt
assemblies and floor mounted provisions
using four anchor plates. These provisions
allow cargo to be secured with a tie-down
assembly. It is the responsibility of the pilot to
ensure the cargo is adequately secured and
uniformly distributed.
A door on either side permits direct access to
the passenger compartment. In addition, the
left passenger door is hinged on the litter
door, so that the two may be opened together
to aid in the loading of the helicopter. The
litter door does not have an interior handle
and can only be opened from the outside. The
LITTER DOOR Crew Alerting System (CAS)
message illuminates if the litter door is not
properly secured. Each passenger door is
equipped with interior and exterior handles
that operate a positive bolt latching
mechanism. This style of door latching
mechanism ensures smooth and positive
operation when opening and closing the
doors. Each exterior door handle
incorporates a lock. All cabin windows are
made of tinted acrylic plastic and the
passenger doors have a lower forward-sliding
window for ventilation.
1-5-C. BAGGAGE COMPARTMENT
The baggage compartment (Figure 1-3) is
located aft of the passenger compartment and
has a capacity of 16 cubic feet (0.45 m3). The
compartment can carry up to 250 pounds
(113.4 kg) of baggage or other cargo, which
can be secured using a tie-down assembly
and the tie-down fittings provided. It is the
responsibility of the pilot to ensure the cargo
is adequately secured and uniformly
distributed.
16 JUN 2014 Rev. 1 1-17
BHT-407-MD-2
Access to the compartment is provided by an
exterior door on the left side of the aft
fuselage. The door is hinged at the forward
end and opens the full width and height of the
compartment. It is secured by two pushbutton
latches and a keyed lock. The
BAGGAGE DOOR Crew Alerting System
(CAS) message illuminates if the door is not
properly secured.
A 19.2 U.S. gallon (72.7 L) fuel tank may also
be installed in the baggage compartment as
an optional kit (BHT-407-FMS-6).
1-5-D. TAILBOOM
The tailboom consists of the tailboom and the
components it supports: tail rotor and drive
system, vertical fin, and horizontal stabilizer
(Figure 1-1).
The tail rotor drive system consists of a
driveshaft mounted along the top of the
tailboom and a gearbox, which reduces the
tail rotor driveshaft input speed from 6317 to
2500 RPM. The gearbox also changes the
direction of drive 90 to accommodate the tail
rotor for directional control.
The vertical fin, composed primarily of
aluminum and honeycomb construction,
provides directional (yaw) stability and is
mounted on the aft end of the tailboom on the
right side. It contains a top fairing to mount
the anti-collision light and on the lower edge,
a rubber bumper and tail skid to protect the
tail rotor and fin in the event of a tail low
landing. The fin sweeps back, both above and
below the tailboom. The leading edge is
canted outboard 9 to reduce the required
amount of tail rotor thrust during forward
flight at cruise speed.
The horizontal stabilizer extends through the
tailboom, and has leading edge slats and
small auxiliary vertical fins or dynamic
dihedrals. The main body of the horizontal
stabilizer is a one-piece aluminum
1-18 Rev. 1 16 JUN 2014
honeycomb structure. It is an inverted airfoil
that provides a downward resultant lift on the
tailboom to maintain the cabin in a nearly
level attitude throughout all cruise airspeeds
and to aerodynamically streamline the
fuselage to reduce drag. The leading edge
slats are designed to improve pitch stability
during climbs.
The small auxiliary vertical fins are located on
each end of the horizontal stabilizer. The
leading edges of the fins are both offset 5
outboard of the helicopter centerline. This
improves the roll stability of the helicopter in
forward flight.
The tailboom utilizes two composite
constructed fairings to enclose the tail rotor
driveshaft. The cowlings are mounted with
studs and receptacles. The studs are
contained in metal ejector clips, which ensure
the studs are maintained with the cowlings
during removal, and which ensure the easy
identification of any stud that may have
dislodged from its receptacle.
The tail rotor gearbox fairings are both
composite constructed and secured with
screws. A hinged door with wing-style stud
fasteners is incorporated on the top fairing for
ease of servicing the gearbox. A hinged door
is incorporated on the bottom of the fairing
for ease of access to the tail rotor gearbox
chip detector. The tail rotor gearbox oil level
may be viewed through the aft screened
cooling vent of the fairing.
1-6. INSTRUMENT PANEL,
CONSOLE, AND PEDESTAL
1-6-A. INSTRUMENT PANEL
Figure 1-4 shows the instrument panel with
optional equipment installed. The instrument
panel is mounted on a central pedestal in
front of the crew seats.
Export Classification C, ECCN EAR99
 BHT-407-MD-2

2 3

1 4
160
20
9 A0L T 1 5 6 7
140 AIRSPEED 40 8 2
MASTER
EMERGENCY USE ONLY
120 KNOTS
7 3 W/C

60 WARNING
ELT ARM
ELT XMIT
100
80
6 5 4 PUSH TO MUTE
RADIO CALL

CAUTION RPM PIT N407GX

TEST / RESET: PRESS TO XMIT

WAIT 1 SEC PRESS TO ARM
ROL THIS HELICOPTER MUST BE OPERATED IN
COMPLIANCE WITH THE OPERATING LIMITATIONS
SPECIFIED IN THE APPROVED FLIGHT MANUAL

15

FUEL CAPACITY BASIC 869 LBS FADEC SOFTWARE VERSION 5.358 WITH DIRECT
TEST WITH AUX 998.9 LBS REVERSION TO MANUAL INSTALLED. REFER TO
PEDAL FADEC FUEL QTY DU FADEC ON (JET A AT 15C) FLIGHT MANUAL FOR OPERATION

AUTO FUEL
MAN VALVE

FLOAT FIRE STOP OVSPD FWD TANK BACKUP MODE OFF

8
9
VENT VENT
GARMIN
GMA-350
MKR MAN
MUTE
COM1 COM2 COM3 NAV1 AUX TEL MUSIC SQ

MIC1 MIC2
SPLIT COM
MIC3 NAV2 PILOT COPLT PASS SPKR
PA
VOL

CRSR
PUSH TO
DISTRIBUTE
10 ATTD TRIM
DN
AFCS L R
UP
ALTS ALT VS SPD HDG NAV APR

TRIGGER:
AP ATT TRIM GA 1st - ICS
2nd - RAD

14 QUIET
LDG LTS
BOTH
START
F
W
D 11 CARGO RELEASE

NORMAL OFF
DISENG
FLOAT TA
ARM MUTE

13 FLOAT
INFLATE GA

1. Emergency locator transmitter

switch (optional kit)
2. Standby airspeed indicator
3. Standby altimeter
4. Master warning/caution light/
12 mute switch
5. RPM warning light/mute switch
6. Primary Flight Display (PFD)
7. (GDU 1040H)
Glareshield
8. ATTD trim switch
9. AFCS disc switch
10. Force trim switch
11. Go-around switch
12. Pedestal
13. AFCS mode select panel
14. Audio panel (GMA 350H)
15. Multi-Function Display Unit
(MFD) (GDU 1040H)
(TYPICAL)
407_MD-2_01_0004_c01

Figure 1-4. Garmin G1000H Integrated Avionics System Instrument Panel

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-19

BHT-407-MD-2
The instrument panel is tilted at a 10 angle
for maximum visibility. The Garmin G1000H
integrated avionics system provides flight
instrument, Engine Indication and Crew
Alerting (EICAS), audio panel,
Communication, Navigation, and Surveillance
(CNS), flight management, hazard avoidance,
and other additional features. This
information is provided to the pilot through
two large format full color displays located on
the instrument panel. A standby airspeed
indicator and standby altimeter as well as
required switches and placards are also
mounted on the instrument panel. An
adjustable glareshield is provided across the
top of the instrument panel.
1-6-B. OVERHEAD CONSOLE AND
PEDESTAL
The overhead console (Figure 1-5) is centered
on the cabin ceiling and incorporates most of
the electrical system circuit breakers and
switches. The forward section of the panel
has integral lighting controlled by the
instrument lighting rheostat knob.
The pedestal (Figure 1-4) extends from the
instrument panel downward and aft to the
cabin seat structure. This forms a mounting
platform for the audio panel and optional
equipment. The lower left side of the pedestal
(Figure 1-6) contains the FADEC/ECU, M/R
RADS, AFCS maintenance ports and a 28 VDC
auxiliary receptacle.
1-7. PITOT-STATIC SYSTEM
The pitot-static system (Figure 1-7) uses a
conventional impact air and ambient air
pressure sensing system.
The pitot-static system consists of a heated
pitot tube and right and left heated static ports
and interconnecting tubing.
The pitot tube supplies impact air pressure to
the Air Data Computer (ADC) (GDC 74H) and
the standby airspeed indicator.
1-20 Rev. 2 10 DEC 2015
The two static ports are connected together to
equalize the static pressure, which is then
supplied to the ADC, the standby airspeed
indicator, and the standby altimeter.
1-8. MAGNETIC COMPASS
The magnetic compass is a standard,
non-stabilized, magnetic-type instrument
mounted on a support that is attached to the
right side of the forward crew cabin. The
compass is used in conjunction with the
compass correction card.
1-9. GARMIN G1000H
I N T E G R A T E D AV I O N I C S
SYSTEM (IAS) OVERVIEW
NOTE
Information in paragraph 1-9-A
through paragraph 1-9-K is provided
as a general overview.
For information on the operation of
the Garmin G1000H Integrated
Avionics System (IAS), refer to the
following documents:
For software version 1237.04, Garmin
G1000H Integrated Flight Deck Pilots
Guide (190-01255-00) and Garmin
G1000H Integrated Flight Deck Cockpit
Reference Guide (190-01254-00).
For software version 1237.08 and
1237.09, Garmin G1000H Integrated
Flight Deck Pilots Guide (190-01255-01)
and Garmin G1000H Integrated Flight
Deck Cockpit Reference Guide
(190-01254-01).
For software version 1237.10, Garmin
G1000H Integrated Flight Deck Pilots
Guide (190-01255-02) and Garmin
G1000H Integrated Flight Deck Cockpit
Reference Guide (190-01254-02).
Export Classification C, ECCN EAR99
 BHT-407-MD-2

HEADPHONE JACKS

FWD

TYPICAL

407_MD-2_01_0005_c01

Figure 1-5. Overhead Console

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-21

BHT-407-MD-2

FADEC/ECU
GROUND
MAINTENANCE
CONNECTOR

LEFT SIDE LOWER CONSOLE

NO OBJECT BEYOND THIS POINT 407_MD-2_01_0006_c01

Figure 1-6. Maintenance Ports

1-22 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

STANDBY
ALTIMETER
STANDBY
AIRSPEED
INDICATOR

SEE DETAIL A

AIR DATA
COMPUTER
8 (GDC 74H)

8
2

PITOT
LINE

7
8
6
STATIC
LINE 1. Pitot tube
3 9 2. Static port
4 9 2 3. Pitot drain
7
4. Static drain
5. Static drain
6. Pitot tube disconnect
7. Flexible tube
1 DETAIL A 8. Aluminum tube
9. Plug

NO OBJECT BEYOND THIS POINT 407gc_MM_95_0005

Figure 1-7. Pitot-static System

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-23

BHT-407-MD-2
The Garmin G1000H Integrated Flight
Deck Pilots Guide provides detailed
system and operational information
while the Garmin G1000H Integrated
Flight Deck Cockpit Reference
Guide for the Bell 407GX provides
higher level quick-reference data.
The Garmin G1000H integrated avionics
system provides flight instrument, Engine
Indication and Crew Alerting (EICAS), audio
panel, Communication, Navigation, and
Surveillance (CNS), flight management,
Automatic Flight Control System (AFCS)
(paragraph 1-10), hazard avoidance and other
additional features. This information is
provided to the pilot through two large format
full color displays (Figure 1-4). For an
overview of the IAS system architecture, refer
to Figure 1-8.
The Garmin G1000H system consists of the
following Line Replaceable Units (LRUs)
(Figure 1-9):
GDU 1040H Primary Flight Display
(PFD) and Multi-Function Display
(MFD)
GMA 350H audio panel
GIA 63H integrated avionics unit
No. 1 and No. 2
GDC 74H Air Data Computer (ADC)
GTP 59 Outside Air Temperature
(OAT) probe
GRS 77H Attitude and Heading
Reference System (AHRS)
GMU 44 magnetometer
GTX 33H ES mode S transponder
with extended squitter
GEA 71H airframe and engine
system processor
GSC 46 engine signal conditioner
GDL 69AH XM weather and radio
satellite datalink receiver (optional
kit)
1-24 Rev. 2 10 DEC 2015
GDL 59H WiFi datalink and storage
(optional kit) and GSR 56H iridium
transceiver (optional kit)
GTS 800 Traffic Avoidance System
(TAS) with 1090 extended squitter
receiver (optional kit)
GDL 88H Universal Access
Transceiver (UAT) (optional kit)
A description of the primary Garmin G1000H
LRUs is provided in paragraph 1-9-A through
paragraph 1-9-K.
1-9-A. PRIMARY FLIGHT DISPLAY (PFD)
AND MULTI-FUNCTION DISPLAY
(MFD) (GDU 1040H) (2 UNITS)
Each Garmin Display Unit (GDU 1040H)
(Figure 1-4) has a 10.4-inch LCD display with
1024 x 768 resolution. The GDU 1040H can
operate as a Primary Flight Display (PFD) or
Multi-Function Display (MFD), and can
operate in reversionary mode. The unit
installed on the right/pilot side is designated
as PFD, and the display unit installed on the
left/copilot side is designated as MFD.
The two GDU 1040H display units provide
primary display and control capabilities of the
G1000H system. The displays allow for the
tuning of communication and navigation
frequencies, flight planning interfaces,
barometric correction inputs, cursor control,
map range selection and panning, and
context-sensitive softkeys.
To facilitate data Input and Output (I/O), such
as flight plan and database uploading, the
GDU 1040H has two Secure Digital (SD) card
slots.
The display units communicate with each
other and the on-side GIA 63H integrated
avionics unit through a High-Speed Data Bus
(HSDB) connection. Both display units
receive data from both GIA 63H integrated
avionics units.
Each display unit also receives data from its
cross-side GIA 63H integrated avionics unit
through the other display unit through the
HSDB.
Export Classification C, ECCN EAR99
 BHT-407-MD-2

GDL 88H
UNIVERSAL ACCESS NO. 1
AUDIO TRANCEIVER (UAT) GIA 63H
FREE FLIGHT GDL 59H GSR 56H GDL 69AH (KIT) GTS 800 CAS MESSAGE AUDIO ALERT
RA 4500 WI-FI DATALINK & IRIDIUM DATALINK (XM WEATHER/ NO. 1
ARINC 429 RS 232 TRAFFIC ADVISORY GIA 63H
RAD ALT (KIT) STORAGE (KIT) (KIT) AUDIO) (KIT) TA INHIBIT 2 SYSTEM (TAS)
(KIT)

AUDIO
AUDIO MGT EXCEED 4 9

HSDB
HSDB
HSDB MGT MISCOMP 4 3
(COLLECTIVE SWITCH)

HTAWS/TAS MUTE
NG EXCEED 4 9
If PFD fails, NG MISCOMP 4
HSDB (HIGH SPEED DATA BUS) HSDB
MFD will generate
NP EXCEED 4 9

AURAL TA ALERT
these messages

TA INHIBIT 1
CONFIGURATION NP MISCOMP 4
AUDIO ALERT CAS MESSAGE AIRFRAME DISCRETE INPUT MODULE
NR MISCOMP 4
Q EXCEED 4 9
4 BATTERY HOT BATTERY THERMAL SWICH
GDU 1040H COM / VOICE ALERT AUDIO
GMA 350H
COM / VOICE ALERT AUDIO GDU 1040H Q MISCOMP

Standard Garmin Equipment

4 8 ENGINE FIRE FIRE OVERHEAT DETECTOR (MFD)
RS 232
(PFD)
AUDIO PANEL RS 232 ALTN DATA FAIL
6 ENGINE OUT ENGINE OUT RELAY HSDB
HSDB
NG OAT LIMIT
7 FADEC FAIL FADEC ECU
CONFIGURATION FADEC MAINT
BAGGAGE DOOR BAGGAGE DOOR SWITCH MODULE
FADEC DEGRADED FADEC ECU
ARINC 429 ARINC 429
FADEC FAULT FADEC ECU
ARINC 429 GDC 74H ARINC 429
FADEC MANUAL FADEC AUTO/MANUAL RELAY RS 232 AIR DATA
COMPUTER (ADC)
FLOAT ARM FLOAT ARM SWITCH

ARINC 429
ANT: ANT:
FUEL FILTER A/F FUEL FILTER SWITCH COM RS 232
GTP 59 COM
ARTEX ELT
NAV/GS GMU 44 NAV/GS ARINC 429
FUEL LOW LOW LEVEL DETECTOR GPS (MAGNETOMETER) RS 485 (OAT PROBE) GPS (C406 N-HM)
4 NO. 1 NO. 2 (KIT)
FUEL VALVE FUEL SHUTOFF VALUE
GIA 63H ARINC 429
ARINC 429
GRS 77H GIA 63H
GEN FAIL GENERATOR RELAY INTEGRATED ARINC 429
INTEGRATED AIRFRAME DISCRETE INPUT CAS MESSAGE AUDIO ALERT
AVIONICS UNIT ARINC 429 ATTITUDE AND HEADING RS 232 AVIONICS UNIT
HEATER OVERTMP HEATER TEMP SENSOR (AIRCOMM STC) RS 232 REFERENCE SYSTEM
(AHRS)
L/FUEL BOOST L/FUEL PRESS SWITCH-MAIN CELL CONFIGURATION BATTERY THERMAL SWICH BATTERY HOT 4
ANT:
L/FUEL XFR L/FUEL PRESS SWITCH-FWD CELL XPDR
MODULE EMERGENCY USE ONLY
ENGINE OUT RELAY ENGINE OUT 6
RS 232 GTX 33H ES RS 232
LITTER DOOR LITTER DOOR SWITCH ELT ARM
(TRANSPONDER) FADEC ECU ENGINE OVSPD
R/FUEL BOOST R/FUEL PRESS SWITCH-MAIN CELL CONFIGURATION ELT XMIT
XMSN OIL TEMP SWITCH XMSN OIL TEMP 4
R/FUEL XFR R/FUEL PRESS SWITCH-FWD CELL RS 485 MODULE TEST / RESET: PRESS TO XMIT
GEA 71H RS 485
WAIT 1 SEC PRESS TO ARM
XMSN OIL PRESS SWITCH XMSN OIL PRESS
AUTO RELIGHT AUTO RELIGHT RELAY AIRFRAME AND ENGINE
SYSTEM PROCESSOR BATTERY RELAY BATTERY RLY
ENGINE ANTI-ICE ENG ANTI-ICE PRESSURE SWITCH HYD. PRESS SWITCH HYDRAULIC SYS 4
INSTR FAN FAN CONTROL RELAY PEDAL STOP POSITION SWITCH PEDAL STOP
RESTART FAULT FADEC ECU GSC 46
ENGINE SIGNAL CYCLIC CENTERING SWITCH CYC CTR
START STARTER RELAY CONDITIONNER FAN CONTROL RELAY INSTR FAN
FLOAT TEST FLOAT TEST SWITCH AND FADEC ECU QUIET MODE SEL
FLOAT INFLATION SWITCH
QUIET/NORMAL SWITCH/FADEC ECU QUIET MODE ON
TRQ NR NG NP ENG OIL FUEL WOG
ENG XMSN OIL XMSN WEIGHT ON GEAR SWITCH
AMPS (ENGINE (XMSN (ENGINE (ENGINE PRESSURE PRESSURE
OIL TEMP PRESSURE (SHUNT) PRESSURE MONOPOLE MONOPOLE MONOPOLE OIL TEMP (TRANSDUCER) (TRANSDUCER)
(BULB) (TRANSDUCER) TRANSDUCER) SENSOR/ SENSOR/ (BULB)
SENSOR)
Airframe Analogs & Discretes

FADEC ECU) FADEC ECU)

NOTES
1. Refer to the Garmin G1000H Pilots Guide (190-01255-00 and subsequent) PRIMARY
or the G1000H Integrated Avionics System DATA SOURCE
Maintenance Manual (190-01737-00 and subsequent) ALTERNATE ENG CHIP XMSN CHIP TAIL ROTOR
PUSH TO MUTE MGT DATA SOURCES DETECTORS (2) DETECTORS CHIP DETECTOR ENGINE FADEC ECU
for specific G1000H System Messages, Audio Alerts and other related FUEL QTY (2+ FREEWHEEL)
information. (SIGNAL (ENGINE (PRIMARY DATA SOURCES FOR
RPM 5 CONDITIONER) THERMO- ENGINE CHIP 4 XMSN CHIP 4 T/R CHIP 4 ARINC 429 NG, NP, NR, MGT)
COUPLE)
2. This schematic provides primary IAS architecture and is not intended to RPM WARNING PBA (ALTERNATE DATA SOURCE
depict all backup redundancy features. Refer to BHT-407-FM-2, Section 3, PEDAL STOP FOR TORQUE Q).
SOLENOID STATUS
BHT-407-MD-2, Section 1 or BHT-407-MM-10, Chapter 95.

3 Not valid with software version 1237.08 and subsequent.

MASTER
W/C OPTIONAL
(GIA NO.1 OR NO.2 GENERATED) GARMIN EQUIPMENT
TEST
WARNING 4 PEDAL FADEC FUEL QTY DU FADEC ON (KITS)
4 Single ping. AUTO FUEL
CAUTION 4 MAN VALVE
STANDARD
5 Continuous solid tone.
STOP OVSPD FWD TANK BACKUP MODE OFF GARMIN EQUIPMENT
WARNING/CAUTION PBA FLOAT FIRE
6 Continuous fast-pulsing tone.
NON-GARMIN
7 Repeating ding-dong tone. EQUIPMENT (KITS)
8 Continuous sweeping sound for Russian certification.
EXISTING AIRCRAFT
9 Double ping (Impending exeedance aural tone (version 1237.08 and subsequent)). EQUIPMENT

407_MD_2_0045

Figure 1-8. Garmin G1000H Integrated Avionics System Architecture

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-25

BHT-407-MD-2

SEE DETAIL D

A SEE DETAIL B

SEE DETAIL C

INTEGRATED CHIPS
AVIONICS HARNESS WI-FI DATALINK
AIR DATA RECEIVER
COMPUTER UNIT NO. 1
(GIA 63H) (GDL 59H)
(ADC) (OPTIONAL KIT)
TRANSPONDER (GDC 74H)
(GTX 33H ES) INTEGRATED
AVIONICS
UNIT NO. 2
(GIA 63H)

AIRFRAME AND
ENGINE SYSTEM
PROCESSOR
(GEA 71H)

XM WEATHER
RECEIVER
(GDL 69AH)
(OPTIONAL KIT) CHIPS
HARNESS
AFCS MODE SELECT VIEW A
PANEL LOOKING FORWARD
(INSTRUMENT PANEL AND SHROUD REMOVED FOR CLARITY)

407 MD-2 01 0008a c02

Figure 1-9. Garmin G1000H Integrated Avionics System Primary Component Location
(Sheet 1 of 3)

1-26 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

TRAFFIC ADVISORY
ENGINE SIGNAL SYSTEM (TAS) (GTS 800)
CONDITIONER (OPTIONAL KIT) IRIDIUM TRANSCEIVER
(GSC 46) (GSR 56) (OPTIONAL KIT)

ATTITUDE AND HEADING

REFERENCE SYSTEM
(AHRS) (GRS 77H)

RADAR ALTIMETER
TRANSCEIVER (RA 4500)
(OPTIONAL KIT)

DETAIL B

FLIGHT CONTROL TRANSCEIVER

COMPUTER (GDL 88H)
(OPTIONAL KIT)

DETAIL C DETAIL D
NO OBJECT BEYOND THIS POINT 407_MD-2_01_0008b_c02

Figure 1-9. Garmin G1000H Integrated Avionics System Primary Component Location
(Sheet 2 of 3)

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-27

BHT-407-MD-2

LEFT AND RIGHT

GPS1/WAAS/XM ANTENNA
GARMIN GA36 (WITHOUT XM)
GARMIN GA37
(SATELLITE XM WX-RCV) (KIT)
1575.42 MHz (GPS-RCV)
2332.5 MHz - 2345 MHz
NAV / GS 1 AND 2
LOCATION: LEFT AND RIGHT SIDE
108 MHZ - 118 MHz (NAV - RCV)
328 MHZ - 336 MHz (GS - RCV)
TOP TAS ANTENNA (KIT)
LOCATION: CENTER IRIDIUM ANTENNA (KIT)
GARMIN GA 58 LOCATION: CENTER
1030 MHz (XMIT) 1616 MHz - 1626.5 MHz (XMT/RCV)
1090 MHz (RCV)

COM2/GPS2 ANTENNA MAGNETOMETER

LOCATION: RIGHT SIDE (GMU44)
118 - 137 MHz (COM-XMT/RCV)
1575.42 MHz (GPS-RCV)

ELT ANTENNA (KIT)

LOCATION: CENTER
121.5 MHz, 243 MHz,
406 MHz (XMT)

RAD ALT RCV AND XMT BOTTOM TAS

UNIVERSAL ACCESS ANTENNAS (KIT) ANTENNA (KA-61) (KIT)
TRANSCEIVER (UAT) LOCATION: SIDE-BY-SIDE LOCATION: CENTER
(GDL 88H) ANTENNA (KIT) 4300 MHz 1030 MHz (XMT)
LOCATION: LEFT SIDE 1090 MHz (RCV)
978 MHz/1090 MHz (RCV) XPDR ANTENNA (KA-61)
OUTSIDE AIR LOCATION: RIGHT SIDE
TEMPERATURE PROBE 1030 MHz (XMT)
(GTP 59) 1090 MHz (RCV)

WI-FI DATALINK (GDL 59) ANTENNA (KIT) COM 1 ANTENNA

LOCATION: NOSE, INSIDE LEFT SIDE LOCATION: LEFT SIDE
2412 - 2484 MHz - XMT/RCV 118 MHz - 137 MHz (XMT/RCV)
(ONLY ACTIVE ON-GROUND)

407 MD-2 01 0008c c01

Figure 1-9. Garmin G1000H Integrated Avionics System Primary Component Location
(Sheet 3 of 3)

1-28 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99


The PFD (Figure 1-4) provides the following
functionalities:
Airspeed with dynamic VNE marker,
attitude, altimeter, heading and slip/skid
indicators in a standard helicopter T.
Airspeed and altitude trend vectors
provide airspeed and altitude predicted
in 6 seconds, based on the current
airspeed and vertical speed rate of
change.
Two optional display HSI formats (360
mode and arc mode) may be selected
through the PFD softkey.
Turn rate indicator Tick marks to the
left and right of the lubber line denote
half standard and standard turn rates.
The end of the trend vector provides the
heading predicted in 6 seconds, based
on the present turn rate.
Course and heading selection.
Altitude select and baro-correction
setting.
Radar altimeter display when FreeFlight
RA 4500 is installed (optional kit).
Minimum descent altitude and Decision
Height (DH) setting.
NOTE
Pathway is not available with
cross-pointer aircraft symbol format.
Pathway is available when synthetic
vision is enabled and single-cue
cross-pointer is selected.
Selectable aircraft symbol format
(single-cue or cross-pointer).
Vertical speed indication with climb
limitation marker.
Crew Alerting System (CAS).
Synthetic Vision (SVS) display
presentation SVS depicts a VOR/LOC 1/LOC 2 NAV frequencies, both
forward-looking attitude display of the
Export Classification C, ECCN EAR99
BHT-407-MD-2
topography immediately in front of the
aircraft, including the following:
Depiction of land features
including terrain and bodies of
water based on information from
terrain database
Flight path marker shown in
green representing aircraft
trend vector
Zero-pitch line extended full
width of the display to provide
pilot greater awareness of the
horizon line
Pathways shown in periodic
intervals and provide a tunnel to
enhance situational awareness
with respect to the desired flight
path
HTAWS alerts HTAWS terrain
and obstacle alerts are
incorporated into synthetic
terrain depiction in addition to
aural voice call-out alerts
Traffic display Traffic is
depicted in the synthetic terrain
depiction and changes size
relative to range
Wind vector Display of wind speed and
direction.
Flight management system interfaces
including:
Direct To window
Flight Plan window
Procedures window
Nearest Airports window
VHF COM 1/COM 2 tuning and
controls. COM 1/COM 2 communication
frequencies, both active and standby.
VHF NAV 1/NAV 2 tuning and controls.
active and standby.
16 JUN 2014 Rev. 1 1-29
BHT-407-MD-2

Flight plan status that includes active Field of view operation

waypoint, distance and bearing to
waypoint, desired track, and current
track.
Clock/Timer.
Outside Air Temperature (OAT).
Transponder control and current status.
Inset map A small version of MFD
navigation map including:
Auxiliary Flight Display (AFD)
Geographic data
Topographic data
Traffic
HTAWS
Weather data (subset of weather
data available on MFD)
Power Situation Indicator (PSI) for the
indications of Torque (Q), MGT, NG, NP,
and NR. The PSI indicates the power
parameter closest to Maximum
Continuous Power (MCP) and the limits
of the next parameter to exceed MCP.
Display backlighting adjustment control
The system display and control
backlight can be adjusted either
automatically or manually.
The MFD (Figure 1-4) provides the following
functionalities:
Vertical profile view
Airports, navaids, airspace,
airways, land data with names
Map pointer information
(distance and bearing to pointer)
Nav range ring Direction of
travel (ground track) on rotating
compass card
Fuel range ring Instantaneous
fuel range ring shows the
remaining flight distance and
time based on ground speed,
fuel quantity, and fuel flow data;
a dashed green circle indicates
the selected range to reserve
fuel; a solid green circle
indicates the total endurance
range based on current input
data; if only reserve fuel
remains, the range is indicated
by a solid yellow circle
Wind direction and speed
Range selection, zoom, declutter,
bearing/distance capabilities.
VHF COM 1/COM 2 tuning and
controls. COM 1/COM 2 communication
frequencies, both active and standby.
VHF NAV 1/NAV 2 tuning and controls.
VOR/LOC 1/LOC 2 NAV frequencies, both
active and standby.
Course and heading selection.

Moving map with user-selectable Altitude select and baro-correction

overlays including: setting.
Engine oil pressure and temperature
Flight plan legs
indication.
Waypoints
Transmission oil pressure and
HTAWS data temperature indication.

Topographic data Fuel quantity and pressure indication.

Traffic data Fuel flow indication.

Weather data Electrical load and voltage indication.

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Dedicated Engine page Display of
enlarged Power Situation Indicator (PSI),
expanded CAS window, and Engine
Indication Strip (EIS) on the right side of
MFD.
Flight Management System (FMS)
including:
Flight planning
Graphical flight planning
capabilities
Stores up to 100 flight plans
Lateral and vertical direct to
features
Supports user defined
waypoints
Supports published SIDs,
STARS, and holding patterns
Track trend vector overlay on
moving map
Navigation capabilities including:
Oceanic and domestic enroute,
terminal, non-precision (LNAV)
approach, LNAV/VNAV
approach, LPV approach, and
departure operations
U.S. terminal and enroute RNAV
Automatic transition from GPS
to ILS final approach
Auto-tuning VHF navaid
VOR/LOC approaches
Supports Dead Reckoning (DR)
capability in the event of GPS
failure during enroute and
oceanic flight phases
ARINC 424 leg types
Victor and Jet Airways
Vertical Navigation (VNAV)
Upload/download of flight plans
Export Classification C, ECCN EAR99
BHT-407-MD-2
System Synoptic pages including:
Power assurance
Weight & balance
Auxiliary pages including:
System status Status and
software version numbers for all
detected system LRUs
Utility page Flight timer, trip
statistics, and scheduler/
reminder messages
Auxiliary video
Bell Maintenance pages including:
Faults page (paragraph 1-13-A)
Data Status page (paragraph
1-13-B)
Exceedances & Chip History
page (paragraph 1-13-C)
Power Check History page
(paragraph 1-13-D)
Weight & Balance planning with Center of
Gravity (CG) indication (paragraph 1-13-I)
Maintenance logs pages (paragraph
1-13-J)
NOTE
This is only applicable for software
version 1237.08 and subsequent.
on
Maintenance configuration files
(paragraph 1-13-K) provided by Product
Support Engineering
Electronic charts FliteCharts and
ChartView (both versions resemble the
paper version of terminal procedures
charts). Both charts are available through
service subscription from Garmin and
Jeppesen.
Safe taxi Greater map detail when
viewing airports at close range. Available
10 DEC 2015 Rev. 2 1-31
BHT-407-MD-2
through service subscription from
Garmin.
1-9-B. AUDIO PANEL (GMA 350H)
The GMA 350H audio panel (Figure 1-8)
includes an Intercom Cockpit System (ICS),
dual stereo entertainment inputs, and a pilot
and copilot volume control. In addition, the
voice recognition feature allows the pilot (and
optionally the copilot) to control the
GMA 350H using spoken commands. The
COM interface can support up to three
transceivers, while the NAV interface
supports up to five radios. The GMA 350H
audio system can accommodate up to seven
mono/stereo headsets (two for pilot/copilot
and five for passengers).
The audio system supports aural tones
generated externally to the audio panel that
can be associated with the following:
Master Warning/Master Caution
Low Rotor RPM
Engine Out
FADEC Failed
Engine Fire
VNE Warning
JAR-OPS "150 feet"
HTAWS Alerts
Traffic System Alerts
Each microphone input has an automatic
squelch threshold. Manual squelch override
is also available. Each microphone has a
dedicated VOX circuit to ensure that only the
active microphone is heard when squelch is
broken. The Master Avionics Squelch
processing helps to de-emphasize ambient
noise from the avionics inputs, thereby
improving cockpit communications.
The GMA 350H audio system is equipped with
a digital clearance recorder with playback
1-32 Rev. 1 16 JUN 2014
capability and up to 2.5 minutes of recording
of all of the selected COM audio sources.
The system also provides ICS audio isolation
modes for the pilot, copilot, and passenger
headset positions.
To enhance safety of flight, the unit provides
the pilot with a fail-safe mode connection to
COM 1 and alert audio from integrated
avionics unit No. 1.
The system also features two entertainment
inputs (MUSIC 1 and MUSIC 2) with identical
streaming content from the GDL 69H (XM
Satellite Weather and Radio Kit). Additionally,
the system provides a 3.5 mm front panel
mini-jack that can be used as an
entertainment input or a telephone input. The
jack automatically detects if a device is
plugged into the jack and if the device is a
telephone source or an entertainment source.
1-9-C. INTEGRATED AVIONICS UNITS
(GIA 63H) (2 UNITS)
The Garmin integrated avionics units No. 1
and No. 2 (GIA 63H) (Figure 1-8) function as
the main communication hub, linking all Line
Replaceable Units (LRUs) with the on-side
display unit. Each integrated avionics unit is
physically connected to its on-side display
unit and parameters are also cross-filled to
the cross-side display unit.
Each integrated avionics unit contains a GPS
WAAS receiver, VHF COM/NAV/GS receivers
in addition to supporting input and output
processing, and aural alert generation. Each
integrated avionics unit communicates with
an on-side display unit through a High-Speed
Data Bus (HSDB) connection, and with other
Line Replaceable Units (LRUs) using RS-232,
RS-485, and ARINC 429 data busses. The
integrated avionics units are not paired
together and do not communicate with each
other directly.
Each integrated avionics unit contains the
following sub-assemblies and functions:
Export Classification C, ECCN EAR99
 BHT-407-MD-2

A main subsystem manages the routing WAAS and MSAS signals.

of various information amongst LRUs. EGNOS can be enabled in the
This information may originate from navigation database in the
within the integrated avionics unit or future when the system is
from other units with which the declared operational for aviation
integrated avionics unit interfaces. The use
integrated avionics units main
subsystem supports various input/output Primary navigation for all
interface capabilities listed as follows: phases of flight including
Oceanic
Discrete and analog interfaces
to other avionics and engine/ Fault Detection and Exclusion
airframe sensors (FDE)

ARINC 429 VHF COM transceiver The integrated

avionics unit VHF communications
RS-232 receiver has the following properties as
standard:
RS-485 or RS-422
Minimum 16-watt transmit
Garmin HSDB protocol
power capability
GPS/WASS receiver The integrated
Communications transceiver
avionics units GPS navigation receiver
tuning from 118.00 to
has the following properties as standard:
136.990 MHz
The ability to determine its
User-selectable channel
position within 5 minutes from
spacing of 8.33 kHz or 25 kHz
the time power is applied to the
unit Communications audio output
Simultaneously tracks and uses Capability for pilot and copilot to
information from a WAAS transmit simultaneously on both
satellite and up to 12 GPS COMs (pilot using one GIA 63H
satellites and copilot using the other)
Compliant with specifications In the event of the GIA main
for use with WAAS subsystem failure, the
communication transceiver
Designed to interact with
automatically tunes to the
additional Satellite-Based
emergency frequency
Augmentation Systems (SBAS)
(121.500 MHz) and is able to
such as European
transmit and receive
Geostationary (EGNOS) and
Multi-functional Satellite VHF NAV and glideslope receivers The
Augmentation System (MSAS). integrated avionics unit VHF navigation
The Garmin navigation database receivers have the following properties
on the bottom slot of the GDU as standard:
includes tables that specify
which SBAS systems are to be VOR receiver To be able to
used by the GPS receiver. The determine the bearing of an
database currently specifies aircraft relative to a selected
that the GPS receiver uses VOR transmitter and also to be

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-33

BHT-407-MD-2

able to navigate toward or away 4. FADEC Fail (repeating

from a selected VOR transmitter ding-dong tone)

Localizer receiver To provide 5. VNE Warning (continuous

the pilot with a visual display of ting, ting, ting tone)
aircraft position relative to a
straight-line approach to the 6. JAR-OPS "150 feet" (voice
airport runway warning)

VOR/Localizer receiver tuning NOTE

from 108.00 to 117.95 MHz in
50 kHz increments For Russian certification, a
continuous sweeping sound is used
ILS glideslope receiver To for Engine Fire.
provide pilot with a visual
display of aircraft vertical 7. Engine Fire (single
position relative to a fixed glide ping, or continuous
path angle on the pilot's sweeping sound (Russian
approach to the airport runway certification)) (optional kit)

ILS glideslope receiver tuning
from 328.6 to 335.4 MHz as
paired with the frequency tuned
on the VOR/ILS localizer
receiver
VHF Nav and glideslope
information are packed in HSDB
data packets for use by the
display units
Aural alert generation The integrated
avionics unit has the following aural alert
generation properties:
The G1000H determines the
prioritization, sequencing, and
inhibiting of individual alerts
from both the G1000H system
and most external sources
1-9-D. AIR DATA COMPUTER (GDC 74H)
(ADC) AND OUTSIDE AIR
TEMPERATURE (GTP 59) (OAT)
PROBE
The GDC 74H Air Data Computer (ADC)
(Figure 1-8) provides air data for flight
instrumentation. The system measures
aircraft static port and impact pitot pressure
information from pressure transducers and
raw air temperature from an outside
temperature probe. Using the raw data from
the appropriate sensors, the unit computes
and provides the following data in ARINC 429
format to the Primary Flight Display (PFD),
Multi-Function Display (MFD), and both GIA
63H integrated avionics units:
Pressure altitude

Vertical speed
Maintains a prioritized queue of
aural alerts to be played: Computed airspeed
1. Master Warning/Caution Air temperature information
(single ping)
Density altitude
2. Low Rotor RPM
(continuous solid tone) True airspeed

3. Engine Out (continuous Static pressure, impact pressure and

fast-pulsing tone) total pressure

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 BHT-407-MD-2

The GDC 74H air data computer also
interfaces with integrated avionics unit No. 1
(copilot GIA) through RS-232 for maintenance
and test purposes (i.e., performing software
uploads, requesting test and configuration
mode operation).
Aircraft specific air data computer
configuration parameters (i.e., SSEC) are
stored in an external configuration module
located within the units connector backshell.
The GDC 74H air data computer receives
pitot-static pressure from the existing pitot
probe and static vents. Outside air
temperature is provided by Garmin's GTP 59
Outside Air Temperature (OAT) probe.
1-9-E. ATTITUDE HEADING
REFERENCE SYSTEM
(GRS 77H AHRS)
The GRS 77 is a remote-mounted Attitude
Heading Reference System (AHRS)
(Figure 1-8) that outputs attitude and heading
data for primary display and other purposes.
The AHRS uses a combination of internal
solid-state sensors and external input data to
determine the helicopter attitude and heading.
External inputs to the AHRS include one
magnetometer (GMU 44), one air data
computer (GDC 74H), and two GPS sources.
The magnetometer is the sensor source for
magnetic direction, and hence is required to
determine magnetic heading.
The AHRS continuously calculates and
applies attitude and heading measurement
updates to correct the gyro-integrated attitude
and heading solution during all flight
maneuvers based on the GPS, magnetometer
and, in certain reversionary modes, air data
information.
Table 1-1 summarizes the attitude solution
modes and specifies the data that must be
valid for the AHRS to operate in each mode.

Table 1-1. AHRS Validation

ATTITUDE SENSOR INPUTS AVAILABLE AND AHRS OUTPUTS VALID

SOLUTION MODE RELIABLE

INERTIALS MAG AIR GPS HDG PITCH ROLL ANG ACCEL

DATA RATES S

Primary Yes Yes Not Yes Yes Yes Yes Yes Yes
Used

Reversion, Yes Yes Yes No Yes Yes Yes Yes Yes

No GPS

Reversion, Yes No Yes Yes No Yes Yes Yes Yes

No Magnetometer

Reversion, Yes No No Yes No Yes Yes Yes Yes

No Magnetometer
No Air Data

The AHRS provides automatic reversionary uses its backup GPS, should its primary GPS
modes, should its external inputs become become invalid. An alert message is
invalid. Additionally, the AHRS automatically displayed in the Primary Flight Display (PFD)

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-35

BHT-407-MD-2
alert auxiliary window to inform the pilot if the
AHRS is using a backup sensor or data path,
or if the AHRS is not receiving information
from its external inputs.
The AHRS also provides a heading preset
mode of operation. The heading preset mode
is designed to allow the AHRS to compute the
heading data without using the magnetic
sensing device for a short period of time
when the system detects magnetic anomaly.
In this mode, the AHRS can accept a heading,
entered by the pilot. Entering the heading
preset mode results in the AHRS uncoupling
the magnetic sensing device from the heading
computation and using the heading input
from the pilot as the heading reference. The
heading preset mode operation time is a
pre-determined value (the default value is
8 minutes) and can be extended slightly under
certain conditions. This should allow the
helicopter enough time to operate in the area
with the magnetic anomaly influence.
1-9-F. MAGNETOMETER (GMU 44)
The GMU 44 magnetometer (Figure 1-8)
measures the magnitude of the local magnetic
field in three axes. It also measures its pitch
and roll angles relative to the surface of the
earth, and measures its internal temperature.
The magnetometer relays its information to
the GRS 77H Attitude Heading Reference
System (AHRS). The magnetometer uses
magneto-resistive sensors, a tilt sensor, and
temperature sensing to perform its
measurements. The sensor readings are
converted from their original analog voltage
format into digital RS-485 format by
Voltage-to-Frequency Converters (VFCs) and
digital counters.
1-9-G. EXTENDED SQUITTER (ES)
MODE S TRANSPONDER
(GTX 33H ES)
NOTE
The ADS-B Out and the TIS are
functional with all versions of the
1-36 Rev. 2 10 DEC 2015
software. They are only certified with
software version 1237.10 and
subsequent.
The GTX 33H ES transponder (Figure 1-8)
functions are controlled by the Primary Flight
Display (PFD), and support European Mode S
mandates for extended squitter, elementary
surveillance, and enhanced surveillance. The
GTX 33H ES transponder provides remote
IDENT, automatic selection/deselection of
on-the-ground mode, and flight ID capability.
In addition to the above, the GTX 33H ES
transponder supports the following
capabilities:
The GTX 33H ES receives the TIS signal
on the 1030 MHz frequency when it is
available from the Air Traffic Controller
(ATC). This traffic information broadcast
provides the relative location of all
Mode A and C transponder-equipped
aircraft in the vicinity. The traffic
information is received through the
Mode S datalink and is displayed on the
PFD.
The Extended Squitter (ES) provides
ADS-B Out on the 1090 MHz frequency.
With ADS-B Out, the transponder is
continuously broadcasting the identity,
position, track, speed, performance
capability, and other vital information
without the need for an interrogation,
which makes the helicopter visible to
others outside the radar stations
coverage. Other aircraft equipped with
1090 MHz ADS-B In equipment can then
receive and process that information,
and show potential collision situations,
permitting to avoid them. The precise
position of the helicopter is given by the
GPSs of the G1000H Integrated Avionics
System (IAS).
Export Classification C, ECCN EAR99

1-9-H. AIRFRAME AND ENGINE
SYSTEM PROCESSOR (GEA 71H)
(1 UNIT) AND ENGINE SIGNAL
CONDITIONER (GSC 46)
The Garmin airframe and engine system
processor (GEA 71H) (Figure 1-8) receives
and processes signals from the following
sensors:
Engine oil pressure and temperature
Transmission oil pressure and
temperature
Fuel signal conditioner (fuel
quantity)
Fuel pressure
Generator voltage
Generator current (amp meter)
Chip detectors (engine,
transmission, and tail rotor gearbox)
MGT thermocouple (alternate
instrumentation data source)
Engine torque (Q) The Q signal is
provided to the GEA 71H through the
engine signal conditioner (GSC 46).
The GSC 46 converts the signals
into a usable format by the GEA 71H.
This is the primary torque signal
used for instrumentation. In the
event of a signal failure, the Q signal
is provided from the FADEC ECU.
NR, NG, and NP These alternate
instrumentation data sources are
provided to the GEA 71H through the
engine signal conditioner (GSC 46).
These alternate data signals are
used in the event of primary NR, NG,
or NP signal loss provided from the
FADEC ECU.
The airframe and engine system processor
communicates with both integrated avionics
units No. 1 and No. 2 using an RS-485 digital
interface.
Export Classification C, ECCN EAR99
BHT-407-MD-2
1-9-I. XM WEATHER/RADIO DATALINK
(GDL 69AH) (OPTIONAL KIT)
The GDL 69AH XM radio datalink (Figure 1-8)
is a remote-mounted XM satellite radio
receiver that is capable of receiving digital
datalink weather and digital audio
entertainment from an XM satellite. XM
weather and radio operate in the S-band
frequency range to provide continuous uplink
capabilities at any altitude throughout North
America. A third party XM/WX subscription is
required.
The GDL 69AH radio datalink interfaces to the
Multi-Function Display (MFD) through an
Ethernet link (high-speed database) for
displaying weather information and
controlling the XM audio channel and volume.
The GDL 69AH radio datalink also interfaces
to the GMA 350H audio panel for amplification
and distribution of the XM audio signal.
1-9-J. DATALINK AND STORAGE UNIT
(GDL 59H) AND IRIDIUM
TRANSCEIVER (GSR 56H)
(OPTIONAL KIT)
The GDL 59H datalink management unit
(Figure 1-8) provides a flight parameter
recorder function and a high-speed datalink
between the aircraft systems and ground
computers using 802.11g (Wi-Fi) while the
aircraft is on the ground. It also provides an
interface to an optional GSR 56H Iridium
voice/data transceiver, which adds airborne
low speed data link and voice communication
capability using the Iridium satellite network.
A subscription is required for use of the
Iridium satellite network.
The GDL 59H datalink management unit and
GSR 56H Iridium voice/data transceiver
datalink system provide the following major
functions:
Flight parameter recorder and storage
The flight parameter recorder and
storage function is provided by the
GDL 59H datalink management unit. The
10 DEC 2015 Rev. 2 1-37
BHT-407-MD-2
GDL 59H datalink management unit
supports the capability to sort logged
data into configurable reports. Supported
logged data includes any HSDB packet
within the system, or any Crew Alerting
System (CAS)/maintenance message.
The GDL 59H datalink management unit
capability of up to 2Gb of data storage.
Memory allocated for recording functions
is circular, meaning that oldest data is
overwritten first when the memory is full.
Wi-Fi data transmission The GDL 59H
datalink management unit supports a
high-speed datalink between the aircraft
systems and ground computers using
802.11g (Wi-Fi) while the aircraft is on the
ground.
The Iridium satellite datalink system provides
the following capabilities:
Low speed data transmission through
the Iridium satellite network. Two types of
Iridium data transmission formats are
supported: Iridium RUDICS (long form
internet) or Iridium short burst data.
Logged data reports can be transmitted
through Wi-Fi, RUDICS, or short burst.
Fully integrated satellite phone
functionality.
From the cockpit, the phone
number can be dialed through
the MFD
GMA 350H audio panel provides
cockpit audio interface
An incoming call message is
provided to indicate an
incoming call is being received
The satellite phone functionality
is supported with or without a
GDL 59H installed; the GDL 59H
adds the capability for a Plain
Old Telephone System (POTS)
handset to be used by
passengers (customizing kit)
Text messaging (SMS).
1-38 Rev. 2 10 DEC 2015
Ability to send and receive text
messages
User interface supported
through MFD display
Worldwide weather capability.
1-9-K. TAS SYSTEM (GTS 800)
(OPTIONAL KIT)
The GTS 800 Traffic Avoidance System (TAS)
(Figure 1-8) offers expanded traffic alerts
such as "Traffic! 11 o'clock! High! Two
Miles!", a selectable GDU display range, and
the ability to process 1090 MHz ADS-B
Extended Squitter (ES) from an intruder
aircraft. The GTS 800 TAS system, when
paired with GTX 33H ES, provides aircraft
level ADS-B In and Out (I/O) capability. The
GTS 800 TAS system provides both active and
passive surveillance capabilities (12 Nm
active surveillance and estimated 50 Nm
passive surveillance).
The GTS 800 TAS uses active interrogation of
Mode S and Mode C transponders to provide
traffic advisories to the pilot independent of
the air traffic control system.
The GTS 800 provides improved target
bearing accuracy by correlating the active
surveillance data with passive surveillance
1090 extended squitter ADS-B data.
Two directional GA 58 antennas are part of the
system, one top-mounted and one
bottom-mounted.
1-9-L. UNIVERSAL ACCESS
TRANSCEIVER (UAT) (GDL 88H)
(OPTIONAL KIT)
The Universal Access Transceiver (UAT)
(GDL 88H) kit provides the crew with traffic
information through the reception of the
following signals on the 978 MHz (UAT)
frequency:
Automatic Dependent
Surveillance-Broadcast (ADS-B) In
Export Classification C, ECCN EAR99

Traffic Information
Service-Broadcast (TIS-B)
Automatic Dependent
Surveillance-Rebroadcast (ADS-R)
It provides traffic information through the
reception and processing of the Mode S
Extended Squitter (ES) signal from nearby
aircraft on the 1090 MHz frequency. It also
provides subscription free weather
information (U.S. only) by reception and
processing of the Flight Information
Service-Broadcast (FIS-B) signal on the UAT
frequency.
The GDL 88H UAT unit is
receiver-transmitter-processor unit.
receives the 1090 MHz and the 978 MHz (UAT)
frequencies. It processes the received signals
and communicates with the Primary Flight
Display (PFD) to display the traffic, flight, and
weather information to the operator. The
GDL 88H is also capable of providing ADS-B
out on the UAT frequency, but it is not
configured in this installation. It is installed on
the ceiling in the back of the baggage
compartment on a dedicated mounting rack.
The UAT/1090 antenna is a monopole
vertically polarized antenna capable of
receiving and transmitting in the range of
frequencies necessary for UAT and 1090 MHz
operation. It is installed on a small fairing
assembly under the copilot feet on the bottom
of the fuselage.
1-10. AUTOMATIC FLIGHT
CONTROL SYSTEM (AFCS)
NOTE
The Automatic Flight Control System
(AFCS) integrates with the avionics
suite Garmin G1000H (paragraph
1-9).
The digital Automatic Flight Control System
(AFCS) (Figure 1-10) provides the following:
Export Classification C, ECCN EAR99
BHT-407-MD-2
Stability and Control Augmentation
System (SCAS) through control of
two SCAS actuators
Selectable attitude hold (ATT)
Force trim control (through the beep
switches and trim actuators)
Fault detection, isolation, and
redundancy of functions to prevent
critical failures
Fault reporting to the PFDs and the
Ground Servicing Equipment (GSE)
port
The AFCS includes the following
a components:
It
One Flight Control Computer
(FCC) (2210CM1)
One Mode Select Panel (MSP)
(2210A1)
Two SCAS actuators
Two trim actuators
Switches and relays
The basic functionality of the AFCS provides
single-channel SCAS (Stability and Control
Augmentation System) that operates for both
hands-on and hands-off flight.
The SCAS uses information from the Flight
Control Computer (FCC) to stabilize the
helicopter.
1-10-A. FLIGHT CONTROL COMPUTER
(FCC)
The FCC (2210CM1) computes control data,
using the attitude reference and heading data
from the Garmin GRS 77H AHRS (paragraph
1-9-E) and the GMU 44 Magnetometer
(paragraph 1-9-F). It sends the control
commands on two ARINC 429 data busses to
both pitch and roll SCAS actuators.
Air data is received from the Garmin GDC 74H
air data computer (paragraph 1-9-D).
10 DEC 2015 Rev. 2 1-39
1-40
BHT-407-MD-2

Rev. 2
HSDB HSDB

ARINC 429 ARINC 429

COM/VOICE ALERT AUDIO COM/VOICE ALERT AUDIO

GMA 350H
RS232 RS232
(ICS)
GDU 1040H
ARINC 429 ARINC 429 GDU 1040H
(MFD)

10 DEC 2015
ARINC 429 GDC 74H (MFD)
HSDB ARINC 429
RS232 (ADC) HSDB

ARINC 429
GTP59
(OAT)

RS232 GMU 77H

GMU 44H (AHRS) Discretes --
(Magnetometer) RS485 Weight on Gear
ARINC 429
WOG
ARINC 429
ARINC 429

Discretes -- Rad Alt Kit

ARINC 429 (FreeFlight
Multiple Signals
ANT: RA-4500)
No. 1 (Optional)
COM No. 2
GIA 63H
NAV ANT:
(Integrated AFCS Panel GIA 63H
GPS Discretes -- Multiple Signals COM
Avionics Discretes -- Multiple Signals (Integrated
Discretes -- Go Around
NAV
Unit) Avionics
ARINC 429 ARINC 429 GPS
ARINC 429 Unit)
Discrete -- OPS Mode Selected ARINC 429
Discrete -- ILSOPS Approach Discretes Pilot Grip
Discrete -- NAV Source Change
Switches
Generic FCC
Copilot Grip Analog - PWM
Switches

Pitch Series

Pitch Trim

Roll Series

Discrete -- Trim Release

Discretes --

Figure 1-10. Automatic Flight Control System (AFCS) Architecture

Trim Release

Roll Trim

407_MM_22_0004+_c01

Export Classification C, ECCN EAR99

 BHT-407-MD-2

The autopilot functions in two modes: the 1-10-B-1. AUTOPILOT BASIC MODES
autopilot basic (inner loop) and the coupled
autopilot (outer loop). The AP switch:

The autopilot basic (inner loop) modes are as Engages/disengages the autopilot
follows:
Enables actuators
Stability/Control Augmentation
Initiates the preflight built-in test (if
(SCAS, all speed)
on ground)
Attitude hold (all speed)
If the AP is ON and the ATT OFF,
Heading hold (> 45 knots) defaults to the SCAS ON

The coupled autopilot (outer loop) modes are The ATT switch:
as follows:
Engages/disengages the attitude
Go-around (>70 knots) (ATT) mode

For the pitch: Activates annunciator status

Altitude hold (> 65 knots)
Altitude preselect (> 65 knots)
Vertical speed hold (> 65 knots)
Airspeed hold (> 40 knots)
Glideslope (ILS or GPS) capture and
track (> 65 knots)
For the roll (> 45 knots):
Heading select
provided by FCC
Engages TRIM if not previously
selected
The TRIM switch turns ON/OFF the force trim
system and:
The illuminated TRIM annunciator
confirms the trim clutch electrical
power is available
Force trim must be ON to enable the
ATT mode

FMS flight plan following The GA switch:

VOR capture and track Provides the same function as the

collective grip GA switch
Localizer (ILS or GPS) capture and
track Turns on the GA mode
1-10-B. MODE SELECT PANEL (MSP) Automatically engages the Autopilot
(AP), Attitude (ATT), Speed (SPD),
The Mode Select Panel (MSP) (Figure 1-4) is and Trim (TRIM) modes if any are off
located in the pedestal.
1-10-B-2. AUTOPILOT OUTER LOOP
The MSP selects autopilot modes and MODES
provides autopilot annunciations. The MSP
consists of 11 integrated mode switches and The ALT, VS, or SPD switch engages the ALT,
NVIS green a LED annunciators. VS, or ASPD mode respectively:

The mode switches on the MSP have the Helicopter maintains applicable
following functions: state existing at the mode setting

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-41

BHT-407-MD-2
Reference ALT, VS, or SPD may be
increased or decreased with
operation of cyclic pitch beep
switch, or pressing FORCE TRIM
release switch and maneuvering the
helicopter to new state
If the engine power setting is not
sufficient to maintain the targeted
values, the FCC does not use the
vertical speed and altitude data in
order to maintain a safe airspeed
while coupled to VS or ALT mode
The ALTS switch engages the ALTS mode
and:
It turns on the VS mode and the
ALTS annunciator flashes to indicate
armed. A white ALTS indication is
also displayed on the AFCS STATUS
BOX on the Primary Flight Display
(PFD). Desired climb or descent rate
is set with the cyclic pitch beep
switch. Helicopter levels off at the
altitude value (cyan altitude bug)
previously set when the ALTS switch
was selected
After capture, the ALTS annunciator
goes off and the ALT annunciator
comes on
The HDG switch engages the HDG mode and
the helicopter banks to capture and maintain
existing reference (heading bug setting on
PFD).
The NAV or APR switch:
Engages the NAV or APR mode
The mode is armed, with HDG mode
engaged until capture window is
reached. The PFD displays selected
navigation source. At capture, the
helicopter banks to intercept the
selected course
If on ILS or LPV approach, the
glideslope mode is automatically
armed, with ALT, SPD or VS mode
1-42 Rev. 2 10 DEC 2015
engaged, descent begins when
capture window is reached
While mode is armed, the NAV and
APR annunciators on AFCS mode
select panel flash, as applicable, and
go to steady state when captured
On the PFD, in the AFCS STATUS
BOX, the associated indications are
displayed in white when armed and
green when captured
1-10-C. TRIM AND SCAS ACTUATORS
The longitudinal and lateral trim actuators
provide spring force to maintain the cyclic
control system linkage in a certain position, in
order to relieve the pilot and copilot from the
strain of holding a particular cyclic control
stick assembly position. When the autopilot is
engaged, the trim actuators control the
helicopter direction and attitude depending
on the autopilot modes. Control signals from
the Flight Control Computer (FCC) control the
trim actuators to keep the helicopter in a
specific attitude or flight path.
The SCAS actuators contain a DC drive motor,
a brake release solenoid, and a Linear
Variable Differential Transformer (LVDT). The
FCC controls the brake release solenoid and
sends the drive signal to move the directional
SCAS actuators.
1-10-D. FORCE TRIM SYSTEM
The force trim system provides a spring force
artificial feel to the controls and helps
maintain the controls in a set position.
The AFCS and force trim system provides a
"fly through" autopilot capability. As such,
moving the cyclic against the pitch or roll
spring does not disengage the autopilot
function. Alternatively, the force opens a
detent switch on the assembly, which causes
the autopilot function to temporarily suspend
automatic trim operation. The associated
out-of-detent PIT/ROL indication is displayed
on the upper left corner of the PFD. Releasing
Export Classification C, ECCN EAR99

the spring force closes the detent switch and
restores autotrim operation. An out-of-detent
indication that is not the result of intentional
pilot input may be indicative of a blocked or
binding flight control, or a control friction
adjustment that is set too high. Out-of-detent
indications operate in all modes of operation
when force trim is ON.
1-10-D-1. PILOT AND COPILOT CYCLIC
GRIP SWITCHES
NOTE
The following switches will be
available on the copilot side only if
the copilot AFCS cyclic stick
(407-706-062) kit is installed.
FORCE TRIM Release Switch
The FORCE TRIM release switch
momentarily releases the trim actuator
clutches when pressed. It synchronizes
the attitude references if in ATT mode. It
also synchronizes the airspeed, vertical
speed, or altitude reference, as
applicable, when coupled.
ATTD Trim Beep Switch
The momentary four-way cyclic ATTD
trim beep switch slows the pitch and roll
attitude reference when in ATT mode. It is
also used to change the VS or SPD
reference value when coupled, and
drives the pitch or roll actuator at fixed
rate if the ATT mode is off.
AFCS DISC Switch
The momentary AFCS DISC switch turns
off the autopilot and the force trim
system when pressed.
Export Classification C, ECCN EAR99
BHT-407-MD-2
1-10-D-2. COLLECTIVE GRIP GO-AROUND
(GA) SWITCH
NOTE
The collective grip GA switch
provides the same function as the
mode select panel GA switch.
The GA switch turns on the GA mode and
automatically engages the SPD, AP, ATT and
TRIM modes if any are turned off. After
approximately 10 seconds, the GA indication
is replaced by SPD on the AFCS STATUS BOX
and the autopilot targets an airspeed of
70 knots.
1-10-E. AUTOPILOT CREW ALERTING
SYSTEM (CAS) MESSAGES
The AP DEGRADED Crew Alerting System
(CAS) message is displayed if there is a
failure condition of some autopilot functions
during operation (loss or degraded operation
of an axis, loss of airspeed gain scheduling,
or a stuck trim beep switch).
The AP FAILED CAS message is displayed if
there is a loss of an FCC channel, AHRS data,
linear actuator, or communication between
involved LRUs.
The AUTOTRIM message is displayed if the
trim system is not responding to the FCC
commands.
1-10-F. MAINTENANCE COMPUTER
SOFTWARE
The AMITS software provides a graphical user
interface for downloading maintenance
information from the Flight Control Computer
(FCC).
The AMITS software runs on laptop
computers that use the Microsoft Windows
XP, Windows Vista, or Windows 7 operating
system. The laptop computer must be
connected to the AFCS maintenance ports on
the left side of the pedestal (Figure 1-6), with
10 DEC 2015 Rev. 2 1-43
BHT-407-MD-2

either the RS-232 ports, or the USB ports, as Increased situational awareness is provided
applicable. with an easy-to-scan Primary Flight Display
(PFD) (Figure 1-11) that features a large
1-11. FLIGHT INSTRUMENT horizon, airspeed, attitude, altitude, vertical
speed, and course deviation information. In
SYSTEM INTEGRATED
addition to the flight instruments, engine,
DISPLAYS navigation, communication, terrain, traffic,
and weather information are also presented
NOTE on the PFD. Additional display features of the
PFD are shown in Figure 1-12.
For operational information on the
Garmin G1000H flight instrument The following flight instruments and
system, refer to the following supplemental flight data are displayed on the
documents: PFD:

For software version 1237.04, Garmin Airspeed indicator (Figure 1-14),

G1000H Integrated Flight Deck Pilots showing indicated airspeed,
Guide (190-01255-00) and Garmin airspeed awareness ranges, trend
G1000H Integrated Flight Deck Cockpit vector
Reference Guide (190-01254-00).
Airspeed indicator and vertical
For software version 1237.08 and speed references when the autopilot
1237.09, Garmin G1000H Integrated is active (Figure 1-13)
Flight Deck Pilots Guide (190-01255-01)
Attitude indicator (Figure 1-15) with
and Garmin G1000H Integrated Flight
slip/skid indication
Deck Cockpit Reference Guide
(190-01254-01). Altimeter (Figure 1-16), showing
barometric setting, trend vector,
For software version 1237.10, Garmin reference altitude
G1000H Integrated Flight Deck Pilots
Guide (190-01255-02) and Garmin Radar Altimeter (RA 4500)
G1000H Integrated Flight Deck Cockpit (Figure 1-12) (optional kit)
Reference Guide (190-01254-02).
Vertical Speed Indicator (VSI)
The Garmin G1000H Integrated Flight (Figure 1-17)
Deck Pilots Guide provides detailed Vertical deviation, glideslope, and
system and operational information glidepath indicators (Figure 1-18 and
while the Garmin G1000H Integrated Figure 1-19)
Flight Deck Cockpit Reference
Guide for the Bell 407GX provides Vertical Navigation (VNV) indications
higher level quick reference data. (Figure 1-18)

1-44 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

21 20

1 19

18

17
2
16

15
3

4 14

5 13

6 12

7 11

8 10

1. NAV frequency box 12. Horizontal Situation Indicator (HSI)

2. Airspeed indicator 13. Turn rate indicator
3. Current heading 14. Altimeter barometric setting
4. Ground speed 15. Vertical Speed Indicator (VSI)
5. Power Situation Indicator (PSI) 16. Selected altitude
6. Selected heading bug 17. Altimeter
7. Dual tachometer 18. Selected altitude
8. Outside Air Temperature (OAT) 19. Com frequency box
9. Softkeys 20. Slip/skid indicator
10. System time 21. Attitude indicator
11. Transponder data box

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0126

Figure 1-11. Primary Flight Display (PFD)

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-44A/1-44B

 BHT-407-MD-2

1
12
11

3 10

9
4

5 6 7

1. Trafc annunciation
2. Radar altimeter
3. Selected heading
4. Wind data
5. DME information window
6. Bearing information windows
7. Barometric minimum descent altitude
8. Flight plan window
9. Annunciation window
10. Selected course
11. Glideslope indicator
12. Marker beacon annunciation

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0127

Figure 1-12. Additional PFD Information

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-45

BHT-407-MD-2

AIRSPEED ALTIMETER
BOX

VERTICAL
SPEED BOX

AIRSPEED VERTICAL
REFERENCE SPEED
BUG REFERENCE
BUG

AFCS MODE
ANNUNCIATIONS

AIRSPEED AFCS STATUS VERTICAL SPEED

INDICATOR INDICATOR

AFCS STATUS BOX

OUT OF DETENT
ANNUNCIATION

NAV PIT/ROL
FREQUENCY
BOX

CAS
MESSAGE
WINDOW
CYCLIC
CENTERING
ANNUNCIATION

MESSAGE
POWER WINDOW
SITUATION
INDICATOR
NAV SOURCE
HORIZONTAL
AND FLIGHT
SITUATION
PHASE
INDICATOR 407_MM_22_0010+

Figure 1-13. Autopilot Annunciations and Airspeed/Vertical References

1-46 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

AIRSPEED
TREND
INDICATED VECTOR
AIRSPEED

SPEED SHUTTER COVERS

RANGES RED POINTER AT VNE
INDICATED AIRSPEED
BELOW 20 KNOTS

VNE 100 KNOTS

GROUND
EXCEEDED IN
SPEED
AUTOROTATION

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0128

Figure 1-14. Airspeed Indicator

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-47

BHT-407-MD-2

8
1
1. Roll pointer
2 7 2. Roll scale
3. Horizon line
4. Aircraft symbol
6 5. Land representation
3 6. Pitch scale
7. Slip/skid indicator
8. Sky representation
9. Roll scale zero
4
5

SLIP/SKID INDICATION
Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0129

Figure 1-15. Attitude Indicator

1-48 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

SELECTED
ALTITUDE
SELECTED (METERS)
ALTITUDE

SELECTED
ALTITUDE
BUG
CURRENT
ALTITUDE
ALTITUDE (METERS)
CURRENT
TREND ALTITUDE
VECTOR

MDA/DH
BUG
BAROMETRIC
BAROMETRIC SETTING BOX
SETTING (HECTOPASCALS)

ALTIMETER ALTIMETER (METRIC)

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0130

Figure 1-16. Altimeter

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-49

BHT-407-MD-2

VNV TARGET
ALTITUDE

VERTICAL
SPEED
INDICATOR

VERTICAL
DEVIATION GLIDESLOPE GLIDEPATH
INDICATOR INDICATOR INDICATOR

VERTICAL
REQUIRED SPEED
VERTICAL POINTER
SPEED
INDICATOR

VERTICAL SPEED AND GLIDESLOPE GLIDEPATH

DEVIATION INDICATORS (VSI AND VDI) INDICATOR INDICATOR

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0131

Figure 1-17. Vertical Speed and Vertical Deviation Indication

1-50 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

TOP OF DESCENT MESSAGE

VNV TARGET
ALTITUDE

VERTICAL
DEVIATION
INDICATOR
REQUIRED
VERTICAL
SPEED BUG

GPS IS TERMINAL
SELECTED PHASE OF
NAVIGATION FLIGHT
SOURCE

VNV Indication Removed

Criteria
Required Vertical Vertical VNV Target
Speed (RSVI) Deviation (VDI) Altitude
Aircraft > 1 min before the next TOD due to ight
X X X
plan change

VNV cancelled (CNCL VNV softkey selected on MFD) X X X

Distance to active waypoint cannot be computed due to

unsupported ight plan leg type X X X

Aircraft > 250 feet below active VNV

X X X
Target Altitude

Current crosstrack or track angle error has X X X

exceeded limit
Active altitude-constrained waypoint can not be
reached within maximum allowed ight path angle and X X
vertical speed

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0132

Figure 1-18. Vertical Navigation Indications (PFD)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-51

BHT-407-MD-2

1. Turn rate indicator

2. Selected heading
3. Current track indicator
4. Lateral deviation scale
5. Navigation source
6. Aircraft symbol
7. Course deviation indicator (CDI)
8. Rotating compass card
9. OBS mode active
10. To/from indicator
11. Course pointer
12. Heading bug
13. Flight phase
14. Selected course
15. Turn rate and heading trend vector
16. Current heading
17. Lubber line

17 16 15
1
Half-standard
2 14
Turn Rate
3 Arrow Shown
13 Standard for Turn Rate
4
Turn Rate > 4 deg/sec
5 12
6 11
TURN RATE INDICATOR
10 AND TREND VECTOR

7 9
8
360 HSI SHOWN

Tuning Mode Bearing 1 Bearing 2

Pointer Pointer
Frequency
Distance

Distance to Station ADF

Bearing Source Identier Frequency

Bearing Source Pointer 1 Pointer 2 Bearing Source

BEARING 1 INFORMATION WINDOW BEARING 2 INFORMATION WINDOW
HSI WITH BEARING AND DISTANCE INFORMATION
Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0133

Figure 1-19. Horizontal Situation Indicator (HSI)

1-52 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

Horizontal Situation Indicator (HSI), Helicopter Terrain Awareness and

(Figure 1-19) showing turn rate Warning System (HTAWS)
indicator, Course Deviation Indicator annunciations (Figure 1-22)
(CDI), bearing pointers and
information windows, navigation NOTE
source
The altitude alerting is independant
Transponder mode (Figure 1-11), of the Automatic Flight Control
code, and ident/reply System (AFCS).

Outside Air Temperature (OAT)

Altitude alerting low altitude
(Figure 1-20)
annunciation
Wind data (Figure 1-21)
Minimum descent altitude/decision
Engine data, showing Power height alerting
Situation Indicator (PSI) and dual
tachometer Radar altimeter

These flight instruments receive inputs from Autopilot annunciations when the
the following primary sources: autopilot is active (Figure 1-13)

Pitot-static system 1-12. ENGINE INDICATING AND

Air Data Computer (ADC) (GDC 74H)
CREW ALERTING SYSTEM
(EICAS)
Attitude and Heading Reference
System (AHRS) (GRS 77H) Information on the Engine Indicating System
(EIS) is provided in paragraph 1-12-A, and
Integrated avionics units No. 1 and
information on the Crew Alerting System
No. 2 (GIA 63H)
(CAS) is provided in paragraph 1-12-B.
Flight Control Computer (FCC)
(Figure 1-9) 1-12-A. ENGINE INDICATING SYSTEM
(EIS)
Synthetic Vision is also available on the PFD
and is explained in the Garmin G1000H
The G1000H integrated flight deck offers
Integrated Flight Deck Pilots Guide
improved flight operations and reduces pilot
(190-01255-01) and subsequent.
workload by automatically monitoring critical
system parameters and providing system
1-11-A. PFD ANNUNCIATORS AND alerts during all phases of flight.
ALERTING FEATURES
The Engine Indicating System (EIS) provides
The following annunciations and alerting
an indication of the performance of the
functions are displayed on the Primary Flight
systems related to the power plant and
Display (PFD) (Figure 1-12).
includes the following:
System alerting
Power Situation Indicator (PSI) and
Marker beacon annunciations dual tachometer display on the
Primary Flight Display (PFD)
Traffic annunciation (Figure 1-23)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-53

BHT-407-MD-2

NORMAL DISPLAY

REVERSIONARY MODE

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0134

Figure 1-20. Outside Air Temperature Indication

1-54 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

OPTION 1 OPTION 2

OPTION 3 NO DATA

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0135

Figure 1-21. Wind Data Indication

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-55

BHT-407-MD-2

HTAWS
TERRAIN
ALERT

TERRAIN
CAUTION

POTENTIAL
IMPACT
POINTS

TERRAIN ALERT INFORMATION

407_MD-2_01_0012

Figure 1-22. Terrain Alert PFD Information

1-56 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

PFD

CAS
WINDOW

POWER
SITUATION
INDICATOR

DUAL
TACHOMETER

MFD

EIS STRIP

ENGINE INDICATION SYSTEM (EIS) (NORMAL)

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0137

Figure 1-23. Propulsion Instrument Displays

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-57

BHT-407-MD-2
Engine Indication System (EIS) strip
(Figure 1-23) displays the engine,
electrical, and fuel information on
the Multi-Function Display (MFD)
Hover performance calculator
displays on the Engine page of the
(MFD) (Figure 1-26)
A larger version of the PSI and dual
tachometer are also available on the Engine
page of the MFD.
In the event of a PFD or MFD failure, the PSI
and dual tachometer, as well as a condensed
EIS strip, are provided in reversionary mode
(Figure 1-24).
The associated Crew Alerting System (CAS)
displays warnings, cautions, and advisories
to communicate conditions, statuses, and
system failures (paragraph 1-12-A-3-A).
1-12-A-1. POWER SITUATION INDICATOR
(PSI)
The Power Situation Indicator (PSI)
(Figure 1-25) is an integrated display
presentation of all parameters required to
manage the power from the engine and its
effect on the rotor system. The PSI presents
information on the following parameters:
Engine torque (Q)
Engine Measured Gas Temperature
(MGT)
Engine gas producer turbine speed
(NG)
Engine power turbine speed (NP)
Rotor speed (NR)
The PSI is made up of four sections:
Power indicator section with a Hover
Power Indicator (HPI) when hover
performance power is on.
1-58 Rev. 1 16 JUN 2014
Power parameters digital readout
section
Dual tachometer presentation
section
Hover performance parameters
section (Figure 1-26)
In addition to the information displayed within
the four sections of the PSI, information is
also provided on the following:
Engine starting indications
5-minute takeoff timer
Engine data source annunciation
and miscompare monitoring
Data source inputs and exceedance
monitoring
Hover annunciations
For the pilot, as described in the following
paragraphs, the primary benefit of the power
situation indicator is that only one indicator
needs to be monitored instead of the
traditional three (Q, MGT, and NG).
1-12-A-1-A. PSI Power Indicator Section
The power indicator section (Figure 1-25) of
the PSI provides a single round-dial gauge
presentation of the power that is currently
being demanded from the engine and also
provides a presentation of the power limits
that are available. The power indicator section
provides this information for the following
parameters:
Engine torque (Q)
Measured Gas Temperature (MGT)
Engine gas producer turbine speed
(NG)
Export Classification C, ECCN EAR99
 BHT-407-MD-2

MFD ALERTS
WINDOW
CONTAINING CAS
MESSAGES

EIS STRIP

POWER SITUATION
INDICATOR

DUAL
TACHOMETER

ENGINE PAGE DISPLAY (MFD)

EIS
STRIP

CAS
WINDOW

POWER
SITUATION
INDICATOR

DUAL
TACHOMETER

REVERSIONARY MODE (MFD OR PFD)

407gc_MM_95_0138+

Figure 1-24. Engine Page and Reversionary Mode Displays

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-59

BHT-407-MD-2

RED RADIAL TICK (OPERATING LIMIT)

MAXIMUM CONTINUOUS
CONTROLLING PARAMETER (BOXED)
POWER LIMIT
POWER PARAMETERS DIGITAL
READOUT SECTION
POWER INDICATOR NEEDLE
ENGINE TORQUE READOUT
MGT READOUT
NG READOUT

POWER INDICATOR SECTION NR DIGITAL READOUT

DUAL TACHOMETER SECTION

NR/NP NEEDLE POINTER

NORMAL OPERATION (TYPICAL)

RED RADIAL TICK (MGT START LIMIT) CONTROLLING PARAMETER

(Q OR MGT)
CONTROLLING PARAMETER (MGT)

5 MINUTE TAKE OFF

ZONE TIMER

MGT START EXCEEDANCE (TYPICAL) Q TIMER (TYPICAL)

407gc_MM_95_0139_c01+

Figure 1-25. PSI Dual Tachometer Section

1-60 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

OUT OF GROUND EFFECT

IN GROUND EFFECT

HOVER POWER INDICATOR

(REAL TIME)

IGE
(IN GROUND
EFFECT)
HOVER SOFTKEY
PERFORMANCE
PARAMETERS

HOV PWR
OGE
(HOVER PERFORMANCE
(OUT OF GROUND EFFECT)
POWER CHECK) SOFTKEY
SOFTKEY
REAL TIME HOVER PERFORMANCE POWER CHECK
(OUT OF GROUND EFFECT SHOWN)

OUT OF GROUND EFFECT

IN GROUND EFFECT

HOVER POWER INDICATOR

(HOVER PREDICTION MODE)

HOV PRED HOV-P

HOVER PREDICTION MODE) (HOVER
ANNUNCIATION PREDICTION
HOVER MODE)
PERFORMANCE SOFTKEY
PARAMETERS
IGE
HOV PWR (IN GROUND
(HOVER PERFORMANCE EFFECT)
POWER CHECK) SOFTKEY OGE SOFTKEY
(OUT OF GROUND
EFFECT) SOFTKEY
HOVER PREDICTION MODE PERFORMANCE POWER CHECK
(OUT OF GROUND EFFECT SHOWN) 407_MD-2_01_0027

Figure 1-26. Hover Performance Power Check

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-61

BHT-407-MD-2
The intent of the power indicator section of
the PSI gauge is to present the margin
remaining between Q, MGT, NG, and the
Maximum Continuous Power (MCP) limit. In
addition, the power indicator section
maintains a display of the margins to any
other limit. Margins are displayed in terms of
power indicator needle travel rather than
actual parameter values.
NOTE
The 0 through 10 numbers displayed
on the 12 linear sections of the power
indicator section of the PSI are not to
be interpreted as parameter (Q, MGT,
or NG) values. The numbers should
only be considered as indicators to
differentiate power indicator needle
position versus the available power
margin remaining to the displayed
operating limit.
The power indicator needle indicates against
a normalized arc scale. This means that for
standard operating conditions, the power
indicator needle position and rate of
movement is about the same for similar
power settings no matter which parameter is
driving the needle. For all three parameters
(Q, MGT, and NG), the 10 position on the scale
(needle straight up) corresponds to the MCP
limit. The 5 position on the scale
approximately corresponds to 100% flat pitch
with the throttle in the FLY detent. The
3 position on the scale approximately
corresponds to ground idle power with the
throttle at idle on a standard day.
When operating in the green portion of the
power indicator section arc, the position of
the power indicator needle corresponds to the
parameter (Q, MGT, or NG), which, if plotted on
the normalized scale, would be closest to the
MCP point. When operating past the MCP
point, the power indicator needle indicates
the parameter furthest away from the MCP
point.
1-62 Rev. 1 16 JUN 2014
In other words, since the designed scaling of
the power indicator section makes all
parameters move at approximately the same
rate during power changes, the power
indication needle always corresponds to the
parameter (Q, MGT, or NG) that reaches MCP
first, or the one that travels furthest past the
MCP point.
For a given set of conditions, the parameter
(Q, MGT, or NG) that ends up being
responsible for establishing the position of
the power indicator needle is referred to as
the controlling parameter. The angular
distance between the power indicator needle
and the 10 position (MCP limit) can be
considered an indication of the available
power margin.
The red radial tick mark, which is positioned
at the end of the power indicator section
yellow arc, represents the engine operating
limit. The yellow arc represents the available
5-minute takeoff power available. The arc
beyond this appears gray, but changes to red
if the power indicator needle moves beyond
the red tick mark.
The size of the yellow arc and the position of
the red radial tick mark can vary from the
10 position into the gray arc to indicate the
margin available until any parameter (Q, MGT,
or NG) reaches its red line limit.
The parameter (Q, MGT, or NG) determining
red line position may not necessarily be the
same as the controlling parameter. In this
case, the red line may change position as
power is demanded from the engine or as
operating conditions change.
In addition, not all parameters have a yellow,
5-minute takeoff limitation. For example, as
NG does not have a 5-minute takeoff
limitation, if it becomes the limiting parameter,
the yellow arc zone decreases in size until the
red line is displayed at the 10 position. The
red line limit for NG also changes, based on
operational pressure altitudes below or above
10,000 feet. When operating above 10,000 feet
Export Classification C, ECCN EAR99

pressure altitude, the NG red line limit is
determined as a function of OAT.
1-12-A-1-B. PSI Power Parameter Digital
Readouts
The power parameter digital readouts
(Figure 1-25) are provided to show the actual
values of the parameters (Q, MGT, or NG)
associated with the power indicator section.
The digital readout provides:
Engine torque (Q) as a percentage of
the transmission torque limit
Measured Gas Temperature (MGT) in
degrees Celsius (C)
Gas producer turbine speed (NG) in
percent
A color-coded box around the parameter (Q,
MGT, or NG) legend is used to mark the
controlling parameter responsible for the
power indicator needle position in the power
indicator section.
The digital readouts are colored in
accordance with their operating ranges. In
general, the color of the power indicator
needle matches the color of the controlling
parameter digital readout. Digital readouts are
green in the normal range (below MCP), and
yellow when in the 5-minute takeoff zone. Red
(white digits on a red background) is used
when operating above the operating limit. The
controlling parameter indicator box also
matches the color of the parameter range and
the power indicator needle. In the event that
the engine is in an actual engine out condition
while the helicopter is airborne, the
associated digital readouts are displayed in
grey.
1-12-A-1-C. PSI Dual Tachometer Section
The dual tachometer section of the PSI
(Figure 1-25) represents the power turbine
speed (NP) and main rotor speed (NR). The
dual tachometer section is presented in an arc
format and provides the following:
Export Classification C, ECCN EAR99
BHT-407-MD-2
Rotor arc scale
NR needle pointer
NP needle pointer
NR digital readout
NOTE
If both NR and NP values are less than
20%, the NR digital readout is
suppressed (blank) and the NR and
NP pointers are displayed at the
bottom of the rotor arc scale.
The rotor arc is scaled for normal operation
and the engine AUTO governing speed of 99
to 100% NP/NR is indicated by a white
reference tick at the 9 o'clock position of the
arc. The upper red tick of the arc indicates the
107% NR power off limit and the middle red
tick of the arc indicates the 102.1% NP limit.
The lower red tick of the arc indicates the
87.1% NP upper limit of the avoid continuous
operation range while the lower yellow tick of
the arc indicates the 68.4% NP lower limit of
the avoid continuous operation range.
The color of the NP and NR indicator pointers
matches the associated color of the arc that
the pointer is positioned within. In the event
of an actual engine out condition while the
helicopter is airborne, the NP indicator pointer
is displayed in grey. If the system determines
the value of NP and/or NR to be invalid, the
associated pointer is suppressed from view.
When in autorotation, the rotor arc is scaled
for autorotation and the white reference tick at
the 9 o'clock position of the arc indicates
100% NR. The upper red tick indicates the
107% NR power off limit and the lower red tick
indicates the 85% NR minimum limit.
When operating in quiet mode
(BHT-407-FMS-25.2), the engine AUTO
governing speed of 92% NP/NR is indicated by
a magenta circle with a thin reference line that
indicates the 92% NP/NR location on the arc.
10 DEC 2015 Rev. 2 1-63
BHT-407-MD-2
When the FADEC ECU is operating in
MANUAL mode, the engine power indicator
needle and controlling parameter box change
to cyan except when the power indicator
needle is in the yellow or red range.
1-12-A-1-D. PSI Engine Start
NOTE
When the engine is in start mode and
MGT is the controlling parameter on
the power indication section, the
5-minute takeoff zone timer is
inhibited.
When an engine start is initiated, a red
triangle appears on the power indication
section red arc to indicate the MGT start limit
(Figure 1-25).
The red triangle also moves position in
accordance with the allowed start limit profile.
The initial triangle position profile allows a
temperature spike for 1 second up to 927C,
or a 10-second transient up to 843C. If MGT
exceeds 843C for more than 10 seconds, the
red triangle is displayed to indicate the 843C
scale position. Otherwise, if MGT does not
exceed 843C for more than 10 seconds, the
red triangle stays at the 927C scale position.
The red triangle is removed from display
5 seconds after the starter is disengaged at
50% NG.
1-12-A-1-E. PSI 5-Minute Takeoff Zone
Timer
The yellow arc zone of the power indicator
section represents the 5-minute time limited
operating zone, which is associated with
engine torque (Q) and Measured Gas
Temperature (MGT) limitations.
If the power indicator needle enters the yellow
arc zone when Q or MGT is the controlling
parameter, a yellow 5-minute timer indication
also appears inside the power indicator arc
(Figure 1-25).
1-64 Rev. 2 10 DEC 2015
When displayed, the timer counts down in
minutes and seconds. If the timer has less
than 30 seconds remaining, the timer flashes.
An impending exceedance audio alert tone
ping-ping activates. If the timer reaches
zero, the timer value remains at zero and the
display turns red.
For example, if MGT is the controlling
parameter and the timer reaches zero, an
exceedance is logged in the display unit
memory, as well as in the FADEC ECU, and an
MGT EXCEED message is displayed in the
Crew Alerting System (CAS) window.
For additional information on recorded Q or
MGT exceedances associated with the PSI,
refer to paragraph 1-12-A-2 and paragraph
1-12-A-3.
1-12-A-1-F. PSI Engine Data Source
Annunciation and Miscompare
Monitoring
The Power Situation Indicator (PSI) is
provided with primary data source inputs and
alternate data source inputs for indication
redundancy.
The input signals that drive the PSI
indications are provided from the FADEC ECU
and the airframe and engine system
processor (GEA 71H) and then are fed to
integrated avionics units No. 1 and No. 2 (GIA
63H), which in turn feed the Primary Flight
Display (PFD) and Multi-Function Display
(MFD).
The primary data source input signals that
drive the PSI are provided as follows:
FADEC ECU supplied signals:
Gas producer turbine speed
(NG)
Power turbine speed (NP)
Main rotor speed (NR)
Measured Gas Temperature
(MGT)
Export Classification C, ECCN EAR99

Airframe and engine system processor
(GEA 71H) supplied signal:
Engine torque (Q)
If, for any reason, any of the primary data
source input signals are not available, the PSI
automatically switches to the alternate data
source input available from the airframe and
engine system processor (GEA 71H) or the
FADEC ECU (for alternate Q) as follows:
Airframe and engine system processor
(GEA 71H) supplied signals:
Gas producer turbine speed
(NG)
Power turbine speed (NP)
Main rotor speed (NR)
Measured Gas Temperature
(MGT)
FADEC ECU supplied Signal:
Engine torque (Q)
NOTE
As NP does not have a digital
readout, the following information
does not apply for this parameter.
If the primary data source input is unavailable
and the alternate data source input is in use,
the annunciation ALTN appears on top of the
engine digital readout (Figure 1-27). This
indicates that the alternate data source is in
use. Additionally, a yellow A displays next to
the affected parameter label to indicate the
alternate data source being used for this
parameter (i.e., QA to indicate primary Q data
failed, alternate Q data in use).
If the alternate data source is unavailable for
any reason, the annunciation ALTN appears
on top of the power parameters digital
readout. This indicates a loss of available
Export Classification C, ECCN EAR99
BHT-407-MD-2
backup should the primary data source be
lost. Additionally, the ALTN DATA FAIL Crew
Alerting System (CAS) message displays
beside the PSI indication.
In the event that a primary data source input
is unavailable at the same time that an
alternate data source is unavailable, the
ALTN annunciation has priority over the
ALTN annunciation. The applicable CAS
messages for both, however, display in the
CAS window.
The system also continually monitors and
compares input signal data from the FADEC
ECU and the airframe and engine system
processor (GEA 71H). If the primary data
source input signal data does not match the
alternate data source input signal for each PSI
parameter (NG, NP, NP, MGT, and Q) within the
allowed tolerances for a period of more than
5 seconds, the respective yellow miscompare
message appears in the CAS window as
follows:
NG MISCOMP Difference > 2%
and at least one of the NG values is
between 10% and 125%
NP MISCOMP Difference > 2%
and at least one of the NP values is
between 32% and 125%
NR MISCOMP Difference > 2%
and at least one of the NR values is
between 22% and 125%
NOTE
The MGT MISCOMP function is not
valid for software version 1237.08.
MGT MISCOMP Difference > 20C
Q MISCOMP Difference > 4% and
at least one of the Q values is
greater than 3%
10 DEC 2015 Rev. 2 1-65
BHT-407-MD-2

ALTERNATE SOURCE UNAVAILABLE

PRIMARY FAILED, ALTERNATE IN USE

PRIMARY Q FAILED, ALTERNATE IN USE

PRIMARY MGT FAILED, ALTERNATE IN USE
PRIMARY NG FAILED, ALTERNATE IN USE
PRIMARY NR FAILED, ALTERNATE IN USE

407gc_MM_95_0141

Figure 1-27. PSI Engine Data Source Annunciation and Miscompare Monitoring

1-66 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


1-12-A-2. PSI ENGINE TORQUE (Q) DATA
INP UTS A ND EX CE E DA NC E
MONITORING
The engine torque (Q) indication on the power
parameter digital readout of the Power
Situation Indicator (PSI) (Figure 1-25) displays
Q in percent.
The engine torquemeter pressure sensing
port outputs a specific oil pressure for a
specific engine torque. This oil pressure is
fed to two separate torque transducers. The
primary Q data source for the PSI is provided
from the Bell Helicopter Textron (BHT)
airframe mounted torque transducer and the
alternate data source is provided from the
Rolls-Royce engine mounted torque
transducer.
The primary Q data source input signal from
the airframe mounted torque transducer is
initially provided to the engine signal
conditioner (GSC 46), and then to the airframe
and engine system processor (GEA 71H). The
Q signal is then fed to integrated avionics
units No. 1 and No. 2 (GIA 63H) through an
RS 485 data bus. The integrated avionics
units No. 1 and No. 2 (GIA 63H) then feed their
respective Primary Flight Display (PFD) and
Multi-Function Display (MFD) through a High
Speed Data Bus (HSDB) to display the PSI
indication.
NOTE
Although Bell Helicopter Textron
(BHT) and Rolls-Royce use different
torque transducers and oil pressure
values to represent 100% Q, (i.e.,
engine limit = 590 foot-pounds/
710 HP and transmission limit = 560
foot-pounds/674 HP), all Q values
displayed on the PSI reflect BHT
values. Therefore, in the event that Q
data source inputs are obtained from
the alternate Rolls-Royce engine
mounted torque transducer, a
scaling factor is automatically
Export Classification C, ECCN EAR99
BHT-407-MD-2
applied to provide BHT Q values on
the PSI.
The alternate Q data source input signal is
provided from the engine mounted torque
transducer to the FADEC ECU and then to the
integrated avionics units No. 1 and No. 2
(GIA 63H) through an RS 485 data bus. The
integrated avionics units No. 1 and No. 2
(GIA 63H) then feed their respective PFD and
MFD through an HSDB.
NOTE
Any torque exceedance value that is
recorded represents the straight
torque seen by both the engine
gearbox and the main transmission.
In the event of a recorded torque
exceedance, reference to both the
BHT-407-MM and Rolls Royce
250-C47B Operation and
Maintenance Manual is required to
ensure appropriate inspections are
carried out.
NOTE
As mentioned previously, and
although BHT and Rolls-Royce use
different torque transducers and oil
pressure values to represent 100%
Q, all Q exceedances recorded on the
display units reflect BHT values.
Exceedance values recorded by the
FADEC ECU represents Rolls-Royce
values. To convert from Bell
recorded % torque to FADEC ECU %
torque, divide Bell % torque by
1.0535. To convert FADEC ECU %
torque to foot-pounds, multiply
FADEC ECU % torque by 5.9. To
convert FADEC ECU % torque to Bell
% torque, multiply FADEC ECU %
torque by 1.0535.
The 100% maximum PSI torque indication
represents 674 horsepower at the engine
output shaft. This output is divided on the
helicopter between the tail rotor drive system
16 JUN 2014 Rev. 1 1-67
BHT-407-MD-2

and the main rotor drive system. This division
of horsepower is done automatically in flight,
depending on the power requirements of the
different drivetrain systems. The
674 horsepower limit is the maximum allowed
in the total drivetrain system.
The 93.5% PSI torque indication represents
630 horsepower. This is the maximum limit
allowed on a continuous basis on the engine
gearbox. The 5-minute limit between 93.5%
(630 horsepower) and 100% (674 horsepower)
represents a 5-minute limit on the engine
gearbox in this range of power. The torque
recorded by the display unit is the torque
at the engine gearbox. Therefore,
630 horsepower at the indicator represents
630 horsepower at the engine gearbox.
(i.e., alternate data in the event ECU
ARINC 429 primary data fails). A summary of
the exceedances shall be displayed on the
MFD upon subsequent power-up as long as
exceedance data remains in the NVM (i.e.,
unless exceedance data is erased by
authorized maintenance personnel, a
summary of the exceedances is displayed
upon subsequent power-up to indicate that
maintenance action is required). For each
exceedance event, the following parameters
shall be recorded in NVM by the display unit
and the FADEC ECU:
Peak value
Duration
Time

Q exceedance recording (Table 1-2) is based Date

on data from either FADEC ECU ARINC 429
data (primary data) or local analog input data

Table 1-2. Engine Torque Exceedance Monitoring

TORQUE% INDICATION EXCEEDANCE

93.6 to 100% PSI indications shown in yellow and Not recorded.

5-minute takeoff counter activated.

100.1 to 105.3% PSI indications shown in red. Not recorded.

Impending exceedance audio alert
tone activated. 1

105.4 to 110% PSI indications shown in red. Recorded after 10 seconds.

Impending exceedance audio alert Q EXCEED CAS message
tone activated. 1 displayed and Q exceedance
recorded in display unit and
FADEC ECU.

Above 110.1% PSI indications shown in red. Recorded immediately.

Impending exceedance audio alert Q EXCEED CAS message
tone activated. 1 displayed and Q exceedance
recorded in display unit and
FADEC ECU.

NOTE:

1 The alert tone shall not be reactivated until Q 93.5% for Q triggered event.

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1-12-A-2-A. Engine Torque Indication 1-12-A-2-B. Engine Torque Indication

System Transducer System Relationship
Description Between Torque Indicator and
FADEC System
The engine torque pressure transducer (1B7)
is mounted in the transmission compartment
on the left side of the forward firewall. The Although the torque indicator and the FADEC
transducer has a pressure diaphragm and a system both are driven by the engine oil
strain gauge bridge. pressure from the engine torquemeter
sensing port on the engine gearbox, the
The strain gauge circuit of the airframe interpretation of what represents 100% is
transducer receives an excitation voltage of different between the torque indicator and the
10 VDC from the airframe and engine system FADEC. When evaluating an engine
processor (GEA 71H). The oil pressure output overtorque situation (Rolls-Royce
supplied by the engine torquemeter pressure Maintenance Manual), the following
sensing port changes the strain gauge bridge
information is valuable in relating the torque
in the airframe mounted engine torque
indication system to the relevant engine
transducer. This in turn changes the signal
sent to the engine signal conditioner values. The relationship between the torque
(GSC 46). The torque indicator displays a indicator system and the FADEC system is
percentage of torque corresponding to the shown in Table 1-3. For additional information
input signal. The relationship of the oil and conversion formulas, refer to Recorded
pressure to the indicated torque is a straight Exceedances/Conversion Factors in
line relationship. Chapter 76.

Table 1-3. Relationship Between Engine Torque Indication and FADEC System

TORQUE FADEC TORQUE HORSEPOWER FOOT-POUNDS ENGINE OIL

INDICATOR (%) (%) (HP) PRESSURE (PSI)

113.75 107.88 766 637 103.9

105.35 100.00 710 590 96.3

100.00 94.92 674 560 91.4

93.57 88.73 630 524 85.5

1-12-A-3. PSI MEASURED GAS
TE M P E R A T U R E ( M G T ) D A TA
INP UTS A ND E XC EE D AN CE
MONITORING
The engine Measured Gas Temperature (MGT)
indication on the power parameter digital
readout of the Power Situation Indicator (PSI)
(Figure 1-25) displays MGT in degrees C.
An MGT thermocouple is mounted on the
engine turbine section and provides two
separate signals. One signal is provided to
the FADEC ECU and is used as the primary
MGT data source. The second signal is
provided to the airframe and engine system
processor (GEA 71H) and is used as the
alternate data source.
The primary MGT data source input signal is
provided from the FADEC ECU to both
integrated avionics units No. 1 and No. 2
(GIA 63H) through an ARINC 429 data bus.
The integrated avionics units No. 1 and No. 2
(GIA 63H) then feed their respective PFD and

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MFD through a High Speed Data Bus (HSDB)
to display the PSI indication.
The alternate MGT data source input signal is
provided from the airframe and engine system
processor (GEA 71H) to the integrated
avionics units No. 1 and No. 2 (GIA 63H)
through an RS 485 data bus. The integrated
avionics units No. 1 and No. 2 (GIA 63H) then
feed their respective PFD and MFD through an
HSDB.
MGT exceedance recording is provided for
operations in start mode (Table 1-4) as well as
normal engine operation (Table 1-5). The
exceedance recording is based on data from
either the FADEC ECU ARINC 429 data
(primary data) or from local analog input data
(i.e., alternate data in the event ECU
ARINC 429 primary data fails). A summary of
the exceedances shall be displayed on the
MFD upon subsequent power-up as long as
exceedance data remains in the NVM (i.e.,
unless exceedance data is erased by
authorized maintenance personnel, a
summary of the exceedances is displayed
upon subsequent power-up to indicate that
maintenance action is required). For each
exceedance event, the following parameters
shall be recorded in NVM by the display unit
and the FADEC ECU:
Peak value
Duration
Time
Date

Table 1-4. MGT Exceedance Monitoring During Start

MGTC INDICATION
843 to 926C PSI provides a red triangle on the power
indication section red arc to indicate the
927C MGT start limit. If MGT exceeds
843C for more than 10 seconds, the red
triangle is then displayed to indicate the
843C scale position.
926.1 to 927.9C PSI indications shown in red. PSI
provides a red triangle on the power
indication section red arc to indicate the
927C MGT start limit.
Above 928C PSI indications shown in red. PSI
provides a red triangle on the power
indication section red arc to indicate the
927C MGT start limit.
EXCEEDANCE
Recorded after 10 seconds.
MGT EXCEED CAS
message displayed and MGT
exceedance recorded in
display unit and FADEC
ECU.
Recorded after 1 second.
MGT EXCEED CAS
message displayed and MGT
exceedance recorded in
display unit and FADEC
ECU.
Recorded immediately.
MGT EXCEED CAS
message displayed and MGT
exceedance recorded in
display unit and FADEC
ECU.

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 BHT-407-MD-2

Table 1-5. MGT Exceedance Monitoring During Normal Operation

MGTC INDICATION EXCEEDANCE
727.1 to 779C PSI indications shown in yellow and Recorded after 5 minutes.
5-minute takeoff counter activated. MGT EXCEED CAS message
displayed and MGT
exceedance recorded in
display unit and FADEC ECU.
779.1 to 905C PSI indications shown in red. Recorded after 12 seconds.
Impending exceedance audio alert tone MGT EXCEED CAS message
activated. 1 displayed and MGT
exceedance recorded in
display unit and FADEC ECU.
Above 905C PSI indications shown in red. Recorded immediately.
Impending exceedance audio alert tone MGT EXCEED CAS message
activated. 1 displayed and MGT
exceedance recorded in
display unit and FADEC ECU.
NOTE:

1 The alert tone shall not be reactivated until MGT 727 C for MGT triggered event.

1-12-A-3-A. MGT Indication System displays NG speed in percentage of rated

Thermocouples Description RPM.

Four alumel-chromel thermocouples are An NG monopole speed sensor is mounted on

mounted on the engine. Each thermocouple
probe generates a DC voltage that is directly
proportional to the gas temperature that it
senses. The thermocouples and the
thermocouple harness provide an average of
the four voltages that is representative of the
turbine outlet temperature of the gases as
they go out of the gas producer turbine of the
engine.
The MGT indication of the indicator is in direct
relation to the input signal from the
thermocouples.
1-12-A-4. PSI GAS PRODUCER (NG)
DATA INPUTS AND EXCEEDANCE
MONITORING
The engine gas producer (NG) indication on
the power parameter digital readout of the
Power Situation Indicator (PSI) (Figure 1-25)
the engine gearbox and provides two
separate signals to the FADEC ECU. Signal
No. 2 is used as the primary NG data source
input and signal No. 1 is used as the alternate
data source input. The primary NG signal is
passed through the FADEC ECU, even when
the ECU is not powered.
The two NG signals from the monopole speed
sensor are provided from the FADEC ECU
through two separate paths.
The primary NG data source input signal is
provided from the FADEC ECU to both
integrated avionics units No. 1 and No. 2
(GIA 63H) through an ARINC 429 data bus.
The integrated avionics units No. 1 and No. 2
(GIA 63H) then feed their respective Primary
Flight Display (PFD) and Multi-Function
Display (MFD) through a high speed data bus
(HSDB) to display the PSI indication.

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The alternate NG data source input signal is
provided from the FADEC ECU to the engine
signal conditioner (GSC 46), which then
provides the signal to the airframe and engine
system processor (GEA 71H). The NG signal
is then fed to integrated avionics units No. 1
and No. 2 (GIA 63H) through an RS 485 data
bus. The integrated avionics units No. 1 and
No. 2 (GIA 63H) then feed their respective PFD
and MFD through a high speed data bus
(HSDB).
An NG OAT LIMIT Crew Alerting System
(CAS) advisory message displays if the
engine is NG limited due to OAT. Pulling
additional power with the message displayed
causes the rotor to droop. Power and/or
altitude should be reduced.
data (i.e., alternate data in the event ECU
ARINC 429 primary data fails). A summary of
the exceedances shall be displayed on the
MFD upon subsequent power-up as long as
exceedance data remains in the NVM (i.e.,
unless exceedance data is erased by
authorized maintenance personnel, a
summary of the exceedances is displayed
upon subsequent power-up to indicate that
maintenance action is required).
For each exceedance event, the following
parameters shall be recorded in NVM by the
display unit and the FADEC ECU:
Peak value
Duration

NG exceedance recording (Table 1-6) is based Time

on data from either FADEC ECU ARINC 429
data (primary data) or from local analog input Date

Table 1-6. Gas Producer (NG) Exceedance Monitoring

NG% INDICATION EXCEEDANCE
105.1 to 106% PSI indications shown in red. Recorded after 10 seconds.
Impending exceedance audio alert NG EXCEED CAS message
tone activated. 1 displayed and NG exceedance
recorded in display unit and
FADEC ECU.
Above 106.1% PSI indications shown in red. Recorded immediately.
Impending exceedance audio alert NG EXCEED CAS message
tone activated. 1 displayed and NG exceedance
recorded in display unit and
FADEC ECU.
NOTE:
1 The alert tone shall not be reactivated until NG 98% for NG triggered event.

In addition to the exceedance limits provided exceedance recorded immediately in the

in Table 1-6, the NG EXCEED CAS caution display unit and FADEC ECU when NG
message is also displayed and an NG exceeds the limits shown in Table 1-7.

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Table 1-7. NG Limit Versus OAT Above 10,000 Feet Pressure Altitude

GAS PRODUCER RPM (NG) LIMIT

WHEN ABOVE 10,000 FT HP

MAXIMUM NG % RPM WITH OAT IS AS FOLLOWS

OAT C -40 -39 -38 -37 -36 -35 -34 -33 -32 -31 -30

MAX NG % 99.0 99.2 99.4 99.6 99.8 100.0 100.2 100.4 100.6 100.8 101.1

1-12-A-4-A. NG Magnetic Pickup An NP monopole speed sensor is mounted on

Description
The NG speed pickup consists of a magnetic
sensor mounted in the engine gearbox near
the centrifugal breather idler gear, which is
part of the gas producer geartrain. As the
gears pass by the sensor, a change in the
magnetic field is converted into an alternating
voltage. The frequency of the alternating
voltage increases as the gear RPM increases.
The pickup has two coils that output the same
signal.
The coil between pins C and D (signal No. 2)
is used as the primary NG data source input
for the NG indication and signal No. 1 is used
as the alternate data source input. The
primary NG signal is passed through the
FADEC ECU, even when the ECU is not
powered.
The coil between pins A and B (signal No. 1)
provides the primary input for use by the
FADEC/ECU.
1-12-A-5. PSI POWER TURBINE (NP)
DATA INPUTS AND EXCEEDANCE
MONITORING
The engine power turbine (NP) indication on
the Power Situation Indicator (PSI)
(Figure 1-25) is displayed through an NP
indicator pointer. A digital readout of NP
speed is not provided.
the engine gearbox and provides two
separate signals to the FADEC ECU. One
signal is used as the primary NP data source
input and the second signal is used as the
alternate data source input. The primary NP
signal is passed through the FADEC ECU,
even when the ECU is not powered.
The two NP signals from the monopole speed
sensor are provided from the FADEC ECU
through two separate paths.
The primary NP data source input signal is
provided from the FADEC ECU to both
integrated avionics units No. 1 and No. 2
(GIA 63H) through an ARINC 429 data bus.
The integrated avionics units No. 1 and No .2
(GIA 63H) then feed their respective Primary
Flight Display (PFD) and Multi-Function
Display (MFD) through a High Speed Data Bus
(HSDB) to display the PSI indication.
The alternate NP data source input signal is
provided from the FADEC ECU to the engine
signal conditioner (GSC 46), which then
provides the signal to the airframe and engine
system processor (GEA 71H). The NG signal
is then fed to integrated avionics units No. 1
and No. 2 (GIA 63H) through an RS 485 data
bus. The integrated avionics units No. 1 and
No. 2 (GIA 63H) then feed their respective PFD
and MFD through a High Speed Data Bus
(HSDB).

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NOTE
As the NP exceedance recording
parameters shown in Table 1-8 differ
from the Rolls-Royce NP exceedance
parameters recorded by the FADEC
ECU, operators are to use the
FADEC ECU recorded values for
maintenance actions.
NP exceedance recording (Table 1-8) is based
on data from either the FADEC ECU
ARINC 429 data (primary data) or from local
analog input data (i.e., alternate data in the
event ECU ARINC 429 primary data fails). A
summary of the exceedances shall be
displayed on the MFD upon subsequent
Table 1-8. Power Turbine (NP) Exceedance Monitoring
NP % INDICATION
102.1 to 107.3% PSI indications shown in red.
Above 107.3% PSI indications shown in red.
1-12-A-5-A. NP Speed Pickup Description
The NP speed pickup is a magnetic sensor
mounted in the engine gearbox near the
power turbine shaft spanner nut. As the slots
in the nut pass by the sensor, a change in the
magnetic field is converted into alternating
voltage. The frequency of the alternating
voltage increases as the RPM of the nut
increases.
1-74 Rev. 1 16 JUN 2014
power-up as long as exceedance data
remains in the NVM (i.e., unless exceedance
data is erased by authorized maintenance
personnel, a summary of the exceedances is
displayed upon subsequent power-up to
indicate that maintenance action is required).
For each exceedance event, the following
parameters shall be recorded in NVM by the
display unit and the FADEC ECU:
Peak value
Duration
Time
Date
EXCEEDANCE
Recorded after 15
seconds.
NP EXCEED CAS
message displayed and NP
exceedance recorded in
display unit and FADEC
ECU.
Recorded immediately.
NP EXCEED CAS
message displayed and NP
exceedance recorded in
display unit and FADEC
ECU.
The pickup has two coils that each provide a
separate output signal. The coil between
pins C and D (signal No. 2) is used as the
primary NP data source input for the NP
indication and signal No. 1 is used as the
alternate data source input. The primary NP
signal is passed through the FADEC ECU,
even when the ECU is not powered.
Export Classification C, ECCN EAR99

The coil between pins A and B (signal No. 1)
provides the primary input for use by the
FADEC/ECU.
1-12-A-6. PSI MAIN ROTOR (NR) DATA
INP UTS A ND EX CE E DA NC E
MONITORING
The main rotor (NR) indication is provided
within the dual tachometer section of the
Power Situation Indicator (PSI) (Figure 1-25).
The NR digital readout displays NR speed in
percentage of rated RPM.
An NR monopole speed sensor is mounted on
the main transmission and provides two
separate signals. One signal is provided to
the FADEC ECU and is used as the primary NR
data source. The second signal is provided to
the engine signal conditioner (GSC 46) and is
used as the alternate data source.
The primary NR data source input signal is
provided from the FADEC ECU to both
integrated avionics units No. 1 and No. 2
(GIA 63H) through an ARINC 429 data bus.
The integrated avionics units No. 1 and No. 2
(GIA 63H) then feed their respective Primary
Flight Display (PFD) and Multi-Function
Display (MFD) through a High Speed Data Bus
(HSDB) to display the PSI indication.
The alternate NR data source input signal is
provided from the engine signal conditioner
(GSC 46) to the airframe and engine system
processor (GEA 71H). The NR signal is then
fed to integrated avionics units No. 1 and
No. 2 (GIA 63H) through an RS 485 data bus.
The integrated avionics units No. 1 and No. 2
(GIA 63H) then feed their respective PFD and
MFD through an HSDB.
In regards to exceedance monitoring, NR
exceedances are not recorded by the display
units.
1-12-A-6-A. NR Monopole Sensor
Description
The NR speed pickup is a magnetic sensor
mounted on the transmission lower case. As
Export Classification C, ECCN EAR99
BHT-407-MD-2
the gear teeth of the spiral bevel gear pass by
the sensor, the change in the magnetic field is
converted into alternating voltage. The
frequency of the alternating voltage increases
as the gear RPM increases.
The pickup has three coils that output the
same signal. The coil between pins 1 and 2
provides the alternate data source input for
the NR indication. The coil between pins 3
and 4 provides the primary input to the
FADEC/ECU. The coil between pins 5 and 6 is
not used.
The NR indication is in proportion to the
frequency input from the NR monopole
sensor.
1-12-A-7. EIS ENGINE OIL PRESSURE
AND TEMPERATURE INDICATION
The engine oil pressure and temperature
indications (Figure 1-28) are displayed
through the Engine Indicating System (EIS)
strip of the Multi-Function Display (MFD) in
normal mode.
The engine oil pressure and temperature
indication is displayed using vertical scales
with an accompanying digital readout.
Engine oil pressure is displayed on the left
side in PSI and engine oil temperature is
displayed on the right side in degrees Celsius
(C).
Each vertical scale is indicated by a white,
un-filled rectangle. A pointer bar within the
vertical scale extends from the base of the
vertical scale to the parameter value
indication. The pointer bar is topped with a
trapezoidal pointer such that the flat top of the
trapezoid indicates the parameter value. The
pointer bar is shown in a single color (red,
yellow, green, or gray) based on the
parameter indication in relation to the
specified operating limitations. When pegged
at the bottom of the scale, the trapezoid
pointer remains visible. The pointer bar is
suppressed when the parameter data is
missing or invalid.
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BHT-407-MD-2

DIGITAL
READOUT

MFD EIS STRIP MFD OR PFD IN

INDICATION REVERSIONARY
MODE

TRANSIENT
REFERENCE VERTICAL
TRIANGLE SCALE

HORIZONTAL
REFERENCE
LINES

POINTER
BAR
DIGITAL
READOUT

407gc_MM_95_0149

Figure 1-28. EIS Engine Oil Pressure and Temperature Indication

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 BHT-407-MD-2

Thin horizontal reference lines are also
provided and also coincide with the
limitations for the parameter. During normal
operation, the pointer bar is within the range
of the horizontal reference lines.
A digital readout is also provided at the
bottom of each vertical scale. The color of the
digital readout matches the color of the
pointer bar. For example, when a parameter is
in the green portion of the scale, the pointer
bar and digital readout are both shown in
green.
The engine oil temperature and pressure
indications are also displayed as a digital
readout on the EIS display of the MFD or
Primary Flight Display (PFD) in reversionary
mode.
The engine oil pressure signal is provided by
a transducer mounted on the forward engine
firewall. The engine oil temperature input
signal is provided by a thermobulb installed
on the engine oil tank. These signals are sent
to the airframe and engine system processor
(GEA 71H), which provides the information to
both integrated avionics units (GIA 63H) and
then to the MFD and PFD.
1-12-A-7-A. Engine Oil Pressure and
Temperature Indication System
Range Markings
The range marking for the engine oil pressure
indication is shown in Table 1-9. The range
marking for the engine oil temperature is
shown in Table 1-10.

Table 1-9. Engine Oil Pressure PSI Indication Range Marking

MARKING RANGE (PSI) DEFINITION

Red 50 Minimum

Yellow 50 to 90 Operation below 79% NG

RPM

Green 90 to 115 Continuous Operation, NG

RPM between 79 and 94%

Green 115 to 130 Continuous Operation NG

RPM greater than 94%

Red 130 Maximum

Red Triangle 200 Maximum Cold Start

Table 1-10. Engine Oil Temperature C Indication Range Marking

MARKING RANGE (C) DEFINITION

Yellow Less than 0C

Green 0 to 107 Continuous Operation

Red 107 Maximum

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BHT-407-MD-2
1-12-A-7-B. Engine Oil Pressure Transducer
Description
The engine oil pressure transducer (1G5) is
mounted in the transmission compartment on
the right side of the forward firewall. The
transducer has a pressure diaphragm and a
strain gauge bridge.
The strain gauge circuit of the engine oil
pressure transducer (1G5) receives an
excitation voltage of 5 VDC from the airframe
and engine system processor (GEA 71H). The
engine oil pressure port on the engine
gearbox outputs a specific oil pressure that
changes the strain gauge bridge in the
transducer. This in turn changes the signal
sent to the airframe and engine system
processor (GEA 71H).
The engine oil pressure indicator shows the
oil pressure in PSI in relation to the input
signal from the transducer.
1-12-A-8. EIS TRANSMISSION OIL
PRESSURE AND TEMPERATURE
INDICATION
The transmission oil pressure and
temperature indications (Figure 1-29) are
displayed through the Engine Indicating
System (EIS) strip of the Multi-Function
Display (MFD) in normal mode.
The transmission oil pressure and
temperature indication is displayed using
vertical scales with an accompanying digital
readout.
Transmission oil pressure is displayed on the
left side in PSI and engine oil temperature is
displayed on the right side in degrees Celsius
(C).
Each vertical scale is indicated by a white,
un-filled rectangle. A pointer bar within the
1-78 Rev. 1 16 JUN 2014
vertical scale extends from the base of the
vertical scale to the parameter value
indication. The pointer bar is topped with a
trapezoidal pointer such that the flat top of the
trapezoid indicates the parameter value. The
pointer bar is shown in a single color (red,
yellow, green, or gray) based on the
parameter indication in relation to the
specified operating limitations. When pegged
at the bottom of the scale, the trapezoid
pointer remains visible. The pointer bar is
suppressed when the parameter data is
missing or invalid.
Thin horizontal reference lines are also
provided and also coincide with the
limitations for the parameter. During normal
operation, the pointer bar is within the range
of the horizontal reference lines.
A digital readout is also provided at the
bottom of each vertical scale. The color of the
digital readout matches the color of the
pointer bar. For example, when a parameter
is in the green portion of the scale, the pointer
bar and digital readout are both shown in
green.
The transmission oil temperature and
pressure indications are also displayed as a
digital readout on the EIS display of the MFD
or Primary Flight Display (PFD) in
reversionary mode.
The transmission oil pressure signal is
provided by a transducer mounted on the
transmission oil manifold. The engine oil
temperature input signal is provided by a
thermobulb installed on the transmission
filter manifold. These signals are sent to the
airframe and engine system processor
(GEA 71H), which provides the information to
both integrated avionics units (GIA 63H) and
then to the MFD and PFD.
Export Classification C, ECCN EAR99
 BHT-407-MD-2

DIGITAL
READOUT

MFD EIS STRIP MFD OR PFD IN

INDICATION REVERSIONARY
MODE

VERTICAL
SCALE

HORIZONTAL
REFERENCE
LINES

POINTER
BAR
DIGITAL
READOUT

407gc_MM_95_0154

Figure 1-29. EIS Transmission Oil Pressure and Temperature Indication

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1-12-A-8-A. EIS Transmission Oil The strain gauge circuit of the transmission
Pressure and Temperature oil pressure transducer (1G6) receives an
Indication System Range excitation voltage of 10 VDC from the airframe
Markings and engine system processor (GEA 71H). The
transmission oil pressure port on the
The range marking for the transmission oil transmission oil manifold provides a specific
pressure scale is shown in Table 1-11. The oil pressure output that changes the strain
range marking for the transmission oil gauge bridge in the transducer. This in turn
temperature scale is shown in Table 1-12. changes the signal sent to the airframe and
engine system processor (GEA 71H).

Table 1-11. Transmission Oil Pressure PSI The transmission oil pressure indicator
Indication Range Marking shows the oil pressure in PSI in relation to the
input signal from the transducer.
MARKING RANGE (PSI) DEFINITION
1-12-A-8-C. Transmission Oil Temperature
Red 30 Minimum
Indication System Operation
Yellow 30 to 40 Idle
Operation The transmission oil temperature bulb (1RT2)
only is installed on the transmission oil filter
manifold. The oil temperature bulb is in
Green 40 to 70 Continuous
contact with the oil of the transmission.
Operation
Red 70 Maximum The resistive type temperature bulb (1RT2)
provides a specific resistance value to the
airframe and engine system processor
Table 1-12. Transmission Oil Temperature C (GEA 71H). As the temperature of the oil in the
Indication Range Marking transmission filter manifold changes, the
resistance of the temperature bulb changes.
MARKING RANGE (C) DEFINITION The transmission oil temperature indicator
shows the temperature in relation with the
Yellow Less than resistance value of the temperature bulb.
15C
Green 15 to 110 Continuous 1-12-A-9. EIS AMPERAGE INDICATION
Operation
The amperage indication (Figure 1-30) is
Red 110 Maximum provided through the Engine Indicating
System (EIS) strip and displayed on the
Multi-Function Display (MFD) in normal mode.

1-12-A-8-B. Transmission Oil Pressure The amperage indication is displayed as a

Indication System Operation
The transmission oil pressure transducer
(1G6) is mounted on the transmission oil
manifold. The manifold is on the transmission
deck under the main driveshaft. The
transducer has a pressure diaphragm and a
strain gauge bridge.
digital readout. The digital readout is shown
in green when the indication is within the
allowable operating limitations. When the
digital readout is outside of the operating
limitations, it is displayed as white numbers
on a red background. The digital readout is
suppressed when the parameter data is
missing or invalid.

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 BHT-407-MD-2

DIGITAL
READOUT

MFD EIS STRIP MFD OR PFD IN

INDICATION REVERSIONARY
MODE

DIGITAL
READOUT

407gc_MM_95_0162

Figure 1-30. EIS Amperage and Voltage Indications

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-81

BHT-407-MD-2
The amperage input signal is provided from
the 28 VDC shunt (2R1), which is installed in
line with the output of the generator (2MG1).
The load current is measured across the
shunt resistor. The signal is sent from the
shunt to the airframe and engine system
processor (GEA 71H), which then provides
the information to both integrated avionics
units (GIA 63H) and then to the MFD and the
Primary Flight Display (PFD). The airframe
and engine processor (GEA 71H) is protected
against a current overload from the input
signal by two circuit breakers. The circuit
breakers are installed in line with the two
wires from the shunt resistor.
The amperage indication is also displayed as
a digital readout on the EIS display of the MFD
or PFD in reversionary mode.
1-12-A-9-A. Shunt Resistor Description
The shunt resistor has a very low resistance.
It is connected in series between the output of
the starter-generator and the helicopter
28 VDC bus. The voltage drop across the
shunt is calibrated so that it gives a specific
millivolt drop for a given current flow. The
voltage supplied to the ammeter is designed
to indicate a specific amperage based on the
difference between the HI input from the
shunt and the LO input. Circuit breakers are
installed on both outputs from the shunt to
Table 1-13. Voltage Indication Range Marking
MARKING RANGE (PSI)
Yellow 22
Green 22 to 32
Red 32
1-82 Rev. 1 16 JUN 2014
the airframe and engine system processor
(GEA 71H) for its protection.
1-12-A-10. EIS VOLTAGE INDICATION
The voltage indication (Figure 1-30) is
provided through the Engine Indicating
System (EIS) strip and displayed on the
Multi-Function Display (MFD) in normal mode.
The voltage indication is displayed as a digital
readout. The digital readout is shown in green
when the indication is within the allowable
operating limitations. When the digital
readout is outside of the normal operating
limitations, it is displayed as white numbers
on a red background or as black numbers on
a yellow background (Table 1-13). The digital
readout is suppressed when the parameter
data is missing or invalid.
The voltage input signal is provided from the
28 VDC bus through the GEA (7320CB1)
circuit breaker. The voltage signal is sent from
the circuit breaker to the airframe and engine
system processor (GEA 71H), which then
provides the information to both integrated
avionics units (GIA 63H) and then to the MFD
and the Primary Flight Display (PFD).
The voltage indication is also displayed as a
digital readout on the EIS display of the MFD
or PFD in reversionary mode.
DEFINITION
Less than 22 VDC
Continuous Operation
Greater than 32 VDC
Export Classification C, ECCN EAR99

1-12-A-11. EIS FUEL QUANTITY
INDICATION
The fuel quantity indication (Figure 1-31) is
displayed through the Engine Indicating
System (EIS) strip of the Multi-Function
Display (MFD) in normal mode.
The fuel quantity indication is displayed using
a vertical scale with an accompanying digital
readout. The digital indication provides the
usable fuel weight in pounds.
The vertical scale is indicated by a cyan,
un-filled rectangle. A varying height indicator
bar within the vertical scale extends from the
base of the vertical scale to the fuel quantity
value indication. The flat top of the indicator
bar indicates the fuel quantity value. The
indicator bar is shown in a single color (cyan
or yellow) based on the fuel quantity
indication. During low fuel conditions
(100 10 pounds or less), the indicator bar is
shown in yellow.
Thin horizontal reference lines are also
provided for half tank and full tank reference
points.
The digital readout associated with the fuel
quantity is displayed above the vertical bar as
a cyan digital readout in a white, un-filled
rectangular field, except when in the yellow
low fuel range. During low fuel conditions
(100 10 pounds or less), the readout is
displayed as black digits within a yellow filled
rectangle. When the FUEL QTY FWD TANK
button is pressed, the term FWD is displayed
in white, in place of the standard TOTAL label,
which is displayed in cyan.
When the Auxiliary Fuel Kit (407-706-011) is
not installed, the scaling of the vertical bar is
869 pounds for full scale JP-5/JP-8 fuel and
831 pounds for JP-4 fuel. When the Auxiliary
Fuel Kit is installed, the scaling of the vertical
Export Classification C, ECCN EAR99
BHT-407-MD-2
bar is 955 pounds for full scale for JP-4 fuel
and 999 pounds for JP-5/JP-8 fuel.
If the fuel quantity data is either missing or
invalid, then the display of the indicator bar is
suppressed, a red X appears across the bar
scale and the associated digital readout.
The fuel quantity indication is also displayed
as a digital readout on the EIS display of the
MFD or Primary Flight Display (PFD) in
reversionary mode.
The fuel quantity indication, is provided from
the Fuel Quantity Gauging System (FQGS),
which measures the quantity of fuel in the two
main fuel tanks (Figure 1-31). The FQGS also
accounts for the quantity of fuel in the
auxiliary fuel tank when it is installed.
The fuel quantity is measured by three
capacitance type probes in the fuel tanks. The
signals from the probes are used by the fuel
signal conditioner (1Z2) to calculate the fuel
quantity. The signal conditioner provides a
signal to the airframe and engine system
processor (GEA 71H), which provides the
information to both integrated avionics units
(GIA 63H) and then to the MFD and PFD. There
is no additional probe installed in the auxiliary
fuel tank. On installation of the auxiliary fuel
tank in the helicopter, a microswitch is
engaged, which tells the signal conditioner to
use a different set of values to calculate the
fuel quantity.
The fuel quantity indication is in relation to
the input signal from the signal conditioner.
1-12-A-12. EIS FUEL PRESSURE
INDICATION
The fuel pressure indication (Figure 1-31) is
displayed through the Engine Indicating
System (EIS) strip on the Multi-Function
Display (MFD) in normal mode.
10 DEC 2015 Rev. 2 1-83
BHT-407-MD-2

DIGITAL
READOUT

MFD EIS STRIP MFD OR PFD IN

INDICATION REVERSIONARY
MODE

DIGITAL
VERTICAL READOUT
BAR

INDICATOR
BAR

407gc_MM_95_0157

Figure 1-31. EIS Fuel Indications Description

1-84 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


The fuel pressure indication is displayed as a
digital readout. The digital readout is shown
in green when the indication is within the
allowable operating limitations. When the
digital readout is outside of the normal
operating limitations, it is displayed as white
numbers on a red background pressed when
the parameter data is missing or invalid.
The fuel pressure indication is also displayed
as a digital readout on the EIS display of the
MFD or Primary Flight Display (PFD) in
reversionary mode.
The fuel pressure indication displays the
pressure output from the two aft fuel boost
pumps located in the main fuel cell in Pounds
per Square Inch (PSI). The fuel pressure input
signal is provided by a fuel pressure
transducer (1B6) mounted on the inlet side of
the fuel shutoff valve. The signal from the
transducer is sent to the airframe and engine
system processor (GEA 71H), which then
provides the information to both integrated
avionics units (GIA 63H) and then to the MFD
and the PFD.
The fuel pressure indicator shows the fuel
pressure in PSI in relation to the input signal
from the transducer.
1-12-A-12-A. Fuel Pressure Indication
Range Markings
The range marking on the PSI scale is shown
in Table 1-14.
Table 1-14. Fuel Pressure PSI Indication
Range Marking
MARKING RANGE (PSI) DEFINITION
Red 8 Minimum
Green 8 to 25 Continuous
Operation
Red 25 Maximum
Export Classification C, ECCN EAR99
BHT-407-MD-2
1-12-A-12-B. Fuel Pressure Transducer
Description
The fuel pressure transducer (1B6) is
mounted along with the fuel shutoff valve in a
compartment on the right side of the aft
electrical equipment shelf. The transducer is
mounted on a fitting in the pressure line
between the aft fuel boost pumps and the fuel
shutoff valve. The transducer has a pressure
diaphragm and a strain gauge bridge.
Either one of the two aft fuel boost pumps
gives fuel pressure output through a common
fuel pressure line to the fuel shutoff valve.
The fuel pressure transducer is mounted on
the pressure line before the shutoff valve.
The strain gauge circuit of the fuel pressure
transducer receives an excitation voltage of
10 VDC from the airframe and engine system
processor (GEA 71H). One or both of the aft
fuel boost pumps gives a specific fuel
pressure output, which changes the strain
gauge bridge in the transducer. This changes
the signal sent to the airframe and engine
system processor (GEA 71H), which provides
the information to both integrated avionics
units (GIA 63H).
1-12-A-13. EIS FUEL FLOW INDICATION
The fuel flow indication (Figure 1-31) is
displayed through the Engine Indicating
System (EIS) strip on the Multi-Function
Display (MFD) in normal mode.
The fuel flow indication is displayed in
Pounds Per Hour (PPH) using a digital
readout. The resolution of the readout is
displayed in 10 PPH increments.
The fuel flow indication is also displayed as a
digital readout on the EIS display of the MFD
or Primary Flight Display (PFD) in
reversionary mode.
The fuel flow signal is provided from the Wf
Actual output of the FADEC ECU (1A50)
through the ARINC 429 databus to both
integrated avionics units (GIA 63H) and then
16 JUN 2014 Rev. 1 1-85
BHT-407-MD-2
to the MFD and PFD. The Wf Actual
calculation within the FADEC ECU is directly
related to the position of the fuel flow
metering valve within the Hydromechanical
Unit (HMU).
1-12-A-14. HOVER PERFORMANCE SECTION
The Hover Performance Indicator (HPI) is
displayed through the Engine Indicating
System (EIS) strip on the Multi-Function
Display (MFD) by pressing the HOV-PWR
softkey (Figure 1-26).
1-12-A-14-A. Hover Performance Power
Check
The hover performance power check displays
the power required to perform an OGE (Out of
Ground Effect) or IGE (In Ground Effect)
hover.
The hover performance power check can be
used in real time or during preflight planning.
Pressing the HOV-P (Hover Prediction Mode)
softkey allows the pilot to edit the hover
performance parameters for preflight
planning purposes. The Hover Power
Indicator (HPI) and editable parameters are
displayed in cyan, and the HOV PRED
annunciation is displayed in yellow.
If limit conditions are not satisfied, the
respective parameters are displayed in
yellow, the CHK LIMIT annunciation is
displayed, and the hover performance
calculation is not performed.
If wind conditions are not within the required
range while performing a real time hover
performance power check, a yellow CHK
WIND annunciation is displayed above the
power situation indicator.
If wind conditions are not within the required
range while in hover prediction mode, a
yellow CHK WIND annunciation is displayed
above the hover performance parameters.
1-86 Rev. 2 10 DEC 2015
1-12-B. CREW ALERTING SYSTEM (CAS)
NOTE
For operational information on the
Garmin G1000H flight instrument
system, refer to the following
documents:
For software version 1237.04, Garmin
G1000H Integrated Flight Deck Pilots
Guide (190-01255-00) and Garmin
G1000H Integrated Flight Deck Cockpit
Reference Guide (190-01254-00).
For software version 1237.08 and
1237.09, Garmin G1000H Integrated
Flight Deck Pilots Guide (190-01255-01)
and Garmin G1000H Integrated Flight
Deck Cockpit Reference Guide
(190-01254-01).
For software version 1237.10, Garmin
G1000H Integrated Flight Deck Pilots
Guide (190-01255-02) and Garmin
G1000H Integrated Flight Deck Cockpit
Reference Guide (190-01254-02).
The Garmin G1000H Integrated Flight
Deck Pilots Guide provides detailed
system and operational information
while the Garmin G1000H Integrated
Flight Deck Cockpit Reference
Guide for the Bell 407GX provides
higher level quick-reference data.
Visual indications are provided through the
Primary Flight Display (PFD) (Figure 1-11) in
normal mode while associated audio alerts
(paragraph 1-12-B-1) are provided through the
Garmin G1000H Integrated Avionics System
(IAS) through the audio panel (GMA 350H) and
crew headsets. The airframe system CAS
messages and activation conditions are listed
in Figure 1-33. For additional information on
the CAS messages, airframe discrete inputs,
and audio alerts, refer to Figure 1-8.
The CAS system includes the following:
CAS window on the PFD
Export Classification C, ECCN EAR99

Instrument panel mounted Master
Warning/Caution Pushbutton
Annunciator (PBA) and RPM
Warning/Mute PBA
Audio alerts
When CAS messages are generated, a CAS
window containing messages appears to the
right of the vertical speed indicator on the
Primary Flight Display (PFD) (Figure 1-32). Up
to 12 messages can be displayed in this
window. When more than 12 messages
accumulate, the CAS softkey becomes
available. Pressing the CAS softkey displays
softkeys for scrolling up and down through
the messages in the PFD CAS window. In
reversionary mode, the CAS softkey takes the
place of the INSET softkey.
CAS alerts are additionally displayed on the
upper left of the Engine Indicating System
(EIS) Engine page on the Multi-Function
Display (MFD) (Figure 1-32). Up to 19
messages can be shown on this page. When
more than 19 messages accumulate, the CAS
and CAS softkeys become available as
needed to permit scrolling up and down
through the messages on this page.
CAS messages are grouped by criticality
(Warning, Caution, Advisory, and Safe
Operating Advisory) and sorted by order of
appearance (most recent messages on top).
The color of the message is based on its
urgency and on the required action
(Figure 1-33).
Warning (red) Immediate crew
awareness and immediate crew action
required; accompanied by one or more
audio alert tones; and a flashing
WARNING light is illuminated above the
PFD through the Master Warning/Caution
PBA.
Caution (yellow) Immediate crew
awareness and subsequent corrective
action required; accompanied by one or
more audio alert tones; and a flashing
CAUTION light illuminated above the PFD
through the Master Warning/Caution
PBA.
Export Classification C, ECCN EAR99
BHT-407-MD-2
Advisory (white) Crew awareness
required and subsequent action may be
required.
Safe Operating Advisory (green) Crew
awareness required.
A CAS message does not appear more than
once at any given time. Warning and caution
CAS messages flash when they are
generated, and continue to flash until
acknowledged by pressing the Master
Warning/Caution PBA. If the warning or
caution trigger condition is inactive for more
than 3 seconds, the CAS message is reset.
Advisory CAS messages flash for 5 seconds
and are then automatically acknowledged.
After the acknowledgment, the message
remains displayed at the top of its respective
priority group in the CAS window until either a
newer message of the same priority appears
or the condition(s) that caused the CAS
message to display no longer exists.
NOTE
For information on system messages
specific to the Garmin G1000H
Integrated Avionics System (IAS),
refer to the Garmin G1000H
Integrated Flight Deck Pilots Guide
for the Bell 407GX (190-01255-00)
and subsequent.
For information on audio alerts associated
with the CAS messages, refer to paragraph
1-12-B-1.
1-12-B-1. AUDIO ALERT ACTIVATION AND
DESCRIPTION
NOTE
For additional information on the
Garmin G1000H Integrated Avionics
System (IAS) features that have
associated audio and voice alerts,
refer to the Garmin G1000H
Integrated Flight Deck Pilots Guide
for the Bell 407GX (190-01255-00)
and subsequent.
10 DEC 2015 Rev. 2 1-87
BHT-407-MD-2

PFD CAS
WINDOW

CAS SCROLLING CAS DISPLAY (PFD)

SOFTKEY (DISABLED UNTIL MORE
THAN 12 MESSAGES ARE DISPLAYED)

MFD ALERTS
WINDOW
CONTAINING
CAS MESSAGES

CAS SCROLLING
SOFTKEYS
(DISABLED UNTIL
MORE THAN 19
MESSAGES ARE DISPLAYED) ENGINE PAGE CAS DISPLAY (MFD)
407gc_MM_96_0051

Figure 1-32. Crew Alerting System (CAS) Messages PFD and MFD Displays

1-88 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

CAS MESSAGE ACTIVATION ACTIVATION CONDITION

BATTERY HOT GND BATTERY TEMPERATURE THERMAL SWITCH ACTIVATED (17 AMP BATTERY ACTIVATES AT 145 5F (62.7 2.8C) 28 AMP ACTIVATES AT 160 5F (71.1 2.8C)
ENGINE FIRE 28 VDC TEMPERATURE SENSORS DETECT A TEMPERATURE ABOVE 338F (170C)
ENGINE OUT GND POWER SITUATION INDICATOR (PSI) DISPLAY OF NG LESS THAN 55% OR FADEC ECU SENSES ENGINE OUT.
ENGINE OVSPD GND FADEC/ECU (1A50) SENSES NP OVERSPEED, OR NP REACHES OR EXCEEDS 102.1% FOR 2.5 SECONDS OR IMMEDIATELY WHEN NP REACHES 107.3%.
FADEC FAIL GND FADEC/ECU (1A50) SENSES AN INTERNAL FAILURE OF THE PRIMARY AND REVERSIONARY CHANNELS.
XMSN OIL PRESS GND TRANSMISSION OIL PRESSURE SWITCH (1S4) ACTIVATED (SWITCH CONTACT MADE AT 30 2 PSI DECREASING, BROKEN AT 38 PSI MAX INCREASING)
XMSN OIL TEMP GND TRANSMISSION OIL TEMP SWITCH (1S3) ACTIVATED (SWITCH WILL ACTIVATE AT 230 10F OR 110 5.6C)
AP DEGRADED LOSS OR DEGRADED OPERATION ON AN AXIS, LOSS OF AIRSPEED GAIN SCHEDULING, STUCK TRIM BEEP SWITCH
AP FAILED LOSS OF A FCC CHANNEL, AHRS DATA, LINEAR ACTUATOR, COMMUNICATION BETWEEN INVOLVED LRUS
AUTOTRIM TRIM SYSTEM NOT RESPONDING TO FCC COMMANDS
BAGGAGE DOOR GND BAGGAGE DOOR SWITCH (4S6) CONTACTS CLOSED (BAGGAGE DOOR OPEN)
BATTERY RLY GND BATTERY RELAY (2K1) IN ENERGIZED POSITION WITH BATTERY SWITCH (2S1) POSITIONED TO OFF
ENGINE CHIP GND GROUND PATH COMPLETED THROUGH ENGINE CHIP DETECTOR (ENGINE SUMP OR ENGINE SCAVENGE)
FADEC DEGRADED GND FADEC/ECU (1A50) SENSES DEGRADED PERFORMANCE
FADEC FAULT GND FADEC/ECU (1A50) SENSES CERTAIN PROTECTION FEATURES ARE NOT FUNCTIONAL
FADEC MANUAL GND FADEC AUTO/MANUAL RELAY (1K4) DE-ENERGIZED (RELAY DE-ENERGIZED IF ECU 1A50 FAILS TO MANUAL OR IF AUTO/MANUAL SWITCH (1S18) SELECTED TO MANUAL)
FLOAT ARM 28 VDC FLOAT ARM SWITCH (24S8) IN ARMED POSITION (FLOAT INFLATION SOLENOID IS ARMED)
FUEL FILTER GND AIRFRAME FUEL FILTER IMPENDING BYPASS INDICATOR SWITCH CLOSED (SWITCH CONTACT A TO B MADE AT 0.875 0.125 PSI).
FUEL LOW GND LOW LEVEL DETECTOR (1S16) CONTACTS CLOSED (THIS WILL OCCUR AT APPROXIMATELY 100 10 LBS)
FUEL VALVE GND FUEL SHUTOFF VALVE IS IN TRANSITION OR IS NOT AT ITS COMMAND POSITION.
GEN FAIL GND GENERATOR RELAY (2K3) DE-ENERGIZED (GENERATOR NOT CONNECTED TO DC BUS)
HEATER OVERTMP 28 VDC AIRCOMM BLEED AIR HEATER TEMP SENSOR ACTIVATED (SENSOR CLOSES AT 220 8F (104 4.4C), OPENS AT 200 8F (93 4.4C)
HYDRAULIC SYS GND HYDRAULIC PRESSURE SWITCH (9S1) CONTACT A TO B MADE (A TO B CONTACT BROKEN AT 750 +0/-100 PSI INCREASING, MADE AT 650 +100/-0 DECREASING)
L/FUEL BOOST GND MAIN FUEL CELL - LEFT FUEL PRESSURE SWITCH (1S22) ACTIVATED (SWITCH CONTACT MADE AT 1.5 0.5 PSI DECREASING, BROKEN AT 5 PSI MAX INCREASING)
L/FUEL XFR GND FWD. FUEL CELL - LEFT FUEL PRESSURE SWITCH (1S24) ACTIVATED (SWITCH CONTACT MADE AT 1.5 0.5 PSI DECREASING, BROKEN AT 5 PSI MAX INCREASING)
LITTER DOOR GND LITTER DOOR SWITCH (24S6) CONTACTS CLOSED (LITTER DOOR OPEN)
MGT EXCEED EXCEEDANCE PROCESSING LOGIC MGT IS IN EXCEEDANCE
NG EXCEED EXCEEDANCE PROCESSING LOGIC ENGINE NG IS IN EXCEEDANCE
NG MISCOMP MISCOMPARISON EVENT LOGIC NG PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. DIFFERENCE > 2% AND AT LEAST ONE OF THE NG VALUES IS BETWEEN 10% AND 125%
NP EXCEED EXCEEDANCE PROCESSING LOGIC ENGINE NP IS IN EXCEEDANCE
NP MISCOMP MISCOMPARISON EVENT LOGIC NP PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. DIFFERENCE > 2% AND AT LEAST ONE OF THE NP VALUES IS BETWEEN 32% AND 125%
NR MISCOMP MISCOMPARISON EVENT LOGIC NR PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. DIFFERENCE > 2% AND AT LEAST ONE OF THE NR VALUES IS BETWEEN 22% AND 125%
MGT MISCOMP MISCOMPARISON EVENT LOGIC MGT PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. DIFFERENCE > 20C (NOT VALID FOR SOFTWARE VERSION 1237.08 AND SUBSEQUENT)
PEDAL STOP GND INPUT POWER TO ADC IS UNAVAILABLE OR INSUFFICIENT, INCORRECT SOLENOID POSITION, LOSS OF ADC INPUTS OR TEST FAILURE.
Q EXCEED EXCEEDANCE PROCESSING LOGIC ENGINE TORQUE IS IN EXCEEDANCE
Q MISCOMP MISCOMPARISON EVENT LOGIC Q PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. DIFFERENCE > 4% AND AT LEAST ONE OF THE Q VALUES IS GREATER THAN 3%
R/FUEL BOOST GND MAIN FUEL CELL - RIGHT FUEL PRESSURE SWITCH (1S21) ACTIVATED (SWITCH CONTACT MADE AT 1.5 0.5 PSI DECREASING, BROKEN AT 5 PSI MAX INCREASING)
R/FUEL XFR GND FWD. FUEL CELL - RIGHT FUEL PRESSURE SWITCH (1S23) ACTIVATED (SWITCH CONTACT MADE AT 1.5 0.5 PSI DECREASING, BROKEN AT 5 PSI MAX INCREASING)
T/R CHIP GND GROUND PATH COMPLETED THROUGH TAIL ROTOR CHIP DETECTOR (1E4)
XMSN CHIP GND GROUND PATH COMPLETED THROUGH TRANSMISSION CHIP DETECTOR (1E3, 1E5) OR FREEWHEEL CHIP DETECTOR
ALTN DATA FAIL DATA FAIL LOGIC ALTERNATE INPUT DATA SIGNAL (NG, MGT, NP, NR OR Q) NOT AVAILABLE.
AUTO RELIGHT GND IGNITOR RELAY (2K4) ENERGIZED
ENGINE ANTI-ICE GND ENGINE ANTI-ICE SYSTEM PRESSURE SWITCH (1S50) ACTIVATED, (SWITCH B TO C CONTACT MADE ON INCREASING PRESSURE AT 5.5 0.5 PSIG, BROKEN PRIOR TO 3.0 PSI DECREASING)
FADEC MAINT GND FADEC LAMP TEST FAILURE DURING POWER-UP SELF TEST AND IN-FLIGHT TEST. MAINTENANCE ACTION REQUIRED.
INSTR FAN GND FAILURE OF INSTRUMENT COOLING FAN (INTERNAL FAN ROTATION SENSOR ACTIVATED)
NG OAT LIMIT GND ENGINE HAS REACHED NG LIMIT DUE TO ALTITUDE VS. OAT. PULLING ADDITIONAL POWER WILL CAUSE ROTOR TO DROOP.
QUIET MODE SEL GND QUIET MODE SWITCH IN QUIET POSITION
RESTART FAULT GND FADEC/ECU (1A50) SENSES AN INTERNAL FAULT THAT MAY INHIBIT A NORMAL START PROCEDURE
START GND STARTER RELAY (1K1) ENERGIZED
FLOAT TEST 28 VDC
FLOAT TEST SWITCH (24S7) PRESSED AND HELD WHILE FLOAT INFLATION SWITCH (24S9) IS ALSO PRESSED AND HELD
FLOAT TEST GND
QUIET MODE ON GND MAIN ROTOR OPERATING AT 92% NR IN QUIET MODE.
WOG GND WEIGHT ON GEAR SWITCH (8S5) CONTACTS CLOSED WHEN HELICOPTER ON GROUND WITH WEIGHT ON GEAR.
CYC CTR GND THE ANNUNCIATOR COMES ON WHEN THE WEIGHT-ON-GEAR SWITCH (8S5) SENSES A WEIGHT-ON-GEAR CONDITION (HELICOPTER ON THE GROUND) AND THE CYCLIC STICK NOT CENTERED.
407_MD_2_0046

Figure 1-33. Crew Alerting System (CAS) Messages Quick Reference Table

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-89

BHT-407-MD-2

All warning and caution Crew Alerting System audio alerts. The airframe associated audio
(CAS) messages as well as specific Garmin alerts are shown in Table 1-15.
G1000H IAS features are associated with

Table 1-15. Audio Alerts

NAME AUDIO TYPE ACTIVATION LOGIC ALERT DESCRIPTION
Master Warning Single Activates for warning Single ping 800 Hz clipped sine
Tone messages except for low wave decaying over 0.5 seconds.
rotor RPM, Engine Out and
FADEC Fail, warnings that
have their own audio
warning alerts.
Master Caution Single Activates for caution Single ping 800 Hz clipped sine
Tone messages and wave decaying over 0.5 seconds
exceedances. (same as master warning tone).
Low Rotor RPM Continuous RPM audio alert warning Continuous solid tone at 2900 Hz
Alert logic (paragraph 1-18-B). 500 Hz.
Engine Out Continuous Engine out audio alert Fast-pulsing tone at a rate of
warning logic (paragraph maximum 8 pulses per second at
1-14-J). 2900 Hz 500 Hz.
FADEC Fail Continuous FADEC fail audio alert Repeating ding dong tone at
warning logic (FADEC fail frequency 750 to 912 Hz.
discrete input = active)
(paragraph 1-14-A-11).
VNE Warning Continuous When airspeed is greater Garmins pre-defined VNE
than VNE for more than continuous warning tone or
1 second. Once active, the continuous ting, ting, ting.
audio alert remains active
until the airspeed value is
less than VNE for more
than 1 second.
AJAR-OPS 150 Single 150 feet pre-set audio 150 feet voice warning.
feet alert is enabled, the IAS
shall activate the 150-foot
audio alert when Rad Alt is
less than or equal to 150
feet.
Engine Fire Continuous Engine compartment Standard kit provides single
(Optional Kit) located temperature ping 800 Hz clipped sine wave
sensors detect a decaying over 0.5 seconds.
temperature above 338F Russian certification kit provides
(170C). continuous sweeping sound
700 Hz clipped sine wave sweep
up to 1700 Hz in 0.85 second
10% following with an
interruption interval of
0.12 second 10%.

1-90 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

Table 1-15. Audio Alerts (Cont)

NAME AUDIO TYPE ACTIVATION LOGIC ALERT DESCRIPTION

Impending Single Impending exceedances Non-continuous double

Exceedance aural warning logic. ping-ping 800 Hz clipped
sine wave.

Autopilot N/D N/D N/D

Disconnect

Autopilot Mode N/D N/D N/D

With Garmin System software version all audio alerts interspaced by 0.25 seconds
1237.08, the impending exceedance audio of dead audio as follows:
alert tone ping-ping will be activated when
any of the conditions that follow occur based Master warning and caution tone
on the respective PSI controlling parameter:
Low rotor RPM 4 sweeps
When the Take-Off (T/O timer begins Engine Out warning audio for
to flash (last 30 seconds of the T/O 2 seconds
timer)
FADEC Failed warning audio for
When MGT > 779C 2 seconds
When Q > 100% VNE warning audio for 2 seconds
When NG immediately enters Red 150 feet voice (once)
Range
Engine fire 4 sweeps (optional kit)
Once the impending exceedance audio alert
tone is activated, the alert tone does not Impending exceedance ping-ping
reactivate (to prevent multiple triggers
operating at the threshold) until:

MGT 727C for MGT triggered

event
Q 93.5% for Q triggered event
NG 98% for NG trigger event
The audio alerts are provided through the
Garmin G1000H IAS through the audio panel
(GMA 350H) and crew headsets. Refer to
Table 1-15 for information on the audio alerts.

The impending exceedance audio alert tone is
inhibited during engine start.
1-12-B-2. AUDIO ALERT TEST
Pressing the Master Warning/Caution
Pushbutton Annunciator (PBA) for more than
1 second, when the rotor RPM is less than
20% and with an engine out condition, causes
the Garmin G1000H Integrated Avionics
System (IAS) to initiate a sequential output of
1-13. BELL MAINTENANCE PAGES
The Bell Maintenance pages, which can be
accessed and displayed on the Multi-Function
Display (MFD), include the following pages:
Faults page (paragraph 1-13-A)
Data Status page (paragraph 1-13-B)
Exceedances & Chip History page
(paragraph 1-13-C)

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-91

BHT-407-MD-2

Power Check History page ground with the WOG Crew Alerting System
(paragraph 1-13-D) (CAS) message displayed.

These pages fall under the AUX information
page group of the MFD under the page title of
OEM Diagnostics (Figure 1-34).
To access and view these pages on the MFD
(paragraph 1-13-E), the maintenance SD card
assembly (407-075-219-101 or subsequent)
must be installed into the upper SD card slot
of the MFD and the helicopter must be on the
1-13-A. FAULTS (ENG/ECU FAULTS)
BELL MAINTENANCE PAGE
The ENG/ECU Faults page (Figure 1-34)
displays information on main faults, Primary
Governor (PG) control faults, Reversionary
Governor (RG) control faults, degraded
engine faults, and maintenance engine faults
on the Multi-Function Display (MFD).

1-92 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

ENTER
KEY

LARGE
FMS
KNOB

SMALL
FMS
KNOB

MFD POWER-UP PAGE RIGHTMOST

SOFTKEY

407gc_MM_95_0166a+

Figure 1-34. Bell Maintenance Pages (Sheet 1 of 6)

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-92A/1-92B

 BHT-407-MD-2

SELECTED PAGE GROUP ACTIVE PAGE TITLE

AVAILABLE
PAGES

PAGE TITLES IN
SELECTED GROUP

PAGE GROUPS, PAGE TITLES, AND AVAILABLE PAGES PAGE

GROUPS

SELECTION SEQUENCE

STEP 1. PAGE GROUPS

STEP 2. PAGE TITLES

STEP 3. AVAILABLE PAGES

407gc_MM_95_0166b+

Figure 1-34. Bell Maintenance Pages (Sheet 2 of 6)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-93

BHT-407-MD-2

PAGE TITLE

FAULTS PAGE

407gc_MM_95_0166c+

Figure 1-34. Bell Maintenance Pages (Sheet 3 of 6)

1-94 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

DATA STATUS PAGE

407gc_MM_95_0166d+

Figure 1-34. Bell Maintenance Pages (Sheet 4 of 6)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-95

BHT-407-MD-2

EXCEEDANCES & CHIP HISTORY PAGE

407gc_MM_95_0166e+

Figure 1-34. Bell Maintenance Pages (Sheet 5 of 6)

1-96 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

POWER CHECK HISTORY PAGE

407gc_MM_95_0166f+

Figure 1-34. Bell Maintenance Pages (Sheet 6 of 6)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-97

BHT-407-MD-2
Regardless if an ENG/ECU fault Crew Alerting
System (CAS) message was displayed in
flight or at shutdown, maintenance action is
required prior to further flight.
The ENG/ECU Faults page displays last
engine run (inactive historical) faults in white
text and current (active) faults in yellow text.
To access and view this maintenance page on
the MFD, refer to paragraph 1-13-E.
Reference to Table 1-17 provides a general
fault description of the displayed fault code.
This information can be used in conjunction
with the BHT-407-MM-9, Chapter 76 and the
Rolls-Royce Operation and Maintenance
Manual 250-C47B. These publications contain
the data to determine the maintenance action
required prior to further flight.
To save an image of the page, press the SAVE
IMG softkey. This stores the image on the
maintenance SD card assembly
(407-075-219-101 or subsequent), which is
installed in the upper SD card slot of the MFD.
1-13-B. DATA STATUS (ENG/ECU DATA
& STATUS) BELL
MAINTENANCE PAGE
The ENG/ECU Data & Status page
(Figure 1-34) displays ENG/ECU data, ENG/
GEA data, cycles, and ENG/ECU status.
To access and view this maintenance page on
the Multi-Function Display (MFD), refer to
paragraph 1-13-E.
To save an image of the page, press the SAVE
IMG softkey. This stores the image on the
maintenance SD card assembly
(407-075-219-101 or subsequent), which is
installed in the upper SD card slot of the MFD
1-13-C. EXCEEDANCES & CHIP HISTORY
BELL MAINTENANCE PAGE
The Exceedances & Chip History page
(Figure 1-34) displays the date, time,
1-98 Rev. 1 16 JUN 2014
parameter, peak, and duration of recorded
exceedances on the Multi-Function Display
(MFD). The page also displays the date, time,
and the identification of the detector
associated with a chip occurrence.
NOTE
In specific regards to torque
exceedances, and regardless if the
primary torque input signal is from
the airframe transducer, or if the
alternate input signal from the
FADEC ECU is being used to drive
the torque indication at the time of
the exceedance, the recorded torque
exceedance displayed on the
Exceedances & Chip History page of
the MFD reflects Bell Helicopter
limits regarding possible
maintenance actions. Rolls-Royce
values are not displayed on the MFD
page.
Regardless if an exceedance was identified in
flight or at shutdown, maintenance action is
required prior to further flight.
To access and view this maintenance page on
the MFD, refer to paragraph 1-13-E.
To save an image of the page, press the SAVE
IMG softkey. This stores the image on the
maintenance SD card assembly
(407-075-219-101 or subsequent), which is
installed in the upper SD card slot of the MFD.
1-13-D. POWER CHECK HISTORY
BELL MAINTENANCE PAGE
The Power Check History page (Figure 1-34)
displays date, pressure altitude, OAT, torque,
MGT, airspeed, vertical speed, MGT margin,
and PWR margin values for both regular
power checks (BHT-407-FM-2, Section 4) and
assured power checks (BHT-407-FMS-9) on
the Multi-Function Display (MFD).
To access and view this maintenance page on
the MFD, refer to paragraph 1-13-E.
Export Classification C, ECCN EAR99
 BHT-407-MD-2

To save an image of the page, press the SAVE menu appears in the upper left side
IMG softkey. This stores the image on the of the MFD screen. Press the FMS
maintenance SD card assembly knob to enable the curser and then
(407-075-219-101 or subsequent), which is rotate the small FMS knob to
installed in the upper SD card slot of the MFD. highlight the desired Maintenance
page:
1-13-E. ACCESSING THE BELL
MAINTENANCE PAGES ON THE Faults page (paragraph 1-13-A)
MULTI-FUNCTION DISPLAY Data Status page (paragraph
(MFD) 1-13-B)

NOTE Exceedances & Chip History

page (paragraph 1-13-C)
The maintenance SD card assembly
(407-075-219-101 or subsequent) Power Check History page
must be installed into the upper SD (paragraph 1-13-D)
card slot of the Multi-Function
Display (MFD) and the helicopter 7. Press the ENT key on the MFD to
must be on the ground with the view the highlighted Maintenance
WOG Crew Alerting System (CAS) page.
message displayed for the 8. To change the Maintenance page
maintenance pages to be available. being viewed within OEM
Diagnostics, rotate the inner FMS
NOTE knob to highlight the desired page.
Use an external power unit, if Press the ENT key.
available, to prevent the battery from 9. Set the battery switch to OFF, or
being drained of its stored electrical remove the external DC power from
power. the helicopter.
1. Set the battery switch to BATT, or 1-13-F. SAVING THE DATA DISPLAYED
apply external DC power to the ON THE BELL MAINTENANCE
helicopter. PAGES, INFORMATION PAGES,
2. MFD power-up check Complete. AND SCREEN DISPLAYS

3. Press the ENT key on the MFD or Most maintenance and information pages and
press the rightmost softkey on the certain screen displays provide a SAVE IMG
MFD. softkey to save the displayed data to the
maintenance SD card assembly
4. Rotate the large FMS knob until the
(407-075-219-101 or subsequent), which is
page group menu appears in the
installed in the upper SD card slot of the
lower right side of the screen
Multi-Function Display (MFD). The images are
(Figure 1-34). Continue to rotate the
saved in the print folder of the SD card. Each
large FMS knob to highlight the AUX
image is typically 2 to 3 MBs in size.
page group.
5. Rotate the small FMS knob to select NOTE
the OEM Diagnostics page.
When the SAVE IMG softkey is
6. Once OEM Diagnostics is pressed, the G1000H system may be
highlighted, the Maintenance page unresponsive to subsequent inputs

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-99

BHT-407-MD-2
for 1 minute. A pop-up window
appears when the image is saved.
1. Press the SAVE IMG softkey to save
a .bmp file of the current screen
image. Select other pages and save
the images as required.
NOTE
Remove the electrical power from the
MFD prior to removing or installing
the maintenance SD card.
2. Gently press on the maintenance SD
card to release the spring latch and
eject the card from the card slot.
3. Insert the SD card into a Windows
compatible PC or laptop
incorporating an appropriate SD card
reader and save, print, or e-mail the
data from the print folder as required.
NOTE
To identify the softkey locations
discussed in the following
paragraph, the leftmost softkey is
No. 1 and the rightmost softkey is
No. 12.
In the event that the MFD page you would like
to save does not have a SAVE IMG softkey,
you may press the No. 2 and No. 9 softkeys at
the same time for approximately 2 seconds.
This saves a .bmp file of the current screen
image to the print folder on the maintenance
SD card.
In the event that you would like to save page
images from the Primary Flight Display (PFD),
a maintenance SD card assembly
(407-075-219-101 or subsequent) may be
installed in the upper SD card slot of the PFD.
As previously mentioned, the No. 2 and No. 9
softkeys may be used to save the image in the
print folder.
1-100 Rev. 1 16 JUN 2014
1-13-G. CLEARING HISTORY FROM THE
BELL MAINTENANCE PAGES
CAUTION
FAULTS AND EXCEEDANCES ARE
N O T T O B E E R A S E D /C L E A R E D
UNLESS APPROPRIATE
M AINT EN AN CE A CT IO N S H AV E
BEEN CARRIED OUT IN
ACCORDANCE WITH THE
BHT-407-MM AND ROLLS-ROYCE
250-C47B OPERATIONS AND
MAINTENANCE MANUAL.
NOTE
Clearing last engine run (i.e., inactive
historical) faults from the ENG/ECU
Faults page or exceedances from the
Exceedances & Chip History page of
the Multi-Function Display (MFD)
does not clear the associated faults
and exceedances stored in the
FADEC ECU. Use of a maintenance
terminal is required to clear faults
stored in the FADEC ECU. Refer to
the Rolls-Royce 250-C47B
Operations and Maintenance Manual.
Clearing fault or exceedance history data
from the Garmin G1000H integrated avionics
system and from the FADEC ECU is only to be
performed by maintenance personnel
following required maintenance activities in
accordance with the BHT-407-MM and Rolls
Royce 250-C47B Operations and Maintenance
Manuals.
1-13-H. RECORDING OF FLIGHT DATA
INFORMATION
In addition to the information provided on the
Bell Maintenance pages, flight data
information is recorded into the data_log
folder of the maintenance SD card during
each flight. A separate date/time stamped file
is created for each flight and the following
parameters are recorded at a rate of 1 Hertz
Export Classification C, ECCN EAR99
 BHT-407-MD-2

(once per second) for the duration of each To ensure the maintenance SD card maintains
flight. adequate space for continuous recording and
storage of the data_log files, the
Pitch BHT-407-MM-9, Chapter 95 recommends that
the files be copied from the data_log folder at
Roll least once a year or every 1000 hours of flight
operation. Once the files are copied and
Heading stored in another location for possible future
Airspeed reference, the existing files can be deleted
from the data_log folder.
Pressure altitude
1-13-I. WEIGHT & BALANCE PLANNING
Vertical acceleration

OAT NOTE
GPS latitude, longitude, altitude, This is only applicable for software
groundspeed, etc. version 1237.08 and subsequent.

CAS messages
The Weight & Balance page (Figure 1-35)
provides the following information:
NOTE
The following additional parameters Aircraft Weight & Balance Calculator
are included in a future system
update: Estimated Weight Calculator

NP speed Dynamic Vne for the Increased

Gross Weight Kit
NG speed
Aircraft Load Calculator
Rotor (NR) speed
Predicted CG Movement due to Fuel
Torque Burn Indicator
MGT, turbine outlet temperature
Current Lateral and Longitudinal CG
Individual files continue to be saved and Indicators
stored in the data_log folder for each flight
until such time that the maintenance SD card The AIRCRAFT DATA item weights on the
is full. Weight & Balance Configuration page are
included in the zero fuel weight, but do not
change the similar AIRCRAFT LOAD weights
CAUTION on the Weight & Balance page.

DO NOT DELETE THE DATA_LOG The AIRCRAFT DATA items correspond to

FOLDER FROM THE MAINTENANCE
SD CARD. THIS FOLDER IS
REQUIRED IN ORDER FOR THE
SY S TE M T O S AV E T HE F LIG H T
DATA INFORMATION FILES.
actual installed hardware.
The AIRCRAFT LOAD entries indicate the
crew, passengers, or baggage that occupy
those locations.

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-101

BHT-407-MD-2

CURRENT
LATERAL CG

AIRCRAFT LOAD
AIRCRAFT WEIGHT & BALANCE CALCULATOR
CALCULATOR
PREDICTED CG MOVEMENT
DUE TO FUEL BURN

ESTIMATED WEIGHT
CALCULATOR

CURRENT LONGITUDINAL CG

WEIGHT & BALANCE

CONFIRM WEIGHT &
CONFIGURATION SOFTKEY
BALANCE SOFTKEY

HOOK WEIGHT FUEL ONBOARD

SOFTKEY SYNC SOFTKEY

BASIC EMPTY WEIGHT

BASIC EMPTY WEIGHT CG

AIRCRAFT DATA WEIGHT ITEMS

GO BACK SOFTKEY

DEFAULTS SOFTKEY

WEIGHT & BALANCE PAGE

407_MD-2_01_0031

Figure 1-35. Weight & Balance Planning

1-102 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


1-13-J. MAINTENANCE LOG PAGE
The maintenance log feature records
maintenance data specified as follows:
Folders 0 and 1 Exceedance Data
Folder 2 Fadec Fault Data
Folder 3 Chip History
Folder 4 WOG/Start Counts
Folder 5 Continuous Log Data
Folder 6 PAC History
Folder 7 Plus PAC History
This data may then be copied to an SD Card,
or transmitted through Wi-Fi or Iridium
telephone.
1-13-K. MAINTENANCE
CONFIGURATION FILES
NOTE
This is only applicable for software
version 1237.08 and subsequent.
The maintenance configuration file is a
function of the Central Maintenance
Computer (CMC) on the Garmin G1000H. The
CMC file is not part of the certified G1000H
system software configuration. The file
replaces the basic folders (paragraph 1-13-J)
without changing the contents.
NOTE
Folders 8 through 15 are not part of
the basic software.
It adds folders 8 through 15 for configurable
data to provide more information.
Export Classification C, ECCN EAR99
BHT-407-MD-2
Product Support Engineering provides the
operator with the applicable folders and files
(.cga file). This gives the operator the
opportunity to have a CMC to support the
fleet.
1-14. POWER PLANT
The Rolls-Royce 250-C47B engine
(Figure 1-36) is a turboshaft engine featuring
a free power turbine. The gas generator is
composed of a single-stage, single entry
centrifugal flow compressor directly coupled
to a two-stage gas generator turbine. The
power turbine is a two-stage free turbine that
is gas coupled to the gas generator turbine.
The integral reduction gearbox has multiple
accessory pads and a splined output shaft
that mates with the freewheel unit. The engine
has a single combustion chamber with single
fuel injection and igniter. The output shaft
center line is located below the center line of
the engine and the single exhaust outlet is
directed upward. The engine incorporates a
Full Authority Digital Engine Control (FADEC)
system. At takeoff power (100% instrument
torque), the engine provides 674 horsepower
at sea level, 31C, basic inlet and at maximum
continuous power (93.5% instrument torque),
the engine provides 630 horsepower at sea
level, 19.5C, basic inlet.
To further clarify the 250-C47B engine
horsepower, the engine dataplate identifies
the engine's rated horsepower as 650. This
rated horsepower is what Rolls-Royce
guarantees the engine provides at sea level at
a specific fuel flow and MGT. This ensures all
250-C47B engines sold to Bell Helicopter
Textron meet or exceed the rated horsepower
specification. Therefore, the rated
horsepower shown on the engine dataplate is
not the maximum horsepower that the engine
delivers when installed in the 407GX
helicopter.
10 DEC 2015 Rev. 2 1-103
BHT-407-MD-2

TYPICAL

1. Air inlet
2. Compressor assembly
3. Combustion section
4. Turbine section
5. Power and accessories gearbox

407_MD_01_0002

Figure 1-36. Power Plant

1-104 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


1-14-A. ENGINE CONTROLS FADEC
SYSTEM
This paragraph addresses the operational
design of the Rolls-Royce 250-C47B FADEC
system, its relationship with airframe and
rotor systems, possible system faults,
troubleshooting, and training procedures. The
information provided reflects operation with
FADEC Software Version 5.358 or subsequent
with the direct reversion to manual system
installed. Although flight manual emergency
procedures are explained in this section, refer
to the BHT-407-FM-2, Section 3, for actual
flight operations.
1-14-A-1. FADEC SYSTEM
The FADEC system is designed to enhance
flight safety and reduce pilot workload as well
as provide other important benefits. In
addition to the operational benefit of
increased TBO (compared to similar
non-FADEC controlled engines), engine
automatic start, and precise control of main
rotor speed, the 407GX/407GXP feature
redundant signal sensing, continuous
monitoring, and self diagnostics. Since much
of the redundant design is transparent to the
pilot, the Crew Alerting System (CAS) advises
of conditions resulting from the increased
monitoring.
Although the possibility of a FADEC system
failure is unlikely, pilots and maintenance
personnel must have an operational
understanding of the FADEC system, along
with a sound knowledge of emergency and
troubleshooting procedures. Bell Helicopter
Textron recommends that personnel
familiarize themselves with the procedure for
FADEC failure. Familiarization with this
procedure helps to emphasize flight manual
Export Classification C, ECCN EAR99
BHT-407-MD-2
emergency procedures as the following
FADEC information is read within
Manufacturers Data.
A FADEC failure condition during operation in
AUTO mode is indicated by activation of the
FADEC FAIL warning tone and display of the
FADEC FAIL and FADEC MANUAL Crew
Alerting System (CAS) messages.
Respond to the tone and lights as described
in BHT-407-FM-2, Section 3.
1-14-A-2. FADEC SYSTEM OPERATION
The control system (Figure 1-37) is designed
to operate in many modes, covering all
possible system states, including the
transitional modes to and from the AUTO and
MANUAL modes.
The FADEC uses a single channel control with
one microprocessor and one electronic lane.
There is also a MANUAL mode hydro
mechanical backup. The FADEC system has
two main components: the airframe mounted
Electronic Control Unit (ECU) and the engine
mounted Hydro Mechanical Unit (HMU).
The ECU monitors numerous internal and
external inputs to modulate fuel flow and
therefore control engine speed, acceleration
rate, temperature, and other engine
parameters. The ECU provides inputs to the
HMU to modulate fuel flow based on the
continuous monitoring of the following:
Measured Gas Temperature (MGT), Gas
Producer speed (NG), Power Turbine speed
(NP), Main Rotor speed (NR), Engine Torque
Meter Oil Pressure (TMOP), Collective Pitch
(CP) and rate, Compressor Inlet Temperature
(CIT), Ambient Pressure (P1), and Power
Lever Angle (PLA)/throttle position.
10 DEC 2015 Rev. 2 1-105
BHT-407-MD-2

COCKPIT TYPICAL
FUEL NOZZLE AIRFRAME
60
ENGINE

120
NG
HYDRO-
MECHANICAL FUEL IN ELECTRONIC VIBRATION 60
UNIT CONTROL ISOLATORS
(HMU) POWER

120
THROTTLE UNIT (ECU) NP /N R
LEVER
(PLA) LINKAGE AMBIENT
PRESSURE
FUEL (P1) MGT
OUT

NG ON

OVERSPEED
TEST SWITCH
IGNITER RELAY
FUEL AUTO RELIGHT
FILTER
AUTO
MANUAL
NP (PMA)
STARTER RELAY FADEC MODE SWITCH
LATCHING
PERMANENT MAGNET
ALTERNATOR CAUTION
PANEL LIGHTS/CAS
FADEC/ECU MTCE MESSAGES (407GX)
PORT (MTCE
(CIT) MAIN ROTOR TERMINAL -FADEC FAIL
COMPRESSOR SPEED (N R) CONNECTOR) -FADEC MANUAL
INLET -FADEC DEGRADED
(MGT) +28 VDC BATTERY/ -FADEC FAULT
TEMPERATURE -RESTART FAULT
MEASURED AIRFRAME POWER
GAS -ENGINE OVSPD
TEMPERATURE -ENGINE OUT
-AUTO RELIGHT

(MECHANICAL LINKAGE)
GAS GENERATOR THROTTLE
SPEED (N G) POWER LEVER
ANGLE (PLA)
POWER TURBINE TORQUE METER
SPEED (NP ) OIL PRESSURE
COLLECTIVE
(TMOP) PITCH (CP)
AND RATE

407MM_76_0001_c03+

Figure 1-37. FADEC Control System Schematic

1-106 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


In addition, with FADEC software Version
5.358 or subsequent installed, the engine
uses a digital electronic control system based
on two electronic governors called primary
channel and reversionary governor. The
primary channel is a Full Authority Digital
Electronic Control (FADEC) that controls,
monitors, and limits engine power while
maintaining helicopter rotor speed. The
reversionary governor can automatically take
control of the engine in the event of a primary
channel failure. The reversionary governor
uses a limited set of inputs and provides
basic electronic governing.
The HMU consists of a two-stage suction fuel
pump, fuel metering assembly, Auto/Manual
changeover solenoid valve, electric
overspeed valve, mechanical fuel shutoff
valve, hot start fuel solenoid valve, and
altitude compensated bellows. The HMU
provides fuel modulation through a stepper
motor in AUTO mode and a hydro mechanical
actuator in MANUAL mode.
1-14-A-3. POWER-UP MODE AND BUILT-IN
TEST
The FADEC system incorporates logic and
circuitry to perform self-diagnostics. In
general, sensors are checked for continuity,
rate and proper range. Discrete inputs are
checked for continuity and output drivers are
monitored for current demand to sense failed
actuators and open or shorted circuits. A
FADEC power-up self-test exercises output
drivers and actuators to ensure system
functionality and readiness. If a FADEC lamp
test failure is identified during the power-up
self-test (or subsequently during flight), a
FADEC MAINT Crew Alerting System (CAS)
advisory message is displayed indicating that
maintenance action is required. If any
additional faults are detected during the
self-test, the associated CAS messages
display.
The helicopter 28 VDC bus supplies electrical
power to the FADEC ECU until the engine
achieves 85% NP. Above this speed, the
Export Classification C, ECCN EAR99
BHT-407-MD-2
FADEC ECU selects between the 28 VDC bus
and the engine-driven Permanent Magnet
Alternator (PMA), as its primary power
source. The higher voltage source is selected.
In the event of a primary power source failure,
the alternate source is selected.
1-14-A-4. START IN AUTO MODE
To ready the system for an automatic start,
the FADEC MODE switch must be set to
AUTO, and the throttle set to the idle position.
The start switch is then momentarily
positioned to START. Observe START and
AUTO RELIGHT Crew Alerting System
(CAS) messages are displayed before
releasing START switch. Throttle modulation
of fuel flow is not required.
Although the start sequence is automatic, the
pilot is responsible for monitoring the start
and taking appropriate action if required.
Therefore, it is recommended that both the
throttle and start switch are guarded until the
start is completed. Do not initiate a start if
FADEC related CAS messages are displayed
unless appropriate maintenance investigation
or successful corrective action has been
carried out and no current faults are shown
(paragraph 1-14-A-20).
NOTE
After the throttle is set to idle, the
momentary contact start switch must
be activated within 60 seconds to
initiate the start and engage the
latching feature. The latching feature
of the start engages when the FADEC
ECU senses momentary activation
(1 second) of the start switch or upon
sensing a NG speed of 5%. If a start is
attempted following a delay of more
than 60 seconds, the FADEC system
does not allow the starter to latch
following release of the start switch,
and does not introduce fuel if the
start switch is held to START.
Therefore, if a delay of more than
16 JUN 2014 Rev. 1 1-107
BHT-407-MD-2
60 seconds has occurred, the
system must be reset.
To reset the system, the throttle must
be repositioned to cutoff and then
back to idle. In addition, if electrical
power is interrupted prior to
initiating the start, with the throttle at
idle, the throttle must be
repositioned to cutoff and then back
to idle after power is restored to
re-enable the latching feature. A
normal automatic start sequence
may then commence. If starting
engine on external power, refer to
paragraph 1-21-A.
To allow for cooler starts and reduce the
possibility of reaching hot start abort limits, it
is recommended that residual MGT be below
150C, when below 10,000 feet HP or below
65C, when above 10,000 feet HP prior to start.
To reduce residual MGT, a dry motoring run
may be performed in accordance with the
BHT-407-FM-2, Section 2.
Activating the automatic start mode engages
the airframe mounted FADEC/start relay,
which is then latched by the FADEC ECU until
the NG speed reaches 50%. The FADEC/start
relay places the Engine Indicating System
(EIS) MGT indication into the start mode,
signals the generator control unit/voltage
regulator to inhibit generator output, flashes
the shunt field for the duration of the start,
and activates the starter relay. The starter
relay activates the starter, displays the
START CAS message, and activates the
igniter relay. The igniter relay activates the
engine igniter system and displays the
AUTO RELIGHT CAS message. While in
start mode, the EIS MGT indication is
programmed to record start MGT
exceedances should they occur, which differ
from normal operational MGT exceedance
limits.
Once NG speed reaches 10% for ambient
temperatures of 26.6C (80F) or below, or
12% for ambient temperatures above 26.6C
1-108 Rev. 1 16 JUN 2014
(80F), the FADEC system introduces fuel,
detects the lightoff, and smoothly accelerates
the engine to idle while limiting MGT if
necessary. At inlet temperatures below -18C,
the FADEC increases start acceleration from 2
to 6% NG per second. The increase in the
acceleration rate is noticeable during start
and improves start performance at colder
temperatures and at higher altitudes.
Upon reaching an engine NG speed of 50%,
the FADEC ECU unlatches the FADEC/start
relay, terminating the start sequence. In
addition, the ECU increments the
start-counter to the next number when lightoff
is detected.
Above 55% NG (FADEC Software Version
5.358 and subsequent) the FADEC ECU
carries out a self-test of the auto relight
system and continues to energize the igniter
relay until 60 1% NG. During this time, the
AUTO RELIGHT CAS message isdisplayed.
The engine continues to accelerate until
reaching a stabilized idle of 63 1% NG.
The FADEC system also incorporates "Hot
Start Abort Logic" up to 50% NG during start.
This ECU controlled feature cuts off fuel flow
to the engine fuel nozzle if any of the
following conditions occur:
Start MGT exceeds 885C (FADEC
Software Version 5.358 and
subsequent) at pressure altitudes
less than 10,000 feet and if ECU
determined residual MGT was less
than 82.2C at initiation (5% NG) of
start
Start MGT exceeds 912C (FADEC
Software Versions 5.358 and
subsequent) at pressure altitudes
greater than 10,000 feet or if ECU
determined residual MGT was
greater than 82.2C at initiation
(5% NG) of start
Voltage to FADEC ECU drops below
10.3 VDC. As a significant
momentary voltage drop occurs at
Export Classification C, ECCN EAR99

initiation of the start, ensuring a
battery voltage of 24 VDC or above
prior to start, in conjunction with
appropriate battery maintenance,
reduces the possibility of voltage
dropping to 10.3 VDC
If a FADEC aborted start occurs or the pilot
manually initiates a start abort by positioning
the throttle to cut off, the FADEC is designed
to automatically keep the starter engaged for
up to 60 seconds from initiation of the start to
reduce MGT to 150C. Once 150C MGT is
obtained, the starter disengages.
NOTE
Momentarily positioning the start
switch to DISENG only deactivates
the FADEC/start relay, which in turn
disables the starter and igniter
circuits. In the event deactivation of
the starter and igniter circuits occurs
after engine light-off, but below 50%
N G, the FADEC ECU either
modulates fuel flow to provide a start
if NG speed is sufficient, or cut off
fuel flow if MGT exceeds hot start
abort limits due to low NG speed.
Therefore, positioning the throttle to
cutoff is the appropriate method to
manually stop the start sequence.
Engine acceleration from idle to 100% NR/NP
in AUTO mode, is achieved by smoothly
increasing the throttle to the FLY detent
position (PLA 70). As the throttle is
positioned from idle (PLA 30 to 40) to the FLY
detent position (PLA 70), electrical signals
are sent to the ECU from the HMU-PLA
potentiometer. These signals dictate the
amount of authority the ECU has to control
maximum fuel flow (NG limiting) based on
throttle position, and in turn controls engine
NG speed. Therefore, as the throttle is
increased from idle to the FLY detent position,
the fuel flow is electronically increased until
100% NR/NP is obtained. To avoid rapid engine
acceleration, it is recommended that throttle
application from idle to the FLY detent
Export Classification C, ECCN EAR99
BHT-407-MD-2
position be conducted in a smooth and
gradual manner.
1-14-A-5. FADEC MANUAL CHECK
Every 150 hours, a FADEC manual check is
required (BHT-407-MM-1, Chapter 5). The
purpose of this check is to ensure the engine
responds to throttle movement while in
MANUAL mode.
CAUTION
AUTO TO MANUAL TRANSITIONS
WITH NP/NR AT 100% FLAT
PITCH RESULTS IN RAPID NP/NR
ACCELERATION IN
APPROXIMATELY 7 SECONDS. TO
A V OI D P OS S I B L E OV E R S P E E D
CONDITION, PERFORM THE FADEC
MANUAL CHECK WITH THE
THROTTLE AT IDLE (63% NG).
NOTE
Refer to the Rolls Royce 250-C47B
Operation and Maintenance Manual,
Publication CSP 21001 to do the
FADEC manual check.
Prior to positioning the FADEC MODE switch
to MANUAL for the purposes of the check,
ensure the throttle is positioned to idle and
NG speed is at 63 1%.
NOTE
The engine idle speed may reduce to
the point where the engine out light
and horn are activated. To prevent
this from occurring, increase throttle
as required to maintain 63% NG until
the idle speed has stabilized.
NOTE
If NG increases to more than 75% NG
with throttle positioned in idle detent,
maintenance action is required.
16 JUN 2014 Rev. 1 1-109
BHT-407-MD-2
Refer to the Rolls-Royce 250-C47B
Operation and Maintenance Manual.
Once the FADEC MODE switch is positioned
to MAN, the FADEC MANUAL and
AUTO RELIGHT Crew Alerting System
(CAS) messages are displayed. In addition,
the NG speed may change from 63 1%. An
increase or decrease in NG speed may be
noticed. The change in NG speed is due to the
fact that the FADEC system is not
temperature compensated in regard to fuel
flow in MANUAL mode. Engine load and HMU
calibration also plays a part in determining if
the NG speed changes.
Once NG is stabilized, slowly increase throttle
approximately 5 to 10% NG to ensure engine
responds and then return throttle to idle
position. Position FADEC MODE switch to
A U T O a n d e n s u r e FADEC MANUAL a n d
AUTO RELIGHT CAS messages extinguish.
Engine should return to a NG speed of 63 1%.
1-14-A-6. ALTERNATE START AUTO
MODE
For helicopters that operate at temperatures
of approximately 26.6C (80F) and above, or
at high altitudes and experience a hot start
abort event, the following start procedure is
approved and has been demonstrated to
overcome this issue in most instances.
For hot and/or high altitude environments,
and when prior troubleshooting has not
revealed any engine maintenance issues, this
procedure can be used to alleviate the
possibility of aborted hot starts.
With the collective in the full down position
and the throttle in CUTOFF, the pilot can
initiate the start by pressing the starter
switch. This energizes the starter motor and
turns on the ignition exciter (continue to hold
starter switch). Once NG has reached
approximately 16%, the pilot is to move the
throttle from CUTOFF to IDLE. Once throttle is
moved to IDLE position, the starter latches
and the starter switch can be released once
1-110 Rev. 1 16 JUN 2014
light off is detected. The engine detects light
off and smoothly accelerates to ground idle
while limiting the MGT if necessary.
1-14-A-7. START IN MANUAL MODE
In accordance with the Rolls-Royce 250-C47B
Operation and Maintenance Manual, manual
mode starting on the ground is not authorized
except for use under emergency conditions or
under special permit from the local aviation
authority. Refer to the Rolls-Royce 250-C47B
Operation and Maintenance Manual to ensure
all manual mode operational procedures are
followed. Automatic hot start abort features
are not available in MANUAL mode.
To ready the system for a manual start, the
FADEC MODE switch is set to MAN and the
throttle positioned to cutoff. In MANUAL, the
FADEC does not latch the FADEC/start relay
or control the fuel scheduling during the start.
The start switch must be held in the START
position until the start sequence is completed
at 50% NG. When the NG speed reaches 12%,
or NG speed specified in Rolls-Royce
250-C47B Operation and Maintenance Manual
for specific OAT, slowly advance the throttle
out of cutoff and stop when the engine lights
off. Allow the MGT to peak and then increase
fuel flow by modulating throttle to maintain
MGT within limits.
Once the engine has been started, position
the throttle to the idle detent and monitor the
NG speed.
NOTE
The engine idle speed may reduce to
the point where the engine out light
and horn are activated.
NOTE
If NG increases to more than 75% NG
with throttle positioned in idle detent,
maintenance action is required.
Refer to the Rolls-Royce 250-C47B
Operation and Maintenance Manual.
Export Classification C, ECCN EAR99

Idle detent speed in MANUAL may not
stabilize at 63 1% NG.
If NG speed stabilizes below 63 1%,
adjust throttle to maintain 63 1% NG.
If NG speed stabilizes between 63 1%
and 75%, this is acceptable provided NP
speed does not fall into avoid STEADY
STATE range of 68.4 to 87.1% NP. If this
occurs, adjust throttle to avoid 68.4 to
87.1% NP.
If NG stabilizes above 75% NG,
maintenance action is required.
Once a MANUAL mode start has been
initiated, it may be terminated at any time by
rotating the throttle to cutoff. The pilot should
continue motoring the engine until the MGT
has stabilized at an acceptable level.
Releasing the start switch from the START
position disengages the FADEC/start relay
and disables the starter and igniter circuits.
After a successful MANUAL mode start, and
idle has been achieved and is stable, perform
a momentary switch back to AUTO mode. If
engine flameout occurs, subsequent starts/
flight are prohibited until appropriate FADEC
system troubleshooting has been performed.
Engine acceleration from idle to 100% is
achieved by positioning the throttle towards
full open. This is achieved through
hydromechanical control of the HMU fuel
metering valve.
1-14-A-8. IN-FLIGHT AUTO MODE
OPERATION
NOTE
If throttle is not maintained in FLY
detent position during normal flight
operations, available engine power
may be limited. This occurs if throttle
is positioned from the FLY detent
(PLA 70) to a setting that is less than
62 PLA. Although any throttle
position from 62 PLA to full open
provides the FADEC with complete
Export Classification C, ECCN EAR99
BHT-407-MD-2
control to maintain NR within limits,
the approved throttle position for
flight is the FLY detent position
(PLA 70).
During flight in AUTO mode with the
th r o t tl e in F L Y d e t e n t p o s i ti o n
(PLA 70), the FADEC has complete
control over engine operation to
maintain NR within limits. The ECU
receives engine and airframe
parameter inputs and cockpit
command signals, processes them,
and modulates the HMU stepper
motor driven fuel metering valve to
achieve desired engine performance.
If required, as may be the case in certain
emergency procedures, an alternate means of
engine control is also available to the pilot in
AUTO mode. This can be achieved by
manipulating the throttle below FLY detent
position until the required engine
performance is achieved. As the throttle is
positioned between HMU power lever angles
of 40 to 62, electrical signals are sent to the
ECU from the HMU-PLA potentiometer. These
signals dictate the amount of authority the
ECU has to control maximum fuel flow (NG
limiting), and in turn, engine NG speed.
Therefore, as throttle is increased or
decreased, the maximum NG speed is
regulated electrically by limiting the fuel flow.
In AUTO mode, the FADEC is capable of
detecting an engine flameout by sensing NG
deceleration. Without any pilot action, the
auto-relight sequence is initiated by
establishing a controlled fuel flow and
activating the ignition system. The FADEC
controls the MGT and accelerates the engine
to the previously selected state.
The automatic relight sequence initiates at
detection of a flameout, continuing the
procedure until a relight occurs or the NG
speed decays to 50%. During this time, the
AUTO RELIGHT Crew Alerting System
(CAS) message and ENGINE OUT CAS
message is illuminated and the engine out
16 JUN 2014 Rev. 1 1-111
BHT-407-MD-2
warning audio alert is activated. If the NG
decays below 50%, the FADEC system
discontinues the attempt to relight the engine
and the ENGINE OUT CAS message and
audio alert remain active. In the event of an
unsuccessful relight, refer to the restart
automatic mode emergency procedure in the
BHT-407-FM-2, Section 3. For additional
information on in-flight AUTO mode restarts,
refer to paragraph 1-14-G.
While in AUTO mode, if any failure occurs in
the ECU or in one of its input/output signals
that significantly impacts the ECU control of
the HMU, the pilot is alerted through the
FADEC FAIL warning audio alert and the
FADEC FAIL and FADEC MANUAL CAS
messages. If the detected failure does not
significantly impair the functioning of the
ECU, the pilot is alerted through the
FADEC DEGRADED , FADEC FAULT ,
RESTART FAULT CAS messages, or
combination of, depending on the nature of
the fault.
1-14-A-9. FADEC SYSTEM FAULTS
CAUTION
BELL HELICOPTER TEXTRON
REQUIRES MAINTENANCE ACTION,
PRIOR TO FLIGHT, WHEN A FADEC
RELATED CAS MESSAGE IS
ILLUMINATED.
There are eight Crew Alerting System
(CAS) messages that are controlled by the
FADEC: FADEC FAIL , FADEC MANUAL ,
FADEC DEGRADED , FADEC FAULT ,
RESTART FAULT , ENGINE OVSPD ,
ENGINE OUT , and AUTO RELIGHT .
The FADEC ECU continuously monitors the
FADEC system for faults and makes
appropriate accommodations to continue
operation. Fault codes have been
preassigned to those parameters being
monitored by the FADEC ECU.
1-112 Rev. 1 16 JUN 2014
Faults and exceedances can be recorded
under the following conditions:
Engine operating:
When the engine is operating (i.e.,
Iightoff has been detected) the
FADEC automatically records faults/
exceedances as current, last engine
run, and accumulated, as they occur.
Engine not operating:
When the engine is not operating, but
electrical power is applied, the
FADEC only records current faults as
they occur.
If any failure occurs in the ECU/HMU or in one
of the input/output signals that significantly
impacts the ECU or control of the HMU, the
pilot is alerted through the FADEC FAIL
warning audio alert and the FADEC FAIL /
FADEC MANUAL CAS messages.
With FADEC Software Version 5.358 or
subsequent installed, the reversionary
(backup) governor is activated under certain
fault conditions to eliminate a FADEC FAIL
condition. This allows operations in a
degraded mode while remaining in AUTO
mode (paragraph 1-14-A-15).
If the detected failure does not significantly
impair the functioning of the ECU, the pilot is
alerted through a FADEC DEGRADED ,
FADEC FAULT ,and RESTART FAULT CAS
message, or a combination of, depending
upon the nature of the fault.
If the fault is minor in nature, it is not
communicated to the pilot with the engine
running. These faults are identified as
maintenance advisory faults and are
displayed during shutdown when the throttle
is placed in the cutoff position and NG speed
decays below 9.5%. This is in the form of a
FADEC DEGRADED CAS message.
The BHT-407-FM-2 provides the appropriate
action required by the pilot for each CAS
Export Classification C, ECCN EAR99

message or CAS message/audio alert
condition.
All FADEC faults have been categorized into
five types. The first four relate to in-flight
faults and the fifth relates to maintenance
advisory faults with the engine shut down. For
maintenance advisory faults displayed during
shutdown, refer to paragraph 1-14-A-19.
1-14-A-10. CATEGORY 1 FADEC FAIL/
FA D E C M A N U A L D I R E C T
REVERSION TO MANUAL
SYSTEM (DRTM)
Faults that require pilot action and
automatically initiate a transition to the
MANUAL mode are displayed immediately
when detected by the ECU. These faults are
displayed as FADEC FAIL / FADEC MANUAL
Crew Alerting System (CAS) messages. The
FADEC FAIL audio alert (ding-dong chime
tone) activates in conjunction with the
FADEC FAIL and FADEC MANUAL CAS
messages. With FADEC Software Version
5.358 and subsequent, the RESTART FAULT
CAS message is also displayed with a FADEC
FAIL/FADEC MANUAL condition. In addition,
the FADEC DEGRADED CAS message may
also illuminate depending on the nature of the
fault and illuminates as a maintenance
advisory during engine shutdown.
The DIRECT REVERSION to MANUAL system
ensures all FADEC failures revert directly to
MANUAL. FAIL FIXED failures do not exist
within this system. In addition, the system
incorporates a throttle that is detented at the
90% NG bezel FLY position.
The main intent of the DIRECT to MANUAL
system is to simplify pilot procedures in the
event of a FADEC failure. This is
accomplished by allowing the pilot to keep
his hands on the controls during a FADEC
failure and enable an increase or decrease in
throttle from the FLY detent position, as
required. The pilot only has to remove his
hand from the collective to press the FADEC
Export Classification C, ECCN EAR99
BHT-407-MD-2
MODE switch to silence the audio alert, once
established in MANUAL mode.
1-14-A-11. FADEC SYSTEM FAILS TO THE
MANUAL MODE AS FOLLOWS
In this situation, reversion to MANUAL mode
occurs, independent of the position of the
FADEC MODE switch on the instrument panel.
The reversion to MANUAL mode begins
immediately.
This condition can be identified by the
sounding of the FADEC FAIL warning audio
alert, illumination of the FADEC FAIL and
FADEC MANUAL Crew Alerting System
(CAS) messages and FADEC MODE switch
MAN light at the time of the failure. As the
FADEC SYSTEM has initiated the transition to
MANUAL mode, the pilot must be aware that
an increase or decrease in NR/NP may occur
within 2 to 7 seconds following a direct failure
to MANUAL. If this occurs, collective and
throttle have to be used to control RPM.
The objective of the DIRECT REVERSION to
MANUAL system is to provide the pilot with
throttle control of the fuel metering valve in a
timely manner. MANUAL mode allows the
pilot to control N R /N P with coordinated
control of the collective and throttle.
The following procedural steps are required:
1. Throttle If time permits, match
throttle bezel position to NG
indication.
This has proven to reduce the
possibility of an overspeed or
underspeed condition.
This procedure also permits a
smoother transition to MANUAL
mode. This is due to the fact that the
actual NG speed and fuel metering
valve position prior to switching to
MANUAL mode are very close to that
following the transition to MANUAL
mode, resulting in little, if any, RPM
change.
16 JUN 2014 Rev. 1 1-113
BHT-407-MD-2
If time does not permit matching of
throttle bezel position to NG
indication, initially maintain throttle
in detented FLY position.
2. NR/NP Maintain 95 to 100% with
collective and throttle.
It is most important to ensure that NR/NP is
monitored and properly controlled, during
and following the transition to MANUAL
mode.
Within 2 to 7 seconds after FADEC
FAIL warning, NR/NP may increase or
decrease very rapidly. This requires
collective inputs to control RPM. The
rotor system is very responsive to
collective inputs and can be
controlled by the pilot should a NR/
NP overspeed/underspeed tendency
arise.
As it takes 2 to 7 seconds to
complete the transition to MANUAL
mode, the use of throttle to control
NR/NP is ineffective until the
transition to MANUAL mode is
complete. The transition is not
completed until the fuel metering
valve in the HMU can be manually
controlled by the pilot through use of
the throttle on the collective.
There are two pistons within the HMU
(Figure 1-38): a Manual Load Piston
(slow piston) and a PLA Follower
Piston (fast piston), which must
hydromechanically extend to contact
opposite sides of the fuel metering
valve shaft lever. The two pistons
move at different rates toward the
fuel metering valve lever. It takes
approximately 2.0 seconds for both
pistons to make contact with the fuel
metering valve lever following a
1-114 Rev. 2 10 DEC 2015
transition from an initial condition of
low fuel flow. Similarly, up to
7 seconds may be required for the
two pistons to make contact
following a transition from an initial
condition of high fuel flow. Refer to
Figure 1-38 through Figure 1-40 for
additional information on AUTO to
MANUAL mode transitions.
An increase in NR/NP speed may be
experienced while in transition to
MANUAL from a condition of low to
higher fuel flow or high fuel flow to a
higher fuel flow. This is seen if the
throttle to bezel selection made by
the pilot in step 1 of the procedure is
higher than the actual NG speed at
the time of the FADEC Failure
condition.
This occurs during the period when
the HMU Manual Load Piston (slow
piston) engages the fuel metering
valve lever and moves it to a more
open position until the PLA Follower
Piston (fast piston) is contacted.
Inversely, a decrease in NR/NP speed
may be experienced during the
transition to MANUAL from a
condition of low to lower fuel flow or
high fuel flow to a lower fuel flow.
This is seen if the throttle to bezel
selection made by the pilot in step 1
of the procedure is lower than the
actual NG speed at the time of the
FADEC failure condition. This occurs
during the period when the PLA
Follower Piston (fast piston)
engages the fuel metering valve lever
and moves it to a more closed
position as dictated by throttle to
bezel position.
Export Classification C, ECCN EAR99
 BHT-407-MD-2

1 AUTO/MANUAL
CHANGEOVER
SOLENOID VALVE

HIGH
PRESSURE
FUEL
VALVE
SHOWN
OPEN
(DE-ENERGIZED)

POWER LOW
LEVER PRESSURE
FUEL

1.0 SECOND

2.0 SECONDS

MANUAL LOAD
PISTON (SLOW) 2 PLA FOLLOWER
PISTON (FAST)

METERING VARIABLE
VALVE ORIFICE
LEVER

MIN FUEL MAX FUEL

FLOW FLOW

PARTIAL CROSS SECTION OF HMU

407MM_76_0006+

Figure 1-38. Auto to Manual Transition at Low Fuel Flow (Sheet 1 of 2)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-115

BHT-407-MD-2

AUTO TO MANUAL TRANSITION AT LOW FUEL FLOW

INITIAL CONDITION:
Auto mode, low engine fuel flow, throttle at "FLY'' position.

After FADEC mode switch manual selection or initiation of direct reversion to manual:

Auto/manual changeover solenoid valve is de-energized, allowing high pressure fuel to manual
load piston and PLA follower piston.

Manual load piston "slowly'' extends. Engages metering valve lever in approximately 2.0 seconds
and begins to drive it to meet PLA follower piston.

Concurrently, PLA follower piston "rapidly'' extends in approximately 1.0 second to a position
that is a function of throttle (PLA) position.

Matching throttle and bezel to the actual N G speed will allow the PLA follower piston to position
itself very close to the actual position of the metering valve at the time of the transition. This will
minimize the fuel flow change during the transition. Positioning the throttle to a bezel setting that
is higher than actual NG speed at the time of the transition will produce an increase in fuel flow
during the transition. The increase in fuel flow will be caused as the manual load piston engages
the metering valve lever and drives it towards the PLA follower piston. Inversely, positioning the
throttle to a bezel setting that is lower than actual N G speed at the time of the transition will
produce a decrease in fuel flow during the transition. The decrease in fuel flow will be caused as
the PLA follower piston engages the metering valve lever and drives it towards the manual load
piston.

After both pistons engage, manual mode is established and no delay exists between throttle
(PLA) movement and fuel flow change.

Slew rate limiting is achieved by hydraulic dynamics.

NOTES
1 Auto/manual changeover solenoid valve normally closed (energized) in auto mode.

Auto/manual changeover solenoid valve is opened (de-energized) for transition to and

during manual mode operation. With the valve open, fuel pressure is used to position the
manual load piston and PLA follower piston.

2 PLA follower piston is controlled by throttle (PLA) position during transition to manual
and when in manual mode. PLA follower piston position is regulated by fuel pressure
bleed through variable orifice. This provides the means to increase or decrease fuel flow
by altering the position of the fuel metering valve. Manual load piston ensures metering
valve lever is held against PLA follower piston.

When in automatic mode, both the PLA follower piston and manual load piston are
retracted from the metering valve lever. They are held in the retracted position by fuel
pressure when the auto/manual changeover solenoid valve is closed (energized).

407MM_76_0007+

Figure 1-38. Auto to Manual Transition at Low Fuel Flow (Sheet 2 of 2)

1-116 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

AUTO/MANUAL
1 CHANGEOVER
SOLENOID VALVE

HIGH
PRESSURE
FUEL
VALVE
SHOWN
OPEN
(DE-ENERGIZED)

POWER LOW
LEVER PRESSURE
FUEL

0.5 SECOND

3 SECONDS

MANUAL LOAD
PISTON (SLOW) PLA FOLLOWER
2 PISTON (FAST)

METERING VARIABLE
VALVE ORIFICE
LEVER

MIN FUEL MAX FUEL

FLOW FLOW

PARTIAL CROSS SECTION OF HMU

407MM_76_0008+

Figure 1-39. Auto to Manual Transition at Intermediate Fuel Flow (Sheet 1 of 2)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-117

BHT-407-MD-2

AUTO TO MANUAL TRANSITION AT INTERMEDIATE (CRUISE) FUEL FLOW

INITIAL CONDITION:
Auto mode, intermediate engine fuel flow, throttle at "FLY'' position.

After FADEC mode switch manual selection or initiation of direct reversion to manual:

Auto/manual changeover solenoid valve is de-energized allowing high pressure fuel to manual
load piston and PLA follower piston.

Manual load piston "slowly'' extends. Engages metering valve lever in approximately 3.0 seconds
and begins to drive it to meet PLA follower piston.

Concurrently, PLA follower piston "rapidly'' extends in approximately 0.5 second to a position
that is a function of throttle (PLA) position.

Matching throttle and bezel to the actual N G speed will allow the PLA follower piston to position
itself very close to the actual position of the metering valve at the time of the transition. This will
minimize the fuel flow change during the transition. Positioning the throttle to a bezel setting that
is higher than actual N G speed at the time of the transition will produce an increase in fuel flow
during the transition. The increase in fuel flow will be caused as the manual load piston engages
the metering valve lever and drives it towards the PLA follower piston. Inversely, positioning the
throttle to a bezel setting that is lower than actual N G speed at the time of the transition will
produce a decrease in fuel flow during the transition. The decrease in fuel flow will be caused as
the PLA follower piston engages the metering valve lever and drives it towards the manual load
piston.

After both pistons engage, manual mode is established and no delay exists between throttle
(PLA) movement and fuel flow change.

Slew rate limiting is achieved by hydraulic dynamics.

NOTES
1 Auto/manual changeover solenoid valve normally closed (energized) in auto mode.

Auto/manual changeover solenoid valve is opened (de-energized) for transition to and

during manual mode operation. With the valve open, fuel pressure is used to position the
manual load piston and PLA follower piston.

2 PLA follower piston is controlled by throttle (PLA) position during transition to manual
and when in manual mode. PLA follower piston position is regulated by fuel pressure
bleed through variable orifice. This provides the means to increase or decrease fuel flow
by altering the position of the fuel metering valve. Manual load piston ensures metering
valve lever is held against PLA follower piston.

When in automatic mode, both the PLA follower piston and manual load piston are
retracted from the metering valve lever. They are held in the retracted position by fuel
pressure when the auto/manual changeover solenoid valve is closed (energized).

407MM_76_0009+

Figure 1-39. Auto to Manual Transition at Intermediate Fuel Flow (Sheet 2 of 2)

1-118 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

AUTO/MANUAL
1 CHANGEOVER
SOLENOID VALVE

HIGH
PRESSURE
FUEL
VALVE
SHOWN
OPEN
(DE-ENERGIZED)

POWER LOW
LEVER PRESSURE
FUEL

0.1 SECOND

6 TO 7 SECONDS

MANUAL LOAD
PISTON (SLOW) PLA FOLLOWER
2 PISTON (FAST)

METERING VARIABLE
VALVE ORIFICE
LEVER

MIN FUEL MAX FUEL

FLOW FLOW

PARTIAL CROSS SECTION OF HMU

407MM_76_0010+

Figure 1-40. Auto to Manual Transition at High Fuel Flow (Sheet 1 of 2)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-119

BHT-407-MD-2

AUTO TO MANUAL TRANSITION AT HIGH FUEL FLOW

INITIAL CONDITION:
Auto mode, high engine fuel flow, throttle at "FLY'' position.

After FADEC mode switch manual selection or initiation of direct reversion to manual:

Auto/manual changeover solenoid valve is de-energized allowing high pressure fuel to manual load piston
and PLA follower piston.

Manual load piston "slowly'' extends. Engages metering valve lever in approximately 6 to 7 seconds and
begins to drive it to meet PLA follower piston.

Concurrently, PLA follower piston "rapidly'' extends in approximately 0.1 second to a position that is a
function of throttle (PLA) position.

Matching throttle and bezel to the actual NG speed will allow the PLA follower piston to position itself very
close to the actual position of the metering valve at the time of the transition. This will minimize the fuel
flow change during the transition. Positioning the throttle to a bezel setting that is higher than actual NG
speed at the time of the transition will produce an increase in fuel flow during the transition. The increase
in fuel flow will be caused as the manual load piston engages the metering valve lever and drives it
towards the PLA follower piston. Inversely, positioning the throttle to a bezel setting that is lower than
actual NG speed at the time of the transition will produce a decrease in fuel flow during the transition. The
decrease in fuel flow will be caused as the PLA follower piston engages the metering valve lever and
drives it towards the manual load piston.

After both pistons engage, manual mode is established and no delay exists between throttle (PLA)
movement and fuel flow change.

Slew rate limiting is achieved by hydraulic dynamics.

NOTES
1 Auto/manual changeover solenoid valve normally closed (energized) in auto mode.

Auto/manual changeover solenoid valve is opened (de-energized) for transition to and during manual
mode operation. With the valve open, fuel pressure is used to position the manual load piston and PLA
follower piston.

2 PLA follower piston is controlled by throttle (PLA) position during transition to manual and when in
manual mode. PLA follower piston position is regulated by fuel pressure bleed through variable orifice.
This provides the means to increase or decrease fuel flow by altering the position of the fuel metering
valve. Manual load piston ensures metering valve lever is held against PLA follower piston.

When in automatic mode, both the PLA follower piston and manual load piston are retracted from the
metering valve lever. They are held in the retracted position by fuel pressure when the auto/manual
changeover solenoid valve is closed (energized).

407MM_76_0011+

Figure 1-40. Auto to Manual Transition at High Fuel Flow (Sheet 2 of 2)

1-120 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

The approximate time to detect a to manual is summarized in

power change during the transition Table 1-16.

Table 1-16. Time to Power Change

ENGINE POWER AT TIME OF DESIRED POWER AS APPROXIMATE TIME TO
FADEC FAILURE SELECTED BY THROTTLE DETECT POWER CHANGE
POSITION DURING TRANSITION TO
MANUAL
Low Power Higher Power 2.0 Seconds
Low Power Lower Power 1.0 Second
High Power Higher Power 7.0 Seconds
High Power Lower Power 0.1 Second

In simpler terms, there is a time delay
and possible change in engine power
while the system transitions to
MANUAL. The length of the delay and
degree of power change during the
transition depends on engine power
at the time of the FADEC failure and
the desired power as selected by
throttle position for the transition. As
stated previously, the degree of
power change can be minimized by
matching the throttle bezel to the
actual indicated NG speed in step 1
of the FADEC failure procedure. This
permits the smoother transition to
MANUAL mode due to the fact that
the actual NG speed and fuel
metering valve position prior to
switching to MANUAL is very close
to that following the transition to
MANUAL mode. This results in little,
if any, power/RPM change.
Once both pistons contact the lever
on the fuel metering valve shaft, the
transition to MANUAL mode is
complete. The pilot has slew rate
limited control of the fuel metering
valve through throttle position
without any delay.
Throttle may now be used, in conjunction with
collective, to maintain rotor and engine RPM
within 95 to 100%.
Once in MANUAL mode, the pilot has
complete control of NR/NP by flight control
manipulation and the throttle on the
collective. The fuel flow slew rate is
hydromechanically limited to provide proper
responsiveness for helicopter operation and
also prevents surge. Fuel flow is a function of
the pilot controlled fuel metering valve orifice
size. Maximum continuous power is available
for all ambient conditions. MANUAL mode
fuel flow is pressure altitude compensated to
maintain an approximate constant
horsepower, with a change in altitude without
throttle adjustment by the pilot. Fuel flow in
the MANUAL mode, however, is not
temperature compensated. Because of this,
there may be temperatures at which maximum
fuel flow in MANUAL mode is not sufficient to
achieve takeoff power.
NOTE
In the event engine (NP) overspeed
system is activated during transition
to or operation in MANUAL mode, the
control system is designed to keep
the engine running. Engine may
oscillate between 112.5 and 118.5%
NP until corrective action is taken
with throttle and collective
(paragraph 1-14-A-16).
3. FADEC MODE switch Depress one
time.

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BHT-407-MD-2
Depressing the FADEC MODE switch
one time mutes the FADEC FAIL
warning audio alert (ding-dong
chime tone). As the transition to
MANUAL mode was initiated by the
FADEC system, this step should not
be accomplished until pilot is firmly
established in MANUAL control.
This allows the pilot to keep hands
on flight controls during the
transition to MANUAL mode.
If the FADEC ECU is operational, it
tracks HMU operation, perform
diagnostics, monitor engine
functions, and provide and NP
overspeed limiting with FADEC
Software Version 5.358 and
subsequent. Surge detection and
avoidance are not available. If an
engine surge is encountered,
decrease the throttle until the surge
condition clears, then slowly
increase the throttle to the desired
power level. Rapid power changes
should be avoided.
4. Land as soon as practical.
Applicable maintenance action is
required prior to next flight.
5. Normal shutdown if possible.
If normal shutdown cannot be
completed by rolling throttle to
closed position, fuel shutoff valve
can be positioned to off.
1-14-A-12. CATEGORY 2 FADEC
DEGRADED
FADEC DEGRADED faults represent a loss of
some feature of the FADEC system, which
may cause a degradation in performance.
This may result in NR droop, NR lag, or
reduced maximum power capability. These
faults are displayed immediately when
detected by the ECU. Operations should be
continued in AUTO mode and helicopter is to
be flown smoothly and non-aggressively. In
1-122 Rev. 1 16 JUN 2014
conjunction with the FADEC DEGRADED
Crew Alerting System (CAS) message, the
RESTART FAULT CAS message may also
activate under certain fault conditions.
With FADEC Software Version 5.358 and
subsequent installed, the reversionary
(backup) governor is activated under certain
fault conditions, which also allow operations
in a degraded mode (paragraph 1-14-A-15).
Applicable maintenance action is required
prior to next flight.
1-14-A-13. CATEGORY 3 FADEC FAULT
A FADEC FAULT indicates that PMA and/or
MGT, NP, or NG automatic limiting circuit(s)
may not be functional. In conjunction with
activation of the FADEC FAULT Crew
Alerting System (CAS) message, the
RESTART FAULT CAS message may also
activate under certain fault conditions. These
faults are displayed immediately when
detected by the ECU. Operations should
continue in AUTO mode. If both
FADEC FAULT and RESTART FAULT CAS
messages are displayed, this indicates the
MGT automatic limiting circuit (905C in flight)
may not be functional.
In addition, the FADEC FAULT CAS message
is also displayed continuously whenever NP
has exceeded a maintenance limit (paragraph
1-14-A-16). The pilot should follow the
appropriate procedures as set out in the
BHT-407-FM-2.
Applicable maintenance action is required
prior to next flight.
1-14-A-14. CATEGORY 4 RESTART FAULT
RESTART FAULT indicates a subsequent
automatic engine start may not be possible.
The fault does not require immediate action
by the pilot and should not affect
performance of the helicopter. It is
recommended that the pilot plan the landing
site accordingly. These faults are displayed
immediately when detected by the ECU and
Export Classification C, ECCN EAR99
 BHT-407-MD-2

displayed as a RESTART FAULT Crew it is possible that overspeed protection is not

Alerting System (CAS) message. Do not available.
attempt a subsequent start until applicable
maintenance action has been completed. The ENGINE OVSPD Crew Alerting System
(CAS) warning message displays in the event
If the engine shutdown procedures are not of a NP overspeed, or if NP reaches or
properly followed, the MANUAL mode pistons exceeds 102.1% for 2.5 seconds or
may begin to engage during the shutdown. immediately when NP reaches or exceeds
The FADEC may then be unable to prevent a 107.3%. With FADEC Software Version 5.358
hot start on the next start and displays the and subsequent, the FADEC FAULT CAS
RESTART FAULT and FADEC DEGRADED message displays for the remainder of the
CAS messages to warn the pilot. An HMU flight and triggers the ENGINE OVSPD CAS
manual piston parking procedure is required, message to display on shutdown if NP
as described in paragraph 1-14-A-18 and the exceeded a maintenance limit per the
Rolls-Royce 250-C47B Operations and following conditions:
Maintenance Manual.
NP Time No. of
1-14-A-15. FADEC REVERSIONARY Condition Threshold Limit Events
GOVERNOR
1 > 102.1% 15 s >0
The FADEC Reversionary (backup) Governor 2 > 107.3% 0s >5
consists primarily of a backup channel that is 3 > 113.3% 0s >0
contained in the ECU and is isolated from the
primary governor by a firewall for EMI. It
provides basic power turbine speed The ENGINE OVSPD CAS message also
governing in the event of a hard fault displays momentarily during the overspeed
occurring in the primary governor. Failure of system test when the overspeed solenoid
the FADEC into Reversionary Governor mode valve closes.
is indicated by the illumination of
the following three Crew Alerting If the ENGINE OVSPD CAS message is
System (CAS) messages: FADEC FAULT , displayed during engine operation due to an
FADEC DEGRADED , and RESTART FAULT exceedance, and the value has been recorded
This type of failure causes a degradation in by the ECU, the pilot is provided with a
performance and can cause NR droop or NR maintenance advisory on shutdown in the
lag. Operations should be continued in form of a CAS
FADEC DEGRADED
AUTO mode and helicopter is to be flown message. The and
ENGINE OVSPD
smoothly and non-aggressively. Applicable
FADEC DEGRADED CAS messages display
maintenance action is required prior to next when NG speed decays below 9.5%. If the pilot
flight (paragraph 1-14-A-20). fails to recognize illumination of the
FADEC DEGRADED CAS message on
1-14-A-16. ENGINE OVERSPEED shutdown, it is displayed the next time
PROTECTION electrical power is applied following the
FADEC system self-test. When the
NP overspeed protection is available in both FADEC DEGRADED CAS message is
the AUTO and MANUAL modes by displayed as a maintenance advisory,
independent analog circuits integral to the maintenance investigation is required prior to
ECU. NG overspeed protection is not available further flight. Peak values of exceedances are
with FADEC Software Version 5.358 and located on the Engine History Data page of
subsequent. In the event of a FADEC Failure, the Maintenance Terminal as well as the

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-123

BHT-407-MD-2
Exceedances & Chip History Bell
Maintenance Page (paragraph 1-13-C).
If limits are exceeded, refer to the 250-C47B
Series Overspeed Limits in the Rolls-Royce
Operation and Maintenance Manual and the
BHT-407-MM-1, Chapter 5.
NP OVERSPEED
When the engine reaches 118.5 1% NP,
overspeed limiting occurs. The analog
overspeed limiting feature activates the
overspeed solenoid valve, which reduces
fuel to the engine to a minimum flow
condition (sub-idle value of 34 to 45 pph).
The minimum fuel flow increases the
likelihood of the engine remaining
running and recovering from the
overspeed. Once the NP speed drops to
112.5 2%, the overspeed solenoid valve
is deactivated and fuel flow returns to its
previously commanded value.
In the event the overspeed cannot be
controlled after fuel flow is reintroduced,
the overspeed limiting feature controls
the overspeed between the activation trip
point of 118.5 1% NP and the
deactivation point of 112.5 2% NP. If this
occurs, attempt to control engine and
rotor speed with throttle and collective.
Refer to the Engine Overspeed procedure
in the Flight Manual (BHT-407-FM-2).
OVERSPEED SYSTEM SHUTDOWN TEST
Functionality of the overspeed system is
checked during FADEC power-up and
thereafter continuously by the ECU.
Operation of the overspeed solenoid is
checked periodically by the pilot through
the use of the overspeed shutdown test
procedure.
The overspeed shutdown test procedure
shuts down the engine only if collective
pitch is below 10%, throttle position is at
idle, NG is between 60 to 66%, and NP is
less than 75%. The OVERSPEED test
button must be pressed and held for a
1-124 Rev. 1 16 JUN 2014
minimum of 1 second but not more than
10 seconds. Once the test button is
released, the overspeed test is
completed as follows. The FADEC ECU
signals the overspeed solenoid valve to
close and the ENGINE OVSPD Crew
Alerting System (CAS) message to
display. Once the FADEC ECU senses a
NG decrease greater than 0.5%, the
overspeed solenoid valve is opened, the
ENGINE OVSPD CAS message is
extinguished, and the engine is shut
down by FADEC ECU activation of the
hot start abort feature.
If the overspeed test is unsuccessful, the
engine continues to operate at idle
power, the FADEC FAULT CAS message
displays, and a normal shutdown
procedure must be carried out.
1-14-A-17. ENGINE SHUTDOWN
Pilot control of engine speed from 100% NR/
NP to idle in AUTO mode is controlled through
throttle movement. As the throttle is
positioned from the detented FLY position to
idle, electrical signals are sent to the ECU
from the HMU-PLA potentiometer. These
signals dictate the amount of authority the
ECU has to control maximum fuel flow (NG
limiting), and in turn, engine speed. Therefore,
as throttle is decreased, the maximum fuel
flow that can be delivered to the engine is
reduced by positioning the fuel metering
valve to control engine NG speed/power.
In the unlikely event that a system fault
occurs, which does not allow a reduction in
engine speed by positioning the throttle to
idle, complete the 2-minute cool down at
100% flat pitch. After the 2-minute cool down,
the engine is to be shut down by rolling the
throttle to the CLOSED position.
Pilot control of engine speed from 100% NR/
NP to NG idle in MANUAL mode is controlled
hydromechanically through throttle
movement. Idle speed in MANUAL mode may
not stabilize at 63 1% NG. If this occurs,
maintain idle speed at 63 1% NG with throttle.
Export Classification C, ECCN EAR99

Following the appropriate cool down period at
idle, the engine may be shut down in either
the AUTO or MANUAL mode by positioning
the throttle to cutoff. This closes the
mechanical fuel shutoff valve within the HMU.
Although FADEC Software Version 5.358 and
subsequent does not introduce fuel or
activate the igniter during the time period
when the NG is decreasing through 9.5%
unless the start switch is activated, it is
recommended to leave the throttle in the
cutoff position.
If relight occurs, the pilot must immediately
position the throttle to the closed position
and activate the starter.
Additionally, the pilot must also allow NG to
decay to 0% in AUTO mode prior to
positioning the battery switch to OFF. If this
procedure is not followed, the MANUAL mode
pistons may move hydromechanically after
electrical power is removed. This may
cause the RESTART FAULT and
FADEC DEGRADED Crew Alerting System
(CAS) messages to display the next time
power is applied to the FADEC ECU. If this
occurs, a HMU manual piston parking
procedure is required per paragraph
1-14-A-18 or as described in the Rolls-Royce
250-C47B Operation and Maintenance Manual.
1-14-A-18. HMU MANUAL PISTON PARKING
PROCEDURE
Starting with the HMU MANUAL mode pistons
in the wrong position may result in a hot start
of the engine. When the pilot is not certain of
the position of the pistons, or has received a
Maintenance Advisory that the pistons are out
of position, the following procedure assures
the pistons are in the correct position (fully
retracted) for engine starting.
1. Position throttle to cutoff.
2. Pull IGNITER circuit breaker.
3. BATT ON.
4. Power-up check Complete.
Export Classification C, ECCN EAR99
BHT-407-MD-2
5. FADEC MODE switch MANUAL.
6. Motor the engine (with throttle in
cutoff) for 10 seconds.
7. Wait for NG to decay to 0%.
8. FADEC MODE switch AUTO.
9. Motor the engine (with throttle in
cutoff) for an additional 10 seconds.
10. Wait for NG to decay to 0%.
11. BATT OFF.
12. Push in IGNITER circuit breaker.
Continue prestart checklist.
1-14-A-19. CATEGORY 5 MAINTENANCE
A D V I S O R Y, FA D E C S Y S T E M
FAULTS ENGINE SHUTDOWN
Maintenance advisory faults are those
detected by the ECU that are considered
minor in nature and are not communicated to
the cockpit with the engine operating.
The FADEC DEGRADED Crew Alerting
System (CAS) message serves as the
maintenance advisory message. This
message is illuminated, upon engine
shutdown, if any fault or exceedance has
been detected during the last engine run or if
a current fault exists. This indicates that
maintenance action is required prior to the
next flight.
Maintenance advisory faults display during
shutdown when the throttle is placed in the
CLOSED position and the NG speed decays
below 9.5%. If the pilot misses the
maintenance advisory on shutdown, it
illuminates at the next application of electrical
power.
1-14-A-20. CHECKING FADEC FAULT CODES
AND EXCEEDANCES
As stated previously, faults can be displayed
immediately through a FADEC FAIL ,
FADEC MANUAL , FADEC DEGRADED ,
16 JUN 2014 Rev. 1 1-125
BHT-407-MD-2
FADEC FAULT , RESTART FAULT Crew
Alerting System (CAS) message or by a
combination of these messages. Maintenance
advisory faults are displayed on shutdown
through the FADEC DEGRADED CAS
message. In addition, faults are also used to
identify exceedances.
Regardless if the fault or exceedance
messages were displayed in flight or at
shutdown, maintenance action is required
prior to further flight. Refer to BHT-407-MM-9,
Chapter 76 and the Rolls-Royce 250-C47B
Operation and Maintenance Manual.
NOTE
As an alternate method to check for
recorded exceedances, view the AUX
Weights, Fuel, Exceedances page
(Figure 1-41). This page is displayed
when you press the ENT key on the
Multi-Function Display (MFD) after
initial power-up, allowing you to
check for recorded exceedances
prior to each engine start.
With the Garmin G1000H integrated avionics
system, FADEC faults and exceedances can
by viewed directly from the Bell Maintenance
pages (paragraph 1-13).
For maintenance purposes, the FADEC faults
or exceedances also need to be viewed by
using the Maintenance Terminal. The
Maintenance Terminal (Windows version) is
capable of providing information on Current
Faults, Last Engine Run Faults, Accumulated
Faults (Fault History screen), and NP
overspeed exceedance information (Engine
H is to r y s c re e n ). R e f er to th e G o od r ic h
Maintenance Terminal User Guide for
operating instructions.
1-126 Rev. 1 16 JUN 2014
Reference to Table 1-17 provides a general
high level description of the displayed fault
codes.
1-14-A-21. CLEARING FADEC FAULT CODES
NOTE
Clearing Last Engine Run (History)
faults from the AUX OEM
Diagnostics ENG/ECU FAULTS page
of the MFD does not clear faults
stored in the FADEC ECU. Use of a
Maintenance Terminal is required to
clear faults stored in the FADEC ECU.
Faults/exceedances are not to be erased
unless appropriate maintenance actions have
been carried out in accordance with the
BHT-407-MM and Rolls-Royce 250-C47B
Operations and Maintenance Manual. Do not
attempt to clear any fault or exceedance while
the engine is operating.
If maintenance actions have been conducted
due to a recorded exceedance or to correct a
current or last engine run fault, it must be
ensured that no FADEC Crew Alerting System
(CAS) messages are illuminated when the
throttle is positioned to IDLE for the next start
attempt. If a FADEC related CAS message is
displayed with the throttle positioned to IDLE,
a current fault exists and further maintenance
action is required.
1-14-A-22. CURRENT (ACTIVE) FAULTS
Current faults may be cleared by performing a
power reset (battery switch OFF/ON). If fault is
no longer detected, the associated
FADEC DEGRADED Crew Alerting System
(CAS) message is extinguished. In addition,
the fault is no longer displayed on the AUX
OEM Diagnostics ENG/ECU FAULTS page of
the Multi-Function Display (MFD).
Export Classification C, ECCN EAR99
 BHT-407-MD-2

407_MD-2_01_0044

Figure 1-41. AUX Weights, Fuel, Exceedances Page (MFD) (Version 1237.04 Shown)

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-127

BHT-407-MD-2

1-14-A-23. LAST ENGINE RUN (HISTORICAL)
FAULTS/EXCEEDANCES
LAST ENGINE RUN faults or exceedances
may be cleared by performing a successful
engine start.
As an alternate means, LAST ENGINE RUN
faults/exceedances may be cleared from the
Garmin G1000H integrated avionics system in
accordance with the BHT-407-MM-10, Chapter
95 and from the FADEC ECU in accordance
with the Maintenance Terminal Users Guide.

Table 1-17. 250-C47B FADEC Software Versions 5.358

(Reversionary Governor) and Subsequent Fault Code Display

FAULT DESCRIPTION MAINTENANCE MESSAGE FAULT CODE

Primary Governor Failed AD12bitFlt, AD8bitFlt, ECUOTFlt, GainFlt, HLRfFLt,

OffsFlt, PROMFlt, PW10Flt, RAMFlt, V15Flt, V5Flt,
WDTFlt, CJCFlt, OrDiodeFlt, BacCompFlt, EEPROMFlt,
ForCompFlt, P1Flt, SWIntFlt, TestCelFlt, UARTFlt,
UUIntFlt, OSVFlt, NpOSFlt, OR28Flt, WDTTimeOut,
ARINCFlt, ARINCHWFlt, SWCfgFlt, RGSDFlt,QRawFlt,
T1BRawFlt, ESWRGFlt, ESW2RGFlt, ESW3RGFlt,
ESW4RGFlt, ESW5RGFlt, SWConfigRGFlt, PwrRstFlt,
RGSelSwFlt or NDOTWRCdRGFlt

Reversionary Governor Failed AD10bitFltRG, PROMFltRG, RAMFltRG, RGOTFltRG,

SWConfigFltRG, V10FltRG, V15nFltRG, V15pFltRG,
V5qFltRG, WDTTimeOutRG, ARINCHdFltRG, ARINCFltRG,
ARINCHWFltRG, BacCompFltRG, ForCompFltRG,
Or28FltRG, OrDiodeFltRG, PW10LoFltRG, RGTempFltRG,
SPITempFltRG, UARTFltRG, WDTFltRG, PGSDHdFltRG,
PGSDFltRG, WfCorrPGHdFltRG, WfCorrPGFltRG,
EngRnCtPGFltRG, EngRnTmPGFltRG, ESWPGFltRG,
NpIncPGFltRG, Np2RawPGFltRG, P1RawPGFltRG,
T1ARawPGFltRG, SwPwrFltRG

NP Exceedance NpLmTOut

Reversionary Governor did not ECUGovFltRG

govern when Primary Governor
failed.

MGT indication failure MGTFlt

Failure to control Auto/Manual AMSolFlt, AMSolFltRG

Solenoid

CIT temperature indication failure T1AFlt, T1ABFlt, T1BFltRG or T1DFltRG

Metering Valve is not in start OpenMvFlg

position.

Starter Relay Interface StrFlt

1-128 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

 BHT-407-MD-2

Table 1-17. 250-C47B FADEC Software Versions 5.358

(Reversionary Governor) and Subsequent Fault Code Display (Cont)

FAULT DESCRIPTION MAINTENANCE MESSAGE FAULT CODE

NR Sensor Rotor decay NrFlt

anticipation

Incorrect Overspeed Test switch OSTstSwFlt

indication

HMU Failure to control fuel flow WfLimFlag, WfLimFlagRG

NP Run Limit NpRLmTOut

Failure in HMU Metering Valve WfMvFlt, WfStFlt or WfStFltRG

Potentiometer reading

Collective Pitch Potentiometer CPFlt

indication failure

Failure to control HMU (Stepper StepCntFlt, SmFlt, AMSolFlt or SmFltRG

motor)

This Status Message is not used. Not Used

Verify that message is indicated
by lamp.

Failure to control HMU OSFlt

(Overspeed Solenoid)

Engine Surge event SgFlag

NG speed indication failure Ng1Flt, Ng2Flt, Ng12Flt or Ng1FltRG

Airframe Power failure AF28Flt or AF28FltRG

Engine Overspeed OSFlag or OSEventLmpRG

TMOP Sensor Torque indication QFltRG

failure

Failure in HMU (PLA PLA1Flt, PLA2Flt, PLA12Flt or PLARfFlt

Potentiometer) reading

PMA power supply Al28Flt or Al28FltRG

Failure to control HMU (Hot Start StSFlt, StSIFlt, StSFltRG or StSIFltRG

Abort Solenoid)

Failure to control Ignition Relay IgnFlt or IgnIFlt

Interface

NP speed indication failure Np1Flt, Np2Flt, NpDFlt, Np12Flt, NpDFltRG or Np1FltRG

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-129

BHT-407-MD-2

Table 1-17. 250-C47B FADEC Software Versions 5.358

(Reversionary Governor) and Subsequent Fault Code Display (Cont)

FAULT DESCRIPTION MAINTENANCE MESSAGE FAULT CODE

Incorrect Auto/Manual switch AMSwFlt or AMSwFltRG

indication

Quiet Mode switch fault QMSwFlt

1-14-A-24. ACCUMULATED FAULTS/ 1-14-A-26. COCKPIT PROCEDURAL

EXCEEDANCES
Accumulated faults or exceedances may only
be cleared from the FADEC ECU in
accordance with the Maintenance Terminal
Users Guide.
TRAINING ON GROUND (ENGINE
NOT RUNNING)
1. Pull START and IGNTR circuit
breakers and ensure fuel valve
switch is positioned to OFF.

NP exceedance values may only be cleared 2. Connect external power source.

from engine history data page of the FADEC
ECU with the use of the Maintenance 3. Allow instruments and FADEC to
Terminal. complete self-test with FADEC
MODE switch in AUTO.
1-14-A-25. FADEC TRAINING IN MANUAL 4. Position throttle to FLY detent and
MODE collective to approximate cruise
flight setting.
Prior to actual flight training in the MANUAL
mode, an operational understanding of the 5. Simulate FADEC FAILURE by pulling
FADEC system along with a sound knowledge FADEC circuit breaker. This
of emergency procedures is required. It is simulates a failure direct to MANUAL
recommended that training be first mode. FADEC FAIL warning audio
accomplished in the helicopter in a cockpit alert activates along with
procedural environment (engine not running) illumination of the FADEC FAIL and
(paragraph 1-14-A-26). This can provide a
FADEC MANUAL Crew Alerting
visual simulation of the audio alert and CAS
System (CAS) messages. FADEC
messages associated with a FADEC failure
MODE switch illuminates MAN.
direct to MANUAL mode and familiarize the
pilot with the required cockpit actions. This 6. Carry out the appropriate
should be followed by a takeoff/hover/circuit BHT-407-FM-2 emergency response
and landing in MANUAL mode which allows procedure. (Depressing the FADEC
the pilot to become familiar with the required MODE switch silences the audio
manipulation of the throttle and controls alert.)
(paragraph 1-14-A-27).
7. Push in FADEC circuit breaker and
Once the pilot is comfortable with flight in set FADEC MODE switch to AUTO.
MANUAL mode, simulated FADEC failure
emergency procedures can be carried out in 8. Repeat procedure until it is
flight (paragraph 1-14-A-28). understood.

1-130 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


9. Disconnect external power source,
position throttle to cutoff and push in
START and IGNTR circuit breakers.
1-14-A-27. FLIGHT TRAINING IN MANUAL
MODE
In MANUAL mode, the following is applicable:
Switching to MANUAL mode at IDLE
(63 1% NG) may result in change in NG.
Igniter operates continuously.
AUTO RELIGHT and FADEC MANUAL
Crew Alerting System (CAS) messages
displays.
FADEC MODE switch indicates MAN.
FADEC ECU remains operational.
However, surge protection and
avoidance logic is not available. In the
event of a FADEC FAILURE while training
in MANUAL mode, the FADEC FAIL
CAS message displays. FADEC FAIL
audio alert does not sound. Remain in
MANUAL mode and land as soon as
practical.
Maximum Continuous Power is available
for all ambient conditions. Takeoff Power
may not be available.
1. Perform START procedure and
SYSTEMS CHECKS in AUTO mode.
2. At idle (63 1% NG), depress FADEC
MODE switch to transition to
MANUAL mode.
NOTE
Transition back to AUTO mode can
be made at any time by depressing
FADEC MODE switch to AUTO. Upon
selecting AUTO mode, an engine
Export Classification C, ECCN EAR99
BHT-407-MD-2
power transient may be experienced
as the FADEC ECU matches engine
power to rotor load. Make sure
throttle is positioned to FLY detent
position following selection of AUTO
mode.
3. Manipulate throttle on ground to
become familiar with MANUAL
control.
4. Increase throttle to maintain 95 to
100% NR/NP. Manipulate throttle/
collective and lift into hover.
5. When comfortable with manipulation
of throttle and flight controls in
hover, transition into forward flight
and conduct circuits to touchdown.
1-14-A-28. SIMULATED FADEC FAILURE
TRAINING (IN-FLIGHT)
When comfortable with flying circuits to
touchdown in MANUAL mode, transitions
between AUTO and MANUAL may be
conducted in flight.
Simulation can be accomplished by stating
FADEC FAIL. Although the applicable FADEC
Crew Alerting System (CAS) messages and
audio alert is not activated, the pilot should
respond to the FADEC FAIL statement and
carry out the BHT-407-FM-2 emergency
response procedure. Once the throttle bezel
position is matched to the actual NG
indication, pilot shall position the FADEC
MODE switch to MANUAL.
Following simulated FADEC failure training in
flight, make sure FADEC MODE switch is
positioned to AUTO prior to shutdown. This
ensures the manual pistons in the HMU are
parked, and a subsequent start in AUTO can
be carried out without maintenance action.
16 JUN 2014 Rev. 1 1-131
BHT-407-MD-2
1-14-B. COMBINED ENGINE FILTER
ASSEMBLY (CEFA)
The Combined Engine Filter Assembly (CEFA)
(Figure 1-42) provides both fuel and scavenge
lube filtration within a single filter assembly,
which consists of a fuel filter bowl, fuel
bypass valve, fuel differential pressure
indicator, manifold assembly, disposable fuel
filter element, lube filter bowl, lube bypass
valve, lube differential pressure indicator, and
a disposable lube filter element. The CEFA is
located on the lower left side portion of the
power and accessory gearbox assembly.
The bypass valves for both the fuel and
scavenge lube filters allow flow to go into a
bypass condition if excessive differential
pressure occurs across the filter elements.
The differential pressure indicators provide a
visual signal when differential pressure
across either element exceeds a amperage arcs at the spark igniter gaps.
predetermined value indicating that the
element is dirty and requires replacement.
Both indicators are reset manually following
replacement.
The fuel bypass valve works in conjunction
with an impending bypass indicator. When
differential pressure across the fuel filter rises
to a pressure slightly less than the pressure
at which the bypass valve actually cracks, a
red button extends, signalling that a bypass is
about to occur. The indicator actuates at 2.1
to 2.9 PSI and the bypass valve cracks at
3.4 PSI minimum. The bypass valve seats
when the pressure drops to 3.0 PSI. The fuel
filter impending bypass indicator is located
on the lower outboard side of the manifold
assembly.
The scavenge lube filter bypass indicator
visually signals an impending bypass
condition by extending a red button when the
differential pressure across the filter is
between 8.8 to 10.8 PSI. The lube bypass
indicator assembly is equipped with a thermal
lockout for temperatures below 43C 17C
(110F 15F). The lube indicator assembly is
1-132 Rev. 1 16 JUN 2014
mounted at the bottom (aft end) of the lube
bowl.
If the fuel impending bypass indicator or lube
filter bypass indicator extends, make sure
appropriate Rolls-Royce 250-C47B Series
Operation and Maintenance Manual
procedures are carried out prior to further
flight.
1-14-C. POWER PLANT IGNITION
SYSTEM
The ignition system consists of a harness,
solid-state low tension capacitor discharge
ignition exciter, spark igniter lead, and
shunted surface-gap spark igniter
(Figure 1-42).
The ignition system transfers energy to the
combustible fuel mixture. Energy is provided
in the form of high temperature/high
These arcs ignite the fuel/air mixture. The
ignition exciter is only required during the
starting cycle since the combustion process
is continuous. Once ignition takes place, the
flame in the combustion liner acts as the
ignition agent for the fuel/air mixture.
For information on the engine ignition system
during start, refer to paragraph 1-14-A-4. For
information on the engine auto relight system,
refer to paragraph 1-14-G.
1-14-D. POWER PLANT TEMPERATURE
MEASUREMENT SYSTEM
The temperature measurement system
consists of four chromel-alumel single
junction thermocouples in the gas producer
turbine outlet and an associated integral
harness. The voltages of the four
thermocouples are electrically averaged in
the assembly. The harness terminates at a
terminal block on the aft side of the horizontal
fire shield. The engine electrical harness,
helicopter MGT indicator wiring, and FADEC
MGT input wiring all connect to this terminal
block (Figure 1-42).
Export Classification C, ECCN EAR99
 BHT-407-MD-2

COMPRESSOR TURBINE COMBUSTION SECTION

9
5

2
10

1
POWER ACCESSORIES GEAR BOX

TYPICAL

1. Ignition exciter box (Ref) 6. Engine intake (Ref)

2. Torque meter oil pressure port (Ref) 7. Shroud bleed air manifold connection (Ref)
3. Engine oil outlet port (Ref) 8. Oil filter assembly
4. Engine oil inlet port (Ref) 9. Bleed air valve (acceleration)
5. Engine oil pressure port (Ref) 10. CEFA fuel filter impending bypass button

407_MD_01_0011

Figure 1-42. Power Plant Components (Sheet 1 of 2)

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-133

BHT-407-MD-2

13
12
14
11
15

10

16

24 23
17

22

21

20

19 18

TYPICAL

11. Fuel nozzle (Ref) 18. Starter-generator

12. Ignitor 19. Hydro mechanical unit (HMU)
13. MGT terminal block 20. Scavenge oil filter and impending bypass button
14. NP monopole pickup 21. Combined engine filter assembly (CEFA)
15. NG monopole pickup 22. Fuel filter
16. Anti-ice solenoid valve 23. Permanent magnet alternator (PMA)
17. Chip plug forward 24. Hose assembly, combustion chamber drain (Ref)

407_MD_01_0012

Figure 1-42. Power Plant Components (Sheet 2 of 2)

1-134 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


1-14-E. POWER PLANT COMPRESSOR
BLEED AIR SYSTEM
The compressor bleed air system permits
rapid engine response. The system consists
of a bleed control valve located on the front
face of the scroll and an inducer bleed
manifold that encases the slotted compressor
shroud housing.
The bleed control valve is open during
starting and ground idle operation, and
remains open until a predetermined pressure
ratio is obtained. At the predetermined
pressure ratio, the valve begins to modulate
from the open to the closed position.
The inducer bleed discharges air to
atmosphere at engine idle speed. At higher
power settings, flow changes from bleed to
intake air.
1-14-F. ENGINE OIL SYSTEM
The engine incorporates a dry sump oil
system (Figure 1-43) with an externally
mounted supply tank and oil cooler located
on the top aft section of the fuselage and
enclosed by the aft fairing. Oil is supplied
from the tank to gear-type pressure and
scavenge pumps mounted within the engine
accessory drive gearbox. A spur gear-type oil
pump assembly, consisting of one pressure
element and four scavenge elements, is
mounted within.
The oil filter assembly, consisting of an oil
filter, filter bypass valve, and pressure
regulating valve, is located in the top left side
of the gearbox (Figure 1-42). A check valve,
located between the filter package and the
accessory gearbox, prevents oil from draining
into the engine from the helicopter tank when
the engine is not in operation.
Export Classification C, ECCN EAR99
BHT-407-MD-2
Additional scavenge lube filtration is provided
within the combined engine filter assembly
(CEFA) (paragraph 1-14-B).
Indicating-type magnetic chip detectors are
installed at the bottom of the gearbox and at
the engine oil outlet connection. All engine oil
system lines and connections are internal
except the pressure and scavenge lines to the
front compressor bearing and to the bearings
in the gas producer and power turbine
supports.
The system is designed to furnish adequate
lubrication, scavenging, and cooling as
needed to the bearings, splines, and gears
regardless of the helicopter attitude or
altitude. Jet lubrication is provided to all
compressor, gas producer turbine, and power
turbine rotor bearings, and to the bearings
and gear meshes of the power turbine gear
train with the exception of the power output
shaft bearings. The power output shaft
bearings and all other gears and bearings are
lubricated by oil mist.
NOTE
If helicopter engine has been shut
down for more than 15 minutes,
scavenge oil could have drained into
gearbox. Dry motor run engine for
30 seconds before checking oil level.
If not accomplished, a false high
engine oil consumption rate
indication or overfilling of oil tank
could result.
The approximate capacity of the engine oil
tank is 1.5 U.S. gallons, and the oil level is
checked by means of a sight gauge mounted
on the left side of the tank. Viewing access to
the sight gauge is provided by a cutout in the
cowling. The oil cooler is mounted on top of
the duct on the oil cooler blower.
16 JUN 2014 Rev. 1 1-135
BHT-407-MD-2

OIL TANK

OIL FILTER
OIL COOLER CEFA OIL FILTER BYPASS VALVE
CHECK VALVE

MAGNETIC CHIP DETECTOR PRESSURE REGULATING VALVE

OIL
PRESSURE SENSE SCREEN

PRESSURE SCREEN
REDUCER

OIL TANK VENT

EXTERNAL SUMP
TORQUEMETER PRESSURE
OVERBOARD BREATHER

AIR-OIL SEPARATOR

MAGNETIC CHIP DETECTOR

SUPPLY AND
PRESSURE OIL SCAVENGE OIL
BYPASS OIL
TORQUE
SCAVENGE VENT TO
MODULATED
RETURN ATMOSPHERE
PRESSURE

TYPICAL

407_MD_01_0013

Figure 1-43. Engine Oil System

1-136 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


1-14-G. ENGINE AUTO RELIGHT
AUTO MODE AUTO RELIGHT
In AUTO mode, the FADEC is capable of
detecting an engine flameout by measuring
an NG deceleration rate greater than the
predetermined flameout boundary rate. If a
flameout is detected, the ENGINE OUT Crew
Alerting System (CAS) message and warning
audio alert is activated by the FADEC ECU.
Without pilot action, the auto relight sequence
is initiated, a fuel flow rate is established and
the ignition system is activated. If a relight is
achieved, FADEC controls the MGT and
accelerate the engine back to its commanded
operation. The ENGINE OUT CAS message
and warning audio alert turns off after a
minimum NDOT (NG acceleration speed) or
increasing MGT is established.
The automatic auto relight sequence initiates
from detection of flameout until the NG speed
decays to 50%. Once the NG decays below
50%, the FADEC no longer attempts to relight
the engine. In the event of an unsuccessful
relight, refer to BHT-407-FM-2, Section 3.
MANUAL MODE
In MANUAL mode, the FADEC controlled auto
relight circuit is disabled. Because of this, the
ignition system has been designed to operate
continuously in MANUAL mode, at engine gas
producer (NG) speeds of 55% or greater to
reduce the possibility of flameout.
Continuous ignition is provided above
55% NG due to the igniter relay being
energized by a ground provided from the
engine out relay, which passes through the
FADEC mode switch when positioned to
MANUAL.
When the FADEC system is in MANUAL mode,
the integrated avionics unit No.1 operates as
a trigger device for the ENGINE OUT CAS
message display and engine out audio alert
activation when NG drops below 55%.
Export Classification C, ECCN EAR99
BHT-407-MD-2
AUTO MODE PILOT ASSISTED IN-FLIGHT
RESTART
In addition to the previously mentioned
engine relight features, the FADEC system
also incorporates specific relight logic, for
engine out conditions, when the NG speed is
between 9.5% and 50%. Pilot action is
required to initiate an in-flight restart at NG
speeds below 50%.
When appropriate BHT-407-FM-2 procedures
are followed, the in-flight restart logic
introduces fuel scheduling based on the
existing NG speed. Should a relight be
achieved, the FADEC accelerates the engine
to an idle speed of 63% NG. As the priority of
the in-flight relight logic is to help achieve an
engine start in an emergency condition, the
hot start abort function is disabled.
Therefore, to help reduce the possibility of an
overtemperature condition from occurring,
BHT-407-FM-2 procedures require that the
throttle be initially positioned to the closed
position and the start switch be positioned to
START. Once the starter is assisting to
maintain or increase the NG speed, the
throttle can be positioned to IDLE and the
FADEC introduces fuel scheduling. Ignition is
provided in conjunction with activation of the
starter.
As the in-flight restart logic is designed for NG
speeds between 9.5 and 50% NG, if an in-flight
restart is initiated below 9.5% NG, normal start
logic is used to introduce fuel based on 5.358
FADEC software or subsequent (paragraph
1-14-A-4). Should a relight occur, the FADEC
accelerates the engine to idle. In addition, hot
start abort logic is enabled for starts initiated
at NG speeds below 9.5%.
1-14-H. AUTO RELIGHT CAUTION LIGHT
The AUTO RELIGHT Crew Alerting System
(CAS) message is displayed when the ignition
system is activated.
16 JUN 2014 Rev. 1 1-137
BHT-407-MD-2
1-14-H-1. START IN AUTO MODE
During start in the AUTO mode, the ignition
system is activated through the engine igniter
circuit breaker and the start circuit until the
NG speed reaches 50 1%. Above 55% NG
(FADEC Software Version 5.358 and
subsequent), the FADEC carries out an auto
relight test and continues activation of the
ignition system until a gas producer (NG)
speed of 60 1%, at which time the
AUTO RELIGHT Crew Alerting System
(CAS) message goes OFF.
1-14-H-2. ENGINE OUT IN AUTO MODE
In the event of an engine out condition during
normal engine operations with the FADEC in
AUTO mode, the ignition system is activated
by the FADEC. This occurs when an engine
out condition is detected and the engine is
restarted or until the gas producer (NG) speed
decays to 50%. The ENGINE OUT warning
Crew Alerting System (CAS) message and
audio alert and the AUTO RELIGHT advisory
message is on at all times under these
conditions.
1-14-H-3. START AND CONTINUOUS
OPERATION IN MANUAL MODE
During a start in MANUAL mode, the ignition
system is activated when the starter switch is
positioned and held in START. Following
engine start and during continuous operation
at gas producer (NG) speeds above 55%, the
ignition system operates continuously.
Continuous ignition is provided above 55%
NG due to the igniter relay being energized by
a ground provided from the engine out relay,
which passes through the FADEC mode
switch when positioned to MANUAL.
The AUTO RELIGHT Crew Alerting System
(CAS) message is displayed continuously
under these conditions.
1-14-I. ENGINE ANTI-ICE SWITCH
The ENG ANTI-ICE switch, located in the
overhead console, controls the engine
1-138 Rev. 1 16 JUN 2014
anti-ice bleed air solenoid valve. The engine
anti-ice system is activated when the ENG
ANTI-ICE switch is positioned to ENG
ANTI-ICE. This de-energizes the engine
anti-ice bleed air solenoid valve allowing hot
diffuser scroll air to flow from the engine
anti-icing air valve to the engine compressor
front support guide vanes and prevent the
formation of ice. In the event of a total
electrical system failure, the anti-ice system
fail safes to ON and provides continuous
anti-icing.
When the ENG ANTI-ICE switch is positioned
to OFF, bus voltage is provided to the engine
anti-ice bleed air solenoid valve from the
engine anti-ice circuit breaker. This energizes
the engine anti-ice bleed air solenoid valve
and prevents the flow of hot air from the
engine anti-ice air valve to the engine
compressor front support guide vanes.
The engine anti-ice pressure switch is used to
control activation of the ENGINE ANTI-ICE
Crew Advisory System (CAS) message.
Engine anti-ice pressure switch activation
occurs on increasing pressure at 5.5 .5 PSI
(37.9 3.4 kPa), which allows the
ENGINE ANTI-ICE CAS message to display.
Engine anti-ice pressure switch deactivation
occurs on decreasing pressure prior to
3.0 PSI (20.68 kPa), which turns OFF the
ENGINE ANTI-ICE CAS message.
1-14-J. ENGINE OUT CAS MESSAGE
AND AUDIO ALERT WARNING
The ENGINE OUT C rew Alerting S ystem
(CAS) message and (fast-pulsing) audio alert
warning circuit activates when the FADEC
detects an engine flameout (by sensing N G
deceleration) or when gas producer (N G )
speed is 55 1% or less.
1-14-J-1. FADEC IN AUTO MODE
If the FADEC detects an engine flameout (NG
deceleration) or NG speed of 55 1% or less,
the ENGINE OUT Crew Alerting System
(CAS) message and (fast-pulsing) audio alert
Export Classification C, ECCN EAR99
 BHT-407-MD-2

warning circuit is activated by the integrated NP Time No. of

avionics unit No. 1 and the engine out relay. In Condition Threshold Limit Events
addition, the FADEC automatically initiates an
auto relight sequence immediately upon 1 > 102.1% 15 s >0
detection of a flameout (NG deceleration) 2 > 107.3% 0s >5
(paragraph 1-14-G).
3 > 113.3% 0s >0
The engine out (fast-pulsing) audio alert
warning can be muted by pressing the Master
Warning/Caution PBA. If the ENGINE OVSPD CAS message is
displayed during engine operation due to an
1-14-J-2. FADEC IN MANUAL MODE exceedance, it is recorded by the FADEC ECU
and the Garmin G1000H integrated avionics
If the FADEC detects an engine flameout (NG system, and the pilot is provided with a
deceleration) or NG speed of 55 1% or less, maintenance advisory on shutdown in the
the ENGINE OUT Crew Alerting System form of a FADEC DEGRADED CAS message.
(CAS) message and (fast-pulsing) audio alert The FADEC DEGRADED CAS message
warning circuit is activated by the integrated displays when NG speed decays below 9.5%.
avionics unit No. 1 and the engine out relay. If the pilot fails to recognize the
FADEC DEGRADED CAS message on
shutdown, it is displayed the next time
Engine out (flameout) protection in the
electrical power is applied following the
MANUAL mode is only provided by
FADEC system self-test. When the
continuous activation of the ignition system
FADEC DEGRADED CAS message is
at NG speeds of 55% or greater (paragraph
displayed as a maintenance advisory,
1-14-H-3).
maintenance action is required prior to further
flight. Peak values of exceedances are located
The engine out (fast-pulsing) audio alert on the Engine History Data page of the
warning can be muted by pressing the Master Maintenance Terminal and on the
Warning/Caution PBA. Exceedances & Chip History Bell
Maintenance page (paragraph 1-13-C).
1-14-K. ENGINE OVSPD CAS MESSAGE
The ENGINE OVSPD CAS message also
The ENGINE OVSPD Crew Alerting System displays momentarily during the overspeed
(CAS) message displays if the FADEC detects shutdown test when the overspeed solenoid
a NP overspeed of 118.5 1%. The CAS valve is activated within the HMU
message displays when the overspeed (BHT-407-FM-2).
solenoid valve is activated within the Hydro
Mechanical Unit (HMU). With FADEC Software 1-14-L. ENGINE CHIP CAS MESSAGE
Version 5.358 and subsequent, the
ENGINE OVSPD CAS message also displays The ENGINE CHIP Crew Alerting System
when NP is above the maximum continuous (CAS) message displays if sufficient metallic
limit of 102.1% for 2.5 seconds, or particles in the oil accumulate on either the
immediately when NP reaches or exceeds engine sump or scavenge chip detectors. The
107.3%. The FADEC FAULT CAS message engine sump chip detector is located on the
displays for the remainder of the flight and lower left side of the engine gearbox and the
triggers the ENGINE OVSPD CAS message engine scavenge chip detector is located on
to display on shutdown if NP exceeded a the forward right side of the engine gearbox.
maintenance limit per the following Both chip detectors are a quick-disconnect
conditions: design.

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-139

BHT-407-MD-2
1-15. FUEL SYSTEM DESCRIPTION
The fuel system (Figure 1-44) consists of two
crash resistant, bladder-type fuel cells. The
forward fuel cell is located underneath and
between the aft facing passenger seats. The
aft fuel cell is located underneath and behind
the aft passenger seats.
Both fuel cells are serviced through the filler
port located on the right side of the helicopter.
Approximately 28.4 U.S. gallons
(193.1 pounds) of fuel accumulates in the aft
main fuel cell, prior to the forward cell being
filled through the gravity feed stand pipe. The
gravity feed stand pipe connects the aft fuel
cell to the forward tank. As the aft fuel cell fills
beyond the level of the top of the stand pipe,
the forward tank is completely filled (forward
tank fuel capacity 37.6 U.S. gallons
(256.0 pounds)). The aft tank is then filled to
the level of the filler port (usable fuel capacity
127.8 U.S. gallons (869.0 pounds)).
If the auxiliary tank is installed, it is filled at
the same time as the aft tank through two
openings located on the lower aft wall of the
main fuel cell, which are connected to the
bottom of the auxiliary tank (refer to
BHT-407-FMS-6 for information on this kit).
Fuel from the forward tank is transferred to
the main tank by two transfer pumps mounted
on a sump plate assembly located on the
bottom of the forward fuel cell. Fuel from the
main fuel cell is supplied to the engine
through two boost pumps located at the base
of the main fuel cell on a sump plate. The fuel
from the two boost pumps joins into a
common fuel line that passes through a fuel
shutoff valve, then through an airframe
mounted fuel filter before reaching the engine
driven pump on the HMU. A solenoid sump
drain valve is installed on the sump plate
assemblies of both the forward and aft fuel
tanks. The drain valves are activated by two
switches located on the right side of the lower
aft fuselage. These switches are deactivated
1-140 Rev. 1 16 JUN 2014
when the fuel valve switch is ON to prevent
inadvertent activation during flight.
1-15-A. FUEL SYSTEM OPERATION
With power applied to the helicopter and the
Fuel XFR/Boost Right and Fuel XFR/Boost
Left circuit breaker switches ON, the two
transfer pumps and the two boost pumps are
operating. Refer to Figure 1-45 for the fuel
transfer system schematic.
Each transfer pump sends fuel through a
one-way check valve located at the outlet of
each pump and a common tee fitting through
a line that transfers the fuel into the aft tank.
Each check valve ensures that, if either of the
transfer pumps becomes inoperative, fuel is
pumped to the aft tank and not through the
inoperative pump back into the forward fuel
tank.
A modified tee fitting incorporating an orifice
allows for a specific amount of fuel to bleed
back into the forward tank to reduce the
transfer rate.
Each boost pump sends fuel through a
one-way check valve located at the outlet of
each pump and a common tee fitting. It then
flows through a common line to a fitting
located at the top right side of the main fuel
cell. The line leaves the fuel cell and passes
through the fuel shutoff valve. A pressure
transducer (located between the main fuel cell
fitting and the fuel shutoff valve) supplies the
electrical signal to the Engine Indicating
System (EIS) fuel pressure indication
(paragraph 1-12-A-12).During normal
operation, fuel is first used from the aft fuel
cell until its level is equivalent to the top of
the forward tank. At this time, the aft cell and
forward cell are used equally down to the
level of the top of the gravity feed stand pipe.
At this point, all fuel is used from the forward
tank. Finally, after the forward tank is empty,
the remaining fuel in the aft tank is used.
Export Classification C, ECCN EAR99
 BHT-407-MD-2

FUEL VALVE SWITCH

FUEL VALVE
FUEL
(AMBER)
PRESS FIREWALL
FUEL FILTER
(AMBER)
AIRFRAME
FUEL FILTER
ENGINE
MANUAL
VENT LINE DRAIN VALVE

DRAIN
HOSE
SHUT OFF VALVE WITH
THERMAL RELIEF
PRESSURE AUX FUEL TANK
TRANSDUCER KIT (REF)
FUEL
QTY FILLER CAP
LBS
ENGINE FEED OVERBOARD
LINE VENT
FWD FUEL FUEL SIGNAL AFT FUEL
CELL CONDITIONER CELL

QTY PROBE
(3 PLACES)
CHECK VALVE
WITH THERMAL TRANSFER
RELIEF BLEED CHECK VALVE
WITH THERMAL
TRANSFER RELIEF
PUMP DUAL TRANSFER
LINE

BOOST PUMP DUAL

INTERCONNECT LINE LOW LEVEL SWITCH

ELECTRIC R/FUEL XFR R/FUEL BOOST
SUMP DRAIN ELECTRIC SUMP
(AMBER) DRAIN (AMBER)
PRESSURE L/FUEL XFR L/FUEL BOOST FUEL LOW
SWITCH (AMBER) (AMBER) (AMBER)
LOW LEVEL
SWITCH

TYPICAL

407_MD_01_0014

Figure 1-44. Fuel System

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-141

BHT-407-MD-2

FUEL XFR/ RIGHT XFR RIGHT XFR

BOOST RIGHT PUMP RELAY PUMP

28 VDC BUS 10

FUEL QTY
PUMP OUTPUT
3 PRESSURE

FUEL SIGNAL
CONDITIONER
CAS MESSAGE

R/FUEL XFR
POWER IN
TIME
DELAY RIGHT FUEL
PRESSURE SWITCH

GROUND CIRCUIT
FOR XFR LIGHTS
BASED ON
ACTIVATION TABLE
INTEGRATED AVIONICS
UNIT NO. 1
TIME (GIA 63H)
DELAY ETHERNET OUT
POWER IN ETHERNET OUT

(RH FUEL XFR FAILED)

(LH FUEL XFR FAILED)
FUEL
PROBE FORWARD FUEL TANK

LEFT FUEL
PRESSURE SWITCH CAS MESSAGE

L/FUEL XFR
FLOAT

LEFT XFR
PUMP RELAY

LOW LEVEL FUEL XFR/ PUMP OUTPUT

DETECTOR BOOST LEFT PRESSURE

10
LEFT XFR
BATTERY SWITCH PUMP
4
BATTERY POWER OFF
5

6
28 VDC POWER
ON

TYPICAL

407_MD_2_01_0036

Figure 1-45. Fuel Transfer System Schematic

1-142 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


Refer to paragraph 1-15-S for operational
information of the L/FUEL XFR and
R/FUEL XFR Crew Alerting System (CAS)
messages and paragraph 1-15-U for
information on the FUEL LOW CAS
message.
1-15-B. LEFT FUEL BOOST/XFR
ALTERNATE ELECTRICAL
CIRCUIT
In the event that a short circuit or battery hot
condition occurs in the helicopter and all DC
bus power is shut off, it is desirable to
maintain the operation of one transfer pump
and one boost pump.
The BATT switch configures the DC power
feed to the left fuel boost pump and the left
fuel transfer pump between the DC bus and
the helicopter battery (Figure 1-46).
In the event the battery switch is positioned to
OFF during helicopter operations, an
alternate circuit is provided to allow operation
of the left fuel transfer and left fuel boost
pumps. During this condition, with the fuel
valve switch positioned to ON, battery voltage
is supplied through the FUEL BOOST/XFR
backup circuit breaker, the fuel valve switch,
the battery switch, and the left fuel XFR/boost
circuit breaker switch to the left fuel transfer
and left fuel boost pumps.
1-15-C. FUEL SYSTEM CONTROLS
Fuel system controls are located on the
instrument panel, overhead console, and aft
lower right fuselage. The controls consist of a
FUEL VALVE switch, a FUEL XFR/BOOST
LEFT switch, a FUEL XFR/BOOST RIGHT
switch, and two FUEL CELL DRAIN switches.
1-15-D. FUEL VALVE SWITCH
The FUEL VALVE switch is located on the
lower right side of the instrument panel. It is a
guarded two-position toggle switch that
Export Classification C, ECCN EAR99
BHT-407-MD-2
provides a means of shutting off the flow of
fuel to the engine.
The fuel shutoff valve is a motorized gate
valve that must be driven to either the open or
closed position. When activated by the FUEL
VALVE switch, the shutoff valve motor rotates
in the appropriate direction to OPEN or
CLOSE the gate valve. The FUEL VALVE
Crew Alerting System (CAS) message
momentarily displays during valve transit.
1-15-E. LEFT AND RIGHT FUEL XFR/
BOOST SWITCH
The left and right FUEL XFR/BOOST switches
(Figure 1-45) are a circuit breaker toggle
design and located on the overhead console.
Each switch controls the operation of its
respective boost pump located in the main
fuel tank and transfer pump in the forward
fuel tank. In addition to the left and right
FUEL/XFR switches, separate electrical
circuits within the fuel signal conditioner are
used to control the operation of the left and
right fuel transfer pumps as the forward fuel
tank is emptied.
The LEFT FUEL/XFR switch is outlined by a
yellow border (Figure 1-5) to identify that it
has an alternate circuit (Figure 1-46). In the
event the BATT switch is positioned to OFF
during helicopter operations, an alternate
circuit is also provided to allow operation of
the left fuel transfer and left fuel boost pumps.
During this condition, with the FUEL VALVE
switch positioned to ON, battery voltage is
supplied through the FUEL BOOST/XFR
BACKUP circuit breaker (located on the left
side of the instrument pedestal above the chin
bubble), the FUEL VALVE switch, the BATT
SWITCH, and the LEFT FUEL BOOST/XFR
circuit breaker switch to the left fuel transfer
and left fuel boost pumps. Therefore, in this
situation the LEFT BOOST pump continues to
run. The LEFT XFR pump continues to run as
long as the fuel signal conditioner determines
that there is fuel in the forward tank.
16 JUN 2014 Rev. 1 1-143
BHT-407-MD-2

BATTERY

- +

FUEL VALVE SWITCH BATTERY RELAY

FUEL BOOST/
OFF XFR BACKUP
1
A2
2 15

5 BATTERY SWITCH

6 4 OFF
ON
5

28 VDC BUS 6
ON
FUEL XFR/
BOOST LEFT

10

LEFT
BOOST PUMP

LEFT LEFT XFR

TRANSFER PUMP PUMP RELAY

FUEL SIGNAL
CONDITIONER

TYPICAL
407_MD_01_0017

Figure 1-46. Left Fuel XFR/Boost Alternate Circuit Schematic

1-144 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99


1-15-F. FUEL CELL DRAIN SWITCHES
The FUEL CELL DRAIN switches provide a
means of draining fuel from both the forward
and aft fuel cells individually. The switches
are a momentary pushbutton design made up
of an outer environmental seal and an inner
switch assembly. They are mounted side by
side on the lower right side of the aft fuselage,
below and aft of the fuel filler port.
The FUEL VALVE switch must be in the OFF
position to operate either of the fuel cell drain
valves. This prevents inadvertent operation of
the fuel cell drains during flight.
With helicopter electrical power provided and
the FUEL VALVE switch positioned to OFF,
pressing the FUEL CELL DRAIN switches
opens the respective drain valves allowing
fuel to be drained from the forward and main
fuel cells.
1-15-G. FUEL SYSTEM INDICATIONS
AND CAS MESSAGES
The Engine Indicating System (EIS) consists
of a fuel quantity indication, fuel
pressure indication and fuel flow indication as
well as the FUEL VALVE , L/FUEL BOOST ,
R/FUEL BOOST , L/FUEL XFR ,
R/FUEL XFR , FUEL FILTER , and
FUEL LOW Crew Alerting System (CAS)
messages.
1-15-H. FUEL SYSTEM CAPACITY
For fuel system capacity, refer to the
BHT-407-FM-2, Section 5.
1-15-I. FUEL QUANTITY GAUGING
SYSTEM (FQGS)
The Fuel Quantity Gauging System (FQGS)
measures the quantity of fuel in the two main
fuel tanks. The FQGS also measures the
quantity of fuel in the auxiliary fuel tank when
it is installed.
The fuel quantity is measured by three
capacitance-type probes in the fuel tanks. The
Export Classification C, ECCN EAR99
BHT-407-MD-2
signals from the probes are used by the fuel
signal conditioner to calculate the fuel weight.
The signal conditioner provides a signal to
the Engine Indicating System (EIS) fuel
quantity indication (paragraph 1-12-A-11) to
display the calculated fuel weight.
1-15-J. FUEL QUANTITY SIGNAL
CONDITIONER
The signal conditioner is a separate unit that
is located on the aft electrical equipment shelf
next to the DC controller (voltage regulator).
The electronic interface circuits for the fuel
low level detection system are located along
with the fuel gauging system signal
conditioner circuits in the same physical unit.
Both systems are physically and electrically
separate within the unit. There are three LEDs
located on the aft side of the signal
conditioner that are used to display the Fuel
Quantity Gauging System (FQGS) status for
purposes of troubleshooting.
1-15-K. SIGNAL CONDITIONER BUILT-IN
TEST (BIT)
1-15-K-1. POWER-UP BIT
The signal conditioner receives power from
the 28 VDC bus through the FUEL QTY circuit
breaker. The signal conditioner carries out a
power-up BIT when the unit is first provided
power. The power-up BIT must be completed
before the signal conditioner can take any
readings of fuel quantity. The signal
conditioner should complete a power-up BIT
check within approximately 4 seconds after
application of power. There is no connection
between the BIT feature of the signal
conditioner and the BIT performed by the fuel
quantity gauge.
If a failure is detected during the power-up BIT
or if an error is found in the probe signal
received or the power source for the probe
input, the signal conditioner blanks the
16 JUN 2014 Rev. 1 1-145
BHT-407-MD-2
Engine Indicating System (EIS) fuel quantity
indication (paragraph 1-12-A-11).
If errors have been detected and the fuel
quantity indication has been blanked, the
signal conditioner does not turn the
indication back on, even if the error has been
corrected, unless the power is turned OFF
and ON to the signal conditioner.
In addition, the failures detected are displayed
on three LEDs on the back of the signal
conditioner (refer to the BHT-407-MM-10,
Chapter 95 for fault explanation).
1-15-K-2. CONTINUOUS BUILT-IN TEST
(BIT)
The signal conditioner carries out a
continuous BIT whenever it is powered. If a
failure is detected during the continuous BIT
or if an error is found in the probe signal
received or the power source for the probe
input, the signal conditioner blanks the
Engine Indicating System (EIS) fuel quantity
indication (paragraph 1-12-A-11).
If errors have been detected and the fuel
quantity indication has been blanked, the
signal conditioner does not turn the
indication back on, even if the error has been
corrected, unless the power is turned OFF
and ON to the signal conditioner.
In addition, the failures detected are displayed
on three LEDs on the back of the signal
conditioner (refer to the BHT-407-MM-10,
Chapter 95 for fault explanation).
1-15-L. FUEL QUANTITY CALCULATION
A microprocessor in the signal conditioner
uses the information provided by the three
fuel probes to compute the weight of the fuel
in the following steps:
1. Uses the Main Tank Forward Fuel
Probe (Probe No. 2) input signal for
density correction if it is totally
1-146 Rev. 1 16 JUN 2014
immersed in fuel or, if not, uses a
default density (default density is
6.6594 pounds/gallons).
2. Calculates the height of the fuel
indicated for each of the three probes
corrected for fuel density by using
the value from step 1.
3. The calculated height on each probe
is used to look up a volume of fuel in
gallons in a table contained in the
Non-Volatile Memory (NVM) of the
signal conditioner.
4. The weight of the fuel is then
calculated by multiplying the volume
by the density. A calculation is done
for all three probes to compute the
total system weight of fuel. A
calculation is also done for only the
forward tank fuel probe (probe
No. 3).
Total system weight information is
transmitted from the signal conditioner to the
Engine Indicating System (EIS) fuel quantity
indication (paragraph 1-12-A-11). When the
forward fuel quantity switch is pushed, the
weight for the forward tank only is
transmitted.
1-15-M. FUEL QUANTITY INDICATION
The fuel quantity indication is displayed
through the Engine Indicating System (EIS)
on the Multi-Function Display (MFD) in normal
mode. Usable fuel weight (in pounds) is
calculated by the fuel signal conditioner and
is displayed by the EIS (paragraph 1-12-A-11).
1-15-N. FUEL QUANTITY BUTTON
The fuel quantity indication normally
indicates the total usable fuel in both the
forward and aft fuel tanks and auxiliary tank (if
installed). Pushing the FUEL QTY FWD TANK
button makes the fuel quantity indication
display the fuel in the forward tank only.
Export Classification C, ECCN EAR99

1-15-O. FUEL PRESSURE INDICATION
The fuel pressure indication is displayed
through the Engine Indicating System (EIS)
on the Multi-Function Display (MFD) in normal
mode (paragraph 1-12-A-12).
The fuel pressure indication displays the
pressure output from the two fuel boost
pumps in Pounds per Square Inch (PSI). The
fuel pressure input signal is provided from a
transducer mounted between the fuel boost
pumps and the fuel shutoff valve. The
minimum pressure limit is set to ensure that
sufficient fuel pressure is supplied to the
input of the engine driven fuel pump.
1-15-P. FUEL FLOW INDICATION
The fuel flow indication is displayed through
the Engine Indicating System (EIS) on the
Multi-Function Display (MFD) in normal mode
(paragraph 1-12-A-13). The fuel flow is
calculated by the FADEC ECU and displayed
in Pounds Per Hour (PPH).
1-15-Q. FUEL VALVE CAS MESSAGE
The FUEL VALVE Crew Alerting System
(CAS) message displays when the fuel shutoff
valve is in transit or in the event of a
malfunction and the valve has stopped
somewhere between the full OPEN or full
CLOSED position.
1-15-R. L/FUEL BOOST AND R/FUEL
BOOST CAS MESSAGES
The L/FUEL BOOST and R/FUEL BOOST
Crew Alerting System (CAS) messages
display when their respective fuel pressure
switch senses a decreasing boost pump
output pressure of 1.5 0.5 PSI. When boost
pump pressure is increasing, the CAS
messages extinguish prior to the pressure
passing through 5 PSI.
Export Classification C, ECCN EAR99
BHT-407-MD-2
1-15-S. L/FUEL XFR AND R/FUEL XFR
CAS MESSAGES
Activation of either Crew Alerting System
(CAS) message circuit is dependent on the
relationship between the fuel quantity in the
forward fuel tank and the total quantity of the
fuel system.
The L/FUEL XFR or R/FUEL XFR CAS
message (Figure 1-44) displays when their
respective fuel pressure switch senses a
decreasing boost pump pressure of
1.5 0.5 PSI, provided the conditions shown
in Table 1-18 are met.
With a L/FUEL XFR or R/FUEL XFR pump
pressure of 5 PSI or greater, the respective
left and right fuel pressure switches open and
cause the L/FUEL XFR or R/FUEL XFR CAS
messages to go off.
When the fuel signal conditioner detects a
forward fuel tank quantity of less than
25 pounds and a total fuel system quantity of
less than 250 pounds, for 10 consecutive
seconds, L/FUEL XFR or R/FUEL XFR CAS
messages are deactivated to prevent
intermittent message flickering while the
remaining fuel is transferred from the forward
fuel tank to the aft fuel tank.
When forward fuel tank depletion is detected
by the No. 3 fuel probe and the low level
detector, the input signals to the fuel signal
conditioner are removed. With the input
signals removed, the fuel signal conditioner
utilizes two 360-second time delays prior to
removing the ground to the right and left
transfer pump relays. This allows the right
and left transfer pumps to continue running
for 360 seconds to ensure all the fuel in the
forward tank is transferred to the main fuel
tank. The forward fuel cell is empty when
approximately 193.1 pounds of total fuel is
indicated.
The CAS message and transfer pump circuits
stay inoperative until the fuel system is
refueled with an appropriate amount of fuel to
16 JUN 2014 Rev. 1 1-147
BHT-407-MD-2
reactivate the system. Reactivation of the
transfer pump circuits occurs when
approximately 18 pounds of fuel enters the
forward fuel cell. As the forward fuel cell is
empty at approximately 193.1 pounds of fuel,
Table 1-18. Transfer Light Activation
Forward Tank < 25 Pounds Total Fuel < 250 Pounds for
for 10 Consecutive Seconds 10 Consecutive Seconds
False False
False True
True False
True True
1-15-T. FUEL FILTER CAS MESSAGE
The FUEL FILTER Crew Alerting System
(CAS) message displays if the airframe fuel
filter is in an impending bypass condition.
This occurs when a differential pressure of
0.875 0.125 PSI is present between the input
and output of the fuel filter. The airframe fuel
filter goes into bypass at 3.75 0.25 PSI.
1-15-U. FUEL LOW CAS MESSAGE
The FUEL LOW Crew Alerting System (CAS)
message alerts the pilot that the main fuel
tank quantity is low. The FUEL LOW CAS
message displays when approximately
100 10 pounds of usable fuel remains in the
main fuel cell.
A float-type low level switch is used to detect
the fuel low condition. The input from the low
level detector is passed through the fuel
signal conditioner, which provides a
13 3 second time delay to reduce the
possibility of intermittent annunciator
flickering due to fuel sloshing.
In addition, momentary activation (less than
2 seconds) of the FUEL LOW CAS message
1-148 Rev. 1 16 JUN 2014
if the helicopter is shut down at, or being
refueled to, between 193.1 and approximately
211.1 pounds of total fuel, it is possible that
up to 18 pounds of fuel may remain in the
forward fuel cell as unusable.
L/FUEL XFR or R/FUEL XFR
Light Illuminated
(At a Decreasing Pressure of
1.5 0.5 PSI)
Yes
Yes
Yes
No
may display when power is applied to the
helicopter and fuel quantity is greater than the
required low level activation point. This is a
normal occurrence and is a function of fuel
signal conditioner power-up logic.
1-16. RETIREMENT INDEX NUMBER
(RIN)
Each component with a retirement life
sensitive to torque events is assigned a
maximum Retirement Index Number (RIN)
(Information Letter GEN-03-94). This RIN
corresponds to the maximum allowed fatigue
damage resulting from lifts and takeoffs. A
new component begins with an accumulated
RIN of zero that is increased as lifts and
takeoffs are performed. The operator records
the number of lifts and takeoffs and increase
the accumulated RIN accordingly. When the
maximum RIN is reached, the component is
removed from service. Certain components
may be assigned a life in hours in addition to
the RIN.
Pilots are to record torque events for each
flight. Maintenance personnel convert the
torque events into RIN to track the lives of all
required components.
Export Classification C, ECCN EAR99

A torque event is defined as a takeoff (one
takeoff plus the subsequent landing =
one RIN) or a lift (internal or external). For
example, if an operator performs six takeoffs
and 10 sling loads, this would total 16 torque
events (6 takeoffs = 6 events, 10 sling loads =
10 events, 6 + 10 = 16 events total).
As autorotation landings (including hover
throttle chops) and run-on landings
conducted during pilot training operations
may modify the RIN and hour factoring
applied by maintenance personnel against
various helicopter components, pilots need to
inform maintenance when these operations
have taken place. This can be accomplished
by notating the information in the applicable
helicopter log book or alternate means. To
further clarify the requirement, autorotation
approaches with power recovery to a hover
do not have to be counted as autorotation
landings. In addition, a run-on landing is
defined as one where there is forward ground
travel of the helicopter greater than 3 feet with
the weight on the skids.
1-17. TRANSMISSION
The transmission and mast assembly
(Figure 1-42) transfers the engine torque to
the main rotor system with a two-stage gear
reduction of 15.29 to 1.0 (6317 to 413 RPM).
The transmission assembly is made up of a
top support case and lower case, which
contains an input pinion and bevel gear
arrangement, a planetary gear train, and an
accessory gear drive. The components that
are attached to the transmission and mast
assembly are the engine to transmission
driveshaft, transmission oil pump,
transmission oil filter housing, hydraulic
pump, rotor RPM monopole pickup, and two
electric chip detectors.
The transmission assembly is attached to the
roof of the helicopter, forward of the engine
by a pylon installation. The pylon installation
uses two side beams, four elastomeric corner
mounts, and two fore/aft restraint springs.
Export Classification C, ECCN EAR99
BHT-407-MD-2
1-17-A. FREEWHEEL ASSEMBLY
The freewheel unit (Figure 1-42) is mounted
on the engine gearbox and is driven under
power from the engine power takeoff gear
shaft. Engine power is transmitted to the
outer race of the freewheel unit, then through
the engaged sprag clutch, which drives the
freewheel inner shaft and couples the engine
to the transmission input drive shaft.
The tail rotor drive system is driven through a
flexible coupling and a splined adapter
mounted on the aft end of the freewheel inner
shaft.
During autorotation, the sprag clutch
disengages and the rotational forces of the
main rotor are allowed to drive the
transmission mounted accessories and tail
rotor drive system.
1-17-B. TRANSMISSION OIL SYSTEM
The transmission oil system (Figure 1-43)
lubricates the transmission, mast, and
freewheel assemblies. An oil level sight gauge
is located on the right side of the
transmission lower case and may be viewed
through a cutout in the air induction cowling.
A non-vented filler cap is located on the right
side of the top case to fill the transmission oil
system.
The transmission accessory gear drives the
oil pump, which delivers 6.0 to 6.7 GPM. The
pressure is controlled by a pressure regulator
valve that is set at approximately 52 PSI. The
pump scavenges oil from the lower case
sump through a wire screen and the lower
chip detector. It is then directed to the
transmission mounted oil manifold and the
filter element.
To ensure oil flow is not restricted, the filter
incorporates an impending bypass indicator
button on the end of the filter housing that
extends at 14 2 PSI. Make sure appropriate
maintenance actions are carried out following
an impending bypass indication in
16 JUN 2014 Rev. 1 1-149
BHT-407-MD-2
accordance with the BHT-407-MM-6,
Chapter 63. Additionally, a filter bypass valve
opens if the differential pressure reaches
17 PSI and if the differential pressure reaches
29.6 to 38.6 PSI, a high pressure relief valve
opens and the oil totally bypasses the filter.
The transmission mounted oil manifold also
incorporates a thermostatic valve that
controls the flow of oil to the oil cooler. At oil
temperatures below 150F (66C), the oil
cooler is bypassed and the oil is directed
back to the transmission. As the oil
temperature increases above 150F (66C), oil
is gradually directed to the oil cooler until, at
180F (82C), all oil is directed through the
cooler.
A temperature bulb for the oil temperature
indication and a thermoswitch for the
XMSN OIL TEMP Crew Alerting System
(CAS) warning message are also located on
the transmission mounted oil manifold.
After the oil exits the cooler (or bypasses the
cooler through the thermostatic bypass
valve), it is then directed to the transmission
to lubricate the various gears and bearings.
The oil is then directed to a deck mounted oil
manifold located below the transmission
input driveshaft. A pressure transducer and
oil pressure switch are mounted on the
transmission deck oil manifold. The
transducer provides signals to the oil
pressure indication and the pressure switch
controls the XMSN OIL PRESS Crew
Alerting System (CAS) warning message.
After leaving the deck mounted oil manifold,
the oil flows through the forward fire wall and
a tee fitting equipped with two restrictors. The
restrictor fittings reduce the flow and direct
the oil to the freewheel forward duplex
bearing and aft housing bearing. The oil that
lubricates the bearing in the aft housing
moves forward through the hollow engine
output driveshaft to the freewheel sprag
clutch and bearing. The oil is then collected in
the forward freewheel housing and returned
1-150 Rev. 2 10 DEC 2015
to the main transmission lower case at
atmospheric pressure.
1-17-C. TRANSMISSION INDICATORS
The transmission system provides oil
temperature and oil pressure indications,
which are provided via the Engine Indicating
System (EIS), as well as XMSN OIL TEMP ,
XMSN OIL PRESS , and XMSN CHIP Crew
Alerting System (CAS) messages.
1-17-C-1. TRANSMISSION OIL
TEMPERATURE AND PRESSURE
INDICATION
The transmission oil temperature and
pressure indication is provided through the
Engine Indicating System (EIS) (paragraph
1-12-A-8) and is displayed on the
Multi-Function Display (MFD) in normal mode.
Oil temperature is displayed in degrees
Celsius and oil pressure is displayed in PSI.
The transmission temperature input signal is
provided by a thermobulb installed on the
transmission oil filter manifold (Figure 1-43).
The transmission oil pressure signal is
provided by a transducer mounted on the
transmission deck oil manifold.
1-17-C-2. XMSN OIL TEMP CAS MESSAGE
The XMSN OIL TEMP Crew Alerting System
(CAS) warning message will be displayed
when the transmission oil temperature
thermoswitch detects a temperature of
110 5.6C (230 10F).
The oil temperature thermoswitch is mounted
on the transmission oil filter manifold housing
(Figure 1-43).
1-17-C-3. XMSN OIL PRESS CAS MESSAGE
The XMSN OIL PRESS Crew Alerting System
(CAS) warning message will be displayed
when the transmission oil pressure switch
detects a decreasing oil pressure of 30 2 PSI.
Export Classification C, ECCN EAR99

Similarly, as the transmission oil pressure
builds, the oil pressure switch will extinguish
the CAS message prior to the pressure
passing through 38 PSI.
The oil pressure switch is mounted on the
transmission deck oil manifold (Figure 1-43).
1-17-C-4. XMSN CHIP CAS MESSAGE
The XMSN CHIP Crew Alerting System (CAS)
caution message will be displayed if magnetic
particles in the oil system accumulate on any
one of the three quick disconnect magnetic
chip detectors.
Two magnetic chip detectors, one on the
upper case and one on the lower case, are
mounted on the main transmission
(Figure 1-43). The lower case chip detector
incorporates a self-sealing valve, which
prevents the loss of oil from the gearbox
when the chip detector is removed. The third
chip detector is mounted on the forward
freewheel housing and also incorporates a
self-sealing valve, which prevents the loss of
oil from the freewheel unit when the chip
detector is removed (Figure 1-43).
1-18. ROTOR SYSTEM
The rotor system includes the main and tail
rotor hub and blade assemblies.
1-18-A. MAIN ROTOR HUB AND BLADES
The rotor assembly (Figure 1-44) is a
four-bladed soft-in-plane design with a 35-foot
(10.6 m) diameter rotor.
The main rotor hub contains a glass/epoxy
composite yoke that acts as a flapping
flexure. Elastomeric bearings and dampers
that require no lubrication are used. The hub
also incorporates the use of lead-lag, coning/
flapping, and droop stops.
The main rotor blades are a composite design
using a glass/epoxy spar, glass/epoxy skins,
and a nomex core afterbody. The blades
incorporate a nickel plated stainless steel
Export Classification C, ECCN EAR99
BHT-407-MD-2
leading edge erosion strip and are coated
with conductive paint for lightning protection.
The blades are also individually
interchangeable.
1-18-B. TAIL ROTOR HUB AND BLADES
The tail rotor (Figure 1-45) is a two-bladed
teetering rotor with a 5.42-foot (1.65-m)
diameter. It is mounted on the left side of the
tailboom and rotates clockwise when looking
inboard from the left side of the helicopter.
Teflon lined pitch change bearings are
installed in a steel yoke assembly that uses
an elastomeric flapping bearing and flapping
stops.
The blades are a composite design using a
glass/epoxy spar, glass/epoxy skins, and a
nomex core. The blades incorporate nickel
plated stainless steel leading edge abrasion
strip and are coated with conductive paint for
lightning protection.
The tail rotor yoke static stop has been
designed with yield indicators. The yield
indicators provide the ability to visually
determine if the tail rotor yoke has been
stressed beyond designed limits. This will be
evident by deformation of either of the static
stop yield indicators due to excessive contact
with the yoke (Figure 1-45). If deformation of
either yield indicator is evident, contact
maintenance personnel prior to further flight.
1-18-C. TAIL ROTOR GEARBOX
The tail rotor gearbox (Figure1-45), located on
the aft end of the tailboom, drives the tail
rotor. It contains two spiral bevel gears
positioned at 90 angles to the other. The tail
rotor gearbox has a gear reduction of 2.53 to
1.0 that reduces the driveshaft input speed of
6317 RPM to an output shaft speed of
2500 RPM.
The gearbox has a self-contained oil
lubrication system, non-vented filler cap, and
a magnetic chip detector.
10 DEC 2015 Rev. 2 1-151
BHT-407-MD-2
1-18-C-1. T/R CHIP CAS MESSAGE
The T/R CHIP Crew Alerting System (CAS)
caution message is displayed when a
sufficient quantity of magnetic particles
accumulate on the magnetic chip detector.
The chip detector incorporates a self-sealing
valve that prevents the loss of oil from the
gearbox when the chip detector is removed.
1-19. ROTOR SYSTEM INDICATORS
1-19-A. PSI INDICATOR
The Power Situation Indicator (PSI)
(paragraph 1-12-A-1) provides power turbine
speed (NP) (paragraph 1-12-A-5) and main
rotor speed (NR) (paragraph 1-12-A-6)
indications through the Engine Indicating
System (EIS). The indications are displayed
on the Primary Flight Display (PFD) in normal
mode. Rotor speed (NR) and power turbine
speed (NP) are both shown in percent RPM. A
digital readout for NR is also provided.
1-19-B. RPM MESSAGE AND AUDIO
ALERT WARNING
The RPM warning and audio alert warning
circuit is designed to activate when the main
rotor RPM (NR) is less than 95%. The RPM
warning is displayed above the Primary Flight
Display (PFD) through the RPM warning
Pushbutton Annunciator (PBA) (Figure 1-4).
The low RPM audio alert can be muted by
pressing the RPM Warning PBA. The RPM
warning is also displayed at a NR speed of
107% and higher.
On engine start, the RPM warning comes on
when the main rotor RPM (NR) reaches a
speed of 21 1% and goes off at 96 1%. The
audio alert comes on briefly between 80 1%
and 96 1%.
1-152 Rev. 2 10 DEC 2015
1-19-B-1. NR LESS THAN 95%
If the rotor RPM sensor detects a main rotor
RPM (NR) of less than 95%, the RPM warning
is displayed and the (continuous sounding)
low rotor RPM audio alert activates. The low
rotor RPM audio alert can be muted by
pressing the RPM warning PBA.
1-19-B-2. NR 107% OR GREATER
If the rotor RPM sensor detects a main rotor
RPM NR of 107% or greater, the RPM warning
is displayed. The rotor RPM horn is not
activated.
The RPM warning also comes on when the
NR reaches a speed of 107 1%. The audio
alert does not come on at 107 1%.
1-20. FLIGHT CONTROL SYSTEM
1-20-A. ROTOR CONTROLS
Main rotor and tail rotor flight control systems
(Figure 1-47) consisting of cyclic, collective,
and anti-torque controls are used to regulate
the helicopter attitude, altitude, and direction
of flight. The flight controls are hydraulically
boosted to reduce pilot effort and to
counteract control feedback forces.
1-20-B. MAIN ROTOR
Main rotor cyclic and collective flight controls
regulate pitch and roll attitude and thrust.
Control inputs from the cyclic and collective
control sticks (Figure 1-47) in the cockpit are
transmitted by push-pull tubes to hydraulic
servo actuators mounted on the top deck. The
actuators operate the cyclic and collective
levers, which raise, lower, and tilt the
swashplate. The swashplate converts fixed
control inputs to the rotating controls and
allows cyclic and collective pitch inputs to the
main rotor.
Export Classification C, ECCN EAR99
 BHT-407-MD-2

MAIN ROTOR 24
PITCH LINK

25

SWASHPLATE
ASSEMBLY 26

28
11
9 12
27

10
DETAIL B
CYCLIC GRIP
11

DETAIL B DETAIL A 1. Pilot tail rotor control pedal assembly

2. Pilot cyclic stick
3. Cyclic friction knob
4 4. Cyclic lateral balance spring
7 8
5 6 5. Cyclic centering switch
13 6. Cam override spring
23 7. Pilot collective stick
2 8. Collective friction knob
9. Collective servo actuato
10. Cyclic servo actuators
14 11. Balance springs
12. Tail rotor servo actuator
15
13. SCAS actuator assembly
1 14. Collective balance spring
15. Collective pitch transducer (FADEC SYS)
16. Copilot collective stick
3 17. Trim actuator assembly
16 18. Cyclic longitudinal balance spring
20 19. Cyclic cam
20. Copilot cyclic stick
21. Copilot tail rotor control pedal assembly
19 22. Control pedal spring
18 23. Go-around (GA) switch
17 24. ATTD trim switch
25. AFCS disc switch
22 26. Force trim switch
21 27. Cargo release switch
DETAIL A 28. Intercommunication/Radio transmit switch
TYPICAL PILOT COLLECTIVE STICK
NO OBJECT BEYOND THIS POINT 407_MD-2_01_0042_c01

Figure 1-47. Flight Controls

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-153

BHT-407-MD-2
In the case of loss of hydraulic pressure to the
servo actuators, springs are installed in
parallel to the cyclic and collective push-pull
tubes on the cabin roof to assist the pilot with
the increased control feedback forces.
1-20-B-1. CYCLIC
The cyclic control stick (Figure 1-47) is
mounted under the pilot crew seat and
protrudes from the forward bulkhead of the
crew seat. The fore and aft cyclic input is
connected through push-pull tubes to the
cyclic hydraulic servo actuators. In addition,
all cyclic fore and aft movement is fed through
a cam assembly that automatically adds an
amount of lateral cyclic input that is a
percentage of the fore and aft cyclic
movement. A spring canister is provided in
line with the cam input to permit cyclic
movement in the event that the cam assembly
becomes jammed.
The lateral cyclic input is connected through
push-pull tubes to the cyclic hydraulic servo
actuator. The hydraulic servo actuators
operate bellcranks and push-pull tubes that
tilt the swashplate non-rotating ring. The
swashplate rotating ring tilts likewise and
actuates the pitch links, which control the
plane of rotation of the main rotor.
The cyclic control stick grip contains a
two-position intercommunication/radio
transmit switch and a cargo hook release
switch. It also contains the FORCE TRIM,
AFCS DISC, and ATTD TRIM switches that are
part of the Automatic Flight Control System
(AFCS) kit (paragraph 1-10-D-1). An adjustable
friction control knob, located at the base of
the cyclic stick where it protrudes through the
forward crew seat bulkhead, allows the pilot
to set the desired amount of control stiffness
for flight or to lock the cyclic control stick
during ground operation or shutdown.
1-154 Rev. 2 10 DEC 2015
A cyclic stick position switch (cyclic
centering switch) is attached to the cyclic
stick bellcrank. When the helicopter is on the
ground, this switch causes the CYC CTR
Crew Alerting System (CAS) caution message
to be displayed when the stick is not
centered.
The lateral and longitudinal SCAS actuator
assemblies and the trim actuators are part of
the Automatic Flight Control System (AFCS)
(paragraph 1-10-C), which helps to reduce the
human effort required to control the flight
plan of the helicopter.
1-20-B-2. COLLECTIVE
The collective control stick (Figure 1-47) is
mounted between the pilot and copilot crew
seats. The collective control stick controls the
collective hydraulic servo actuator through
push-pull tubes. This operates the collective
lever mounted on the top of the transmission.
The collective lever raises and lowers the
swashplate ball-sleeve assembly and the
cyclic levers to induce collective pitch to the
main rotor blades without affecting the cyclic
path. A spring is installed under the copilot
crew seat to balance the required force to
raise and lower the collective with the
hydraulic boost system operating. It contains
a go-around switch that is part of the
Automatic Flight Control System (AFCS)
(paragraph 1-10-D-2).
A collective friction knob is located near the
base of the collective stick between the pilot
and copilot seats. A throttle twist grip for the
engine is mounted on the collective stick. A
mechanical idle release pushbutton is located
in front of the twist grip throttle. A switchbox
located on the forward end of the collective
stick provides a base for the engine start
switch and landing light switch.
Export Classification C, ECCN EAR99

1-20-C. TAIL ROTOR
The tail rotor, or anti-torque, flight controls
(Figure 1-47) provide pitch adjustment of the
tail rotor blades for yaw control. A set of
pedals on the cockpit floor, forward of the
pilot seat, are connected to a directional
control hydraulic servo actuator, located in
the aft fuselage near the tailboom. Push-pull
tubes connect the actuator to the fixed pitch
change mechanism of the tail rotor gearbox.
The tail rotor fixed mechanism is connected
to the rotating controls through a rotating
push-pull tube. The push-pull tube attaches to
a sliding crosshead that moves in and out on
splines on the tail rotor mast to provide pitch
control. Rotating counterweights minimize the
control forces required.
The tail rotor control pedals contain a
bellcrank pedal adjuster, which provides for
manual adjustment of pedal position
according to the pilots needs. In addition, the
position of the pedal foot rests may also be
manually adjusted.
For helicopters with dual controls, the fully
functional copilot tail rotor control4 pedal
assembly is installed on the floor in front of
the copilot seat to provide a means for the
copilot to control the tail rotor assembly. The
control pedals are linked to the pilot pedals by
means of control tubes and a bellcrank. The
copilot pedals can also be positioned, as
desired, by means of the pedal adjuster. The
position of the pedal foot rests may also be
manually adjusted.
1-20-D. AIRSPEED ACTUATED PEDAL
STOP SYSTEM
Along with pitot and static system inputs, the
airspeed actuated pedal stop system utilizes
the Air Data Computer (ADC) (GDC 74A), both
integrated avionics units (GIA 63H), a
Export Classification C, ECCN EAR99
BHT-407-MD-2
solenoid control relay, an actuating rotary
solenoid, a positioning sensing microswitch,
and a press-to-test PEDAL STOP (PTT) switch
(Figure 1-48).
A manual release cable assembly is provided
to override the airspeed actuated pedal
restrictor control system in the event of an
electrical malfunction.
The helicopter pitot and static installation
interfaces with the ADC. The ADC calculates
airspeed from the pitot and static inputs and,
when greater than 55 5 KIAS, provides a
signal to integrated avionics unit No. 2, which
in turn causes the solenoid control relay to
energize and in turn cause the rotary solenoid
to extend the pedal stop restrictor into the left
pedals range of travel. The ADC and
integrated avionic unit triggers the solenoid
control relay to de-energize and the rotary
solenoid to retract the pedal stop when
calculated airspeed falls below 50 5 KIAS.
The PEDAL STOP Crew Alerting System
(CAS) caution message is displayed if a
malfunction of the system is detected (i.e., if
the pedal stop remains engaged when the
airspeed falls below 50 5 KIAS or if the pedal
stop does not engage when the airspeed is
greater than 50 5 KIAS). The message is also
displayed during test.
1-21. HYDRAULIC SYSTEM
The hydraulic system (Figure 1-49) provides
boost power for the cyclic, collective, and
anti-torque flight controls. The system
includes a pump, reservoir, pressure and
return filter assemblies, pressure and return
manifold, pressure monitoring sensor,
solenoid valve, pressure relief valve, flight
control servo actuators, and interconnecting
tubing and fittings.
10 DEC 2015 Rev. 2 1-155
BHT-407-MD-2

SOLENOID CONTROL RELAY

LCTN - PEDESTAL
B3
B2
B1
A3
A2
PEDAL STOP
A1
5A X1
28 VDC INTEGRATED AVIONICS UNIT NO. 1
BUS X2
(GIA 63H)
DISCRETE IN 8A (PS SOLENOID
FULLY EXTENDED)

ARINC 429 IN

AIR DATA COMPUTER

SOLENOID
(GDC 74H)
LCTN - PEDESTAL
PITOT INPUT
+

STATIC INPUT

ARINC 429 OUT

ARINC 429 OUT

INTEGRATED AVIONICS UNIT NO. 2

3140A2
(GIA 63H)
POSITION SWITCH ARINC 429 IN
LCTN - PEDESTAL
NC
DISCRETE IN 1A PEDAL STOP
SOLENOID C
SOLENOID FULLY EXTENDED
FULLY NO
EXTENDED

CAS MESSAGE
PEDAL STOP ETHERNET

PEDAL STOP SWITCH

LCTN - INSTR PANEL

PUSH TO
TEST DISCRETE IN 5A
(PEDAL STOP TEST)

ANNUNCIATE IN 2A
(PEDAL STOP CONTROL)

407_MD-2_01_0043

Figure 1-48. Airspeed Actuated Pedal Stop System

1-156 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

OPERATING PRESSURE 1000 PSI -25/+50

HYDRAULIC FLUID MIL-PRF-5606

SEE DETAIL B

SEE DETAIL B
1 16 17
2
3 SEE DETAIL B

4
15 15
5 6

CYCLIC 18 CYCLIC COLLECTIVE TAIL ROTOR

13 SEE DETAIL A
9 12

HYDRAULIC SYSTEM
14 DIFFERENTIAL
CAUTION LIGHT
RELIEF VALVE
PRESSURE
RETURN TEST PORT
10 11
SUCTION
5
8

PRESSURE
RETURN RETURN RETURN

SERVO SERVO
PRESSURE PRESSURE
ACTUATOR ACTUATOR
(SYSTEM) (SYSTEM)
SEQUENCE
VALVE CHECK
DE-ENERGIZED- ENERGIZED-
VALVES
SYSTEM ON SYSTEM OFF
CYLINDER
SOLENOID VALVE SCHEMATIC INPUT FROM OUTPUT
FLIGHT CONTROLS
DETAIL A
17. Tail rotor servo actuator SERVO ACTUATOR - TYPICAL
18. Hydraulic pressure switch SEE DETAIL B

407_MD-2_0002

Figure 1-49. Hydraulic System

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-157

BHT-407-MD-2
The hydraulic pump is mounted on and driven
by the transmission. The pump is a variable
delivery pressure compensated,
self-lubricated type designed to operate
continuously and provide a rated discharge
pressure of 1000 -25/+50 PSI. Hydraulic fluid
is supplied to the pump from a vented gravity
feed reservoir mounted forward of the
transmission. Fluid passes through the pump,
a pressure filter, and a solenoid valve. The
solenoid valve is controlled by a HYD SYS
switch located on the overhead console.
When HYD SYS switch is ON, the solenoid
valve is de-energized to the open position and
fluid is routed to cyclic, collective, and
anti-torque actuators. From the actuators,
fluid passes through a return filter to the
reservoir. Both the pressure and return filter
assemblies have red pop-up indicators. These
indicators are activated when the differential
pressure across the filter is 70 10 PSI. The
pressure filter does not contain a bypass
valve. The pressure filter clogs completely in
order to prevent contaminated hydraulic fluid
from being pumped through the system. The
return filter contains a bypass valve that
allows fluid to bypass the filter if it senses a
differential pressure of 100 25 PSI across the
filter. When the differential pressure
decreases to 60 PSI, the bypass valve closes.
This allows fluid returning from the servo
actuators to return to the reservoir even if the
return filter is completely clogged.
A relief valve is incorporated in the system,
between the pressure filter and the solenoid
valve. The relief valve is normally closed.
When the pressure reaches 1225 150 PSI, the
relief valve opens to protect the system from
damage. The relief valve resets when
pressure drops to approximately 1075 PSI.
1-158 Rev. 2 10 DEC 2015
1-21-A. HYDRAULIC INDICATORS
Hydraulic system indicators include a
HYDRAULIC SYS Crew Alerting System
(CAS) caution message and pop-up indicators
located on both the pressure and return filter
assemblies.
1-21-B. HYDRAULIC FILTER
INDICATORS
Each filter assembly contains a red pop-up
indicator that indicates an impending clogged
filter. The pop-up indicator is located on the
top of the filter assembly housing. When the
differential pressure across the filter is
70 10 PSI, the red pop-up indicator rises. To
prevent inaccurate indications of bypass, the
indicator does not work when the hydraulic
fluid temperature is less than 35F (2C). If
hydraulic fluid temperature is more than 35F
(2C), the indicator gives the correct
indication of clogging, even if the ambient
temperature is below 35F.
If a filter pop-up indicator is extended,
indicating an impending clogged filter,
maintenance action should be performed
prior to next flight. The filter indicator is reset
by pushing the button in.
1-21-C. HYDRAULIC SYS CAS MESSAGE
The HYDRAULIC SYS Crew Alerting System
(CAS) caution message is displayed when the
hydraulic pressure switch detects a
decreasing pressure of 650 -0/+100 PSI, and
extinguishes on an increasing pressure at 750
+0/-100 PSI. The hydraulic pressure switch is
mounted on the hydraulic manifold, forward
of the hydraulic actuator support and
provides its signal directly to integrated
avionics unit No. 2, which is then provided to
the Primary Flight Display (PFD) and
Multi-Function Display (PFD).
Export Classification C, ECCN EAR99

1-22. ELECTRICAL SYSTEM
The helicopter is equipped with a 28 VDC
electrical system (Figure 1-50). Power for this
system is obtained from a nickel-cadmium
24-volt, 17-amp/hour battery or optional
24-volt, 28-amp/hour battery and a 30-volt,
200-amp starter-generator. Starter-generator
206-062-200-113 has been derated to
180 amps to ensure adequate cooling under
all operating conditions up to 18,000 feet HP.
Starter-generators 206-062-200-123/-141 are
rated for 200-amp operations. The integrated
avionics system can be configured by
maintenance personnel to reflect the 180-amp
or increased load 200-amp starter-generator
installation (BHT-407-MM-10, Chapter 95),
which ensures the correct operating
limitations are provided to the pilot. Refer to
the BHT-407-FM-2, Section 1 for operating
limitations.
Major components of the DC power system
include the battery, starter-generator, DC
control unit, voltage regulator, relays, 28 VDC
bus, and circuit breakers. All circuits in the
electrical system are single wire with fuselage
common ground return. Negative terminals of
the starter-generator and the battery are
grounded to the helicopter structure. Controls
for the electrical system are located on the
overhead console and the instrument panel.
The generator is provided with overvoltage,
under voltage, and reverse current protection.
If an overvoltage (32 0.5 VDC), under voltage
(18 1.8 VDC), or reverse current (0.08 to
0.150 VDC for 350 milliseconds) is detected,
the DC control unit/voltage regulator
disconnects the generator from the system.
Failure of the generator can be determined by
a GEN FAIL Crew Alerting System (CAS)
caution message, a zero ammeter reading, or
a low battery voltage indication.
Export Classification C, ECCN EAR99
BHT-407-MD-2
In the event power from the generator is lost,
emergency power available from the battery
can be maximized by pulling the circuit
breakers on all non-essential systems. In the
event of a total electrical failure (hard short on
bus), if the battery switch is immediately
placed to the OFF position, the 17-amp/hour
battery, assuming 80% charged, can supply
fuel boost and transfer pumps for a
period of approximately 1.7 hours. The
optional 28-amp/hour battery, assuming 80%
charged, can supply fuel boost and transfer
pumps for a period of approximately
2.8 hours.
1-22-A. EXTERNAL POWER
External power may be supplied to the
helicopter by means of a receptacle located
on the lower front section of the helicopter.
28 VDC Ground Power Unit (GPU) shall be
500 amps or less to reduce the risk of starter
damage from overheating.
If external power was used to power the start
and the battery switch was left in the OFF
position, it is important to position the battery
switch to ON prior to removing the external
power source (BHT-407-FM-2, Section 2). If all
sources of electrical power are removed from
the ECU with the engine at idle in AUTO
mode, the hot start solenoid valve in the HMU
opens, causing the engine to decelerate and
possibly flame out. If the battery switch is
inadvertently left OFF and the external power
source is removed, do not attempt to reapply
power when a decrease in NG speed is noted.
Throttle should be positioned to cutoff.
Reapplication of electrical power could cause
an overtemperature condition due to the
reduced NG speed and reintroduction of fuel
by the FADEC system.
10 DEC 2015 Rev. 2 1-159
BHT-407-MD-2

BATTERY EXTERNAL
POWER RECEPTACLE

BATTERY EXTERNAL
RELAY POWER RELAY +
- +
+
OFF
-

BATTERY
SWITCH
BAT (ON)

AMMETER
AVIONICS SWITCH

STARTER GENERATOR
RELAY RELAY
28 VDC BUS

BUS BAR BUS BAR

- +
AVIONICS BUS
SHUNT

STARTER
GENERATOR

D GEN FIELD GEN FIELD

FADEC/START
E 10 15 RELAY
GENERATOR
SWITCH
A
B
RESET START
SWITCH
START
GEN RESET OFF

GEN
DC CONTROL UNIT/
VOLTAGE REGULATOR
FADEC/ECU
J L FADEC
DISENG MODE SWITCH START (-)
M D
AUTO
G K AUTO

H MANUAL
ENG START MANUAL

TYPICAL
407_MD_01_0024

Figure 1-50. DC Electrical System

1-160 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

 BHT-407-MD-2

1-22-B. BATTERY SWITCH 1-22-C. BATTERY CHARGING (17 AND

The battery switch is installed on the
overhead console and controls the battery
relay, which connects the battery to the DC
bus. The switch has two positions, OFF and
BATT.
In the event BATTERY HOT Crew Alerting
System (CAS) warning message is displayed,
the BATT switch shall be turned OFF. If BATT
switch is turned OFF and the BATTERY RLY
CAS caution message is displayed, this
indicates battery relay contacts have not
opened. If battery relay contacts have not
opened, the battery continues to receive a
charge from the generator. To prevent this,
the pilot should turn GEN switch to OFF.
Battery continues to run all electrical systems
through the closed battery relay. To reduce
load on an overheated battery, the pilot
should pull circuit breakers on all
non-essential systems. Left FUEL XFR/
BOOST circuit breaker switch should be left
ON to ensure fuel transfer from the forward
fuel tank to the main fuel tank continues.
The BATT switch also configures the DC
power feed to the left fuel boost pump and the
left fuel transfer pump between the DC bus
(battery switch positioned to BATT) and the
helicopter battery (BATT switch positioned to
OFF).
In the event the battery switch is positioned to
OFF during helicopter operations, an
alternate circuit (Figure 1-46) is provided to
allow operation of the left fuel transfer and left
fuel boost pumps. During this condition, with
the FUEL VALVE switch positioned to ON,
battery voltage is supplied through the fuel
boost/XFR backup circuit breaker, the fuel
valve switch, the battery switch, and the left
fuel XFR/ boost circuit breaker switch to the
left fuel transfer and left fuel boost pumps.
28-AMP/HOUR BATTERIES)
As a maintenance function, battery charging
may be accomplished with the battery
installed in the helicopter, due to minor
depletion, using a GPU. The GPU must
incorporate a good quality constant voltage
regulator, a variable voltage selector, and an
amperage indicator.
CAUTION
BATTERY HOT CREW ALERTING
SYSTEM (CAS) WARNING MESSAGE
MUST BE CONTINUOUSLY
MONITORED DURING THIS
P R O C E D U R E . I F BATTERY HOT
CAS MESSAGE IS DISPLAYED,
BATTERY SWITCH SHALL BE SET
TO OFF AND GPU POWER
REMOVED TO REDUCE
POSSIBILITY OF THERMAL
RUNAWAY.
NOTE
It is recommended that the charging
procedure not exceed 45 minutes in
duration. Frequent use of this
procedure may cause loss of
electrolyte due to gassing through
electrolysis. Reduced levels of
electrolyte can cause cell
imbalances and lower overall battery
capacity. This procedure is not
intended to take the place of
scheduled battery maintenance
procedures.
The battery switch may be set to ON after GPU
power is applied and voltage adjusted to
28.5 VDC (do not exceed 28.5 volts). Battery
charging is supplied by the GPU and must be
monitored. Charging is completed when GPU
output indicates approximately 8 amps. In the
event the BATTERY HOT CAS message is
displayed, the battery switch shall be turned
OFF and GPU power removed.

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-161

BHT-407-MD-2
1-22-D. GENERATOR SWITCH
The generator switch is installed on the
overhead console and controls generator
output by opening and closing the generator
field circuit. The switch is a double pole,
double throw, spring loaded design with only
momentary contact in the RESET position.
The switch has three positions, GEN, OFF,
and RESET.
With the generator switch positioned to GEN,
its function is to complete the generator field
circuit between the starter-generator and the
generator control unit/voltage regulator.
Under normal operating conditions, this
allows the generator control unit/voltage
regulator to monitor and control the output
voltage of the starter-generator and in turn
connect the output of the generator to the
28 VDC bus through the generator relay.
Positioning the generator switch to OFF
opens the generator field circuit, which
removes control of the generator control unit/
voltage regulator from the generator and
generator relay. The generator relay opens,
removing the generator from the 28 DC bus.
In the event an overvoltage condition is
detected by the generator control unit/voltage
regulator, an internal regulator trip relay
circuit is activated. Positioning the generator
switch to RESET provides bus power, from
the battery, to the generator control unit/
voltage regulator, which resets the internal
trip relay circuit. If the malfunction condition
persists following the RESET, further attempts
to reset should not be made.
Additionally, following a start using a GPU,
ensure battery switch is positioned to ON and
GPU is disconnected prior to positioning the
generator switch to GEN. Positioning the
generator switch to GEN with the GPU
connected may cause a reverse current
situation and trip the generator off line.
1-162 Rev. 2 10 DEC 2015
1-22-E. START SWITCH
The start switch is located on the collective
switch box (Figure 1-50). It contains two sets
of spring loaded contacts that provide
momentary contact in either the START or
DISENG positions. When the switch is
positioned to start or disengage, only one set
of contacts moves. For a description of a
START IN AUTO MODE or START IN MANUAL
MODE, refer to paragraph 1-14-A-4 or
paragraph 1-14-A-7.
1-22-F. ELECTRICAL SYSTEM
INDICATIONS AND CAS
MESSAGES
The electrical system includes a DC amps and
volts indication through the Engine Indicating
System (EIS) as well as BATTERY HOT ,
BATTERY RLY , START , and GEN FAIL
Crew Alerting System (CAS) messages.
1-22-G. AMPERAGE INDICATION
The amperage indication is provided through
the Engine Indicating System (EIS) (paragraph
1-12-A-9) and displayed on the Multi-Function
Display (MFD) in normal mode.
Ammeter indications are continuous
regardless of load and the indication does not
drop to zero if limits are exceeded. Refer to
the BHT-407-FM-2 for generator load
limitations.
To ensure limits are not exceeded, pilot can
switch generator to OFF prior to generator
exceedance being reached. Following a brief
time, generator switch can be positioned to
GEN (ON).
1-22-H. VOLTAGE INDICATION
The voltage indication is provided through the
Engine Indicating System (EIS) (paragraph
1-12-A-10) and displayed on the
Multi-Function Display (MFD) in normal mode.
Export Classification C, ECCN EAR99

1-22-I. BATTERY HOT CAS MESSAGE
The BATTERY HOT Crew Alerting System
(CAS) warning message is displayed during a
battery hot condition with either the basic
ship 17-amp/hour or optional kit 28-amp/
hour battery installed.
The 17-amp/hour battery incorporates two
thermal switches while the 28-amp/hour
battery incorporates three thermal switches.
While both of the 17-amp/hour battery thermal
switches are used in the BATTERY HOT CAS
circuit, only two of the three thermal switches
available on the 28-amp/hour battery are
used.
The 17-amp/hour battery thermal switches
close at a temperature of 145 5F
(62.7 2.8C). The 28-amp/hour battery
switches close at a temperature of 160 5F
(71.1 2.8C).
When any one of the thermal switches closes,
the BATTERY HOT CAS message is
displayed.
1-22-J. BATTERY RLY CAS MESSAGE
The BATTERY RLY Crew Alerting System
(CAS) caution message is displayed if the
battery relay has remained in the closed
(energized) position after the battery switch
has been set to OFF.
If the battery relay remains energized after the
battery switch has been set to OFF, battery
power remains on the 28 VDC bus. If this
situation occurs, the BATTERY RLY CAS
message is displayed, even if the generator is
off.
1-22-K. START CAS MESSAGE
The START Crew Alerting System (CAS)
caution message is displayed when the
starter relay is energized. The starter relay is
energized when the start switch is positioned
to START as follows:
Export Classification C, ECCN EAR99
BHT-407-MD-2
With the FADEC MODE switch positioned
to AUTO, the starter relay stays engaged
until the gas producer (NG) speed
reaches 50 1%.
With the FADEC MODE switch positioned
to MANUAL, the starter relay stays
engaged until the start switch is released
from the START position.
1-22-L. GEN FAIL CAS MESSAGE
The GEN FAIL Crew Alerting System (CAS)
caution message is displayed when the
generator relay is de-energized and not
connecting the generator output to the DC
bus.
The generator relay is energized by the
generator control unit/voltage regulator when
generator output climbs through a threshold
of 24 2.4 VDC. Prior to the generator relay
being energized, the GEN FAIL CAS
message is displayed. Once the generator
relay is energized, the GEN FAIL message is
extinguished.
1-23. LIGHTING SYSTEM
The lighting systems include interior and
exterior lighting. The interior lighting system
includes a cockpit utility light, instrument
panel and associated lighting, and aft cabin
lighting. The exterior lighting system includes
landing, position, and anti-collision lights.
1-23-A. COCKPIT UTILITY LIGHT
A removable utility light is secured in a
bracket on the forward side of the control
tube tunnel between the cockpit seat backs. A
long, spiral wound cord permits use
anywhere in the cockpit.
The Light Emitting Diode (LED) utility light
provides a white light. It can be used as a spot
or flood light and the intensity of the light is
controlled with the OFF/BRT/DIM control
knob. Power to the cockpit utility light is
provided through the 5-amp CKPT LIGHTS
circuit breaker.
10 DEC 2015 Rev. 2 1-163
BHT-407-MD-2
1-23-B. INSTRUMENT PANEL AND
ASSOCIATED LIGHTING
The lighting intensity of the Primary Flight
Display (PFD), Multi-Function Display (MFD),
audio panel, standby airspeed indicator,
standby altimeter indicator, standby compass
edge lit panels is variable and is controlled by
the INSTR LT rheostat located in the overhead
console. Lighting power is provided by the
5-amp INSTR LT circuit breaker.
The lighting intensity of the MASTER
WARNING/CAUTION, RPM, and FADEC
MANUAL PBA switches is provided in either a
bright or fixed dim mode. The fixed dimming
circuit is controlled through the BRT/DIM
CAUT LT switch when the INSTR LT rheostat
is positioned between the dim and bright
position. Lighting power for the dimming
circuit is provided by the 5-amp INSTR LT
circuit breaker.
The two lower Light Emitting Diode (LED)
instrument panel lights, which illuminate the
lower test buttons, are a fixed intensity and
illuminated when the INSTR LT rheostat is
turned on.
1-23-C. AFT CABIN LIGHTING
The aft cabin lighting system consists of two
individual reading lights. Power is provided to
the lights from the 5-amp CKPT LIGHTS
circuit breaker and controlled through the
CABIN/PASS LT switch and two individual
reading light switches.
With the CABIN/PASS LT switch positioned to
OFF, all cabin lights are OFF regardless of the
position of the two reading light switches.
With the CABIN/PASS LT switch positioned to
CABIN LT, all cabin lights are ON regardless
of the position of the two reading light
switches. Positioning the CABIN/PASSLT
switch to PASS LT allows control of the
reading lights through the reading light
switches.
1-164 Rev. 2 10 DEC 2015
1-23-D. LANDING LIGHTS
The Light Emitting Diode (LED) landing lights
consist of one forward and one
downward-facing lamp.
Power is provided to the LED landing lights
through the 3-amp LDG LT circuit breaker
switch located on the overhead panel.
Positioning the LDG LT switch to FWD turns
on the forward landing light and positioning
the switch to both turns on both the forward
and downward landing lights.
1-23-E. POSITION LIGHTS
The Light Emitting Diode (LED) position lights
consist of a green light located on the
horizontal stabilizer right vertical fin, a red
light on the horizontal stabilizer left vertical
fin, and a white light located on the tail.
Position lights are also located on the lower
cabin with a green light on the right side, and
a red light on the left side.
Power is provided to the LED position lights
through the 5-amp POSN LT circuit breaker
switch located on the overhead panel.
1-23-F. ANTI-COLLISION LIGHT
The Light Emitting Diode (LED) anti-collision
light consists of a single red strobe light
mounted on top of the vertical fin. Power is
provided to the LED strobe light directly from
the 5-amp ANTI COLL LT circuit breaker
switch located on the overhead panel.
1-24. VENTILATION AND DEFOG
SYSTEM
A vent and defog system is installed at each
crew station. Each side consists of a plenum
with a vent door, electric blower, windshield
defog nozzle, and a control cable.
Control cables, with knobs, are installed
below either side of the instrument panel.
Pulling the cable opens the exterior vent door
to allow outside ram air to enter the cabin
Export Classification C, ECCN EAR99

through an opening at the bottom of the
plenum. The control cables lock in any
position and are released by pressing the
center button on each knob.
An electrically-driven axial flow blower in
each system provides airflow for ventilation
and defogging when the helicopter is on the
ground or hovering. The blower intake takes
air from the cabin and blows it through the
windshield defog nozzle onto the windshield.
Both blowers are controlled by one DEFOG
switch located in the overhead console.
1-25. TAIL ROTOR CAMERA
The tail rotor camera is installed on the aft
fairing assembly of the fuselage and provides
a fixed viewing angle of 120. The camera
uses Charge-Coupled Device (CCD)
technology, which provides a sensitive device
that acts as the cameras electronic eye. The
CCD technology changes the detected
photons of light into electronic signals that
are used to make clear color images. The
camera uses infrared technology and when
the light conditions change to low, the images
change color from to black and white.
Export Classification C, ECCN EAR99
BHT-407-MD-2
When selected by the pilot, the image is
shown on the AUX Video page on the
Multi-Function Display (MFD).
Power is provided to the tail rotor camera
through the 1-amp T/R CAM circuit breaker
switch located on the overhead panel.
1-26. EMERGENCY EQUIPMENT
Emergency equipment includes a portable fire
extinguisher, a first aid kit, and an optional
ELT ARTEX C406-N HM Kit (BHT-407-II-38).
If installed, refer to the ARTEX C406-N HM
Description, Operation, Installation, and
Maintenance Manual (570-5060)
(BHT-407-CR&O-V, Chapter 97) for operation
procedures.
1-26-A. PORTABLE FIRE EXTINGUISHER
A portable fire extinguisher is mounted
between the cockpit seat backs.
1-26-B. FIRST AID KIT
The first aid kit is supplied as loose
equipment.
10 DEC 2015 Rev. 2 1-165/1-166