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412 B1.3 Bell Training Manual

412 B1.3 Bell Training Book

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Jan Kneissl

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100% found this document useful (11 votes)

13K views276 pages

412 B1.3 Bell Training Manual

412 B1.3 Bell Training Book

Uploaded by

Jan Kneissl

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

412 SERIES (PWC PT6T--3D)

EASA B 1.3 COURSE

© 2011 Bell Helicopter Textron Inc.

All Rights Reserved. No part of this work may be reproduced or transmitted in any form or by any means,
electronic or mechanical, including photocopying and recording, or by any information storage and
retrieval system without permission in writing from the publisher.

All correspondence and inquiries should be directed to:

Director, Bell Training Academy

Bell Helicopter Textron, Inc.

P.O. Box 482, Fort Worth, Texas 76101

Export Classification C, ECCN 9E991

WARNING - This document contains technical data whose export is restricted by the Arms Export Control
Act (Title 22, U.S.C. 1 Sec 2751, et. seq.) or the Export Administration Act of 1979, as amended, Title 50.
U.S.C. 1 App. 2401 et. seq. Violations of the export laws are subject to severe criminal penalties.
Disseminate in accordance with provisions of DoD Directive 5230.25.
Table of Contents
., Helicopter
Re!:
A Textron Company

Anti-Torque Drive
HP/EP Anti-Torque System 2

#1 Flex Coupling Disassembled 4

#2 Flex Coupling Disassembled 5

Disc Pack Coupling 6

Disc Pack Installation 7

Tail Rotor Driveshaft 8

HP/EP Hanger Bearing Assembly 9

42 ° Gearbox 10

90 ° Gearbox Installation 12

90 ° Gearbox Disassembled 14

90 ° Gearbox Input Quill Assembly 15

Pitch Change Mechanism 17

SP and PRIOR ANTI-TORQUE SYSTEM 18

SP and Prior Hanger Assembly 19

SP and Prior 42 ° Gearbox 21

Review 23
ANTI-TORQUE DRIVE

HP/EP ANTI-TORQUE SYSTEM

The tail rotor drive system consists of one tail rotor drive coupling, six shafts, four
bearing hanger assemblies, and two gear boxes. These units are connected in-line
between the transmission tail rotor drive quill and the tail rotor. Units of the system
have mating flanged couplings, flexible splined couplings, and flexible disc packs
secured together by bolts, nuts, and special washers.

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-2 © 2011 Bell Helicopter, A Textron Company

#1 and #2 FLEX COUPLING INSTALLATION

DRIVE SHAFT ADAPTER

TRANSMISSION SUMP

TAIL ROTOR DRIVE

COUPLING ASSEMBLY

DETAIL A

DETAIL B

-� BRACE ASSEMBLY

HANGER BEARING �
SUPPORT

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-3 © 2011 Bell Helicopter, A Textron Company

#1 FLEX COUPLING DISASSEMBLED

'
I
0 c.u-.:- • c O v-P � (v�

- hJ-o �plo,�s rre,j.,

"'-c.::....�
'5'-\.;-(!...--l0<-'1

I
I

'
v�
'

RETAINING
I . PLUG

SEE DETAIL A GREA E SEAL HOUSING

ENSURE THIS
SURFACE OF
SPLINED COUPLING HOUSING IS
r OUTBOARD
DETAIL A

RETAINER
PLAT E HAND PACK
GREASE TO �
0.20 INCH 0.20 INCH
DEEP (1.5 OUNCES) OVER --� ?½ I 0
TOP OF SPLINE TEETH �
CENTERING
SPRING
PRIOR TO INSTALLATION -f-
OF GEAR COUPLING (8)

WEAR SLEEVE

412000_FMT_ 4WK_ENG_TG12_8_01_2011SEP26 12-4 © 2011 Bell Helicopter, A Textron Company

#2 FLEX COUPLING DISASSEMBLED

' oLcL

�!
I
."\ �
'

1. Retaining ring 12. Grease seal

2. Grease retaining plate 13. 0-ring
3. 0-ring 14. Grease seal housing
4. Shaft centering spring 15. Retainer ring
5. Bolt 16. Retainer ring
14 REF
6. Aluminum washer 17. Bearing
7. Retainer plate 18. Bearing hanger )
8.
ENSURE THIS
Crowned gear coupling 19. Grease fitting
SURFACE OF
9. Wear sleeve 20. Coupling adapter shaft

HOUSING IS
10. Splined coupling 21. Retaining plate
Grease seal retainer
OUTBOARD
11.

DETAIL A

HAND PACK
GREASE TO 0.20 INCH
0.20 INCH
DEEP (1.5 OUNCES) OVER
7 =
�
Q
TOP OF SPLINE T EETH
PRIOR TO INSTALLATION t
DETAIL 8
OF GEAR COUPLING (8)

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-5 © 2011 Bell Helicopter, A Textron Company

DISC PACK COUPLING

1. Hanger bearinn assembly

Place charnferetl face of washers (7 and
2. Drivcshaft
11) adjact!nt to surface of disc pack.
3. Hanger fillinu
4.
5.
Barrel nut
H;u1�1cr fittmg
Lt Position head of bolts (6 and 9. detail D).
180 degrees from e,.,ch other as shown.
6. Bolt
7.
B.
Special washer
Disc pack
& Place chamfered face of washer 11 OJ
adjacent to bolt head (3 places).
9. Bolt
10. Charnfcred steel washer
11. Special washer

• DISC 6. INDEX FLATS AT

POSITIONS 6 AND 3

DETAIL D
DISC 5. INDEX FLATS AT
POSITIONS 5 AND 2 , vto scoCe-( 0],,,_'k_
DISC 4. INDEX FLATS AT

cl o....Co s.rc:. ct
POSITIONS 4 AND 1

1. Disc thickness (individual) is . 012 ± . 002 of an inch.

2. Disc pack coupling total thickness is . 126 to .138 of an inch.
3. Minimum number of discs in a disc pack coupling is 9 and maximum number of
discs in a disc pack coupling is 11.
4. On installation, maximum gap between discs pack coupling cannot exceed . 010
of an inch.
5. The disc pack couplings are indexed when received from spares and should not
be disturbed.
6. Individual disc cannot be replaced in a used disc pack coupling with a new
individual disc.

412000_FMT_4WK_ENG_ TG12_B_01_2011SEP26 12-6 © 2011 Bell Helicopter, A Textron Company

DISC PACK INSTALLATION

-- ---, SEEDETAILB

1. Tail rotor driveshaft

2. Flanged coupling (hanger assembly)
3. Bolt
4. Chamfered washer
5. Radius washer
6. Disc pack
7. Washer (thick steel)
SEEDETAIL A 8. Washer (thin steel)
9. Nut
I
I
, _______ ,

DETAIL A

DETAILB

412000_FMT_4WK_ENG_TG12_8_01_2011SEP26 12-7 © 2011 Bell Helicopter, A Textron Company

14.0 IN.�-- - -- AREA A----.....,11.---14.0 IN.--► 1

�

AREA B AREA B �

- I �
,-..,
0

-
�
0
�

LONG TAIL ROTOR DRIVESHAFT S

�
11,: � o�, -Jt:/o.1-•ft6
1.,v.,-._J..u- t�e C · (o Y �

"G. G 0-'-'�;� ·-·-.. �

� :2.
:. :·c.,..,,., _; ._
(!. : ,_e:, ::: pu ,: e �

•------- AREA B------- �I

�
�
�
f"'-'.
�
�
�
SHORT TAIL ROTOR DRIVESHAFT ,....
�
�
�
�
�
�
�
Each shaft is an aluminum alloy tube with a flanged coupling riveted to each end. Each �
shaft is dynamically balanced at the factory by grinding material from weight rings on �
the flanged couplings at desired external locations. The forward shaft extends through
a tunnel beneath the powerplant; it is connected by bolts, nuts, and washers to the �
flange of the tail rotor drive coupling which is connected to the transmission tail rotor �
quill flange and to the No.1 hanger assembly. The other shafts are mounted in similar �
manner along the tail boom and vertical fin between the flex disc packs, hangers, and
the gearboxes. �
�
,-,..,
('Al
412000_FMT_4WK_ENG_TG12_8_01_2011SEP26 12-8 © 2011 Bell Helicopter, A Textron Company �
All Rights Reserved. For Training Purposes Only
�
ANTI-TORQUE DRIVE

HP/EP HANGER BEARING ASSEMBLY

1. Bolt
2. Retainer plate
3. Flanged coupling
4. Retainer ring
5. Bearing
6. Bearing hanger
7. Grease fitting
8. Bearing hanger shaft
9. Retaining plate

CROSS SECTION VIEW

Four hanger assemblies are utilized for the tail rotor driveshafts. The first hanger
assembly consists of a flexible coupling forward, a flanged coupling aft, mounted on
ends of a shaft through a single-row sealed ball bearing in a ring-shaped hanger,
equipped with two mounting lugs for attachment on a support fitting. The three other
hanger assemblies consist of a flanged coupling forward and aft. The lubrication fittings
are on the left.

412000_FMT_4WK_ENG_ TG12_8_01_2011 SEP26 12-9 © 2011 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
ANTI-TORQUE DRIVE
, JtM � d...<> -· o,.., Top
°
42 GEARBOX
C.h1 Vc1t ! ed - ofo.. �:... �: v"l -, :Jf'
• I I 0ij
. 'R 17'-CT"'
Q-•LC L)L_/.,'\ •)1.,.,
� L>J'.,.{.

1. Quill assembly
2. Quill assembly
3. Packing
4. Chip detector
5. Gasket
6. Ring - retaining
7. Glass
8. Indicator
9. Pin
10. Cap assembly

r S ))Oh 11.
12.
Chain assembly
Plate. indentification
13. Case
14. Adapter. oil filler
Sp@r: "' JtJOl,.,_ HP/� r> 15. Screw
:�,�p� i.) 16. Shim plate
17. Washer seat
18. Shim plate
19. Stud

The forty-two degree gearbox is located on the tail boom at the base of the vertical fin.
This gearbox provides a forty-two degree change in direction of tail rotor drive shaft with
no speed change. The gearbox assembly consists of a magnesium case with a gear
quill in each end. The case is fitted with a vented oil filler cap, an oil level sight gage
and a drain plug equipped with a magnetic chip detector. Input quill has a fixed
coupling and the output quill a flexible coupling for attachment of drive shafts. Access is
provided by a cover with quick-release fasteners.

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-10 © 2011 Bell Helicopter, A Textron Company

42 ° GEARBOX CROSS SECTION

NOTES

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-11 © 2011 Bell Helicopter, A Textron Company

90° GEARBOX INSTALLATION

J_' :
-'
5J00 £,,
� lf P/fP
SPec.;..._t;f-- 1560

1. Shaft
2. Retainer ring
3. Lockspring
4. Retainer
5. Packing
6. Bolt
7. Washer
8. Adapter
9. Gearbox
1 0. Pitch control linkage
11. Fin
12. Disc pack

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-12 © 2011 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
�
�
ANTI-TORQUE DRIVE
�
�
90 ° GEARBOX PUSHER TOOL (T1 01 264-1 03}
f9.'\
;"'t\
r,e,...
� 3 4
("f\.

�
' t ��
....-1, : I •
!�

�
�
�
�
�
�
�
�
�
�
�
1. Ta U totor gaarbox p,.uiher tT1 0 1 264•1 03)
� 2. Acblpte-r ass.embly [11 01 2 6 4- 1 09 )
� 3. Tail rotor ge.,rbox a1s.emblv
4, Tai, ,otor gmrbox su pport
� 15. C l a mp assembl-, {1"10,1 2 &4• 1 07)
6. Scrtw Assembly CT1 0 1 264 - 1 05l
� 7. Adapter Nllt•in or (T'1 01 284- 1 ::l 1 )
�
I"-,
1. If not previously done, thread screw assembly (6) into clamp assembly (5). Allow
� sufficient clearance for positioning on support (4) and adapter assembly (2).
(,91\
2. Position both halves of adapter assembly (2) on tail rotor gearbox (3) against
input quill as shown.
f't\
�
� 3. Position tail rotor gearbox pusher ( 1 ) on gearbox and support with hooks of
t"k'\
clamp assembly (5) centered securely over shoulders of support (4) and adapter
retainer (7) over both halves of adapter assembly (2).
�
r-\ 4. Tighten screw assembly (6) clockwise with a suitable wrench until tail rotor
� gearbox (3) separates from support (4). Remove tools and lift gearbox from
support.
�
�
/flt\
�
ltlt\
412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-13 © 2011 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
ANTI-TORQUE DRIVE

90 ° GEARBOX DISASSEMBLED

c0
(.j ,,
� �
�

.�
I

I
I

-t<> p ,- e
'I.,_,__. � · o-- ....,.. 13

1. Shaft 16. Nut @

/�0 1

'l
2. Gear 17. Clip
21 I
3. Cap 18. Nut

r'-
4. Safety chain 19. Clip
5. Case assembly 20. Bearing
6. Adapter, oil cap 21. Ring. retaining ,
. Stud 22. Quill assembly
1
8. Washer, seat 23. Spacer <>"r■.,,....,.... �
7 . -
9. Shim plate 24. Sleeve assembly _
10. Shim 25. Clinch nut
11. Indicator 26. Bearing
12. Sight glass 2 7. Ring retaining
1 3. Ring, retaining 28. Seal NOTE:
1 4. Chip detector 29. Plate identification
15. Bearing. duplex Item 23 shipping spacers only.
·.\ I/ T
i kc.v- IL 'o' .
t .... ,, I�L G<. "' e. .._,. s "' ,:,.. L �
1-h
< 'S ,-
/\ ,i.e.:L..i
<l ;; le.e. V �
I � l< l'l. - �� - ! S t- f'/)/ L ( 2. - ) Y: 0 - ( 0 2. - I 0( er,- ( 0 3 5'� <.

f'(fr '<\ 'j I 'f 3

51�<2ac¾- 5 �!X...
A gearbox at the top of the tail boom vertical fin provides a 90-degree change in the
direction of drive and 2.59:1 speed reduction between the input drive pinion and the
output shaft on which the tail rotor is mounted. The gearbox consists of mating input
quill gear and output quill gear assemblies set into a gear case provided with a vented
oil filler cap, an oil level sight gage, and a drain plug with a magnetic chip detector plug.
The input quill has a fixed adapter for attachment of a flexible disc pack and driveshaft.

41 2000_FMT_4WK_ENG_TG1 2_B_01_201 1 SEP26 12-14 © 20 1 1 Bell Helicopter, A Textron Company

90 ° GEARBOX INPUT QUILL ASSEMBLY

INSTALL WEAR SLEEVE WITH

ROUNDED END AS SHOWN
DETAIL A

1. Retaining ring
2. Lockspring
3. Retainer
4. Packing
5. Bolt
6. Washer
7. Adapter
8. Seal
9. Nut
1 0. Packing
11. Sleeve. wear
1 2. Spacer
1 3. Bearing . duplex
1 4. Sleeve
1 5. Pinion
1 6. Cork plug

i ;1 f, r,n ( u.. p u,__ c� , ,o be + v-J e e...,, ' ;-<2-V', J/o , / 2 �,. J l 1

!
-....:.

n-e__t,.) � pu. ( (2 ,r c._t�✓ l__ �t.:,-u-<.. / S. u_L :; O ...-e._<p-vtv cl

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 1 2- 1 5 © 2011 Bell Helicopter, A Textron Company

90 ° GEARBOX CROSS SECTION

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-16 © 2011 Bell Helicopter, A Textron Company

PITCH CHANGE MECHANISM

......•····,�
.
.
'
..,:
--==:::.__--;- -----,.,...___

t✓�
✓/\
" .,..•.:•·
...
.. ,

·/: : .
// ' ,_..

1. Packing
2. Housing
3. Bearing
4. Excluder
5. Housing
6. Retainer
7. Packing
8. Pitch change tube
9. Bearing race
10. Lever
11. Bellcrank
12. Link
13. Idler

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-17 © 2011 Bell Helicopter, A Textron Company

SP and PRIOR ANTI-TORQUE SYSTEM

TYPICAL HANGER
INSTALLATION

DETAIL A

1. Shaft 8. Clamp set 1 5. Spring

2. Hanger support fitting (engine deck) 9. Hanger fitting 16. Plate
3. Short shaft 10. Nut 17. Retainerring
4. Hanger bearing assembly 11. Nut 18. Inner coupling
5. Hanger support fitting 12. Nut 19. Outer coupling
6. Intermediate gearbox 13 Nut 20. Hanger bolt hole
7. Tail rotor gearbox 14. Seal 21. Non-flex
.
NOTES

L'.0, Location of visual overheat indicator.

£ Torquing sequence is as follows: 1 3 . 1 1 , 12, and 1 O.

& Clamp halves shall be kept together as a set.

The tail rotor drive system consists of six shafts, five identical and one short shaft, four
bearing hanger assem blies, and two gearboxes connected, in line, between the
transmission tail rotor drive quill and the tail rotor. Units of the system contain mating
curvic flexible couplings secured together by V-band clamp sets installed with the gap
between halves 90 ° to the previous set.

412000_FMT_4WK_ENG_ TG12_B_01_2011SEP26 12-1 8 © 2011 Bell Helicopter, A Textron Company

SP and PRIOR HANGER ASSEMBLY

CROSS SECTIDM VIEW i•::::;.·.

:. J.L•,;::.•.•·r ·· ·· ··•··········· · · ···
.I
' :
·-········. •'

J
I
..
I
I :
I : I
'

,, ..,
I

·-, :

ti .\
·.
,
\ / ;.
., I
I

..::'
\,, ,;.:J -·· · · · \,L. ;. ,
\

\:�L'
r.:•• •

The tail rotor drive system uses four hanger assemblies. Each assembly contains
couplings on a short splined shaft. They are installed through a single-row sealed ball
bearing in a ring-shaped hanger and equipped with two mounting lugs for attachment on
a support fitting.

412000_FMT_4WK_ENG_TG12_8_01_2011SEP26 12-19 © 2011 Bell Helicopter, A Textron Company

FLEX COUPLING SEAL INSTALLATION

SEAL PARTIALLY SEATED SEAL FULLY SEATED

INTERNAL i--- OUTER COUPLING

SPLINES -----:r::z::c.J INSTALLED
INVERTED ON INNER
INNER COUPLING USED COUPLING

O F SEAL UP --------1____
AS BACK-UP TO PUSH LIP

I- 0.650 IN. -I
( 1 6. 5 1 0 mm)
Lo.330 IN. (8.382 mm)
1~

I ! 0.25 IN. (6.35 mm)

HANDLE LENGTH IS OPTIONAL

0.1 IN.
(2.5 mm)
RADIUS

0.120 IN.

0.357 IN.
(9.068 mm)
I
1.25 IN. ( 3 1 . 75 mm)

I
. 3 1 2 IN. (7 .925 mm)

COUPLING
TAIL ROTOR
DRIVESHAFT ( 1 .27 mm) MAKE LOCALLY FROM 1/4 INCH (6.35 mm) PLASTIC, OR SIMILAR MATERIAL
RADIUS

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 1 2-20 © 2011 Bell Helicopter, A Textron Company

SP and PRIOR 42 ° GEARBOX

The 42° gearbox is located on the tailboom at the base of the vertical fin. This gearbox
provides a 42° change in direction of the tail rotor drive system with no speed change.
The gearbox assembly consists of a case with a gear quill in each end. The case
contains a vented oil filler cap, an oil level sight gage and a drain plug equipped with a
magnetic chip detector. Input and output quills have flexible splined couplings for
attachment of the driveshafts. A vented cover with quick-release fasteners provides
access to the gearbox.

412000_FMT_4WK_ENG_TG12_B_01_2011SEP26 12-21 © 2011 Bell Helicopter, A Textron Company

INTENTIONALLY LEFT BLANK

412000_FMT_4WK_ENG_TG12_8_01_2011SEP26 1 2-22 © 2011 Bell Helicopter, A Textron Company

REVIEW

1. The drive shafts are dynamically balanced at the � C,, �·

2. The drive shafts rotate c o , · '. .: as viewed from the rear. (...
'. .J ( � · t 1. ·

3. A total of __t:_
• ____ disc pack sets are used in the 41 2 H P/EP anti-torque v
drive system.

4. _·�h__ frequency vibration. /

Loose disc pack sets could cause a _k,i

5. All disc of a disc pack set should have the same GCJJc..l,. number.

6. The three hanger assemblies on the T�:L.- L o <J .n. , are identical and
interchangeable.

7. The flexible coupling on the hanger assembly must always be installed

h�eJ �
8. When a different hanger assembly is installed, the shims under the support fitting
must n o +- be adjusted.

9. The hanger assembly b e.� must be replaced each time the hanger
assembly is disassembled. ·& · C) ,__�g 2_. •-• L--t
--

1 0. The hanger assembly bearings have a c..o k cA..,� Uc:>"'<lo life and are lubricated
each 300 hours with Mil-G-81 322 1"- .:J� l ' l 'l. 2 grease.

11. The 42 ° gearbox provides a reduction of __I_:-_,____

1 2. The filler caps for the 42 ° and go 0 gearboxes are vented, identified by a /
c;2 +ti� dot.
v a D -L - 85t- �'--l i� f"/ t=.
r1 , "" - � - 1 :l 6 � � � ,,. h t r.. _ ,,, _ '1- � c, e
f5 t;. P(�
1 3. The 42 ° and 90 ° gearboxes must be serviced with ______ oil .

1 4. The oil is changed in the 42 ° gearbox at each _:3___o___ o___ hour inspection.
•
1 5. Oil is furnished to the 42 ° gearbox o c.J ,-;:, c.,1_- quill bearings by a conical
1

shaped oil collector.

1 6. The 90 ° gearbox is lubricated by s. f: '-- c:,1__ � �\ and spray.

1 7. The studs at the inpu� drive of the go 0 gearbox case serve to secure the
input quill and ,< t r :-.. - :: • . . :, : :"\ 1
✓ the gearbox to the tail fin.

1 8. The 90° gearbox output shaft drives tail rotor and c.\l o s.s. L.a=J.. assembly

412000_FMT_4WK_ENG_TG1 2_B_01_201 1 SEP26 1 2-23 © 2011 Bell Helicopter, A Textron Company

I NTENTIONALLY LEFT BLANK

412000_FMT_4WK_ENG_TG12_8_01_2011SEP26 12-24 © 2011 Bell Helicopter, A Textron Company

Tail Rotor
Tail Rotor Installation 2

Crosshead Controls 3

Tail Rotor Hub (HP/EP) 4

Tail Rotor Hub (SP And Prior) 5

Feathering Bearing Replacement 6

Hub And Blade 7

Tail Rotor Blade 8

Blade Damage Criteria 11

Tail Rotor Troubleshooting 12

Dynamic Balance 13

Static Balance 14

Review 16
TAIL ROTOR

TAIL ROTOR INSTALLATION

1. Screw 13. Shield 25. Pitch horn

2 Weaher 1 4. Retaining nut 26. Hub and blade
3. Lock 15. Cotter pfn 27. Balance bracke1
4. Retainer 1 6. Bolt
5.
28. Bolt
Nut 17. Washer 29. Washer
6. Cotler pin 1 8. Washer 30. Washer
7. Waaher 1 9. Nut 31 . Nut
B. .
Bearing 20. Counterweight ■upport 32. Sleeve /�J.a.f · .._
9. Speci•I washer 21. Barrel nut and retainer 33. Pitch change control tub"
10. Pitch Link 22. Stop 34. Gearbox output shah
11. Cros■head 23. Bolt 35. Solit cone set
12. Counterweight link 24. Bushing 36. Packing

c._ ::/F
� ( •.,� ,. +, ·,..�� C

10 I

(JfiJ
' '
'
I 1-i I f '€. C .

b €�.r'tJOrC !•
l k< ....,,. f

V r�. \.l : � li
USE COR ROSION

v.,v-1.�
PREVENTIVE COMPOUNO
BETWEEN BUSHING 1.1, J_ C •�c
<..,
ANO HORN "-..

A single two-blade controllable pitch tail rotor is located on the right side of the tail rotor
gear box. It is composed of two assemblies, the hub and ·the blades, and is driven by
the tail rotor gear box output shaft. Blades are all metal construction and are attached
by bolts to pitch change bearings in the hub yoke. The tail rotor hub is a delta hinge
design mounted to provide for automatic equalization of thrust on advancing and
retreating blades. Pitch links provide equal and simultaneous pitch change to both
blades. The tail rotor counteracts torque of the main rotor and provides directional
heading control.

412000_FMT_4WK_ENG_TG1 3_8_02_2014AUG06 1 3-2 © 2014 Bell Helicopter, A Textron Company

1. Cotter pin 11. Nut

2. Nut 1 2. Cotter pin
3. Washer 1 3. Washer
4. Crosshead 1 4. N ut
5. Bolt 1 5. Cotter pin
6. Bolt 1 6. Counterweight link
7. Weight 1 7. Pitch link
8. Washer 1 8. Bellcrank
9. Nut 1 9. Washer
1 0. Washer 20. Bolt

NOTES

412000_FMT_4WK_ENG_TG13_B_02_2014AUG06 1 3-3 © 2014 Bell Helicopter, A Textron Company

TAIL ROTOR HUB {HP/EP)

1. Bolts 5. Trunnion 9 . Seal

Housing 6. Bearing 1 0. Race
Balance bracket Thrust plug
2.
3. 1 1 . Blade retention
Yoke Shims
7.
4. 8. bearing

NOTES

412000_FMT_4WK_ENG_TG13_B_02_2014AUG06 13-4 © 2014 Bell Helicopter, A Textron Company

1. Bolts
2. Housing
3. Balance bracket
4. Yoke
5. Trunnion
6. Bearing
7. Thrust plug
8. Shims
9. Seal
10. Race
1 1. Blade retention
bearing

NOTES

I
IB 4t) I' <'.. '' ,d-vJ...

.CL c C>• l

41 2000_FMT_4WK_ENG_TG1 3_B_02_2014AUG06 13-5 © 2014 Bell Helicopter, A Textron Company

-STAKING TOOL
(ARBOR. HOUSINC
AND ROLLERS!

FIRST OPERATION
! PRECONE UP
'

0ETAIL A
TOOL APPLICATION

"'
- GAP BETWEEN VOKE
VOKE '\; ANO STAKED LIP I\IOT
CHAMFER STAKED LIP TO EXC:EED o.ooa IN.

'--------------./

S3 /��) It� = -0.154

0.149
DETAIL B TYPICAL FOUR LOCATIONS
STAKING A E OUIR ll MENTS THIS SIDE OF YOKE

NOTES

41 2000_FMT_4WK_ENG_TG13_8_02_2014AUG06 1 3-6 © 2014 Bell Helicopter, A Textron Company

NOTES

412000_FMT_4WK_ENG_TG1 3_8_02_2014AUG06 1 3-7 © 2014 Bell Helicopter, A Textron Company

Balance
Washer
Chamfered
Washer

Blade

. "l
N

. Chamfered
Balance Bolt Washer
"'
Balance Wash
Pitch Horn -�

412000_FMT_4WK_ENG_TG1 3_8_02_2014AUG06 13-8 © 2014 Bell Helicopter, A Textron Company

i,--...J1,�--.r.
l.,---'lr-,

II \
!/
I 01
I l \
I b \ Blade

IJ
I r,

\
I �
\

�1 !"-. Chamfered
JD � Washer
0

�
"'-
- � Bolt
"-. /-
- � :,,-1<.r,', • ·• ,r� ,-

I • J,'J r<' •
"I �
Washer
'
�-- Bolt

Note: 2.4 pounds weight increase per blade. Requires new blade retention bolts,
washers, and nuts. New paint scheme differentiating the new blade.

412000_FMT_4WK_ENG_TG13_8_ 02_2014AUG06 13-9 © 2014 Bell Helicopter, A Textron Company

1. Pitch horn bolt holes

2. Blade grip bolt holes
3. Balance weights
4. Doubler
5. Trailing edge strip
6. Honeycomb
7. Balance screw
8. Spar
9. Grip plate
1 0. Butt block
11. Grip plate (inner)
1 2. Drain hole doubler
1 3. Skin

41 2000_FMT_4WK_ENG_TG1 3_B_02_2014AUG06 1 3-1 0 © 2014 Bell Helicopter, A Textron Company

40
40 inches

STA. STA
!1.00 CHORDLINE 51 00

75° 750

- - - - - - - - - - - -- - - · SPANL I N E
0 0

CENTE R LINf
OF HUB ___:
\±OTHER SCR TCHES A N V SCRATCH
WHICH LIES FROM 0 ° TO 75° TO o t o 0 �
CHORDLINE

SPANWISE SCRA. CHES. ANV SCR ATCH

WHICH L IES FR M 00 TO 150 SPANWISE

�1 ·. :, !

5c r o. ! c ·i_
� J o 5
C C'> ;-
0 0 ,\ cJ ,

,-... o ,' o :i. \ c>, a S

�
r--t\
�
�
t,llt\

� If a fatigue crack exists at any location, forward the blade to an authorized blade repair
� station for evaluation. Inspect dents closely for nicks, scratches, and cracks. If nicks or
�
scratches exist in dents and total depth exceeds that permitted for dents alone, replace
blade.
�
� Describing and defining all defects which can occur on a tail rotor blade is virtually
impossible therefore, use the inspection criteria in 41 2 MM chapter 64 only as a guide.
� ..,,. Consult qualified engineering before scrapping any blade except in cases where blades
�
are obviously non repairable.
�
�
�
�
412000_FMT_4WK_ENG_TG1 3_8_02_2014AUG06 1 3-1 1 © 2014 Bell Helicopter, A Textron Company
� All Rights Reserved. For Training Purposes Only

�
TAIL ROTOR
TAIL ROTOR TROUBLESHOOTING

Note: The tables below are for training purposes only. For the most current
troubleshooting tables, refer to BHT-41 2-MM-7, Chapter 64.

PROBLEM PROBABLE CAUSE CHARACTERISTICS

Tail rotor out of track. Check tracking of tail rotor.
Tail rotor out of balance Check and balance tail rotor.
Torque retaining nut 900 inch-
Loose tail rotor retaining nut.
pounds (1 01 .7 Nm)
Loose counterweight bellcrank
Replace bellcrank
retention nuts
High frequency
Tail rotor pitch change links
vibration. Replace damaged links
bent.
Worn or loose pitch change Replace bearing and/or wear
tube bearing sleeve on tube.
Inspect gearbox mounting for
90 ° gearbox mounting loose. loose rivets or studs or elongated
bolt holes. Repair mounting.
Inability to make
Rig tail rotor controls.
normal right and left Faulty rigging
turns in flight.
Hydraulic cylinder in tail rotor Replace faulty hydraulic cylinder.
Controls creeping
controls leaking internally.

NOTES

412000_FMT_4WK_ENG_TG13_8_02_2014AUG0S 13-12 © 2014 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
TAIL ROTOR
DYNAMIC BALANCE
1. Blade bolt (outboard)
2. Washer ( 1 40-OO7-33-32C4)
3. Tail rotor blade

YD 4.
5.
6.
Washer (1 40)OO7-33-32C4}
Washer (21 2-01 0-764- 1 )
Washer (AN97O-8)
7. Washer (AN96O-81 6}
B. Wnsher (AN96O-81 6L)
9. Nut
1 0. Bolt
�
�©
11. Washer (AN96O-41 6}
1 2. Washer (AN97O-4)
1 3. Dynamic balance bracket
1 4. Washer (AN97O-4)
� TORQUE 1 5. Washer (AN960-41 6)
500 TO 550
IN-LBS
1 6. Nut
(56.49 TO
62. 1 4 N.m)
SEE NOTE 2

NOTE
1 . Usting of weight, in grams. of individual components used for balance.

NOMENCLATURE WEIGHT NOMENCLATURE WEIGHT

NAS1 304-2 Bolt 5.81 gm. AN960•416 Washer 1 . 1 6 gm.

NAS1 304-3 Bolt 6.17 gm. AN960-816 Washer 3.22 gm.
NAS 1 304-4 Bolt 6.54 gm. AN960-816L Washer 1 .63 gm.
NA51 304-S Bolt 6.90 gm. AN970-4.Washer 7.54gm.
NAS1308-34 Bolt 87.60 gm. AN970-8 Washer 37.B0 gm.
NAS1308-36 Bolt 90.80 gm. MS21 042L4-Nut 1.59 gm.

NOTE 2: For spanwise dynamic balance, use NAS1308-34 through

NAS1308-36 bolts (1) as required to accomodate balance
washers. Bolts may be installed with head, inboard or
outboard, but alt four blade bolts must be installed the
same. When change of balance washers and/or bolts is
required, ensure that one washer (2) and one washer (4)
are installed next to blade as illustrated. Then install
heaviest balance washers next to washer (4). Install the
above listed parts on blade (3) or on opposite blade as
required to obtain balance.

NOTE 3: For chordwise dynamic balance, use NAS1304-1, -2, -3, -4,
-6, -8, -1 0, -1 2, or -14 bolts (1 0)as required to accomodate
balance washers (1 1 ,1 2, 1 4, and 1 5). Use a maximum of
two AN970-4 washers (12 and 14) and a maximum of ten
AN960•416 washers (1 1 and 1 5) on one bracket. Install
washers symmetrically. Install the above listed parts on
bracket (13) or opposite bracket (not illustrated) as
required to obtain balance.

Vibration from the tail rotor can be perceived as a medium to high frequency vibration in
the airframe. The tail rotor should be balanced dynamically when the following occur:

1 . Flight crew feels abnormal medium to high frequency vibration.

2. After any component changes in tail rotor/90 ° gearbox assembly.

3. After 300 hour and annual inspections.

412000_FMT_4WK_ENG_TG1 3_8_02_2014AUG06 13-13 © 2014 Bell Helicopter, A Textron Company

STATIC BALANCE

0 0

V I EW A

0 0 C
BALANC E I NDICATI ON

�� i j
�IT:I N
BALANCE LI MITS LI M I TS

VIEW B

412000_FMT_4WK_ENG_TG1 3_8_02_2014AUG06 13-14 © 2014 Bell Helicopter, A Textron Company

STATIC BALANCE {Cont.)

TOP VIEW OF BASE (31 52)

SHOWING POST LOCATIOS

0 a
A 8 C C B A
e O 0 0 0 e

0 Q

1. Cable loop 1 1 • Pitch horn

2. Indicator collar 1 2. Adapter (3378)
3. Balance indicating arbor (31 65) 1 3. Base (31 52)
4. Pilot bushing (2533) 1 4. Set screw
5. Set screws 1 5. Cone (3380)
6. Set screws 1 6. Plate (2586)
7. Bolts, blade attaching 1 7. Indicator disk
8. Washer, spanwise balance 1 8. Balance bracket 21 2-01 1 -726-00 1
9. Washer, c hordwise balance 1 9. Bushing
10. Bolt 20. Post (2929)

412000_FMT_4WK_ENG_TG13_8_02_2014AUG06 13-15 © 2014 Bell Helicopter, A Textron Company

1. The tail rotor blades can be changed ________

1 °1 5' to relieve bending loads.

3. When the tail rotor assembly flaps, the angle between the yoke assembly and
blade o..o-{!fl � �.,- L change.

4. The flapping stop is located between the counterweight link support and
the '-l ea kL
l

5. The pitch horns are attached to the /�-:.--• -;_'- '· :-� ..:'.:- edge side of the blades.

6. The delta hinge of the tail rotor provides the �;_, 1 axis for the tail rotor
blades. e,

7. The tail rotor is an t-4�� ':4 feathering axis rotor.

'loo

8. The tail rotor yoke assembly is equipped with a total of __

L< ___ uniball
(spherical) type bearings.

9. The trunnion is one piece, and is h--.._,,..,,,c r

0
splined.

1 0. Static chordwise balance of the tail rotor assembly is accomplished by adding or

removing washers from the blade -� -...........- ______

11. The tail rotor is dynamically balanced spanwise by adding or removing washers
attached to the blade ; , , c,_(_._�� . . bolts.

1 2. The tail rotor must be dynamically balanced at each I v� I ·J oo hour

inspection.
�
1 3. When installing the tail rotor assembly, the pre-cone should be ?¾HJ from the
tail fin.

1 4. When installing the crosshead bearing to the pitch change tube, inspect bearing
for wear and f-v_,___ J : ;,.0-<.�f with Mil-G-81 322 grease.

1 5. The b,r�ets attached to the trunnion bearing housings are used to

Jc 1,-,o_,�,l��e the tail rotor.
·�

1 6. The counterweights are installed to �tv--:,0/s � the amount of pitch change.

412000_FMT_4WK_ENG_TG1 3_8_02_2014AUG06 1 3-1 6 © 2014 Bell Helicopter, A Textron Company

Fuel System
Fuel System Schematic 2

Fuel System Components 4

Pressure Switches And Transducers 5

Fuel Burn Sequence 6

Effect Of Fuel Burn On Center Of Gravity 7

Fuel And Engine Control Panel 8

Lower Main Cells lnleUOutlet Fittings 14

Auxiliary Fuel Tanks 15

Fuel System 3 3 1 08 Through 33167 16

Fuel System Schematic 33001 Through 33107 18

Fuel System Layout 20

Fuel Boost Pump Cartridge 23

Aft Cells 24

Fuel System Troubleshooting 25

Fuel System Troubleshooting 26

Review 27
--
FUEL SYSTEM

FUEL SYSTEM SCHEMATIC

PRESSURE
� • QUANTITY PROBE

b
®
© THERMISTOR

\ �'
c:::J SUPPLY
s
VENT f tv""' ✓ ®
MECHANICAL DRAIN

1-
��6,'\;
ELECTRICAL DRAIN

c::::J TRANSFER
lo _ @ DEFUEL VALVE

OVERBOA R D
VENT •••• • • •••••••••••❖:•:•:::•:•:•:•.·.•.•.•,•.·.·.·.
• ••
® TRANSFER
PUMP OVERBOARD
VENT

FUEL
T

H
FILLER

is �
t.f0-'
CHECK CHECK f
VALVE VALVE
(WITH (WITH
THERMAL THERMAL
RELIEF) t ".l e.,. I" RELi�
� "- � SSFEED ��Dr
VALVE
0

/ C. .,.,_.� " ,-e.,,...., ,<..

TO <& O 1 2 o i' � i
FUEL FUEL XFEEO
XFEEO THERMAL ()
SWITCH
t RELIEF
VALVE

FUEL FUEL
VALVE VALVE

IMPENDING
BY PASS L-.JUio-UoJ"-

L�
t f_u_=_=:)!i_j ---.. r---�;_=_J_�n:=
__
ENGINE 1
_ _=1
'------ sw 1TCH _____....,.

ENGINE 2
(TO UPPER AFT CENTER CELL��

b� r:i- s..+U; ()

412000_FMT_ 4WK_ENG_ TG14_8_02_2014AUG07 14-2 © 2014 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
FUEL SYSTEM
The airframe fuel system is comprised of ten interconnected fuel cells. There are six
lower cells under the cabin floor. There is a forward, mid, and main cell on the left and
right side. Four upper cells; the forward center, aft center, left and right are located in
compartments aft of the cabin, below the engine.

All cells are gravity filled through a filler port in the upper right cell and vented by 3 vent
systems. Sequencing of the gravity fuel flow from the upper cells to the lower cells is
controlled by standpipes to maintain desired in-flight C.G as fuel is consumed. The fuel
quantity indicating system has eight quantity probes, two signal conditioners and a dual
indicator with digital readout for total fuel.

The fuel system allows common tank leveling and interchange of fuel except for low fuel
quantity. This quantity is reserved to provide an isolated supply to each engine by the
use of internal barriers in the upper forward and aft center cells and a normally closed
�
valve in the interconnect line between the lower main cells.
� Low fuel quantity conditions are sensed by a thermistor incorporated on the quantity
� probe located in each the upper left and right cells. Low fuel quantity in either of these
� cells will cause the FUEL LOW caution light to illuminate and low fuel quantity in both
cells will cause the normally closed interconnect valve to open .
�
� An electrical pump, located in each lower forward cell transfers fuel to the upper forward
� center cell. This flow also provides motive force for an ejector pump in each lower mid
cell, which transfers fuel aft to upper forward center cell. The transfer pumps
�
automatically shut off when the lower forward cells are empty.
�
� An electrical fuel boost pump, located in each lower main cell, furnishes fuel to its
respective engine under normal conditions. I nstalled in the output line of each boost
�
pump is a pressure switch and a combination check valve/thermal relief orifice. A
� system crossfeed valve connects between the outputs of the two boost pumps, to
� permit engine isolation or operation of both engines from one boost pump. The
�
normally closed crossfeed valve will open automatically when loss of boost pressure is
sensed by either pressure switch. The check valve prevents reverse flow to opposite
� cell during single boost pump operation and thermal relief when the system is static.
�
r9'\ Fuel is routed to a fuel shut-off valve for each engine. These electrically operated gate
type valves have an internal thermal relief valve to bypass trapped fuel when the valve
�
is closed. Fuel boost pressure to each engine is sensed by a pressure transmitter in the
� output line of each fuel shut-off valve.
�
NOTES
�
� (l 3 � / � t «.> 4 Lbs / �VJ � �

�
f'9l'\
� T .....,,,,._,...r t;t! l� ,/4 f t-.r ,J., f,,.,...Jl. a...-€- ....A- � w
� T.fle_ � � �s- -� �. J rf� ,
�
412000_FMT_4WK_ENG_TG14_8_02_2014AU G07 1 4-3 © 2014 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
C { C C C C C C C C { C C C C ( C C l C l C ( C l C { { C C C { { C C { C { C { ( ( {

Line To
Pressure Transducer Engine i=' �
tlJ C
a. O

0�
E (/)
0 (1)
C: e
-xe a.::::,
Fuel Crossfeed Valve
Engine Fuel Shutoff Valve
(1) C)

<C :5
I- C:

..: �
!?
a. l-
...
0 0
_g u..
:::c
a> ,:j
Q)
= 2:
Vent Check Valve Stand Pipes Q)
CD 1/J
Q)

:!: &
0 1/J
N ,E
@ .!?

Fuel Interconnect Valve

Boost Pump

Ejector Pump

�
z
w
z
0
a.
:E
0
:E 0
w :E Flow Switch
1- w Check Valve
u, 1-
>
u,
u,
►
.J
u,
w ..J
w
::,
LL
=>
LL
FUEL SYSTEM

PRESSURE SWITCHES AN D TRANSDUCERS

/J.. u,.,...J. x.lVif dJ_�
� � 1� To
� <; U-of}
,/J,,v-L, 0 --� � � Ii�

r,� sw,J/vf
0 "'- .. 'f 1 ::>-- +- o ':,- I" ,., t'
,_ ,

r
....
� 1
.,,
,_.,- ,� ,,

..,,

....

FUEL PRESSURE
- 4 PS I Minimum

I I 4 to 3 5 P S I C o n t i n u o u s o peration
- 3 5 PSI Maximum

412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 14-5 © 2014 Bell Helicopter, A Textron Company

FUEL BURN SEQUENCE

VENT
FILLER ---++-1------i.

UP
TO ENG
1

ISOLATION BARRIER --+--++---ti□ l=t:f=:=:ffi:::l f=::====:J

CABIN FLOOR STANDPIPE _...._,,.++-�- I

4 6
►

ENGINE FEED CELL

INTERCONNECTS
ADM 2200 000013

Fuel burn sequence is automatically established by system design to maintain weight

and balance within acceptable center of gravity range. First burn uses fuel above the
middle cell standpipe in the upper tanks. Second burn empties from the lower middle
cells. Third burn uses upper tank fuel down to the forward cell standpipe. Fourth burn
empties fuel from the lower forward cells. Fifth burn drops fuel level to isolated engine
supplies, and depletes the remainder of upper tank fuel. Sixth, and last, burn uses fuel
remaining in lower aft main cells.

Thermistors in the lower forward and middle cells signal fuel depletion at the end of the
fourth burn when both are dry. This causes transfer pump automatic shutdown after a
30 ± 1 0 second delay. The dry thermistors also cause the "no transfer" caution light to
turn off. A thermistor in each of the upper aft side cells will signal depletion of fuel there
at the end of the fifth burn, causing the "low fuel" caution light to illuminate

APPROXIMATE FUEL QUANTITIES

Burn Consumed Remaining

No. (Gal.) (Gal.)

0 0 337.5
1 3 5 .4 302.1
2 52.0 250 . 1
3 70.0 1 80 . 1
4 33.1 14 7 . 0
5 8 1 .7 65.3
6 58.3 7.0
TOTAL 330.5

412000_FMT_4WK_ENG_ TG14_B_02_2014AUG07 14-6 © 2014 Bell Helicopter, A Textron Company

. ·!
I
13000
.. ! .. ' .. . "

I I
..
i , ....
i •.. j_ • I ... ! .
·j
FOR '
i 135.1 I
1200 EXAMPLE
ONLY ., 1
- 1 1 000

A
I- ,· . I

� W -1 0000
'
·I 5
- I -
1-

en Z/F
en -9000
aaoo
0
.. . . ,
-1000

r-
., .i
,-
7000

6400
130.4. �INIM�M WEIGHT
· -- 6000

-- --· 130 132 134 136 131 I l'O lU

· +·-·
LONGITUDINAL CG

NOTES

412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 1 4-7 © 2014 Bell Helicopter, A Textron Company

FUEL AND ENGINE CONTROL PANEL

AEAA_2800_000012

All fuel supply system controls, valves, pumps, fuel quantity indicator and caution
panels are powered by 28 Vdc. The fuel pressure indicators require 26 Vac power.
During normal operation, both BOOST P UMP switches are ON, both FUEL switches are
ON to open the fuel shutoff valves. The FUEL PUMP CROSSFEED switch and the
INTERCONNECT switch are placed to NORMAL (closed) positions. In this condition,
fuel is being pumped from MAIN TANK 1 (left lower) to ENGIN E 1 (left) and from MAIN
TANK 2 (right lower) to ENGINE 2 (right).

If flow from one boost pump drops off (by pump failure or by switching the pump OFF),
the crossfeed valve automatically opens so the remaining pump feeds both power
sections. The FUEL PUMP CROSSFEED switch also has an OVERRIDE CLOSE
position which keeps the valve closed in all conditions. Either shutoff valve can be
closed by placing the respective FUEL switch OFF. If a FIRE PULL handle is used, the
corresponding fuel shutoff valve is automatically closed. Either boost pump can be
switched ON or OFF independently.

412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 14-8 © 2014 Bell Helicopter, A Textron Company

NOTES

412000_FMT_4WK_ENG_TG14_8_02_2014AUG07 14-9 © 2014 Bell Helicopter, A Textron Company

FUEL SYSTEM ,-,,

�
,-..,
LOWER CELLS (LEFT SIDE TYPICAL SHEET 1 OF 2)
�

Quantity Pro �
Main Cell �
�

Quantiiy Probe �

Mid Cell I
�

l �
�
�
�
f"'\
�
�
�
�
Hose �
k Valve �
�
�

.. - - - .. ...
�
' �

. . . . - � ·2
"

< .·
�
�
�
Fuel Cell �
Bracket

,-,...
�
�

,...
�
~1
Cover (Sump)
-Electrical Connector
. "� . � t"""t,
·r� .
d;h Retamer fA't
�Drain Valve �
�
�
�
412000_FMT_4WK_ENG_TG14_8_02_2014AUG07 14-1 0 © 2014 Bell Helicopter, A Textron Company -�
All Rights Reserved. For Training Purposes Only
�
�
FUEL SYSTEM

LOWER CELLS (LEFT SIDE TYPICAL SHEET 2 OF 2)

Quanti1y
Probe
Main Cell

Quantity
Probe
Foiward Cell \
l_

Cover (Sump) Hose --'tt'i

Flow Switch
Check Valve
Boost Pump- �.:. Cover (Sump)
Fitting

NOTES

412000_FMT_4WK_ENG_TG14_8_02_2014AUG07 1 4-1 1 © 2014 Bell Helicopter, A Textron Company

UPPER CENTER CELL FITTINGS

I �

.. . · · . --� SEE DETAIL A

�,,__-- SEE DETAIL B

DETAIL A
(RIGHT SIDE)

1. Cover (standpipes)
2. Retainer
3. Fitting
4. Hose assembly
5. Cover

DETAIL B
(LEFT SIDE)

412000_FMT_4WK_ENG_TG14_8_02_2014AUG07 1 4-1 2 © 2014 Bell Helicopter, A Textron Company

FUEL SHUTOFF, CROSSFEED AND INTERCONNECT VALVES

Forward Engin � Firewall
�
Fuel Shutoff
.. >
Valve
Electrical Connector � I
\
Connector
/ Connector
Mounting
Bracket
/

Q\\ a.

��:j �-��...,....
•" ,!''
. ��
� · 7�., �
-,
�
@-Electrical Connector
O Bracket
� 5 -· · I
,! .· ·\J1
Hose {��••'��
, __ ,v,1),-
-- r.-- "' �-.• ,,.\ ,, �
' ,.. .

, <;� J ,.\ Connector

Connector ,�·v"\""5 \ /
I 0-r;--�
.-;,�(
Aft Interconnect · �j
H ose
�! l -£

Valve �
:· ·"' �- 11•:-:..-�;· 1:,,,�
\��
- �r »�.-
/.," . �-·
_"/.,•:.
,....r_ •� ..
.,,,,
·,.
--
-.......
,, , �.- i
.. .
Two motor-operated shutoff valves, located on the front of the lower forward engine
firewall, are connected in the main fuel pressure lines to engine power sections. Fuel
switches for ENGINE 1 and ENGINE 2 electrically control the valves. They have manual
override handles that are also position indicators. Thermal relief valves are
incorporated for internal bypass of trapped fuel when the system is inoperative.

41 2000_FMT_4WK_ENG_TG14_8_02_2014AUG07 1 4-1 3 © 2014 Bell Helicopter, A Textron Company

LOWER MAIN CELLS INLET/OUTLET FITTINGS

1. Hose
2. Union
3. Elbow
4. Nut
DETAIL B &. Retainer
6. Inlet/outlet fitting

UPPER OUTBOARD CELL OUTLET FITTING (LEFT SIDE TYPICAL)

1. Hose
2. Union
3. Outlet fitting
4. Cover
6. Hose

CVP "-7 - _,�

�� \ -i
">
�8

NOTES

41 2000_FMT_4WK_ENG_TG1 4_B_02_2014AUG07 1 4-14 © 201 4 Bell Helicopter, A Textron Company

AUXILIARY FUEL TANKS

----------------------------------�:,,
r,'
,----------•-·- BLANKET ASSEMBLY
, ,·--------- : 7 41 2-Sl-4
·.
--,,------

!f fi TWO 82.5 GALLON

TANKS �
;;
a,,
\\
r-=======:g=�
33 1 /2
20•
=
•
·
,
..
-
:i -
" -- _ �

-------
33•
.. �==---
J

�-
/
--_::. //
____________
.
DIMENSIONS APPROXIMATE
BLANKET ASSEMBL:: _,;:,.,_.-�
�>r..:.iii_.

TWO
PASSENGER
SEAT CUSHIONS

Fuel capacity may be increased by installation of optional auxiliary tanks. The tanks are
located in the cabin on each side of the pylon island.

When installed, the auxiliary fuel tanks become an integral part of the basic fuel system
and require no additional fuel management procedures. They fill and empty through the
main tanks and changes are made to the fuel quantity indicating system when the fuel
tank kits are installed. The location of the tanks near the helicopter's center of gravity
eliminates balance problems.

41 2000_FMT_4WK_ENG_TG14_B_02_2014AUG07 1 4-1 5 © 2014 Bell Helicopter, A Textron Company

FUEL SYSTEM 33108 THROUGH 33167

- PRESSURE •
©
QUANTITY PROBE

THERMISTOR
!';,.@ SUPPLY
® MECHANICAL ORAIN

c::::J
- VENT
© ELECTRICAL DRAIN
TRANSFER
@ DEFUEL VALVE

TRANSFER
PUMP
©
TRANSFER

•
OVERBOAR D PUMP
©
rs c: v
VENT

cJ e,Li,,"'- ;;d ,

1"-v..e,l � , .... fl,_,_ ©

� Tc,,.,Jl
o v--foki le. s
A

CHECK
VALVE
(WITH
THERMAL
RELIEF)
CROSSFEED
VALVE

TO
FUEL X FEEO
SWITCH

FUEL
VALVE

(TO UPPER AFT CENTER CELL)

NOTES

412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 14-16 © 2014 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
�
�
FUEL SYSTEM
� NOTES
-�
�
�
�
�
�
�
�
�
�
f'l)
�
�
�
("t)
�
�
�
�
�
(ft)
�
f't)
�
�
�
�
�
�
�
�
�
�
�
�
�
�
� 412000_FMT_4WK_ENG_TG14_B_02_2014AU G07 14-1 7 © 201 4 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
�
�
FUEL SYSTEM
... ,..,-
FUEL SYSTEM 33001 THROUGH 33107

No. 1
Engine

Fuel
Fuel Valve Fuel Valve
Valve

■■
Legend
Pressure
Supply
0 Vent
LH (Tank 1)
Underfloor
Cell

The airframe fuel system contains five fuel cells, two located horizontally below the
cabin floor, left and right, and three located vertically across the fuselage, aft of the
cabin bulkhead. The lower fuel cells act as main tanks for each power section. Each
cell contains a boost pump that furnishes fuel to its respective power section under
normal operation.

The other three cells, vertical fuel cells, interconnect by crossover tubes to each other
and to the lower cells. Fuel flows by gravity into all cells when filling the aft right cell
through the filler cap. A line joining the two sumps contains an electrically operated
interconnect valve. The two lower cells connect in front with a line and an electrically
operated interconnect valve. Both interconnect valves for the lower cells are normally
closed but do open to supply both power sections from a single boost pump.

Each lower cell is divided by a lateral fabric baffle fitted with a flapper valve. The flapper
valve allows fuel movement from the forward section to the aft section in a nose up
attitude, preventing forward movement of fuel during nose down attitude. Each lower
cell also contains two fuel quantity transmitters, one forward and one aft of the baffle, a
flow switch, an ejector pump, a low level fuel warning switch, a manual drain valve in
the forward section and an electrically operated drain valve in the sump. In addition to
the fuel quantity transmitters in the lower cells, the aft center cell contains a transmitter
that provides an indication in total pounds of fuel to the pilot.

412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 1 4- 1 8 © 2014 Bell Helicopter, A Textron Company

FUEL AND ENGINE CONTROL PANEL

op�
All fuel supply system controls, valves, pumps, and caution panels are powered by 28
Vdc. The fuel pressure indicators require 26 Vac, and the fuel quantity indicator
requires 115 Vac power. During normal operation, both BOOST P U MP switches are
ON, both FUEL switches are ON to open shutoff valves, and the FUEL PUMP
CROSSFEED switch and the INTERCONNECT switch are placed to NORMAL (closed)
positions. In this condition, fuel is being pumped from TANK 1 (left lower) to ENGINE 1
(left) and from TANK 2 (right lower) to ENGINE 2 (right).

Gravity feed from aft tank cells keeps both lower tanks full, but there is no crossflow
between the right and left systems, and the two pressure gages will show independent
readings. However, if flow from one boost pump drops off (by pump failure or by
switching the pump OFF), the crossfeed valve automatically opens so the remaining
pump feeds both power sections. The FUEL PUMP CROSSFEED switch also has an
OVERRIDE CLOSE position which keeps the valve closed in all conditions. Either
shutoff valve can be closed by placing the respective FUEL switch OFF. If a FIRE
PULL handle is used , the corresponding engine shutoff valve is automatically closed .
Either boost pump can be switched OFF or ON independently. While a pump is
operating, regardless of shutoff valve position, there will be output through its flow
switch to prevent a false caution panel indication of pump failure.

412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 14-19 © 2014 Bell Helicopter, A Textron Company

1 . PnauN transmitter 10. eroaawr a11mbla 11. '-8rd 1nan:anMC:t valve

2. Main tu.I line ta engln■ , , . Capped aml1ary fu■I Inlet 20. Jet pump
3. Flier cap ad adapter 12. lloaat PIIIIIP 21. Accaa laar
4. Shutoff valva 13. Ful:Maw iloat 8wltdl 22. Ouantlty pg■ prabe
23. Ctl WIit line
5. CroafNd valve
8. Gowmat blnd lina
7. Vant llnu
, •• Sump dlaln ,,..
14. Sump aaemblY
M. Aft llatcann■ct nlw
2&. Dafu■l vahM
18. Flow switch
8. Siphon brelken velva 17. Cd dlvlder ftlpper valve .......... ..... ctwclc ,,..,,..
9. Cantar c:■11 door and quantity probe 18. Forward drain ¥llve

The system filler cap is located on the right aft cell. All cells are interconnected, but
interconnect lines between under-floor tanks are normally kept closed by electrically
controlled valves. Defueling valves are provided on the aft interconnect line below each
under-floor tank sump. Vent lines from all cells are connected to a dual vent system
equipped with siphon-breaker valves. Fuel quantity gage probes are located in the
center aft tank cell and in the forward and rear compartments of both under-floor tanks.
Capped connections, for use with either of two auxiliary fuel tank kits, are provided on
system vent lines and on crossover fittings between the forward and aft cells. Governor
bleed lines equipped with check valves return excess fuel from each power section fuel
control to the aft center fuel cell.

41 2000_FMT_4WK_ENG_TG14_B_02_2014AUG07 1 4-20 © 2014 Bell Helicopter, A Textron Company

FUEL SYSTEM LAYOUT {cont.)

The three aft cells supply fuel to two lower, independent, self-sealing cells which
individually serve as supply sources for each power section . Each u nder-floor cell is
equipped with a sump, a submerged electric motor-driven boost pump, a sump drain
valve, a lateral baffle with a flapper valve allowing front-to-rear flow, and an ejector-type
pump mounted on the front wall. A manual drain valve is also provided in the forward
compartment.

An ejector pump, mounted in each forward fuel cell, delivers fuel through a hose from
the electric boost pump. The ejector pump draws fuel from the forward compartment
and interconnect line to contin uously return fuel to the rear compartment of the forward
cell.

The output of each boost pump contains a combination check valve/thermal relief
orifice. During single boost pump operation , the check valve prevents reverse flow to
the opposite cell. The thermal relief orifice allows a path of return flow to the lower cells
with thermal expansion. To allow power section isolation or operation of both power
sections from one boost pump, a system crossfeed valve connects the output of the
boost pumps. If boost pump failure occurs, the crossfeed valve automatically opens.
Then , fuel goes to the fuel shut-off valve, an electrically operated gate type valve
controlling fuel boost to each power section. Manual override opens or closes th is valve
on the ground without electrical power. The shut-off valve has an internal thermal relief
valve for bypassing trapped fuel back to the lower cells with thermal expansion. From
the fuel shut-off valve, the fuel goes to the power section fuel heater.

NOTES

41 2000_FMT_4WK_ENG_TG1 4_B_02_2014AUG07 1 4-21 © 2014 Bell Helicopter, A Textron Company

FUEL CELL SUMP (LEFT SIDE TYPICAL)

1. D1fueling valva 15. Gaalcet

2. Crouowr asembly 1 8.Booat pump
3. Sump baN 17. Ground lumaer
4. Nut retainer 18. Sul drain adaptar
&. PNuura hoM 19. Pump outlet plug
8. Fuel low warning awttch 20. Pump drain valve
7. Support z,. SUmp drain valve
8. Pump audet 22. T9!fflffl81 block
9. Flow UM hose
10. Check valve
1 ,. Row awitch
12. Union
1 3. Flow hue
14. Quantity probe cannactor

'-........
10 �
. "
...

13 f
®
11
15
11

Fuel cell sump assemblies are mounted in openings on the underside of each forward
fuel tank. Removal of sump assemblies from the cells allows access for maintenance
and replacement of the boost pump, flow switch , low fuel level warning switch , check
valve, cross fitting, and sump drain valve. The boost pump and sump drain valves may
be removed without removing the sump assembly. Switches actuated by the outlet flow
from each boost pump connect to caution panel lights to provide warning of interruption
of pump output. A directional flow check valve is installed in each flow switch inlet, and
the switch outlet is connected to the jet pump in the forward end of cell.

412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 1 4-22 © 2014 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
�
�
FUEL SYSTEM
�
� FUEL BOOST PUMP CARTRIDGE
I"°\
19"\
�
�
1. Valve locking bar
� Allen acrew
3. Cartridge
� 4. Negatha lead
5. Retaining ring
� 8. Drain valve
7. Poaldva lead
8. Canriclge n11noval tool
� 9.
10. Paclclng
� 6

�
� NOTE

l"t'\
& Cartridge removal tool may be
obtained from:
Airborne Aviation Producta Group
� 71 1 Taylar Stntet
Elyria. Ohio 44035 . /1
� t(.J t UO .--< L L.a
,;=��
/ft\
11"\
�
�
� &•--
�
�
�
�
�
P/N E 1 - 1 0- 1
�
�
�
f9\
"""
�
The canister type boost pump incorporates an integral cartridge pumping element.
Replacement of this element reduces the damage to fuel cell components and
�
� eliminates the need to break the cell-to-pump seal during routi � e maintenance.
f'll'\
�
(llt\

�
� 412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 1 4-23 © 2014 Bell Helicopter, A Textron Company
All Rights Reseived. For Training Purposes Only
�
�
FUEL SYSTEM
AFT CELLS

1 . Cap end adapter

2. Upper right can
3. Jlrackat
4. Plate
&. Vent lino
6. Upper canter cell
7. Vcnt Une
8. Upper l•ft Ctlll
9. Crossover ftfllng
10. lntercorlMct fitting
1 1 . Quantity probe
12. Door
13. Check valv•
14. Govcmor bleed fine

Three aft cells are located in fuselage cavities aft of the pylon support between engine
deck and cabin floor levels. The center cell is inside the two main structural beams.
The left and right cells are outboard of the main beams. Cells, made of laminated fabric
and synthetic rubber, are bladder type with inserted metal-type flange fittings at
openings and integral hangers around upper ends of nylon cord suspension in the
cavities. Side cells have interconnection ports on the bottom and lower inboard sides,
and a vent port on top. The right cell has a filler port. The center cell has
interconnection ports on the bottom and lower outboard sides, and a large access door
which opens on the aft side.

412000_FMT_4WK_ENG_TG1 4_B_02_2014AUG07 1 4-24 © 201 4 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
�
�
FUEL SYSTEM
�
� FUEL SYSTEM TROUBLESHOOTING
"""" (S/N 33001 through 331 07)
� Note: The tables below are for training purposes only. For the most current
� troubleshooting tables, refer to BHT -41 2-MM-4, Chapter 28.
�
�
PROBLEM PROBABLE CAUSE CHARACTERISTICS
�
Remove and inspect filter element.
� FU EL FILTER caution Clean or replace filter element.
Filter element clogged.
� panel segment illuminated. (Refer to engine maintenance
� manual).
Obstructed pump line Replace flow switch, ejector pump,
through flow switch and or obstructed hoses.
�
� FUEL BOOST caution ejector pump.
I"\ panel segment illuminated No electrical power to Repair wiring or replace faulty units
boost pump. in circuit.
�
Defective boost pump. Replace boost pump.
� Shutoff valve faulty or Repair circuit.
Shutoff valve inoperative.
� lacking electrical power. Replace shutoff valve.
� Interconnect valve Interconnect valve faulty
(forward, aft, or crossfeed) or lacking electrical Repair circuit.
"""" inoperative. power.
� FU EL LOW caution panel
segment illuminated when Defective float switch or
� Replace float switch. Repair wiring.
fuel is not low or fails to wiring.
(ft\
illuminate when fuel is low.
�
�
� NOTES
�
�
l1lt:\
�
�
�
�
�
�
�
�
�
�
� 412000_FMT_4WK_ENG_TG14_B_02_2014AUG07 1 4-25 © 2014 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
�
�
�
�
FUEL SYSTEM
�
FUEL SYSTEM TROUBLESHOOTING �
(S/N 331 08 and subsequent) �
�
PROBLEM PROBABLE CAUSE CHARACTERISTICS �
Remove and inspect filter element. �
FUEL FILTER caution Clean or replace filter element. �
Filter element clogged .
panel segment illuminated . (Refer to engine maintenance
f"""i
manual).
Defective pressure Replace pressure switch or �
switch in pump outlet obstructed hoses. �
FUEL BOOST caution line or obstructed line. �
panel segment illuminated No electrical power to Repair wiring or replace faulty units
�
pump. in circuit.
Defective pump. Replace pump. �
Shutoff valve faulty or Repair circuit. �
Shutoff valve inoperative.
lacking electrical power. Replace valve.
Valve faulty or lacking Repair circuit.
,-....
Interconnect valve
inoperative. electrical power. Replace valve. �
Cross feed valve Valve faulty or lacking Repair circuit. �
inoperative. electrical power. Replace valve. �
Defective pump. No
Replace pump. �
electrical power to pump.
Repair circuit.
Defective thermistor or �
forward or mid tank /Al
Replace forward or mid fuel
quantity probe.
quantity probe. ,....,,
Fuel in mid tank when
FUEL TRANS caution fwd tank empty due to �
Replace check valve in aft fuel
panel segment illuminated . leaking check valve �
tank.
between aft and mid �
tank (S/N prior to 33 1 68
not modified by T.B. �
41 2-92-1 06). �
Defective fuel quantity
Replace signal conditioner. �
signal conditioner.
�
Defective thermistor on Replace probe.
FU EL LOW caution panel
upper quantity probe. �
segment illuminated when
Defective signal l"""I
fuel is not low or fails to Replace signal conditioner.
conditioner. Faulty
illuminate when fuel is low. �
wiring . Repair wiring .
�
�
�
�
,-,...
�
412000_FMT_4WK_ENG_TG14_8_02_2014AUG07 14-26 © 2014 Bell Helicopter, A Textron Company ,-...,
All Rights Reserved. For Training Purposes Only
�
f""I
�
�
FUEL SYSTEM
("'\
� REVIEW

1. The recommended fuel is ASTM type Jc · · .i .'·, Jc �· or __

�_

2. The capacity of the standard 41 2EP fuel system is "2 � ;;>5 U . S. gallons. ✓

3. The normal fuel pressure of the boost pumps is / 2 - ' S psi. ✓

4. The basic 41 2EP helicopter fuel system consists of ten � cells

interconnected into two power section systems.

5. In the lower main cells are two 28VDC electricWe ?:f , one in the
right main cell and one in the left main cell.

6. The basic 41 2EP fuel quantity indicating system has &' quantity probes,7_V
signal conditioners and a dual indicator with a cl(.'u,,., td display for total fuel.
,
7. The two lower main cells have an electrically operated -�- - r.,_
u_"•��)_Q(
_
� ___ valve
�
1

operated by push-type switches on the lower side fuselage.

8. A thermistor is located in each upper side cell to illuminate the lo't>J �

caution segment, when either thermistor is uncovered.

9. Each fuel shut-off valve has a thermal relief \af-u-e.

------ to eliminate /
thermal expansion.

1 0. An electric pump, located in each lower forward cell, transfers fuel to the v
upper� cell.

11. Each power section fuel filter has a lO micron paper type element, ✓
an impending fuel bypass caution light and a bypass feature.

1 2. The fuel shut-off valves are electrically operated and are controlled by the v
rudl...- switches and fire "T" handles.

1 3. Two fuel pressure transducers are located J!. of the forward fire wall.

1 4. 1
A flow switch check valve is mounted each lower main cell to sense fuel flow v
output from its respective fuel � , c:,. v..- y,..,,
l pump.

1 5. If the ejector pump in the left mid fuel cell is inoperative the -L� . r:n,,h;,t4 ✓
check valve in the left lower main cell will cause the N0.1 FUEL TRANS light to
illuminate.

412000_FMT_4WK_ENG_TG14_8_02_2014AUG07 14-27 © 2014 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
,-,...
�
FUEL SYSTEM
�
REVIEW ,....
�
1 6. The two lower ,� cells are connected together with an interconnect
valve and interconnect lines. ,...,
�
1 7. The interconnect valve in the lower main cell interconnect line automatically v-
�
o P�Y with both upper side tank thermistors exposed.
�
1 8. The system crossfeed valve is normally closed, but opens automatically with v' ,-..,
either ,' :.. . -;•,/·, ,.:-_ . . ,, . ;':- failure. �
�
1 9. Two defuel valves are in the system, one in each lower
on the boost pump mounting plate. ,-...,
�
20. All ten cells are vented with � vent systems, and lt overboard vents. ,-...,
21 . A fuel quantity gage is located on trument panel to provide rp._/fl �
�
L/II , , � and total fuel quantity indication. ,-....
�
�
22. The fuel I NTCON switch has three positions; NORM, OPEN and � �
CLOSED. /Al
,-...,
23. The check valves between the boost pumps and shut off valves contain a �
thermal relief � cl�- ,..,....
24. Governor fuel bleed lines are connected to the �{- �u,-....,.-�_ur cell. �
�
25. When the fuel switch is placed to the "ON" position, the fuel shut-off valve
�
C!:>@e-t,,'-- , Pg heater �0c..e� , the ignition is �� and
electric sump drains are Ve&rvC-V"'D.-� �
\!
,....
�
,..._
�
�
,-...
�
�
/Al
�
/Al
�
�
�
41 2000_FMT_4WK_ENG_TG1 4_8_02_2014AUG07 1 4-28 © 201 4 Bell Helicopter, A Textron Company �
All Rights Reseived. For Training Purposes Only
Tab l e of Contents
•• Helicopter
Se!:
A Textron Company

Hydraulic System
Hydraulic System 1 2

Hydraulic System 2 4

Hydraulic Schematic 6

Dual Servo Actuator Schematic 8

Jammed Servo and Bypass Valves 9

Dual Servo Actuator Assembly 10

Dual Servo Alignment 11

Anti-Torque Servo Schematic 16

Anti-Torque Servo Installation 17

System 1 Installation 18

System 2 Installation 19

Hydraulic Pump 20

Review 21
HYDRAULIC SYSTEM

HYDRAULIC SYSTEM 1

- PRESSURE
• '\
� . , \L,'
d) (V

- RETURN ., 1/P
c:11 SUPPLY

NORMAL EXTERNAL
OPERATION HYDRAULICS
APPLIED

DE•ENERGIZED ENERGIZED
HYD SYSTEM ON HYD SYSTEM OFF

'
y [: f ,

1 . PRESSURE FILTER �
2. DIFFEREtHIAL PRESSURl;.lt�RS h,' > l lOO t !. 1
3. SYSTEM RELIEF VALVE ..,.h · ...,.,_.. L
======'�
4. HYDRAULIC SOLENOID Q. I 4. 00 p� I i _.
H
5. CHECKVALVE r,l""-"-'-
� o 0p ;lv\, -
6. CHECKVALVES J
7. PRESSURE OPERATED SHUT OFF VALVE
8. RETURN FILTER BYPASS VALVE
-=--
9. RETURN FILTER
I
'5 8
DESCRIPTION

The main rotor cyclic and collective control duel servo actuators are powered by two
separate and completely independent gravity feed hydraulic systems.
Hydraulic system 1 powers the upper portion of the cyclic and collective control duel
servo actuators and the tail rotor control servo actuator. Hydraulic system 1 has a
system capacity of 4.7 U. S. quarts of hydraulic fluid. The hydraulic pump and
tachometer drive quill are mounted on the transmission sump case and turns at 4300
RPM at 100% rotor RPM (N R) . The location of components of hydraulic system 1 is
different from components of system 2.

l�- s�/cJ,'- o/; l ¼<J-- - S' CJr.},.X � (,

s� � � � g� � � �,(,

p� - � +o- � P01n� � 1-o- � �

412000_FMT_4WK_ENG_TG15_B_00_2011SEP01 1 5-2 © 2011 Bell Helicopter, A Textron Company

THEORY OF OPERATION

Both hydraulic systems are similar in operation. Hydraulic fluid is supplied to the pump
A from reservoir through inlet line by gravity. The variable delivery pump furnishes fluid to
A the system at 900 to 1000 PSI. Being transmission driven, pump supplies normal
hydraulic pressure for control during autorotation. From the pump, the fluid passes
through a check valve to the integrated valve. Within the integrated valve, the fluid
passes through the pressure filter to the system relief valve and the solenoid operated
system shut-off valve.
The system relief valve is connected between the pressure and return side of the
integrated valve, and is set to open if system pressure exceeds 1100 PSI. The switch
controlling the solenoid valve is located on the pedestal. Placing the switch in the OFF
position energizes the solenoid, directing pump pressure to return. This also connects
the pressure transmitter and pressure switch to return, thus depressurizing the pressure
transmitter and pressure switch. The variable delivery pump continues to operate, by
passing the fluid to the reservoir.

Placing the control switch to the ON position removes electrical current from solenoid
valve, thus allowing the spring-loaded valve to return to its normal operating position.
This directs fluid under pressure from the pump to the pressure switch, pressure
transmitter and to the servo actuator portion of the system, and blocks the return bypass
line. Electrical failure to or within the solenoid valve automatically positions the hydraulic
system in the ON or operating condition. A pressure transmitter senses pressure for the
pressure indicator. From the integrated valve, fluid is furnished to the main rotor cyclic
and collective dual servo actuators and in case of System 1, to the tail rotor servo
actuator. Return fluid from the servo actuators passes through the return filter in the
integrated valve, and past the temperature bulb and temperature switch to the reservoir.
Normally both hydraulic systems are operating. Should one system become disabled,
the other system can still operate normally. Ground test quick disconnect couplings are
located on left side of fuselage below the cargo door.

HYDRAULIC OIL TEMPERATURE

- 88 ° C Maximum

HYDRAULIC OIL PRESSURE

- 600 PSI Minimum

CJ 600 to 900 PSI Caution

lil!II 900 to 1 1 00 PSI Continuous operation

- 1 1 00 PSI Maximum

412000_FMT_4WK_ENG_TG15_B_00_2011SEP01 15-3 © 2011 Bell Helicopter, A Textron Company

HYDRAULIC SYSTEM 2 vvv.JA>

- PRESSURE
- RETURN
1CJ1 SUPPLY

NORMAL EXTERNAL
OPERATION HYDRAULICS

� . 'Y T
APPLIED

...,_ � DE-ENERG IZED ENERGIZE D

..Jivl,
HYD SYSTEM ON HYD SYSTEM OFF
�-

I
==

1. PRESSURE FILTER
2. DIFFERENTIAL PRESSURE INDICATORS
3. SYSTEM RELIEF VALVE
4. HYDRAULIC SOLENOID -= t�), _
.___,_
5. CHECKVALVE
6. CHECKVALVES
IJ-JJ.a,,,- 7. PRESSURE OPERATED SHUT OFF VALVE --
�
8. RETURN FILTER BYPASS VALVE
9. RETURN FILTER

'(o ? o u....T ?o r 's- /2T 70 f(oPS I

0.,( <; u "-'-v,. J .-. d...:. <--<.,,...k:-r o"'- � { (-f '-"" M..t. CU�u..-�� <i l �
DESCRIPTION No tJ /oCL <; r; o{ -/-4,,.� /-t',R}:;J-
'-d
H ydraulic system 2 powers only the cyclic and collective controls. Hydraulic system 2
has a system capacity of 4.25 U . S. quarts of hydraulic fluid. The hydraulic pump for
system 2 is mounted on the forward side of the main case of the transmission and turns
at 6,600 RPM at 100% rotor RPM (N R ) - The Hydraulic System 2 has a pulsation damper
to reduce the noise of the system hydraulic pump. Hydraulic system 2 powers the lower
portion of the hydraulic dual servo actuators of the cyclic and collective only. The
location of components of hydraulic system 2 is different from components in system 1.
HYDRAULIC OIL TEMPERATURE
- 88 ° C Maximum

HYDRAULIC OIL PRESSURE

- 600 PSI Minimum

CJ 600 to 900 PSI Caution

900 to 1 1 00 PSI Continuous operation

- 1100 PSI Maximum

412000_FMT_ 4WK_ENG_TG15_8_00_2011SEP01 15-4 © 2011 Bell Helicopter, A Textron Company

NOTES

(-/-,._ J {-I 'J_ 2

r,. r '7

H..ow i,c..DL {, ' { r11 /11.<M()

r l( .) (JO b C oo

Pi •'(/l'J 5 C> O - ( ( 00 s. j

� 'Jb O 6 +

N'" 0-C..�

v�G le_ � � pr·s k,,, Htr�{p.y� P�

�� ¥ t-b # (. 6 e � � � vp,kt

412000_FMT_4WK_ENG_TG15_8_00_2011SEP01 15-5 © 2011 Bell Helicopter, A Textron Company

HYDRAULIC SCHEMATIC

© OFF STOW OFF 0

@ + @

l@§J ��
ESNTLBUS 1
28VOC
HYDR BYPASS
S HYD SYS 1 SOL. NO. 2
I •I
I HYO O FF 1 ....-----1 B �----'_......J
SYS �
2
"o--'--+-� c----- 9L2
NO. 1 ON o 3
....---+------l B C I•
1s 141

'I ______.

S16
NO. 2 HYDR
PRESS SW.
"---,1-+-----l B C (1
ls 1 3j
I
I
OPENS TO
R[tURN
f
-----1 0 1-------' VM(N

II Z4A1 I M1sc�ANEL
c,-.cRCIZEO

Im jezl
5 HYO. SYS 2 ,__--1 C

__
B t-----o
28VDC -----1 A _____,
.__ __.
ESNTL BUS 2 15
N0. 1 HYDR
AFCS YAW PRESS. SW.
DISENGAGE RELAY, 9K 1

412000_FMT_4WK_ENG_ TG15_B_00_2011SEP01 1 5-6 © 2011 Bell Helicopter, A Textron Company

HYDRAULIC RESEARCH INTEGRATED VALVE and FILTER ASSEMBLY

(P/N 212-076-006-007)

AIRCRAFT POROUS MEDIA INTEGRATED VALVE and FILTER ASSEMBLY

(P/N 2 1 2-076-006-1 05)

412000_FMT_4WK_ENG_TG15_8_00_2011SEP01 1 5-7 © 2011 Bell Helicopter, A Textron Company

DUAL SERVO ACTUATOR SCHEMATIC

SERVO OR BYPASS VALVE

COVER PLATE
JAM NUT

DETAIL A

1. Packing and channel seal

2. Cylinder
3. Piston

L
4. Packing and channel seal
5 Packing and channel seal
PILOT INPUT 6.. Bypass valve
7. Servo valve d... ,-1-,. ..,..,le "" .-,... ._\,-\
8. Packing
9. Packing
10. Spring link assembly
11. Check valve
12. Pressure operated check valve
13. Bearing and cylinder support
14. Filter
15. Lower mounting point

41 2000_FMT_4WK_ENG_TG15_B_00_2011SEP01 15-8 © 2011 Bell Helicopter, A Textron Company

JAMMED SERVO and BYPASS VALVES

In the event either the servo valve or the bypass valve jams in any position, pilot input to
the actuator continues to operate the unjammed valve. Operation of the actuator varies,
depending on which valve is jammed and in what position the jam occurs. In any case,
additional force at the pilot's control is required. The additional force comes from
compressing the springs in the input mechanism of the actuator. The pilot will have a
feeling of compressing a spring when moving the control.

SERVO VALVE JAMMED IN NEUTRAL

In the event the servo valve jams in the neutral position, the actuator is unpowered in
both directions. Additional force is required at the pilot's control to operate the actuator.

BYPASS VALVE JAMMED IN NEUTRAL

In the event the bypass valve jams in the neutral position·, the actuator is powered in
both directions. Additional force is required at the pilot's control to operate the actuator.

SERVO / BYPASS VALVES JAMMED IN AN EXTREME POSITION

In the event the servo or bypass valve jams in an extreme position, the pilot's control
tries to move to that extreme position. Additional force is required to prevent the pilot's
control from going to the extreme position. The actuator is powered as it moves to
match the position that the valve is stuck in and unpowered as it moves away from this
position.

NOTES

412000_FMT_4WK_ENG_TG15_8_00_2011SEP01 15-9 © 2011 Bell Helicopter, A Textron Company

DUAL SERVO ACTUATOR ASSEMBLY

�
�
�
�
�
�
�
�
�
�
r-,.,
1. Right cyclic actuator ,-...
2. Left cyclic actuator
3. Collective actuator �
4. Retaining plate
5. Bearing housing
�
6. Lock washer �
7. Bearing nut
8. Jam nut �
9. Support bracket
�
�
�
�
�
�
�
�
�
�
�
�

412000_FMT_4WK_ENG_TG15_8_00_2011SEP01 15-10 © 2011 Bell Helicopter, A Textron Company �

DUAL SERVO ALIGNMENT tL._ . ,.', , " ,�1 '--/4 >f ,-.,�o-r 1 'C�v !,. • ._,......,, k v�C��
vh.,OVC..• ,,' c,,,v{-
Alignment of the three main hydraulic cylinders is important in both cost and operating
the helicopter. A misaligned cylinder can cause leaking, premature wear of the end caps
and lower rod end bearing, scratching, scoring of the piston rods, and seal wear. These
conditions shorten the T.B.O. of the cylinder and increase the operating cost.
The following procedure should be conducted at the 300-hour inspection.
1 . Remove the two forward access panels on the pylon island. Inspect all hydraulic
cylinders for leakage. Disconnect cyclic and collective cylinder extension tubes
from the swashplate and collective lever. Position cylinder piston rods at mid
stroke. Remove bolt attaching the lower piston rod to support fitting.
2. Move lower piston rod up and clear of support fitting. The lower piston rod must
be able to move freely down, up then down and the bolt replaced without any
pressure, forcing, binding, or bending of the piston rod in any direction. One
person must guide the loose ends of the extension tubes to prevent damage
when conducting this step.
3. If the cylinder meets the requirements of step 2 above, they are in alignment.
Reinstall bolt and nut and torque to the proper torque; install cotter pin. Reinstall
cyclic and collective extension tubes that were disconnected in step 1 . However,
if cylinder is misaligned (not meeting the requirements of step 2), conduct steps 4
through 9.
4. Remove safety wire from jam nut and bearing nut. Back off jam nut by 5 threads.
Back off bearing nut until cylinder is loose.
5. Remove the bolt and move the lower piston rod up approximately 1 /2" above the
fitting lugs. Rotate the lower end of the cylinder in a 3" circle. Move the piston rod
end down and install the attaching bolt.
6. Tighten bearing nut by hand (approximately 70 " pounds). Remove the bolt and
move the piston rod end up and out of the fitting lugs. Move the piston rod end
down and install the bolt. Torque the bearing nut to 200" pounds. Repeat step 2.
7. If the cylinder meets the requirements of step 2, install the nut and torque to the
proper torque. Torque the bearing nut and jam nut to 900" - 1 1 00" pounds and
safety wire per the Maintenance Manual. Reinstall the extension tubes that were
disconnected in step 1 .
8. If the cylinder does not meet the requirements of step 2 , conduct steps 4, 5 , 6,
and 2. The cylinder must meet step 2 before step 7 can be accomplished.
9. Reinstall access panels that were removed in step 1 .

412000_FMT_4WK_ENG_TG15_8_00_2011SEP01 15-11 © 2011 Bell Helicopter, A Textron Company

DUAL SERVO INSTALLATION (SHEET 1 OF 2)

1 8.45 IN.

22. 2 1N.

BOTH
CYCLIC

SEE DETAIL

DETAIL A

COLLECTIVE
[1 .90 IN.
-

tV
DETAIL S
RIGHT
!
CYCLIC
l
--� 1 .90 1N.

l 1 .7 5 IN.
LEFT CYCLIC

1. Swashplate horn
2. Collective lever
3. Support
4. Collective actuator
5. Left cyclic
6. Tube
7. Universal
8. Upper piston
9. Boot DETAIL C

412000_FMT_4WK_ENG_ TG15_B_00_2011 SEP01 1 5-12 © 2011 Bell Helicopter, A Textron Company

DUAL SERVO INSTALLATION (SHEET 2 OF 2)

DETAIL E

DETAIL F

®--
10. Support bracket
11. Bolt
1 2. Elbow
1 3. Hose
14. Lever

®-
1 5. Bypass check valve
16. Hose
17. Support
18. Hose
19. Tube
20. Spring clip
21. Spring lcollective only)
22. Actuator
23. Lower piston
24. Lock

®-
25. Locknut
26. Rod end bearing
27. Jam nut
28. Bearing nut
NOTES

412000_FMT_4WK_ENG_TG15_B_00_2011SEP01 15-13 © 2011 Bell Helicopter. A Textron Company

RESERVOIR (SYSTEM 1 TYPICAL)

SEE DETAIL A
,1foJ
(JY'
1.
2.
3.
4.
Reservoir
Hydraulic pump
Vent screen
Strainer screen
5. Filler adapter
6. Cap
7. Preformed packing
8. Sight plug
9. Preformed packing
10. Plug
11. Screen
12. Temperature bulb
13. Temperature switch

DETAIL A

412000_FMT_4WK_ENG_ TG15_B_00_2011SEP01 1 5-14 © 2011 Bell Helicopter, A Textron Company

SEE DETAIL S

DETAIL A

1. Reservoir
2. Hydraulic pump
3. Accumulator
4. Hydraulic check valve
SEE DETAIL A 5. Tube
6. Clamp
7. Lift beam

DETAIL B

CROSS SECTION OF ASSEMBLY

1. Cap
2. Spring
3. Piston
4. Packing
5. Nut
6. Lock
7. Body

412000_FMT_4WK_ENG_TG15_B_00_2011SEP01 15- 1 5 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE SERVO SCHEMATIC

L PI LOT I NPUT

412000_FMT_4WK_ENG_ TG15_8_00_2011SEP01 1 5-1 6 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE SERVO INSTALLATION

Control tube
Clevis
1.
Nut
2.
Cylinder
3.
Hoses
4.
Spacer
5.
Bellcrank
6.
Support
7.
Trunnion plates
8.
Cylinder lever
9.
10.

BEARING

CYLINDER LEVER
CYLINDER
AIR b er5 � P c.r LEVER -
DRILL l� M� 0 0
MOTOR ,,
BEARING w.,J...
� �

SECURE BEARING WITH SPACER

SPRING SCALE
0
BOLT AND NUT. SPIN BEARING
UNTIL 4 INCH OUNCE ROTATION FORCE REQUIRED TO
FORCE IS ACHIEVED. ROTATE BEARING
SHOULD NOT EXCEED
4 INCH OUNCE ---------'
Yi. l""- d__ fH) �
I b 1 ,.,,c i:.. OU-kc E -:::. I ( .,._ c..4_ f' 0�

412000_FMT_4WK_ENG_TG15_B_00_2011SEP01 15-17 © 2011 Bell Helicopter, A Textron Company

SYSTEM 1 INSTALLATION

1. Reservoir 11. Pressure transducer

2. Hydraulic pump 1 2. Integrated valve and filter assembly
3. Directional flight control cyHnder 1 3. Cyclic flight control cylinder
4. Collective flight control cylinder 1 4. By-pass check valve
5. lnline check valve 1 5. Hydraulic check valve
6. Ground test fittings 1 6. Temperature bulb
7. Cyclic flight control cylinder 17. Temperature switch
8. By-pass check valve 1 8. Pressure switch
9. Accumulator
10. Three way, two position,
pressure operated valve

412000_FMT_ 4WK_ENG_TG15_B_00_2011 SEP01 1 5-1 8 © 2011 Bell Helicopter, A Textron Company

SYSTEM 2 INSTALLATION

1. Hydraulic pump
2. Reservoir
3. Pressure transducer
4. Accumulator
5. Integrated valve and
filter assembly
6. Collective flight control cylinder
7. By-pass check valve
8. Cyclic flight control cylinder
9. By-pass check valve
10. lnline check valve
11. Ground test fittings
1 2. Cyclic flight control cylinder
1 3. Three way. two position,
pressure operated valve
1 4. Hydraulic check valve
1 5. Pulsation damper
1 6. Pressure switch
17. Restrictor

412000_FMT_4WK_ENG_TG15_8_00_2011SEP01 1 5-19 © 2011 Bell Helicopter, A Textron Company

HYDRAULIC PUMP

COMPENSATOR VALVE

INLET
PUMP YOKE
LOW PRESSURE

COMPENSATOR
VALVE SPRING

OUTLET

HIGH PRESSURE

YOKE
·,'SEAL DRAIN
PRESSURE ADJUSTMENT
ACTUATING CYLINDER

412000_FMT_4WK_ENG_TG15_8_00_201 1SEP01 1 5-20 © 2011 Bell Helicopter, A Textron Company

REVIEW

1. The model 412 helicopter has +wo gravity feed hydraulic systems. ✓
2. ____
J·_'__, _____ hydraulic fluid is used in the systems.
1
✓
3. Normal hydraulic pressure for system 1 and system 2 is 500 // 00 PSI. v

4. The hydraulic pumps are _v . ,_

_�___ .
-_ delivery, pressure compensated, axial v
piston type pumps.

5. The fluid will bypass the __�

____L__ filter should the filter clog.

6. The system p�
-�--- regulates the system pressure. v

7. The relief valve protects the system against excessive pressure should the V
,e_ U.,M p fail.

8. Positioning the System 1 switch to OFF, connects System 1 pressure transducer

and pressure switch to �� r-P ;::.&!r''-

9. System 1 solenoid valve is electrically energized when System 1 switch is v

&ir
10. A __1_
s_____ micron filter element is used for both pressure and return. V

11. The pressure switch should cause the "HYDRAULIC" caution light to illuminate 1
,...,.,.
when pressure drops to f;!JJ PSI.

12. The System (f)t,te,, accumulator provides fluid to the tail rotor servo actuator v
upon loss of System QVte,,, pressure.

13. Each accumulator is charged by pw1,,,e� � pressure. v

g.s

14. The tempec_ature bulb and temperature switch are located in the return line at the ._

15. The tail rotor servo actuator Pr'. .. . . , moves and the �� -J.�ris stationary. y
V

16. The three way, two _ p osition, pressure operated valve is used to connect ""
s �Y'-" �1. 1. to the reservoir or the hydraulic test stand.

412000_FMT_4WK_ENG_TG15_B_00_ 2011SEP01 1 5-21 © 2011 Bell Helicopter, A Textron Company

REVIEW

1 7. In case of System 1 failure, System 2 will f=,... r�i 1 s ,))J.... boosted operation of
the dual actuators.

1 8. The differential pressure indicator located in the pressure side of System 1

integrated valve will extend when System 1 pressure is 70 PSI D across
� I,� .
/ .�Qj� �Jr
1 9. All air can be purged from the hydraulic systems by actuating all flight controls a
minimum of I O times using a hydraulic test cart.

20. System number 1 provides pressure to the LulJ p e_r half of the dual actuators v
and the directional control actuator.

21 . A �,. indicator will change color should any of the four HYO filters �/
reach 70 ?'SID.

22. The pressl,lre operated shut-off valve of the integrated valve and filter assembly,
is used to connect return fluid from the servos when system pressure reaches
>t-'50 PSI .

23. A �pn.:,""' ''·· linkage is installed on the servo and bypass valves to provide �
moveme�t oflhe remaining actuator valves if one valve becomes jammed.

24. During installation of the dual actuators, the upper mount is connected and the
lower mount is adjusted to fit and connected to provide for (�- - : -,.�,_l!; ') J.

pc>=C:,1.,c £. on the actuators. M..0 .s e' d..SJ_ (_,

f!oo_cA.

412000_FMT_4WK_ENG_TG15_8_00_2011SEP01 1 5-22 © 2011 Bell Helicopter, A Textron Company

Flight Controls
Flight Controls System 2
General Rigging Instructions 3
Linear Actuator Assemblies 4
Force Gradient Assemblies 5
Arm Position On Rotary Actuators 6

Collective Control System 8

Collective System Rigging 9

Cyclic Control System 14

Cyclic Control Rigging 15
Swashplate Centering I 25
Anti-Torque Control System 30
Anti-Torque Control System Rigging 31
Elevator Control System 42
Elevator Control System Rigging 43
Review 47
FLIGHT CONTROLS

FLIGHT CONTROLS SYSTEM

Collective
Cyclic
Anti-Torque
Elevator

Hydraulic boosted mechanical linkage systems, actuated from the pilot's station, are
used to control the helicopters attitude and direction of flight. The controls include the
collective and cyclic systems to the main rotor and the anti-torque system to the tail
rotor. The tailboom mounted elevator aids in controllability and is controlled by airspeed
and a spring-loaded tube assembly. An Automatic Flight Control System (AFCS) is
integrated into the cyclic, collective, and anti-torque controls to provide stability
augmentation and attitude retention.

NOTES

412000_FMT_4WK_ENG_TG1 6_B_00_2011SEP01 16-2 © 2011 Bell Helicopter, A Textron Company

GENERAL RIGGING INSTRUCTIONS

1. Prior to rigging, ensure that all control system components are installed.
2. Rigging dimensions tolerance is ± 0. 030" except as noted.

3. Adjustable control tubes:

a. Maximum of 1" exposed threads.
b. Apply corrosion preventative compound, MIL-C-16173, Grade 2, to
threads of all rod end bearings and clevis.
c. Must be free to rotate several degrees around its longitudinal axis.
d. Torque jam nuts 80 to 100 inch pounds, unless otherwise specified.
e. After installation, ensure all nuts, bolts, jam nuts, and torque and safety
other attaching parts when applicable.
4. After rigging, perform operational check with hydraulic boost ON. Check for
freedom of operation, binding, and interference.

RIGGING TOOLS

412000_FMT_4WK_ENG_TG16_6_00_2011SEP01 16-3 © 2011 Bell Helicopter. A Textron Company

LINEAR ACTUATOR ASSEMBLIES

ALL DIMENSIONS MEASURED HOLE CENTER TO HOLE CENTER

WITH ACTUATOR CENTERED.
,------''------- --;;;::::;:;,:;::------27 0
-- -- -
2 .
- .5 5
7 555 -

;i:1: :- % � :119---��
� - -41
(c

�
PITCH LINEAR ACTUATOR ASSEMBLY

i-----------
�------ 6.29s----------..
5 6.345
ti ....-.....u.,
5

ROLL LINEAR ACTUATOR ASSEMBLY

----------------- 62.865 ________--(
1
62.9 1 5
�

I I

C
;:;,
I
. \

YAW LINEAR ACTUATO R ASSEMBLY 0.

ACTUATO R TRAVEL CONTROL AUTHORITY

PITCH ± 0.138 ±7% 14% TOTAL

ROLL ±0.157 ± 1 0.5% 2 1 % TOTAL
YAW ±0.197 ±6.5% 13% TOTAL

The three actuator assemblies are installed in the helicopter control linkages in a series
arrangement. Electrical commands from the autopilot computer drive the motor of the
actuator to extend or retract the control linkages, which position the aircraft controls to
command the desired maneuver.

41 2000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-4 © 2011 Bell Helicopter, A Textron Company

FORCE GRADIENT ASSEMBLIES

' h::, I"\t. ; C-i., ' '
S . ll • ,l,_
Q � ,;) ,)v..t

SPRING ASSEMBLY PRELOAD

VIEW A
ASSEMBLY POUNDS

iC1t=IT�
LATERAL 6 to7

FORE & AFT 8 to 1 1

COLLECTIVE 40 to 41
LAPPLy FORCE IN THIS DIRE�TION
TO SET SPRING PRELOAD DIRECTIONAL 1 8 to 20

FREE ENGTH
qD �
FORE & AFT \ �
�
VIEW B .;.. ' \�
' ',

�
SEE VIEW A OR B l \ ._ � , , .
FOR NUT INSTALLATION \ ' dv i
(j 1. Spring assembly
� 2. Nut
::)
--- 3. Ball
� 13 4. Adapter
5. Retainer
LATERAL 6. Electrical cable assembly

�© SPRING FREE LENGTH

4.49
7.
8.
9.
Cylinder
Bearing
Shaft
LATERAL
1 0. Flat
11. Guide (2)
FORE & AFT 4.84 to 4.94
1 2. Spring
1 3. Washer (2)
COLLECTIVE 7.74 1 4. Nut (3)
1 5. Actuator
DIRECTIONAL 4.5 to 4.62 1 6. Nut

Four force gradient assemblies are used in the 4-Axis flight control system in
conjunction with rotary actuators. The assemblies serve to give artificial feel to the flight
controls and permit the pilot or co-pilot to override its respective rotary actuator. The
force gradient assembly is a mechanical device that incorporates an electric switch,
which is operated when the spring is compressed to allow the override feature. The four
force gradients utilized in the flight controls are functionally similar, but not identical.
Ensure that parts are not intermixed if more than one force gradient assembly is
disassembled at one time.

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-5 © 2011 Bell Helicopter, A Textron Company

ARM POSITION ON ROTARY ACTUATORS

1ef
ARM
tNOEX
...RK -+----1
�==:;:�
==::::; llD'
INOE� )
...OK

AIIIM INOU:

=n--''.it:===l
!MOK

4LIGN INDEX MAl'Ut 01'

AOMf l4TEETH FOOM
IHOEX !MOK ON SHAFT
!MOK FOft FORE AND AFT
�n·,· •u CYCLIC SYSTEM lSHAFT
SHOWN IN CENTER OF
/ TIIAVEU
ARM T_,,

ALIGN INOEX MARK OM ARMY

,TEETH FltOM IN0£XMAPIKOH
SHAFT FOft LATEftAl SYSTUI
CSHAFTSHOWN IN CENTEIII
If$ ---
ftOTATtD IICJ°
VIEW LOOKING OIJTIOAOO
OF TRAVEU

,:YQ.IC CONTIIOI.S I.AnllAL CYCI.IC CONTIIOLS

IIOTAftY ACTUATOII -lAIIDAFT
IIIITAftY ACT'UATOll

SHAFT SHOWN IN
CENTER OF TRAVR
COI.LECTlVE
OUT80
l.H.

�[� 154 17'

°
Im�
I 8
I

I !
I
DIRECTIONAL

t-�-- SHAFT SHOWN IN

ALIGN INDEX MARK CENTER OF TRAVEL
ON ARM.6 TEETH
FROM IHD£X MARK
POSITlON INOEX MARK
ONSHAFT -
ON ARM, 12 TEETH
FROM INOEX MARK
ON SHAFT

Four rotary actuators are used in the 4-Axis flight control system in conjunction with
force gradients. The rotary actuators automatically reposition to keep the series linear
actuators near their center of travel (±30%) to provide an automatic trim function when
the Automatic Flight Control System (AFCS) is operating in the attitude mode (ATT) or
coupled mode (CPL).

412000_FMT_4WK_ENG_TG1 6_B_00_2011SEP01 1 6-6 © 2011 Bell Helicopter, A Textron Company

NOTES

�
�
.�
�
('It\
�
("!\
,«\
�
�
I"\
�
�
�
�
�
�
�
�
�
�
�
�
�
�
�
f"'\

/9{'\

"'
�
�
l"t\
�
�
� 412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-7 © 2011 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
�
FLIGHT CONTROLS

COLLECTIVE CONTROL SYSTEM

1. Collective lever
2. Control tube
3. U niversal
4. Support
5. Cylinder
6. Bellcrank
7. Adjustable control tube
8. Clamp 4.67 IN.
9. Cop.Hot collective stick 4.701N.
10. Control arm
11. Jackshaft tube
1 2. Boot
13. Pilot collective stick
1 4. Transducers
1 5. Bearing housing
1 6. Control tube
17. Collective lever
1 8. Force gradient
1 9. Bellcrank
20. Link
21. Support
22. Rotary actuator
23. Control tube -------, .
. -
� =--� . . . . ··.. .:.::. _:_·

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-8 © 2011 Bell Helicopter, A Textron Company

COLLECTIVE CONTROL SYSTEM

�
A The collective control system consists of the pilot's stick attached to a jackshaft, a series
of push-pull tubes and bellcranks to a dual hydraulic servo actuator connected to the
collective lever of the main rotor controls. Movement of the controls causes the pitch of
the four main rotor blades to increase or decrease collectively, causing the helicopter to
ascend, descend, or remain at a constant altitude. At the left end of the jackshaft, there
is a minimum friction clamp and provisions for installation of a copilot's stick, a part of
the dual controls kit. The dual servo actuator provides a hydraulic boost to the controls
and prevents rotor feedback forces from moving the controls. A transducer is connected
to the jackshaft to sense collective control movement.

COLLECTIVE SYSTEM RIGGING (4 axis shown in red)

System stops are located at the base of the pilot's collective stick.

A. Prior to rigging.
1. Disconnect Main Rotor Pitch Links from pitch horns and set to nominal
lengths.
2. Set Actuator upper piston clevis to 1.90".
3. Disconnect:
a. Transducers (14) from jackshaft (11).
b. Tube (2) from collective lever (1).
c. Tube (23) and spring from servo input lever.
d. Force gradient (18) from lever (17). (4 axis only)
e. Link (20) from rotary actuator (22). (4 axis only)
e. Tube (7) at forward end.

B. Rigging.

1. Collective stick full up against system stop and locked.

2. With aft arm of bellcrank (6) positioned 0.52" above support, adjust tube
(7) to fit to bellcrank (17) and connect.
.-
0.52 IN.
. . . · ··· · ··

412000_FMT_4WK_ENG_TG16_ 8_00_ 2011SEP01 16-9 © 2011 Bell Helicopter, A Textron Company

COLLECTIVE SYSTEM RIGGING

3. Lift servo input lever full up, and extend actuator (5) until
cylinders reach the internal stops. Set actuator valve lever
0.070" above center line neutral valve position (as shown)
and hold in position. 'l.. 1 5
4. Adjust tube (23) to fit, shorten & turns, and connect tube
and spring to servo input lever. 0.070 IN 0

I
1 .778 mm

CENTE� I
LINE
NEUTRl\L
4,67 IN. POSITION
4.70 IN.

5. Collective stick full down and locked.

6. Adjust collective lever (1) to position dowel pin centers to (4.67" to 4.70")
or use T103287-101
a. Hydraulic boost OFF method.
(1) Temporarily connect tube (2) to collective lever (1) and press
down on tube (2) to cause servo input lever to be in the top
of its travel.
(2) Adjust tube (2) clevis to position collective lever (1) as
shown, then shorten tube (2) clevis by one full turn and
connect.
b. Hydraulic boost ON method.
Adjust tube (2) clevis to position collective lever (1) as shown and
connect.
7. With pilot collective stick full down.
8. Adjust collective jackshaft limiter stop, aft of lever (17) for 0.000" - 0.002"
clearance

0.000 TO 0.002 IN.

(0.000 TO 0.051 mml

c:--,

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-10 © 2011 Bell Helicopter, A Textron Company

COLLECTIVE SYSTEM RIGGING

9. Connect force gradient (18) to lever (17). (4 axis only)

10. Position and hold output arm of rotary actuator (22) against left stop. (4
axis only)
11 Adjust link (20) to fit then extend 2.5 turns and install (4 axis only)

12. Install CMT's (14) so they do not bottom out at full up or down collective,
and verify they are electrically centered with test set 412-274-001-101

13. Actuator extension tube boot clamped 18.45" from clevis bolt hole center
line.
14. Connect pitch links to pitch horns.
15. Collective stick full down.
16. Tube (7) boot 7.9".

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-1 1 © 2011 Bell Helicopter, A Textron Company

COLLECTIVE SYSTEM RIGGING

C. Minimum Friction Adjustment.

(Purpose - To prevent collective stick bounce).

1. Boost OFF method. (3 axis only)

a. Disconnect tube (16) at forward end
b. Pilots friction removed.
c. Spring scale in center (± 0.5'') of pilots upper throttle grip.
d. Adjust clamp (8) for 1 3 to 14 pounds of sliding force as collective
stick is pulled up.
e. Connect tube (16).

2. Boost ON method.
Same procedure as boost OFF, except all collective control tubes are
connected and external hydraulics power is applied
a. Collective force trim OFF
b. (3 Axis) Adjust clamp (8) for 8 to 11 pounds of sliding force as
collective stick is pulled up.
c. (4 Axis) Adjust clamp (8) for 4 to 4.5 pounds of sliding force as
collective stick is pulled up.

NOTES

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-12 © 2011 Bell Helicopter, A Textron Company

NOTES

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-1 3 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL SYSTEM

1. Swashplate
2. Pitch link
3. Control tube
4. Control tube STA.
6. Dual actuator 90.50
STA.
6. Support
74.30
7. Bellcrank (right}
8. Control tube 121
9. Dual actuator
10. Support
1 1 . Bellcrank (left}
-,.�- - ©
12. Control tube (21
13. Mixing lever -. !)' )
.)} / · "·
14. Linear actuator (lateral!
15. Linear actuator (fore & aft}
16. Copilot cyclic stick
17. Jackshaft
18. Force gradient .-;-/.v
✓- • .

19. Rotary actuator

20. Balance spring
21 . Control tuba
22. Boot
23. Control tube
24 . Rotary actuator
25. Force gradient
26. Bellcrank
27. Transducar 121
hoC :J , , k cc>,, or 28. Transducar (2)
29. Friction clamp
30. Pilots cyclic stick
31 . Control tube

The cyclic control system linkage transmits cyclic stick movement to the main rotor
controls causing the swashplate and rotor to tilt in the desired direction of flight. The
cyclic stick actuates two systems of linkage, fore-aft and lateral, which are independent
systems to a mixing lever assembly. From the mixing lever assembly to the swashplate
horns, the linkage is not considered separate as to effect. AFCS-related components
including a linear actuator, two transducers and a force gradient assembly with rotary
actuator are connected into each the fore-aft and lateral systems.

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-14 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

Non-adjustable stops for fore / aft and lateral stick positions are located at the base of
the pilots and copilots cyclic sticks.

Adjustable stops for stick corner positions located on bellcranks (7) and (11 ) and
supports (6) and (10).

A. Prior to rigging.
1. Disconnect Main Rotor pitch links from pitch horns and set to nominal
lengths.
2. Set Actuators upper piston clevis to 1.75" (left) and 1 .90" (right).
3. Turn in all stop bolts for maximum clearance.
4. Verify the length of centered AFCS linear actuators.
a. Fore/Aft (pitch) 27.505" to 27.555". J ,,.,-,,v.,.{ �e <<'�l:ared lorri:.,p "'t ()
,-.. c I

b. Lateral (roll) 56.295" to 56.345"

5. Disconnect.
a. Control motion transducers (27) & (28) from jackshaft ( 1 7) and
bellcrank(26). -
b. Tubes (3) and (4) from swashplate.
c. Tubes (8) from bellcranks (7) and (11 ).
d. Tubes (21) and (23) from jackshaft (1 7) and bellcrank (26).
e. Force gradients (18) and (25) from jackshaft (17) and bellcrank (26)
f. Tube (3 1 ) (if adjustable) from pilots cyclic stick (30).
6. Level helicopter or support under aft jack points to prevent helicopter
movement during rigging.

B. Cyclic System Rigging. (Alternate method shown in red)

1. Center pilot's cyclic stick as follows:
a. Measure pilot's stick angle at stop positions, left, right, forward, and
aft.
b. Position pilot's cyclic stick in mid travel position of stops within ½0
and apply stick friction to maintain this position.
OR Center pilot's cyclic stick using tool T1 03347-101

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16- 1 5 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

2. Adjust lateral tube (31) (if adjustable) until mixing bellcrank arms are an
equal distance (within 0.030") from bulkhead (station 74.3).
OR use tool T103286 to position mixing bellcrank.

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-16 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

a. Position both tube (12) boots 6.95".

3. Verify servo actuators alignment.

4. Adjust both tubes (8) to 20.86" (hole center to hole center) and connect to
bellcranks (7) and (11).
5. Using T101291-103 rigging tool and an inclinometer, adjust tubes (3) and
(4) to position swashplate from a level perpendicular to the mast of:
DOWN FORWARD 0°33' to 1°3'
DOWN LEFT 1° to 1°30'

L POSITION
FO.RE,AFT

G_ SHrP

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-17 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

OR:

Disconnect hydraulic cylinder extension tube from collective lever and

install T103288-101 on the swashplate and T103287-111 to the collective
lever.

NOTE : To provide a minimum of 1½ exposed threads at tube (4) clevis, it is

permissible to shorten both tubes (8) rod ends a maximum of 5 turns. 1½
turns of both tubes (8) equals 1 thread on tube (4) clevis.

6. Adjust tubes (3) and (4) clevises to swashplate 45 ° horns.

7. Remove T103288-101 swashplate positioning tool and T103287-111
collective lever positioning tool or T101291-103 rigging tool and
inclinometer. Clamp actuator boots 22.2" from clevis bolt hole centerline.

NOTES

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-18 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

8. Measuring from any suitable point on the airframe, mark each actuator
and airframe with a soft pencil. Identify marks as "N" (Neutral). Record
dimension and then on each actuator:
Make mark "F" (Forward) 1 . 6 1" above the "N" mark.
Make mark "A" (Aft) 1 . 61 " below the "N" mark.

OR attach T 103281-101/102 tool to the cyclic servos and connect the

floating arm to airframe.

CEHTERIJ'lE
OF
HtUCOl'tEA

NOTES

412000_FMT_4WK_ENG_TG16_B_00_201 1SEP01 16-19 © 2011 Bell Helicopter, A Textron Company

FLIGHT CONTROLS
�

CYCLIC CONTROL RIGGING �

�
9. Corner stop adjustments. fl',
a. Position pilots cyclic stick against full left stick stop. Move stick
�
forward toward forward left corner until index mark "F" on left
actuator coincides with recorded dimension "N" on airframe. Adjust �
lower stop bolt on left bellcrank ( 1 1 ) to contact support (1 0). �
�
b. Position pilots cyclic stick against full right stick stop. Move stick
toward forward right corner until index mark "F" on right actuator �
coincides with recorded dimension "N" on airframe. Adjust lower �
stop on right bellcrank (7) to contact support (6). ,-.,
�
f""'-1
,-..
�
�
19'1
� -
�
�

,/
" �
16""'1
LEFT BELLCRANK LA R. A LEFT BELLCRANK
STICK FORWARD LEFT t"'-i
STICK AFT RIGHT
fAi
RIG HT BE LLCRAN K RIGHT BELLCRAN K
STICK FORWARD R IGHT �
STICK AFT LEFT
�
�
f8'I
f""t-i
C. Move pilots cyclic stick from the forward left corner toward the aft �
left corner u ntil the index mark "A" on the right actuator coincides
�
with recorded dimension "N" on airframe. Adjust the upper stop bolt
on support (6) to contact bellcrank (7). �
,....
d. Move pilots cyclic stick from forward right corner toward aft right
corner until i ndex mark "A" on left actuator coincides with recorded
,...
dimension "N" on airframe. Adjust upper stop bolt on support (1 0) �
to contact bellcrank ( 1 1 ). I',

�
,...,
�
412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-20 © 2011 Bell Helicopter, A Textron Company �
All Rights Reserved. For Training Purposes Only
,-..
FLIGHT CONTROLS

CYCLIC CONTROL RIGGING

1 0. Dual Controls
a. Pilot's and copilot's sticks either full right or full left. Adjust tube (23)
to fit and connect.
b. Pilots and copilots sticks either full forward or full aft. Adjust tube
(21) to fit and connect.

NOTES

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-21 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

11. Cyclic Stick Centering.

a. Lever arm properly positioned on the output shaft of each of the
fore/aft and lateral rotary actuators.

i=::=:t=::::::i
�180"
ARM
INOEX
.._..RK --+--....;
INt:�
MARK
)
ARMT
�..J_..J_ ARM INDEX

' 7
MARK
---0
ALIGN INOEX MARK ON
SHAFT ARMT 14 TEETH FROM

----
INDEX INDEX MA.Rf( O N SHAFT
MARK FOR FORE ANO AFT
n·e· REF CVCLIC SYSTEM IS.HAFT
I SHOWN IN CENTER OF
ARM f_/ TRAVEL)

�
ALICiN INOE X �ARK ON ARMT
6TEETH FROM INDEX MAIU<. ON
SHAFT FOR LATERAL SVST.EM
�
ROTATED tao"
(SHAFT SHOWN IN CCNTER VlEW LOOKtNG OUTBOARC
OF TRAVEL)
CYCLIC CONTROLS
CYCL.IC CONTROLS LATERAL FORE' ANDAFT
ROTARY ACTUATOR ROTA"Y ACTUATOR

b. Fore/Aft
(1) Rotary actuator (19) arm against aft stop.
Pilots cyclic stick full forward.
Adjust force gradient (18) to fit to jackshaft (17), lengthen 3.5
to 4 turns and connect.
Check for cushion of approximately 0.9" at the stick grip with
the stick against the forward stop.

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-22 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

C. Lateral
(1) Rotary actuator (24) arm against left stop.
(2) Pilots stick full right.
(3) Adjust force gradient (25) to fit and connect to bellcrank (26)
(4) Measure from end cap to clevis and mark.
(5) Pilots cyclic stick full left.
(6) Measure total clevis travel from end cap.
(7) Extend clevis ½ of clevis travel and connect to bellcran k
(26).
(8) Check for structure interference. Reindex arm one serration
if required for
clearance.

1 2. Control Motion Transducers.

a. Adjust and connect fore/aft transducers (28) to jackshaft ( 1 7) so
they will not bottom out when the cyclic stick is against the forward
and aft stops and verify that they are electrically centered with test
set 412-274-001 - 1 01

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-23 © 2011 Bell Helicopter, A Textron Company

CYCLIC CONTROL RIGGING

b. Adjust and connect lateral transducers (27) to bellcrank (26) so

they will not bottom out when the cyclic stick is against the left and
right stops and verify that they are electrically centered with test set
412-274-001-101.

13. Balance Spring (20) - with force trim OFF and hydraulic boost ON, adjust
balance spring to position cyclic sticks in mid fore/aft travel.

C. Cyclic Minimum Friction.

Purpose - To prevent AFCS linear actuator feedback to cyclic sticks.
1. Initial adjustment and check may be accomplished with external hydraulic
boost. Final check must be accomplished during ground run.
2. Force trim OFF.
a. Loosen friction clamp (29), adjust pilot's cyclic friction to obtain 0.5
to 1.0 pounds breakout force fore/aft and lateral with spring scale in
center of pilot's cyclic grip.
b. Tighten friction clamp (29) to prevent further decrease of friction.
c. Force trim ON. (Not applicable to S/N 36087 and sub.)
(1) Use same measuring technique as for Force Trim OFF.
(2) Breakout force for fore/aft should be 2.25 to 2.75 pounds.
(3) Breakout force for lateral should be 1.50 to 2.00 pounds.
(4) If breakout forces are not as specified, readjustment of the
applicable force gradient preload is required.

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-24 © 2011 Bell Helicopter. A Textron Company

SWASHPLATE CENTERING INDICATOR SYSTEM

Two proximity switches of the Swashplate Centering Indicator System are incorporated
into the cyclic system, one in each the fore-aft and lateral. During ground operation
outside the normal operating range, excessive cyclic inputs will illuminate the CYC CTR �
caution light located on each the pilots and copilots instrument panel to indicate r�
swashplate out of center. ..,.. J._ <?1)0 /.o ike has rr-
�,#J, J.2::::--�
,�
.

NOTES

e ye c 1 �

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-25 © 2011 Bell Helicopter, A Textron Company

SWASHPLATE CENTERING INDICATOR SYSTEM

1. Swashplate centering indicator system sensor switches

a. Cyclic system rigged.
b. Hydraulic boost ON.
c. Using T101291-103 Rigging tool and an inclinometer, move cyclic stick to
position swashplate level to mast with ±15' fore/aft and laterally. Use
pilot's stick friction to hold swashplate in this position.

d. Fore/Aft sensor switch.

(1) Insure target clamp is positioned on idler to 3. 05" dimension.
(2) With sensor switch plate screws loose, use T103356-101 rigging
tool (F/A slot) to align sensor switch with target and tighten sensor
plate screws.
(3) With tool still in place, position sensor switch against tool to set air
gap (. 064" to .065") and secure switch with adjusting nuts.
Lockwire nuts.

·,)

I
f
I ,

.· :
•
1
� I
i

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-26 © 2011 Bell Helicopter, A Textron Company

SWASHPLATE CENTERING INDICATOR SYSTEM

e. Lateral sensor switch

(1) With sensor switch plate screws loose,
use T103356-101 rigging tool (LAT slot)
to align sensor switch with target and
tighten sensor plate screws.
(2) With tool still in place, position sensor
switch against tool to set air gap (0.078"
to 0 . 080") and secure switch with
adjusting nuts. Lockwire
nuts.

412000_ FMT_4WK_ENG_TG16_8_00_2011SEP01 16-27 © 2011 Bell Helicopter, A Textron Company

SWASHPLATE CENTERING INDICATOR SYSTEM

f. Functional check.
(1) Remove electrical connector 8Z1 P3 (Center connector) from RPM
limit detector box and install jumger wi e between R ins F and G.
Li J.,.,,,l"), �f:_ •- �J,e.;;� � 1 J r" '" --r<.>.s. ./- .! <-n..k"'- '- --+ci. t-<. ·•
Q
(2) Electrical power and external hydraulic boost ON.

(3) With pilots cyclic stick in the swashplate centered position, displace
stick forward, aft, left, and right. Pilots and copilots swashplate
center indicator light (CYC CENTER) should illuminate when the
stick is moved approximately 10% from swashplate center.

(4) With pilots cyclic stick in the swashplate centered position, Displace
stick forward, aft, left, and right until the indicator lights just
illuminate at each of the four stick positions, use the T101291-103
rigging tool and an inclinometer to check swashplate angle with
respect to the mast. Lights should illuminate when the swashplate
is positioned to a level perpendicular to the mast of:
FORWARD and AFT 1° 15'±15'
LEFT and RIGHT 0°45'±15'
NOTE : If the swashplate angle is not within the above limits, appropriate sensor
must be rerigged.
(5) Remove jumper wire and reconnect 8Z1 P3 electrical connector to
the RPM limit detector.
System Armed - 17.5% increasing N r RPM.
System Disarmed - 98% increasing N r RPM.
System Armed - 95% decreasing N r RPM.
System Disarmed - 17.5% decreasing N r RPM.
System Armed - 105% increasing N r RPM. r
System Disarmed - 102% decreasing N r RPM.

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-28 © 2011 Bell Helicopter, A Textron Company

NOTES

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-29 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM

T103206
RIGGING TOOL

0.58 1N.

-� �
� i 12 A'\
("; �
fP iE, -l..,
1 . Crosshead
2. Pitch link
�'<>o "''

•. '@
� �
�� 9.6 IN.
WITH PEDALS IN
3. Lever
4.
5.
Unk
Control tube
15 NEUTRAL 6. Bellcrank
7. Crontrol tube
'· -/ri\ 8. Bellcrank
�� 9. Servo actuator
1 0. Bellcrank
11. Linear actuator
1 2. Control tube
1 3. Friction clamp
1 4. Force gradient
1 5. Magnetic brake
1 6. Transducer
1 7. Control tube
18. Pedal adjuster
19. Copilot pedals
20. Pedal adjuster
21 . Pilots pedals
22. Clevis
23. Nut

The anti-torque control system transmits control movement from the control pedals to
the tail rotor located on the upper right side of the tail fin. Actuation of the system
causes a hydraulic power assisted pitch change of the tail rotor blades to offset main
rotor torque and to control the directional heading of the helicopter.
11"'-t
The system includes control pedals, pedal adjuster assembly, linear actuator, hydraulic
servo actuator, and connecting linkage to the pitch change mechanism at the tail rotor
gearbox and tail rotor. A transducer and force gradient assembly with a magnetic brake
connects to the pedal adjuster assembly, which has a connecting point for the copilot's
controls when the dual controls kit is installed.

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-30 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

Adjustable primary stops located on bellcrank (10).

A. Prior to rigging.
1. Actuator piston clevis set to 1 .22".
2. Turn in stop bolts for maximum clearance.
3. Verify length of centered AFCS linear actuators 62.865" to 62.915".
4. a. Control motion transducers (16) from pedal adjuster (20).
b. Force gradient (14) from pedal adjuster (20).
c. Tube (17) from pedal adjuster (18).
d. Link (4) below tail rotor gearbox from bellcrank (6).
e. Tube (7) below RGB at forward end.
f. Tube (12) at forward end. (for friction adjustment only)

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-31 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

B. Anti-torque System Rigging

1. Dual controls - place pilot's and copilot's left pedal full forward and adjust
tube (17) to fit and connect. �

.,
G,

.,
0

2. Adjusting stops.
412-201-701- 10 1 pedal centering tool
412-201-700-10 1 Bellcrank holding tool (EP only)
T103206-101 Rigging tool

a. Install tool 412-201-70 1-101 on centered pilot pedals.

f",

41 2000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-32 © 2011 Bell Helicopter, A Textron Company

,-.,
All Rights Reserved. For Training Purposes Only
FLIGHT CONTROLS

ANTI-TORQUE CONTROL SYSTEM RIGGING

b. Remove bolt connecting linear actuator (11) to bellcrank (10).

C. Remove bolt that secures bellcrank (10) to bulkhead support.
d. Retract both anti-rotation screws in tool 412-201-700-101
,,,,,,., e. Position tool assembly to the inboard side of support.
A f. Install tool 412-201-700-101. (EP only)
g. Install bolt (NAS6604-30D) through tool, support, and bellcrank.

h. Rotate tool until the indexing pin engages the center slot, then
tighten bolt (NAS6604-30D) and snugup tool anti-rotation bolts.
i. Verify index pin can rotate freely.
j. Remove 412-201-701-101 tool from pilots pedals.
k. Chase indexing pin to clear tool with short pilot bolt.

NOTE: Short pilot bolt prevents the linear actuator rod end from disengaging with
the bellcrank while making pedal inputs for stop adjustments.

LOOKING OUTBOARD FROM

LEFT SIDE OF SHIP

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-33 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

I. Slowly move pilots left pedal forward until indexing pin engages the
forward slot in tool and pushes out short pilot bolt. Adjust forward
stop bolt to stop within . 000 to . 002". (EP only)
(1). Pedal stop clearance is . 005-.015 on 412, S P , and H P.
m. Chase indexing pin to clear tool with short pilot bolt.

0 .000 TO 0.002. IN . ....,/

(0.000 TO O 0 5 f mml

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-34 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

n. Slowly move pilots right pedal forward until indexing pin engages
the aft slot in tool and pushes out short pilot bolt. Adjust aft stop bolt
to stop within .000 to .002" (EP only)
(1). Pedal stop clearance is .005-.0 15 on 412, SP, and HP.
0. Remove tool 412-201-700-101, then install bolt connecting
bellcrank (10) to bulkhead support and bolt connecting actuator
(11) to bellcrank (10).

LOOKING O�JTfJQ-1\AO fRQM

LEFT SIDE OF SHIP

_-::.;;.;,;=�
..
� --
t

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-35 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

4. Remove one pitch link from crosshead and install T103206-101 rigging tool to
crosshead). Push crosshead inboard until tool is positioned against tail rotor
trunnion

(OR position cross head to trunnion to 4.334" ±0.01 O").

5. Adjust link (4) to obtain 0.58" clearance to bellcrank (6) and connect.

- ��
1�
0.58 IN . ·

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-36 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

6. Pilots left pedal full forward and crosshead positioned with rigging tool (or
position crosshead to trunnion to 4.334" ±0.010").

7. Connect tube (7) to bellcrank (8).

a. Hydraulic boost OFF method - press down on piston rod to bottom out
servo actuator valves and adjust tube (7) to fit, then shorten ½ turn and
connect.
b. Hydraulic boost ON method - adjust tube (7) to fit and connect.

8. Center pedals and remove T103206-101 rigging tool and / or reconnect pitch link
to crosshead.

NOTES

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-37 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

9. Position left pedal forward against stop and verify tail rotor yoke to blade grip
clearance of 0.01'!'
:2.o '
l
minimum .

10. Force trim.

a. Install tool 412-20 1-701-101 on centered pilots pedals and rotary actuator
(15) arm in center of travel.
b. Adjust force gradient (14) clevis to fit pedal adjuster (20) bellcrank and
connect.
c. Remove tool 412-201-701-10 1 from pilots pedals.
d. Check for structural clearance at extreme travel, reindex arm one serration
if required

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-38 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

11. Control motion transducers - adjust and connect transducers (16) to pedal
adjuster (20) bellcrank so they will not bottom out at full right and full left pedal
and verify that they are electrically centered with test set 412-274-001-101.

12. Boot - With pedals in neutral - tube (12) boot 9.6"

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-39 © 2011 Bell Helicopter, A Textron Company

ANTI-TORQUE CONTROL SYSTEM RIGGING

r/f;N- I) � Feed 00-c....k..
C. Minimum friction.
Purpose - To prevent AFCS linear actuator feedback to anti-torque pedals.
a. Adjust friction clamp (13) until a force of 4.5 ± 0.25 pounds (Hyd Boost
OFF) is measured at the pilots pedals when moved through neutral.
b. Connect forward end of tube (12).

NOTES

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 16-40 © 2011 Bell Helicopter, A Textron Company

NOTES

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-41 © 2011 Bell Helicopter, A Textron Company

ELEVATOR CONTROL SYSTEM

CAUTION: MUST BE
3 POSITIONED AS SHOWN TO

?
OBTAIN CORRECT RIGG I NG

1 . Shot bag - 20 to 30 lbs. (9.1 to 1 3 .6 kg)

2. Right elevator
3. Protractor
4. Left elevator
5. Control tube
6. Tube support
7. Forward clevis
8. Elevator horn
9. Locking washer
1 O. Clevis jam nut
1 1 . Tool screw
1 2. Tool washer
1 3. End cap DETAIL A
1 4. Rigging tool
1 5. Shaft
1 6. Aft jam nut
1 7. Aft stop bolt
1 8. Forward stop bolt
1 9. Forward jam nut

The elevator control system consists of a spring-loaded tube assembly connected

between a support in the tail boom and the elevator horn. One end of the tube assembly
is adjustable for elevator rigging. The tube assembly permits the elevator incidence to
change with airspeed.

41 2000_FMT_4WK_ENG_TG1 6_8_00_201 1 SEP01 1 6-42 © 2011 Bell Helicopter, A Textron Company

ELEVATOR CONTROL SYSTEM RIGGING

Adjustable stops located near horn (8) in right side of tailboom (do not normally contact
stops).

A. Prior to rigging.
1. Remove tube (5) from tube support (6) and horn (8).
2. Turn in stop bolts for maximum clearance.
3. Level helicopter or use pilots seat rails or B.L. 14.00 beam cap angles as
horizontal center line reference. If helicopter is not jacked for leveling,
caution must be taken to prevent helicopter movement during rigging.

B. Elevator Control Rigging

1. Install T103296-101 rigging tool onto control tube with tool contacting end
cap and clevis jam nut contacting tool.
2. Hold control tube shaft and turn clevis jam nut against tool t o fully extend
control tube.

3. Place a propeller protractor or inclinometer on upper surface of LEFT

elevator and a 20 to 30 pound shot bag on the upper side of the RIGHT
elevator leading edge
20 TO 30 POUND
SHOT BAG

R I G HT

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-43 © 2011 Bell Helicopter, A Textron Company

ELEVATOR CONTROL SYSTEM RIGGING

4. Position LEFT elevator NOSE DOWN 6° 4' to 6° 15' with respect to

horizontal line of helicopter.
CAUTION, MUST BE
POSITIONED AS SHOWN TO
OBTAIN CORRECT RIGGING

(JJ§1
,.

. .,_... ,,;'
.,. .--c.-
..,,.
'""

">J

5. Adjust length of fully extended tube (5) to fit between support (6) and horn
(8). Temporarily connect tube and recheck LEFT elevator angle position.
ReadJ· ust - - --•-- - ' •--•- - '-" -- - --- ·'·-- -' - -- -' - - -- -- - - • l "'
=- -

NOTE: If control tube shaft must be rotated for adjustment purposes, hold shaft
and back off clevis jam nut ½ turn to allow shaft rotation (¼ turn = 6'), then
retighten clevis jam nut to fully extend control tube.

NOTES

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 1 6-44 © 2011 Bell Helicopter, A Textron Company

ELEVATOR CONTROL SYSTEM RIGGING

6. With tube fully connected and extended, adjust aft stop bolt for 0. 050"
clearance to horn. Tighten stop bolt jam nut and safety to stop bolt
support.

7. Remove rigging tool, torque clevis jam nut, and safety to lockwasher. With
tube now fully retracted, adjust forward stop bolt for 0. 050" clearance to
horn. Tighten stop bolt jam nut and safety to stop bolt support.

NOTES

412000_FMT_4WK_ENG_TG16_B_00_2011SEP01 16-45 © 2011 Bell Helicopter, A Textron Company

ELEVATOR CONTROL SYSTEM

l \ .�..
�

,iI;, �J•.�
'--" , G;-��- LOCKWIRE
____..--·1 1 8. Spring

i -
LOCKWIRE �ij 1MS20995C321
l2
9. Retainer
(MS20995C321 10. Shaft shoulder
-,
,✓ 1 Fixed clevis 1 1. Shaft flange
� ... 13 2. Elevator control tube 12. Shaft
c 15 3. Coner pin 13. End cap
� 14
4 _. Nut 14. Nut
16 5. Washer ( 1 40-009D21S551 1 5. Washer INAS513-7)
6. Guide 1 6. Adjustable clevis
7. Washer ( 1 40-009A21S55) 17. AN960-51 6 Washer
as required - 3 max.
SPRING SCALE
\ 0 TO 1 ;OUNDS

cp
\

RETAINING
SUPPORT

ELEVATOR CONTROL TUBE SPRING TEXT FIXTURE

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-46 © 2011 Bell Helicopter, A Textron Company

REVIEW

1. The two cyclic force gradient assemblies are identical, except for spring J
� loo-J- and spring free length.

2. There are __1'-___ identical rotary actuators on the 4 Axis Autopilot 41 2EP. ../
3. 4i_f_L_L__ 41 2EP flight control systems.
Force gradients are installed in ____
� 4. Minimum collective friction is adjusted at the base of the w ? ,· c O �

� collective stick.

5. The collective stick should be full v.f> when rigging the adjustable tube /
below the collective servo actuator input lever.

6. The collective stick should be full ol<,,___v-vt when adjusting the servo /
actuator extension tube to the rotating controls collective lever.

7. The collective control system

controls.
JI:±1!- be rigged prior to rigging the N2 ✓

8. Moving the cyclic stick forward will cause both cyclic servo actuators to move
� · . ,"' .

9. Moving the cyclic stick to the right will cause the right cyclic actuator to move
� and the left servo to move c · r..yo
1 0. The cyclic stick is positioned aft right for maximum Uf) movement of the
left cyclic servo actuator.
p•' �(..
11. Minimum cyclic friction is adjusted then secured by a clamp on the >t l�ck
1 2. The cyclic stick is positioned to neutral when adjusting the cyclic servo actuator
extension tubes to the s� 45 ° horns.

__4______ control motion transducers are located in the cyclic control system.
--
1 3. ✓

1 4. The cyclic stick is positioned to the c o or- • IJl- ·� while adjusting the cyclic stops. ✓

1 5. The adjustable stops for the tail rotor control system are located at the
b� t below the tail rotor servo.

1 6. Tail rotor blade angle is ,� � · by application of left pedal.

1 7. Position L/ /.I pedal full forward when adjusting the control tube just aft
of the tail rotor servo actuator.

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-47 © 201 1 Bell Helicopter, A Textron Company

REVIEW

1 8. After rigging the anti-torque system, the tail rotor should be tracked and checked
for c9 /h O l\ inch blade to yoke clearance.

1 9. Measurements for elevator rigging are taken on the {. eS+ elevator.

20. With the elevator properly rigged, the stop bolts will n�-&- make contact. ✓'

a.f.NO �L , '-0.A.,- v�
21 . The elevator is a negative lift airfoil and is ��
'J
actuated by air speed.
~ ·- ()

22. List the location of the adjustable stops for the following control systems:

Collective
Cyclic �e_ C C c•. C>,. "L # t i s 'jP � G + ( 0
t.J

Anti-torque �e. 1..,l �-A. ro

r/
Elevator

412000_FMT_4WK_ENG_TG16_8_00_2011SEP01 1 6-48 © 2011 Bell Helicopter, A Textron Company

All Rights Reseived. For Training Purposes Only
Table of Contents •• Helicopter
Se!:
A Textron Company

Power p l a nt
Pratt-Whitney PT6T-3D Powerplant 4

Powerplant Specifications 5

Pratt-Whitney Publications 8

Maintenance Concept 11

PW PT6T-3D Maintenance Manual 12

Scheduled Maintenance Checks 18

Bearing Description 28
�� ·-
-
Compressor Washing 30 /I \

PT6T Major Divisions 31

CAD�
PT6T-3D Airflow 40

A Compressor Bleed Valve 42

A
Air Management System 44

Starting System 46

Ignition System 48

T5 ITT and Compensator 50

Accessory Gearbox 51

Reduction Gearbox 52

Torquemeter 53

Powerplant Fuel System 56

Flow Divider 58

Fuel Manifold Schematic 59

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-1 © 2014 Bell Helicopter, A Textron Company

Powerp l a nt
F uel Control Adjustments 60

Torque Control Unit 64

Power Section Oil System Schematic 70

Oil Coolers and Blowers 74

Accessory Gearbox Components 75

Reduction Gearbox Components 76

Fire Detection Sensing Elements 77

Firewall Installation 79

Powerplant Fire Extinguisher 80

Engine Mounts 81

Powerplant Removal and Installation 82

Powerplant to Transmission Alignment (H P/EP) 89

N 1 Control System 91

N 2 Rigging Category "A" 412 EP 94

Power Assurance Check (PT6T-3D) 101

4 1 2 Hp Differences 102

412SP and Prior 111

Engine Preservation and Depreservation 121

Review 131

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-2 © 2014 Bell Helicopter, A Textron Company

Rev No. Date Revision Details Revised by

3 201 4OCT09 Corrected graphics. NJ Girouard

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 17-3 © 2014 Bell Helicopter, A Textron Company

Pratt-Whitney PT6T-3D Powerplant

The PT6T powerplant consists of three modules, two identical power sections, and one
reduction gearbox.

Two Pratt & Whitney PW PT6T turboshaft engines power the Bell 412 helicopter. This
engine is a free turbine, turboshaft powerplant that incorporates a four-stage
compressor, three axial and one centrifugal, driven by a single-stage compressor
turbine (CT) plus a single-stage power turbine (PT). The power turbine also drives a
reduction gearbox.

Metered fuel from the Automatic and Manual Fuel Control is sprayed into a reverse flow
annular combustion chamber through fourteen (14) individual fuel nozzles installed
around the exterior of the gas generator case. A high voltage ignition unit, with dual
spark igniters, is used to start combustion.

The engines are installed horizontally, aft of the transmission, above the fuselage, and
are held in place by a set of engine mounts. Each engine is connected to the reduction
gearbox (RGB) that drives the main driveshaft, which in turn drives the transmission.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-4 © 2014 Bell Helicopter, A Textron Company

NOTES

PTi T
- 38€
H
12 P - - 3D

C - �o "1{ �
lo 'I

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-5 © 2014 Bell Helicopter, A Textron Company

Powerplant Specifications

Twin Pac Power Rating

Takeoff:

Max. Cont: 1600 SHP - AEO 1060 S H P - OEI

Torque Limits

Takeoff: Mast Limited 1370 SHP - 100% Torque 5 Min.

Max. Cont: Mast Limited1110 S H P - 81% Torque

Combustion Chamber: Reverse Flow, Annular

Length: 67 inches (1702 mm)

Width: 44 inches (1118 mm)

Height: 33 inches (838 mm)

Compression Ratio 7:1

Max. Oil Consumption: . 4 lbs./hr (.18 kg./hr.) over a 1 0 hour period.

Total Weight: Approx. 732 lbs.

Engine and Combining Gearbox Oil

Oil conforming to PWA Specification No. 521 Type I and MIL-PRF-7808 (NATO 0-148)
may be used at all ambient temperatures.

Oil conforming to PWA Specification No. 521 Type II and MIL-PRF-23699 (NATO 0-
156), is limited to ambient temperatures above -40° C (-40° F).

Capacity Eng. 1.6 U.S. Gal.

R/G/B 1.25 U.S. Gal.

Service Bulletins

Pratt & Whitney Canada Service Bulletin No. PT6T-72-5001, Rev. No. 24, dated Nov
14/2008 (P&WC S.B. No. 5001R24) APPROVED LISTING OF (SYNTHETIC)
LUBRICATI N G OILS

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-6 © 2014 Bell Helicopter, A Textron Company

Powerplant Specifications (Cont)

Fuel

Fuel conforming to ASTM D-6615 Jet B, NATO F-40, or MIL-DTL-5624 Grade J P-4 may
be used at all ambient air temperatures.

Fuel conforming to ASTM D-1655 Jet A, is limited to ambient air temperatures above -
30° C (-22 ° F).

Fuel conforming to ASTM D-1655 Jet A-1, NATO F-44, MIL-DTL-5624 Grade J P-5,
NATO F-34, or MI L-DTL-83133 Grade J P-8, is limited to ambient air temperatures
above -36 ° C (-33° F).

Fuel Consumption

Rating Speed (Ns) RPM Minimum SHP Maximum SFC

lbs/shp/hr

Twin Single Twin Single

2 ½ Min 6600 - 1133 -0.601

Continuous OEI 6600 - 1024 -0.599

Take Off 6600 1800 900 0.602 0.603

Max Continuous 6600 1600 800 0.617 0.622

NOTE: 1. Standard day, sea level, static conditions with no installation losses and no air
bleed or airframe accessory power absorption.

NOTE: 2. The leading particulars are provided for reference purposes only. For
complete operating parameters refer to 71-00-00 Table 501, Engine Specific Operating
Instructions and/or Airframe Manufacturers Flight Manual, as applicable.

Service Bulletins

Pratt & Whitney Canada Service Bulletin No. PT6T-72-5144, Rev. No. 15, dated Jan
19/2009 (P&WC S.B. No. 5144R15) ENGINE FUELS AND ADDITIVES -
REQUI REMENTS AND APPROVED LISTING

4 1 2000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 1 7-7 © 2014 Bell Helicopter, A Textron Company

Pratt-Whitney Publications

I llustrated Parts Catalog (IPC)

The I PC contains part numbers and part history information along with identifying
drawings for an engine series.

Maintenance Manual (MM)

The MM defines line and heavy maintenance actions that can be done on the engine. It
also details the various tests and adjustments associated with the engine.

Service Bulletin (SB)

Service bulletins contain data and instructions to make modifications to the engine or
parts so they conform to the latest engineering configuration. This data causes a
change to form, fit or function. Urgencies associated with an SB are defined as follows:

CATEGORY 1 Do before the next flight.

CATE GORY 2 Do the first time the aircraft is at a line station or maintenance base that
can do the procedure.

CATEGORY 3 Do before xxx hours/months or xxx cycles. This category may be

expanded, as required, to specify a minimum and/or a maximum and/or repetitive
interval/inspection.

CATEGORY 4 Do this SB the first time the engine or module is at a maintenance base
that can do the procedure, regardless of the scheduled maintenance action or reason
for engine removal.

CATEGORY 5 Do this SB when the engine is dissembled and the necessary sub
assemblies are accessible. Do all spare part assemblies.

CATEGORY 6 Do this SB when the sub-assembly is disassembled and the necessary

part is accessible.

CATEGORY 7 Do this SB when the supply of superseded parts is fully used.

CATEGORY 8 Do this SB if the operator thinks the change is necessary based on what
is known of the parts history.

CATEGORY 9 Spare parts information only. Old and new parts are directly
interchangeable and operators can mix old and new parts.

412000_FMT_4WK_ENG_TG1 7_8_03_2014OCT09 1 7-8 © 2014 Bell Helicopter, A Textron Company

Pratt-Whitney Publications (Cont)

Service Bulletin (SB) (Cont)

CATEGORY CSU Used to evaluate new parts before final introduction in commercial
service. Operators who participate should include at the next maintenance/overhaul of
the engine.

Spare Parts Bulletin (SPB)

SPBs contain part numbers given to new parts when optional part numbers are
available or when new parts are interchangeable with parts of the previous
configuration.

Special Instruction (SI)

Customer Support produces S is to provide specific maintenance information to specific

customers.

Service Information Letter (SIL)

Customer Support produces SI Ls to inform all operators about new techniques,

products and other general information.

Commercial Support Program Notification (CSPN)

CSPNs are issued to help all operators accomplish Service Bulletins.

Airworthiness Directive (AD)

Governmental Aviation Regulatory Authorities (FAA, TCCA, EASA) issue Airworthiness

Directives, which require compliance to rectify potential problems affecting airworthiness
of aircraft. AD(s) refer to applicable SB(s) for the accomplishment
information/instructions.

NOTES

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-9 © 2014 Bell Helicopter, A Textron Company

Pratt-Whitney Canada -Customer Support Contact Information

Global customer help desk support is available 24 hours a day / 7 days a week for
technical and customer support matters.

Toll free contact numbers:

From Canada and the U nited States 1 -800-268-8000

Other International locations (IAC*) +8000-268-8000

Other contact information:

Voice 1 -450- 64 7-8000

Fax 1 -450-647 -2888

Website http://www.pwc.ca

E-mail [email protected]

Mail Pratt & Whitney Canada 1 000 Marie-Victorin Blvd.

Longueuil, Quebec Canada J4G 1 A1

Attn : Customer Service (01 PM4)

Publications Support:

Voice 1 -450-647-2705

Fax 1 -450-647-2702

E-mail [email protected]

Mail Attention: Supervisor, Publications Customer Services

(01 CA4)

412000_FMT_4WK_ENG_TG17 _B_03_2014OCT09 1 7-1 0 © 2014 Bell Helicopter, A Textron Company

Maintenance Concept

Procedures in the PW Maintenance Manual may be accomplished with the engine

installed or removed from the airframe. The manual is not customized to any particular
airframe installation. Configuration variations that may arise as a result of an installation
or a peculiar requirement are dealt with in the text as they occur.

Maintenance functions for the PWPT6T-3D engines covered in the PW Maintenance

Manual fall into two categories:

a. Line Maintenance

The scope of line maintenance consists essentially of the removal and installation
of external components and engine accessories. All procedures are to be
considered line maintenance in the absence of the words "Heavy Maintenance
Only" appearing with procedure title in Maintenance Practices.

b. Heavy Maintenance

Heavy maintenance details Hot Section Refurbishment, repair and removals

considered beyond the normal capabilities of the average line maintenance shop.
The scope includes the removal and installation of engine internal components and
limited repair to the hot section area. Instructions are given with the understanding
that Standard Practices, Chapter 70, has been read, entirely understood and is
followed. Repairs beyond the levels detailed in this manual are not recommended
and must be completed by a qualified overhaul facility.

NOTES

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 17-1 1 © 2014 Bell Helicopter, A Textron Company

PW PT6T-3D Maintenance Manual

a. Layout

This manual is written in accordance with the general directives contained in the
Air Transport Association of America Specification No. 1 00 (ATA -1 00). All
information is allocated to the major Chapter/System number 72 (first element).
Further subdivision of material is achieved by allocating section (second element)
and unit (third element) numbers as outlined below.

(1 ) Engine/Engine Sections

Information applicable to the engine as a whole is located in

Chapter/Section/Unit 72-00-00. Information applicable to engine sections
(engine major sub-assemblies) is located as follows:

Chapter/Section/Unit Subject

72-1 0-00 Reduction Gearbox

*72-20-00 Air Inlet Section

72-30-00 Compressor Section

*72-40-00 Combustion Section

72-50-00 Turbine Section

72-60-00 Accessory Gearbox

* This section is retained in the manual for reference only. Due to engine design,
combustor components are treated as parts of the compressor (gas generator) section.

41 2000_FMT_4WK_ENG_TG1 7_B_03 _201 4OCT09 17-12 © 2014 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
�
�
POWE RPLANT
,.-..,
� PW PT6T-3D Maintenance Manual (Cont)

(2) Component Parts

Component parts are treated under engine section (second element)

numbers by allocating unit (third element) numbers as follows:

Chapter/Section/Un it Com ponent Grou p

72-00-01 and subs Engine Externals

72-1 0-01 and subs Reduction Gearbox Components

72-30-01 and subs Gas Generator Components

72-50-01 and subs Power Turbine and Exhaust Components

72-60-01 and subs Accessory Gearbox Components

b. Maintenance Practices - Page Blocks

Each Chapter/Section/Unit in the manual contains the maintenance practices

applicable to one specific assembly or component part. Each maintenance practice
is allocated to a Page Block as follows:

Maintenance Practices Page Block

Description and Operation 1

Troubleshooting 1 01

*Maintenance Practices (Combined ) 20 1

Servicing 30 1

Removal/I nstallation 40 1

Adjustment/Test 50 1

I nspection/Check 60 1

Cleaning 70 1

Approved Repairs 80 1

* Whenever two or more maintenance practices applicable to any one subject

component are brief, they are combined under the heading Maintenance Practices i n
Page Block 20 1 .

41 2000_FMT_4WK_ENG_TG1 7_B_03_201 4OCT09 17-13 © 2014 Bell Helicopter, A Textron Company

Maintenance Manual Layout

70-00-00 Standard Practices

71 -00-00 Powerplant

72-00-00 Engine

72-1 0-00 Reduction Gearbox

72-20-00 Air Inlet Section

72-30-00 Compressor Section

72-40-00 Combustion Section

72-50-00 Turbine Section

72-60-00 Accessory Gearbox

73-00-00 Engine Fuel and Control

73-1 0-01 Engine Fuel and Control

73-20-01 Fuel Distribution

74-00-00 Ignition

74-1 0-00 Ignition

74-20-00 Ignition Distribution

75-00-00 Air

75-30-00 Air

77-00-00 Engine Indicating

77-20-01 Temperature

79-00-00 Oil

79-20-02 Oil Distribution

41 2000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 1 7- 1 4 © 2014 Bell Helicopter, A Textron Company

The following is a list of abbreviations and symbols used in Pratt & Whitney Canada
�
� manuals and throughout this manual; where applicable:
�
AA Arithmetic Average Fwd Forward
ACC Accessory GG Gas Generator

�
AFCU Automatic Fuel Control Unit GS HFT Gearshaft
� AGB Accessory Gearbox in. Hg Inches of Mercury
� ALT Alternator HD Headed
AMS Aerospace Material H DLS Headless
�
� Specification
HMU Hydromechanical Unit
�
Assy Assembly
� hr hour
ATA Air Transport Association
� HP H igh Pressure
BRG Bearing
� HSG Housing
� oc Degrees Celsius (Centigrade)
HYO Hydraulic
ccw Counterclockwise ID Inside Diameter
CG Center of Gravity
� Imp Imperial
CMM Component Maintenance
� I PC Illustrated Parts Catalog
Manual
in. Inch
� CSU Constant Speed Unit
kg kilogram
CT Compressor Turbine
LH Left-hand
1911\ cw Clockwise
,,.., Delta P Observed/P Standard Day
lb. pound
lb. in. pound inch
Dia Diameter
�
LP Low Pressure
� Dim Dimension
Max. Maximum
DIR Direction
MFCU Manual Fuel Control Unit
� EEC Electronic Engine Control
� Min. Minimum
eshp Equivalent Shaft Horse Power
� mm millimeter
OF Degrees Fahrenheit
N BLG Normal Backlash on Gear
r"l'\
� FLG Flange
Nf Power Turbine Speed (rpm)
� FLGD Flanged
Ng Gas Generator Speed (rpm)
FOO Foreign Object Damage
�
f9\

� 412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-1 5 © 2014 Bell Helicopter, A Textron Company

�
,..,
�

POWE RP LANT
f"'6i
Abbreviations and Symbols �

Np Propeller Speed (rpm) SB Service Bulletin �

Ns Output Shaft Speed (rpm) SCAV Scavenge �

�
OD Outside Diameter sfc Specific Fuel Consumption
(lbs/shp/hr)
OEI One Engine Inoperative
SHLDRD Shouldered
Pam Ambient Air Pressure
shp Shaft Horse Power
psi Pounds per square inch f""'-1
SG Specific Gravity
psig pounds per square inch gage
SOI Specific Operating ,-.,
PT Power Turbine Instructions �
P&WA Pratt &Whitney Aircraft STR Straight �

P&WC Pratt & Whitney Canada Corp. SPOP Service Process Operation
18'1

Special Tool Prefix Letters - Procedure

"""
�
PWC
Engine Tam Ambient Air Temperature

,...
�
Px Control Pressure (Bleed TBO Time Between Overhaul
Valve)
TIG Tungsten Inert Gas (Welding
Py Governor Servo Pressure method) �
Po Bypass Pressure TOL Tolerance �
P1 Unmetered Fuel Pressure TSFR Transfer �

Metered Fuel Pressure

,,..
P2 T1 Engine I nlet Temperature
�

P3 Compressor Discharge Air TSG Temperature of Specific

Pressure ,.,..,
Gravity (Fuel Sample)
�
LHV Lower Heating Value of Fuel T5 Inter-turbine Temperature �
RDCN Reduction T5A TS, Untrimmed and �
Ref. Reference Uncorrected �

RGB Reduction Gearbox T5D T5, Calculated (derived from ,-.,

T7)
RH Right-hand �

uos Unless Otherwise Specified

rpm revolutions per minute
�
Wf Fuel Flow (lb/hr)
RTNG Retaining fl"&-.
Theta T observed/T standard day
RTNR Retainer ,-..
Delta P observed/P standard day �

,..,
�

�
412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-1 6 © 2014 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
POWE RP LANT

Weights and Measures

A Ampere
BTU British Thermal Unit
OF Degree Fahrenheit
ft foot
ft3 cubic foot
gal gallon
Hp Horsepower
hr hour
in. inch
in2 square inch
in3 cubic inch
in. H20 inches of water
in. Hg inches of mercury
kV kiloVolt
lb. pound
lb/ft2 pound/square foot
lb/ft3 pound/cubic foot
lb/gal pound/gallon
lb/in2 pound/square inch
lbf. pound-force
lbf.ft. pound-force-foot (torque)
lbf.in. pound-force-inch (torque)
oz ounce (fluid or weight)
oz/gal ounce/gallon
oz/in3 ounce/cubic inch
pph pound/hour
ppm parts per million
sec second
T ton

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-1 7 © 2014 Bell Helicopter, A Textron Company

Scheduled Maintenance Checks (Pratt-Whitney on-line)

This section contains minimum Pratt-Whitney approved engine maintenance inspection

checks (based on flight hours or calendar time, whichever occurs first) and are intended
to coincide with airframe inspection intervals (not to exceed the listed frequencies).
Where applicable, the relevant INSPECTION/CH ECK sections of the subject chapters
in the maintenance manual provide detailed procedures. Chapter 72-00-00,
INSPECTION provides an explanation of terms.

Time Between Overhaul (TBO) Recommendations:

Life Limitations

Rotor component life limitations outlined in AIRWORTHIN ESS LIM ITATIONS

section of the maintenance manual override the TBO considerations.

Engine Modules

The engine can be overhauled as two (2) individual modules every 4000 hours:

1 - Power section module

2 - Reduction gearbox module

Technical Recommendations

Operators who desire technical recommendations for TBO extension should submit a
formal request in writing to PW&C Customer Support at the following address:

Pratt & Whitney Canada

1000 Marie-Victorin Blvd.

Longueuil, Quebec

Canada J4G 1A1

Attention: Manager, Technical Support PW PT6 Engines

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-18 © 2014 Bell Helicopter, A Textron Company

"""' Scheduled Maintenance Checks (P ratt-Whitney on-line) (Cont)

Tolerances

Unless otherwise stated, the tolerances for periodic or scheduled inspections are as
follows:

Hourly intervals - Ten percent (10%) or up to a maximum of 100 hours

operating time, whichever is less.

Calendar intervals - Ten percent (10%) or up to a maximum of 30 days calendar

time, whichever is less.

Subsequent intervals are adjusted to re-establish the original schedule. When an

inspection is done more than 10% early, subsequent inspections are advanced, as
required, to not exceed the maximum tolerance. Concurrence and final approval of the
inspection interval tolerance by the governing civil aviation authority is the responsibility
of the owner/operator.

Time Between Overha u l (TBO)

The TBO recommendations take into consideration the average effect of the variables,
A which affect the overhaul life such as average flight duration, percentage of time at any
,-,., given power level, climatic conditions and environment, maintenance practices,
utilization and engine modification standard.

NOTES

()

41 2000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 1 7- 1 9 © 2014 Bell Helicopter, A Textron Company

Daily and Periodic Maintenance Checks

Oil Contents Check oil level and replenish if required {Ref. 72-00-00, ENGIN E - 25 hours
SERVICING). If engine has been stationary for more than 1 2 hours,
run affected power section for two minutes, shut down and check oil
level

Exhaust Duct Cracks or distortion 50 hours or 6

months whichever
comes first.

P3 Filter Inspect for system contamination and flush {Ref. Para 1 0.N). 1 00 hours
Housing and
Tubing {Pre-
SB5367)

P3 Air Filter Clean {electrosonic) and visually inspect filter element {Ref. 73-1 0- 1 00 hours
Element 07).

NOTE: Individual operators may elect to extend this interval if

operating experience shows less frequent cleaning and inspection
to be adequate.

P3 Air Filter Clean and Inspect {Ref. 73-1 0-07). 1 00 hours

Drain Valve
NOTE 1 : It is recommended that drain valves on engines operating
in dirty or desert conditions be cleaned and inspected at 50 hour
intervals.

NOTE 2: For operators who perform frequent compressor recovery

washes. It is recommended to inspect and clean drain valve at
intervals not exceeding 50 hours.

Fuel Surge Visually inspect the accumulator for signs of metal distortion on the 1 00 hours
Accumulator sides and ends. The distortion will show up as bulging of the sides
{Pre-SB5398) or doming of the end cap.

If distortion is present, it is possible that cracking has begun in the

weld that joins the end cap to the body of the accumulator. Bulging
or doming can be verified using a metal straightedge on the sides
and ends of the accumulator.

Replace the accumulator, if any metal distortion is found.

Perform engine deceleration check (Ref. 71 -00-00)

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-20 © 2014 Bell Helicopter, A Textron Company

All Rights Reseived. For Training Purposes Only
POWERPLANT

Daily and Periodic Maintenance Checks (Cont)

Fuel Surge Visually inspect. Replace accumulator if pop-out indicator is 1 50 hours

Accumulator extended (Ref. 73-1 0-03)
(Post-SB5398)

Fireseals Cracks and security of brackets. 1 50 hours

Wiring Check for security of all accessible connections, clamps and 1 50 hours or 6
brackets and for evidence of wear, chafing, cracks and corrosion. months whichever
comes first.

Inlet Screen Cleanliness and condition of mesh. 1 50 hours

Visually inspect the compressor air inlet screen. Check for broken
and or missing wire mesh segments and signs of brittleness. If you
suspect an area, check the integrity of the mesh by manipulating
and flexing the screen. Any deviation is cause for replacement.

Gas Generator Cracks, distortion, corrosion and evidence of overheating. 1 50 hours or

Case 6months whichever
NOTE: No cracks are allowed. comes first.

Output Shaft Check for oil leaks. 1 50 hours or 1 2

Seal months whichever
comes first.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-2 1 © 2014 Bell Helicopter, A Textron Company

Daily and Periodic Maintenance Checks (Cont)

Tubing Check resistance of lead and heating element of heated pneumatic 150 hours or 6
tubes (Ref. 73-10-08). monthswhichever
comesfirst.
Check for security of all accessible connections, clamps and
brackets, evidence of wear, chafing, cracks and corrosion and
evidence of fuel or oil leaks. Examine insulation on pneumatic tubes
for cuts in outer rubber sheaths.

NOTE: Damage limits and repair instructions for tubing are given in
70-00-00, Page Block 601.

Surface cuts up to three inches long on Pre-S85409 P3 heated

tubes and Post-S85409 Pg/P3 heated tubes insulation, can be
repaired. If surface damage exceeds specified limits above, but
depth is superficial, sheathing may be repaired by replacement of
damaged portion. Examine the metal braid and electrical lead on
heated tubes for cuts. Up to three broken wires per plait, or six
broken wires per linear foot, are acceptable. Replace the tube
assemblies where metal braid is chafed or worn through to the lead
conductors.

Oil Filter Clean (Electrosonic Method} and inspect filter element (Ref. 79-20- 150 hours
Element(10 02).
micron)

Chip Detectors Accessory Gearbox - 2 detectors Reduction Gearbox - 3 detectors 150 hours 150
hours
Check for metallic pick-up and clean using lint-free cloth. Using
suitable ohmmeter check for continuity of electrical circuit when the
two poles are shorted together. Reject component if no continuity.
Loose pins and broken potting compound are also cause for
rejection.

Pre-S85354: Inspect colored stripes painted on connector and

housing. If stripes are displaced, reject chip detector. If no stripes
are apparent, paint three equally spaced colored stripes on
connector and housing using suitable paint Connector threads must
be free of paint.

NOTE: Refer to Chapter 79-30-01 for further inspection details.

41 2000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 17-22 © 2014 Bell Helicopter, A Textron Company

Daily and Periodic Maintenance Checks {Cont)

Bleed Air Case Check the orientation of the bleed air case assembly (Ref. 72-20- 1 50 hours
Assembly(Post- 00).
SB5445)

Ignition System Security 300 hours

Units

Spark lgniters Cleanliness and condition. Functional check (Ref. 74-00-00) 300 hours

Compressor At the required frequency and whenever condition of inlet screen 300 hours or 1 2
Inlet Area warrants its removal, check compressor inlet area for corrosion, dirt months whichever
deposits and erosion and check first-stage blades as detailed in comes first. (Ref.
Paragraph 9 following. NOTE)

NOTE: Engines operating in a highly erosive environment and/or

conditions where there is a high potential for blade damage require
more frequent inspections (Ref. Para.9 )

P3 Air Tube Inspect for contaminants and clean. (Located on R.G.B. Output 300 hours
Metering Tees Housing)

MFCU Throttle With power sections shut down and fuel boost pump ON, check 300 hours or 1 2
Shaft both sides of throttle shaft for fuel leakage. If leakage is evident, months whichever
replace manual fuel control unit (Ref. 73-20-01 ). comes first.

412000_FMT_4WK_ENG_TG17 _B_03_2014OCT09 1 7-23 © 2014 Bell Helicopter, A Textron Company

Daily and Periodic Maintenance Checks (Cont)

AFCU Check AFCU for bearing wash-out indicated by blue dye (grease 300 hours and
and fuel mixed) at AFCU vent hole (Ref. 72-00-00, ENGINE - whenever area is
FAULT ISOLATION). accessible.

Drivebody inspection/driveshaft bearing replacement; Route to See NOTE.

qualified shop for detailed inspection and Driveshaft Bearing
replacement.

NOTE: This inspection is recommended for operators that

experience premature AFCU removals due to:

1 . Operating in a severe environment, with respect to temperature,

humidity, sand/dust or other airborne contaminants. And/or

2. Very low or irregular utilization over a period of time.

Definition of reg ular/irregular utilization

Regular utilization: A unit which accumulates a minimum of

30hrs/month.lrregular utilization: A unit which remains inactive for
extended periods of time.

3.The following interval is recommended to obtain the maximum

benefit of this inspection:3000 hours or 3 years, whichever comes
first (mid-TBO). The calendar interval may be adjusted on the basis
of operator experience. Units past the recommended calendar
interval may be inspected at next opportunity.

Fuel Pump Check for security and fuel leaks. 300 hours

Fuel Pump Inspect filter for contamination and damage (Ref. 73-1 0-02). 300 hours
Filter Replace as necessary. With power sections shut down and fuel
boost pump ON, check for leaks.

NOTE: Operators with helicopters equipped with fuel filter

impending bypass indicating device may elect to waive this
inspection and to perform the fuel pump filter replacement at 600
hours.

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-24 © 2014 Bell Helicopter, A Textron Company

All Rights Reseived. For Training Purposes Only
POWE RP LANT

Daily and Periodic Maintenance Checks {Cont)

Oil to Fuel Immediately after shutdown: Check temperature of heater at heater 300 hours
Heater fuel outlet or fuel pump filter housing. If greater than 1 40° F (60 ° C)
replace oil to fuel heater.

Alternatively, perform either of the following methods:

(1 ) Perform touch test at heater fuel outlet or fuel pump filter

housing. If too hot to touch, replace oil to fuel heater.

NOTE: Temperatures less than 1 40 ° F (60 ° C) may be considered to

be comfortable to touch.

(2) Immediately after shutdown apply a temperature recorder to the

fuel pump filter housing and replace oil to fuel heater if the center of
the recorder turns to black.

NOTE: The temperature limit of 1 40° F (60 °C) may be verified using
the Temp-Plate Temperature Recorder (PWC05-329).

Fuel Pump Inspect pump coupling for fretting corrosion (Ref. 73-1 0-02). 600 hours

Fuel Pump Install new fuel pump filter (Ref. 73-10-02). 600 hours
Filter

Fuel Nozzle Functional and Leak Checks (Ref. 73-1 0-05). 600 hours
Assemblies
NOTE: See removal/installation procedures (Ref. 73-1 0-05).

For improved hot-section durability, inspect and clean fuel nozzle 600 hours
assemblies.

At any fuel nozzle assembly removal, inspect gas generator case

for cracks at boss welds (Ref. Para. 1 3 C).

NOTE: As an alternative to the removal for inspection and

functional check, a 300 hour in-situ cleaning procedure is offered
(Ref. 72-00-00, ENGINE - CLEANING).

If in-situ cleaning is used the fuel nozzles shall be removed for 1 200 hours
inspection and functional check to coincide with airframe
maintenance schedule.

Fuel Nozzle Inspect fuel nozzle sheaths for wear. 600 hours
Sheaths

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-25 © 2014 Bell Helicopter, A Textron Company

Daily and Periodic Maintenance Checks {Cont}

Oil Filter Clean (Ultrasonic Method) and inspect filter elements at an 900 hours or 24
Element overhaul facility, using the approved equipment (Ref. Engine months whichever
Overhaul Manual), prior to further use. Following this cleaning at comes first.
overhaul level, the filter may be utilized for a further 900-hour or 24-
month period maintaining the same inspection and cleaning
schedule.

P3 Air Filter Clean (ultrasonic) and visually inspect filter element (Ref. 73-1 0- 900 hours
07). Do pressure drop check of elements (Ref. 73-1 0-07,
ADJUSTMENT/TEST).

Engine Mounts Check engine mounts for security and condition in accordance with 900 hours
aircraft manufacturer's instructions.

Oil Scavenge Remove retaining plate at rear fireseal and inspect tubes for fretting 900 hours
and Pressure wear (Ref. 79-20-06).
Tubes

Flanges and All external joint faces shall be sealed with silicone grease (PWC09- 900 hours or 1 2
Joint Faces 003) or Corrosion-X corrosion inhibitor (PWC1 5-01 1 ) (Ref. 72-00- months whichever
00, ENGINE -CLEANING) at major inspection. All external bolts, comesfirst.
studs and flanges are also treated with a film of silicone grease or
Corrosion-X corrosion. Particular attention should be paid to NOTE: Engines
accessory gearbox mount flanges. operating in a
highly
corrosiveenvironme
nt require more
frequent sealing.

Establish
schedule/frequency
as required to
ensure
propercorrosion
protection.

TS System Carry out functional check (Ref. Para. 9 B following) at major 1 200 hours
inspection or when Troubleshooting indicates necessity.

RGB Inspect clutch assemblies (Ref. Overhaul Manual). 2500 hours

4 1 2000_FMT_4WK_ENG_TG1 7_B_03_201 4OCT09 17-26 © 2014 Bell Helicopter, A Textron Company

Safety Precautions

WARNING I
REMOVE ALL ELECTRICAL POWER AND DISCONNECT THE BATTERY BEFORE
DOI NG ANY MAINTENANCE OR INJURY TO PERSONNEL MAY RES ULT.
�----- " - """\
� ------ "'
: CAUTION :

IF SHIMS ARE BEING REMOVED, MARK THEIR POSITION. THIS WILL AID I N
ALIGNING THE E N G I N E CORRECTLY W H E N REINSTALLING.

IF ENGINE MOUNT FITTINGS WERE REMOVED, VERIFY THAT S H IMS ARE

CORRECTLY INSTALLED OR DAMAGE TO THE ENGINE MAY RESULT.

FOREIGN OBJECTS SHALL NOT B E ALLOWED TO ENTER ENGINE DURING

REMOVAL, INSPECTION OR INSTALLAT ION. IF FOREIGN OBJECTS ENTER
ENGINE, STOP ALL WORK UNTIL ALL FOREIGN OBJECTS HAVE BEEN REMOVED
OR DAMAGE TO ENGINE MAY RESULT.

DURING ENGINE REMOVAL, USE CARE NOT TO DAMAGE THE FIRE DETECTION
LOOP.

VERIFY ALL OF THE ENGINE-TO-AIRFRAME CONNECTIONS ARE

DISCON NECTED OR DAMAG E TO ENGINE OR H ELICOPTER MAY RESULT.

VERIFY ENGINE DECK IS CLEAN AND ALL CABLE, HOSES AND LINES ARE
CLEAR OF THE INSTALLATION AREA. TEMPORARILY LOCKWIRE ALL LOOSE
ITEMS TO ADJACENT STRUCTURES OR DAMAGE TO ENGINE AND HARDWARE
MAY RESULT.

AFTER ENGINE HAS BEEN REMOVED OR AFTER DISCONNECTING THE ENGINE

OIL I N LET HOSE, THE PUMP SHALL BE PRIMED PRIOR TO STARTING ENGINE
OR DAMAGE MAY RESULT.

EXTREME CARE MUST BE TAKEN TO P REVENT FOREIGN MATERIAL FROM

BEING DRAWN INTO ENGINE FUEL SYSTEM. EQUIPMENT MUST BE SUPPLIED
WITH SUITABLE FILTERS OF AT LEAST 10 MICRONS RATING.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-27 © 2014 Bell Helicopter, A Textron Company

Safety Precautions (Cont)

NOTE

Under No Circumstances Should Preservative Oil (Pwc 05-077) Be Sprayed I nto

Compressor Or Turbine Ends Of Engines. Dirt Particles Deposited On Blades And
Vanes Could Adhere And Alter The Airfoil Shape, Adversely Affecting Engine Efficiency.

Observe Starter Motor Operating Limits (Ref. Applicable Aircraft Manual).

Bearing Description

Function :

Holds major rotating assemblies.

Ball Bearings:

Absorb radial and axial loads.

Roller Bearings :

Absorb radial load only.

Permit thermal expansion.

Power Section Bearings:

Bearings 1 -4 are installed in each power section :

• No. 1 Ball - Front compressor

• No.2 Roller - Rear compressor

• No.3 Roller - Front power turbine shaft

• No.4 Ball - Rear power turbine shaft

412000_FMT_4WK_ENG_TG17_8_03_201 4OCT09 1 7-28 © 2014 Bell Helicopter, A Textron Company

Gearbox bearings:

Bearings 5-1 7 are installed in the reduction gearbox.

• No.5 Ball duplex - Front input drive shaft

• No.6 Roller - Rear input drive shaft

• No. 7 Roller - Front idler gear

• No.8 Ball duplex - Rear idler gear

• No. 1 0 Roller - Front power tu rbine shaft

• No. 1 0.5 Ball - Rear power turbine shaft

• No. 1 1 Ball - Rear clutch gear / 2nd stage gearshaft

• No. 1 2 Ball - Front clutch gear / 2nd stage gearshaft

• No. 1 2.5 Roller - Front clutch gearshaft I housing

• No. 1 3 Roller - Center 2nd stage gearshaft

• No. 1 4 Ball - Front 2nd stage gearshaft

• No. 1 5 Roller - Rear output shaft

• No. 1 6 Roller - Front output shaft

• No. 1 7 Ball - Front output shaft

Bearings 1 -8 are lubricated by the power section lubrication system .

Bearings 1 0-1 7 are lubricated by the reduction gearbox lubrication system.

Maintenance:

- No scheduled field maintenance on the bearings.

NOTES

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-29 © 2014 Bell Helicopter, A Textron Company

All Rights Reseived. For Training Purposes Only
POWERPLANT

Compressor Washing

Engine cleaning is basically confined to compressor desalination and performance

recovery washes. However an external wash is recommended whenever the engine is
contaminated with salt.
To perform a compressor turbine wash, the engine is motored using the starter and
washing fluids are sprayed into the engine intake through a high flow (2 to 3 gal/min)
(7.57 to 11.36 liters/min) spray ring/wash tube respectively.
Motoring washes are carried out at an Ng of 14 to 25% and the water or cleaning
mixture, which is pressurized at 30 to 50 psi (207 to 345 KPa) is sprayed into the
compressor inlet through the high-flow spray ring. Washing while motoring the engine
ensures that the cleaning mixture remains in liquid form.
Depending on the operating environment, it is recommended that the frequency of
compressor washing follows the directives contained in the following table:
Environment Wash Frequency Method Remarks
Strongly
Continuously
Desalination Daily Motoring recommended after
salt laden
last flight of day.
Strongly
recommended after
Occasionally the last flight of
Desalination Weekly Motoring
salt laden applicable day. Adjust
washing frequency to
suit engine condition.
Strongly
recommended. Adjust
washing frequency to
Performance 50 hours or
All Motoring suit engine operating
Recovery weekly
conditions as
indicated by engine
condition.
A motoring wash for light soil or multiple motoring washes for heavy
soil contamination is recommended.
�
� fl,_
e <!..C>'""-f:Y't.550< , � a.
� I.'.)� ze, M..u-'\.

NOTE
Multiple motoring wash should be performed to the extent permitted by starter operating
limitations. Observe starter cooling period (Ref. Starter Manufacturer's Manual).

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-30 © 2014 Bell Helicopter, A Textron Company

PT6T Major Divisions

y
BOX
SECTION

Lf-r
N0.1 POWER
S ECTION SECTION

=- e..,.J.;a'Y\
MAJOR MAJOR
ASSEMBLY
.II' ;1/r s·.z. c.. {..{o q
ASSEMBLY
SUB-ASSEMBLIES
4>,Si�
t:...em,,p..-<.Sscr

FLANGE 'A" ----1- FLANGE 'A'

REDUCTION I'
GEARB OX REDUC TION GEA
OUTPUT INPUT SECTION
SECTION
ASSEMBLIES

.------- REDUCTION GEARBOX ______,

The three major divisions of the PT6T-3DF powerplant are the two power sections, left
and right, and a single reduction gearbox. The left power section is designated as
ENGINE No. 1 and the right as ENGINE No. 2.

The power sections are identical free-power turbine turbo-shaft engines, each
composed of an accessory gearbox, gas generator section, two separate turbines; a
gas producer turbine to drive the compressor and accessory gearbox, and a free-power
turbine to drive the turbine shaft. The turbine shaft is coupled to the power output shaft,
to the reduction gearbox, and to the power turbine and exhaust section.

The two power sections drive a single gearbox output shaft to the transmission through
separate halves of a common reduction gearbox, often referred to as a combining
gearbox, combining the output of both power sections into one.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-31 © 2014 Bell Helicopter. A Textron Company

Compressor

c��
0-,,.__.,,

NAL PORTI
ERATOR

AEAA-7 1 00_000001

412000-FMT_4WK_ENG_TG17-B_03_2014OCT09 17-32 © 2014 Bell H l copter, A Textron Company

:l
All Rights Reserve . For Training purposes Only
POWERPLANT

Compressor (Cont)

The compressor comprises three axial rotor stages, three interstage spacers, three
stator assemblies and a single-stage centrifugal impeller and housing. The complete
assembly is housed within the gas generator case and is supported by No.1 bearing
assembly in the compressor inlet case and No.2 bearing assembly in the gas generator
case centerbore. When running at maximum continuous rating, the compressor
supplies air to the engine combustion section at a compression ratio of 7 : 1.

No.2 bearing, the compressor stubshaft, the centrifugal impeller and the impeller
housing are positioned in that order, followed, sequentially by the third and second
stage rotor and stator assemblies and their associated interstage spacers, the first
stage stator assembly, and the first-stage rotor assembly of which the compressor hub
is an integral part. The hub is supported by No.1 bearing. The rotor components are
stacked and secured together by six tie rods.

No. 2 roller bearing supports the compressor stubshaft and its attached turbine. T he
bearing inner race is located between labyrinth rotor air seals which butt against
shoulders on the compressor stubshaft and the compressor turbine stubshaft.

The compressor stubshaft is a hollow steel forging machined externally to

accommodate No. 2 bearing and rotor air seal.

The impeller housing is secured in the gas generator case by a retaining ring. Rotation
of the housing in the gas generator case is prevented by a stainless steel locating pin in
the case which mates with a slot in the housing.

Each rotor stage consists of rotor blades which fit into dovetail grooves in the rims of
rotor disks. First-stage rotor blades are made from titanium and second and third-stage
blades from cadmium plated stainless steel. The airfoil cross-sections of first-stage
blades differ from that of second and third-stage blades and blade length decreases
progressively from first-stage to third. The limited clearance between the blade root and
the disk groove produces the characteristic clicking sound heard during compressor
rundown. The interstage spacers installed between the rotor disks limit blade axial
movement during operation.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-33 © 2014 Bell Helicopter, A Textron Company

Compressor (Cont}

Each set of compressor stator assembly vanes is held in position by a circular ring
through which vane ends protrude and to which they are brazed. The first-stage
compressor stator assembly provides a shroud for the first and second-stage rotor
blades, and the third-stage vane and shroud assembly provides a shroud for the third
stage blades. First and third-stage assemblies are bolted together, and the third-stage
vane and shroud assembly is secured to the impeller housing. The second-stage
compressor stator assembly is housed between first and third-stage assemblies and
located by a single staked pin. Interstage pressure air (P2.5) is vented to the
compressor bleed valve chamber in the gas generator case through slots in the third
stage vane and shroud assembly.

The compressor hub is a hollow steel forging, machined externally to accommodate

No.1 ball-type bearing, a labyrinth rotor air seal and a spacer. The bearing outer race is
held in position against a shoulder in the bearing support inner housing, and secured by
a ring nut and rivet. The bearing labyrinth rotor air seal, a spacer, and bearing split inner
race are secured in that order against a shoulder on the compressor hub assembly by a
cup washer and spanner nut. A groove on the outer circumference of the split inner race
facilitates removal by means of a puller. A short, hollow, steel coupling, externally
splined at its protruding end, is secured within the hub by a transverse pin through hub
and coupling.

The rows of vanes in each stator stage diffuse compressor air, raise its static pressure
and direct it to the next rotor stage. The air finally leaves the compressor at the
centrifugal impeller and is directed into the diffuser tubes in the gas generator case.

41 2000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 1 7-34 © 201 4 Bell Helicopter, A Textron Company

�
�
� Small Exit Duct
""""
�
�
�
I""\
�
�
�
�
.�

�
�
�
�
�
�
"" Combustion
Chamber
�
�
�
AEAA_7100_000002
(11:\

I"'\ The combustion section of the engine is contained in the front part of the gas generator
� case, and consists of the combustion chamber liner and the large and small exit ducts.
�
Compressor delivery air from the diffuser section discharges into the combustion
section . The air enters the liner through straight and plunged holes, mixes with the fuel
�
from the manifold , and ignite. The expanding gases flow to the rear and into the exit
fl"t\
duct zone, where the gas flow turn 1 80 degrees inward to flow forward through the
� compressor turbine stator to the compressor turbine.
�
�
I"\
�
�
�
� 412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-35 © 2014 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
�
�

POWE RP LANT �
r-,
Turbine
,.,
�

,.,
�

# 3 Bearing
�
�
�
�
! ' .
�
'
'

. �
# 4 Bearing
�
' :/ t?
,!
tj . , , ·· �
(j ' �
, �
� �

- Power Turbine
�
�
Coupling Shaft �
fA'I
�
�
.
�
'
�
,-...
t-,
/Al
,...,
�
�
�
�
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�
,-....
AEAA_71 00_000003 �
�
�
�
41 2000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 1 7-36 © 201 4 Bell Helicopter, A Textron Company
�
All Rights Reserved. For Training Purposes Only
/A'-.
POWE RP LANT

Turbine (Cont)

There are two turbines incorporated in the engine, a compressor turbine in the gas
generator section coupled to the compressor rotor and a "free" power turbine in the
power turbine and exhaust section mounted on the power turbine shaft driving the
reduction gearbox. The term "free" is used to indicate that the power turbine is not
mechanically linked to the compressor turbine.

The power turbine and exhaust section is located between the gas generator and
reduction gearbox sections of the engine. The section contains the power turbine stator
assembly, the power turbine, the power turbine shaft and shaft housing, No.3 and No.4
bearing housing support and the exhaust duct.

The compressor turbine is driven by the gas flow from the combustion section being
deflected onto the turbine blades by a stator assembly. The compressor turbine
comprises a bladed disk assembly running in a shroud housing assembly.
The power turbine is rotated by the remaining energy in the gas flow from the
compressor turbine being deflected on to the power turbine disk by the stator assembly.

The blades are secured in the fir-tree serrations by individual tubular rivets.
NOTES

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-37 © 2014 Bell Helicopter, A Textron Company

Exhaust

i;-·· 'i.,-, -
r-- .J
I\

·�
Flange D
Outlet Port

Flange A

Insulation Blanket

Flange C

AEAA_7100_000004

412000_FMT_4WK_ENG_TG17_B_03_20140CT09 1 7-38 © 2014 Bell Helicopter, A Textron Company

Exhaust (Cont)

The exhaust duct, which is located between the gas generator section of the power
section and the reduction gearbox, is a divergent heat-resistant steel duct, incorporating
a single outlet port. The duct is secured at Flange A to the reduction gearbox, Flange C
to the gas generator case and Flange D to the power turbine stator assembly. The
power turbine shaft and shaft housing assembly and No.3 and 4 bearing housing
support are housed within the exhaust duct. An insulation blanket is interposed between
these components and the duct to reduce heat transmission from the exhaust gases.

A drain hole at the 6 o'clock position, allows fuel accumulated during engine shutdown,
to drain into the gas generator case and out through the drain valves. The duct receives
the gas flow from the power turbine, and directs it to the airframe exhaust via the outlet
port.

NOTES

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-39 © 2014 Bell Helicopter, A Textron Company

PT6T-3D Airflow

__,....-x t l ©0 � p ,-,,,
0 0 +o r,,,,___._'�

Hvz.;t � 0� � (....t,,J
c.,c...<--S
PRESS
°C

..----
TEMP PSIA
'
I I
1100 ( 1 08.2)--(1 06.6) 110
I �
l ( 1 050) 11,..

I \'\.
100
1000
i V

: I \'\.
I 90
900

I t\ ,_
800 80
I ' 'I

I ..•
700 (78� 70

!
I
600 (628) 60
i (618)

: I ;
500 50

400
300
..,'- (41)
40

..,,, I/
(31)
-,'·
1286) '

�-----
I/ ----
200 20
____T____
( 1 4.7) (14.7�#
(94) (1 .5)_
100 10
(16) ,
(15)
0
1 2 2.5 3 4 5 6 7
2.8
NOTE: PRESSURES AND TEMPERATURES LISTED TEMPERATURE ----
ARE TAKEN AT OFF POWER, STANDARD DAY PRESSURE ------•

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-40 © 2014 Bell Helicopter, A Textron Company

PT6T-3D Airflow (Cont)

Inlet air from the air management system enters each power section through a circular
plenum chamber formed by the compressor inlet case at station 1 , and is directed to the
first stage axial compressor at station 2. The compressor consists of three axial stages
and a single centrifugal stage of compression, acting as a single integral unit.

The compressed air exiting the third axial compressor stage and entering the centrifugal
compressor occurs at station 2.5. Compressed air from the centrifugal compressor
passes through diffuser pipes and straightening vanes to station 3 located at the
entrance of the combustion chamber.

The combustion chamber is an annular, reverse flow type unit with various sized
perforations for entry of compressed air into the combustion chamber. Expanding
gases of the combustion move forward, change direction 1 80 ° at station 4, and drive the
compressor turbine.

Thermocouples mounted at station 5 monitor exhaust gas temperature as the gases

pass rearward through the power turbine nozzle guide vanes to drive the power turbine.
The exhaust gases from the power turbine at station 6 are directed through the exhaust
outlet at station 7 into the air management system bypass air of the exhaust ejector and
into the atmosphere.

NOTES

t c?Q ¾ w,:, (1 b

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-41 © 2014 Bell Helicopter, A Textron Company

Compressor Bleed Valve

GAS GENERATOR CASE

• INTERSTAGE AIR
P2.5 / P2.8

PRIMARY
ORIFICE

CLOSED OPENED SECONDARY

ORIFICE

'D,J }C:-K-A �
fc.v<i-� 1-1 be -r- 5
� �(1?r J.,.j_,
��
� ��

CENTRIFUGAL C)��

AXIAL

P2.5 BLEED ZONE

91·93 % NG

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-42 © 2014 Bell Helicopter, A Textron Company

Compressor Bleed Valve

Each power section contains an interstage air bleed system to provide anti-stall
characteristics by dumping a part of the compressed air from the compressor 3rd stage
vane assembly. A bleed valve mounted on the gas generator case at the 5 o'clock
position controls dumping of the air.

The compressor bleed valve contains different sized orifices which control the closing
point on individual engines. If the closing point is not within the specified limits,
replacement of the secondary orifice is permitted. If closing point is above the limit,
install an orifice of a smaller size. (Smaller dash number) If below the limit, install an
orifice of a higher size. (Higher dash number) One size change will shift the valve
closing point by approximately 1% N1.

Orifices P/N: ST 3268-xxx (range from -067 to -090) Baseline orifice: ST 3268-079

NOTES
I
� + l.J c 5 oo l([ Bc.J; 1o 0 lwl (ot�) r0 c +o 51 s (y:i.J J

�� Otf� c4w k�� ck;d;- �k �ktD ltMulvdhr-£

Pt:0 JI� doc&-� �v � G¼, �_._.Uk'.t,
""-'-'=--'-'-
·1o=------

fu c To c C

o-r

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-43 © 2014 Bell Helicopter, A Textron Company

Air Management System

INLET DUCT

Adjust door nut

to hold door
flush 0.030 in.
fully retracted
position

1'>
-VAL:)

-©
ASSEMBl!.Y
� INLET DUCT
TRANSITION
DUCT
FOWARD �
D

,-1.. VALVE .,.../_,..,....,,.....,�

·' �SSEMBLY
.

-
... .. . ..

..
.·
. .
•• � . .. .
• . : :
... .
. .

;--
..
... .
.

.• • ..
/.

INDUCTION
BAFFLE

:J- - ll.
DUCT � , : :: ·. ·,: . · ::
.
. ..__: · -. . .:-: _ . _ �fi�
.•.
_.·-_. "_·-))t.- �--
-
- ->- ---:- ·:_ -·-·- ·- -� ..... - _ _ )_ \
!!
EXHUAST
�
\ DUCT

ADJUST ACTUATOR
DOOR NUT TO HOLD
DOOR FLUSH -003 IN
. -: -• �

..
FULLY RETRACTED
. .:'j i POSITION

EXHAUST
FLANGE

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-44 © 2014 Bell Helicopter, A Textron Company

Air Management System (Cont)

. . • : .. .
:.
•" ';' .
).

'· ·. · :. -; .
-
.

-.. ·.. .:
: :. : .

The air management system is a dual system of ducts and valves that provides inlet air
to each power section, and through an ejector, carries away exhaust gases. A two
position control valve, downstream of the engine inlet duct, provides control of the
airflow to the ejector.

During normal operation, the control valve is open and a portion of the air entering the
inlet duct bypasses to the ejector to carry away most foreign particles.

NOTES

412000_FMT_4WK_ENG_TG17 _B_03_2014OCT09 1 7-45 © 2014 Bell Helicopter, A Textron Company

Starting System

SEE DETAIL A

Fan Cover

Starter Generator

AEAA_71 00_000005

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-46 © 2014 Bell Helicopter, A Textron Company

Starting System

One starter-generator is mounted on each of the two engines. If electrical power is

supplied to the series (or starter) winding, the starter-generator produces a rotational
torque for starting the engine. Electrical power may be from the battery or from an
external source of 28 voe power.

To start engine No. 1 , close ENGINE NO. 1 IGN circuit breaker and ENGINE NO. 1
START RLY circuit breaker. Set ENGINE 1 FUEL switch to ON and START switch (on
pilot collective switch) to ENG 1 position . This energizes No. 1 start control relay and
No. 1 starter-generator relay which energizes No. 1 generator relay, and also energizes
engine No. 1 ignition unit. Current now flows through contacts of No. 1 generator relay
and No. 1 starter-generator relay to the series (starter) winding of the starter-generator
No. 1 . To start engine No. 2 use the above described procedure using control items of
the engine No. 2 system in lieu of engine No. 1 system items. Maintenance of the
starter-generators is-cove d in chapter 7 1 of this manual.

NOTES

5 � � o£J

412000_FMT_4WK_ENG_TG17_8_03_201 4OCT09 1 7-47 © 2014 Bell Helicopter, A Textron Company

Ignition System

TYPICAl CONNECTION

COMIUSllOII
CMAMIHI Lllfll

oaTEI IHIT

FUEL
SWITCH 00Ttll UMT

1
0
!J
...u18
ID

0 STARTER
-=-
> SWITCH

412000_FMT_4WK_ENG_TG17 _B_03_2014OCT09 1 7-48 © 2014 Bell Helicopter, A Textron Company

Starting and Ignition System (Cont)

Ignition System (Cont)

WARNING I
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH.
TURN IGNITION OFF. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION
EXCITER END FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE
COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.

The ignition system has been developed and adapted to provide quick light-ups over a
wide temperature range.

Each power section has its own separate ignition system, consisting of an ignition
exciter, shielded igniter plug cables, and two igniter plugs.

Each spark igniter system comprises an exciter, two ignition leads and two spark
igniters and operates from a 9 to 30 VDC supply.

NOTES

tlu rt'½:& : � J-lt omo.) ( ..:.p

� /�. #M l '3a� . k )/4 ")..

412000_FMT_4WK_ENG_TG17 _B_03_2014OCT09 17-49 © 2014 Bell Helicopter, A Textron Company

TS lnterturbine Temperature Thermocouple and Compensator

POWER

INDICATOR

-
INTERTURBINE TEMPERATURE (ITT) )) S�
� 300 to C Continuous operation
� �o o"- g 10 "c
°

765 to 8 1 0 ° C

-
CJ 5 minute takeoff range

810 C °
Maximum for takeoff �,o'c f'1-6-¥- 1..-o:, �<'.... ; >
CJ a22 ° c Maximum 30 minute OEI s1 'lt/c "-1<3..J< e,o-v{. Of1

850 ° C Maximum 2 1 /2 minute OJ I

1 090 ° c
�
Maximum for starting (2 econds
� fb-J- l t:Pi.z_ i•k� maximum above 960 ° C)

Inter-turbine temperature is sensed by eight Chromel-Alumel probes located between

the gas producer turbine and the power turbine guide vanes. Shielded leads connect
the probes to an external terminal block which is connected by leads to a T-5
temperature compensator mounted on the reduction gearbox.

The T-5 temperature compensator is mounted on the reduction gearbox. The

adjustable temperature compensator is used to standardize ITT indications, using
power section data plate temperature as a reference. The T5 temperature compensator
is connected to the inter-turbine temperature probes terminal block, the ITT gage and
helicopter power.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-50 © 2014 Bell Helicopter, A Textron Company

Accessory Gea rbox

STi'.RTER
- -., GENERATOFl 13EMI

·"'-.ll
�
\
\

i.--- GEAR
/ IDLER

GAS PRODUCER RPM (Nil

9 0 1
Minimum for opening throttle
1 1 1,,, .
1''/.
during start

0 �
� 2
/%X
10 2
� � 6_ � idle RPM
r/..._
61%
6 �
� 5 fMI 6 1 % t o 1 0 3 . 1 % Continuous operation

�- 10 · - 103.1 % Maximum continuous

4�
�
�, 9 RPM
5�
r-i 1 0 3. 1 % to 1 0 3 . 7 % Continuous OEI
,,. 8 2 1 / 2 minute OEI

1 . _s,,,,�
l___....J 103.7% t o 109.2%

'i;, ,
,, . . ,,. CJ 1 03.7% Maximum continuous OEI

- 109 .2% Maximum 2 1 /2 minute OEI

An accessory gearbox section mounts to the front of each power section, and houses
the input shaft from the power section and the reduction gearing for the tachometer
generator, fuel control unit and starter-generator. Each gearbox contains the oil
reservoir and pumps for the lubrication system of the accessory gearbox, the power
section, and the power section input section of the reduction gearbox.

412000_FMT_4WK_ENG_ TG17_B_03_2014OCT09 1 7-51 © 2014 Bell Helicopter, A Textron Company

Reduction Gearbox

�
CLUTCH GEA� _1 , ,'�-�i) '.
.JI. � I - r� - OUTPUT SHAFT �•..l..
:--:. r;:.'J' lal& STAGE
CLUTCH �=::::::':S:::�� HELICAL
CLUTCH GEAR GEAR
TORQUEMETER
VALVE
IDLER
\_ 4
rt �=i-E��CJ
GEAR
GE
•· � • 1 HE LIC�
- GEAR
��
J.,
·..,;r, · -1

-----i
.
.1r-i .� __,-/

.
. -,-l �
·)� IDLER GEAR
BLOWER

L
DRIVE

DRIVE ,
c._.r- N2 TACH
ii ; '
). GENERATOR INPUT SHAFT
�
INPUT SH REDUCTI ON GEARBO X

-
TRIPLE TACHOMETER

ROTOR RPM CN•l

C=:J

--
26 10 77% Transient ground operation
80% Minimum for outorotauon below
8000 Lb (3629 kg) gross weight

C=:J 80 to 9 1 % Powe, off operation below 8000 Lb

(3629 kg) gross wo,ght

--
91 10 104.5% Continuous operation ( 9 1 %
minimum power oft)
104.5% Maximum

ENGINE RPM (N11)

-
97% Minimum
97 10 100% Continuous operation
C=:J 100 to 104.5% OpcratK>n ot or below 30% engino
torque
104.5% Moximum ot or below 30% engine
toroue

The reduction gearbox, also known as the combining gearbox, provides a 5:1 reduction
of the power turbine speed to output shaft speed by means of a three-stage gear train
for each power section. Each power section reduction gearing contains a sprag clutch
unit that drives in one direction only, so that with one power section inoperative, the
sprags disconnect the inoperative power section.

Each gear train drives three accessories; the N 2 power turbine governor, N 2 tachometer
generator and an oil cooler blower for that power section. Two torque pressure
transmitters and a torque control unit receive torquemeter oil pressure from the gear
box.

412000_FMT_4WK_ENG_TG17_B_03_2D14OCT09 1 7-52 © 2014 Bell Helicopter, A Textron Company

Torquemeter

CLUTCH GEAR
3rd STAGE
HELICAL GEAR
TORQUE
TRANSDUCER

CONSTANT
POWER

INCREASED
POWER

TORQUE
RANSDUCER

l! �WHITNEY
9 LONGUEUL. QUEBEC, CAl>IADA

Twin-Pac• GEARBOX
"5SY NO. 3�02
�4�
780
�=====1
!PT6T 313B/6
!e
l

'=l
MODEL
ADJUSTMENT SERIAL NO. CP-GB 2597
TAKE-OFF SHP 1= H=
87=5=iS= P
===�
DOT TYPE APPROVAL E�1�0========:
!,!I

FM TYPE CERTIFICATE E�22

� E,eA=======
L.H. TM INDEX 4.5 I lR.H. TM INDEX 6.4
!,!
I

GEARBOX DATA PLATE TRANSDUCER SLOPE L.H. ZERO NEG 5.1 ! lR.H. ZERO NEG 4.0
SLOPE SWITCH SETTING L.H. SPAN POS 9.2 I IR.H. SPAN POS 4.9
9 REGISTERED TR/\OEAURKS
NIL 1
A 2
B 3
AB 4
D 5
AD 6 TORQUE TRANSDUCER SETTINGS
BO 7
B.H.T. PN 412·075-205
ABO
BCD
8
9 LH. VALVES ! A8 D ! R.H. VALVES =::2:::Z!!::s;::! '8 4 . I : 2, � Cf1,0S-
ALL 10 LH.CC 0 l 87.7 ! R.H.CC 0
o-.- 'f� ,�
TRANSDUCER SffilNG CHART
� 5. lf PS {
412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-53 © 2014 Bell Helicopter, A Textron Company
All Rights Reserved. For Training Purposes Only
POWE RP LANT

Torque Pressure Transducer

Calibration of PT6T-3DF Torque Transducers

1 ) Record pressure transmitter value letter code and alpha valve (in degrees Celsius)
from engine reduction (C-box) supplemental data plate.

2) Using the table below, set the slope adjustment rotary switch to the position
associated with the code letter on the engine reduction gearbox (C-box)
supplemental data plate.

Gearbox Dataplate Transducer Slope

Slope Setting Switch Setting

NIL 1
A 2
B 3
AB 4
D 5
AD 6
BD 7
ABO 8
BCD 9
ALL 10

3) Turn Battery "ON"

4) Push ENG 1 TORQUE and ENG 2 TORQU E Circuit Breakers In.

5) Using a deadweight tester or similar calibrated liquid pressure source, apply a

reference pressure of 35.4 ± 0.25 psig to sense port of transmitter.

6) Compute the percentage torque corresponding to the reference test pressure

according to following equation.

2 = % Torque

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-54 © 2014 Bell Helicopter, A Textron Company

EXAMPLE:

a.0 from reduction gearbox (C-box) supplemental data plate L. H. a.0 = 86.9,
R . H . a.0 = 85.9

Engine No.1 Torque = 86.9 2 = 43.45%

Engine No.2 Torque = 85.9 2 = 42.95%

7) Pilot's Engine No.1 torque reading should match Engine No. 1 calculated torque.

8) If pilot's Engine No. 1 torque and calculated torque do not match, rotate zero
adjustment screw on torque transmitter until pilot's Engine No. 1 and calculated
torque read the same.

NOTE:

Co-pilot's indicator should read within one percent of pilots torque indicator, and both
Engine No.2 indicators should read zero.

9) Repeat steps 1 through 8 for Engine No.2.

Si -� NOTES

[� s�____:b�e..._:
- �b�l=��=e�v-�_l_
��[
�o��-{_/_
l_� s e��
:_L_ �s�k�s____�
-----------'ckvt
'-=-�T-o�v-,,pn-- Tr?:c,v[S c&...tc(2.r ca { l· fy, eirev,. f

412000_FMT_ 4WK_ENG_TG17_B_03_2014OCT09 17-55 © 2014 Bell Helicopter, A Textron Company

Powerplant Fuel System

J I- ·- -"� �INEARACTUATOR&
/1.:-u.A,<::/.,..,,.,,- DROOP COMPENSATOR .N\ � �
TORQUEMETER PRESSURE

♦ ♦ �
TORQUE
CONTROL UNIT

Pg COYERNOR RESET PRESSURE

-,:,-,r-----==+-.-- f'3 COMPRESSOR

DISCHARGE AIR
'3 COMPRESSOR
DISCHARGE AIR

N-1 COVERNOR

..................... ..................... . ......... . ................... ....................

FUEL BLEED
TOAFT
CENTER TANK

[""'
OOVERNOR SOLENOlD MANUAL FUEL MANUAL FUEL CONTROL UNIT
COVERNOR
SOLENOID AND
TRANSFER

__,..
AND TRANSFER VALVE. VAi.YE

.... ............................
TWIST CR!P MANUAL MODE

- PNEUMATIC - AUTOMATIC MODE FUEL FLOW

POWER SECTION FUEL PUMP
- MECHANICAL IIBII MANUAL MODE FUEL FLOW
- ELECTRICAL - FUELINPIJT

INDICATED FUEL FILTER OR FUEL HEATER RESTRICTED

FUEL FILTER FUEL FILTER
)·" PSID (BXPASS ATZ.T TO :,p "SIQ

BOOST f'UMP' FUEL PRESSUR.E 12 TO 15 PSI

BOOST PUMP FUEL PRESSURE 12 TO 15 f'SI

c..l. e C lz

� pfo. k /o.. f� b,, {6

'P//1' - {)We o :1 � '2.�

412000_FMT_4WK_ENG_TG17 _B_03_2014OCT09 17-56 © 2014 Bell Helicopter, A Textron Company

Powerplant Fuel System (Cont)

The powerplant fuel system consists of separate but identical power section hydro
pneumatic fuel control systems, with a common torque control unit. Each power section
fuel system is made up of a fuel pump, a manual fuel control unit, and automatic fuel
control unit, power turbine governor, flow divider, manifolds and nozzles.

The fuel pump is a positive displacement gear-type unit with a 1 0-micron pleated paper
fuel filter mounted on the pump body. The output of the pump in excess of power
section requirements is returned to the inlet.

The manual fuel control unit is mounted with the fuel pump and automatic fuel control
unit on the accessory gearbox. Its function, normally is to pass fuel from the pump to
the automatic fuel control, and from the automatic fuel control to the flow divider. It has
a transfer valve, combination metering and shut-off valve controlled by the power
control throttle lever, a pressurizing valve and bypass valve.

The automatic fuel control mounted to and driven by the fuel pump, establishes the
proper fuel schedule, in response to the power requirements, by controlling the speed of
the gas producer turbine.

NOTES

f iJel,,,,. I 1--'s ,,,,_ e >g sec. 1') J-,,, s = ',1 , � A=, � /.o k"-<-<-e C , h,.n.. � Ir,

/clle /trsl- f

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-57 © 2014 Bell Helicopter, A Textron Company

Flow Divider

TO PRIMARY MANIFOLD
PRIMARY -0-
VALVE

◊
PRIMARY FLOW POSITION
VALVE OPENS AT FUEL PRESSURE OF 9-13 psi. j )._ - 1 4 % J/; ;--p,.,..,_

TO PRIMARY MANIFOLD TO SECONDARY MANIFOLD

SECONDARY ,---� 6�----..•r-----,
VALVE

PRIMARY AND SECONDARY FLOW POSITION

VALVE OPENS AT FUEL PRESSURE OF 1 7-22 PSI 3B/3BE 30 - Y5 1/o ,t,/ r-r m
33 PSI 3D
1

DUMP POSITION
FUEL IS DUMP OUTSIDE (OLD} OR RETURNS TO CELLS ON NEWER C

The fuel flow divider is located on the bottom of the gas generator case and directs
metered fuel to the duplex fuel nozzles. During the start cycle, fuel is directed only to
the primary orifice of the duplex nozzles and then as N 1 speed increases, fuel is
directed to all of the nozzle orifices. When the engine is not operating, the flow divider
serves as a dump valve, allowing the manifold to drain into the upper outboard fuel cell.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-58 © 2014 Bell Helicopter, A Textron Company

Fuel Manifold Schematic fJ - .Se..nL 5

FUEL NOZZLE SHEATH

PRIMARY
COMBUSTION CHAMBER FUEL NOZZLE MANIFOLD
OUTER LINER ASSY l�
�-�
1

FUEL MANIFOLD
ADAPTER

FLOW ·DIVIDER 7VIEW LOOKING FORWARD

FUEL MANIFOLD
ADAPTER

STRA
SECONDARY FLOW

The 14 duplex fuel nozzles are connected by tubes to form a dual manifold around the
gas generator case. The primary nozzle orifices provide the fuel spray for starting and
are supplied fuel through the forward manifold tubes. An increase in N-1 causes fuel
pressure to increase and the secondary nozzles to spray fuel into the combustion
chamber. At this point the 14 nozzles deliver fuel through their primary and secondary
orifices.

NOTES

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-59 © 2014 Bell Helicopter, A Textron Company

Fuel Control Adjustments

ENGINES (B SERIES) INCLUDED IN RED

ACCESSORY GEARBOX (REF.I

OIL-TO-FUEL g \
,:;-.-
HEATER IREF l ,U

a�
AUTOMATIC FUEL �
(C ,,-1� ;,--
CONTROL UNIT IAFCUI
i� '(
C)
- � ef-2
';

COUPLI
B

AND FILTER

SOLENOID VALVE

MANUAL FUEL
CONTROL UNIT (MFCU)

DETAIL C

DETAIL A

IDLE SPEED ADJUSTMEPlT 'S � �

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-60 © 2014 Bell Helicopter, A Textron Company

FUEL CONTROL ADJUSTMENTS (Cont.)

ENGINES (B SERIES) INCLUDED IN RED

1. Interconnect linkage adjustment.

a. Engine not running. b 'I'. �f..t.r : d�.:�w-��? iw {( � "-c¥2'

a,...)_;-
",,.

b. Twist grip open until auto lever touches stop. "� __ , : , O, 0 I ' f- bv /2� f
c. Check clearance at manual stop for . 015" minimum, .020" maximum. If not
adjust interconnect linkage to obtain . 015" minimum, .020" maximum.
2. AFCU Idle Speed Check. -,- ,..,• __,; "'i..J. v-u..._. I .,.- �...... :;«..�� 0
...
Jr �V'\. ,hf
.._. .a. ,.J · �-'cl♦
a. Start both engines and let idle for 5 minutes.
b. Activate "IDLE STOP" release switch. Rotate throttle twist grip below the idle
stop so that Manual Fuel Control Unit (MFCU) pointer is positioned between
30 and 35° on the quadrant.
c. For aircraft with PT6T-3B/BE engine, verify that gas producer speed (N1 )
is between 51 and 52.5%. For aircraft with PT6T-3D/DE/DF engine, verify
that N1 speed is between 53.8 and 55%.
If necessary, adjust the Automatic Fuel Control Unit (AFCU) idle to bring
N1 within required range.
d . The difference between N 1 IDLE speeds of both engines must not exceed
1%.
3. Checking Auto to Manual (Only for operators flying above 5,000 ft).

a. Fly helicopter 6000' P.A.

b. Twist grip to flight idle (61 ± 1% N 1).
C. Switch to Manual.
d. GOV MANUAL-(Amber) segment illuminated on Master Caution Panel.
e. Manual should be 6 1 ± 5% N1 (B Series), 61 + 0, - 9% N1 (D Series)
f. Return to Auto.
g. If not 61 ± 5% (B Series), 61 + 0, - 9% N 1 (D Series) adjust interconnect
linkage.
h. If interconnect adjusted - AFCU to high stop - Check for minimum
clearance at MFCU high stop.
4. Acceleration Check (Both engines running).

a. N 1 at 61 ± 1% N 1 .
b. Rapidly open twist grip and when N1 reaches 90% retard throttle to flight
idle. Note time from 61-90% should be within 4 seconds.
c. Adjust acceleration adjustment one click at a time for 4 seconds.
Max. 3 clicks in either direction for B series. Max. 6 clicks for D
series.

412000_FMT_4WK_ENG_TG17_8_03_2014OCT09 1 7-61 © 2014 Bell Helicopter, A Textron Company

FUEL CONTROL ADJUSTMENTS (continued)

, - I ,.J •\.,\

PART POWER TRIM STOP

STOWE D POSITION
13

STOP "IN USE"

POSITION
VIEW A

SEE VIEW B
- - CLEARANCE

VIEW S

1. Manual - automatic fuel control 9. Maximum stop screw. manual

2. 1 0.
interconnect linkage fuel control

3.
Datum line Fuel control arm. automatic

4. 1 1.
Specific gravity adjuster fuel control

12.
Automatic fuel control Cotter pin

6. 1 3.
5. Manual fuel control Part power trim stop

1 4.
Minimum stop screw. manual Cotter pin
fuel control Maximum stop adjustment

8.
7. Stop arm. manual fuel control screw. automatic fuel control
Stoa. manual fuel control

-� G E
Slave Stop
i) _ :-
ASAC 3243781 3 .B
Part Power Stop

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-62 © 2014 Bell Helicopter, A Textron Company

FUEL CONTROL ADJUSTMENTS (continued)

ENGINES (B SERIES) INCLUDED IN RED

5. N 1 Topping.

3D SERIES GROUND RUN ONLY j{ � = 22. 5 R P}(

c. c.. c.s = 1 //1. c n E.As t?
a. Using PART POWER STOP (ASAC 3243781) c c_,- :: D EcR.i= A s 2
b. One engine flight idle. � g SR.�M= 1 %
c. Other twist grip full open. Beep - FULL INCREASE or 1 00%N 2.
d. Increase power by raising collective, dropping N 2 to approximately 97% to
obtain 92.0% TO 92.6% N 1 .
e. Do not exceed torque 81% or ITT of 925 °C.
f. If N 2 droops below 97% prior to 92.0% N 1 , increase topping.
g. If 92.6% N 1 is obtained without N 2 droop, decrease topping and recheck.
h. Return part power stop to the stowed position.
i. Recheck the MFCU stop for correct clearance.

3B SERIES

a. In flight - One engine flight idle.

b. Other twist grip full open. Beep to 100% N 2.
C. Increase power by raising collective, dropping N 2 to approximately 97% to
; h ;l,�4
<...
- obtain 102.4% N 1 .
J.oy.:,l\c d. Do not exceed torque 73.2% or ITT of 850°C.
e. If N 2 droops below 97% prior to 102.4% N 1 , increase topping.
f. If 1 02.4% N 1 is obtained without N 2 droop, apply power to maximum
1 02.6% N 1 if droop does not occur decrease topping and recheck.

{
g. If the "PART POWER STOP" is used, topping is 99.8% N 1 (GROUND
�
I
RUN ON LY).
=r"·· i h. If the "SLAVE STOP" is used, topping is 95.7% N 1 (GROU N D RUN
ONLY). . .
' '
o.fkr ./opp/�. , p (.,L· :-1.0. . •-y.)- � o'-- ..- ,-o J1-i.0 .J h:>-w- posl lbft .
I I

r·e.c:1 ..:- c <. 1 '1T- C .:A.. .; ► 0ps. Jt.,.. co,,-J. de"'�"(.(,

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-63 © 2014 Bell Helicopter, A Textron Company

Torque Control Unit

Pg FROM TORQUEMETER PRESSURE

- NO. 1 TORQUE P.S. NO. 2 • • FROM P.S. NO.1
� NO. 2 TORQUE
- N0. 1 Pg BLEED TO POWER SECTION
OIL SYSTEM NO. 1
- NO. 2 Pg
D P ambient

...
Pg FROM
P.S. NO. 1
TORQUEMETER PRESSURE
FROM P.S. NO.2
J...-&m�h�--
- LIMITER
ADJUSTMENT

TORQUE CONTROL UNIT (T-3BE / 3D / 68)

A single torque control unit mounted on the reduction gearbox receives torquemeter
pressure from each power section and by controlling the governor reset air, limits the
total torque output.

NOTES
i.r/2 [p 0 1)
T c u... - T OR QU. E- L 1 · V1/1\. 1·-f- ,· .,.. � d
�
i-! P Bt �

]
S? () £
T c GL - /(1) ,-"ft,t..,Q_ 1 +- Co--� e��"2-2�
Cf I )_ '6 'i,,

! Wt2¼ 0[ (
(_ l•· v<--\. / /- '

R u.. � 0

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 1 7-64 © 2014 Bell Helicopter, A Textron Company

Torque Control Unit Adjustments

l! �WHrTNEY
e lOHGIJEUl. OUEBEC. CAW.DA

# 1 ENG. TORQUEMEl
PRESSURE
Twin-Pac• GEARBOX
ASSYNO.
#2 ENG. TORQUEMETER uooa
PRESSURE SERIAi.NO.
TAKE-OFF SHP
DOT TYPE APPROVAi.
FM TYPE CERTIFICATE
.5

e AEGISTEAED TIIADEIWU<S

Dome Position Versus To

Position Pressure range
I 56.6 to 68.4
2 68.5 to 80.3
3 80.4 to 92.2
4 92.3 104.1
I 16.0
to
5 104.2 to
I 16.1
#1 ENG Pg AIR
6 to 127.9
7 128.0 to 140.8
8 140.9 to 152.7
9 I 52.8 to 1 64.6

Maximum torque limit control setting

--- ---�
�- --- - - -
...
: CAUTION :
...
PERFORM THE MAXIMUM TORQUE C H ECK AND CONTROL LIMIT SETTI N G
ADJUSTMENT AFTER POWERPLANT OR REDUCTION GEARBOX CHANGE
AN D/OR AFTER EACH TORQUE CONTROL U N IT (TCU) CHANGE.

1 ) Disconnect and plug torquemeter lines from tee fittings on the TCU and PG air line
at both sides of TCU. Remove TCU from gearbox.

2) Fill pressure tester with same oil as in the powerplant and bleed all air from tester.

3) Cap one side of each tee fitting on the TCU. Connect pressure tester to open port on
both tee fittings, (a tee fitting in pressure tester line is required).

4) Keep pressure tester and its gauge at the same height as the TCU.

5) Adjust shop air pressure with a filtered in-line regulator to approx. 15 PSI and
connect to both PG air ports on right and left sides of TCU.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-65 © 2014 Bell Helicopter, A Textron Company

Torque Control Unit Adjustments (Cont.)

Maximum torque limit control setting (Cont)

6) Record the SPAN and ZERO settings from the gearbox data plate for the LH and RH
power sections located on the left side of the reduction gearbox.

Example: LH ZERO NEG 5.1 RH ZERO NEG 4.0

LH SPAN POS 9.2 RH SPAN POS 4.9

PT6T-3D TORQUEIBTBR PR.ESSURB AT TORQUB LIMITINO

ZERO INC
-12 -11 -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 l 2

SPAN
I
RATIO

22
4 9 . 36 4 9 . 0 0 48 . 6 5 4 8 . 2 8 4 7 . 93 4 7 . 5 7 47 2 1 4 6 . 85 4 6 . 49 4 6 . 13 45.77 45.41 4 5 . 05 44 . 69
21
4 9 . 62 49 . 2 6 4 8 . 8 9 4 8 . 53 4 8 . 17 47 . 8 1 47 45 47.09 4 6 , 73 46 . 3 7 46.01 4 5 . 65 45.28 44 . 92
20
4 9 . 87 4 9 . 5 1 4 9 . 15 4 8 . 78 4 8 .42 4 8 . 06 47 69 47.33 4 6 . 97 46 . 61 4 6 . 24 45.88 4 5 . 52 4 5 . 15
19
5 0 . 13 4 9 . 7 6 4 9 . 4 0 4 9 . 03 4 8 . 67 4 8 . 31 47 94 47 . 5 8 47 . 21 46 . 85 46.48 4 6 . 12 45.75 45.39
18
5 0 . 3 9 5 0 . 02 4 9 . 6 6 4 9 . 29 4 8 . 92 4 8 . 5 8 4 8 19 47 . 82 47.48 47 . 09 46.72 46.36 45.99 4 5 . 62
17
5 0 . 65 5 0 . 2 8 4 9 . 92 4 9 . 55 4 9 . 18 4 8 . 81 48 44 4 8 . 07 47 . 7 0 47 . 34 46 . 97 4 6 . 60 4 6 . 23 4 5 . 88
16
5 0 . 92 5 0 . 55 5 0 . 1 8 4 9 . 81 4 9 . 4 4 4 9 . 07 48 70 4 8 . 33 4 7 . 95 47.58 47.21 4 6 . 84 46.47 46 .10
15
5 1 . 19 5 0 . 81 5 0 . 4 4 5 0 . 07 4 9 . 7 0 4 9 .33 48 95 4 8 . 58 48. 21 47. 84 47.46 47 . 0 9 46.72 46 .35
14
5 1 . 4 6 5 1 . 0 8 5 0 . 7 1 50 . 3 4 4 9 . 9 6 4 9 . 5 9 4 9 2 1 4 8 . 84 48,46 4 8 . 09 47 . 7 1 47 . 34 4 6 . 97 46.59
13
5 1 . 73 5 1 . 36 5 0 . 9 8 5 0 . 60 5 0 . 23 4 9 . 85 4 9 47 4 9 . 10 4 8 . 72 48 . 3 5 4 7 . 97 4 7 . 59 47.22 4 6 . 84
12
5 2 . 01 5 1 . 63 5 1 . 2 5 5 0 . 8 8 so.so 5 0 .12 49 74 4 9 . 36 4 8 . 98 4 8 . 60 4 8 . 23 47 . 8 5 47 .47 47 . 09
52 . 2 9 5 1 . 91 5 1 . 53 5 1 . 1 5 5 0 .77 5 0 . 3 9 50 01 4 9 . 63 4 9 . 25 48 . 87 48.49 48 . 1 1 47.73 4 7 .34
11
10
f---5-:1�5'1-5� 1"9-5 l-..-8-l�-.-4-3-5 1 - -.-0�- <h-8- 6- .- 4 9 . 90 4 9 . 51 4 9 . 13 48.75 4 8 . 37 47 . 9 8 4 7 . 60
9
5 2 . 8 6 5 2 . 4 8 52 . 0 9 5 1 . 7 1 5 1 . 32 5 0 . 9 4 5 0 . 5 5 5 0 . 17 49.78 49.40 4 9 . 01 4 8 . 83 4 8 . 25 47 . 86
8
53 . 15 5 2 . 7 6 52 . 3 8 5 1 . 99 5 1 . 6 0 5 1 . 22 5 0 . 83 5 0 . 44 5 0 . 06 4 9 . 67 49.28 4 8 . 90 •l S . 51 4 8 . 12
7
53 .44 5 3 . 05 5 2 . 67 5 2 . 2 8 5 1 . 8 9 5 1 . 5 0 5 1 . 11 50.72 5 0 . 33 4 9 . 94 49.55 4 9 . 17 48.78 48.39
6
53 . 74 5 3 . 35 52 . 9 6 52 . 57 5 2 . 1 8 5 1 . 7 8 5 1 . 3 9 51. 00 50 . 61 50 .22 4 9 . 83 49 . 44 4 9 . 05 4 8 . 66
5
4
•- 5L 04 5 3 . 65 53 . 2 5 5 2 . 86 52 . 67 52 . 07 5 1 . 5 8 51 . 29 ls1i:::Ill s o . so 50.ll 49.71 49.32 4 8 . 93
5 4 . 3 4 5 3 . 95 5 3 . 5 5 5 3 . 1 6 5 2 . 7 6 5 2 . 3 6 5 1 . 97 5 1 . 57 5 1 . 18 50.78 50.39 4 9 . 99 4 9 . 60 49 . 2 0
3
5 4 . 6 5 5 4 . 2 5 5 3 . 8 5 5 3 . 4 5 5 3 . 0 6 52 . 66 5 2 . 2 8 51.88 5 1 . 47 5 1 . 07 5 0 . 67 5 0 . 27 49.88 49 .48
2
54 . 9 6 5 4 . 56 54 . 16 5 3 . 7 6 5 3 . 3 6 5 2 . 9 6 52 . 5 6 52 . 16 5 1 . 78 51. 3 8 50.96 5 0 . 56 5 0 . 18 4 9 . 76
l
5 5 . 27 54 . 8 7 5 4 . 4 7 54 . 0 8 53 . 6 6 5 3 . 2 6 52 . 8 8 52.46 52 . 05 51.65 5 1 . 25 5 0 . 85 50 .44 5 0 . 04
0
5 5 . 59 5 5 . 18 5 4 . 7 8 5 4 . 3 7 53 . 97 5 3 . 5 6 5 3 . 1 8 52 . 7 8 52.35 51.95 5 1 . 54 5 1 . 14 5 0 . 73 50.33
-1
5 5 . 91 5 5 . 5 0 5 5 . 0 9 54 . 6 9 5 4 . 2 8 5 3 . 87 53 .47 53 . 0 6 52.65 52.25 5 1 . 84 51.43 51. 03 5 0 . 02
-2
56 . 23 5 5 . 82 5 5 . 4 1 5 5 . 00 54 . 6 0 5 4 . 1 9 5 3 . 7 8 53 . 37 52 . 96 52 . 5 5 5 2 . 14 51.73 51.32 50.91
-3
5 6 . 56 5 6 . 15 5 5 . 74 5 5 . 3 3 5 4 . 9 1 5 4 . 5 0 54 . 09 53 . 6 8 53 . 2 7 52 . 0 6 5 2 . 44 52 . 03 5 1 . 62 51.21
-4

412000_FMT_4WK_ENG_TG17 _B_03_2014OCT09 1 7-66 © 2014 Bell Helicopter, A Textron Company

Torque Control Unit Adjustments (Cont.)

Maximum torque limit control setting (Cont)

412 Pratt & Whlttney PT6T-3B Torquemeter Pressure at Torque Umlt 1400 SHP

.. ..
412 SP, 33107 & Prior with T.B. 412-84-44 installed.

�ro Inc. ·" .1n .g •1 .g -6 "' -3 .2 -1 D 1 ,

Span 22
Ratio 43.70 43.34 42.98 42.112 42.26 41.110 41.$4 41.18 40.82 40."6 40.11 39.75 39.311 311.0l
21
43.112 43.50 43.20 42.84 42.48 42.12 41.75 41.39 41.0:, 40.67 40.31 311.85 311.511 3923
44.15 43.7a 43.42 43.06 42.70 42.33 41.117 41.61 41.24 40 U 40.52 40.111 311.711 3U3
u 44.38 44.01 43.65 43.28 42.112 42.55 42.111 41.82 4UII 41.0II 40.73 40.30 CO.OD 311.83
11 42.41 41 .07 40.57 31UM
44.111 44.24 43.97 43.51 43.14 42.77 42.04 41.31 40.114 40.21
17
44.84 44.47 44.10 43.73 43.30 43.00 42.63 42.20 41.1111 41.52 41.15 40.71 40.42 40.05
15
45.07 44.70 44.33 4U6 ◄3.511 43.22 42.15 42.48 42. 1 1 41.74 4137 41.00 40.113 40.215
15
45.31 44.114 44.57 44.111 43.12 43.45 43.De 42.70 42.33 41.111 '1.511 41.21 40.84 4047
14
4U3
,�
45.55 45.ie 44.IIO 44.43 44.05 43.88 43.31 42.93 4UG "42.11 41.11 41.oe o&0.88

45.80 45.◄2 45.0◄ 44.87 44.211 43.111 43.$4 43.111 42.78 42.41 ◄2.03 41.fl 41.20 40.110
12 48.04 ◄5.111 ◄5.21 44.111 44.53 44.15 43.77 43.38 ◄3.01 ◄2.63 ◄2.215 ◄UI '1.50 41.12
11 44.01
46.211 45.111 ◄5.53 45.15 44.77 4◄.311 43.03 ◄3.2◄ ◄UI 42.48 ◄2.10 41.72 41.34
10
48.5◄ 48.16 45.77 ◄S.311 ◄5.01 ◄◄.63 44.24 43.88 43.41 43.10 ◄2.71 42.33 41.115 41.57
II
"6.711 48.◄1 ◄UZ ◄5.84 45.25 44.87 44.411 44.10 43.72 43.33 4U5 42.50 '2.18 41.711
a
47.05 48.118 ◄US 45.89 45.50 45.12 44.73 44.34 43.IIG 43.57 43.11 42.10 42.41 42.02
7
47.31 "6.112 46.53 "6.14 45.75 45.38 4U8 44.511 44.20 4U1 43.◄2 43,03 ◄U4 ◄U5

47.57 47.18 411.79 "6.40 41.01 ◄5.62 45.22 44.83 44.44 44.05 4:t.68 43.27 4UI ◄2.411
5
47.a◄ 47,44 47.05 46.68 411.26 45.87 45.48 45.00 44.111 44.30 4UO 43.51 43.12 42.72
◄ 45.73 45.34 ◄3.75
48.10 ◄7.71 47.31 41.112 ◄6.52 48.13 44.114 44.55 44.15 4UI ,2.111
3
,ua 47.111 47.58 ◄7.18 411.71 46.39 ◄5.1111 ◄5.511 ◄5.111 44.IIO 44.40 44.00 4UO 4321
2
,us ◄11.25 47.115 47'5 47.05 46.65 4525 ◄US 45.◄5 45.05 44.115 44.25 ◄3115 ◄345
1
◄U3 '8.52 48.12 ◄7.72 47.32 46.112 46.51 '8.11 45.71 45.31 44.110 44.50 44 10 4370
C
411.21 48.110 4840 47 119 47.59 ◄7.18 46.78 46.le 45.117 45 57 45.16 44.76 44.35 4395
-1
4949 49.011 4Ua 48.27 47.U 41.<II 47.05 '8.6◄ CG.24 45.83 45.42 45.02 44.151 44.20
cu&
·2
411.711 ◄9.37 41.55 411 14 47.73 ◄7.32 46.91 46 50 46.0II 45.&II 45.211 44.117 44.46
50.07 49.116 49.24 4U3 ca 42 48.01 47.60 47.19 46.78 46.36 45.115 45.54 45.13 44.72

412 Pratt & Wlll1ney PT6T-3B Torquanecet Ppasure Llmll 1350 SHP

.. ..
412 33001 Uiru 33107 wllhaut T.B. ◄12� Installed

Zero lnc:.
1Span Rat1o
-12 ·11 -10 -II .7 -6 "' -3 -2 ., 0 1 2

22
4125 CO.ISi 40 53 40. 1 7 39 111 3945 l9 09 38 73 311 37 311 02 37 66 37 30 36 94 36 511
21 3 6 77
4\ 46 ◄1 10 4074 4038 40 01 39.65 3929 38.93 38 57 38 21 37 115 37411 37 1 3
20
41 67 41 3 1 40.95 40 58 4022 39.811 39.411 39 13 311 77 3' ◄1 38 04 3768 37 32 36 95
19
41 89 41 52 41 16 40.79 4043 40 06 3970 31133 38.117 38 60 3' 24 3787 37 51 37 1 5
111
42 10 41 74 4 1 37 41.00 40 64 40 27 39 90 39 54 39 1 7 38 80 3844 3i,01 3 7 70 37 34
17
42 32 " 96 .t 1 Sil 41.22 co 85 40411 4D 1 1 397◄ 31138 39 01 3116◄ 38 27 37 90 37 53
16
42 55 42 111 41 81 41.44 ,U OG 4069 4032 3995 39 511 39 2 1 38 114 3H7 311 10 37 73
15 40 54 3942 3905 38 67 311 30
4 2 77 4240 4203 41.65 4 1 28 40.91 40.16 3979 37 93
14 39 25 311811 JUI 38 13
43 00 4262 4225 Cl.87 4 1 SD " '3 40 75 40.38 40 00 3963
u 43 23 4285 4247 42 10 41.72 4 1 35 40,97 4059 ,022 3984 39"6 39 0II 311 71 311 33
12
4346 43118 42.70 42 32 41 95 4 1 57 47.IP 40111 4043 40 05 39117 3930 38 92 38 54
11
43 159 43 3 ' 42.93 42.55 42 17 41 79 41 41 41 03 40.155 4027 39119 39 51 39 13 311 75
111
43 93 43 55 43. 1 7 42 711 4240 42 02 4 1 .6◄ ◄ 1 25 40.117 4049 40.10 3972 39 34 38 915
9
44 1 7 43.71) 43 4D '3 02 42153 42 25 " ea 41 411 41.0II ◄071 40 32 39 114 3955 39 17
44 4 1 « 03 4364 4 3 25 .ci,86 "42 411 42 09 41 .70 4132 40 93 40 54 40 Ill 39 77 39 38
7
44 615 44 27 4311!1 43 49 CJ ID 42 71 cz 32 ◄ 1 93 ,Cf 55 4 1 16 ,40 77 40311 3U9 39150
I 42 56 40.60 40 21 39 112
•◄ 90 « 51 44 12 43 73 CJ 34 42 95 C2 1 7 41 78 41 38 40119

45 1 5 44 76 4,4 37 43 117 •3 511 43.19 42.711 42 ◄0 ◄2 01 . , 62 41 22 40 83 4044 ,oo,

◄
45 4 1 4501 44 62 44 22 ◄3 113 43 0 4 3 03 42 &4 4224 41 115 41 cs ,, 05 4066 •o n
l
45 615 ,4527 44 87 44 47 4407 43 67 4328 42.88 42.4S 42 08 41.69 4I ZII •01111 •0411
2
•5 112 45 52 45 12 4◄.72 44 32 43.92 43 52 43 12 42.n 42 :U ,41.112 .. , ,2 41 12 •O 7Z
1
◄6 18 45 111 45 311 "4.1111 44 57 44 17 ,CJ.17 43.37 4297 42 5& ◄2 16 41 711 ◄1 36 ◄0 515
..
0
◄645 •6 04 45 64 45.23 44 83 44 43 44 02 43 62 43 21 42 111 ,2 ..0 42 00 4 1 St '1 19

4672 46 31 45 90 45 50 •5 09 4461 C4 27 ◄3.87 43 46 0 05 4265 42 24 ◄1 83 4 1 43

-2
46 99 •& 511 ◄6 1 7 45 76 4535 44 9' 44 53 44 12 CJ 71 43 30 4289 •z ,g 420e oll ',7

"'
-3
4726 46 85 ◄1544 4603 •� 61 •5 20 44 79 '4 39 ,3 97 43 56 43 15 42 73 42 32 4 1 91

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-67 © 2014 Bell Helicopter, A Textron Company

Torque Control Unit Adjustments (Cont.)

Maximum torque limit control setting.(Cont)

7) Determine the torque pressure equivalent to limiting torque as follows:

a. Enter torque limit table from left hand column under span ratio which
corresponds to LH and RH SPAN numbers from the reduction gearbox data
plate.

b. Move to the top of the chart and find columns that correspond to LH and RH
ZERO number. Record the SPAN and ZERO intersecting number.

c. If the "SPAN" number, such as 5.0 falls between two ranges, use the higher
range of numbers falling between 5 and 6.

d. If the "ZEROn number, such as -7.0 falls between two ranges, use the lower
column of numbers corresponding to -6 to -7.

e. The pressure at which torque limiting should occur is the average pressure
from the LH and RH of the reduction gearbox.

Example from chart: (LH) 50.28 + (RH) 50.89 = 50.585 rounded off to 50.6 psig
2

NOTES

412000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 1 7-68 © 2014 Bell Helicopter, A Textron Company

All Rights Reseived. For Training Purposes Only
POWERPLANT

Maximum torque l imit check and adjustment

", ____ , , , "
__
: CAUTION :
�" , ___, --.,.
DAMAGE TO TCU CAN OCCUR IF YOU EXCEED 57 PSIG FROM THE DEAD
... WEIGHT PRESSURE TESTER.

Note

The coarse (chrome dome) adjustment is made by adding the derived engine No. 1
pressure and engine No. 2 pressure (i.e. 50.28 + 50.89=101 . 17). Using the dome
position chart, adjust the dome (coarse) position to correspond .

1 ) Increase pressure from pressure tester and record at what oil pressure the air
pressure begins to drop or an increase in air escape is noticed.

2) If air pressure drop does not occur at calculated oil pressure ± 0.35 psig adjust TCU
as follows:

a. If the air pressure drop occurs at an oil pressure lower than calculated in step
g -(5), decrease oil pressure of the dead weight tester and rotate torque
limiter adjustment screw clockwise.

b. If the air pressure drop occurs at an oil pressure higher than calculated in
step g -(5), decrease oil pressure of the dead weight tester and rotate torque
limiter adjustment screw counter clockwise.

c . A 1/8 turn of the adjustment screw changes the pressure at which drop
occurs by approximately 3 psig .

NOTE

Adjustment of the compression of a spring could cause an exponential

change in pressure.

d . Repeat adjustments until limiter setting is within ± 0.35 psig of calculated

pressure.

e. Remove test equipment and install TCU on gearbox.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-69 © 2014 Bell Helicopter, A Textron Company

Power Section Oil System Schematic

PRESSURE PUMP SCAVENGE PUMPS

--------------------------- -- --- - - --- - -- - -- ---' :

I
I I

·� O.At
PRESSURE
REGULATING VALVE
Ol. _____,

O ��',JP cJ< Ol. ------

\ ?
JY l
_,";i'-;
� ��'rJ.-
- �
ORIACE
RS

PRESSURE REGULATING
VALVE

�- . --� ,,,...

�il

The powerplant has three separate lubrication systems. Identical systems provide
lubrication for the two power sections, accessory gearbox sections and their respective
input sections of the reduction gearbox. A third oil system provides lubrication for the
output section of the reduction gearbox.

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-70 © 2014 Bell Helicopter, A Textron Company

All Rights Reserved. For Training Purposes Only
POWERPLANT ,�,
O;L p,s _._ c.,-Bo>< �T�� see.J-
5�
Reduction Gearbox Oil System Schematic � F 1 '7 �
�T

OVERBOARD OIL o (L c.. - �c. x -- PS

PRESSURE OIL PUMP
BREATHER HOUSING
PUMP

IMPENDING
BYPASS

A/F
COOLER

- 40PSI
ENGINE OIL PRESSURE 209,070,262-1 1 3

Minimum fat flight kfle (.

c:J 40 10 90 PSI Operation below 79% NI rpm

- 9010 1 1SP$t Conllnuou• ope,alk>n

- 1 1 5 PSI Maurnum

ENGINE OIL PRESSURE - 209 070 262 109

- 40PSI

c::::J 40 lo 80 PSI Ope,auon below 79% NI rpm

- ao 10 I l � PSI

- 1 1 5 PSI MuJmum

[NGINE ANO COMBINING GEARBOX Oil TEMPERATURE

No1e: T•mi>er•u...-• marking• l0t •"\!•� and combul� gea.bo• Otl a1e
t� aame

- •• c

- 01011s•c Continuous ope,atlon

IZZ] 1 1 5 " C Maunum fc» MIL,L·7808 oil

- 12o• c MHimum fOf MIL-L-23699

COMBINING GEARBOX Oil PRESSURE

- 40PSI Minimum fo, lligtu k:tM1

� 40to60 PSI Operatiorl tMlow 94'% NII rpm

- 601080PSI COt'IOnuou, ope,allon

- 80PSI Ma
..
umum

412EP-F-1-S-3

412000_FMT_4WK_ENG_TG17_B_03_2014OCT09 17-71 © 2014 Bell Helicopter, A Textron Company

Accessory Gearbox Servicing and Chip Detector

SERVICE OIL TO ONE

HALF-QUART eaow
MAX. OIL COLD MARK

FILLER CAP

OIL LEVEL
INDICAlOR

VIEW B OIL TANK DRAIN PLUG

ACCESSORY GEARBOX
Oil LEVEL INDICAlOR

Reduction Gearbox Servicing and Chip Detector

cb-.1f
o�
,rei.-Jr
c,. 0- J.. �
I'"'-� 0 \ l..- o-v1

GREEN BAND

BOTTOM OF ----'1� -7'

GREEN BAND
IS MINIMUM VIEW A
OIL LEVEL REDUCTION GEARBOX

Powerplant Oil System

LOW OIL PRESSURE

HIGH OIL TEMP ERATUR COMBINING CCARa0X "ON" Decreasing oil pressure
OIL. Tt:M, &. ,RESS GACC
31 = 1 . 5 PSI
"OFF" Increasing Oil Pressure
�
I '
By 40 Psi
OIL
TU"'P I
sw
TC._.P I
BULB
<NC I

'f'5 I

Low Oil Pressure Low oil pressure .

·on" decreasing pressure "ON" decreasing pressure
31 PSI = 1 .5 PSI 31 PSI := 1 .5 PSI.
"OFF" increasing pressure "OFF" increasing pressure
by 40 PSI by 40 PSI.
.Srr<> rr-/ �
I /J _ r .

-,. ,, t
- r
.-..o,,.,,.r.._.c..,_ _ ,
<-G.c:><l� 1 RI
0
c__
Q/,.

The "C" Box oil pressure switch and the RPM Detector Box control the hourmeter.

• The hour meter starts at 98% increasing Rotor RPM and 40 PSI "C" Box oil
pressure,

• The hour meter stops at 95% decreasing Rotor RPM or 31 ± 1 .5 PSI "C" Box oil
pressure.
.....

Oil Coolers and Blowers

HIGH TEMPERATURE SWITCH

Two oil cooler blowers are mounted to and driven by the reduction gearbox. Each
blower circulates air through one half of the cooler installation when the respective
power section is operating.

Individual oil coolers are provided aft of the powerplant for each lubrication system.

The three powerplant oil systems are connected by external lines to three oil coolers
located aft of the powerplant. The upper cooler is a dual unit with separate isolated
sections for the reduction gearbox and transmission systems. The reduction gearbox is
connected to the left side and uses the lower 60% of the upper cooler. Separate
coolers are provided for each of the power sections. The reduction gearbox oil
temperature switch is located in a line from the cooler

NOTES

Accessory Gearbox Components

Jc)

SEE DETAIL A

I
I

I
·:f.
I

•'

LEFT POWER
POWER
SECTION
SECTION

1. Starter.generator 11. Tube assembly

2. Low fuel pressure sensing hose 12. Cross fitting
3. High fuel pressure sensing hose 1 3. Mount fitting
4. Tachometer generator 1 4. c..J
Oil drain valve C 70.-0-,
5. Deleted 1 5. Seal drain (�--1'-kr-')
6. Deleted 16. Governor bleed hose
7. Fuel inlet hose 1 7. Oil tank drain hose
8. Scupper drain 1 8. tee fittings
9. Fuel filter drain hose 19. Seal drains
1 0. Fuel pump seal drain

DETAIL A

Components installed on the accessory gearboxes include accessories, fuel hoses, an

oil drain valve, oil drain hoses and lines, and engine mount fitting.

The oil filler cap and oil level sight gages may be installed on either side of the
accessory gearbox to position them outboard when a power section is installed.

�eduction Gearbox Components

... 4 5
ft�
-: \:,
�:-=;•_ . ,,;, 8
::.• ,··· - _,... 9
_, , . ,-___,

.. . [�
·.

_/}i_ ! �� .
....;,:
=
: .
• · ·� . -, r
...._

@ . . _i;2;· . . ��: .
=
-�= �__:_;_)�· . /

;J "/ LEFT POWER

SECTION
;• \ RIGHT POWER
SECTION

�
22

1. Oil filler hose 11. Oil pressure switch P Qw�" f..' · (: 2 1 . Driveshaft seal drain hose
2. Clamp 1 2. Blower seal dnµn hose 22. Control tube
3. Clamp 1 3. Oil temperature bulb 23. Tube assembly
4. Clamp 1 4. Packing 24. Tube assembly
5. Vent hose 1 5. ITT trim actuator 25. Lower bracket
6. Oil filler 1 6. Lever 26. Reduction gearbox filler 1 . 1_ � '> "
1 7. Bracket
v
7. Tachometer generator bypass indicator
8. Oil pressure port fitting 1 8 . 90 degree oil pressure 27. Upper bracket
9. Torquemeter pressure elbow 28. Tee fitting
transmitter hose (pressure) 1 9. 45 degree oil inlet elbow 29. Oil pressure switch G o )( c-
10. Torquemeter pressure 20. Droop compensator
transmitter hose (vent) jackshaft

Components installed to the reduction gearbox include accessories, N2 control

jackshaft, engine mount bearings, oil system components, and hoses.

The oil level sight gauge is located at the gearbox's lower center and is viewed from the
right side. The gearbox is serviced through a filler hose extending up to a filler adapter
on the gearbox top cowling.

Fire Detection Sensing Elements

6 FIRE DET
FlAE DETECTOR ENO NO. 1
AMPIUFER NO. 1
Te-,p v.,p
tvi�o-fa..,,i.
NO. 1 FIRE
EMERO PUU
HANDLE

240
n

ENGINE OUT WARNING

Eng. 1 and Eng. 2 Red lights (No. Audio).
TYPICAL IENG NO. 1 SHOWN,
Light •oN• - 53% ± 2% decreasing N, RPM.

ARMED

1 .Sensing element 5. Engine cowl top panel

2.Sensing element 6 . Sensing element

3. Flex cable 7. Sensing element

4. Upper engine cowling

Fire Detection Sensing Elements (Cont)

Two fire detector warning lights are located in each FIRE PULL T-handle on the
instrument panel, Engine No. 1 and Engine No.2. The lights inform the pilot of an engine
fire by illumination of the lights in the appropriate T-handle. Heat sensing elements are
located in each power section compartment, forward and aft, and are con nected to their
respective fire detector amplifier located in the cabin roof. These elements are normally
high resistance units at ambient air temperatures, but the resistance drops rapidly as
temperature increases in the area, providing a low resistance for the detector amplifier
which produces an output to cause the T-handle lights to illuminate.

A single fire detect test switch is provided on the instrument panel to functionally test
both power section detection systems

NOTES

Firewall Installation

The firewall installation consists of the forward, middle, centerline and aft firewalls. This
installation isolates the two power sections, reduction gearbox area, drive shaft tunnels,
and each power section gas generator and power turbine/exhaust sections.

Powerplant Fire Extinguisher I c 1-�n ...,.."'-u..� (),

c..., <l"

0
, ?CSll.'�� f - e....n-(.
0

0 @
� '--1 • h'� 1-:, o/.J.� Q-1/1"'\<.<A.. J
- TO TEST 11
f------=c-=----� MAIN E

,.
2.
3,
� tuba
Manlfald
c-ldge
-
4. Dloaharp DUiin
6. �•--1
II, Extlnguloher -
7. $-1
8. Rl - u-mal.-tllnlng
9. � -- -
10. ......... _

RESERVE BOTTLF
f.:.r ,r-c.l
. ''
STA
2015.89

STA
1112.97 6TA
1110.79

The powerplant fire extinguisher system is provided with two containers, MAIN and
RESERVE. The containers are interconnected by tubes to discharge manifolds in such
a manner to allow either container to be discharged into either power section
compartment. Each container is charged with approximately 2 pounds of Halon 1301
and 600 psi nitrogen at standard ambient temperature. Each container has two
discharge outlets equipped with electrically actuated cartridges, one for Engine No.1
and one for Engine No.2.

If fire occurs in a power section compartment, the detector unit illuminates the warning
light in the T-handle of the affected power section. Pulling the fire extinguisher T-handle
and placing the fire extinguisher selector to MAIN or RESERVE, discharges the main or
reserve container into the affected compartment by firing the cartridge for that power
section in that container.

In addition to selecting the power section, the pull handle close the fuel shut-off valve
and the particle separator for the affected engine. This action also causes the bleed air
valve for both engines to close

Engine Mounts

, ...". 11

... __,..,__,_ . .
"•,:""'·, :,:

The reduction gearbox is supported by a tripod on the left and a bipod on the right. A
vertical tube, interconnected through bellcrank fittings by a horizontal tube, supports
each accessory gearbox. Shims located between deck fittings and the engine deck align
the engine to the transmission.

Powerplant Removal and Installation

Powerplant Removal
A. Preparation

1 . Cap all open lines and fittings. Cover both section air inlet and exhaust ducts to
prevent foreign objects entering.

2. Use standard precautions for use of the maintenance hoist; do not stand under
powerplant during removal procedure.

3. Preservation should be accomplished, if applicable, before powerplant is

removed.

4. Turn off all electrical power and disconnect battery.

B. Removal

1 . Open and hinge forward the forward pylon fairing, remove the forward
transmission fairing.

2. Discon nect anti-collision light electrical con nector at top panel. Remove the
upper pylon cowling.

3. Release and remove left and right engine inlet fairings.

4. Open and remove left and right engine lower cowls.

5. Open engine upper cowls, discon nect starter-generator cooling ducts, fire
detection element lead wires, and FM antenna and remove left and right engine
top and side cowl assemblies.

6. Remove left and right reduction gearbox inspection doors and side panels.

7. Remove left hand combining gearbox top cowl with side cowl attached.

8. Disconnect oil filler hose and oil vent hose from oil filler adapter.

9. Remove right hand combining gearbox top cowl with the center panel and side
cowl attached.

1 0. Remove top portion of cooler support cowl .

1 1 . Discon nect ejector drain tubes, vent hoses and remove vent tube and bolts
securing ejector to brackets.

Powerplant Removal {continued)

1 2. Remove screws and hardware securing firewall, upper aft, and remove ejector
and firewall section.

1 3. Remove main drive shaft and, using T1 01 588 or 41 2-240-001 -1 01 holding

wrench, remove engine drive shaft adapter.

1 4. Remove screws to detach center section of aft firewall, and center firewall trough,
disconnect lines to differential switch and remove centerline firewall. Aft firewall
center section will be removed with powerplant.

1 5. Remove upper section of induction baffle, disconnect air management valve

electrical connector, disconnect engine wash hose at spray ring, disconnect vent
line and remove transition duct as an assembly.

1 6. Remove screws, detach and flex left and right inboard ears of lower middle
firewall and induction baffle forward to allow clearance and secure with lockwire.

1 7. Remove screws to allow removal of panels from lower middle firewall. Remove
access doors from aft cabin bulkhead at each side of pylon, in cabin and
disconnect bonding strip from each tach generator.

1 8. Drain engine oil and disconnect engine control tubes, electrical connections, fuel,
oil, bleed air and drain lines as required.

1 9. Loosen clamps and slide oil cooler blower boots aft.

20. Install Engine Sling, SWE 1 3833; attach a hoist using the fifth hole from the rear,
and take up slack.

21 . Disconnect right forward engine mount vertical tube at lower end and left fo rward
vertical tube upper end. Remove bolts and disconnect powerplant from bipod and
tripod mounts.

22. Lift engine clear of helicopter after checking all lines, electrical wiring and
linkages are disconnected.

23. Remove right forward engine mount vertical tube from accessory gearbox.

24. Position powerplant to Engine Stand and secure engine mount pads with locking
pins.

25. Ensure stand position locks are applied and remove sling.

Powerplant Installation

A. PREPARATION

1 . Transfer from removed powerplant any parts not provided on replacement

assembly. Such parts include exhaust ducts, aft center firewall section, manual
fuel control levers and oil filler adapter filler and vent hoses.

2. Install Engine Sling, SWE 1 3833, Attach a hoist, using the fifth hole from the rear,
and take up slack.

3. Remove pins and lift powerplant from stand.

4. Install left and right forward engine mount vertical tube upper end to fitting. Bolt
heads should be positioned forward for the front engine deck fittings and bolt
heads inboard for upper fittings on the accessory gearbox.

B. I NSTALLATION

1 . Lower powerplant carefully, monitoring all electrical wiring, control tubes, fuel and
oil lines, and firewall. Use caution to prevent damage to any of these
components.

2. The forward and center fireseals are properly positioned when they are located
aft of the lower induction baffle and lower middle firewall. The aft firewall should
be forward of the lower aft firewall.

3. Align powerplant to engine mounts as powerplant is lowered. Install aft mount

bolts, then forward mount bolts. Use two washers and a nut for each bolt. Tighten
to standard torque and install cotter pin.

4. Remove sling and hoist.

5. Connect engine control tubes, electrical connections, fuel, oil, bleed air, and drain
lines. Slide oil cooler blower boot forward, tighten clamps.

6. Connect bonding strip on each accessory gearbox tachometer generator. Install

access doors on aft cabin bulkhead each side of pylon support.

7. Install left and right inboard ears of lower section of induction baffle to lower
center line firewall.

8. Attach panels to lower section of middle firewall.

9. Install upper sections of induction baffle and middle firewall with attached inlet
,.,..,,
� duct, air valve and transition duct, as an assembly, to each side. Connect vent
� lines as necessary.

""'
("",
1 0. Connect air management valve electrical con nector in front of middle firewall
above inlet duct.
"'
r9'\ 1 1 . Connect each engine wash hose to spray ring connection and install left and right
� side panels of induction baffle.
� 1 2. I nstall centerline firewall upper web (trough) to lower web and to middle firewall
� and induction baffle. Connect fuel lines to each differential switch.
�
1 3. Install engine driveshaft adapter using T1 01 588 or 41 2-240-001 -1 01 holding
wrench and install main driveshaft.
('II\
t,a\
� 1 4. I nstall aft firewall center section to aft firewall lower section and to flange of
centerline firewall. This section is installed with powerplant.
�
� 1 5. I nstall both ejectors with upper section to aft firewall, connect ejector links to
t-'111\ brackets and install stiffener sections.
�
1 6. Connect ejector drain tubes, vent tubes and vent hoses.
�
� 1 7. Install top portion of oil cooler support cowl.
�
1 8. Install right hand combining gearbox top cowl with anti-collision light and side
f"'!'\ cowl attached.
�
1 9. Connect oil filler hose and vent hose to oil filler adapter.
("\

� 20. I nstall left hand combining gearbox cowl with side cowl attached.
�
21 . Install left and right combining gearbox side panels with inspection doors.
�
� 22. Install left and right engine top side cowl assemblies. Connect starter-generator
� cooling ducts, fire detection element lead wires and FM antenna lead.

23. Install left and right engine lower cowls.

24. I nstall left and right engine air inlet fairings.

25. I nstall the upper pylon cowling and connect the anti-collision light.

26. I nstall forward transmission fairing and hinge forward pylon fairing to closed
positions and latch.

Powerplant Installation (continued)

27. Rig engine controls to nominal adjustments. Final rigging will be accomplished in
conjunction with ground run and flight test.

NOTE

The following procedure shall be accomplished when a power section or reduction

gearbox lubrication system or oil cooler has been drained.

C. PRIMING POWER SECTION LUBRICATION SYSTEMS

1. Open access doors.

2. Fill oil tank to specified level with approved oil.

3 . With qualified personnel at controls, position power section twist grip to OFF,
battery switch ON, fuel switch, engine 1 or 2 ON.
":- ------ "
�------ "
CAUTION :

DO NOT EXCEED STARTER LIMITATIONS. DUTY CYCLES ARE 30 SECONDS ON;

60 SECONDS OFF; 30 SECONDS ON; 5 MINUTES OFF; 30 SECONDS; 1 5 MINUTES
OFF.

4. Engage Starter switch for 30 seconds. Release for 60 seconds. Re-engage

Starter switch for 30 seconds.

5. With starter switch OFF, allow power section to coast down and then position fuel
switch OFF.

6. Position battery switch to OFF.

7. Refill oil reservoir to specified level.

8. Check area for foreign objects; close access doors.

D. REDUCTION GEARBOX LUBRICATION.

1 . Open access doors.

2 . Fill reduction gearbox oil tank with approved oil.

3. Turn main driveshaft in direction of rotation, by hand, 20 complete revolutions.

4. Refill oil reservoir to specified level.

Powerplant Installation (continued)

5 . Check area for foreign objects; close access doors.

E. PRIMING POWERPLANT FUEL SYSTEM

1 . Disconnect fuel inlet connection from fuel flow divider and connect suitable
drainage tube to delivery tube open ends.

2. Perform a wet motoring run on each power section.

3 . Check that fuel flows freely from each drainage line.

NOTE

If power section fuel systems have been preserved ensure that all preservative fluid is
cleared. Repeat wet motoring run if necessary.

4. Disconnect drainage tubes.

5 . Reconnect fuel inlet connection to flow divider.

F. WET MOTORI N G RUN

NOTE

The following procedures should be accomplished as a functional check of fuel system

components, and to depreserve and preserve the fuel system.

1 . Disconnect input source of power to igniter exciter box on power section No. 1 or
power section No. 2, whichever is applicable or both.

2. With qualified personnel at controls, position Battery switch ON and for

appropriate power section, position twist grip off, Fuel switch ON and GOV switch
to AUTO.
-.:....: ----- --�
� - �- ---- "
CAUTION :

DO NOT EXCEED FOLLOWING LIMITATIONS. DUTY CYCLES ARE 30 SECONDS

ON; 60 SECONDS OFF; 30 SECONDS ON ; 5 MINUTES OFF; 30 SECONDS ON; 1 5
MINUTES OFF.

3. Actuate Start switch to Eng 1 or Eng 2, whichever is applicable, and after gas
generator speed attains 12 percent turn twist grip to flight idle.

4. Return twist grip to OFF and position GOV switch to MANUAL.

Powerplant Installation {continued)

5. Return twist grip to flight idle.

6. Return twist grip to OFF, and release Start switch.

7. Allow power section to coast down, position FUEL switch to OFF and Battery
switch to OFF.
NOTES

Powerplant to Transmission Alignment (HP/EP)

1 . Adapter
2. Dial indicator
3. Support assembly
4. Tooling ball plunger
5. Powerplant Adapter
6. Transmission Adapter
7. Tooling ball (fixed)
(j)

� I.
�r:�{-\:
,.r....._,_,. :r'·,

:,�·:·}
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\ ',

�
/
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==-,<'.i,:.:.<,l'.' t. >
� r!i /' -.. /;•.
SUPPORT
CASE

LIFT LINK

' ,,
..,___'---""'-'-----'--_J_ W/L 54.0

BOLT fREE
FROM BINDING

A check of the powerplant to transmission alignment is required when any of the

following conditions exist:

• Main driveshaft coupling splines show excessive wear.

• Indication of main driveshaft couplings overheating.
• Replacement of the transmission isolation mounts.
• Hard landing.
• Replacement of engine mounts.
• Major repair or replacement of components is required in center fuselage, tail
boom support structure or pylon support structure.
• Main driveshaft misalignment is suspected for any reason.
Alignment check is not required after engine replacement, provided the engine mount
and/or shim stack-up is not changed.

Powerplant to Transmission Alignment (SP and Prior)

1 . Support assembly
2. Blower drive pad (2 places)
3. Beam assembly
4. Oil pressure transmitter pad
5. Bolt
6. Wire (MS20995C41 std)
7. Plate
8. Transmission input drive quill
9. Bracket
1 0. Blower installed

DETAIL C

Alignment
W/L 54.0 wire must
not touch
edge of hole

N 1 Control System

STA
1 52.56

1) Idle Stop Rel. switch 6) Control tube 11)Control tube

2) Engine No. 1 throttle grip 7) Control tube 12)Control tube
3) Engine No. 2 throttle grip 8) Lever 13)Lever
4) Control tube 9) Manual fuel control unit 14)Manual fuel control unit
5) Control tube 1O) Flight idle solenoid 15) Flight idle solenoid

The power lever controls system consists of two parallel mechanical linkages
connecting the dual control twist grips of the collective stick to the manual fuel control
units. The linkage extends down through the collective stick to sector gears, inboard to
the center, aft under the cabin floor into the pylon island, then up to the manual fuel
control on each accessory gearbox. The upper twist grip is the Engine No. 1 control,
and the lower is Engine No. 2 control. A flight idle stop is located in each system to
prevent inadvertent shut-down of a power section when retarding a twist grip.

N-1 Rigging

A. Purpose - To ensure the stops on the MFCU contact cutoff and full increase with
4 ° - 6 ° cushion at each end of twist grip travel and flight idle is set at 61 ± 1% N 1 .

B. Nominal Values Prior to Rigging (Can also be found in the Standard

Practices Manual)

1. Tube (4) - 25.68" (#1 Eng.)

2. Tube (5) - 26.94" (#2 Eng)
3. Tube (7) - 25.03" (#1 Eng)
4. Tube (12) - 28.63"( #2 Eng)
5. Tube (6) - (#1 Eng), Non adjustable in length but in center of 7 holes on
lower end.
�r s::G\'\ 6. Tube (11) - (#2 Eng), Non adjustable in length but in center of 7 holes on
� lower end.
7. Lever (8) - (#1 Engine) Installed forward on center line of MFCU stops
plus or minus one serration (15 °).
8. Lever (13) - (#2 Engine) Installed aft on center line of MFCU stops plus or
minus one serration (15 °).

C. Rigging

1. #1 and #2 Engine flight idle stop solenoid

plungers retracted.

2. All linkage connected with the exception of tubes

(4) and (5) at aft adjustable ends. (Aft left side of cargo
hook compartment).

3. Move tubes (7) and (12) through full travel, ensure freedom of travel and the
cutoff and full increase stops on the MFCU make contact. Adjust tubes (7) and
(12) if required to obtain contact at cutoff and full increase stops on MFCU.

N-1 Rigging (Cont.)

4. Rotate twist grips through full travel to ensure freedom of travel.

5. Connect tubes (4) and (5).

6. Rotate twist grips full open and full close and ensure cutoff and full
increase stops on MFCU make contact

7. Check for 4 °-6° cushion on twist grips. Cutoff and full increase stops on
MFCU should make contact and twist grips should have an additional 4 °-
6 0 of travel prior to contact of internal stops(full open and close) in twist
grips.
a. Adjust tubes (4) or (5) as necessary to equalize cushion.
b. To increase the amount of cushion move tube (6) or (11) outboard
(fwd) from jackshaft. To decrease the amount of cushion move tube
(6) or (1 1) inboard (aft) toward jackshaft
-v' "
��- '1

8. Release flight idle stop solenoid plunger.

9. Electrically retract solenoid plunger and check for .003"-.015" clearance

between solenoid plunger and stop lever. Adjust solenoid and bracket
laterally if required to obtain .003"-.015" clearance.

10. If no rigging is required on N 2, start engine and allow to stabilize at flight

idle. Adjust flight idle stop lever if required to obtain 61 ±1 % N 1 .
a. Solenoid and bracket may be shimmed up or down with washers or
spacers if insufficient adjustment is at the stop lever.

N2 Rigging Category (A" 41 2 EP

(S/N 36097 and sub) �

r� �
?
-r
_/ �.. . ..
- 0.010 INCH 10.3 MMI MINIMUM . ,...... 4
CLEARANCE AT FULL INCREASE .
AND UP COUECTIVE

0£TAIL A GOVCRNOA LCVEA

OM'ENSATION ADJUSTMENT

DETAIL 8 CAMIOX

The droop compensator control system consists of a mechanical input from the
collective pitch control, through a droop compensator cam assembly, two electrical
linear actuators, a jackshaft and control tubes to the power turbine governors. The
droop compensator cam maintains and stabilizes the pre-selected N2 RPM by changing
governor control as collective pitch is increased or decreased. The governor linear
actuator provides for N 2 RPM selection by repositioning the lever on both power turbine
governors. The ITT trim linear actuator allows the pilot to match ITT temperature, N 1
RPM and/or torque.

N2 Rigging Category "A" 41 2 EP ::

HELICOPTERS NON CATEGORY "A" ARE INCLUDED IN RED

A. Purpose

1. To ensure a 6.5 % RPM spread is available from full decrease to full ,

increase beep twin engine operation.

On Helicopters NON category "A" the spread is 4.5% RPM

2. To ensure that the 6.5% RPM spread is positioned between 97and

103.5% N 2 RPM range twin engine operation.

On Helicopters NON category "A" the spread is 97 to 101.5%

3. To ensure collective droop cam will maintain 100 ± 1% N 2 from flat pitch to
full power twin engine operation.

4. To ensure torque split within 4%, steady state operation.

B. Nominal Values Prior to Rigging (Can also be found in the Standard Practices
Manual)

1. Tube - (7) - 9.38" (9.34 for Helicopters NON category "A")

2. Tube - (7) -lower end in center hole of 5 holes of lever.

3. Levers (2) and (6) installed 15 ° clockwise from center line of N 2 governor
stop arm. Levers may be repositioned ± 1 5° on stop arms to achieve
proper rigging and prevent fouling of linear actuator against firewall.

4. Linear Actuator (8) rod end adjusted to 1.88" to face of jam nut. Maximum
dimension to jam nut face during rigging will be 2.60".

5. Droop cam compensation adjustment (25) centered.

6. Tube (13) 40.12".

7. Ensure collective system rigged.

N 2 Rigging Category "A" 41 2 EP

C. Rigging

1. Disconnect tube (13) at droop cam.

2. Adjust linear actuator (8) to obtain 0.850"
travel from full decrease (full extend of
actuator) beep to full increase (full retract
of actuator) beep. Ensure actuator is in
approximate mid travel prior to
adjustments to prevent damage to
internal stops in actuator. Actuator
should obtain full travel from stop to stop within a maximum of 8 seconds.

Adjust linear actuator (8) for a full travel of 0.620 on Helicopters NON category "A"

3. Adjust stroke of ITT trim actuator (3) to 0.150

inches.
4 . With ITT trim actuator at full extension (ITT trim
switch full -2), adjust actuator length to 9.455" by
adjusting rod end.

Actuator length will be 9.415" on Helicopters NON

category "A".

5. Retract ITT trim actuator, using RPM +2/-2

switch in the increase direction until length equals that
of tube (7), (this equals mid stroke of actuator).
6. Ensure extend and retract strokes are equal to 0. 075 inches from midstroke and
adjust actuator as necessary.
Collective lever full down.

7. Position droop cam to obtain a 0.280" cam slot visible below slider housing.
8. Holding droop cam in position, adjust tube (13) to fit and connect.

N2 Rigging Category "A" 41 2 EP

9. Collective full down, full decrease beep of linear actuator and full decrease of ITT
trim actuator (-2 beep, full extended) set governor stop screw to obtain . 010"
clearance. Verify approximately 0.01O" cam slot visible below slider.
10. Collective full up, full increase beep of liner actuator and full increase of ITT trim
actuator (+2 beep, full retract of both actuators) set governor stop screw to obtain
. 010" clearance. Verify approximately 0.010" cam slot visible above slider.
Q cr �
NOTE: iny add1i�onal adjustments to N2 control system will require repeat of steps
W and � to prevent contact of stop arm with stop screws, which could
shear the shear rivet at bellcrank (16).

11. Start engines and allow to stabilize at 61 % flight idle for 5 min. If flight idle has
not been set, adjust flight idle stop to obtain 61 ± 1% N 1.
12. Collective down and full decrease beep.
13. Twist grip #2 engine full open.
Record #2 engine N2 RPM (should be 95% single
engine).
14. Actuate ITT trim actuator RPM +2 / -2 switch to full
+2, record RPM. Actuate l�lli� switch to full -2,
record RPM (should read ��_:1b1 % single engine
and beeper full increase), set a 2¼ ±¼% stroke by
adjusting ITT trim actuator.
Lengthen stroke to obtain greater spread.
Shorten stroke to obtain less spread.
15. Return ITT trim actuator back to mid travel (should
read 95%N2. with beep full decrease)
16. Beep linear actuator to full increase, record #2
engine N2 RPM (should be 101% N2). Return #2
engine to flight idle.

(Should be 99% N 2 for Helicopters NON category "A")

17. Using #2 engine as the master engine, adjust

linear actuator to obtain a 6% to 6.5% spread on #2
engine.

(Adjust for 4% to 4.5% spread on Helicopters NON category "A")

Lengthen stroke to obtain greater spread.

Shorten stroke to obtain less spread.

N2 Rigging Category "A" 41 2 EP

18. Adjust linear actuator rod end to position 6% to 6.5% spread on #2 engine in 95 -
101 % N2 range.

(Adjust 4% to 4.5% in the 95 - 99% N2 range for Helicopters NON category "A")

Shorten rod end to raise range.

Lengthen rod end to lower range.

3 turns of linear actuator rod end is equal to 1 % rpm change.

19. Repeat steps 14-15-18 for engine #1.

20. Position tube (7) to obtain 6% to 6.5% spread on #1 engine.

(Position to obtain 4% to 4.5% spread for H elicopters NON category "A")

Move tube (7) away from jack shaft (aft) to obtain g reater spread.

Move tube (7) toward jack shaft (fwd) to obtain less spread.

21. Adjust tube (7) length to position #1 engine spread in 95 - 101% to 101.5% N2
range.

(Adjust spread in 95% - 99% to 99.5% for Helicopters NON category "A")

Shorten tube (7) to raise range.

Lengthen tube (7) to lower range.

2 turns of tube (7) rod end is equal to 1 % rpm change.

NOTE: When performing the following steps helicopter will become airborne.

N2 Rigging Category "A" 41 2 EP

22. With both engines in flight idle, twist engine #2 grip completely open, adjust RPM
INCR/DECR switch to get 98% N2. Gradually increase collective from flat pitch to
60% Engine Torque. Record static ROTOR N R RPM droop, return engine #2 to
flight idle.
23. With both engines in flight idle, twist engine #1 grip completely open, adjust RPM
INCR/DECR to get 98% N2. Gradually increase collective from flat pitch to 60%
Engine Torque. Record static ROTOR NR RPM droop, return engine #1 to flight
idle.
24. If more than 2% ROTOR RPM droop is encountered, perform troubleshooting of
engine pneumatic lines and/or engine N2 power turbine governor per P&W
Maintenance Manual
25. Twin engine operation should give:

6.5% spread between 97 to 103.5% N2 range both engines.

(4.5% spread between 97 to 101.5% N 2 for Helicopters NON category "A")

Linear actuator stroke and rod end can be adjusted for final setting.

26. With both engines operating adjust RPM INCR/DECR switch to get 100% N R.
Gradually increase collective from flat pitch to 60% MAST Torque. Using the +2/-
2 switch, trim engine #2 to minimum and then to maximum, note the torque
split. The Torque split should be approx. equal above and below engine #1
Torque indication. If the torque split difference is greater than 5% above or below
Engine #1 Torque, adjust length of tube (7).

To increase torque on Engine #1 , shorten rod end of tube (7)

To decrease torque on Engine #1 , lengthen rod end of tube (7)

Half turn of rod end on tube (7) is approx. equal to 5% Engine Torque
change.

27. Beep linear actuator to 100% N2 flat pitch.

28. Fly aircraft and from flat pitch to full power. Droop cam should maintain100 ± 1%
N2.

Adjust cam counterclockwise to correct for droop.

Adjust cam clockwise to correct for overspeed.

29. If droop cam adjustment required, verify 0.01 O" minimum cam slot below and
above slider housing. Adjust tube 13 as necessary.

30. During steady state operation of engine #1 and #2 engines torque should be
within 4%. If not within 4%:

a. Ensure torque meter transmitters are properly calibrated.

b. When torque matching requirements conflict with the beep range or

the relationship of N 1 or ITT, between the two engines, torque
matching shall be favored.

(1) #1 torque is high throughout collective range, lengthen tube

(7).

(2) #1 torque is low throughout collective range, shorten tube

(7).

(Half turn of rod end will change engine torque 5%)

(3) #1 torque is high in high power range and/or is low in low

power range and/or #1 leads during power application, move
tube (7) toward jack shaft.

(4) #1 torque is low in high power range and/or is high in low

power range and/or #1 engine lags during power application,
move tube (7) away from jack shaft.

c. Recheck governor stops for 0.010" minimum clearance

Power Assurance Check (PT6T-3D)

MODEl.412
POWER A88UMNCE CHECK- HOVER
PTff.» -

HEATSIIECU - Of'F. IF INDICATED ITT EXCEEDS MAX ALLOWAIIU, flEPf.AT

CHECK SllUIL1ZINO 1'0WEfl FOI.Jfl MINUT£5.
THMn'lUII:
TEST ENGINE - FUU. OP£N, Al1CT10NED. IIEPEAT CHECK USING OTHER ENOIN£.

IF EITHER ENGINE EXCEEDS ALLOWA■LE ITT AFTER

OfflEJIENOINE - FUGHTIDU..

JJ_N"M
C0lilCTIVE PfTCH - INCMAR UNT1t. UGKT ON &KIOS Oft
s-JZING FOUR MNUTES. l'U8USHED rERFOflMANCE
MAY NOf llE ACHIEVAaLE. CAUSE SHOULD IIE DETDIIMNED
AS SOON AS f'flACTICAL.
■
HOY!JINO. DO N01'" EXC£B> 10• rrT, 103. 1,. NI RPM, Ofl
73.2,. T0flOUE. ,8 f o
63% TORQUE
AllTNDE. OAT. ENOINETOIIOUE ANO m:
SaaJZ£ l'OWEII ONE MINU'n. THIN IIEC0flO PAESSURE
O' PRESSURE ALTITUDE
ENTER CHAlff' la INOICRB> ENGIN£ 101'10UE, MOVE UP TI>
1 0 ° c8 0u' .,.,, I t -r
°
INTEMECT PflESSURE All'TTUOE, ....oCEED TD THE l'IIGHT 790 C MAX ALLOWABLE TS (ITT)
TO INlDSECT OUTSIDE Al" TEMPEIIATUM:. THEN MOYE UI"
TO IIEAD � FOfl MAXIMUM Al.LOWQU rrT.

°
790 C
760

40 60 6() 70 80
ENGINE TORQUE - PERCENT (INDICATED)

BHT-412:EHM-4-1·1

All Rights Reserved. For Training Purposes Only
r-.
POWE RP LANT �
�
41 2 Hp Differences �
(A,..
MAXIMUM ALLOWABLE ITT - °C MAXIMUM ALLOWABLE NI RPM - PERCENT f""-1
500 55D &GD 650 700 750 800 85 90 95 100 105
,-...
,-...
�

('8"-1

,-...
�

40 60 �
ENGINE TORQUE - PERCENT (INDICATED)
,-..,
HOVER CHECK, BELL41 2, 41 2SP, 41 2HP ,-..,
�
ITT Inter Turbine Temperature
�

• Green Arc 300 ° to 765 ° c Continuous Operation �

(Al
• Yellow Arc 765 ° to 81 0 ° C 5 Minute takeoff range
(Al

• Red Radial 81 0 C
°
Maximum for Takeoff �

,-..,
• Yellow Radial 822 ° C Maximum 30 minutes OEI
(Al

• Red Radial 850 ° C Maximum 2 1 /2 minutes OEI �

•
�
Red Triangle 1 oso 0c Maximum for Starting (2 sec. Max above
�
960 ° C)
�
Engine N1 Gas Producer 1 00% = 38,1 00 RPM �

• 1 2% - Minimum for opening throttle for start

�

�
• 61 % - Flight Idle RPM �

• 61 to 1 00.8% Green Arc - Continuous Operation

�

�
• 1 00.8% - Maximum for takeoff �

• 1 00.8 to 1 02.4% Red Arc - 2 1 /2 Minute OEI Range

�

�
• 1 02.4% Red Radial - Maximum OEI. ,-...
• 1 02.4% to 1 02.6% - Maximum Transient (30 seconds)1 02.6% - Maximum
�

�
POWE RP LANT

41 2 Hp Differences (Cont)

Torque

• Twin Engine Operation "Mast Scale"

o 1 0% to 81 % Green Arc - 8 1 % Max. Cont. 1 1 1 0 SHP

o 81 % to 1 00% Yellow Arc - 5 Minute Takeoff

o 1 00% Red Radial - Maximum 1 370 S H P

• Single Engine Operation "Engine Scale" 1 and 2

o 5% to 58.9% Green Arc - Continuous - 58.9% = 824 SHP

o 58.9% to 73.2% Yellow Arc - 30 Minute Range

o 73.2% Red Radial - Maximum 1 025 SHP

NOTES

N1 Topping.

SEE VIEW B

VlEW B

1. Manual - automatic fuel control 9. Maximum stop screw, manual

interconnect linkage fuel control
2. Datum line 1 O. Fuel control arm. automatic
3. Specific gravity adjuster fuel control
4. Automatic fuel control 11. Cotter pin
5. Manual fuel control 1 2. Part power trim stop
6. Minimum stop screw, manual 1 3. Cotter pin
fuel control 14. Maximum stop adjustment
7. Stop arm. manual fuel control screw, automatic fuel control
8. Stoo. manual fuel control

1 ) In flight - One engine flight idle.

2) Other twist grip full open. Beep to 1 00% N2.

3) Increase power by raising collective, dropping N2 to approximately 97% to obtain

1 02.4% N1 .

Note

Do not exceed torque 73.2% or ITT of 850 °C.

4) If N2 droops below 97% prior to 1 02.4% N1, increase topping.

5) 1 02.4% N1 is obtained without N2 droop, apply power to maximum 1 02.6% N1 if

droop does not occur decrease topping and recheck.

a. If the "PART POWER STOP" is used, topping is 99.8% N1 (GROUND

RUN ONLY).

b. If the "SLAVE STOP" is used, topping is 95.7% N1 (GROUND RUN

ONLY).

41 2HP N 2 Control System

•
� � c, �
',,(,,
r:
�
✓-- - -- � >-..'.

0.0101NCH 10.3MMI MINIMUM

�
-� --(D

.
CLEARANCE AT FUU INCREASE
ANO UP COLUCTIVE

Y t.L.,
DETAIL A GOI/CRNOtt LEI/ER

0
,-----------------------...
COMPENSATION AOJUSTMENT

1,q,

J\\·
(i·.

L o 0 1 0 1NCH co.3 MM)

MIN OF CAM SLOT .11 - BELLCRANK
SHOWING WITH �l
COLLECTIVE FULL
UP OR FULL OOWN Wl /
I 11
54.94 STA

OETAIL 8 CAMBOX

STA
1. N II power turbine governor (right power section) 208.5
2. Lever
3. ITT trim actuator
4. Droop compensator jackshaft assembly
5. N II power turbine governor (left power section)
6. Lever STA
204.1
7. Control tube
8. Linear actuator 16. Bellcrank

fa
9. Boot 17. Shear rivet
10. Cambox assembly 18. Control tube
E
11. Support �� 19. Idler
1 2.
1 3.
Clamp
Control cable
,�
-
H / 20 .
21 .
Control tube
Collective control bellcrank
14. Clamp

V
J ::
22. Minimum power stop screw
15. Support ' D ? 9 23.

9Y/ .,��!
. -r Stop arm
�;:/ h -�' 24. Maximum power stop screw

�
25. Cambox cam
,;__-, I I
26. Slider
• -_>J...-1 STA

�
lSB 0 27. Slider housing
28. Cambox bellcrank

41 2HP N2 Rigging

a. Purpose

• To ensure a 4.5% RPM spread is available from full decrease to full increase
beep twin engine operation.

• To ensure that 4.5% RPM spread is positioned between 97-1 01 .5% N2 RPM
range twin engine operation.

• To ensure collective droop cam maintains 1 00 ± 1 % N2 from flat pitch to full

power twin engine operation.

• To ensure torque split within 4%, steady state operation.

b. Nominal Values Prior to Rigging

1 ) Tube - 7 - 9.34"

2) Tube - 7 - in center of 5 holes.

3) Levers (2) and (6) installed 1 5 ° clockwise from center line of N2 governor stop
arm. Levers may be repositioned ±1 5 ° on stop arms to achieve proper rigging
and prevent fouling of linear actuator against firewall

4) Linear Actuator rod end adjusted to 1 .88".

5) Droop cam compensation adjustment centered.

6) Cable -1 3 - rod ends - full thread engagement, backoff 6 turns and align bearing
outer race 90 ° to wrench flat on cable.

7) Ensure collective system rigged.

c. Rigging

1 ) Disconnect cable 1 3 at droop cam.

2) Adjust linear actuator to obtain .62" travel from full decrease (full extend of
actuator) beep to full increase (full retract of actuator) beep. Ensure actuator is in
approximate mid travel prior to adjustments to prevent damage to internal stops
in actuator. Actuator should obtain full travel from stop to stop within a maximum
of 8 seconds.

3) Adjust stroke of ITT trim actuator (3) to 0.1 50 inches.

41 2HP N2 Rigging (Cont)

c. Rigging (Cont)

4) With ITT trim actuator at full extension (ITT trim switch full -2); adjust actuator
length to match the length of tube (7) plus 0.075 inch (1 .90mm) by adjusting rod
end .

5) Retract ITT trim actuator, using RPM +2/-2 switch in the increase direction until
length equals that of tube (7), (this equals mid stroke of actuator).

6) Ensure extend and retract strokes are equal to 0.075 inches from mid stroke and
adjust actuator as necessary.

7) Position collective lever fu ll down .

8) Position droop cam to obtain a 0.280" cam slot visible below slider housing.

9) Holding droop cam in position, adjust cable 1 3 to fit and connect.

1 0) Position collective down , full decrease beep (full extend of actuator) ensure some
clearance exist between N 2 governor stop arms and stop screws.

1 1 )Position collective full up, full increase beep of linear actuator and full increase of
ITT trim actuator (+2 beep, full retract of both actuators) set governor stop screw
to obtain .01 0" clearance. Verify approximately 0.280" cam slot visible above
slider.

NOTE

Any additional adjustments to N 2 control system will require repeat of steps 6 and 7
to prevent contact of stop arm with stop screws which could shear the shear rivet at
bellcrank 1 6.

1 2)Start engines and allow to stabilize at 6 1 % flight idle. If flight idle has not been
set, adjust flight idle stop to obtain 6 1 ± 1 % N 1 .

1 3) Position collective down and full decrease beep.

1 4)Twist grip No.2 engine full open.

1 5) Record No.2 engine N 2 RPM (should be 95% single engine).

41 2HP N2 Rigging (Cont)

c. Rigging (Cont)

1 6)Actuate ITT trim actuator RPM +2 / -2 switch to full +2, record RPM. Actuate ITT
trim switch to full -2, record RPM (should read 94 - 96% single engine), set a 2%
stroke by adjusting ITT trim actuator.

a. Lengthen stroke to obtain greater spread.

b. Shorten stroke to obtain less spread

1 7) Return ITT trim actuator back to mid travel (should read 95% N2).

1 8) Beep linear actuator to full increase, record No.2 engine N2 RPM (should be 99%
N2). Return No.2 engine to flight idle.

1 9) Using No.2 engine as the master engine, adjust linear actuator to obtain a 4%
spread on No.2 engine.

a. Lengthen stroke to obtain greater spread.

b. Shorten stroke to obtain less spread.

20)Adjust linear actuator rod end to position 4% spread on No.2 engine in 95 - 99%
N2 range.

a. Shorten rod end to raise range.

b. Lengthen rod end to lower range.

Note
Don't forget governor stops.

21 ) Repeat steps 1 7-1 5-1 8 for engine No.1 .

22) Position tube 7 to obtain 4% spread on No.1 engine.

a. Move tube 7 away from jack shaft (aft) to obtain greater spread.

b. Move tube 7 toward jack shaft (fwd) to obtain less spread.

23)Adjust tube 7 length to position No.1 engine spread in 95 - 99% N2 range.

a. Shorten tube 7 to raise range.

b. Lengthen tube 7 to lower range.

All Rights Reseived. For Training Purposes Only
POWE RP LANT

41 2HP N2 Rigging (Cont)

c. Rigging (Cont)

24 )Twin engine operation should give:

a. 4.5% spread between 97-1 01 .5% N2 range both engines.

b. Linear actuator stroke and rod end can be adjusted for final setting.

25) Beep linear actuator to 1 00% N 2 flat pitch.

26) Fly aircraft and from flat pitch to full power. Droop cam should maintain 1 00 ±
1 % N2.

a. Adjust cam counterclockwise to correct for droop.

b. Adjust cam clockwise to correct for overspeed.

27) If droop cam adjustment required, verify 0.01 0" minimum cam slot below and
above slider housing. Readjust cable 1 3 as necessary.

28) During steady state operation of engine No.1 and No.2 engines torque should be
within 4%. If not within 4%.

a. Ensure torque meter transmitters are properly calibrated.

b. When the torque matching requirements conflicts with the beep range or
the relationship of N1 or ITT, between the two engines, torque matching
shall be favored.

i. No.1 torque too high throughout collective range, lengthen tube 7.

ii. No.1 torque too low throughout collective range, shorten tube 7.

iii. No.1 torque too high in high power range and/or too low in low
power range and/or No.1 leads during power application, move
tube 7 toward jack shaft.

iv. No.1 torque too low in high power range and/or too high in low
power range and/or No.1 engine lags during power application,
move tube 7 away from jack shaft.

c. Recheck governor stops for 0.01 0" minimum clearance.

Fuel Nozzles (B and BE Engine)

'
p P PRIMARY
S SECONDARY

lllllT
sn 5 p

SPARK IGNITER
s
MAJIIFOLD ADAPTER lOCAllON$

FUEL NOZZLE SHEATH ----

COMBUSTION �
CHAMBER LINER -..,
(REF.)

PRIMARY
FUEL MANIFOLD FLOW OIVIOER SECONDARY
ADAPTER ASSY FUEL MANIFOLD
ADAPTER ASSY

PRIMARY ADAPTER SECONDARY ADAPTER

� 41 2SP and Prior

Takeoff 1 800 SHP Twin 900 SHP Single

Max. Cont. 1 600 SHP Twin 800 SHP Single

Takeoff Transmission 1 400 SHP @ 1 00% / 5 Min .

Max. Cont. Transmission 1 1 34 SHP @ 81 %

� Engine N1 Gas Producer 1 00% = 38,1 00 RPM

• 1 2% Minimum for opening throttle for start

• 6 1 % Flight Idle RPM
• 61 % to 1 00.8% Green Arc - Continuous Operation
• 1 00.8% to 1 02.4% Red Arc - 2 1 /2 Minute OEI
Range
• 1 02.4% Red Radial - Maximum OEI .
Triple Tachometer (Rotor, No.1 N2, and No.2 N2 }

• Rotor 1 00% = 324 RPM

0 26 to 77% Yellow Arc - Transient ground operation.

0 80% Red Radial - Minimum
0 80 to 9 1 % Yellow Arc - Power OFF at GW below 8000No.
0 91 to 1 04.5% Green Arc - Continuous
0 1 04.6% Red Radial - Maximum
• Engine N 2 Power Turbine 1 00% = 33,000 PRM

0 97% Red Radial Minimum

0 97% to 1 00% Green Arc Continuous **
0 1 00% to 1 04.5% Yellow Arc Continuous **
0 1 04.5% Red Radial Maximum **
** With engine torque below 30%
0 Exceeds 1 1 0% - Engine Change

41 2SP and PRIOR (Cont)

Torque
• Twin Engine Operation "Transmission Scale"

0 1 0% to 81 % Green Arc - 81 % Max. Cont. @ 1 1 1 0

SHP
0 81 % to 1 00% Yellow Arc - 5 Minute Takeoff
0 1 00% Red Radial - Maximum @ 1 370 SHP
• Single Engine Operation "Engine Scale" 1 and 2

0 5% to 58.9% Green Arc - Continuous - 58.9% = 824

SHP
0 58.9% to 73.2% Yellow Arc - 30 Minute Range
0 73.2% Red Radial - Maximum 1 025 SHP
NOTES

41 25P and Prior Torque Transmitter

@e-· '/,'
... -.
S
..
Twi n - Pac9
GEARBOX
A&aY NO ' >01•1.o
@
EUCTRICAL
CONNECTOR

VENT
.Z,
OOT TY"' &l'PROVAL
MOOU ""'"
,o
,,,.,. CONNECTION

..• .. ............. "°' • • '

,AA TYP1! cu,n,.::An ,,, f..

ir: ::tm:; I ..
UIOLAL HO. G• O• loa.1
'.,,
T&IU·OI' ■-
1M ....ota • •

c-•
UIIIO •to e, 0

=--•
r •O. . . .
PRATT g, WHITNEY AIRCRAFT
OF CANADA. LTO.
U.OUIUll. O�NC. c.u&AOA
VALVE IDENTIFICATION
TORQUE TRANSDUCER SETTINGS 'l.ACARO - --------,
8.H.T. ,N ' 1 H>7S•20S
I A B C 0
LH. VALVES ( A 8 0 ) R H. VALVES( D

I ! R H. c i
VALVES
U I
___P
(�&:::B __,)
C AB ANO 0
17.7
VALVES WITH ARE ON
COVER REMOVED VALVE C IS Of'f'
DATA "LATE (TOROUE TRANSMITTER
SETTING INSTRUCTION ,u-.rE1
IIOTTOM Vl[W OF TOROUC TRANSMITTER
SAM"L£ TORQUE TRANSMITTER SETTING

1) Determine the left hand right hand transmitter valves to be set in the "ON" position,
and the alpha degrees from the auxiliary data plate on the combining gearbox

2) Remove the adjustment valve cover from the bottom of the transmitter and set the
appropriate valves "ON" according to the combining gearbox data plate. Reinstall
the adjustment valve cover.

3) Using a deadweight tester or similar calibrated liquid pressure source, apply a

reference pressure of 35.4±0.25 psig to the sense port of the transmitter and note
percentage torque reading on the pilots indicator.

4) Compute the percentage torque corresponding to the reference test pressure

according to the equation or the percentage torque may read from the table on the
next page.

�= % torque
K 1'1 1,(.,V'1. /a o... ./-k., '=> o. c. 4
.z., o { /h.e l � .t- � f...o.r
0 = symbol for alpha degrees.
°

NOTE

K = 1.842 for torque indicator P/N 212-070-160-AII (1290 shp)

K = 1.928 for torque indicator P/N 412-075-008-101 (1350 shp)
K = 2.003 for torque indicator P/N 412-075-008-111 (1400 shp)

All Rights Reserved. For Training Purposes Only
�
POWE RP LANT �
�
41 2SP and Prior Torque Transmitter (Cont) ,-.
5) Rotate the Zero Adjustment screw on the bottom of the transmitter until the pilots �
indicator agrees with the reference percentage computed in Step 4. A �
counterclockwise rotation increases the indicated torque. �

6) Reconnect pressure line to the transmitter.

�
{8-,,
41 2SP and Prior Torque Transmitter Setting �
,-..,
a.0 Value Corresponding a.0 Value Corresponding
from torque torque Indicator from torque torque indicator �
transmitter reading (In transmitter reading (In
setting percent) for setting percent) for �
instruction a.0 value at instruction a.0 value at
plate. left. plate. left. �
t"-"I
84.0 43.6% 45.6 �
.1 43.6 4
.2 43.7 5.7 �
.3 43.7 45.8
.4 43.8 45.9 �
.5 43.8 45.9
.6 43.9 46.0 �
.7 43.9 46.0
.8 44.0 46.1
.9 44.0 46.1 �
85.0 44.1 46.2
.1 44.1 46.2 �
.2 44.2 46.3
.3 44.2 .3 46.3 �
.4
.5
44.3
44.3
.4
.5
46.4
46.4 ,-..,
.6
.7
.8
44.4
44.4
44.5
.6
.7
.8
46.5
46.5
46.6
,-.
.9 44.5 .9 46.6 �
86.0 44.6 90.0 46.7
.1 44.7 .1 46.7 �
.2 44.7 .2 46.8
.3 44.8 .3 46.8 �
.4 44.8 .4 46.9
•5 44 .5 46.9 �
.6 .9 .6 47.0
.7 5.0 .7 47.0 �
.8 45.0 .8 47.1
.9 45.1 .9 47.1
87.0 45.1 91.0 47.2 (8-,.
.1 45.2
.2 45.2 t"'°'I
.3
.4
.5
45.3
45.3
45.4
,..,,
.6 45.4 �
.7 45.5
45.5 �
45.6
�
/Ai
�
�
a,0 Value to Corresponding Torque Indicator Reading ,-.,
t"-'I
41 2000_FMT_4WK_ENG_TG1 7_B_03_201 4OCT09 1 7-1 1 4 © 201 4 Bell Helicopter, A Textron Company �
All Rights Reserved. For Training Purposes Only
/Al
/A,
POWERPLANT

412SP and Prior Torque Control Unit

POWER TURBINE
MINIMUM SPEED SET LEVER----"'\_
:'r� .ff•
�
POWER TURBINE GOVERNIN -�J
GOVERNOR SPRING -- ��--=
;� = -= ----sza.
�""'1

Pg FROM
NUMBER 1 +-
ENGINE
::==========�
POWER TURBINE GOVERNOR

ORIFICE TO REDUCTION GEARBOX

TORQUEMETER PRESSURE
FROM NUMBER 2 ENGINE [)
.__ __/
CHIP DETECTOR ADAPTER

QUAUZER
ows
I I

L
�

LIMITER
BELLOWS s

-
:
t
TORQUE LIMITER
ADJUSTMENT

TORQUEMETER PRESSURE I)
FROM NUMBER 1 ENGINE
TO REDUCTION GEARBOX
Pg FROM ORJACE CHIP DETECTOR ADAPTER
NUMBER 2-+ ============� POWER TURBINE
¼
ENGINE
GOVERNING ll-------,
MINIMUM Nf SPEED SET LEVER :Q"�}
I-'-'
\.

POWER TURBINE ��
GOVERNOR SPRING

POWER TURBINE GOVERNOR

412000_FMT_4WK_ENG_TG1 7_B_03_2014OCT09 1 7-1 1 5

412SP N2 RIGGING

- o.o , o ,NCH (0.3MMI MINIMUM

CLEARANCE AT FUU. INCREASE
ANO UP COUECTIVE II
DETAIL A GOVERNOR LEVER

. . ,.j/-+--
COMPENSATION ADJUSTMENT
10 . ·
INCHEASE - , . ss
CAM
Dl·C REAS[

Lo.010 1NcH M I N oF
CAM SLOT SHOWING
WITH COLLECTIVE
FULL UP O R FULL
DOWN

m. TAIL B CAMBOx

1 . Collective Control Bellcrank 1 4. Governor

2. Conlrol Tube 15. Control Tube
3. Idler 1 6. Lever
4. Control Tube 1 7. Governor
5. Bellcrank
6. Control Cable
7. Support
B. Cambox
9. Boot
SHEAR PIN -3.
/
10. Actuator
11 . Jackshaft
12. Control Tube
COLLECTIVE
1 3. Lever ACTUATOR 4

•••• ••• ,/
,'
,,,
ht
:l? , , ST A
158
DETAIL ( CC,NTROL TUBE
;-.,,,, "

41 2SP N2 Rigging (Cont)

a. Purpose

1 ) To ensure a 4.5% RPM spread is available from full decrease to full increase
beep twin engine operation.

2) To ensure that 4.5% RPM spread is positioned between 97% -1 01 .5% N2

RPM range twin engine operation.

3) To ensure collective droop cam maintains 1 00% ± 1 % N2 from flat pitch to full
power twin engine operation.

4) To ensure torque split within 4%, steady state operation.

b. Nominal Values Prior to Rigging

1 ) Tube - 12 - 9.3411

2) Tube - 1 2 - in center of 5 holes.

3) Levers (1 3) and (1 6) installed 1 5 ° clockwise from center line of N2 governor

stop arm. Levers may be repositioned ±1 5° on stop arms to achieve proper
rigging and prevent fouling of linear actuator against firewall

4) Linear Actuator rod end adjusted to 1 .88".

5) Droop cam compensation adjustment centered.

6) Cable 6, (rod ends), full thread engagement, backoff 6 turns and align bearing
outer race 90 ° to wrench flat on cable. (331 07 & prior, tube 6 if installed set to
40.250")

7) Ensure collective system rigged.

c. Rigging

1 ) Disconnect cable or tube 6 at droop cam.

2) Adjust linear actuator to obtain .62" travel from full decrease beep to full
increase beep. Ensure actuator is in approximate mid travel prior to
adjustments to prevent damage to internal stops in actuator. Actuator should
obtain full travel from stop to stop within a maximum of 8 seconds.

3) Position collective lever full down.

41 2SP N-2 Rigging (Cont)

c. Rigging (Cont)

4) Position droop cam to obtain a 0.280 cam slot visible below slider housing .
11

5) Holding droop cam in position, adjust cable or tube 6 to fit and connect.

6) Position collective down, full decrease beep (full extend of actuator) ensure
some clearance exists between N2 governor stop arms and stop screws.

7) Position collective full up, full increase beep (full retract of actuator) set
governor stop screw to obtain .01 0 11 clearance. Verify approximately 0.280"
cam slot visible above slider.

Note

Any additional adjustments to N2 control system will require repeating steps 6 and 7 to
prevent contact of stop arm with stop screws which could shear the shear rivet at
bellcrank 1 6.

8) Start engines and allow to stabilize at 61 % flight idle. If flight idle has not
been set, adjust flight idle stop to obtain 61 % ± 1 % N1 .

9) Collective down and full decrease beep.

1 0)Twist grip No.2 engine full open.

1 1 ) Record No.2 engine N2 RPM (should be 95% single engine).

1 2) Increase to full beep, record No.2 engine N2 RPM (should be 99% N2).
Return No.2 engine to flight idle.

1 3) Using No.2 engine as the master engine, adjust linear actuator to obtain a 4%
spread on No.2 engine.

a. Lengthen stroke to obtain greater spread.

b. Shorten stroke to obtain less spread.

1 4)Adjust linear actuator rod end to position 4% spread on No.2 engine in 95% - �
99% N2 range. �
a. Shorten rod end to raise range. �

b. Lengthen rod end to lower range.

1 5) Repeat steps 1 0-1 1 -1 2 for engine No.1 .

41 2SP N2 Rigging (Cont)

c. Rigging (Cont)
1 6)Position tube 1 2 to obtain 4% spread on No.1 engine.

a. Move tube 12 aft of jack shaft to obtain greater spread.

b. Move tube 12 toward jack shaft (fwd) to obtain less spread.

1 7)Adjust tube 1 2 length to position No.1 engine spread in 95% -99% N2 range.

a. Shorten tube 1 2 to raise range.

b. Lengthen tube 1 2 to lower range.

1 8)Twin engine operation should give:

a. 4.5% spread between 97%-1 01 .5% N2 range both engines.

b. Linear actuator stroke and rod end can be adjusted for final setting.

1 9}Fly aircraft and from flat pitch to full power. Droop cam should maintain
1 00% ± 1 % N2.

a. Adjust cam counterclockwise to correct for droop.

b. Adjust cam clockwise to correct for overspeed.

20) 1f droop cam adjustment required, verify 0.01 0" minimum cam slot below and
above slider housing. Readjust cable 1 3 as necessary

c. Rigging {Cont) �
�
21 ) During steady state operation of engine No.1 and No.2 engines torque should
�
be within 4%. If not within 4% :
/9"1
a. Ensure torque meter transmitters are properly calibrated. �
f'6'I
b. When the torque matching requirements conflicts with the beep range
or the relationship of N1 or ITT, between the two engines, torque �

matching shall be favored.

,,.,
�

i. No.1 torque too high throughout collective range, lengthen

�
tube 1 2.
�.
ii. No.1 torque too low throughout collective range, shorten �
tube 1 2.
,..,
�

iii. No.1 torque too high in high power range and/or too low in
low power range, and/or No.1 leads during power tA,
application, move tube 1 2 toward jack shaft. �

iv. No.1 torque too low in high power range and/or too high in
�

low power range and/or No.1 engine lags during power

�

Engine Preservation and Depreservation

Preservation

NOTE

The procedure to be followed in the depreservation and preservation of engines, power

sections and reduction gearboxes in service depends on the period of inactivity and
type of preservation used. Therefore, reference should be made to preservation records
(tags) and to relevant unit log book. The period of inactivity, or anticipated inactivity,
should also be established.

1. Automatic Fuel Control Units (AFCU):

a. Preservation of a fuel control unit depends on the period of inactivity and whether
or not the AFCU is operated during the inactive period.
i. An AFCU is considered active if an engine is involved in normal flight
operations or if an engine is wet motored or run during preservation periods.
ii. An AFCU is not considered active if an engine is not wet motored or run
during aircraft inactive periods.
b. For fuel control units that remain on inactive engines in long term container
storage (off wing), the time accumulated in the container begins at the time of
packaging.
c. For units that have been removed from the engine and are in storage three years
or more, refer to 73-20-02, Maintenance Practice, Storage, Three Year
Requirement.
d. For units that have been removed from the engine and are in storage more than
six years, refer to 73-20-02, Maintenance Practice, Storage, Six Year
Requirement.
e. For units on engines that are inactive for more than six months and that are not
preserved, refer to 73-20-02, Maintenance Practice, Storage, Unpreserved Units
Installed on the Engine.
2. Preservation schedule for engine:
�: ------- '\
----- :'
�-CAUTION
.........

UNDER NO CIRCUMSTANCES MUST PRESERVATIVE OIL BE S PRAYED INTO

I NLET AN D EXHAUST AREAS OF POWER SECTION S : DIRT PARTICLES
DEPOSITED ON BLADES AND VANES DURING OPERATION WILL ALTER THEIR
AIRFOIL SHAPE AND ADVERSELY AFFECT COMPRESSOR EFFICIENCY.

Preservation (Cont)

a. 0 to 7 Days- Engines that are to be left inactive up to seven days must be

sheltered, kept in a relatively dry area and not subjected to extreme temperature
changes which would produce condensation. No special action necessary.

b. 8 to 28 Days - Engines that are to be left inactive up to 28 days must have all
openings blanked off and sealed. Relative humidity must be maintained at less
than 40 percent. No other special action is required.

NOTE

Relative humidity can be maintained below 40%, when engine is airframe mounted,
by placing desiccant bags in engine intake and exhaust areas. Desiccant bags must
be placed on suitable racks to prevent contact with rotating parts. Install humidity
indicators and provide windows in relevant closures for observation of indicators.

c. 29 to 90 Days - Engines that are to be stored longer than 28 days must have fuel
system of each power section preserved (Ref. step (6), following), intake and
exhaust openings for each power section covered, and desiccant and humidity
indicators installed.

d. 9 1 Days and over - Engines inactive over 90 days must in addition to 29 to 90

day procedures, have engine oil systems drained and unused accessory drive
splines sprayed with lubricating oil

3. Preservation schedule for power section and reduction gearbox in metal containers:

a. Check and record pressures and relative humidity of container at least once
every 90 days. According to results noted, carry out the necessary action as
detailed in steps (b) through (e) following.

NOTE

Whenever a container is re-pressurized, check filler valve for leakage with soap and
water solution. If satisfactory, replace and tighten cap.

b. Container internal conditions, pressure more than one psig above atmospheric
and below 20 percent relative humidity (indicator all blue) - No action required.

c. Container internal conditions, pressure less than one psig above atmospheric
and below 20 percent relative humidity - Repressurize container to 5 ( ±1 ) psig
with clean, dry, compressed air or nitrogen. Check pressure after seven days, if
pressure has dropped, remove unit (power section or reduction gearbox) from
container and reinstall in serviceable container.

Preservation (Cont)

d. Container internal conditions, relative h umidity between 20 and 40 percent

(indicator partially pink) - Open container and replace desiccant with freshly
activated desiccant. Reverse or renew h umidity indicator and repressurize
container to 5 (±1 ) psig with clean, dry, compressed air or nitrogen and check for
leakage.

e. Container internal conditions, relative humidity more than 40 percent (indicator all
pink) - Remove unit (power section or reduction gearbox) from container and
inspect for corrosion. If severe corrosion is evident reinstall unit, with covers, in
container. Replace desiccant with freshly activated desiccant. Reverse or renew
humidity ind icator as necessary. Repressurize container to 5 {± 1 ) psig with
clean, dry, compressed air or nitrogen. Return unit to an overhaul facility as soon
as possible for inspection and repair.

4. Preservation schedule for power section a nd reduction gearbox in fiberboard

containers:

a. Check and record relative humidity of container at or before expiration of first 90

days and every 30 days thereafter. According to results noted , carry out
necessary action as detailed in steps (b) through (d) following.

b. Relative humidity in container less than 20 percent (indicator all blue) - No action
required .

c. Relative humidity in container between 20 and 40 percent {indicator partially

pink) - Open container, cut open relevant unit protective envelope, remove
envelope and desiccant. I nstall unit in new envelope and insert freshly activated
desiccant. Reseal envelope a nd evacuate. Close container.

d . Relative h umidity in container more than 4 0 percent (indicator a l l pink) - Remove

unit {power section or reduction gearbox) from container and inspect for
corrosion . If severe corrosion is evident, reinstall covers on unit, enclose in
protective envelope and insert freshly activated desiccant. Evacuate and seal
envelope and install in container. Return unit to an overhaul facility, as soon as
possible for inspection and repair.

5. Oil system preservation (for engines or spare power sections inactive for periods
exceeding 90 days).

--� - � - � - "
Preservation (Cont)

� ------ �
: CAUTION :

OBSERVE STARTER OPERATING LIM ITS (REF. STARTER MANUFACTURER'S

MANUAL).

a. Close normal fuel supply shutoff valve and rotate power sections with starter until
oil pressure and compressor speed (Ng) are indicated. Disengage starter.

b. Drain all engine oil from power sections and reduction gearbox.

c. With drains open, motor each power section in turn, with starter (no ignition) to
permit scavenge pumps to clear each power section, indicated by cessation of
steady stream of oil from drains. To prevent excessive operation with limited
lubrication, limit rotation to shortest possible time to accomplish complete
draining.

d. Remove oil filters and drain and clean filter elements. Allow oil to drain to a slow
drip (approx. 30 minutes), install oil filters and close drains.
--- ----- -- "'"":
� - -- -- ------
: CAUTION
._

U N DER NO CIRCU MSTANCES MUST P RESERVATIVE OIL BE SPRAYED INTO

INLET AND EXHAUST AREAS OF POWER SECTIONS. DIRT PARTICLES
DEPOS ITED ON BLADES AND VANES D U R I N G OPERATION WILL ALTER THEIR
AIRFOIL SHAPE AND ADVERSELY AFFECT COMPRESSOR EFFICIENCY.

e. Remove cover plates from pads of accessory drive not in use and spray exposed
surfaces and gearshafts with clean engine lubricating oil. Replace cover plates.

f. Install all plugs, caps, covers or screens over all openings to prevent entry of
foreign material and accumulation of moisture.

g. Tag oil filler caps with date of preservation.

6. Fuel system preservation (for engines or power sections inactive for periods
exceeding 28 days).

a. Close normal fuel supply shutoff valve. Disconnect fuel inlet lines to oil-to-fuel
heater on each power section.

Preservation (Cont)

;,.-- ----- ,
..

� -- --....- -. --""
: CAUTION :

UNDER NO CIRCUMSTANCES MUST OIL BE ALLOWED TO ENTER A POWER

SECTION WHERE IT MAY COME INTO CONTACT WITH THE T5 TEMPERATURE
S ENSING SYSTEM. OIL CONTAMINATION OF BUS BAR AND HARNESS MAY
CAUSE COMPLETE FAILURE OF SYSTEM.

b. Disconnect fuel pressure tube from flow divider on each power section and allow
fuel to drain into suitable container.
111- '-= - � ---�
�----..........__- ...
: CAUTION :

TO P REVENT FOREIGN MATERIAL FROM ENTERING ENGINE FUEL SYSTEMS,

EQUIPMENT MUST BE PROVI DED WITH SUITABLE FILTERS OR STRAINERS NO
COARSER THAN 10 MICRON RATI NG.

c. Install caps on flow divider inlet and dump ports. Using suitable equipment,
supply oil (PWC05-077) at 5 to 25 psig and at a temperature not lower than 16 ° C
(60° F) to fuel inlet ports of oil-to-fuel heaters.

":--- ~ --- "

�--�----""
CAUTION :

OBSERVE STARTER OPERATING LIMITS (REF. STARTER MANUFACTURER'S

MAN UAL).

d. With ignition system off and power section fuel systems each in automatic mode,
carry out normal 30 second motoring cycle. During motoring cycle move each
power section throttle twist grip through its full range.

e. Repeat step (d), preceding, but with fuel system for each power section in
manual mode.

f. Check that oil flows from opened fuel pressure lines at completion of motoring
runs; if not, repeat steps (d) and (e), preceding.

g. Reconnect fuel pressure lines to each power section fuel divider. Disconnect
preservation oil supply from each power section oil-to-fuel heater.

h. Install shipping plugs, caps and covers.

Reactivation of Desiccant

1. Place bags of desiccant and a pink humidity indicator in a suitable oven, controlled
at 1 21° C (250° F), until humidity indicator turns blue.

2. Allow oven to cool to room temperature (approximately 22° c (72° F)), then remove
bags of desiccant and humidity indicator.
111' '" ' ' ' ' ' '\

�-
: CAUTION :
-- -.., ......"
DES ICCANT BAGS MUST N OT BE REMOVED FROM P ROTECTIVE
POLYETHYLENE ENVELOPES UNTIL REQUIRED FOR INSERTION INTO S H IPPING
CONTAIN ERS.

3. As soon as possible after reactivation is complete, insert bags of desiccant into

polyethylene envelopes. Evacuate air from envelopes and seal with suitable sealing
iron.

NOTES

Engine Preservation and Depreservation (Cont)

Depreservation

1 . Depreservation schedule for engine stored in fiberboard container:

a. 0 to 7 Days - No depreservation required.

b. 8 to 28 Days - Desiccant and moisture barriers must be removed. Make sure all
previously sealed engine openings are reopened and are unobstructed.

c. 29 to 90 Days - Depreserve engine fuel system (Ref. step (3)).

d. 91 Days and over - Engine must be completely depreserved.

2. Depreservation schedule for power sections and reduction gearboxes stored in

metal or fiberboard containers:

a. 0 to 7 Days - No depreservation required.

b. 8 to 28 Days - (Power Sections Only) - Desiccant and moisture barriers must be

removed. Ensure all previously sealed openings, except reduction
gearbox/power section mating (flange A), are reopened and are unobstructed.

NOTE
Protective cover and drive shaft plug at flange A are to be removed only prior to actual
assembly of power section to reduction gearbox.
c. 29 to 90 Days (Power Sections Only) - Depreserve fuel system (Ref. step (3)).

d. 8 to 90 Days (Reduction Gearboxes Only) - Desiccant and moisture barriers

must be removed. Ensure all previously sealed openings, except power
section/reduction gearbox mating flange (flange A), are opened and are
unobstructed.

NOTE

Polyethylene sheets at each power section opening are to be removed only prior to
actual assembly of power section to reduction gearbox.

e. 91 Days and Over (Power Sections Only) - Depreserve power section completely
(Ref. step (3), following):

Depreservation (Cont)

NOTE

Depreservation must be carried out as complete engine. Slave units may be utilized to
provide this requirement.

Oil system on reduction gearbox requires no servicing until unit is required for service.

3. Depreservation of engine stored in fiberboard container:

a. Fill accessory gearbox oil tank on each power section and reduction gearbox oil
tank with correct quantity of lubricating oil.

NOTE

No depreservation is required for the engine oil systems.

____ _
___ ,,.

�--- -- :"!0.. --....

: CAUTION :

UNDER NO CIRCUMSTANCES MUST PRESERVATIVE OIL BE ALLOWED TO

ENTER POWER SECTION W HERE IT MAY COME INTO CONTACT WITH THE T5
TEMPERATURE S ENSING SYSTEM. OIL CONTAM INATION OF BUS BAR AND
HARNESS MAY CAUSE COMPLETE FAILURE OF SYSTEM.

b. Disconnect fuel pressure tube assemblies at flow divider on each power section.
Loosen lines, as necessary, to allow drainage into a suitable container.

--- -- � --- '\

�----- --- --
: CAUTION :
�

DO NOT EXCEED STARTER MOTOR OPERATING LIMITS (REF. STARTER

MANUFACTURER'S MANUAL).

c. Displace preservative oil from fuel system by switching on aircraft fuel supply and
motoring each power section (with ignition off) in both automatic and manual
modes until clean fuel flows from disconnected pressure tubes at flow dividers.
Move power lever through complete operating range during motoring procedure.

d. Reconnect fuel pressure tubes to flow dividers on each power section. Tighten
coupling nuts, torque to 90 to 100 lb.in. and lockwire.

e. Check all connections for security and safety.

Depreservation (Cont)

4. Depreservation of power section stored in metal or fiberboard containers:

a. Install power section together with other power section on reduction gearbox to
form a complete engine assembly.
b. Depreserve power section fuel syste.
5. Depreservation of reduction gearbox stored in metal or fiberboard containers:
a. Assemble reduction gearbox and two power sections to form a complete engine
assembly.
b. Fill reduction gearbox oil tank.
NOTES

I NTENTIONALLY LEFT BLANK

All Rights Reseived. For Training Purposes Only
�
POWE RP LANT
�
� Review
V
1 ) The powerplant on the 41 2EP is 1'-veu§+- limited to 1 370 SHP for 5
minutes and 1 1 1 0 SHP for maximum continuous operation .

2 ) The ignition system for each power section is a capacitor discharge type, solid �·
state unit to fire b.
l:O igniters in each power section .

3 ) The powerplant
\ consists of two identical turboshaft power sections, a
co+ia � t
1 r <:. 'J
L
s I lSL- reduction gearbox and two accessory gearboxes.
�,

4) The air management system provides air to the engines for cooling and
po.. ,,__ � '� c.-� separation .

5) The compressor section has ___

3____ axial stages and one centrifugal
stage of compression.

6) The ------"-'<E:::::J
"------�-...,..u-c.
__ �___ and gas producer turbine rotate clockwise.

7) Each fo v-H�_,_ s e c. I--/ t, ""-- consists of three subassemblies: accessory v

gearbox, gas generator section and power turbine/exhaust section.
<
8) The powerplant is mounted on a biped, a .fn. � oc.L and two v
interconnected vertical tubes.

9) A bleed valve mounted at the 5 o'clock position on the compressor, bleeds air _/.
from the outlet of the � 3�tage to provide anti-stall characteristics.

1 O)Torquemeter transmitters must be adjusted using information obtained from the �

c - �o x supplemental data plate.

11) � interturbine temperature probes are mounted in the gas t_.,/' .

flow just forward of the power turbine guide vane assembly.

�- 5 + 1 °
C>
1 2)The twist grips should bottom out degrees after the stop
screws at the manual fuel controls contact.

1 3)The ITT (T5) trim compensation value is obtained from the p ◊ �r t../"'
� e c_/....,.,,.;... data plate and is used to calibrate the engine ITT to a standard
temperature.

1 4)The power tu rbine governors control consist of electrically operated +2,-2

�
actuator, a linear actuator, and a single droop compensating cam assembly
mechanically connected to the <:. ,J..Ltz '- � 1 r-v-- pitch control system.

Review (Cont)

1 5)The flight idle solenoids stop the twist grips linkage at _.;..{_/___ % +1 % RPM v·
as indicated on the N1 indicator.

1 6)The droop cam must be adjusted to maintain to o % ± ____ % NR /

RPM from flat pitch to full power twin engine operation.

1 7)The safety feature installed in the N2 linkage to the droop compensator is a f �

shear ,-; v ef: to prevent limiting collective movement. �
1 B) Prior to rigging the N2 linkage, the c o U e c +--: -v- flight control rigging must ✓ �
be completed. �
�
1 9)The reduction gearbox provides a E :I reduction of the power turbine
speed to output shaft speed by means of a three-stage reduction gear train for
,....,
each power section. �
�
20)The only freewheeling capability of the power train is in the sprag clutches of the v/ �
�-vo-v L-<-- , •- tr _ gearbox.
I') r f

fl""\
21 )The powerplant fuel system is a hydro-pneumatic system using two fuel controls, 1,/ �
two fuel pumps and Qvt.R- torque control unit. ,-.,
22)The linear actuator is set at .85 inches travel by internal stops to obtain a 6% N2 �

RPM spread and the rod end is adjusted to position the range at q � % ,-..
to r <J .11 ;- % N2 RPM twin engine operation. �
,-.,
23)When the ITT (T5) trim compens� tor upper electrical connector is removed, the
ITT indicated reading should d
I v-- c, -� in amount equal to the power V/ ,-.,
section data plate trim value in degrees Celsius. �
�
24 )Oil flows from the oil cooler where it is cooled by an engine driven blower to the �
c� s: • ..,,, ., �-�, u� F: Ll-cur
�
25)An internal tank, oil filler, sight gage, pressure pump, scavenge pumps, filter and �
oil cooler are contained in each Po-v->-c ;- · _:_J1--�--z-.. lubrication system. t-'t
26)___J_ ,�
----- separate, independent oil systems provide lubrication for ,-.,
the powerplant. ,-.,
�
27)The 41 2EP torque control unit receives torquemeter pressure and governor reset �
pressure from each power section to control the c hYY\ b ,< � 0-'-"f- � �� ,.
,-.,
28)Two chip detectors are provided in each of the power --�
-��-- (A\

lubrication systems. ,-...

29)When properly rigged the ma¥. power stop on the A F c u.., will contact
prior to the max. power stop on the h � c u,_,

30)The engine fire detector elements are in a series loop and operate on high heat
level or heat rise to cle,c.v--ea.s e__ resistance in the element to illuminate
the fire warning light.

LOCATE AND IDENTIFY THE LISTED POWERPLANT ITEMS

#1 #2

STARTER GENERATOR

N1 TACHOMETER GENERATOR

BREATHER VENT CONNECTION

OIL PRESSURE ADJUSTMENT VALVE

FUEL PUMP AND FILTER

FUEL HEATER
AFCU (MAXIMUM STOP)
MFCU (MAXIMUM AND MINIMUM STOPS)
FUEL CONTROL INTERCONNECT LINKAGE

N 1 LINKAGE UPPER ADJUSTABLE TUBE

FLIGHT IDLE STOP AND SOLENOID

JACKSHAFT SEVEN HOLE LEVER

N 1 LINKAGE LOWER ADJUSTABLE TUBE

TWIST GRIP
ENGINE WASH CONNECTION
OIL TANK FILLER

OIL LEVEL SIGHT GAGE

FUEL FILTER DRAIN VALVE
OIL TEMPERATURE BULB
OIL PRESSURE TRANSMITTER
OIL TANK DRAIN VALVE

#1 #2
OIL CHECK AND REGULATING VALVE

CHIP DETECTOR (ACCESSARY GEAR BOX)

FORWARD ENGINE MOUNT VERTICAL TUBE

PARTICLE SEPARATOR DOOR ACTUATOR
TRANSITION DUCT
EXHAUST DUCT
EXHAUST EJECTOR AND BREATHER VENT LINES
CUSTOMER BLEED PORT ELBOW
FUEL MANIFOLD TUBES AND NOZZLES
FLOW DIVIDER / DUMP VALVE

COMBUSTION CHAMBER DRAIN VALVE

P3 FILTER
IGNITION EXCITER
IGNITER PLUGS
AFT ENGINE MOUNTS
Ts TERMINAL BLOCK
Ts COMPENSATOR
OIL COOLER BLOWER
OIL FILTER
OIL PRESSURE SWITCH
TORQUEMETER TRANSMITTER
N2 TACHOMETER GENERATOR

#1 #2

POWER TURBINE GOVERNOR

CHIP DETECTOR (ENGINE OIL SYSTEM)
CHIP DETECTOR (C.G.B. OIL SYSTEM)

OIL TEMPERATURE BULB (C.G.B. OIL SYSTEM)

OIL TEMPERATURE SWITCH (C.G.B. OIL SYSTEM)

OIL PRESSURE TRANSMITTER (C.G.B. OIL SYSTEM)

OIL PRESSURE SWITCH (C.G.B. OIL SYSTEM)
OIL FILTER (C.G.B. OIL SYSTEM)
OIL FILTER IMPENDING BYPASS (C.G.B. OIL SYSTEM)
TORQUE CONTROL UNIT {TORQUE LIMITER ADJUSTMENT)

N2 LINEAR ACTUATOR
ITT TRIM ACTUATOR
N2 DROOP CAM
N2 CONTROL SYSTEM SHEAR PIN

412 SERIES (PWC PT6T--3D)
EASA B 1.3 COURSE
© 2011
Bell Helicopter Textron Inc.
All Rights Reserved. For Training Purpose

COPYRIGHT© 2013 Bell Helicopter Textron, Inc., Fort Worth, Texas 76101
All Rights Reserved. No part of this work may be repr

Table of Contents
Anti-Torque Drive
HP/EP Anti-Torque System
2
#1 Flex Coupling Disassembled
4
#2 Flex Coupling Disasse

ANTI-TORQUE DRIVE
HP/EP ANTI-TORQUE SYSTEM
The tail rotor drive system consists of one tail rotor drive coupling, six shaft

ANTI-TORQUE DRIVE
#1 and #2 FLEX COUPLING INSTALLATION
TRANSMISSION SUMP
DRIVE SHAFT ADAPTER
DETAIL A
DETAIL B
TAIL ROT

ANTI-TORQUE DRIVE
#1 FLEX COUPLING DISASSEMBLED
CENTERING
SPRING
SPLINED COUPLING
RETAINER
PLATE
WEAR SLEEVE
412000_F

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
ANTI-TORQUE DRIVE
#2 FLEX COUPLING DISASSEMBLED
Retaining ring
12.
Grease s

ANTI-TORQUE DRIVE
DISC PACK COUPLING
1.
Hanger bearinn assembly
2.
Drivcshaft
3.
Hanger fillinu
4.
Barrel nut
5.
H

ANTI-TORQUE DRIVE
DISC PACK INSTALLATION
-- ---,
SEEDETAILB
SEE DETAIL A
I
I
, _______ ,
DETAIL A
DETAILB
412000_FM

ANTI-TORQUE DRIVE
TAIL ROTOR DRIVESHAFT
-
0
0 -
14.0 IN.8----- AREA A----.....,11.---14.0 IN.--►1
AREA B
I
AREA B
LONG

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