THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. DISCLAIMER THIS INFORMATION CONTAINED HEREIN WAS PREPARED AND INTENDED, ONLY, AS A MARKETING AID. IT CANNOT BE USED AS A SUBSTITUTE FOR THE ROTORCRAFT FLIGHT MANUAL, MAINTENANCE MANUAL, ILLUSTRATED PARTS BREAKDOWN OR OTHER PUBLICATIONS APPROVED BY AIR REGULATORY AUTHORITIES FOR THE OPERATION, AND/OR MAINTENANCE OF ANY BELL AIRCRAFT. PUBLISHERS NOTICE The data presented herein is general in nature and is intended for the use of BHTI Sales Personnel and International Sales Representatives as an aid in describing the features and benefits of Bell Helicopters to prospective customers. This data includes proprietary material of BHTI. Disclosure, reproduction, or use of any of the material herein by persons other than BHTI employees, and BHTI Independent Representatives [International Dealers] is forbidden without written permission from BHTI. The PHOTOGRAPHS and DRAWINGS appearing herein are for ILLUSTRATION only, and may differ from the actual aircraft, as the BHTI continuing product improvement process causes some components, specifications, and procedures to be changed or replaced. THE WEIGHTS, DIMENSIONS, AND PERFORMANCE DATA SHOWN MAY NOT BE CURRENT. For the most current tabular data, and performance and fuel flow charts refer to the current year’s Product Specification Booklets. ©Copyright, Bell Helicopter Textron, Inc., 2003 PRODUCT DATA ®™, Bell Helicopter, Bell Helicopter Textron Inc., Bell 206B3, 206L-4, 407, 427, 430, 412, 609, JetRanger and LongRanger are registered trademarks of Bell Helicopter Textron Inc. 2 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CONTENTS SECTION ONE GENERAL DESCRIPTION OF THE STANDARD CONFIGURATION SECTION TWO OPTIONAL EQUIPMENT BHTC FACTORY INSTALLED & VENDOR STC KITS SECTION THREE DIMENSIONS, TABULAR PERFORMANCE & KIT WEIGHTS INDEX ALPHABETICAL LIST OF FEATURES & BENEFITS PRODUCT DATA 3 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. GLOSSARY INTERNATIONALLY APPROVED ABBREVIATIONS Atmosphere C ISA ISA+20 C ISA+30 C SL Degrees Celsius (° is not required if meaning is clear.) International standard atmosphere. (Standard temperature is defined as 15°C at sea level, with a lapse rate of -1 °C for each 150 meters (500 feet) increase in pressure altitude.) International standard temperatures increased at each altitude by a constant 20 C or 30 C. Sea level. Rate of Climb R/C ft/min m/s Rate of climb. Feet per minute. Meters per second. (One meter per second is 3.28 ft/s ) Speed and Distance h km km/h M mph Hour/hours. Kilometer/kilometers. Kilometers per hour. (One kilometer per hour equals 0.54 knots or 0.62 statute miles per hour.) Knots. (Nautical miles per hour.) Meter/meters. (One meter equals 3.28 feet.) Statute miles per hour. (One mile per hour equals 0.87 knots. ) nm Nautical miles. sm Statute miles. kg Kilogram/kilograms. lb Pound/pounds. (One pound equals 0.45 kilograms.) Weights Performance Definitions IGE OGE max Maximum Endurance Speed Long Range Cruise Speed Pressure Altitude PRODUCT DATA In ground effect. (Hovering near the ground creates a cushion of air that increases the weight carrying capability of the helicopter (the ground effect). This effect generally is present up to one rotor diameter above the ground.) Out of ground effect. (Since the ground effect extends up to one rotor diameter out of ground effect refers to flight that is higher than this height above the ground.) Maximum. The speed at which power required to fly is a minimum. The higher of the two speeds at which 99% of maximum range occurs. Cruising at this speed is a tradeoff of one percent in maximum range for 20 to 30 kilometers per hour (10 to 15 knots), higher speed. The altitude indicated on an altimeter or barometer when the sea level standard pressure reading is the reference 4 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SECTION ONE GENERAL DESCRIPTION OF THE STANDARD CONFIGURATION PRODUCT DATA 5 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PRODUCT DATA 6 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SYSTEMS OVERVIEW INTRODUCTION The Bell 407, a light SEVEN place single turbine engine powered helicopter, is the latest entrant in the classic 206 series -- the most popular helicopter in history -that has achieved over 30 years of sales.This latest model in the series insures its continuing popularity by blending the attractive lines of the 206 family with the well established rotor system from the US Army's OH-58D armed scout helicopter. The Bell 407 rotor is a soft-in-plane flex beam type hub with four individually interchangeable blades. The blades and the hub are all composite. The pitch change bearings and lead / lag dampers are elastomeric elements that require no scheduled maintenance and have benign failure modes. The hub plate and the pitch horns are made of aluminum forgings for light weight and strength. PRODUCT DATA 7 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. The engine in the Bell 407 is the Rolls Royce 250-C47B. This is a new version of the well proven 250-C30 engine series from Rolls Royce Engine Company. The Rolls Royce 250 engine series has accumulated over 100 million hours of flight time, with deliveries totaling over 30,000 engines. Controlling the engine is a Full Authority Digital Electronic Control (FADEC). Through the use of electronics, the engine is able to maintain rotor speed with closer tolerances, provide cool starts, lower direct operating costs, and automatic start capability. The passenger cabin is wider than current versions of the Bell LongRanger to give each of the three rear seats more width, making the accommodations more comfortable and the ride more pleasant. Some things have not changed: Bell Helicopter's commitment to safety, low cost of operation, and reliable, responsive helicopters that are supportable and economic through their lifetimes. PRODUCT DATA 8 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. BELL HELICOPTER CANADA The Bell 407 is assembled at Bell Helicopter Canada, a division of Textron Canada Ltd. The manufacturing facilities are situated in Mirabel, Quebec, 30 kilometers (19 miles) north of Montreal. The plant is a short drive from Dorval Airport for United States and Canadian arrivals, and only minutes from Mirabel International Airport. MANUFACTURING AUTHORITY The Bell 407 received its Canadian Type Approval Certificate [H-92, Issue 9] on February 9, 1996. The Bell 407 was also certificated by the FAA in accordance with provisions of 14 CFR Section 21.29 on February 23, 1996. Initial deliveries of the new Bell 407 began in February 1996. BASIS OF CERTIFICATION The Bell 407 is certified under FARs Part 27 and 36, Appendix J. Additionally, it is approved under Canadian Airworthiness Manual Chapters 516 (ICAO Ch. 11) and 527, Sections 1093 (b) (1) (ii) and (iii), 1301-1, 1557 (c) (3), 1581 (e) and 1583 (h). INTERNATIONAL CERTIFICATION A new Bell 407 is delivered with a Canadian Certificate of Airworthiness for Export , which may be readily exchanged for a Certificate of Airworthiness in the destination country. PRODUCT DATA 9 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. EXTERIOR PAINT SCHEMES The overall eye appeal of the Bell 407 is aided by the sparkling Polyurethane paint. Not only is it durable and easy to keep clean, but it maintains and, in fact, exemplifies the high standard of Bell quality and dependability. The standard Bell 407 comes in three basic color scheme designs illustrated below, each in three colors. The colors are selected from the many shown in the IMRON ® 6000 paint chip chart available from the Bell representative. A B C Special company colors, paint design, logos, etc., can be negotiated. PRODUCT DATA 10 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. GENERAL DESCRIPTION OF THE STANDARD CONFIGURATION SERIAL NUMBER 53000 AND SUBSEQUENT The Bell 407 is the newest of the Bell light helicopters and is designed to carry seven adults comfortably, including the pilot. 407 SEATING The Bell 407 is approved for single pilot operation (standard seven place seating) and is certified for land operation under day or night VFR non-icing conditions. The pilot must occupy the right front seat. A passenger seat is provided on the left, which may also carry a copilot with the addition of the optional dual flight control kit [provisions for this kit are standard]. Five additional passengers can be accommodated in the spacious main cabin. They can enter from either or both sides. Two seats, centrally located, face aft. The remaining three seats are in a row, facing forward, on a bench at the rear of the compartment. PRODUCT DATA 11 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PILOT AND FORWARD PASSENGER SEATING Two individual ergonomically designed seats with adjustable lumbar support, each equipped with seat belt, double strap [four point] shoulder harness and inertia reel, with "Quick Release" mechanism, are located in the cockpit. The color and upholstery material for the seats, and interior trim of the cockpit match that which is selected for the cabin. OCCUPANT RESTRAINT Each crew and passenger seat is equipped with a restraint assembly that consists of an inertia reel, a shoulder harness [pilot & left front double straps / cabin single strap], and an adjustable seat belt. The inertia reel is provided with an antirebound lock feature and is capable of retracting 56 centimeters (22 inches) of web belt. DOCUMENT STOWAGE Provisions for stowage of documents / equipment during flight are included. The following list of stowage requirements are provided for: Operators Manual, Maps, Approach Plates / Airport Directories, Flight Computer / Portable GPS. Additionally, provisions for the aircraft log book are available. PRODUCT DATA 12 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. STANDARD SEATING & INTERIOR TRIM STANDARD SEATING & INTERIOR TRIM - The standard cabin seating consists of five ergonomically designed fabric covered seats with individual seat belts, with "Quick Release" buckles and single strap shoulder harness, arranged with three equal width forward facing seats across the rear of the cabin and two individual rearward facing seats aft of the cockpit. Available with Red, Blue, Tan, or Grey upholstery fabric with Black seat belts. All vinyl or vinyl surround / fabric insert upholstery is available as an option. The standard interior trim consists of color coordinated, rugged Kydex ® covering for the cabin sidewalls and doors, with lower door panel colored accent, vinyl covered arm rests, and Kydex ® headliner. The floor is covered in nylon blend loop carpet. The standard seating and interior trim weighs 154.9 lbs. (70.3 Kg.) and is included in the basic aircraft weight. STOWABLE HEADREST A new initiative with the Bell 407 is a redesign of the two aft-facing passenger seats in conjunction with the wider cabin and the larger capacity forward fuel tanks, as compared to the Bell 206L-4 LongRanger IV. The notable features of these seats is the head rest that stows near the top of the seat back when there is no passenger seated in them to enhance rear-row passenger field of view, and the seats are not canted. PRODUCT DATA 13 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CORPORATE SEATING & INTERIOR TRIM CORPORATE TRIM DOOR DETAILS PRODUCT DATA 14 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CORPORATE SEATING & INTERIOR TRIM The corporate cabin seating consists of five ergonomically designed fabric covered seats with individual seat belts and single strap shoulder harness, arranged with two extra wide forward facing outboard seats and a middle seat for occasional use across the rear of the cabin (with a fold down arm rest between the outboard seats) and two individual rearward facing seats aft of the cockpit. Available with Pewter, Mushroom, Dark Blue, Saddle, Burgundy, Smoke Grey, or Forest Green upholstery fabric with color coordinated seat belts in the passenger cabin (Crew seat belts are Black). All leather or leather surround/fabric insert upholstery is an available option. The corporate interior trim consists of color coordinated Kydex ® covering for the cabin sidewalls and doors, with lower door panel fabric / leather accent, leather covered arm rests, and leather covered Kydex ® headliner. The floor is covered in plush deep pile wool carpet. Selection of the corporate interior trim also specifies installation of Corporate Soundproofing, which provides a reduced interior noise level. The corporate seating, interior trim, and corporate soundproofing increase the basic aircraft empty weight 18.5 lbs. (8.4 kg.). ALL SEATING CONFIGURATIONS FEATURE EXTRA WIDE 3-ACROSS SHOULDER & HIP ROOM FOR THE AFT ROW OF SEATS PRODUCT DATA 15 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CORPORATE SEATING AND INTERIOR TRIM CABIN LIGHTS HAND GRIPS FOLD DOWN ARM REST BEVERAGE HOLDERS OUTBOARD ARM RESTS PRODUCT DATA 16 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SOUNDPROOFING The soundproofing blanket consists of two layers of fiberglass with a lead vinyl filler and a quilted ''duon'' cover. It is sealed securely in position. The blanket is covered with a plastic headliner. The parcel shelf is enclosed on all sides by a soundproofing blanket. In addition, fiberglass batting is used in the area of the aft bulkhead. The standard soundproofing installation weighs 5.8 lbs. (2.6 Kg.) and is included in the basic aircraft weight. CARGO In addition to its primary role as a passenger transport, the 407 can be quickly converted to carry bulky cargo internally. When the five passenger seats and seat backs are removed, the cabin offers 2.4 cubic meters (85 ft 3) of cargo space. With the forward passenger seat removed this can be increased to 3.0 cubic meters (105 ft3). It is simple to load cargo from one or both sides because of the low sills, the extra wide doors and the relatively flat benches and floor. Both the floor and seat benches are capable of withstanding a loading of 370 kilograms per square meter (75 Ib/ft2). The large doors are approximately 91 centimeters wide and 99 centimeters high (36 x 39 inches). The panel door increases the width of the opening on the left side to 155 centimeters (61 inches). PRODUCT DATA 17 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. DOORS The Model 407 helicopter has FIVE entrance/exit doors for crew and passengers. A crew and passenger door is installed on the left and right sidebody panels. The right sidebody panel has hinge points for the crew door and passenger door. The left sidebody panel has hinge points for the crew door and litter door. The left passenger door is hinged on the litter door. The sidebody panels are molded carbon epoxy structures that close off the cabin area and complete the aerodynamic structure of the helicopter. The crew, passenger and litter doors are all interchangeable (between 407s), molded carbon-epoxy doors hinged to open out and forward. The caution/ warning and advisory panel, annunciators warn the pilot if the litter and/or passenger door is not closed. INTERIOR HANDLE EXTERIOR HANDLE The two forward doors give direct entry to the crew compartment; the pilot right, forward passenger left. The two aft doors each give access to the whole passenger compartment. The four large doors each have a slam closing feature and a dualpoint latching system. The exterior handles are recessed so that they are flush with the door surface. They are long and are hinged at the top so that they are easy to operate. The interior handles are set into the window trim. A pullout motion opens the door. All of the FIVE cabin doors may be removed if mission requirements so dictate [the litter door is removable only if the left cabin door is removed first]. Any of the four large doors may be removed individually or in pairs. Any flight limits imposed are detailed in the flight manual. PRODUCT DATA 18 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CREW DOORS A crew door is installed on each side of the forward fuselage to provide access to the crew area. Each door is constructed of carbon fiber with fiber glass skin and equipped with a latch assembly, which may be operated from either side of the door. Each crew door incorporates a sliding window and a stationary window. PASSENGER DOORS The passenger doors are installed on each side of the fuselage to give access to the cabin area. Each door has a latch assembly that you can operate from the interior or exterior side of the door. The latch assembly has interior and exterior door handles and a lock that is installed near the exterior door handle. CREW DOOR [PILOT'S SIDE] PASSENGER CABIN DOOR [ OPTIONAL SLIDING WINDOW INSTALLED] DOOR SILLS The low door sills, 50 centimeters high (20 inches) from ground level [standard low skid gear], make entry or exit comfortable without additional steps. All door sills are trimmed in metal. OPTIONAL SLIDING WINDOW Each cabin door has a panoramic stationary window (sliding windows are a NO COST option). BATTERY AND BAGGAGE DOORS TWO additional doors are provided. A door in the nose compartment allows access to the aircraft battery (and hourmeter), while a door on the left aft fuselage permits access to the separate 0.45 cubic meter (16 cubic foot) baggage compartment. PRODUCT DATA 19 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LITTER DOOR Between the doors on the right side is a panel approximately 63 centimeters (25 inches) wide, with a large, single-pane window. Between the large doors on the left side is the fifth, narrower door. It is hinged forward and carries the hinges for the large aft door. It also has a large single pane window. When the aft door is open and the narrower panel door is unlatched, the two open together exposing the whole left side of the passenger compartment. The exterior handle for the narrow door is also flush mounted and is equipped with a keyed lock. It is installed vertically to the right of the panel window and turns 64° to the left to open. The narrow panel door cannot be opened from the inside since it has no interior handle. LITTER DOOR HANDLE & KEYED LOCK [CLOSED] LITTER DOOR HANDLE [OPEN] LITTER DOOR INSTRUCTIONS LITTER DOOR CLOSED PRODUCT DATA LITTER DOOR OPEN 20 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CREW, LITTER, AND PASSENGER DOOR SEALS The Bell 407 cabin doors are effectively sealed to prevent the entrance of water either in flight or on the ground, and external gutters are not required. The seals for the crew doors, the litter door and the passenger doors are made of “V” shaped silicone rubber. They are installed on the left and right fairing assemblies. The seal for the forward edge of the left passenger door is installed on the aft edge of the litter door. The seals are attached to the fairing assemblies, nose and litter door with double-sided adhesive tape. When you open the doors, the “V” shaped seal supplies a path for water that leads away from the inside of the cabin. CABIN AND COCKPIT DOOR SEALS BATTERY ACCESS DOOR The battery access door is installed on the nose of the helicopter. It gives access to the battery, hourmeter and one circuit breaker. The access door is hinged and has three 1/4 turn turn-lock fasteners attached to the forward edge of the door, and two additional fasteners at the mid points on either side of the door. Plastic coated stainless steel restraint cables limit upward travel of the door to prevent contact with the windshield. The battery access door has a plastic honeycomb core with an external fiberglass skin. PRODUCT DATA 21 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. BAGGAGE DOOR The baggage compartment door is aft of the passenger door on the left side of the helicopter. The door is hinged and is held closed by two push-button latches and a keyed lock. The door has a composite honeycomb core with an external fiberglass skin. Weather stripping along the edges seals the door. The caution/warning panel baggage door annunciator warns the pilot if the door is not closed. WARNING LIGHT MICROSWITCH PUSH BUTTON LATCHES [ WEB STRAP IS PART OF THE OPTIONAL LEFT HAND FUSELAGE MOUNTED MAINTENANCE STEP KIT] WEATHER STRIP SEAL MICROSWITCH CONTACTOR KEYED LOCK CARGO LOADING INFORMATION DOOR LOCKS All five cockpit and cabin doors and the baggage door can be locked from the outside with the same key. The key must be used for each. Once locked, the door cannot be opened from the inside. Two keys are provided. DOOR OPENERS / PROTECTORS Pneumatic strut door openers/supports are available for all five cabin doors and the baggage door as an optional kit , and help protect the doors when operations are conducted in high or gusty wind conditions. PRODUCT DATA 22 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. WINDOWS All the windows and chin bubbles are made of gray-tinted transparent acrylic. VISIBILITY is excellent. The two large windshields are separated by a narrow center post assembly. The door window, a pair of large chin bubbles and a pair of skylights, complete the ''all around'' visibility. The two skylights are of acrylic and have a heavier tint. The tint provides comfortable shielding from direct sunlight without interfering with the excellent visibility from all seats. SKYLIGHTS WINDSHIELDS LOWER WINDOWS [CHIN BUBBLES] WINDSHIELDS The two piece windshields are made of light grey tinted acrylic plastic. They supported by the windshield center post, cabin roof, side body fairings and the nose structure. The windshields are held in position by formed aluminum alloy retainers. The retainers on the windshield center post and nose structure are installed with screws and nutplates. For water tightness, sealant is applied to the mating surfaces of the windshields and retainers. PRODUCT DATA 23 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. WINDOWS The Bell 407 windows are made of light grey tinted acrylic plastic. The crew doors contain a three component window with the lower forward section as a sliding window for crew ventilation. The litter door window, cabin panel window and passenger door windows are single piece fixed windows. Sliding ventilation windows similar to those in the crew doors are available as a no-cost option for the passenger doors. The crew doors, passenger doors, litter door, and cabin panel windows are flush mounted and sealed for water tightness. Screws and self-adhesive tape are used to attach the flush mounted windows to their frames. CABIN DOOR WITH OPTIONAL SLIDING WINDOW STANDARD CABIN WINDOW [NON-VENTED] LITTER PANEL WINDOW PILOTS DOOR WINDOW PRODUCT DATA 24 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LOWER WINDOWS The two lower windows are made of light grey tinted acrylic plastic. They are installed in the lower cabin nose section and supported by the nose skin, floor panel and console structure. The lower windows are beaded and are held in position with a rubber seal for water tightness. Drain holes with plastic plugs are provided in both chin bubbles to aid in keeping the bubbles clean. VENT INLET DRAINS LOWER WINDOWS [CHIN BUBBLES] DRAIN HOLES SKYLIGHT The two skylights are made of dark grey tinted acrylic plastic. The skylights are flush mounted on the forward cabin roof and part of the sidebody fairings. The skylights are installed with double-sided self-adhesive tape and four screws. The skylights are sealed for water tightness. SKYLIGHT PRODUCT DATA 25 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. THE PILOT'S STATION The Pilot's Station is on the right. The pilot enters the crew compartment by the right front door. The entire pilot's work space is engineered for efficiency and comfort. It is roomy. The seat is well designed. Visibility through the large windshields, chin bubble and door windows is excellent. In spite of the expansive curved surfaces, distortion is minimal. The flight controls are placed for optimum convenience. FLIGHT CONTROLS Flight controls are conventional. They consist of a cyclic and a collective flight control stick and directional (antitorque) pedals. The flight control system is a mechanical linkage, using push-pull control tubes and bell cranks [NO CABLES are used]. When adjustments are required, they are simple and easily made. All self-aligning and rod-end bearings are the spherical type and require no lubrication. To the pilot, good flying qualities mean responsive control, good stability, ease of handling and excellent maneuverability. The Bell 407 has these qualities. CYCLIC & COLLECTIVE HYDRAULIC SERVOS OPTIONAL COPILOT "QUICK DISCONNECT" COLLECTIVE STICK PILOT'S CYCLIC STICK OPTIONAL COPILOT "QUICK DISCONNECT" CYCLIC STICK OPTIONAL COPILOT TAIL ROTOR CONTROL PEDALS PRODUCT DATA 26 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TAIL ROTOR PITCH CHANGE MECHANISM TAIL ROTOR HYDRAULIC SERVO PILOT'S COLLECTIVE STICK & TAIL ROTOR PEDALS The flight controls are routed beneath the pilot’s and passenger seats aft to the center of the helicopter then up to the cabin roof through the control column that also serves as a primary cabin structure. Access panels on the forward and aft side of the control column and the belly of the helicopter and seat panels are provided for inspection of control components and maintenance accessibility. Aluminum alloy control tubes are used throughout the collective, cyclic, and tail rotor controls. Some control tubes are fixed in length with bonded end fittings, while others have adjustable fittings that are readily replaceable. Dual controls may be installed as an option on any Bell 407 helicopter to provide dual flight control capability either for operations requiring a pilot and a copilot or for pilot training operations. The copilot cyclic and collective controls may be removed by use of "Quick Disconnect" fittings when not required. The dual controls may be selected as a factory option or added later, as the provisions for this optional kit are part of the standard configuration. PRODUCT DATA 27 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CYCLIC CONTROLS The cyclic controls consists of a control stick, torque tube, hydraulic servo actuators, control tubes, and bellcranks. Movement of the control stick is transmitted through linkage and hydraulic servo actuators to the swashplate, which actuates the rotating controls to the main rotor. Servo actuators are incorporated to minimize the effort required to move the controls and to reduce main rotor feedback forces. The cyclic stick extends upward and forward from the front of the pilot’s seat. The torque tube connects to the cyclic stick support. The cyclic fore and aft movement is fed through a cam assembly that automatically adds an amount of lateral cyclic input that is a percentage of the fore and aft cyclic movement. A spring canister is provided in line with the cam input to permit cyclic movement in the event that the cam assembly becomes jammed. A stick centering indication light is attached to the cyclic stick bellcrank. When the aircraft is on the ground this switch will cause the cyclic centering light to display on the caution/warning panel when the stick is not centered. A balance spring is used in the system to minimize the cyclic stick mass imbalance forces in the longitudinal and lateral control system. CYCLIC CONTROL STICK PILOTS' CYCLIC WITH OPTIONAL EQUIPMENT PROVISIONS The pilot's cyclic grip has provisions for radio/ICS and other equipment control switches. A cyclic friction adjustment wheel is located at the base of the pilot's control stick. For helicopters with dual controls, the copilot’s cyclic stick is installed in front of the copilot seat with all VFR control functions. A quick disconnect feature permits rapid removal of the stick (when the electrical connector is disconnected, an adapter must be installed to provide circuit continuity). Also, a spring pin assembly is provided to ensure positive engagement of the stick. PRODUCT DATA 28 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COLLECTIVE PITCH CONTROLS The collective pitch controls consist of a collective stick, jackshaft, control tubes, bellcranks, and a hydraulic servo actuator. Movement of the collective stick is transmitted by means of linkage and the servo actuator to the swashplate collective lever. Collective pitch control is transmitted to the main rotor controls by vertical movement of the swashplate. The servo actuator is mounted on a support, which is located on the cabin roof directly forward of the transmission, along with two servo actuators for the cyclic system. The collective stick is installed to the left of the pilot’s seat, and it extends upward and forward through a flexible cover. The collective jackshaft provides a mounting point for the collective stick. The pilot's collective stick mounts the engine "twist-grip" throttle, the engine start switch, and landing light switch. COLLECTIVE CONTROL STICK COLLECTIVE WITH TWIST THROTTLE AND OPTIONAL EQUIPMENT PROVISIONS MANUAL THROTTLE PERCENT SCALE There is adequate space for other equipment control switches. An adjustable friction bearing mounted on the jackshaft allows the pilot to adjust the friction to his own requirements. A minimum friction adjustment clamp, which is located at the left end of the jackshaft, ensures that the collective stick will always have a preset minimum friction. The collective trunnion and lever is installed between the collective jackshaft and control tube. It ties the collective controls to the mixing lever of the cyclic controls. When the collective stick is moved to change rotor pitch, the cyclic control servo actuators and linkage will move to maintain the swashplate in its relative plane. For helicopters with dual controls, the copilot collective stick is installed at the left of the copilot’s seat with a fully functioning throttle control. A quick disconnect feature permits rapid removal of the copilot collective stick. PRODUCT DATA 29 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. DIRECTIONAL [TAIL ROTOR] FLIGHT CONTROL SYSTEM The directional control system is a conventional push pull type system. The pilot control input from the pedals is routed, through the center pedestal side panels, to a bellcrank located beneath the center pedestal. The input is routed aft to the control column tunnel. At the bottom of the control column tunnel a bellcrank routes the input to a bellcrank at the top of the control column just below the cabin roof. The input is then routed inside the main beam assembly to a walking beam located in the hat rack area. The walking beam then lowers the horizontal push pull motion to a hydraulic servo located in the intermediate section of the helicopter. The boosted input is routed to a walking beam and then into the tail boom to a bellcrank under the tail rotor gearbox. The control input changes direction and is routed to the pitch change mechanism located on the right hand side of the tail rotor gear box. TAIL ROTOR GEARBOX HYD. SYSTEM PRESSURE & RETURN LINES TAIL ROTOR SERVO T / R PITCH CHANGE BELLCRANKS TAIL ROTOR SERVO LOCATION TAIL ROTOR SERVO DETAIL PRODUCT DATA 30 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AIRSPEED ACTUATED PEDAL STOP [AAPS] The directional control system incorporates an Airspeed Actuated Pedal Stop which acts to automatically restrict pilot pedal input during cruise flight , while allowing maximum pedal authority for low airspeed and hovering flight. EMERGENCY RELEASE AREA A DETAIL OF AREA A CAM & SOLENOID PRODUCT DATA 31 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. The Airspeed Actuated Pedal Stop electrical components include a Pedal Restrictor Control Unit (PRCU), an actuating rotary solenoid, a position sensing microswitch and a status/press-to-test switch / annunciator. System power is provided from a 5 Amp overhead panel circuit breaker. The aircraft pitot and static system interfaces with the PRCU. The PRCU calculates airspeed from the pitot and static inputs. When the airspeed is greater than 55 ±5 KIAS, the PRCU solenoid extends the pedal stop restrictor into the left pedals range of travel. The PRCU will trigger the solenoid to retract the pedal stop when calculated airspeed falls below 50± 5 KIAS. Upon extension of the pedal stop, the position sensing microswitch is activated and the green ENGAGED message on the lower panel annunciator illuminates. This message is extinguished when the pedal stop is retracted. If the system malfunctions the MASTER W/C annunciator will illuminate, a single "bong" tone will sound and the Caution Panel will display a PEDAL STOP caution message. A red emergency pedal stop release handle located under the pilots collective will disengage the pedal stop to restore full pedal authority. PEDAL STOP WARNING LIGHT SYSTEM TEST & ENGAGED LIGHT PRODUCT DATA 32 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TAIL ROTOR PEDALS The tail rotor control pedals mounted on the pilot’s compartment deck include a pedal adjuster, which provides manual adjustment, in and out, of up to 4.5 inches (11.4 cm) pedal position according to the pilot’s needs. For helicopters with dual controls, the copilot’s fully functional tail rotor control pedal assembly is installed on the floor in front of the copilot’s seat to provide a means for the copilot to control the tail rotor assembly. The control pedals are linked to the pilot’s by means of control tubes and a bellcrank. They also include a pedal adjuster. PEDALS ADJUSTER HEEL PLATES OPTIONAL COPILOT PEDALS PILOTS' PEDALS PEDAL DISTANCE ADJUSTMENT WHEELS PRODUCT DATA 33 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. HYDRAULIC SYSTEM DESCRIPTION The main rotor cyclic, collective and yaw flight controls are assisted by single stage servo actuators utilizing a single hydraulic system. Normal operating system delivers a maximum volume flow of 2.85 gpm at operating pressure of 1000±25 Psi at rotor Rpm of 100% (NR ). SYSTEM OPERATION Gravity supplies fluid from the hydraulic reservoir to the pump. Pressurized fluid from the pump flows through a quick disconnect to the pressure filter. The pump is also connected to the return side of the system to provide cooling to the pump. The pressure filter will collect contaminants contained in the fluid. A differential pressure indicator alerts in the event of a possible blockage of the filter element but does not bypass the filter. The solenoid valve then routes the fluid to the servos, pressurizing the system or routes fluid to the return side of the hydraulic system, depressurizing the system. Activation of the hydraulic system is accomplished electrically. Energizing the solenoid valve will deactivate the hydraulic system. De-energizing the solenoid will activate the hydraulic system. This creates a fail safe mode in the event of electrical failure. Hydraulics activate automatically during total loss of electrical power. The hydraulic pressure solenoid switch is located on the upper control panel in the cockpit. Pressurized fluid flows to the four flight control actuators assisting the pilot. Return fluid flows through the pressure filter to collect contaminants contained in the fluid. A differential pressure indicator alerts in the event of possible filter element blockage and a bypass relief valve relieves in the event of filter blockage. Fluid flows through a quick disconnect to return to the reservoir. A safety relief valve between the pressure and return sides of the system protects against excess pressure conditions. CYCLIC [OUTBOARD] AND COLLECTIVE [CENTER] SERVOS FLUID RESERVOIR HYDRAULIC PUMP TO TAIL ROTOR SERVO "QUICK DISCONNECT" SERVICE FITTINGS ACTUATOR SUPPORT PRODUCT DATA SOLENOID & RELIEF VALVE ASSEMBLY FILTER & "BYPASS" INDICATOR 34 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN ROTOR SERVOS TAIL ROTOR SERVO HYDRAULIC SYSTEM SCHEMATIC PRODUCT DATA 35 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. HYDRAULIC SYSTEM COMPONENTS [ FOR COMPONENT LOCATIONS REFER TO THE PRECEDING ILLUSTRATION AND SCHEMATIC DIAGRAM S] HYDRAULIC RESERVOIR The hydraulic reservoir and cover are constructed from magnesium alloy. The reservoir is mounted on a brace and support forward of the main transmission and above the hydraulic pump assembly. Fluid is cooled in the reservoir by means of atmospheric radiation. HYDRAULIC PUMP The hydraulic system uses a main transmission mounted variable delivery, selflubricated, constant pressure pump. The transmission output is protected by the shaft assembly. The shaft assembly has a shear strength of 150 - 225 inch pounds. Pump discharge pressure is rated at 1000±25 Psi (6985±170 kPa). The pump will run at 900 Psi (6287 kPa) full flow, 2.85 gpm (10.8 liter per minute). The pump contains four marked ports: inlet, outlet, case, and seepage drain. FILTER ASSEMBLY Two hydraulic filters are installed on a bracket near the hydraulic reservoir ,on the left side of the cabin roof. One filter is installed in the pressure line and one in the return line. Both filters have a red mechanical clogged condition indicator to alert possible blockage of the filter element. If the filter element in the return line becomes clogged, the bypass valve will open and allow fluid to bypass the filter and return to the reservoir. The hydraulic pump has an internal pressure compensator which prevents application of excessive pressure to the system and to the filter in the pressure line. Therefore, no bypass valve is required in the pressure line filter This indicator rises when the differential pressure across the filter is 70 ± 10 psi (482 ± 69 kPa). The indicator will not work at hydraulic fluid temperatures less than about 35°F (2°C). If the hydraulic fluid is cold, the viscosity will change and a high differential pressure across the filter will be normal. The clogged indicator will not work at low fluid temperatures to stop false clogged indications. If the hydraulic fluid temperature is more than 35°F (2°C) the indicator will give the correct condition of the filter, even if the ambient temperature is below 35°F (2°C).The return line filter is a bypass type with the bypass valve inside the return line filter body. When the differential pressure across the filter is more than 100 ± 25 psi (690 ± 172 kPa), the bypass valve opens. Pressurized hydraulic oil is then sent directly to the reservoir. When the differential pressure falls to 60 psi (450 kPa) the bypass valve will close. The hydraulic oil will now pass through the filter on the way to the reservoir. HYDRAULIC SYSTEM LIGHT The hydraulic system light [caution warning annunciator] will be illuminated when the hydraulic pressure switch detects a decreasing pressure of less than 650 psi (45.7 kPa), and will extinguish on an increasing pressure at 750 psi (52.7 kPa). The hydraulic pressure switch is mounted on the hydraulic manifold, forward of the hydraulic actuator support. SERVO ACTUATOR SUPPORT The cyclic and collective servo actuator support is installed on the cabin roof forward of the transmission. It serves as a mount for the hydraulic servos and associated bellcranks. The collective servo actuator is mounted in the center position and the two cyclic servo actuators are mounted on the outboard positions. PRODUCT DATA 36 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SOLENOID VALVE The solenoid valve is incorporated in the hydraulic system for turning the system ON and OFF. The solenoid valve is installed on the left hand side of the upper deck. The solenoid valve is normally open, and when the HYDRAULIC SYSTEM circuit breaker is in and HYDRAULIC SYSTEM switch is OFF, electrical power is applied to the solenoid which closes the valve and removes hydraulic pressure from the four servo actuators. In case of a total electrical failure, the system is fail-safe ON. RELIEF VALVE The relief valve is incorporated in the hydraulic system for controlling system pressure. The relief valve is installed on the left side of the upper deck. The relief valve is normally closed, but if system pressure should exceed the normal pressure range of 1000 Psi (6985 kPa) and rise to 1075 to 1375 Psi (7412 to 9480 kPa), the relief valve will open to protect the system from damage. RESERVOIR HYDRAULIC CIRCUIT BREAKER QUICK DISCONNECT HYDRAULIC PUMP HYDRAULIC SWITCH HYDRAULIC SYSTEM CONTROLS QUICK DISCONNECT FITTINGS The "Quick-disconnect" fittings in the pressure and return lines of the hydraulic pump allow the attachment of a ground service unit [hydraulic mule] to perform system checks and maintenance without starting the helicopter's engine. When the fittings are disconnected, each half of the connector self-seals to keep the system free from contamination and to prevent leakage of fluid. Ground hydraulic operation instructions are found in the aircraft maintenance manual. PRODUCT DATA 37 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. HYDRAULIC SERVO ACTUATOR DESCRIPTION The flight control servo actuator consists of a servo head assembly mounted on a cylinder assembly. The servo head assembly contains the servo valve, connected to an input arm assembly which is pivoted on a rod end assembly. Check valve, sequence and thermal relief functions are incorporated in the servo head assembly. The piston is connected to the airframe at a fixed point which is pivoted on a rod end. Input from the controls is assisted by movement of the servo head assembly and not by the piston. HYDRAULIC SERVO SCHEMATIC DIAGRAM CYCLIC AND COLLECTIVE SERVOS & SERVO ACTUATOR SUPPORT PRODUCT DATA TAIL ROTOR SERVO 38 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COCKPIT INSTRUMENTS Cockpit instrumentation is the latest technology and incorporates state-of-the-art individual liquid crystal displays (LCD) which provide greatly improved reliability compared to conventional electromechanical instruments. Three of the LCD instruments incorporate event and exceedance recording capability which can be used to monitor over-limit power usage. Monitoring aids in determining the proper level of maintenance action. The displays also include caution/warning as well as the instrument functions. The engine instruments selected by Bell Helicopter for the Model 407 are derivatives of Litton Special Devices solid state LCD production that is trademarked as EASI™. The 407 engine instruments are "next generation" design that combines advanced LCD and microprocessor technologies to provide the Model 407 with the most reliable, accurate and day and night readable engine instruments available in the aerospace industry. The Litton engine instruments introduce the following leading edge technologies: First Minima Twisted Nematic (FMTN) Display Technology - The main advantage of this display medium is that it offers ten times greater contrast over a wider viewing angle than the early LCD's. The greater contrast enhances brightness and readability from either cockpit seating positions. FMTN displays are based on the same technology that is utilized in active matrix panels. Dual Backlight System - A dual day/night backlight system is an integral part of the Litton engine instruments for the Model 407. The dual backlight system has full dimming capability which will provide optimum overall performance in all lighting conditions. The dual system emits variable low level lighting for night operations and high level illumination for daytime operations, the latter of which produces excellent readability in situations of direct sunlight and forward glare. Totally Solid State Design - There are no moving parts to break down or wear out. The entire instrument is built around advanced microprocessor technology which offers superior reliability compared to conventional electromechanical instruments for low DOC and less downtime. PRODUCT DATA 39 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. In fact, Litton has demonstrated, in accordance with MIL-STD-781 and Bell Helicopter specifications, a 79,800 hour MTBF! This demonstrated MTBF is over 10 times greater than conventional gauges. Additionally, there is no scheduled maintenance required for the Model 407 engine instruments. DATA DOWNLOAD CONNECTORS LCD TORQUE / WITH TEST SWITCH Performance Monitoring System - The engine instrument package in the Model 407 includes a complete engine performance monitoring system. Each engine instrument in the Model 407 contains a unique software program that meets the particular operating requirements of that instrument. Configured in the software program is a self-test function as well as data acquisition, computational and communication routines. Three of the indicators [Torque, MGT, and NG] are also programmed to monitor for predetermined events and, when these preset levels are exceeded, the event magnitude and duration will be stored in the indicator's nonvolatile memory. All of the engine instruments on the Model 407 are connected to a serial bus in the panel harness. Exceedence events can be downloaded using Litton supplied software and an IBM compatible Laptop computer. To operate the system, the computer, via its serial port, is connected to the serial bus in the panel harness which allows for single point downloading of exceedence information. The maintenance system software programmed in the computer contains a communications routine that polls each indicator for events recorded in the nonvolatile memory. The events, including magnitude and duration, are then downloaded into the personal computer for display, storage and analysis. Warning for the pilot of impending exceedance events is also a benefit of the Model 407 Engine Performance Monitoring System. As an engine instrument detects an impending operating exceedance, the CHECK INSTRUMENT caution annunciator flashes and, a flashing warning of the trend arc and digital display occurs on that instrument's dial facing. PRODUCT DATA 40 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LCD INSTRUMENTS FUEL PRESS. & AMPS MEASURED GAS TEMP. FUEL QTY. N G (RPM) GAS PROD. ENGINE PRESS. & TEMP. XMSN. TEMP. & PRESS. VOLT METER / CLOCK / OAT PRODUCT DATA 41 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. INSTRUMENT PANEL The instrument system is divided into four separate categories: flight, navigation, propulsion, and miscellaneous. All indicators are installed in the hinged instrument panel except the standby compass, and hourmeter. The standby compass is mounted in a support attached to the right side of the cabin structure slightly forward of the instrument panel. The hourmeter is mounted in the nose compartment. PEDAL STOP 123 123 123 123 123 123 123 123 123 123 LEGEND FOR ABOVE ILLUSTRATION [BASIC INSTRUMENT PANEL GAUGES & SWITCH LOCATIONS] CAUTI ON / WARNING / ADVISORY PANEL FWD FUE L OAT / VOLTS CLOCK TORQUE FUEL PRESS/ AMPS MEASURED GAS TEMPERATURE FUEL QUANTITY RPM GAS PRODUCER C/W TE ST LCD I NS TRUME NT RPM HORN CHECK CHE CK MUT E AIRSPEED INCLINOMETER [PROV FOR ATT. I ND. ] ALTIMETER DUAL TACH POWER TURBINE & ROTOR RMP PROVISIONS FOR DIR. GYRO. OR HSI VERTI CAL S PEED IND. PE DA L STOP PROV. FOR TURN IND. QTY TEST FUEL FADEC GA UGE HORN TES T TEST X MSN OIL PRESS/TEMP PRODUCT DATA E NG OIL PRESS/TEMP P ROV. FOR ADF INDICATOR 42 PROVISIONS FOR COURSE DEV. IND. PTT WARN FA DE C FUEL MODE VALVE JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. The flight instrument system includes the pitot/static system and the following instruments and panels: Airspeed indicator, Altimeter, Vertical Speed, Inclinometer, and Airspeed Limitation Panel. The navigation instrument system consists of the standby magnetic compass; but depending on the kit installation, may include others. The propulsion instrument system includes the following: Dual NR and NP tachometer indicator, Engine torque indicator, Measured Gas Temperature indicator, NG gas producer tachometer indicator, Engine Oil pressure and temperature indicator, Transmission Oil pressure and temperature indicator, Fuel quantity indicator, Fuel pressure and Ampmeter. The miscellaneous instrument system includes the following: Clock/Outside Air Temperature/Voltmeter, Engine Hourmeter. • SOME INSTRUMENTS & EQUIPMENT SHOWN BELOW ARE OPTIONAL KITS • PRODUCT DATA 43 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PITOT/STATIC SYSTEM The pitot tube, which is mounted on the STATIC PORT most forward part of the cabin nose structure just right of the helicopter centerline, supplies impact air to the airspeed indicator. Static air pressure for instrument operation is obtained from two static ports on the left and right panels aft of the cabin lower window. Both the static ports and the pitot tube are electrically heated, controlled by a switch in the overhead control panel. The pitot static system supplies input to the Pedal Restrictor Control Unit [PRCU] of the Airspeed Actuated Pedal Stop. ALTIMETER VERTICAL SPEED PITOT TUBE AIRSPEED INDICATOR PEDAL RESTRICTOR CONTROL UNIT [PRCU] STATIC PORTS SYSTEM DRAINS PITOT TUBE PRODUCT DATA 44 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FLIGHT INSTRUMENTS AIRSPEED INDICATOR The airspeed indicator is a standard pitot/ static instrument. This indicator provides airspeed reading in KNOTS [Nautical Miles per Hour] by measuring the difference between the impact air pressure from the pitot tube and the static air pressure from the static vents. ALTIMETER The altimeter provides a direct reading of helicopter height in feet above sea level. It is connected to the static air system to sense atmospheric pressure. An external adjustment knob is provided to compensate for variations of prevailing barometric pressure [setable in millibars or inches of mercury] . VERTICAL SPEED INDICATOR [RATE OF CLIMB] The VSI is an instrument sensitive to the rate of change in atmospheric pressure. The scale gives an indication of positive or negative vertical speed of from zero to four thousand feet per minute. It is connected to the static air system TURN AND SLIP INDICATOR [INCLINOMETER]- NOT ILLUSTRATED The inclinometer is a simple instrument consisting of a curved glass tube, ball, and dampening fluid. The ball indicates when the helicopter is in directional balance, either in a turn or straight and level flight. If the helicopter is in a yaw or slip, the ball will move off center. PRODUCT DATA 45 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. NAVIGATION INSTRUMENT STANDBY MAGNETIC COMPASS The magnetic compass is a standard, nonstabilized, magnetic type instrument mounted on a support which is attached to the right side of the forward cabin. The compass is used in conjunction with the compass correction card that is located below it. PROPULSION INSTRUMENTS DUAL TACHOMETER (NP/NR) The dual tachometer, which indicates in percent, furnishes both rotor and power turbine rpm information. It indications are derived form signals generated by monopole magnetic pickups on the engine and transmission. Normal operation is indicated when both the rotor rpm and power turbine rpm indicator needles are synchronized and in the green arc. In a departure from tradition dating to piston engines, the NR is shown on the outer scale. ENGINE TORQUEMETER The engine torquemeter, which is calibrated in percent, receives its signal from a transducer attached to a wet line on the forward left side of the accessory gearbox. It provides direct pressure readings from the torquemeter sensor to the gage. PRODUCT DATA 46 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MEASURED GAS TEMPERATURE (MGT) INDICATOR The Measured gas temperature indicator receives temperature indications from four bayonet type thermocouples mounted between the NG and NP turbines. It is graduated in degrees Celsius, and electrical power is supplied from the 28 Vdc bus through the MGT circuit breaker. GAS PRODUCER TACHOMETER (NG) The gas producer tachometer, which indicates in percent, provides gas producer rpm information. The inner scale reads in 1% increments and the outer in 2%. This instrument receives it's signal from the gas producer monopole speed pickup. ENGINE OIL TEMPERATURE/ PRESSURE INDICATOR The engine oil temperature/pressure indicator is a dual instrument. The pressure side of the instrument is precalibrated in pounds per square inch against a standard, and receives its signal from a transducer attached to the output from the engine oil pump. Temperature indication in degrees centigrade is provided from a thermobulb in the engine oil reservoir. TRANSMISSION OIL TEMPERATURE/ PRESSURE INDICATOR The transmission oil temperature/ pressure indicator is a dual instrument. The pressure side of the instrument is precalibrated in pounds per square inch against a standard and receives it’s signal from a transducer attached to the output from the transmission oil pump. Temperature indication in degrees centigrade is provided from a thermo bulb in the transmission oil manifold. PRODUCT DATA 47 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PROPULSION INSTRUMENTS (continued) FUEL QUANTITY INDICATOR The fuel quantity indicator provides readings of the fuel supply in pounds. It indicates total fuel quantity from the three quantity probes located in the fuel cells. The capacitance type system includes a fuel signal conditioner, and is self calibrating for varying fuel temperatures. FUEL PRESSURE INDICATOR and DC AMPMETER The fuel pressure indicator and DC ampmeter is a dual instrument that provides both ampmeter and aircraft fuel pump pressure indications. Electrical circuitry is provided from the fuel pressure transmitter to the indicator. MISCELLANEOUS INSTRUMENTS CLOCK / O.A.T. / VOLTMETER The clock/outside air temperature/ voltmeter is a multifunction indicator mounted in the upper left area of the instrument panel. The OAT temp sensor is located on the aircraft belly, just forward of the front cross tube. A button located on the center top of the instrument changes the upper display between OAT and Volts. The instrument defaults to the voltmeter function. The lower half of the display shows Flight time, Elapsed time, Local time, or Universal time (G.M.T.). The flight time function is controlled by the landing gear microswitch and is activated when the aircraft landing gear leaves the ground (microswitch open). PRODUCT DATA 48 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MISCELLANEOUS INSTRUMENTS (continued) HOURMETER The engine hourmeter is mounted in the nose compartment on the aft bulkhead. For the hourmeter to record time, the hourmeter circuit breaker must be in, the engine NG must be greater than 55% and the aircraft landing gear must be off the ground (landing gear microswitch open). INSTRUMENT OPERATION FEATURES All of the propulsion instruments have a built in test (BIT) capability. POWER-ON BIT The power-on BIT starts when the power is applied to the instrument. The power-on BIT does an integrity check of the electronic components of the indicator. On all indicators except the dual tachometer, during the power-on BIT, the trend arc display shows the full scale for 6 to 8 seconds. Torque and NG digits display 8188.8. MGT and Fuel digits display 81888. NR and NP needles of the dual tachometer move to 107% and 100% (upper redline limit) respectively. If an LCD indicator fails the BIT, the trend arc and the digits, if applicable, will show blank. If faults are detected in the dual tachometer during the BIT, pointer movement will not occur. Any failure during the BIT found on torque, MGT and NG indicators will be recorded in nonvolatile memory (NVM) of the instrument. Instruments that successfully complete the BIT will have the first LCD of the indicator lit or will display the appropriate indication. On the torque, MGT and NG indicators, a letter E will appear in the digital display when the instrument has recorded an exceedance. Pressing the INSTR CHK button will display the value of the last exceedance recorded. Releasing the button will clear the E until the next power up of the instrument. LCD TEST BUTTON PRODUCT DATA INSTRUMENT CHECK BUTTON 49 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COMMANDED BIT The commanded BIT starts when the LCD TEST button is pushed. The commanded BIT turns on all the LCDs so that the pilot can verify that all the LCDs are working. On the dual tachometer indicator the individual Rotor and Turbine pointers are driven to indicate their respective upper redline limits. BIT CHECK DISPLAY PRODUCT DATA 50 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LCD EXCEEDANCE MONITORING FEATURES TORQUE, MGT and N G instruments have an ability to record exceedances. Exceedances have been predefined at the design stage and preprogrammed into the microprocessor in each indicator. Exceedances are defined as limits of operation above which there may be some maintenance action required. Exceedance monitoring is provided as an aid to determining required maintenance action. Only the person in command of the aircraft at the time the exceedance occurs can verify that the exceedance recorded reflects the actual occurrence. The above instruments have built in NVM(non volatile memory) that allows them to store up to 50 exceedance events. For each exceedance the memory records the date, duration and peak value during the exceedance. If exceedance events recorded are greater than 50, the earliest dated exceedance that was in memory is deleted and the latest exceedance is added in its place. To provide advance notice to the pilot that an exceedance is about to be recorded, these indicators also have other preprogrammed advisory points at which they will flash the LCD display. Specific values are discussed in applicable systems descriptions in the Bell 407 Manufacturers Data. When an advisory is displayed by the instrument, the instrument will also turn on the CHECK INSTR light on the caution panel. If the pilot makes control inputs to reduce the instrument readings below the advisory values, the advisory will no longer be displayed and the CHECK INSTR light will be turned off and no exceedance will be recorded. When no pilot corrective action is taken and the indicator exceeds specifically preprogrammed values an exceedance will be recorded. When an exceedance is about to be recorded, the CHECK INSTR light will be turned on by the instrument. In addition, when an exceedance is recorded the letter E will be displayed at the left digit on the digital display. The pilot can acknowledge the exceedance and cause the peak value to be displayed on the analog and digital display by pushing the INSTR CHK button on the instrument panel. The exceedance will display for a maximum of 11 seconds; less if the pilot pushes on the INSTR CHK button for a shorter period of time. If there have been exceedances recorded on different indicators each indicator will display its last exceedance. Once the pilot has pushed the INSTR CHK button and the exceedance(s) has been displayed, the E will disappear from the digital display. The E will not display until the power is removed from and applied to the indicator (such as by pulling its circuit breaker or turning aircraft power off and on). The last exceedance will continue to display each time the indicator is powered up until the exceedance(s) are removed from the NVM of the indicator using a computer with maintenance download software. LCD CHECK INSTRUMENT (CHECK INSTR) CIRCUIT If an exceedance has not been detected by the TORQUE, MGT or NG indicator, the CHECK INSTR light and the “E” on the indicators digital display will not illuminate when the INSTR CHK button is pressed. The CHECK INSTR light circuit is designed to alert the pilot that either the TORQUE, MGT, or NG indicator is about to, or has detected an exceedance. When the indicators exceed preset values the indicator’s display will begin to flash and the CHECK INSTR light will turn on. If an E is displayed by an indicator the CHECK INSTR light will remain on until the pilot acknowledges the exceedance by pushing the INSTR CHK button. PRODUCT DATA 51 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CAUTION AND WARNING SYSTEM The caution and warning system includes the caution light panel, engine rpm sensor and warning horn, low rotor rpm sensor and warning horn, FADEC warning horn, associated components and interconnecting wiring. CAUTION LIGHT PANEL The caution light panel is a multisegmented panel energized by the 28 Vdc bus and protected by the 5 amp CAUTION LIGHTS circuit breaker. Each segmented indicator light is in series with its respective caution system. ENGINE OUT-[RED] The engine out warning system provides both visual and audible indications of an engine out condition. It includes the ENG OUT warning light located on the caution panel, the engine out warning alarm located on the overhead console, and the engine rpm sensor located on the equipment shelf forward of the instrument panel. The engine rpm sensor is connected to the gas producer tachometer circuit; and when the gas producer rpm drops below 55 ± 3%, the engine out warning light will illuminate and the engine out warning alarm will sound. LOW ROTOR RPM-[RED] The low rotor rpm caution system provides both visual and audible indications of a low rotor rpm condition. It includes the ROTOR LOW RPM caution light located on the instrument panel, the rotor rpm warning alarm installed on right side plastic headliner, and the rotor rpm sensor located on the equipment shelf forward of the instrument panel. The ROTOR rpm sensor is connected to the rotor tachometer circuit; and when rotor rpm drops below 95 % the rotor rpm caution light will illuminate and the rotor rpm warning alarm will sound. HIGH ROTOR RPM-[RED] The high rotor rpm caution system provides a visual warning of a high rotor rpm. The Rotor RPM sensor is connected to the tachometer circuit; when rotor rpm exceeds 107%, the rotor rpm caution light will illuminate. PRODUCT DATA 52 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. RPM WARNING HORN MUTING SYSTEM The rpm warning horn muting system disables the warning horns when a pushbutton switch mounted on the instrument panel is activated. The rpm warning horns are automatically reset when operational limits are reached. CAUTION PANEL SEGMENTS CAUTION/WARNING/ADVISORY ANNUNCIATORS LEGEND POSITION ANNUNCIATOR COLOR POSITION ANNUNCIATOR 1 FLOAT TEST GREEN 19 FADEC FAIL 2 SPARE AMBER 20 FADEC DEGRADED 3 ENGINE ANTI-ICE WHITE 21 FADEC MANUAL 4 FLOAT ARM AMBER 22 ENGINE CHIP 5 AUTO RELIGHT WHITE 23 XMSN CHIP 6 START WHITE 24 T/R CHIP 7 BAGGAGE DOOR AMBER 25 GEN FAIL 8 LITTER DOOR AMBER 26 XMSN OIL PRESS 9 HEATER OVERTEMP AMBER 27 CHECK INSTR 10 L/FUEL BOOST AMBER 28 BATTERY RELAY 11 L/FUEL XFR AMBER 29 XMSN OIL TEMP 12 FUEL FILTER AMBER 30 HYDRAULIC SYSTEM 13 R/FUEL BOOST AMBER 31 BATTERY HOT 14 R/FUEL XFR AMBER 32 ENGINE OVSPD 15 FUEL VALVE AMBER 33 CYCLIC CENTERING 16 FADEC FAULT AMBER 34 ENGINE OUT 17 RESTART FAULT AMBER 35 PEDAL STOP 18 FUEL LOW AMBER 36 RPM COLOR RED AMBER AMBER AMBER AMBER AMBER AMBER RED AMBER AMBER RED AMBER RED RED AMBER RED AMBER RED SHADED SEGMENTS INDICATE OPTIONAL EQUIPMENT PROVISIONS PRODUCT DATA 53 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. BATTERY HOT-[RED] The battery hot warning system includes the BATTERY HOT warning light and internal battery overtemp sensor switches. Both switches are activated when the battery temperature of 140 to 150 ° F (60 to 65.5 ° C). When the warning light illuminates, the battery switch must be turned off to allow the battery temperature to decrease. ENGINE OVERSPEED-[RED] The engine overspeed warning system provides a visual indication of an engine overspeed condition. The OVSPD warning light is red and is located on the caution panel. The light is activated when either NG or NP exceeds normal operating limits. FADEC FAIL -[RED] The FADEC FAIL caution light system utilizes a red caution light to warn the pilot of a failure of the FADEC during start or during flight. XMSN OIL PRESS -[RED] The transmission oil pressure caution system includes the TRANS OIL PRESS caution light and an oil pressure switch. The pressure switch, which is installed in the transmission oil pressure line to the indicator, serves to activate a TRANS OIL PRESS caution light on the instrument panel to advise of low oil pressure. The light will illuminate at a decreasing pressure of 32 ± 2 psig, and it will extinguish at a maximum increasing pressure of 36 psig. XMSN OIL TEMP-[RED] The transmission oil temperature switch, which is located next to the temperature bulb on the transmission oil filter assembly, will close when the temperature of the oil rises above 110 ± 5 C and the caution light will illuminate. AUTO RELIGHT-[WHITE] Engine igniter is operating. This light will illuminate when the FADEC is in MANUAL mode. The light will also be on during start. PEDAL STOP- [AMBER] When illuminated indicated the failure of the Pedal Restrictor Control Unit of the Airspeed Activated Pedal Stop. BAGGAGE DOOR-[AMBER] The baggage door caution system includes the BAGGAGE DOOR OPEN caution light, micro switch and related wiring. If the baggage door is not securely fastened, the caution light will illuminate. BATTERY RELAY-[AMBER] The battery relay caution system includes the BATTERY RLY caution light and related circuitry through the battery relay and the battery switch. If the battery relay remains energized when the battery switch is placed in the OFF position, the caution light will illuminate. The battery is still connected to the DC BUSS. CHECK INSTRUMENT-[AMBER] Torque, MGT, or NG is about to or has detected an exceedance. Flashing of the LCD trend arc and digital display of the effected instrument indicates an impending exceedance. The letter E in the digital display indicates an exceedance has occurred. PRODUCT DATA 54 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CAUTION PANEL SEGMENTS (continued) CYCLIC CENTERING-[AMBER] A proximity sensor below the pilots cyclic is energized when the cyclic is NOT centered. When there is weight on the landing gear (landing gear microswitch closed) this illuminates the light [regardless of operating RPM]. ENGINE ANTI-ICE-[AMBER] The anti-ice switch is on. The engine is receiving anti-icing bleed air, which is required to be ON in visible moisture when ambient temperature is at or below 5°C (40°F). ENGINE CHIP DETECTOR-[AMBER] The engine chip detector caution system includes the ENG CHIP caution light, two engine furnished magnetic drain plug/chip detectors, and related wiring. If ferrous metal particles are found in the oil, the magnet will attract them; and when there are sufficient metal particles to complete the circuit, the ENG CHIP caution light will illuminate. FADEC DEGRADED-[AMBER] The FADEC degrade light is an amber light that receives its signal from the Electronic Control Unit (ECU) and indicates a degraded condition either during flight or during engine shutdown. FADEC FAULT-[AMBER] The Fadec fault light is an amber light that receives its signal from the Electronic Control Unit. It indicates that MGT, TRQ, or NG automatic limiting circuit(s) not functional [FADECs/w Ver. 5.1] . FADEC MANUAL-[AMBER] The FADEC manual light is an amber light that receives its signal from the Electronic Control Unit when no automatic governing is available. The Auto Relight caution light will also illuminate. FUEL BOOST PUMPS-[AMBER] The fuel pump caution system includes the R/FUEL PUMP caution light, the L/FUEL PUMP caution light, the right and left side fuel pressure switches, and related wiring. The left or right fuel pump caution lights are controlled by the left and right fuel pressure switches respectively, which are located in the base of each pump and activated by fuel pressure. The lights will illuminate when that fuel flow is reduced. FUEL FILTER (AIRFRAME)-[AMBER] The fuel filter caution system includes the FUEL FILTER caution light, fuel filter pressure switch, and related wiring. Should a fuel pressure differential of approximately 1 psi develop at the airframe filter, the filter pressure switch will close and energizes the FUEL FILTER caution light, thereby alerting the pilot that the fuel filter is beginning to clog. FUEL LOW-[AMBER] The fuel low system, which is independent of the fuel quantity system, will illuminate the FUEL LOW caution light when approximately 110 ± 15 pounds (52.2 ± 6.8 Kg.) of fuel remain in the aft tank. PRODUCT DATA 55 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FUEL TRANSFER PUMPS-[AMBER] The fuel transfer caution system includes the R/FUEL TRANSFER caution light, the L/FUEL TRANSFER caution light, the right and left side pressure switches, and the related wiring. The left or right transfer caution lights are controlled by the left and right pressure switches, which are located in the base of each pump and are activated by fuel pressure. The lights will illuminate when fuel flow is reduced. FUEL VALVE-[AMBER] The fuel shutoff valve, located above the aft fuel cell on the right side of the helicopter, is an electrically operated, motor driven valve and provides a means of shutting off fuel to the engine. The amber light is activated when the fuel valve position differs from the Fuel Valve switch indication. GENERATOR FAILURE-[AMBER] The generator failure caution system includes the GEN FAIL caution light, line control relay, starter relay, and related wiring. When the generator is not on line, the GEN FAIL caution light will illuminate. HYDRAULIC SYSTEM-[AMBER] Hydraulic pressure is below operating limits. LITTER DOOR-[AMBER] The litter door caution system includes the LITTER DOOR OPEN caution light, microswitches for the upper and lower door strikers, and related wiring. If the litter door is not securely fastened, the caution light will illuminate. RESTART FAULT-[WHITE] The Restart Fault light is a white light which detects a fault in the ECU and will not allow a start in the auto mode. START-[WHITE] The start light is a white advisory light and will illuminate when the start relay is in start mode. TRANSMISSION CHIP DETECTOR -[AMBER] The transmission chip detector caution system includes the TRANS CHIP caution light, two transmission chip detectors, a freewheeling unit chip detector, and related wiring. If ferrous metal particles are found in the oil, the magnet will attract them; when there are sufficient particles to complete the circuit, the XMSN CHIP caution light will come on. TAIL ROTOR GEARBOX CHIP DETECTOR-[AMBER] The tail rotor gearbox chip detector caution system includes the T/R CHIP caution light, tail rotor gearbox chip detector, and related wiring. PRODUCT DATA 56 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. OVERHEAD CONTROL GROUP The overhead console groups most of the electrical switches and controls in one convenient easy-to-reach panel. It contains: 1. Switches for interior and exterior lights, defog blowers, battery and generator. 2. Breakers for all the standard electrical circuits (They are all the trip-free type which cannot be overridden). 3.Space for circuit breakers and switches for optional kits. There is an airspeed limitation placard in knots mounted between the console and the windshield. Just behind the overhead console, on the forward face of the vertical control tunnel, are two headset outlets and the loud speaker for the pulsating engine out warning and FADEC horn. The speaker for the steady low rotor RPM warning is mounted on the ceiling. WARNING HORNS CIRCUIT BREAKERS & SWITCHES MAIN SWITCH PANEL HEADSET OUTLETS PRODUCT DATA 57 WARNING HORNS JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. RADIO PEDESTAL The pedestal provides space for the installation of optional communications and navigation radios. A case for the airworthiness and registration certificate is riveted to the right forward side of the pedestal. The radio pedestal slopes down from the instrument panel and extends horizontally to the seat bench. The standard 407 has no radios, however, it can accept the standard width radio boxes in both the sloping and horizontal surfaces [ 159 centimeters (6.25 inches) in width]. The design gives the pilot the best view of all the radio controls. DOCUMENT CASE The airworthiness, registration certificate, and radio license case i s riveted to the right forward side of the instrument panel console. These documents are required to be carried in the aircraft at all times. ***DRAWING FOR ILLUSTRATION ONLY*** DOCUMENT CASE FIRE EXTINGUISHER SLANTED AREA HORIZONTAL AREA CABIN FIRE EXTINGUISHER A manually operated fire extinguisher is furnished with each helicopter. The extinguisher is located on the forward side near the top of the control tube vertical tunnel. A mounting bracket is the quick RADIO PEDESTAL [SHOWN WITH OPTIONAL opening type for rapid removal of the extinguisher. EQUIPMENT] PRODUCT DATA 58 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. VENTILATION SYSTEM Air for cabin ventilation is obtained by opening the sliding windows in each of the cockpit doors. Additional ventilation to the cockpit may be obtained through the ram air grills located on the nose of the helicopter by pulling out on the left and right VENT control knobs. At lower airspeeds when the ram air flow is reduced or when the windshield has condensation ventilation may be assisted by positioning the DEFOG BLOWER switch on the overhead console to the ON position. OPTIONAL CABIN SLIDING WINDOW [AVAILABLE AS A NO-COST OPTION] COCKPIT SLIDING WINDOW [STANDARD EQUIPMENT] RAM AIR SYSTEM When the VENT control knob below the instrument panel is pulled out, ambient ram air will be forced into the air intake grills and directed through the plenum and turn vane. The turn vane incorporates a flapper valve assembly which is open or closed by use of the VENT control knob through the control cable. RAM AIR INLETS PRODUCT DATA 59 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. DEFOG SYSTEM Two electrically driven axial flow blowers are installed in the inlet end of the defroster nozzles. The blowers are controlled by DEFOG BLOWER circuit breaker type switch on the forward end of the overhead console. The defog system is primarily used for ventilation and defogging during ground operation of the helicopter. When the system is used for ventilation or defogging, it is recommended that both VENT control knobs be extended to the full open position. VENT CONTROL KNOB RAM AIR INLET AXIAL BLOWER DEFOG AIR OUTLET WATER DRAIN PRODUCT DATA 60 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AIRFRAME The airframe consists of three major sections; the fuselage, the cowlings, and the landing gear. COWLINGS LANDING GEAR FUSELAGE PRODUCT DATA 61 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CONSTRUCTION The Bell 407 has extended contour side panels containing two crew doors, the two left cabin passenger doors and the fixed panel and one passenger door on the right side. The panels incorporate all occupant doors and provide a smooth faired surface from the forward edge of the cockpit doors to the forward edge of the baggage door at the rear to reduce aerodynamic drag. These panels bulge outward to a maximum of three and one-half inches, 8.9 centimeters, on both sides, resulting in the three aft seats having a width of approximately 19 inches, 48 centimeters, each. The bulged side panels effectively provide more shoulder room in the critical areas of the cockpit and the aft cabin seat while having minimal impact on the primary structure. The two left side doors can be opened simultaneously to provide a 61 inch opening, 155 centimeters to more easily load litter patients or bulky cargo. MODEL 407 AIRFRAME RIGHT SIDE PANEL AND DOORS LEFT SIDE INTERMEDIATE PANEL LEFT SIDE PANEL AND DOORS PRODUCT DATA 62 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FUSELAGE The fuselage has three primary structural assemblies: the forward section extends from the cabin nose to the bulkhead aft of the passenger compartment, the intermediate section extends from the bulkhead aft of the passenger compartment to the tailboom, and the aft or tailboom section. 407 FUSELAGE ASSEMBLY FIXTURE RIGHT SIDE PANEL AND DOORS INTERMEDIATE SECTION LEFT SIDE PANEL AND DOORS FORWARD SECTION The forward section is primarily made up of a aluminum honeycomb structure which provides the major load carrying elements of the forward cabin. The forward section provides for pilot and passenger seating, fuel cell enclosures, and pylon support. The side body panels are made of carbon fiber plys and core with fiberglass skin. Under the fiber glass skin is a layer .005" thick of copper mesh for bonding and lighting protection. The entrance and exit doors are also made of carbon fiber plys. PRODUCT DATA 63 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. OCCUPANT PROTECTION Two rugged bulkheads are built into the cabin, one behind the crew seat bench and one behind the aft passenger bench. A hollow vertical control tunnel is from floor to roof immediately behind the forward bulkhead. These all add structural integrity to the cabin and provide rollover protection to the occupants. A pair of longitudinal beams in the cabin roof provide strength for the support of the transmission. The cabin structure extends forward, up through the nose section to the windshields, forming a compartment for the landing lights and one for the battery. The external power receptacle and pitot tube are mounted between the two compartments. Ventilation grilles are low on the nose; one on each side of the battery compartment. NOSE AREA CABIN ROOF BEAMS & TRANSMISSION MOUNTS AFT ROLLOVER BULKHEAD VERTICAL CONTROL TUNNEL FORWARD ROLLOVER BULKHEAD PRODUCT DATA 64 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FUSELAGE FEATURES A recessed step is provided aft of the left passenger door for access to the roof. The light weight corrosion free carbon fiber side body fairings add stiffness to the fuselage, with the added benefits of increasing cabin internal volume, and ease of field repair. The battery compartment is sized to accept either the standard 17 ampere-hour battery, or the optional 28 ampere-hour [heavy duty] battery. Plastic tracks, and an extra wide door make installation and removal of the battery quick and convenient. COROSION FREE CARBON FIBER SIDE BODY PANEL The lower fuselage at the forward edge of the aft passenger seat is strengthened to support increased cargo hook capacity of 2646 pounds, 1200 kilograms. The core material of the lower fuselage shell assembly and the nose panel from the earlier 206 series has changed to a new Aluminium alloy for increased corrosion protection when operating in a saltwater environment. PRODUCT DATA 65 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. INTERMEDIATE SECTION The intermediate section uses an aluminum internal structure and two one piece carbon fiber skin assemblies, which do not need stiffeners or stringers, to form an semimonocoque construction. Also provided by this section is a deck for engine installation, a spacious baggage compartment, and a compartment under the engine for environmental, electrical, and tail rotor hydraulic equipment. LEFT HAND COMPOSITE PANEL RIGHT HAND COMPOSITE PANEL IN ASSEMBLY FIXTURE PRODUCT DATA TAIL ROTOR SERVO LOCATED BENEATH ENGINE DECK LOWER FUSELAGE & AFT CROSS TUBE MOUNT 66 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FIREWALLS & ENGINE PAN AFT FIREWALL FWD. FIREWALL A titanium engine pan, located below the engine, acts as both a drip pan and firewall. It is curved to provide sufficient clearance to allow the removal of accessories without having to remove the engine. The engine pan along with the titanium fore and aft firewalls are fitted within the top part of this section to form the engine compartment. AFT FIREWALL FWD. FIREWALL ENGINE PAN FORWARD FIRESEAL COVER TAIL ROTOR DRIVESHAFT FIRESEAL COVER FORWARD FIRESEAL COVER The forward cover makes a fireseal around the main driveshaft and the optional rotor brake. The cover is made of fiberglass composite and is attached to the forward side of the forward firewall. The cover is made up of two cover assemblies, which allows easy access for inspection or maintenance. TAIL ROTOR DRIVESHAFT FIRESEAL COVER The tail rotor driveshaft fireseal cover makes a fireseal around the tail rotor driveshaft. It is made of stainless steel. The cover is attached to the forward side of the aft firewall and has a doubler installed on the right side. PRODUCT DATA 67 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE COMPARTMENT INSTALLATION INTERMEDIATE SECTION / TAIL BOOM AIR DAM EQUIPMENT COMPARTMENT WITH TAIL ROTOR SERVO EQUIPMENT COMPARTMENT The equipment compartment is the area behind the parcel shelf and above the baggage compartment. It contains the electrical relays and regulators and has space for the optional heater or environmental control unit in a convenient location near the source of engine customer bleed air. AIR DAM At the junction of the tail boom and the intermediate section an AIR DAM is installed to prevent the flow of high pressure air behind the fuselage into the equipment compartment and the inside of the cabin. PRODUCT DATA 68 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. BAGGAGE COMPARTMENT Located directly below the engine area is the baggage compartment which has a volume capacity of 16 cubic feet and can carry a maximum of 250 pounds. The cargo door, located on the left side of the fuselage and hinged at the forward end, opens the full width and height of this compartment. It is secured by means of two push-button latches and a keyed lock. Within the compartment are nine tie-down loops to secure cargo and equipment. There is also provisions for the optional 76 Liter (20 U.S. Gallon) auxiliary fuel cell in the baggage compartment. AUX. FUEL TANK MOUNT PROVISIONS TIE DOWN LOOPS LEVELING PLATE AUX. FUEL LINE PROV. BAGGAGE COMPARTMENT WITH OPTIONAL AUXILIARY FUEL TANK PRODUCT DATA 69 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TAILBOOM SECTION The tailboom is an aluminum alloy full monocoque structure, except for the forward 10 inches, where the loads are redistributed by means of four intercostal load carrying members. The tailboom supports the tail rotor drive shafting, tail rotor gearbox, vertical fin, and horizontal stabilizer. Covers are provided to protect and provide a fairing for the tail rotor driveshaft and gearbox. TAIL BOOM ASSEMBLY FIXTURE VERTICAL FIN GEARBOX COVER DRIVESHAFT COVERS [TWO SECTIONS] TAIL SKID HORIZONTAL STABILIZER 407 TAIL BOOM END PLATES [AUXILIARY FINS] PRODUCT DATA 70 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LEADING EDGE SLAT HORIZONTAL STABILIZER The horizontal stabilizer (with end plates) is a one piece aluminum honeycomb structure, and does not have a movable elevator. The incidence of the horizontal stabilizer is fixed to avoid the necessity of additional control system components. AUXILIARY FINS The stabilizer assembly is a fixed horizontal tail surface, set to give an aerodynamic down force on the helicopter when it is in flight at normal cruise speed. The stabilizer has slats installed on the leading edge which make nozzle-shaped passages between the stabilizer and the slats. This design improves the airflow conditions at high angles of attack and slow speeds. Auxiliary fins are installed on the outboard edges of the stabilizer to help the helicopter stay stable in flight. Both finlets are angled 5° [leading edge] outboard. PRODUCT DATA 71 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. VERTICAL FIN ANTICOLLISION LIGHT The vertical fin is constructed of aluminum honeycomb core with aluminum skins. The leading and trailing edge caps are formed aluminum alloy and bonded in place. The vertical fin contains a top fairing for mounting the anticollision light and a rubber bumper and tail skid are installed on the lower end. The vertical fin is mounted to a one piece cast fitting and set to 9° leading edge outboard (right) in order to relieve the tail rotor in forward flight and prevent flapping. TAIL SKID VERTICAL FIN TAIL ROTOR DRIVESHAFT COVERS The two section tail rotor driveshaft covers are fiberglass and honeycomb composite structures. When removed, the sections convenient size permits easy storage in the cabin during routine inspections and maintenance. TWO SECTION DRIVESHAFT COVERS PRODUCT DATA 72 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TAIL ROTOR GEARBOX FAIRING The tail rotor gearbox fairing covers the tail rotor gearbox. It is attached to the tailboom and to the vertical fin. The fairing is a two piece installation. The upper half has two screens and a lubrication service access door. The screens supply air to the tail rotor gearbox for cooling. You can examine the tail rotor gearbox oil level through the aft screen. The lower half of the fairing has a screened door that gives access to the chip detector/gearbox drain for the tail rotor. The lower half also contains the white aft position light and a drain hole. The fairing is made of a fiberglass composite construction. OIL FILLER DOOR/SCREEN TAIL LIGHT CHIP / DRAIN DOOR TAIL ROTOR GEARBOX DRAIN AND CHIP PLUG ACCESS DOOR PRODUCT DATA 73 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COWLINGS AND FAIRINGS FORWARD COWLING The cowlings and the fairings are divided into the five sections that follow: the forward fairing assembly, the transmission cowling assembly, the engine air inlet cowling assembly, the engine cowling assembly, the aft fairing assembly. TRANSMISSION COWLING FORWARD FAIRING ENGINE AIR INLET COWLING ENGINE COWLING [THREE SECTIONS] TRANSMISSION COWLING AFT FAIRING The forward and aft fairings are made from fiberglass and honeycomb while the engine side cowling is made from graphite composite. The transmission, engine inlet and the upper engine cowlings are made from aluminum alloys and fiberglass and honeycomb materials. Where aluminum alloy is used, structural attachments are made either by bonding or mechanical fasteners [there are no spot welds to promote corrosion]. Quick release fasteners hold the cowlings and the fairings in position. All fasteners provide visual indication of proper closure. The inspection and the access doors have flush-type latches which permit inspection and servicing without having to remove the cowlings and the fairings. PRODUCT DATA 74 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FORWARD FAIRING ASSEMBLY FORWARD FAIRING IN RAISED POSITION The forward fairing is installed on the cabin roof forward of the transmission. The fairing is made of composite material. A single point hinge fitting assembly is installed at the forward end of the fairing. Two rods are kept inside the fairing on both sides to be used as a support for the fairing when it is raised. Two toggle hook latch fittings hold the forward fairing when it is closed. A seal is installed around the perimeter to keep out water. TRANSMISSION COWLING ENGINE AIR INLET COWLING TRANSMISSION COWLING ASSEMBLY The transmission cowling is installed on the cabin roof over the transmission and the controls. A cutout is given so that you can check the hydraulic reservoir oil level. ENGINE AIR INLET COWLING ASSEMBLY The engine air inlet cowling is installed on the cabin roof over the aft half of the main transmission. There are inlet ducts on each side of the air inlet cowling that direct the flow of air to the inlet screen or to the particle separator and into the engine inlet. There is a hinged access door on each side of the cowling to permit inspection procedures to be done without having to remove the cowling. On the right hand side there is a hole so you can see the transmission oil level. ENGINE AIR INLET PRODUCT DATA INSPECTION DOOR 75 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE COWLING The engine cowling, which includes the upper cowling and the (left and right ) side panels. Is constructed of fiberglass and aluminum alloy; it contains two screen vents forward of the cutout for the engine exhaust stack. The upper cowling is aluminum alloy and the side panels are constructed of fiberglass and incorporate five screen vents and three flush latches and four wing/dzus 1/4 turn fasteners. The right engine side cowling includes a screen vent for the starter/ generator cooling duct. The side cowling may be hinged open and supported by a folding brace. BLEED AIR VENT EXHAUST HINGE SUPPORT OIL COOLER EXHAUST ENGINE OIL FILL DOOR AFT COWLING The aft cowling is constructed of fiberglass and incorporates two screen vents, oil cooler and oil tank access doors, and a cutout for the oil cooler blower exhaust. ENGINE OIL RESERVOIR LEVEL OIL DRAIN ENGINE COWLING PRODUCT DATA AFT COWLING 76 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LANDING GEAR The Bell 407 skid landing gear is simple, light weight, and practically maintenance free. It is designed to absorb energy and to preclude damage to the airframe in the event of a hard landing. The gear is designed for energy attenuation of vertical descent speeds up to 2.0 meters per second (6.55 feet per second) by elastic deflection of the forward and aft cross tubes. Yielding of the crosstubes, beyond normal operating limits, in combination with elastic deflection, further attenuates energy up to 2.44 meters per second (8.02 feet per second). The entire skid landing gear assembly may be removed for shipping. LOW SKID LANDING GEAR The standard configuration Model 407 is supplied with low skid landing gear. High skid landing gear, and emergency float landing gear are available as optional kits. Each skid tube is fitted with a forward end step, a tow fitting, saddles with sockets for crosstubes, seven replaceable skid shoes along the bottom, a rear cap and two eyebolt fittings to mount the ground handling gear. STANDARD LOW SKID GEAR GROUND WHEEL EYEBOLTS SUPPORT BEAM CROSS TUBES ATTACH FITTINGS & STRAPS EYEBOLTS NONSLIP COATING SKID TOW RING SKID SHOES The landing gear is made from 7075 aluminum alloy tubes and consists of two skids which are attached to the ends of two arched crosstubes. The full length of the inside diameter and the outside diameter between left hand and right hand butt line 18 of the crosstubes are shotpeened for improved material properties. The landing gear is attached to the fuselage by four straps which bolt to fittings located on the two main bulkheads. PRODUCT DATA 77 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AFT CROSSTUBE SUPPORT BEAM The aft crosstube has a support beam that touches the mating supports in the helicopter structure. The function of the support beam on the aft crosstube is to reduce the possibility of 4 per rev ground resonance. SUPPORT BEAM LANDING GEAR SWITCH The landing gear microswitch is activated when weight is on the landing gear. It provides a signal to control operation of the cyclic centering light, the flight time function of the clock, and the hour meter. LOW SKID FAIRINGS (OPTIONAL) The optional airfoil type landing gear fairings go over the forward and aft crosstubes of the standard low skid gear. They are made of white thermoplastic and have aluminum alloy supports. Fairings are not available for the high skid gear or emergency flotation gear. SKID SHOES Each skid is fitted with seven steel replaceable skid shoes to absorb the wear caused by normal ground contact. Also, the top surface of each skid is covered with wear resistant BLACK non-slip coating. TAIL SKID A spring steel tail skid and rubber bumper are attached to the lower portion of the vertical fin. It is designed to absorb shock, and reduce excessive nose down pitching during hard tail low landing. Also, a tuning weight is mounted on the tail skid. VERTICAL FIN RUBBER BUMPER PRODUCT DATA 78 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. GROUND HANDLING To move the Bell 407 on the ground, a set of manually operated hydraulic dual wheels is provided as loose equipment. A tow bar is NOT provided. TOW RING STANDARD GROUND WHEELS Two eyebolts are provided on each skid, near the helicopters center of gravity, for attachment of the dual ground handling wheels. The wheels are snapped and pinned in place and the wheels are then extended or retracted manually using a built-in bar which activates a small hydraulic mechanism. The wheels weigh a total of 40.8 kilograms (90 pounds) and must be removed for flight. A tow ring is provided near the forward end of each skid for ground handling. The maximum approved weight for towing with the standard ground wheels is 1973 Kilograms (4350 pounds). If the ground wheels from the Bell 205/212/412 series are used the 407 may be ground handled at it's normal maximum gross weight. PRODUCT DATA 79 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AIRCRAFT IDENTIFICATION & REGISTRATION The airworthiness, registration certificate, and radio license case is riveted to the right forward side of the instrument panel console. These documents are required to be carried in the aircraft at all times. DOCUMENT CASE FUEL NOZZLE GROUND FUEL FILLER DATA PLATE FUEL FILLER CAP AIRCRAFT DATA PLATE The aircraft data plate is attached to the right aft intermediate section skin between the fuel nozzle ground and the fuel filler cap. A S PRODUCT DATA 80 M P E L JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN ROTOR The Bell 407 main rotor hub and blade assembly consists of four composite blades mounted to a main rotor hub assembly. Each blade is attached to a grip assembly by two fixed diameter bolts. The main rotor diameter for the Bell 407 is 35 feet (10.7 meters) and has a tapered chord equivalent to 10.75 inches (25.5 centimeters). The main rotor blades have a built in twist of 13°. With a design RPM of 413, the tip speed is a low 757 feet per second (231 meters per second) . Elastomeric bearings provide feathering, help dampen out vibrations and provide lead-lag for the main rotor blades. The hub yoke is fabricated with a new epoxy matrix which has demonstrated the capability to increase yoke fatigue life. AERODYNAMIC COVER FRAHM DAMPER MAIN ROTOR HUB The main rotor hub assembly is attached to the mast with a mast nut, an upper cone, center cone set and a lower cone. The main rotor hub assembly is aligned on the mast by a master spline that also indicates where the red blade will be. MAST NUT [LIFTING EYE] BLADE GRIP COMPOSITE YOKE PRODUCT DATA 81 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ELASTOMERIC BEARINGS The main rotor blade grip connects to the inboard and outboard elastomeric shear bearings. The elastomeric shear bearings permit the main rotor blade to turn [feather] around its pitch axis. The inboard elastomeric shear bearings attaches to the elastomeric damper. The elastomeric damper is attached to the upper and lower hub plate assemblies. The damper accommodates lead-lag, while the bearings and yoke permit blade cone, droop, and blade pitch change. The pitch horns attach to the blade grips and supply an attach point for the pitch links. The pitch horns turns [feathers] the blade on the elastomeric shear bearings. This changes the angle of attack (pitch) of the main rotor blade. BLADE GRIP UP & DOWN STOPS PITCH HORN SHEAR [FEATHER] BEARINGS YOKE ELASTOMERIC BEARING UP & DOWN STOP ASSEMBLY The main rotor blade up and down stops are attached to the upper and lower hub plate assemblies. The main rotor blade stops keep the yoke flex (cone and droop) in operational limits. PRODUCT DATA 82 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN ROTOR BLADES The main rotor blades are a composite all-bonded assembly consisting of three structural members: a fiberglass spar, nomex honeycomb core, and a trailing edge strip. Skins, stabilized by the honeycomb core, are a 2-ply fiberglass wrap with fibers that run at a ±45 degree angle to the span of the main rotor blade. The outboard 18 inches of each blade has a bonded stainless steel erosion shield on the lower surface. Conductive paint protects the main rotor blade against lightning strikes and static charges. Nickel plated stainless steel erosion strips cover the leading edge for resistance to abrasion. The main rotor blades are dynamically balanced and are interchangeable. An adjustable trim tab is installed on the main rotor blade trailing edge at blade station 144.00. Each blade weighs approximately 53 LBS (28.3 Kg). Each main rotor blade is color coded according to position. The red blade is in the position next to the master spline on the mast. An index hole in the hub also identifies the position of the red blade. The rotor blade retention bolts, the optional expandable bolts, the grips and the rotating control components all have the applicable color coded markings. 1. BLADE BOLT RETENTION BUSHINGS 2. M/R BLADE BONDED ASSEMBLY 3. NICKEL PLATED 301 STAINLESS STEEL EROSION STRIP 4. TRIM TAB 5. FRETTING PAD 6. 301 STAINLESS STEEL EROSION SHIELD 7. 2-PLY UPPER SKIN [CLASS B GLASS/EPOXY FABRIC & E GLASS/EPOXY TAPE PRODUCT DATA 8. UNIDIRECTIONAL S-2 GLASS/EPOXY TRAILING EDGE STRIP 9. 2-PLY LOWER SKIN [CLASS B GLASS/EPOXY FABRIC & E GLASS/EPOXY TAPE 10. 2 LB/CU. FT. NOMEX HONEYCOMB CORE 11. UNI-DIRECTIONAL S-2 GLASS/EPOXY ROVING SPAR STRUCTURE [+/- 45 DEG S-2 GLASS/EPOXY OUTER AND INNER TORSION WRAPS] 83 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. OPTIONAL M/R BLADE FOLDING DYNAMIC BALANCE WEIGHTS A Main Rotor Blade folding kit is an option [Vendor STC]. The kit permits two of the rotor blades to be folded (one aft, and one forward, with each folded blade held in a support fixture). This kit requires the addition of a M/R Blade Fold Provisions Kit which replaces two fixed diameter bolts with the expandable bolts. STANDARD BOLT EXPANDABLE BOLT [OPTIONAL W/FOLDING] WEIGHT POCKET FRAHM DAMPER The frahm damper helps attenuate vibrations created by aerodynamic forces acting on the main rotor and hub, before the vibrations are able to enter the transmission and airframe. It is installed on top of the main rotor hub, under an aerodynamic fairing. PRODUCT DATA FRAHM DAMPER [COVER REMOVED] 84 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TAIL ROTOR The Bell 407 tail rotor and tail rotor drive system are the same as for the OH-58D. This simplification will reduce maintenance cost. The diameter is 5.4 feet, 1.7 meters. Blade chord is 6.35 inches, 16.1 centimeters. The airfoil section is the BHT 12083, a 12% thick version of the well proven Wortmann FX-083 design. With a design RPM of 2500, the tip speed is 709 feet per second, 216 meters per second. The tail rotor yoke is made of stainless steel to resist corrosion. There are four Teflon impregnated bronze lined monoball type pitch change [feather] bearings for low pedal forces. The trunnion/flapping bearing is constructed out of elastomeric material, requiring no lubrication, and is mounted to the yoke at a 30 degree angle to control blade flapping. TAIL ROTOR BLADE 1. TRAILING EDGE STRIP 2. 301-STAINLESS EROSION SHIELD 3. KEVLAR SKIN 4. BALANCE WEIGHT 5. BALANCE SCREW 6. BUSHING 7. 301-STAINLESS ABRASION STRIP TAIL ROTOR BLADE The two tail rotor blades are constructed with Kevlar skins and a nomex honeycomb core for corrosion avoidance. Inboard, there are stainless steel reinforcing plates bonded to the blade root for strength at the attachment points. The full length of the blades leading edge has a stainless steel abrasion strip, and the blade tip is covered with a nickel plated stainless steel shield to protect the blade from erosion. PRODUCT DATA 85 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. NOTE: PHOTOS AND DRAWINGS SHOWN ARE FOR EXAMPLE ONLY TAIL ROTOR HUB The tail rotor yoke assembly is mounted on the 90° gearbox output shaft. The yoke is forged steel and houses the feathering bearings for the tail rotor blades. The feathering bearings are staked into the yoke and are replaceable. The trunnion consists of two elastomeric bearings that are bonded to the spindles of a splined steel trunnion making it one piece. TRUNNION TAIL ROTOR GEARBOX OUTPUT SHAFT YOKE FEATHER BEARINGS COUNTER WEIGHTS BALANCE WEIGHTS Balance weights, on each side of the two blades, are installed on the blade bolts to counteract out of balance forces from the rotor. This is done with the adjustment of the balance of the blades along their spanwise and chordwise axis. The amount of weights installed is dependent on the hub and blade assembly static or dynamic balance. Counterweights are added to brackets attached to the yoke along the chordwise axis, to reduce control forces during a hydraulic off condition. PRODUCT DATA 86 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. NOTE: PHOTOS AND DRAWINGS SHOWN ARE FOR EXAMPLE ONLY TAIL ROTOR PITCH CHANGE MECHANISM The tail rotor pitch change mechanism mounts on the right side of the tail rotor gearbox. It consists of a housing assembly, trunnion assembly, cap assembly, lever assembly, idler assembly, rod assembly, pitch links, driver plate cross head, and control tube assembly. Movement of the tail rotor control system is transmitted through the gearbox by the tail rotor by the pitch change mechanism. The pitch change tube is located in the output shaft and rotates at the same rpm. TAIL ROTOR CROSSHEAD & PITCH LINKS TAIL ROTOR GEARBOX & PITCH CHANGE MECHANISM TAIL ROTOR DRIVE SYSTEM The tail rotor driveshaft system delivers torque from the freewheeling assembly to the tail rotor gearbox. It is mounted along the rear portion of the engine and along the top of the tailboom. It is covered by a two piece composite drive shaft cover. The system consists of one steel shaft, one steel oil cooler shaft, and five aluminum shafts of which four are interchangeable. These shafts are connected at each end by a flexible coupling. The system is supported by six hanger bearings, each being equipped with a grease fitting for lubrication. PRODUCT DATA FLEXIBLE COUPLING DETAIL 87 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TAIL ROTOR DRIVESHAFT HANGER BEARING TAIL ROTOR DRIVESHAFT SEGMENTS PRODUCT DATA 88 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ROTOR TRACK & BALANCE PROVISIONS Provisions have been included for the use of electronic track and balance systems for the main and tail rotor systems. Power and data connection for the primary components is on the radio pedestal. UNIVERSAL TRACKING DEVICE PROVISIONS FOR TRACKING EQUIPMENT OIL COOLER BLOWER ASSEMBLY The oil cooler blower assembly is mounted aft of the aft engine fire wall. The blower housing is mounted on the helicopter structure and supports the engine and transmission oil cooler. The oil cooler blower shaft is mounted in two sealed bearings and is connected to the forward tail rotor drive shaft. The blower shaft passes through the blower assembly housing, and the blower impeller is bolted to the shaft. This shaft serves to drive the tail rotor and also to drive the blower impeller which forces air to the engine and transmission oil cooler. BLOWER DETAIL OIL COOLER BLOWER PRODUCT DATA 89 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN ROTOR DRIVE SYSTEM The main rotor drive system provides a means of transmitting power and torque from the engine to the main rotor. The main rotor drive train system consists of the following assemblies: main driveshaft, transmission, main rotor mast assembly, pylon assembly, freewheeling unit, and oil system. FREE WHEELING UNIT MAIN DRIVESHAFT MAST SPACER OPTIONAL ROTOR BRAKE TRANSMISSION PYLON ASSEMBLY MAST OIL FILLER CAP MOUNTS OIL SIGHT GLASS LOWER RESTRAINT FITTING PRODUCT DATA 90 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN DRIVESHAFT (Kaflex) The engine to transmission Kaflex drive shaft provides a flexible drive connection between the freewheeling unit and the transmission. This flexible shaft allows smooth transfer of torque even though the transmission and freewheeling unit are not always in perfect alignment. Flexibility of the shaft is provided by rectangular plates, three in each coupling. Each plate flexes providing both angular misalignment and length changes to accommodate movement of the transmission on its mounts. Each coupling can be considered a truss work in which torque loads are carried as axial loads in straight members of each plate. A fail-safe feature exists which enables uninterrupted drive of the shaft after a failure has occurred in one of the dual load paths provided by the plate couplings. FLEXIBLE PLATES PRODUCT DATA 91 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSMISSION ASSEMBLY The transmission assembly is made up of a top case, support, lower case which contains a bevel gear and shaft arrangement, an input pinion, a planetary gear train, sun gear and an accessory gear drive. The components that are attached to the transmission assembly are the mast assembly, swashplate, hydraulic pump, engine to transmission driveshaft, monopole sensor, two chip detectors, four oil jets, oil pump and the oil filter manifold and housing. The oil filter manifold and housing contain the thermoswitch, thermostatic valve, temperature bulb and the bypass valve with indicator. PLANETARY ASSEMBLY PINION GEAR [ONE OF FIVE] TOP CASE SUN GEAR COLLECTOR GEAR [FIRST REDUCTION STAGE] INPUT GEAR SHAFT & SPIRAL BEVEL GEAR RING GEAR MAIN CASE PRODUCT DATA 92 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSMISSION TOP CASE AND INTERNAL COMPONENTS TOP CASE The transmission top case is made from an aluminum forging. The pylon mounting studs on the top case are individually replaceable. DEBRIS COLLECTOR The debris collector will collect metal particles from the upper portion of the top case and give warning through the No. 2 electric chip detector before falling into the main case and entering the oil system. RING GEAR The steel ring gear, which is part of the second stage of reduction, allows the planetary assembly to rotate. PLANETARY ASSEMBLY The planetary assembly is made up of a carrier assembly and five pinion gears. The top half of the carrier assembly provides the drive for the mast assembly. SUN GEAR The sun gear lower splines are splined into the input gear shaft. The upper splines of the sun gear provides drive for the five pinion gears of the planetary assembly. GEAR SHAFT CASE The magnesium gear shaft case houses a roller alignment bearing that provides alignment for the input gear shaft. TRANSMISSION MAIN CASE AND INTERNAL COMPONENTS MAIN CASE The main case provides support for the spiral bevel gear assembly, and alignment for the lower mast bearing support accessory bevel gear, and the main input quill. The case is made from magnesium casting. The studs on the main case are individually replaceable. INPUT GEAR SHAFT AND INPUT SPIRAL BEVEL GEAR The steel spiral bevel gear assembly consists of the input gear shaft and input spiral bevel gear. LOWER MAST BEARING SUPPORT The aluminum lower mast bearing support houses a rolling alignment bearing. It also provides support for the lower portion of the mast assembly. FIRST REDUCTION STAGE [COLLECTOR GEAR] The first reduction stage gear (COLLECTOR GEAR) is driven by the spiral bevel gear, and in turn drives the sun gear. Also, it powers the accessory drive gear, which drives the transmission oil pump and hydraulic pump. MAIN INPUT QUILL The main input quill supports a triplex bearing set and provides drive for the spiral bevel gear assembly. PRODUCT DATA 93 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN ROTOR MAST The mast assembly is made up of a pole, bearing assembly and the necessary hardware to make the installation. The mast pole is made as follows from the lower end up: •a running surface for the alignment of the mast bearing, •splines that mesh with the planetary pinion gears, •splines for the swashplate drive, •three cone seats with the middle seat coated with E-nickel, •a wear strip bonded at the lower cone seat, •splines for the main hub engagement and •threads for the main rotor hub retention nut. MAST POLE MAST ASSEMBLY The mast assembly is installed in the transmission assembly and attached to the transmission top case studs. The swashplate and support assembly are mounted on top of the mast bearing plate and attached to the transmission top case studs. The mast pole turns at 413 RPM and absorbs torsion, tension and bending loads that are made by the engine torque, helicopter weight and flight motion. PRODUCT DATA 94 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SWASHPLATE ASSEMBLY The purpose of the swashplate and support assembly is to convert non-rotating control inputs into rotating control inputs. The assembly encircles the mast directly above the transmission. The swashplate is mounted on a (collective sleeve) support which permits it to be tilted in any direction. Movement of the cyclic control results in a corresponding tilt of the swashplate and the main rotor. Movement of the collective control actuates the sleeve assembly which raises or lowers the swashplate and transmits collective control to the main rotor. The cyclic controls are properly coordinated with collective control by action of the mixing lever at the base of the control column. PITCH HORN CYCLIC INPUTS SWASHPLATE ASSEMBLY COLLECTIVE INPUT [ROTATING] SWASHPLATE ASSEMBLY [NON-ROTATING] COLLECTIVE SLEEVE ASSEMBLY TRANSMISSION NR MONOPOLE PICKUP [RPM SENSOR] The main rotor rpm measuring system measures rotor rpm in percent. This system measures rpm with a single mag pickup mounted through the main case, taking its reading from the spiral bevel gear and displaying it on the dual tachometer mounted on the instrument panel. An RPM warning light illuminates when the upper or lower limit of the main rotor RPM is reached. The lower limit is accompanied by an aural warning in the crew headsets. The aural warning is disabled with the collective full down. The warning light will remain lit until rotor RPM returns to the normal range when in flight. PRODUCT DATA 95 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSMISSION GEAR RATIO The main transmission, located directly forward of the powerplant, provides a two stage reduction of 15.29 : 1 (6317 to 413 rpm ). The first stage is a bevel gear arrangement with 3.26 to 1.0 reduction (6317 to 1936 rpm); the second stage reduction is obtained with a planetary gear train providing 4.69 to 1.0 reduction (1936 to 413 rpm). The accessory drive gear provides a 1.42 to 1.0 reduction (6317 to 4445 rpm), which drives the oil pump and hydraulic pump. GEAR TRAIN SCHEMATIC NOTE: For location 4 in the above illustration, the ring gear is stationary. PRODUCT DATA 96 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PYLON ASSEMBLY [TRANSMISSION MOUNTING] ELASTOMERIC MOUNTS A soft mounted System for Attenuating Vibration Independent of Tuning and Dampening (SAVITAD) pylon assembly is used to decrease the vibration transfer to the structure. The soft mounted pylon reduces the vibration made by the main rotor. This is done by the installation of the elastomeric corner mounts and restraint springs with a natural frequency that is less than the excitation frequency made by the main rotor. This permits the inertia forces of the pylon to oppose the excitation force of the rotor and decrease the net force transmitted to the fuselage. More safety is given by the two deck stop fittings that are attached to the forward top deck and the roof beam of the helicopter that limit the movement of the two restraint spring fittings attached to the lower case of the transmission. The pylon beam assemblies are attached to the transmission top case by two elastomeric mount assemblies on each side of the lower transmission case and to each pylon support arm. SIGHT GLASS RESTRAINT PRODUCT DATA 97 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSMISSION OIL SYSTEM The lubrication system is made up of the following: •oil pump, •pressure regulating valve, •oil cooler, •oil filter assembly, •pressure transducer and switch, •temperature bulb, •bypass valve and indicator, • two chip detectors, •and spray oil jets No. 1, No. 2, No. 3, & No. 4., •manifold. The oil pump, driven by the accessory gear, scavenges oil from the transmission lower case sump through a 16 x 16 gauge wire screen and a chip detector. From the pump the oil is delivered under pressure externally to the 3 micron oil filter assembly, oil cooler and then returns oil to the main transmission internal lubrication channels and spray jets for lubricating internal parts. An oil level sight gage is located on the right side of the main transmission lower case where it can be easily inspected. A non vented filler cap is located on the main transmission top case, venting is accomplished by an independent vent tube. PRODUCT DATA 98 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. OIL PUMP The oil pump is a self contained, positive displacement and constant volume Grotor oil pump that has a flow rating of 6 to 6.7 gpm at 4445 RPM. The maximum pressure is 150 psig with a rated pressure of 80 psig. The oil pump is flush mounted on the forward left hand side of the transmission main case and is driven by the accessory bevel gear. The outboard end of the oil pump has an accessory drive pad for mounting the flight control hydraulic pump. TRANSMISSION OIL FILLER CAP The oil filler cap is a non-vented cap located on the forward right hand corner of the top case. OIL BREATHER AND LINE The breather line is installed on the right hand side of the transmission top case. A rigid line is attached to the breather and it runs along the aft side. The breather permits the lubrication oil and air in the gearbox to expand or contract when the temperature changes. OIL DRAIN PLUG A transmission oil drain is installed on the forward left hand corner of the transmission lower case. It is made up of the drain plug, packings and a self closing valve. FREEWHEELING ASSEMBLY FILLER CAP OIL FILTER OIL PUMP DRAIN PLUG PRODUCT DATA 99 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. UNION FILTER The union filter is located on the aft left hand corner of the transmission lower case. This union filter is the outlet pressure for the freewheeling unit assembly lubrication oil. TRANSMISSION OIL LEVEL SIGHT GAGE The transmission oil level sight gage is located on the right hand side of the transmission lower case. You can monitor the oil level or oil condition through the sight gage. TRANSMISSION OIL JETS There are four spray oil jets incorporated in the transmission along with the oil passages in the transmission cases. The #1 jet directs a lubricating oil spray to the alignment roller bearing of the input pinion and also guides part of the oil flow to the annulus slot which lubricates the gearshaft duplex bearing. The #1 jet also supplies oil to oil jets #3 and #4. The #2 jet lubricates the planetary pinions and mast bearing, #3 jet lubricates the entering mesh of the input bevel and the #4 jet lubricates the exiting mesh of the input bevel for cooling. TRANSMISSION OIL MANIFOLD & FILTER ASSEMBLY The transmission oil filter manifold with housing assembly is mounted to the left hand side of the transmission lower case. There are two bushings that are fitted in the manifold to permit the oil flow transfer from the lower case to the manifold to the lower case. A housing that contains the oil filter element is mounted to the manifold. An oil filter differential pressure bypass valve and indicator is attached to the filter housing button. The manifold serves as the mount point to the high pressure bypass valve, a temperature bulb, a thermoswitch, a thermostatic valve and two fittings. The two fittings permit the oil circulation to the oil cooler and back. OIL FILTER ELEMENT AND HOUSING The transmission oil filter element is located inside the oil filter housing that is attached to the oil filter manifold. The filter sits inside the housing on the bypass valve and indicator. The filter element is a 3 micron pleated paper type with a wire mesh cover. PRODUCT DATA 100 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSMISSION OIL PRESSURE REGULATOR VALVE The transmission oil pressure regulating valve is located on the left rear corner of the transmission main case. The regulating valve is used to adjust transmission oil pressure to normal operating limits and relieves excess oil pressure back into the transmission case. TRANSMISSION HIGH PRESSURE OIL FILTER BYPASS VALVE The transmission high pressure oil filter bypass valve is located on the bottom of the oil filter manifold. It will open when there is too much back pressure caused by a clogged oil filter element. The bypass valve will then bypass the oil filter element and direct the oil to the thermostatic valve and the oil cooler. The bypass valve will open when the differential pressure across the filter reaches 29.6 to 38.6 PSID. FILTER BYPASS BUTTON TRANSMISSION OIL FILTER BYPASS VALVE & INDICATOR The transmission oil filter bypass valve is installed in the oil filter housing. There are two functions of the oil filter bypass valve and indicator. First it will give an impending bypass indication at 14.0 PSID (±2.0 PSID). This will be indicated by the extension of the red impending bypass button. Then at a cracking pressure of 17 PSID MIN. the relief valve will begin to open, with a full flow bypass at 27.0 PSID. A thermal lockout is included in the system to prevent actuation of the indicator button until the oil temperature has reached 120° F (49° C). This feature will prevent the indicator button from activation on a cold day during start up. TRANSMISSION OIL THERMOSTATIC VALVE On start up when the transmission thermostat valve is open, lubricating oil flowing to the oil cooler is residual. The main flow of lubricating oil during run up, to an oil temperature less than 150°F (65.6°C), is back into the main case. AT 150° F the thermostat valve begins to close, as the valve closes the main oil flow is then directed to the oil cooler. At 178°F (81.1°C ), ± 2°F, the thermostat valve is closed on seat and all of the oil flow is directed through the cooler. The total movement of the valve from 150°F to 178°F is .080 inch minimum for valve to be closed. The thermostatic valve also has bypass capabilities. The valve will open slightly to permit the oil to bypass the oil cooler when the differential pressure across the oil cooler reaches 40 PSID. PRODUCT DATA 101 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSMISSION OIL TEMP BULB The transmission oil temperature bulb is located on the oil filter manifold is electrically connected to oil temperature indicator on the instrument panel. TRANSMISSION OIL THERMOSWITCH The transmission oil thermoswitch is located on the filter manifold and is electrically connected to the TRANS OIL TEMP caution light segment. When the transmission oil reaches a temperature of 230°F (110°C) the thermoswitch will illuminate the caution light segment. TRANSMISSION OIL SYSTEM HOSES & TUBE ASSEMBLIES The transmission oil system hose and tube assemblies consist of both aluminum hard lines and flexible steel braided hoses. TRANSMISSION OIL PRESSURE SWITCH The transmission oil pressure switch, located on the transmission oil manifold, is connected to a TRANS OIL PRESS caution light segment on the master caution panel. During normal operation, the oil pressure switch contacts open at 38 psi maximum on increasing oil pressure and the caution light is extinguished. The switch contacts close at 30 ±2 psi on decreasing oil pressure to cause the illumination of the caution light segment. TRANSMISSION & FREEWHEELING CHIP DETECTOR The chip detector is made up of a self locking bayonet type probe with a permanent magnet at the end. If metal particles become free in the oil system, the magnet will pick them up until there are enough metal particles to complete the circuit between the pole and ground. This in turn will activate the applicable caution annunciator on the caution/ warning and advisory panel. TRANSMISSION OIL PRESSURE TRANSDUCER The transmission oil pressure transducer, located on the transmission oil filter manifold, is connected to the transmission oil pressure gauge. PRODUCT DATA 102 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSMISSION [& ENGINE] OIL COOLER The oil cooler assembly contains two separate independent cores welded together. The aft core is for the engine oil system and the forward core is for the transmission oil system. The cooler is secured to the oil cooler blower assembly by means of a transition duct. HOT AIR EXHAUST AMBIENT AIR INLET OIL COOLER TRANSITION DUCT BLOWER HOUSING PRODUCT DATA 103 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FREEWHEELING ASSEMBLY The freewheeling assembly is mounted on the engine accessory gearbox. The input shaft of the freewheeling assembly is splined directly to the engine power takeoff gear shaft. The engine power is transmitted to the input shaft of the freewheeling assembly that then engages the freewheeling output shaft through the sprag elements of the clutch assembly. The freewheeling output shaft is coupled on the forward end to the engine to transmission driveshaft; the aft end to the tail rotor driveshaft system. During autorotation, the main rotor assembly drives the freewheeling output shaft. When this condition occurs, the freewheeling input shaft is disengaged from the freewheeling output shaft through the effect of the sprag clutch. The engine is then disconnected and the rotational force produced by autorotation of the main rotor can drive the tail rotor drive system and transmission with all its mounted accessories FREEWHEELING UNIT PRODUCT DATA 104 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. POWER PLANT ASSEMBLY The Bell 407 Helicopter is supplied with power by an Rolls-Royce model 250-C47B turboshaft engine. The engine has a single stage centrifugal-flow compressor, a single combustion chamber, a two stage gas producer turbine, and a two stage power turbine. This engine has a Full Authority Digital Engine Control (FADEC). The power plant assembly is horizontally installed aft of the transmission in the engine pan above the fuselage. The engine is held in place by three bipod mounts and a sway bar which are attached to the service deck. The engine is then connected to the transmission by the freewheeling unit and main driveshaft. PRODUCT DATA 105 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. RELIABLE POWER Manufactured by Rolls-Royce, the 250-C47B is one of the latest in the evolutionary Model 250 series, which has amassed over 100 million engine flight hours. During this evolution, many improvements have been incorporated. The engine is light in weight and of minimum size. Easy to maintain, all engine adjustments and almost all inspections and routine maintenance can easily be performed while the engine is still installed on the helicopter. MODULAR CONSTRUCTION The Rolls-Royce 250-C47B turboshaft engine features modular design for easy access to the major components. One module can be replaced quickly without disturbing the others. Modular design offers substantial direct operating cost advantages because maintenance or overhaul of a single module can be accomplished independently. The compressor, for instance, may be removed for repair or overhaul while the remainder of the engine continues in service with a replacement (overhaul exchange unit / temporary leased) compressor. FOUR MODULES The engine consists of four major modules; a compressor section, an accessory gearbox, a turbine section and a combustion section. Some of the benefits of the modular concept are shown below. COMPRESSOR MODULE TURBINE MODULE •READY FOR OVERHAUL OR REPAIR BY REMOVING SIX GEARBOX MOUNTING BOLTS. •SIMPLE SINGLE STAGE IMPELLER. •NO VARIABLE GEOMETRY. •MOUNTED TO THE REAR OF THE GEARBOX WITH FIVE NUTS. •FIRST STAGE TURBINE ACCESSIBLE BY REMOVING THE COMBUSTOR MODULE. •ALL ACCESSORIES AND SHAFTING REMAIN IN PLACE. GEARBOX MODULE •RUGGED CONSTRUCTION, COMMON MOUNTING PADS FOR ALL MODEL 250 SERIES ENGINES. •ALL LIP SEALS CHANGED EXTERNALLY. •ROTATING ACCESSORIES USE COMMON NUTS. •BOTH FRONT AND REAR DRIVE. •EASY ACCESS TO THE ACCESSORIES FOR QUICK REMOVAL AND REPLACEMENT. PRODUCT DATA COMBUSTOR MODULE •SIMPLE ONE PIECE OUTER COMBUSTOR, SINGLE COMBUSTOR LINER. •SINGLE FUEL NOZZLE. •SINGLE SPLIT LINE FOR REMOVAL FROM TURBINE. •COMPLETE COMBUSTOR SYSTEM HARDWARE CAN BE INSPECTED BY REMOVAL OF COMBUSTOR MODULE. 106 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE AIRFLOW The Rolls-Royce 250C-47B TURBOSHAFT engine consists of a compressor section, combustion section, turbine section , and a power and accessory gearbox. Like any internal combustion engine, it incorporates intake, compression, combustion, and exhaust to produce power. There is no " power stroke" cycle required for the absorption of energy from the gases of combustion in a turbine engine. In a turbine engine, the combustion cycle is continuous and the rotation of the turbine directly generates shaft horsepower. 250C-47B ENGINE PRODUCT DATA 107 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE OPERATION PRINCIPAL Both the absorption of energy from the gases of combustion and the development of shaft horsepower are accomplished through the use of the four turbine stages which are located between the combustion and exhaust sections. These turbines provide the means of extracting gas energy and converting it into mechanical energy in the form of horsepower. C47B ENGINE SECTIONS AND AIRFLOW SCHEMATIC PRODUCT DATA 108 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE BELLMOUTH ASSEMBLY The engine bellmouth assembly is made of aluminum alloy and makes an airfoil inlet for the inlet air to the engine. The engine bellmouth is attached to the forward side of the forward firewall and the front of the engine compressor. ENGINE BELLMOUTH ENGINE MOUNTS, ENGINE DECK, & FIREWALLS ENGINE MOUNTS The engine is installed in the engine pan with three bipod type mounts and one sway bar. The mounts are found on the left, right and aft side of the engine. The sway bar is installed on the front of the engine PRODUCT DATA under the gearbox. The engine mount legs and sway bar are made of steel tubes and riveted to clevises and fittings. Shims are used between the fittings and airframe to align the engine when it is installed. 109 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AIR INTAKES The air intakes are made up of an engine air inlet cowling and an engine inlet screen assembly. The screen assembly is installed on the forward side of the forward firewall. The engine inlet screen must be installed before the engine is started. This will prevent possible engine damage from any unwanted material that is sucked in when the engine is in operation. For operation in dusty environments, an optional engine air particle separator is available. INLET SCREEN COMPRESSOR WASH TUBING ENGINE INLET SCREEN ASSEMBLY The engine inlet screen assembly is between the engine inlet cowling and the engine intake. The engine inlet screen assembly is attached to the forward firewall. The screen assembly is made up of two screens that are installed one on top of the other and permits air to go through while it stops unwanted objects that could get into the engine. The two screens are set apart to permit inlet air to pass between the screens if the screens are blocked. COMPRESSOR WASH SYSTEM The engine compressor can be washed through a compressor wash provision that is installed on the engine inlet screen assembly. This provision is made up of a right angle fitting, tube, clamp, and plug. The tube and fitting are connected to a bracket on the engine inlet screen. The provisions are conveniently located inside the right transmission inspection door, allowing the engine wash to be accomplished without removing cowling, or panels. PRODUCT DATA 110 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COMPRESSOR SECTION BLEED AIR VENT SCROLL The compressor assembly is a single stage, single entry centrifugal flow compressor. The compressor takes air from the inlet through the compressor rotor. The rotor vanes accelerate the air into a decreasing space to increase the air pressure and temperature. The impeller discharges air into the vanes of the diffuser. The diffuser has 25 vanes with an annular pressure equalization chamber on the rear outer diameter. The diffuser vanes direct air into the diffuser scroll. The diffuser scroll collects the compressor outlet flow at a constant velocity and directs the air into the transfer tubes which direct the air into the combustion assembly. Compressor air flow capacity has been increased by 7% over the 250-C30 series engines. Standard day air flow is 2.7 Kilograms per second (5.92 pounds per second). This is the result of increasing the impeller blade length at the front and rear. A new shroud housing matches the revised impeller blade contour. A new abradable coating is applied to the rear sides of the housing. The inducer bleed port size is increased to match the increased air flow. PRODUCT DATA 111 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. BLEED AIR SYSTEM An acceleration bleed air system is incorporated in the compressor assembly. The system allows a portion of the compressed air to escape during the start/ acceleration cycle to prevent stalls, power surges, and to assure rapid response to engine power demands. The system consists of a pneumatically operated bleed valve, and an inducer bleed assembly. As NG increases, the bleed valve gradually closes to reserve air for engine operation. The inducer bleed also functions to enhance compressor efficiency when NG is above 96 %. NO. 1 BRG. OIL IN INDUCER BLEED PORT ANTI-ICING AIR ACCELERATION BLEED VALVE NO. 1 BRG. OIL OUT BLEED AIR SOURCES Four ports along the diffuser scroll are provided to supply bleed air. One provides air to the anti-icing system, and the remaining three are available as bleed air sources to power airframe systems (optional bleed air heater). ANTI-ICING AIR SYSTEM The anti-icing air system is made up of the following components : • anti-icing solenoid valve mounted on the diffuser scroll of the engine, • air valve mounted on the firewall shield, • engine anti-icing switch mounted on the overhead controls panel, • engine anti-icing circuit breaker on the overhead console. PRODUCT DATA 112 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. The anti-icing solenoid valve is powered from the 28V essential bus through the engine anti-icing switch. In the event of a total electrical failure the solenoid is failsafe to the ON condition. When the anti-icing solenoid valve is deenergized, it opens and hot air passes from the engine compressor diffuser through the anti-icing solenoid valve to the engine inlet housing. The hot air helps to prevent ice from forming on the hollow inlet vanes. Engine anti-ice must be ON when operating in visible moisture if the ambient temperature is at or below 5°C (40°F). When anti-ice is ON an advisory (white) caution panel segment is illuminated. STARTER GENERATOR The starter-generator is installed on the bottom of the engine to the right of the helicopter centerline. The startergenerator has a duct to give a flow of air to cool it. The starter-generator supplies DC power and the start functions for the engine. PRODUCT DATA 113 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ACCESSORY GEARBOX The main power and accessory drive gear trains are enclosed in a single (split) gear case. The gear case serves as the main structural support of the engine. All engine components including the engine mounted accessories are attached to the case. The case has two sections. The forward (HOUSING) or compressor section, mounts accessories driven by the gas producer gear train. The aft (COVER) or turbine section, mounts accessories driven from the power turbine gear train. NG & NP MONOPOLE PICKUPS FORWARD VIEW OF ACCESSORIES PRODUCT DATA AFT VIEW OF ACCESSORIES 114 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. GAS PRODUCER GEARING [ LEFT IS FORWARD ] TURBINE TO COMPRESSOR COUPLING 2 COMPRESSOR ROTOR GAS PRODUCER TURBINE ROTOR 3 1 4 DRIVES FADEC H.M.U. & ENGINE OIL PUMP & NG TACHOMETER 5 6 SPARE 7 STARTER / GENERATOR DRIVE 1. 2. 3. 4. 5. 6. 7. SPUR ADAPTOR GEARSHAFT SPUR CENTRIFUGAL BREATHER GEARSHAFT SPUR IDLER GEARSHAFT SPUR IDLER GEARSHAFT SPUR HYDRO MECHANICAL UNIT & OIL PUMP & NG TACH GEARSHAFT GENERATOR IDLER GEAR STARTER GENERATOR GEARSHAFT PRODUCT DATA 115 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. POWER TURBINE GEARING [ LEFT IS FORWARD ] POWER TURBINE SHAFT 8 TURBINE SHAFT TO PINION GEAR COUPLING DRIVES P.M.A. 9 12 POWER TURBINE ROTOR 10 11 DELIVERS ENGINE OUTPUT POWER TO MAIN DRIVESHAFT (FWD) AND TAIL ROTOR DRIVESHAFT (AFT) 13 14 SPARE DRIVE - 15 SHP 8. HELICAL POWERTRAIN DRIVE GEAR 9. HELICAL TORQUEMETER GEARSHAFT 10. HELICAL POWER TAKEOFF GEARSHAFT 11. SPUR POWERTRAIN IDLER GEAR 12. SPUR POWERTRAIN PERMANENT MAGNET ALTERNATOR 13. SPARE DRIVE IDLER HELICAL SPUR GEARSHAFT 14. SPARE SPUR DRIVE GEARSHAFT PRODUCT DATA 116 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TORQUEMETER The torquemeter system in the 250-C47B engine gearbox is a hydraulic type that uses the engine lubrication system as its oil (hydraulic) pressure source. The power turbine gear train has two stages of helical gearing. Helix angles are such that both stages of reduction produce forward axial thrust on the helical torquemeter gear shaft. The axial thrust is directly proportional to the torque transmitted through the gears. The axial thrust acts on a sliding piston which increases or decreases the pressure in the torquemeter oil chamber. Pressure is sensed by a transducer , and the resulting signal is transmitted to the engine torque gauge. TORQUEMETER SCHEMATIC PRODUCT DATA 117 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COMBUSTION SECTION The combustion section consists of an outer case, a combustion liner, an igniter and a fuel injector. The prechamber combustion system is designed to burn fuel at peak efficiency and to minimize emissions. Fuel is sprayed into the chamber at a precisely controlled rate. The single igniter produces a constant spark while the start circuit is energized, until automatic starter disengage at 50% NG. PRODUCT DATA 118 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AIR COOLING Approximately 20% to 25% of the air entering the combustion chamber is required to burn the fuel, while the remaining air is used for engine cooling and thrust balance. The cooling air is directed into the combustion liner, to prevent the flame from contacting the liner wall, and to cooling air passages in the gas producer turbine support, the turbine nozzles, and the first stage nozzle shield. Some of the high-pressure cooling air is delivered to the thrust balance chamber at the forward face of the second stage gas producer turbine rotor to offset forward pressure from combustion gas flow and reduce loads on the No.8 thrust bearing. TURBINE COOLING & BALANCE AIR SCHEMATIC PRODUCT DATA 119 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TURBINE SECTION The turbine section consists of a gas producer turbine support, a power turbine support, an exhaust collector support, a two-stage gas producer turbine, and a two-stage power turbine. The gas producer, power turbine, and exhaust collector supports are high temperature resistant structures which house support and thrust bearings, oil and air seals, passages for lubrication, cooling air and thrust balance air, temperature sensing thermocouples, and the outer casings which connect the combustion section and the accessory gearbox. The two turbine units are free to revolve independently of one another. Each turbine stage consists of a stator, or nozzle (stationary guide vanes which direct gases) and a rotor, or turbine wheel (reaction driven by combustion gases). TURBINE SECTION SCHEMATIC The first stage turbine vane assembly flow area is increased from the C30 series engines to handle greater air flow from the compressor. The vanes are hollow with cooling air distribution tubes inserted and welded at the outer diameter. Each distribution tube has ten air holes on the side so the cooling air can cool the inside of the vane leading edges. The air then flows forward through the vane interior and exits through two slots in the vane trailing edges. The vane assembly inner band is slotted to allow for expansion. The slots are covered by metal sealing strips to reduce hot gas leakage. Turbine operating temperatures are increased approximately 7°C(20°F). PRODUCT DATA 120 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. EXHAUST SYSTEM The exhaust system is made up of an exhaust duct assembly attached to the engine exhaust flange and is sealed to the upper engine cowling assembly. INDUCER BLEED DISCHARGE EXHAUST DUCT [STACK] EXHAUST DUCT ASSEMBLY The exhaust duct assembly lets out the exhaust gases. The duct assembly is made of corrosion resistant steel. The duct assembly is attached to the engine exhaust flange with nuts and bolts. ENGINE BLEED AIR DISCHARGE TUBE The bleed air discharge tube removes the exhaust from the engine compression chamber. EXHAUST COLLECTOR SUPPORT INSULATED COVER PRODUCT DATA 121 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE CONTROL SYSTEM [FADEC] A Full Authority Digital Electronic Control (FADEC) System is used on the 250C47B engine. System objectives are to : 1. Improve engine performance. 2. Enhance flight safety. 3. Reduce pilot work load. 4. Increase mean time between removals/overhauls. 5. Reduce life cycle costs. 6. Simplify engine maintenance and trouble shooting The FADEC fuel and control system consists of : 1. Hydromechanical Unit (HMU) 2. Fuel filter-oil filter assembly 3. Electronic Control Unit (ECU) 4. Permanent Magnet Alternator (PMA) 5. Compressor inlet air temperature sensor, inlet duet mounted 6. P1 compressor air inlet pressure sensor in the ECU 7. Engine sensors of RPM, MGT andTorque 8. Aircraft supplied inputs The HMU contains the following components : 1. Two element fuel pump 2. Fuel metering valve 3. Manual fuel control 4. Three solenoid valves 5. Two check valves 6. Fuel shut-off valve with a pilot valve(windmill bypass valve) 7. Bypassing type pressure differential regulator valve 8. Power lever input shaft 9. Two feedback potentiometers PRODUCT DATA 122 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ELECTRONIC CONTROL UNIT The Series IV 250-C47 engine use a digital electronic control system, based upon a single-channel, Full Authority Digital Electronic Control (FADEC). It is also referred to as the Electronic Control Unit (ECU). The system controls, monitors and limits the engine while maintaining helicopter rotor speed. The control connection between the helicopter and the engine is both electrical and mechanical. This interface includes a combination of Power Lever Angle (PLA) [twist-grip throttle] input, hard wired discretes, analog signals, and a RS-423 data link for ground maintenance interrogation. Any fault in the ECU which requires pilot action automaticaly initiates a transition to MANUAL MODE [Direct Reversion To Manual-DRTM]. An ARINC-429 digital data link is used to transmit information on engine and control status to the aircraft. ELECTRONIC CONTROL UNIT [ECU] HYDROMECHANICAL CONTROL UNIT [HMU] HYDROMECHANICAL CONTROL UNIT The Hydromechanical Unit consists of the dual element fuel pump, fuel metering valve, manual fuel control, three solenoid valves, two check valves, a fuel shutoff valve with a pilot valve (windmill bypass valve), bypassing type pressure differential regulator valve, power lever input shaft, and two feedback potentiometers. During automatic operation of the FADEC, fuel metering by the HMU is controlled electronically by the ECU. In the manual mode the pilot’s throttle input is tied mechanically to the fuel flow metering window in the HMU. The manual mode is engaged by deenergizing a solenoid in the HMU via a cockpit switch, or in the event of an inflight fault the Direct Revision To Manual System [DRTM] automaticaly deenergizes the solenoid. This allows the pilot to vary fuel flow to the engine by moving the twist-grip throttle (increase or decrease) as required from the normal 70% PLA FLY detent. This manual mode fuel flow is altitude compensated to allow a consistent throttle / horsepower relationship verses altitude. At 100% throttle travel, the manual mode will provide at least maximum continuous power. Additionally, the fuel flow slew rate is mechanically limited to avoid blowout and to provide proper responsiveness for aircraft operation. PRODUCT DATA 123 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FADEC SYSTEM SCHEMATIC Advantages during starting include : 1. Faster and cooler starts 2. Improved cold weather and low battery starts 3. Overtemperature start abort Advantages during operation include: 1. Improved power turbine governing 2. Torque limiting 3. MGT limiting 4. Constant transients, insensitive to fuel type, temperature and metering consistencies. 5. Improved autorotation recoupling minimizes rotor RPM droop 6. Surge detection, recovering, avoidance Advantages regarding safety include: 1. Improved overall engine reliability 2. High reliability electronics 3. Dual channel NP. overspeed shutoff, tested at shutdown by procedure 4. PMA electrical power 5. No pneumatics Advantages regarding maintainability include : 1. Supportable 2. No field adjustments 3. Exceedance recording PRODUCT DATA 124 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FADEC SYSTEM OPERATIONAL FEATURES Features of the FADEC are listed below: GAS GENERATOR (NG) GOVERNOR In the auto mode the pilots PLA (throttle) controls the set point for the NG governor. This allows the pilot to limit engine power as desired and provides smooth transition from NG governing at ground idle to power turbine speed (NP) governing at flight idle. Normal flight operations shall be conducted with the throttle twist grip at 100% travel. If desired, the PLA (throttle) can be rolled back to force a power turbine speed/ helicopter rotor speed (NP/NR) needle split for autorotation training. POWER TURBINE (NP) GOVERNOR The ECU governs NP to maintain helicopter rotor speed (NR) at the set point. The control utilizes isochronous speed governing with gains and compensation optimized for the engine installation. A collective pitch position analog input signal provided by the airframe provides load anticipation for the NP speed governor. This anticipation initiates NG acceleration after collective pitch movement prior to actual load increase, thus reducing rotor speed droop. The rotor speed input frequency signal provided to the control by the aircraft enhances autorotational recovery. Using the rotor speed input, the FADEC increases power turbine speed to match rotor speed during the reapplication of rotor load, thus minimizing rotor speed droop/overshoot. PRODUCT DATA 125 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FADEC SYSTEM FEATURES OPERATION (continued) EXCEEDANCE LIMITING Automatic limiting functions accomplished by the FADEC include turbine temperature limiting, engine torque limiting, NG speed limiting, and NP speed limiting. The FADEC system interfaces to the MGT harness to measure engine temperature. When the engine is approaching its steady state or transient temperature limit, the FADEC reduces fuel flow to prevent limit exceedance. A smooth, controlled transition between governing and temperature limiting is accomplished by the FADEC. The FADEC system interfaces to the TMOP (torque meter oil pressure) torque sensor to measure output shaft torque. The FADEC reduces fuel flow in response to measured torque to prevent limit exceedance. SURGE DETECTION AND RECOVERY The FADEC detects engine surge by comparing the rate of change of NG speed to a predetermined boundary rate. If the boundary is exceeded and MGT is increasing, the surge will be detected and recorded by the internal ECU EMS. The surge will be recorded in the ECU’s memory relative to the NG speed at which it occurred. Without pilot action, the FADEC will reduce fuel flow during the surge and reduce the maximum acceleration schedule during the current acceleration in order to quickly recover from the surge. The FADEC will then lower the acceleration schedule at the NG where the surge occurred to avoid subsequent surge. The acceleration schedule is reset to the original schedule at FADEC power up transition of the auto/manual switch from manual mode to auto mode. AUTORELIGHT The FADEC declares an engine flameout by detecting an NG deceleration rate greater than a predetermined flameout boundary rate. The engine flameout is enunciated to the aircraft via the ARINC-429 data bus. Without pilot action, the flamedout engine’s FADEC will initiate a restart sequence, which includes scheduling the appropriate restart fuel flow as a function of operating and ambient conditions and activating the ignition system. Relight will be detected by the FADEC and the turbine temperature will be controlled. The engine will then smoothly accelerate back to the commanded operating condition. The Engine Out discrete will turn off after a minimum NDOT or increasing MGT is established. No pilot action is required unless the engine fails to relight by 50% gas generator speed (NG). In the event of an unsuccessful relight, the engine PLA (throttle) should be moved to cutoff. AUTOMATIC START The FADEC control system provides automatic start sequencing and engine control during the engine starting cycle. This involves controlling fuel flow until stabilized idle gas generator (NG) speed is reached. Starting is initiated by the pilot by placing the throttle in the ground idle position and activating the start switch. Once the required light off NG speed of 12% is achieved (10% if ambient temperature is less than 20°F), the FADEC introduces fuel to the engine. The engine fuel flow is then regulated to control the NG turbine rate of acceleration (NDOT) and to maintain a turbine temperature (MGT) limit while accelerating to ground idle. Pilot fuel modulation is PRODUCT DATA 126 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FADEC SYSTEM FEATURES OPERATION (continued) not required. Additionally, the control can prevent most overtemperature starts by automatically shutting fuel flow off should NG speed, battery voltage, or MGT exceed “boundary limits” during the start. SYSTEM BUILT IN TEST The FADEC system incorporates logic and circuitry to perform a high level of selfdiagnostics, some of which are described herein. In general all sensors are checked for continuity, rate, and range. Discrete inputs are checked for continuity. Output drivers are monitored for current demand to sense failed actuators. Output drivers are current limited. A FADEC power up check exercises all output drivers and actuators to ensure system functionality and readiness. All failure information is recorded by the FADEC EMS and is available to the maintenance crew via the RS423 maintenance data bus. ENGINE OVERSPEED PROTECTION The FADEC ECU continuously monitors for NG and NP, or NP versus Torque (Q) overspeed conditions in both AUTO and MANUAL modes. The FADEC overspeed system provides two levels of protection; OVERSPEED WARNING & EXCEEDANCE RECORDING Activation of the ENGINE OVSPD warning light will occur in the event of an NP overspeed, NG overspeed, or if NP versus Torque is above the continuous limit (102.4% NP at 100% Torque to 108.6% NP at 0% Torque). The light will also momentarily illuminate during the overspeed system test when the solenoid valve closes. If the ENGINE OVSPD light is activated by an exceedance, and the value has been recorded by the ECU, the pilot will be provided with a maintenance advisory on shutdown in the form of a FADEC Degraded light. OVERSPEED LIMITING NP OVERSPEED SYSTEM Power turbine overspeed limiting in both Manual and Auto modes is provided by independent analog circuits integral to the ECU. The engine fuel flow is reduced to minimum fuel flow (34 t0 45 pph) upon activation of the overspeed solenoid valve (at 118.5±1%NP). Once the NP speed drops to 112.5±1%, the overspeed solenoid valve will be deactivated and fuel flow will return to the previously commanded value. NG OVERSPEED In AUTO mode, a software implemented overspeed system is provided. Should the software detect an NG speed above the NG overspeed threshold, the ECU will activate the overspeed solenoid valve and reduce fuel flow to minimum flow. Once the NG speed drops below the overspeed threshold, the solenoid valve opens and normal operation may resume. In addition, if the ECU has not failed, NG overspeed protection will also be available in MANUAL mode. When the engine reaches 110±1%NG, overspeed limiting will occur. Once the NG speed drops to 107±1%, the solenoid will be deactivated and fuel flow will return to the previously commanded value. PRODUCT DATA 127 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. POWER UP FUNCTION CHECK The power up check occurs when the ECU is first turned on. This check ensures electrical continuity of the overspeed circuit and the ability of the ECU to power the overspeed solenoid. This test is performed by turning on each of the overspeed solenoid drivers and measuring the voltage and current draw across the overspeed solenoid valve. The measured voltage and current are then compared to limits. CONTINUOUS FUNCTIONAL CHECK Continuous checks occur during normal engine operation. These checks monitor the functionality of the NP speed signals, which supply the overspeed system. The two NP speed signals that supply the overspeed system are continuously compared for differences, and should a difference become larger than a predetermined limit, a fault is declared. OVERSPEED SYSTEM SHUTDOWN TEST Functionality of the overspeed system is checked during FADEC power up and continuously thereafter by the ECU. Operation of the overspeed solenoid is checked periodicaly by the pilot through use of the OVERSPEED SHUTDOWN TEST. The OVERSPEED SHOTDOWN is only performed on the ground. Collective pitch must be below 10%, throttle position at idle, NG is between 60-66% and NP is less than 75%. The Overspeed Test Button is pressed for a minimum of 1 second and no more that 10 seconds. Once the test button is released the overspeed test sequence is initiated. The ECU signals the overspeed solenoid valve to close and the ENGINE OVSPD light to come on. Once the ECU senses an NG decrease greater than 0.5%, the overspeed solenoid valve is opened, the ENGINE OVSPD light goes off, and the engine is shut down by the FADEC ECU activation of the hot start abort feature. If the test is unsuccessful, the engine will continue to operate at idle power, the FADEC FAULT light will come on, and a normal shutdown must be performed. ENGINE CONDITION MONITORING The ECU contains a basic engine monitoring system to record and store engine and system fault information. The information is recorded in nonvolatile memory for retrieval by maintenance personnel via RS-423 digital data communication link to portable terminal. The recorded parameters include: •engine running time •compressor module running time •turbine module running time •number of engine starts •highest peak value and time exceeding turbine speed limit (NG and NP) •highest peak value and time exceeding turbine run temperature limit (MGT) •highest peak value and time exceeding engine output shaft torque limit •highest peak value and time exceeding engine start temperature limit (MGT) •occurrence of engine surge To permit transfer of engine ECU’s from one aircraft to another, data may be read from and input to the ECU nonvolatile memory via the RS-423 digital data link. These data include: •engine serial number •ECU serial number •compressor serial number •NG turbine serial number •NP serial number PRODUCT DATA 128 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FADEC SYSTEM FEATURES OPERATION (continued) MANUAL MODE In the manual mode the pilot’s PLA input is tied mechanically to the fuel flow metering window in the HMU. The manual mode is engaged by deenergizing a solenoid in the HMU via a cockpit switch. This allows the pilot to vary fuel flow to the engine by moving the PLA. This manual mode fuel flow is altitude compensated to allow a consistent PLA horsepower relationship verses altitude. At 100% throttle travel, the manual mode will provide at least maximum continuous power. Additionally, the fuel flow slew rate is mechanically limited to avoid blowout and to provide proper responsiveness for aircraft operation. ARINC-429 DATA BUS The ECU provides a transmit only ARINC-429 data bus. This data bus contains engine parameters such as NG speed, NP speed, MGT, and torque. FADEC MAINTENANCE SWITCH FADEC DATA PORT PERMANENT MAGNET ALTERNATOR ENGINE FUEL/OIL FILTER PRODUCT DATA 129 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE FAULT ANNUNCIATORS There are seven lights included in the caution panel that are controlled by the FADEC. They are : FADEC FAIL, FADEC DEGRADED, FADEC FAULT, FADEC MANUAL, RESTART FAULT, ENGINE OVSPD, and AUTO RELIGHT The FADEC FAIL, FADEC DEGRADED, FADEC FAULT and RESTART FAULT lights are controlled by faults that are detected by the FADEC/ECU. The FADEC/ECU continuously monitors the FADEC system for faults and makes appropriate accommodations to continue operation. Fault codes have been preassigned to those parameters being monitored by the FADEC/ECU. When a fault is detected by the ECU the fault code is stored in the permanent memory of the ECU. Depending on the nature of the fault the ECU may immediately display the fault to the pilot via a light and horn, or the fault may not be displayed until the throttle is placed in the cutoff position. The multiple fault codes potentially generated by the ECU have been assigned to specific lights and horn based on the affect of the fault to the operation of the helicopter. The flight manual provides the appropriate action required by the pilot for each light/horn indication. All FADEC faults have been categorized into FIVE TYPES. The first four relate to in-flight faults and the fifth relates to displayed faults with the engine shut down. IN-FLIGHT FAULTS FIRST are those faults that require immediate pilot action and automaticaly activate the DRTM system. These faults will be displayed on the caution/warning panel immediately when detected by the ECU. The light used to display these faults is FADEC FAIL. The FADEC FAIL HORN, will also be activated in conjunction with the FADEC FAIL light. In conjunction with activation of the FADEC FAIL light, the FADEC DEGRADED, FADEC MANUAL, FADEC FAULT and RESTART FAULT light (s) may also activate under certain fault conditions. SECOND are those faults that represent a loss of some feature of the FADEC system which may cause a degradation in performance, but operations should be continued in AUTO mode. These faults will be displayed on the caution/warning panel immediately when detected by the ECU. The light used to display these faults is FADEC DEGRADED. In conjunction with activation of the FADEC DEGRADED light, the FADEC FAULT and RESTART FAULT light (s) may also activate under certain fault conditions. THIRD are those faults that represent a loss of redundant features that should not cause degradation in performance. These faults will be displayed on the caution/ warning panel immediately when detected by the ECU. The light used to display these faults is FADEC FAULT. In conjunction with activation of the FADEC FAULT light, the RESTART FAULT light may also activate under certain fault conditions. FOURTH are those faults that do not require immediate action by the pilot and should not affect performance of the aircraft but may prevent a subsequent engine start. These faults will be displayed on the caution/warning panel immediately when they are detected by the ECU. The light used to display these faults is RESTART FAULT. PRODUCT DATA 130 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE SHUT DOWN FAULTS FIFTH are those faults that have been detected by the ECU but are considered minor in nature. These faults will only be displayed on the caution/warning panel the next time the throttle is placed in the cutoff position. The lights used to display these faults are FADEC DEGRADED, FADEC FAULT and RESTART FAULT. These faults can be investigated by using the procedure in the Bell 407 Manufacturers Data. FADEC FAULT DEFINITIONS FADEC FAIL When a fault occurs that causes a hard fault in the FADEC system the FADEC/ECU will activate the DRTM system and the FADEC FAIL light and FADEC FAIL HORN will be turned on. The pilot will assume control of the throttle by increasing or decreasing PLA from the FLY detent position as required to maintain normal rotor RPM. FADEC DEGRADED When a fault occurs that may cause a degradation of the performance of the FADEC system (for example a loss of input from the collective position transducer) the FADEC DEGRADED light will be turned on to caution the pilot. The pilot should follow the appropriate procedures as set out in the Flight Manual. FADEC FAULT When a fault occurs that the ECU determines is a loss of some feature of the FADEC system, but this error does not cause a degradation of performance, the FADEC FAULT light will be turned on to caution the pilot. The pilot should follow the appropriate procedures as set out in the Flight Manual. FADEC MANUAL In normal operation the DTRM system will revert to MANUAL MODE without any action by the pilot without regard to the position the FADEC MODE switch. If the pilot positions the FADEC MODE switch to MAN, the FADEC MANUAL light will be turned on and the FADEC MODE switch will show MAN. FADEC FAIL HORN FADEC FAIL Horn (tone) comes on whenever FADEC FAIL light is illuminated. Horn may be muted by positioning FADEC MODE switch to MAN. RESTART FAULT If an error occurs in the FADEC system that may result in a problem starting the helicopter at the next start the RESTART FAULT light will be turned on. The purpose is to give the pilot advance notice of a potential starting problem and allow him to plan the balance of his flight and shutdown appropriately. PRODUCT DATA 131 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CHECKING FADEC FAULT CODES With the throttle in the closed (cutoff) position the fault codes displayed will be based on faults present at the last engine shutdown (historical faults). With the throttle out of cutoff or at idle position the fault codes displayed will be based on the current faults only. Faults shown as either current or historical are to be investigated per the procedures outlined in the Bell 407 Manufacturers Data. This will ensure the pilot can be made aware of the specific cause of the fault displayed and take appropriate action prior to further flight operations. HISTORICAL FAULT CODES [PROCEDURE FOR VIEWING] Engine must be shutdown and the FADEC MODE switch must be in MAN. Place throttle in the cutoff position and the collective lower than 10%. If a historical fault exists the FADEC DEGRADED light will be ON. Depress and release FADEC/ECU maintenance button on the left hand side of the lower pedestal to start the fault code reporting mode. FADEC DEGRADED, FADEC FAULT and the RESTART FAULT lights will flash 5 times to indicate that maintenance mode has been entered by the ECU. The three lights will then turn off. Depress and release FADEC/ECU maintenance button. Faults will be displayed via a number of FADEC DEGRADED caution panel light segment flashes. Depress and release FADEC/ECU maintenance button to flash the next fault code. A steady FADEC DEGRADED caution panel light illumination indicates that no other faults exist for this light. Continue to depress and release the FADEC/ECU maintenance button to step through the FADEC FAULT and RESTART FAULT caution panel light segments as above to reveal fault codes. If no fault code is to be displayed by the selected caution panel light segment, the caution light (FADEC DEGRADED, FADEC FAULT and RESTART FAULT) will be ON steady when the FADEC/ECU maintenance button is released. Once the 3 FADEC caution lights are ON steady, the next push of the FADEC maintenance button will cause the FADEC DEGRADED, FADEC FAULT and RESTART FAULT caution light segments to flash 5 times and then extinguish, indicating that the FADEC has exited the maintenance mode. If the throttle or collective are moved during the above procedure or the FADEC MODE switch is positioned to AUTO, the FADEC/ECU will exit the maintenance mode. CURRENT FAULT CODES [PROCEDURE FOR VIEWING] The procedure for checking for current faults is the same as that outlined above except that the engine must be shutdown, FADEC MODE switch must be in MAN, collective lower than 10% and the throttle must be in idle position. PRODUCT DATA 132 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE MOUNTED ACCESSORIES ENGINE FUEL PUMP The dual element fuel pump is integral to the Hydromechanical Unit [HMU] and is mounted on the right rear accessory gearbox drive pad. The drive shaft includes an seal runner for the carbon ring seal. Pump RPM is 4205 at 100% NG. Output volume is approximately 4.5 GPM. Fuel first reaches a centrifugal “liquid ring” boost pump. Boost pump output, called PBF (pressure before filter), flows out to the gearbox mounted filter. It returns to the inlet of the high pressure gear pump as PAF. Gear pump high pressure output (PF) is directed to the metering valve, the pressure differential (metering head) regulator valve, and the manual control components. A relief valve limits pump output to 900 PSI above inlet pressure. ENGINE MOUNTED FUEL FILTER The fuel filter is combined with the oil filter into a single assembly. The assembly is remotely mounted to the lower left rear side of the gearbox. The disposable, noncleanable fuel element is rated at 25 microns. A bypass valve across the element is set at 3 to 3.4 psid. An impending bypass indicator will visually extend from an assembly attached to the filter assembly housing at 2.1 to 2.9 psid. PRODUCT DATA 133 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SPEED PICKUP SENSORS The NG and NP speed pickups are the same as existing series IV designs, except with new connectors. Both sensors are located on top of the gearbox housing. PERMANENT MAGNET ALTERNATOR The PMA is driven by the power turbine gear train at 4410 RPM on the C47 engine. It is mounted on the left rear drive pad. It provides the primary electrical power to the ECU above 85% NP. COMPRESSOR INLET AIR TEMPERATURE SENSOR T1 The T1 sensor is mounted in the airframe inlet plenum. It is mounted so as to provide the best possible correlation to the actual engine air temperature, while providing for suitable protection against foreign object damage and ice build up. TORQUE METER OIL PRESSURE SENSOR The sensor signal is used for torque limiting. It is tied in at the current TMOP location provided for aircraft torque sensing on the accessory gearbox. IGNITION EXCITER The ignition exciter is a solid-state, high energy ignition unit. The unit is designed to have a constant spark rate of 300 to 330 sparks per minute throughout its operational temperature and voltage range. The exciter is energized when either : •the PLA is greater than 9% and NG is between 5% and 50% •the anti-ice is selected •a flameout is detected PRODUCT DATA 134 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE OIL SYSTEM The engine oil system is a dry-sump type lubrication-system. The engine oil system includes an externally mounted oil tank, a temperature bulb, a manually operated drain valve, and an oil cooler. The oil cooler is installed on top of the fuselage, behind the aft firewall. The lubrication oil is supplied to and from the engine through rigid lines and flexible hoses. The oil tank supplies lubricating oil through the oil inlet tube to a gear-type pressure pump installed on the aft face of the accessory gear box. Oil under pressure (pressure oil) goes through the oil filter and a pressure regulating valve, through the oil-pressure sensing port, to the four lubricating ports and the torquemeter pressure port. This oil lubricates the engine. The pressure oil becomes scavenge oil and returns to the three scavenge pumps and becomes scavenge return oil. The scavenge return oil goes through the chip detector, through the oil return hose, through the external oil filter, and through the oil return tube to the oil cooler. The scavenge return oil passes through the oil cooler, through the oil-tank return tube to the oil tank. The engine-oil pressure indication is supplied by the oil pressure transducer. The engine-torque pressure indication is supplied by the engine torque transducer. Both of these components are installed on the engine. The 250-C47B lubrication system is basically a C30 system with the following additions. A torquemeter transducer, an engine furnished and mounted scavenge oil filter, and quick disconnect-fuzz buster type magnetic chip detectors. The accessory case mounted transducer converts torquemeter oil pressure into and electrical signal. This signal is required by the Electronic Control Unit (ECU) for torque limiting. OIL COOLER ENGINE OIL TANK COOLER BLOWER HOUSING PRODUCT DATA 135 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE OIL SYSTEM SCHEMATIC ENGINE OIL FILTER The scavenge oil filter is now engine furnished and mounted on the accessory case, together with the fuel filter. The filter element is disposable, non-cleanable, and provides 3 mircron filtration. A bypass valve opens when the pressure differential across the filter exceeds 10.8 to 13.2 psid. The valve reseats at 7 psid. A bypass indicator button extends from the end of the filter bowl when the pressure differential exceeds 8.8 to 10.8 psid at 126°F. A thermal lockout prevents button actuation below 110° F ± 15°F. The button is reset manually. PRODUCT DATA 136 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. OIL TANK The oil tank has a normal fluid capacity of 1.5 gallons (5.7L). You can see the oil level through the sight glass or measure the oil level with the dipstick. The dipstick is attached to the cap and adapter assembly. The oil tank includes ports for the vent tube, the oil inlet line, the oil scavenge line, the oil temperature bulb, and the oil tank manual drain valve. OIL LEVEL SIGHT GLASS OIL COOLER The oil cooler is installed on the transition duct. This duct is installed on the oil cooler blower motor between the aft firewall and the forward face of the engine oil tank. The oil cooler is a transmission oil cooler and an engine oil cooler. The tail rotor driveshaft drives the fan that supplies and moves the air through the oil cooler. The oil cooler is a dual-element heat exchanger. One heat exchanger cools the engine oil while the other cools the transmission oil. ENGINE OIL RESERVOIR The oil cooler has a temperatureregulating/pressure relief valve. This valve regulates the engine oil temperature. The valve starts to close at 160° F (71°C) and is fully closed at 178°F (81°C). If the system pressure goes above 2 5 pounds per square inch (PSI) the pressure relief part of the valve opens the valve fully. PRODUCT DATA 137 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FUEL SYSTEM Standard fuel capacity is 126 US gallons, 477 liters. A single 19 US gallon, 72liter auxiliary fuel tank is available as an option. It installs directly behind the main tank in the baggage compartment. The fuel system consists of two interconnected bladder type fuel cells made of rubberized fabric. Use of two tanks reduces the center of gravity shift resulting from fuel burn to increase stability. The forward cell is located under and between the aft facing passenger seats. The main cell is under and behind the rear seat bench. Both cells are made of a heavy rupture resistant material and have passed the 50 foot free fall test. The flexible, stretchable interconnecting fuel lines make the whole system very crash resistant. A dual, electric, submerged fuel boost pump provides fuel under pressure to the engine pump and provides volume and pressure flow from the forward cells to the aft cell. Fuel will be transferred even if one of the pump elements fails. Fuel management is automatic. The single forward tank has a capacity of approximately 35 US gallons, 133 liters, of fuel. The aft (main) tank has a capacity of 91 US gallons, 344 liters. The Bell 407 is refueled from one location on the right side of the helicopter just aft of the passenger door. There is a grounding plug nearby. FORWARD FUEL CELL MAIN [AFT] FUEL CELL FUEL FILLER CAP The fuel filler cap is attached to the port by a hinge to prevent it's loss. The lift and turn locking mechanism incorporates a raised lever which reduces the effort required to open the cap. The Bell 407 is designed for refuelling at the maximum flow rate of 114 liters per minute (30 U.S. Gallons per minute). HINGE PRODUCT DATA LEVER 138 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FUEL SYSTEM COMPONENTS AIRFRAME FUEL FILTER FUEL SHUTOFF VALVE FUEL FILLER VENT LINES FUEL QUANTITY PROBES AUXILIARY FUEL CELL PROVISIONS MAIN TANK INTERCONNECT LINE FUEL BOOST PUMP FORWARD TANK FUEL TRANSFER PUMP PRODUCT DATA 139 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSFER SYSTEM Fuel is transferred between the aft and forward cells by two means: a gravity transfer line permits fuel to transfer from the aft to forward cell whenever the level of fuel in the aft cell is above the height of the standpipe, and a pressure transfer line from the forward transfer pumps to the aft (Main) tank. The pressure transfer system has two electrical pumps mounted on a common sump plate in the bottom of the forward cell, they each have a check valve and a pressure switch. The transfer pumps run continuously until the forward tank is empty. The pumps will then run an additional 2½ minutes then shut off automatically. BOOST OR TRANSFER PUMP FUEL BOOST PUMPS The two electrical fuel boost pumps, which are part of the sump assembly and are located in the bottom of the aft fuel cell. Each pump has a pressure switch connected to the caution panel to indicate boost pump operation. The boost pumps are connected to a Tee fitting that connects the supply from each pump to a single line. The boost pumps run continuously, taking fuel from the aft cell and supplying it to the engine via the check valves, hose assemblies, shutoff valve and filter to the engine. The pump elements are cartridge assemblies which may be replaced easily without defuelling the aircraft. DUAL ELEMENTS REPLACEABLE PUMP CARTRIDGE FUEL SUMP DRAIN SWITCHES FUEL TRANSFER PUMPS An identical sump plate with two electric pumps is located in the forward fuel tank and transfers fuel to the aft tank. FUEL SUMP DRAIN VALVES The sump drain valves are located in the fuel boost and transfer pump sumps, and it is electrically operated by means of the drain switches located aft of the right-side passenger door. To draw a fuel sample, both fuel boost and transfer pump switch circuit breakers should be off, the battery switch should be in the ON position, and the fuel valve should be in the OFF position. PRODUCT DATA FUEL CELL VENT, ENGINE, TRANSMISSION, AND FUEL FILTER DRAIN 140 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FUEL SYSTEM SCHEMATIC FUEL SYSTEM INDICATORS PRODUCT DATA 141 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FUEL QUANTITY PROBES Three fuel quantity probes are used to monitor the fuel system. The forward probe is electrically connected to the two probes in the aft cell. Readings from all three probes are transmitted to a fuel quantity indicator on the instrument panel. The forward fuel quantity switch in the cockpit, when activated, will provide a momentary reading only on the fuel remaining in the forward cell. LOW LEVEL FUEL WARNING SWITCH The low level fuel warning switch is mounted through the bottom of the fuel boost pump assembly located in the aft fuel cell and is electrically connected to the caution panel. The caution light will illuminate when approximately 110±15 pounds of fuel remain in the aft cell. AIRFRAME FUEL FILTER The airframe mounted fuel filter is located on the forward firewall on the right side of the power plant. It is equipped with built in filter bypass valve and impending bypass switch that is electrically connected to a segment in the caution panel. Also, a red press to test button is located on the top of the filter to check the electrical connection to the fuel filter caution light. A manual filter drain valve is at the bottom of the filter. SHUTOFF VALVE AND TRANSDUCER AIRFRAME FUEL FILTER FUEL SHUTOFF VALVE AND FUEL PRESSURE TRANSDUCER The fuel pressure transducer provides a means of monitoring fuel pressure in the system. The fuel shutoff valve is located above the aft fuel cell servicing port and is electrically operated by a guarded (covered) switch on the instrument panel. FUEL VALVE SWITCH FUEL REQUIREMENTS Fuel conforming to these specifications may be used at all ambient temperatures: ASTM-D-1655, Type B; MIL-T-5624, Grade JP-4 (NATO F-40). Refer to the Approved Rotorcraft Flight Manual for other acceptable fuel specifications. PRODUCT DATA 142 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ELECTRICAL SYSTEM The electrical system of the Bell 407 is very similar to that of the Bell 206L-4 LongRanger IV. The changes consist of those necessary to use the LCD instruments, including the addition of sensors and wiring for the electronic gauges which replace the "wet" gauges (Torque & Oil Pressure). Two new additions are an avionics master switch to speed up the start and shutdown processes and a switch to turn off the fuel boost pumps without having to pull the circuit breaker. Controls for the 28 volt direct current electrical system are located on the overhead console and instrument panel. Power is supplied by a nickel-cadmium battery and a combination starter/generator. Control relays, power relays, voltage regulators, and circuit breakers control and regulate the voltage transfer. Malfunction monitoring circuits are located in individual compartments. DC POWER SYSTEM The dc power systems include the battery, external power, starter/generator, and starter/igniter systems. COCKPIT OVERHEAD PANEL BATTERY SYSTEM BATTERY COMPARTMENT [SHOWN WITH OPTIONAL HD 28 AMP-HR BATTERY] The battery system includes the battery, battery relay, battery switch, and related wiring. The Bell 407 has a standard 24 volt, 17 ampere-hour nickel cadmium battery. The standard battery has demonstrated starts down to -29°C(-20°F) ambient temperature. For extreme cold weather operations an optional 28 ampere-hour battery is available, and has demonstrated starts down to -35°C(-31°F) ambient temperature. The battery relay, located in the nose section forward of battery, is an electrically operated switch controlling battery current to the main bus bar. It is actuated by a battery switch, located in the overhead console, which opens and closes the circuit to the relay energizing coil. PRODUCT DATA 143 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ELECTRICAL SYSTEM SCHEMATIC PRODUCT DATA 144 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CONTROL PANELS AND CIRCUIT BREAKERS Controls and control panels are mounted in the overhead console and instrument panel. The circuit breakers are mounted on the overhead console. Circuits can be separated and closed by operating these push/pull circuit breakers OVERHEAD CIRCUIT BREAKER AND SWITCH PANEL FADEC HORNS LOW ROTOR RPM HORN GENERATOR SYSTEM The generator system includes the generator portion of the starter/generator, generator control unit, line control relay, generator reset switch, and generator shunt. PRODUCT DATA 145 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. The generator, located on the underside of the engine to the right of the helicopter centerline, furnishes power at a regulated voltage for all dc electrical components on the helicopter. The generator switches onto the main bus when the generated voltage exceeds the voltage on the bus by 0.30 to 0.42 volts. A generator control unit is the heart of the electrical system. It operates the line control relay, regulates generator voltage, and provides protection against overvoltage and reverse current. It contains an electronic voltage regulator to control the voltage output of the dc generator and a circuit to energize the line contactor when correct conditions exist. The line control relay is installed on the electrical panel assembly located on the equipment shelf above the baggage compartment. It opens or closes the power circuit between the dc bus and generator, and it is controlled by the presence or absence of a proper output voltage from the generator control unit. The generator reset switch, located on the overhead console, is a double-pole, triple-throw, spring-loaded switch with only momentary contact in the RESET position. It completes the generator field circuit in the ON position, supplies voltage to reset the generator field in the RESET position, and disconnects generator field circuit in the center OFF position. The generator shunt is installed on the electrical panel assembly on the equipment shelf above the baggage compartment and provides a voltage drop proportional to the current in order to operate the loadmeter. STARTER/GENERATOR EXTERNAL POWER DOOR EXTERNAL POWER SYSTEM The external power system includes the external power receptacle, external power relay, and related wiring. (Maximum current limit of the external power source should not exceed 500 amperes.) The external power receptacle, located in front center at the nose section, is a polarized receptacle used as a contact point for external power plug in. The external power relay, located in the nose below the battery in the landing light compartment, is an electrically operated switch between the external power receptacle and main bus bar. It is controlled through the small positive pin from the external power source which energizes the circuit to the activating coil of the relay. PRODUCT DATA 146 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. STARTER/IGNITER SYSTEM The starter/igniter system includes the starter portion of the starter/generator, starter relay, field/igniter relay, igniter, and starter switch. The starter/generator, located on the underside of the engine, is energized by the starter relay to start the engine. T h e s t a r t e r r e l a y, i n s t a l l e d o n t h e electrical panel assembly located on the electrical equipment shelf above the baggage compartment, supplies direct current to the starter when the starter switch is depressed. The field/igniter relay, installed on the electrical panel assembly located on the electrical shelf above the baggage compartment, is actuated when the start switch is depressed; and it supplies direct current to the igniter and start field suppress section of the generator control unit. The igniter , furnished with the power turbine and located below the unused tachometer generator pad on the lower left section of engine, consists of a tension capacitor discharge ignition exciter which provides a continuous arc during engine start cycle. STARTER/GENERATOR START SWITCH The starter switch, located in the collective stick switch box, is a single-pole, single- throw, spring-loaded pushbutton type switch. When the switch is pressed to START position, a ground potential is furnished to energize the starter and field/ igniter relays, which activates the automatic FADEC controlled start sequence. PRODUCT DATA 147 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LIGHTING SYSTEMS The lighting system includes both interior and exterior lighting. The interior lighting system includes the cockpit light, instrument and control panel lighting, and the cabin lighting. The exterior lighting system includes the position, anticollision, and landing lights. INTERIOR LIGHTING SYSTEM The cockpit light, utilizing a narrow spotlight or wide floodlight beam, is a multipurpose utility light designed to provide white illumination. The light is protected by a 5 ampere COCKPIT LIGHTS circuit breaker. Controls for ON/ OFF, DIM/BRIGHT, and SPOT/ FLOOD are incorporated into the cockpit light body. Instrument and control panel 5 Vdc and 28 Vdc power is supplied through the INSTR lights circuit breaker located on the overhead console. Light intensity is adjusted by the INST LT rheostat knob also located on the overhead console. Rotation of this knob operates the power ON/ OFF SWITCH which provides power to both the 28 and 5 Vdc lighting systems. Two individual white cabin lights provide passenger area illumination at pilot’s discretion. These lights are protected by the 5 ampere COCKPIT LIGHTS circuit breaker. They are regulated by the CABIN LT switch and by individual switches located near each light. When the CABIN LT switch is placed in the CABIN LT position, both cabin lights illuminate. When it is placed in PASS position, each light can be individually controlled by the associated passenger switch. LIGHTING CIRCUIT BREAKERS COCKPIT LIGHT BRIGHT/DIM SWITCH INST LT RHEOSTAT POSITION LIGHTS CAUTION ANTIBRIGHT/DIM COLLISION LIGHT CABIN LT ON/OFF/PASS PRODUCT DATA With the INST LT rheostat ON, the caution panel lights can be dimly or brightly illuminated by positioning the bright/dim switch momentarily to the BRIGHT or DIM position. The caution lights will remain at the selected intensity until the INST LT rheostat is turned off or another position is selected. However, when the INST LT switch is turned ON and the caution light selector is positioned to DIM, the caution lights are dimmed to a fixed intensity and cannot be adjusted by the INST LT switch. 148 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. EXTERIOR LIGHTING SYSTEM AND POSITION LIGHTS The exterior lighting system includes the position, anticollision, landing lights, and related wiring and components. The position lights include the upper horizontal stabilizer left and right side, and lower cabin left and right side position lights, and the tail light. The anticollision light is mounted on the top portion of the vertical fin. The dual landing lights are located in the lower forward portion of the helicopter nose section. FORWARD POSITION LIGHTS LANDING LIGHTS AFT POSITION LIGHTS PRODUCT DATA ANTICOLLISION LIGHT 149 TAIL LIGHT JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. JACKING Three jack points are provided for the purpose of leveling the helicopter for weight and balance measurement, and other maintenance functions. Two are located on the underside of the forward fuselage at FS 55.14, and left and right BL's 16.82, with the third located on the aircraft centerline at FS 204.92. LEVELING PLATE LEVELING A level plate is located on the baggage bay floor at fuselage station 170.1. A slotted plate for a plumb bob is located just above the level plate on the underside of the engine pan. LIFTING Lifting the helicopter may be accomplished by attachment of a CLEVIS to the main rotor retention nut, or by use of nylon web SLINGS through the main rotor hub. Procedures are described in the 407 Maintenance Manual. CLEVIS LIFTING PRODUCT DATA SLING LIFTING 150 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COVERS AND TIEDOWNS Protective covers and tiedowns are furnished as loose equipment and are used for the parking or mooring of the helicopter. Additional equipment such as straps , cables, clevises, ramp tiedowns will be required during mooring. PARKING AND MOORING Park helicopter for normal and turbulent conditions with winds up to 50 knots in accordance with procedures described in the 407 Maintenance Manual. If helicopter must be parked in the open during period of high wind forecast, comply with the precautionary measures described in the 407 Maintenance Manual. PRODUCT DATA 151 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MODEL 407 EXTERNAL NOISE LEVEL The Bell 407 is certified as a Stage 2 helicopter as prescribed in FAR Part 36, Subpart H, for gross weights up to and including the certificated maximum takeoff and landing weight of 5000 pounds (2268 Kilograms). There are no operating limitations to meet the noise level requirements. The following noise level complies with FAR Part 36, Appendix J, Stage 2 noise level requirements. It was obtained by analysis of approved noise tests conducted under the provisions of FAR 36, Amendment 36-20. The certificated noise level for the Bell 407 is 85.1 dBA SEL. PRODUCT DATA 152 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SECTION TWO OPTIONAL EQUIPMENT BHTC FACTORY INSTALLED & VENDOR STC KITS PRODUCT DATA 153 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PRODUCT DATA 154 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. INTRODUCTION Bell maintains a wide variety of factory installed standard kits for the 407. Many of these kits are also suitable for installation at the customer's facility. Bell also provides factory installation of selected STC approved VENDOR kits. LOW SKID FAIRINGS / CARGO HOOK FLIGHT INSTRUMENT GROUP HEAVY DUTY BATTERY DUAL CONTROLS HIGH SKID GEAR EMERGENCY FLOTATION GEAR PRODUCT DATA 155 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TYPICAL AVIONICS KITS LOCATIONS In the illustration below, some of the factory available avionics kits are shown in the ELT TEST normal installed location; /ON SWITCH HSI [COMPASS SYSTEM KCS-55] NAV SOURCE SELECT GPS ALERT LIGHTS COURSE DEVIATION INDICATOR RMI [ADF INDICATOR] GPS KLN-89B KMA-24H ICS COMM/NAV #1 KCS 155 OR165 COMM#2 KY-196 TRANSPONDER KTR-70 OR 79 ADF KR-87 COMPASS SLAVING SWITCH KCS-55 AFT CABIN ICS CONTROL SWITCH OPTIONAL ASHTRAY PRODUCT DATA 156 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. HIGH SKIDS Bell Kit No. 407-706-007-xxx The high skid landing gear is an optional kit which provides greater ground clearance to facilitate operations in rough terrain, tall grass, and other adverse conditions. It also provides more space to carry underslung loads. The gear is similar in design to the standard skids with replaceable skid shoes, etc. but, it provides approximately 22.2 centimeters (8.75 inches) of additional ground clearance. The kit consists of fore and aft cross tubes, skid tubes, and the attaching hardware. Included with the kit are Aeronautical Accessories Flight Steps STC # 407-326001. A towing ring is fitted on the inside of each skid forward of the forward crosstube. AAC ®FLIGHTSTEP INCREASED GROUND CLEARANCE The high skids use the same ground handling wheels as the standard gear. Aerodynamic fairings are not available for this kit. The kit fits the standard attachment points and can be installed and removed with ease. The high skids are qualified for the standard 2268 kilograms (5000 pounds) and alternate 2381 kilograms (5250 pounds) maximum gross weights within the limits outlined in the Flight Manual Supplement BHT-407-FMS-2. The complete high skid assembly adds 14.6 kilograms (32.1 pounds) to the standard configuration weight. PRODUCT DATA 157 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. EMERGENCY FLOATS Bell Kit No. 407-706-008-xxx The emergency floats are available when operations are over land and water, but water landings are not normally anticipated. The kit consists of high skids, emergency floats, inflation system using compressed nitrogen, electrical solenoid valves to activate the system, attaching hardware, and a preflight test feature. The six floats are made of nylon. The two forward floats each have a single cell. The remaining four each have two cells. Two cylindrical nitrogen bottles at are aligned fore and aft, under the fuselage immediately behind the forward cross tube of the landing gear. The cross tubes fit the standard gear attachment points enabling the kit to be installed and removed with ease. The emergency floats are qualified for the standard 2268 kilograms (5000 pounds) and alternate 2381 kilograms (5250 pounds) maximum gross weights within the limits outlined in the Flight Manual Supplement BHT-407-FMS-1. PRODUCT DATA 158 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FLOAT BOTTLE [ONE OF TWO] AAC ®FLOAT STEP FLOAT BAGS [STOWED] SOLENOID VALVE [ONE OF TWO] ARM & INFLATE SWITCHES The floats are capable of supporting the maximum gross weight of the helicopter four seconds after actuation. Inflation time is approximately 5 seconds. When in the water with the float system inflated, the helicopter should generally be stable up to a condition of sea state 5. The flight restrictions stowed and after inflation are listed in the Flight Manual Supplement. The standard 407 already has two sets of position lights. This prevents any change of blockage of lights when the floats are installed and inflated. A Float Test/Float Arm switch is on the collective and two indicator lights are mounted on PRODUCT DATA the instrument panel. The lights indicate circuit continuity during a test and when the arming circuit is closed. The Float Test Caution Light does not dim. Once armed, the pressure system is electrically activated from a guarded button on the pilot's collective stick. Operation instructions are in the Flight Manual Supplement. The standard ground handling wheels are used. For flight with doors on and off, the restrictions are the same for the standard configuration. The system adds 113.0 kilograms (249.1 pounds). 159 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LANDING GEAR FAIRINGS [LOW SKID GEAR ONLY] Bell Kit No. 407-706-010-xxx The airfoil type landing gear fairings go over the forward and aft crosstubes of the standard low skid gear. They are made of formed thermoplastic and have aluminum alloy supports. Additional aerodynamic covers fit over the skid attachment fittings on the forward cross tube. Fairings are not available for the high skid gear or emergency flotation gear. When installed, the fairings increase airspeed approximately 3 knots (5 Kilometers per hour). The fairings add 5.4 kilograms (11.9 pounds). PRODUCT DATA 160 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AUXILIARY FUEL TANK (19 U. S. Gallons / 71.9 liters) Bell Kit No. 407-706-011-xxy[EQUIPMENT] Bell Kit No. 407-706-011-xxx[ PROVISIONS] The auxiliary fuel tank consists of two kits, the provisions, and the tank. When the kit is installed the total fuel capacity of the 407 is increased to 553 liters (146.9 U. S. Gallons). When installed there in no requirement for additional fuel management by the pilot. Filling of the tank is through the regular fuel fill port, and likewise the fuel automatically flows to the aircraft fuel system. The fuel quantity indicating system is modified to correctly show the new fuel quantity. The new full fuel indication on the fuel gauge will be approximately 1005 pounds. The provisions kit adds 2.3 kilograms (5.0 pounds), and the tank adds 13.4 kilograms (29.6 pounds) to the standard configuration. AUX. FUEL TANK MOUNT PROVISIONS BAGGAGE COMPARTMENT WITH OPTIONAL AUXILIARY FUEL TANK AUX. FUEL LINE PROV. PRODUCT DATA 161 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. DUAL CONTROLS Bell Kit No. 407-706-702-xxx The dual controls kit provides dual flight control capability either for operations requiring a two-man flight crew or for pilot training. The kit adds cyclic and collective sticks and anti-torque pedals for the left front seat. Similar to the main controls in appearance and relative position, they provide all the major functions as well as identical control "feel." The collective stick includes a fully functioning twist-trip throttle control. The directional pedals can be adjusted for leg length. Friction controls are not duplicated. All 407 airframes have provisions for the dual controls kit. With the dual controls installed, there is no change in the number of usable seats. Since the instrument panel, radio pedestal, overhead console, fire extinguisher, cockpit light, etc., are all centrally located and within easy sight and reach of both crew positions, there is no need to relocate anything in the cockpit. The quick disconnect feature means that the cyclic and collective sticks are rapidly removable without tools. The installation of the litter kit requires the removal of the dual controls. The kit adds 5.6 kilograms (12.3 pounds). PRODUCT DATA 162 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AFT AUDIO ICS Bell Kit No. 407-705-003-xxx[3-station] Bell Kit No. 407-705-003-xxy[5-station] The Aft Audio ICS Kits provide communication between crew and passengers. It consists of either 3 or 5 rear cabin mounted David Clark Headsets and control cable assemblies. The 3 station kit provides three headsets for the aft row of cabin seats, and the 5 station kit adds two more stations for the rear facing cabin seats. This enables the pilot to communicate through the KMA 24H Intercom Control and permits the passenger using the headsets to converse with each other and with the pilot(s). A control switch on the radio pedestal allows the pilot to isolate the cockpit headsets from the passenger conversation, while allowing the passengers to continue their conversation. The 3 station kit adds 3.9 kilograms (8.6 pounds). The 5 station kit adds 6.1 kilograms (13.5 pounds). 5-STATION ICS ADDS TWO REAR FACING SEATS 3-STATION ICS AFT ROW OF SEATS EACH STATION HAS A DAVID CLARK HEADSET & CONTROL CORD PRODUCT DATA 163 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. VHF COMMUNICATION/NAVIGATION TRANSCEIVER King KX 155 Bell Kit No. 407-705-001-xxy[Transceiver] Bell Kit No. 407-705-001-xxx[Provisions] The KX 155 Communications/Navigation Transceiver provides: •VHF two-way voice communications, 720 channels in the 118 to 135.975 megahertz range. •Intercommunication between pilot and copilot. •200 navigation channels in the 108 to 117.95 megahertz range. •Channeling for distance measuring equipment. The KX 155 has simultaneous digital display of one active and one standby frequency (either communication or navigation or both). A push button control switches to either one. The Transceiver Kit includes the transceiver, two David Clark headsets, each with an adequate length of coiled cable and built-in microphone, a vendor manual and warranty, and necessary hardware to complete the installation. The transceiver is part of the KING Silver Crown series. It is crystal controlled, solid state, and panel-mounted (159X52X258mm; 6.25X2.05X10.2 inches). Internal lighting is blue/white. PRODUCT DATA 164 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. KMA-24H ICS CONTROL PANEL For additional Capability a second KX 155 Transceiver can be added. Although it will cover the same frequency range, both can be operated simultaneously on different channels. When a second KX 155 and a second indicator are installed, a second source of navigational information is provided. Bell or King service center installation is required in order to obtain the King full year warranty. The Provisions Kit, No. 407-705-001-101, includes a King KMA 24H audio panel, two Quam-Nichols speakers in the forward cabin, and the antenna for the KX 155. Hardware includes all the cables, mounting brackets, jacks and circuit breakers to complete the installation for either single or dual flight controls. The panel is backlit with blue/white lighting. The transmit and ICS switches on the cyclic stick grip are connected. If dual controls are installed, the transmit and ICS switches on the copilot's cyclic grip are connected and the copilot's intercommunication foot switch is installed. The audio panel is mounted above the transceiver, on the radio pedestal. The audio panel's function is to manage the flow of radio communications to and from the helicopter when there is more than one radio in the system. The pilot can select which transmitter is active and which combination of receivers will be directed to headsets, and to cabin speakers or passenger headset, if installed. The King KMA 24H Audio Panel enables the audio management of up to three transceivers and five receivers. These can be individually switches on and directed to headphones or speakers by push buttons. A rotary switch allows the pilot to transmit on the selected communication transceiver, Comm 1, Comm 2, Comm 3, Comm 4, public address system, or external speakers, and emergency. The integral intercom with its own volume control can coordinate up to five microphone inputs and has adequate power to handle up to six headphones connected in parallel."Pilot priority" has been incorporated into the mike switching. If both the pilot's and copilot's mikes are keyed simultaneously, the pilot's mike is automatically given transmit priority. This authority can be designated, by internal adjustment, to either the pilot or copilot position to accommodate flying training needs. The AUTO switch automatically links the speaker or headphones to the selected transmitter. When AUTO is being used, it can be left in the OFF position. The complete installation adds 7.8 kilograms (17.2 pounds). Items removed to permit installation are shipped with the helicopter. PRODUCT DATA 165 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AUTOMATIC DIRECTION FINDER King KR 87 and KI 227 Bell Kit No. 407-705-001-xyy The KR 87 ADF receiver with the KI 227 indicator can provide the relative bearing to a selected transmitting station which is within the 200 to 1699 kilohertz range. The needle on the indicator shows the direction of the radio transmitter relative to the aircraft's heading. The KR 87 displays the active ADF frequency on the left. The KI 227 has a manually rotatable compass card. KI-227 RMI KR-87 ADF An integral timer provides display of flight and elapsed time and can be programmed to count up or down for timed approaches, trip leg timing or fuel management. The KR 87/KI 227 combination is a part of the King Silver Crown Series. The kit includes the receiver, 1 76mm (3 inch) indicator, the loop/sense antenna, the wiring and hardware required to complete the installation, a vendor manual and the warranty. The receiver is crystal controlled with digital tuning for positive, easy operation. It is solid-state, self contained, radio pedestal mounted [159X33X257mm ( 6.25X1.35X10.13 inches)]. Once the volume control is set, audio reception volume is held relatively constant over side variations of signal input. Both the indicator and the receiver are backlit, blue/white lighted, with easy to read numbers. Both meet FAA's Technical Standard Orders. Bell or King Service Center installation is required in order to obtain KING's full year warranty. The kit adds 2.9 kilograms (6.3 pounds). Items removed to permit installation are shipped with the helicopter. PRODUCT DATA 166 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TRANSPONDERS Bell Kit No. 407-705-001-yyy[King KT-76A] Bell Kit No. 407-705-001-yyz[KT-76A Provisions] Bell Kit No. 407-705-001-zzy[King KT-70] Bell Kit No. 407-705-001-zzx[KT-70 Provisions] The King KT-76A and KT-70 transponders enable the air traffic controller to identify your helicopter clearly, quickly and accurately. The response to interrogation is automatic. Additional identification can be requested in which case the reply is activated by pressing the ident push-button. The Provisions Kits, include the antenna and the wiring, bracket and hardware necessary to complete the installation. Items removed to permit installation are shipped with the helicopter. The Transponder Kits, includes the transponder, a vendor manual and warranty. Both the KT-76A and KT-70 are Class I radio transmitter/receivers operating on radar frequencies and have adequate power for use at all operating altitudes. The sets receive ground radar interrogations at 1030 MHz and these trigger a coded response of radar pulses at 1090 MHz, which is transmitted back to the ground radar. KT-76A PRODUCT DATA 167 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. KT-70 They respond in any of 4096 preselected "codes." Codes differ only in number of pulses transmitted, not in frequency. Transmitter frequency remains always at 1090 MHz. The assigned code, or emergency codes, are easily set and appear as an illuminated digital readout. The transponder's coded reply pulses reinforce the normal "blip" which appears on air traffic control radar. When the IDENT button is pressed, the blip will flash or "bloom" so the controller can positively identify the aircraft and its location. When connected to an OPTIONAL encoding altimeter or blind encoder, both also transmit the aircraft altitude in flight level increments (three digits, representing even 100 foot increments referenced to 29.92 in. of Hg.). The primary difference between the KT-76A and the KT-70 is the code display and setting controls. The KT-76A has a mechanical display and individual rotating knobs which manually set each of the four numbers. The KT-70 has an LED code display with individual rotating knobs which sets each code number in turn. Additionally, when the main function selector is depressed and held momentarily, the ATC code will automatically revert to 1200 [VFR]. The KT-70 also has a second digital display window which will show the altitude reported by the OPTIONAL encoding altimeter or blind encoder. Both transponders have blue/white control face lighting. The KT-76A has an amber reply light. The automatic dimming feature matches its intensity to the cockpit lighting conditions. They are panel mounted and meet FAA Technical Standard Orders. Bell or King Service Center installation is required to obtain the King full year warranty. The complete KT-76A installation adds 1.5 kilograms (3.4 pounds). The complete KT-70 installation adds 2.1 kilograms (4.5 pounds). PRODUCT DATA 168 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. GPS / KLN-89B Bell Kit No. 407-705-001-zzz[PROVISIONS] Bell Kit No. 407-705-001-zzx[EQUIPMENT] The Bendix King KLN-89B is a GLOBAL POSITIONING SYSTEM based Navigation System with a pilot updatable JEPPESEN database. The KLN-89B provides navigation information suitable for VFR use ( NOT currently approved for IFR operations in the 407), as well as database information, including; Airport Data; Communication Frequencies; Navaid Data; Airspace Information; ARTCC Information; and Minimum Safe Altitudes. The standard KLN-89 includes a MOVING MAP display mode. A basic installation consists of the GPS unit, a database cartridge, an altitude input [requires the addition of an encoding altimeter or blind encoder], and a KA 91 antenna. Additional components may be added to increase the KLN 89's capabilities. Some of the optional interfaces include: an external course deviation indicator (CDI) or HSI with GPS switching provisions, RMI; some Shadin, Sheltech or ARNAV fuel management systems; several external moving map displays; and certain models of Bendix/King or Shadin air data systems. Bell or King Service Center installation is required in order to obtain the King full two year warranty. The approximate increase in weight with the KLN-89 installed is 4.4 kilograms (9.7pounds). PRODUCT DATA 169 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. COURSE DEVIATION INDICATOR King KI 208 Bell Kit No. 407-705-001-121 The Course Deviation Indicator KI 208, when used in conjunction with a VHF NAV/ COMM Transceiver such as the KX 155, provides course deviation information from the selected VHF Omni Range (VOR) station. The kit consists of a 76 millimeter (3 inch) indicator, a VOR antenna, the required installation hardware and wiring. The indicator has a built-in VOR/LOC converter, blue/white lighting, prominent warning flag when inoperative, graphic TO and FROM indication and large easy to read numbers. The antennas mounts on either side of the aft intermediate fuselage section. Bell or King Service Center installation is required to obtain King's full year warranty. The kit adds 1.6 kilograms (3.6 pounds). The Audio Panel King KMA 24H must be installed when the transceiver and Course Deviation Indicator are installed. The compass card of the KI 208 is turned, placing the desired course on the index at the top, using the Omni bearing selector (OBS) knob. The deviation needle swings right or left indicating deviation left or right of the selected course. The heading of the helicopter has no effect on the TO or FROM indicators which react only to the heading set on the indicator. The OFF (barber pole) disappears when a valid signal is received. PRODUCT DATA 170 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. KCS 55A COMPASS SYSTEM & HSI Bell Kit No. 407-705-002-101/103 [PROVISIONS/EQUIPMENT] Bell Kit No. 407-705-002-105/107[GPS PROVISIONS/EQUIPMENT] The KCS 55A system is an integrated compass slaving system and horizontal situation indicator. The KI 525A Horizontal Situation Indicator (HSI) is the panel display for the KCS 55A Compass System. It replaces the standard Directional Gyro. It combines Magnetic Heading and VOR or LOC course information in a pictorial symbolic presentation of the complete navigation situation. It simplifies VOR/LOC course orientation, intercept and tracking and relieves the pilot of the chore of integrating information from several instruments. In addition, the internally lighted instrument includes dual glideslope pointers. The glideslope pointers are in view only during an ILS approach. Enroute, the pointers are out of view leaving an uncluttered presentation. The KCS 55A System, features automatic fast slaving. This means precise aircraft magnetic heading is automatically displayed shortly after the system is turned on. No manual setting of the compass card is required. A Slaving Control and Compensator Unit (the KA 51B) provides selectable “slaved gyro" or “free gyro" modes for the system and manual slaving capability when the system is in “free gyro”mode.A visual meter displays the slaving error. It is simple to operate and is internally lighted. The KI 525A Indicator displays the complete navigation situation at a glance: Slaved Gyro magnetic heading Selected heading Selected VOR/RNAV or LOC course RNAV/VOR/Localizer deviation TO/FROM RNAV or VOR indicator Glideslope deviation. The GPS installation of the KCS 55A includes the input switching capability between VHF NAV signals from a KX-155/165 and GPS signals from a KLN-89B. The basic kit adds 5.2 kilograms (11.5 pounds). The GPS kit adds 6.0 kilograms (13.2 pounds). PRODUCT DATA 171 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENCODING ALTIMETER (w/Avionics Master Switch) Bell Kit No. 407-706-001-xxx The Encoding Altimeter is a direct replacement for the standard 407 altimeter. The function of the altimeter is identical to standard unit with the addition of AIRINC pressure altitude signal output [referenced to standard day barometric pressure 29.92 inches of mercury (1013 millibars)] for use by (either or both) a Transponder or GPS navigation system. The kit includes an Avionics Master Switch located on the Overhead Console which controls all comm/nav equipment wired to the avionics bus. The Encoding Altimeter (w/ Avionics Master Switch) adds 1.0 kilograms (2.3 pounds). PRODUCT DATA 172 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FLIGHT INSTRUMENTS GROUP Bell Kit No. 407-706-003-xxx The flight instruments group kit augments the basic panel with the most popular grouping of additional flight instruments: a directional gyro, attitude indicator, and a turn and slip indicator. Although the selection of instruments and the layout offered in the kit is only one of any number of possible arrangements, it has been designed to complement the basic panel and to prepare for a further addition of navigation and other aids. It is the first step to a well-coordinated full panel. The flight instruments group kit reduces the pilot work load by providing better displays that are easier to interpret. This can lead to more accurate flying techniques. That, in turn, extends the operational area. It is invaluable for flight safety in low visibility conditions, particularly at night when operating away from inhabited areas and at any time that weather conditions deteriorate towards the limits of continued VFR flight. ATTITUDE INDICATOR DIRECTIONAL GYRO [DG] TURN & SLIP In addition to the instruments, the kit contains all hardware, tubing and wiring needed for installation. The electrical instruments operate on direct current which is standard in the helicopter. The integral blue-white lighting matches the standard basic panel lighting. The kit adds 3.9 kilograms (8.7 pounds). PRODUCT DATA 173 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. EMERGENCY LOCATOR TRANSMITTER Bell Kit No. 407-706-005-xxx The Emergency Locator Transmitter (ELT) installation provides an automatic beacon in the event of a crash. The built-in computer analyzes the nature of the shock and operates the beacon in loads of 6 ± 1 G in any direction. The Pointer 4000 w/3001 whip antenna is specially designed for helicopter use. It activates at 6 ± G loads at 360 O in azimuth as well as full vertical components. The ELT is a complete, self-contained, battery powered unit with an integral antenna that is always fully deployed, ready for instant signal transmission. The ELT has a switch so that it can be turned on manually. It also has a built-in test light for checking the power output, modulation and the state of the battery. The battery has a three year shelf life. It provides the beacon with a range up to 480 km (300 miles) for eight days. It can withstand 1000 G and function in temperatures from -45 O C to 71 O C (-50 O F to 160O F). The completely self-contained ELT can be removed and hand carried. The ELT weighs 1.8 kilograms (3.9 pounds). PRODUCT DATA 174 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PARTICLE SEPARATOR Bell Kit No. 206-706-212-xxx The particle separator provides continuous protection of the engine against damage from the ingestion of sand, dust, and other foreign debris. With the separator installed, operations can be carried out in severe environmental conditions, for long periods of time. The kit consists of the separator, bleed air tubing and hoses, compressor wash fittings, and other hardware required to complete the installation. It is installed forward of the engine air inlet just aft of the transmission fairing, and replaces the standard engine air inlet screens.. The separator has 281 filter elements and is positioned so that all inlet air must pass through the filter elements before entering the engine. Each of the 281 filter elements or tube assemblies in the separator consists of a vortex generator bonded into an inlet tube and a small-mounted inlet tube which forms a scavenge chamber. PRODUCT DATA 175 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. Foreign particles such as dust, dirt or sand that enter the filter elements are spun in the vortex generator and hurled centrifugally into the scavenge chamber, thereby allowing only the remaining cleaned air to enter the engine. The debris which collects in the scavenge chambers can be ejected overboard by a venturi effect created by engine bleed air. When environmental conditions indicate the need, the pilot activates the bleed air by turning on the particle separator purge switch. When the need disappears, the switch can be turned off and full engine power regained. INSPECTION WINDOW EJECTOR A window is installed on each side of the cowling to permit visual inspection of the separator's plenum chamber. Ejector tubes are mounted on each side, just below the windows. Compressor wash fittings permit the introduction of wash water directly into the engine's inlet. Installation imposes no aerodynamic restrictions and has no effect on the maximum gross weights on any of the 407 configurations. Because of the pressure drop in the inlet, there is a slight reduction of power available. This amounts to a 1% torque loss. When the bleed air purge system is turned ON, there is a total loss of 4%. These are covered in the Flight Manual Supplement: BHT-407-FMS-3. When operations do not require the added protection, the separator can be removed and the engine air intake screens replaced. The particle separator has a tested efficiency of 85% by weight of for AC coarse particles (27 micron nominal). Due to its inertial (centrifugal) action, the separator is more efficient for particles larger than 27 microns, and less efficient for particles smaller than 27 microns. Foreign debris such as hay, leaves, etc., which are too large to enter the filter elements, are stopped at the face of the separator. However, the numerous filter elements are so placed that there is sufficient air flow, bypassing the blockage, even for prolonged periods of flight in such conditions. The particle separator is not approved for flight in falling or blowing snow without the baffles. When the particle separator is installed, it adds approximately 7.7 kilograms (17.0 pounds) to the empty weight of the aircraft. PRODUCT DATA 176 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE FIRE DETECTION Bell Kit No. 407-706-015-xxx The Fire Detection System will illuminate an ENGINE FIRE Warning Light in the caution and warning panel if excessive temperature or fire develops in the engine compartment. The system includes sensing elements in the engine compartment, and a separate test feature to insure continuity of the sensing system. The system is functioning properly if the single ENGINE FIRE caution segment illuminates when the FIRE DET TEST button is momentarily depressed. The installed weight increase for the system is 0.9 kilograms (2.0 pounds). ENGINE FIRE LIGHT SENSING ELEMENT PRODUCT DATA SENSOR CONTROL SWITCH 177 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. QUIET CRUISE Bell Kit No. 407-706-016-xxx The QUIET CRUISE Kit permits flight operations at 92% NR when above 50 KIAS and 200 feet AGL. Flyover noise level is reduced by 3.8 dBA SEL when in Quiet Mode. The kit consists of an electrical selector switch on the collective (Pilot position only), an annunciator on the instrument panel and additional markings on the dual tachometer. FADEC software 5.201 or higher is required. The increase in weight with the kit installed is 0.7 kilograms (1.5 pounds). QC TACHOMETER MARKINGS PRODUCT DATA QC CONTROL SWITCH 178 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. 5250 POUND MAX. GROSS WEIGHT Bell Kit No. 407-706-020-xxx The 5250 Pound Increased Internal Gross Weight Kit permits operations with an additional 113 kilograms (250 pounds) above the Normal Max. Gross Weight of 5000 pounds. The kit consists of an Airspeed Limitation Placard which replaces the standard placard. There is no increase in empty weight with this kit installed. When the 5250 pound Airspeed Placard is installed the 407 is restricted to the operation limitations [IGE Hover Ceiling, OGE Hover Ceiling, and Airspeed] found in the FAA approved Rotorcraft Flight Manual supplement for the kit [BHT-FMS-28]. Please refer to the current year 407 Technical Information Book, or the Rotorcraft Flight Manual for specific performance information. PRODUCT DATA 179 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SNOW BAFFLES (ENGINE INTAKE BAFFLES) Bell Kit No. 206-706-208-xxx The snow baffles are reverse flow baffles (engine air induction system deflectors) which are required to permit flight in falling or blowing snow, when visibility exceeds 0.8 kilometers (a half mile). Hovering up to 15 minutes in blowing snow conditions is also permitted. The deflectors reduce the quantity of heavy snow entering the engine air intakes by forcing the air to reverse its flow into the inlet. The kit consists of a matching pair of deflectors that mount, one on each side of the transmission cowling, just forward of the engine air inlets. The standard configuration Bell 407 includes the mounting provisions for snow deflectors. The deflectors are compatible with either basic inlet or the particle separator. Performance limitations are listed in the Flight Manual Supplement: BHT-407-FMS4. The deflectors are removed in temperatures above 30o C (86 oF). The kit adds 2.4 kilograms (5.2 pounds). PRODUCT DATA 180 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. EXTERNAL CARGO HOOK Bell Kit No. 206-706-341-xxx[EQUIPMENT] Bell Kit No. 206-706-341-xyy[ PROVISIONS ONLY] Installation of a cargo hook adds the capability for handling external loads quickly and safely. It permits rapid, economical turnaround with minimum handling. The hook has a rated capacity of 1200 kilograms (2646 pounds) and is mounted beneath the helicopter, near the center of gravity. CARGO HOOK Two kits are involved: The Hook Provisions Kit, No. 407-706-341-xyy, consists of the supports for the suspension assembly, and associated structural provisions, fittings for the electrical and mechanical release mechanisms and necessary installation hardware. It is available separately so that a fleet owner can prepare more than one 407 for maximum fleet versatility at minimum cost. Thus, any one so modified, can be employed in an external cargo operation without delay by merely bolting the hook assembly in place and attaching the quick connectors for the release mechanisms. The Hook Assembly Kit, No. 407-706-341-xxx, consists of the hook which is suspended from a short lateral beam with the hook opening facing to the right. The beam fits into the two structural brackets and is bolted in place. The electrical release is a switch on the pilot's cyclic stick. In the event of an electrical failure, a mechanical release is provided. It is operated by a pull handle centrally located between the front seats. A circuit breaker on the overhead panel completes the kit. A swivel link is not supplied, but is recommended to allow the load to assume a natural stabilized position, with minimum oscillation in flight. (Maximum gross weight of the 407 with external load is approved to 2722 kilograms (6000 pounds). The provisions add 1.9 kilograms (4.2 pounds) and the hook assembly adds an additional 7.6 kilograms (16.7 pounds). Flight limitations are covered in Flight Manual Supplement: BHT-407-FMS-4. PRODUCT DATA 181 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ROTOR BRAKE Bell Kit No. 206-706-502-xxx The rotor brake kit stops the main and tail rotors rapidly after engine shutdown. After the dynamic system stops rotating, the kit is particularly useful in preventing the windmilling action of the main rotor in high and gusty wind conditions. The kit is completely self-contained hydraulic system consisting of a brake disk, dual brake assembly, master cylinder and operating handle, hose and tube assemblies and the required fittings and hardware to complete the installation. ROTOR BRAKE The brake disk is between the aft flexplate of the MDS and the forward face of the freewheeling unit output drive adapter, where if the Rotor Brake is NOT installed it acts as an inertia weight. The stationary face of the F/W housing assembly is modified to accept the dual-puck assembly, which is then bolted to it. The assembly encloses two pairs of pucks in caliper configuration, horizontally located on either side of the disk, the two calipers are also opposite each other so when hydraulic pressure is applied, they squeeze the disk. The operating handle and the master cylinder unit are mounted in the ceiling of the crew compartment, immediately to the right of the overhead panel. The handle is convenient to either pilot or copilot. Pressure is applied to the system manually by pulling down on the operating handle when the rotor RPM is between 40 and 25 percent. When the rotor is stopped, and positioned for parking, the handle can be pulled fully down into the parking brake [locked] position. Spring loaded catches hold the handle in either the full off position or the parking position. The end of the handle is painted red to prevent it being left in the parking mode during start-up procedures. This kit adds 2.5 kilograms (5.5 pounds). PRODUCT DATA 182 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. HEAVY DUTY BATTERY [28 AMP-HR] Bell Kit No. 407-706-004-xxx The HEAVY DUTY Battery Kit is available when operations are conducted at either extreme hot or cold ambient conditions. It provides a greater reserve starting power and is capable of accomplishing multiple consecutive starts with minimal recharging from the generator. The heavy duty battery replaces the standard 17 amp-hr battery directly, using the standard quick disconnect power and temperature sensor plugs, and no provisions kit is required. When installed the weight increase is 11.3 kilograms (24.9 pounds). QUICK DISCONNECT POWER PLUG CASE TEMPERATURE SENSOR PLUG PRODUCT DATA 183 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. LITTER KIT Bell Kit No. 407-706-631-xxx[PROVISIONS] Bell Kit No. 407-706-631-xxy[EQUIPMENT] Bell Kit No. 407-706-631-xxz[SKI PROVISIONS] The Bell Litter Kit for the 407 provides the capability of transporting a single litter patient internally [dual litters are available as a customized installation]. Two medical attendants can be accommodated at the same time and both have access to the patient. The cabin of the standard 407 is already fitted with a double door on the left side which gives a 1.6 meter (5 feet) wide unobstructed access to the aft cabin. The kit includes modifications to the left front seat back and bulkhead installation, a folding litter, and the necessary supporting hardware. The litter is aluminium and is fitted with a pair of patient restraining straps. "Ski Provisions" is available to accommodate litter occupants with leg injuries in bulky "air splints" by repositioning the upper bulkhead cross member in an elevated position. Once the kit is installed the litter can be removed or added in a few seconds, thus providing complete versatility from ambulance to cargo or to full passenger configuration. The simple spring-loaded restraints and the wide access make loading easy for the untrained or inexperienced helpers. "SKI PROVISIONS" BULKHEAD CROSS MEMBER MODIFICATION The litter can be folded and carried in the baggage compartment, taking up little space and weight, yet with instant availability during virtually any other mission. The copilot's collective and cyclic sticks must be stowed when the kit is installed, however, the modification does not interfere with any other configuration requirement. The kit adds 12.6 kilograms (27.7 pounds) if the litter and all cushions are carried (in place or stowed). The litter weighs 10.0 kilograms (22.0 pounds). The provisions alone weigh 2.6 kilograms (5.7 pounds). The Ski Provisions weigh 0.7 kilograms (1.5 pounds). The Litter Kit is covered in the Flight Manual Supplement: BHT-407FMS-7. PRODUCT DATA 184 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. The loading sequence is as follows: 1. Stow copilot and cyclic & collective sticks. 2. Stow the left front seat and seat back cushions. Swing the metal back support for the front seat forward. 3. Open left passenger door. Open center narrow door. Swing both forward. Secure them in the forward position with the red tape (located in the passenger door pocket). The ring on the tape goes over the hook on the helicopter nose. 4. Stow the left aft facing and the left and center forward facing seats and their seat back cushions. 5. Raise the support assembly on the center seat to a vertical position. Pull the center seat-back support down so that it rests on the vertical support. 6. Position the upper bulkhead cross member in the lower (standard) or upper "air splint" position. 7. Position litter against the forward support and the stop. Secure aft end of litter and lock in position by pulling down and outboard on the spring loaded strap. 8. Unhook and stow and red tape from the nose of the helicopter. Close the doors. PRODUCT DATA 185 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN ROTOR BLADE FOLDING PROVISIONS NOTE: This kit is now part of the Paravion Blade Fold Kit The main rotor blade folding provisions kit provides the capability to reduce space required for storage or hangaring of the helicopter. The kit consists of two expandable bolts, which replace two of the standard blade bolts. The kit permits the use of the Vendor STC'd kit by Paravion to fold two of the main rotor blades [one fwd. and one aft] to reduce the required hangar size of the 407. MINIMUM HANGAR SIZE* ROTOR NOT FOLDED 25.1 FT X 36.6 FT [ 7.7 M X 11.2 M ] MINIMUM HANGAR SIZE* ROTOR FOLDED 7.5 FT X 41.8 FT [ 2.3 M X 12.7 M ] TAIL BLADE TIPS 36.6 FEET *ALLOWANCE SHOULD BE MADE FOR HIGH SKID GEAR, GROUND WHEELS, EMPTY FUEL CONDITION, AND DOOR LIP WHEN CONSIDERING HANGAR DOOR WIDTH AND HEIGHT STING 11.2 METERS STANDARD BOLT EXPANDABLE BOLT The main rotor blade folding provisions [two expandable bolts] weigh 0.8 kilograms (1.8 pounds). PRODUCT DATA 186 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CORPORATE INTERIOR Bell Kit No. 407-705-602-xxx CORPORATE SEATS Bell Kit No. 407-705-702-xxx CORPORATE SEATING & INTERIOR TRIM - The corporate cabin seating consists of five ergonomically designed fabric covered seats with individual seat belts and single strap shoulder harness, arranged with two extra wide forward facing outboard seats and a middle seat for occasional use across the rear of the cabin (with a fold down arm rest between the outboard seats) and two individual rearward facing seats aft of the cockpit. Available with Beige, Burgundy, Blue, Teal, Tan, Charcoal, or Light Gray upholstery fabric with color coordinated seat belts. All leather or leather surround/fabric insert upholstery is available as an option. The corporate interior trim consists of color coordinated Kydex ® covering for the cabin sidewalls and doors, with lower door panel fabric / leather accent, izid leather covered arm rests, and izid leather covered Kydex ® headliner. Selection of the corporate interior trim also specifies installation of Corporate Soundproofing, which provides a reduced interior noise level. The floor is covered in plush deep pile wool carpet. The corporate seating and interior trim (and corporate soundproofing) increase the basic aircraft empty weight 10.5 kilograms (23.1 pounds). PRODUCT DATA 187 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. CORPORATE SOUNDPROOFING Bell Kit No. 407-706-603-xxx The kit consists of a Custom Soundproofing Blanket replacing the standard blanket, located in the aft passenger cabin roof and hatbox area to reduce the noise coming into the cabin from the transmission and engine compartment. The heavy duty blanket consists of two layers of fiberglass with a lead vinyl center and a quilted cover. The standard plastic headliner covers it. The Corporate Soundproofing kit adds 3.7 kilograms (8.2 pounds) to the standard configuration. SLIDING CABIN WINDOW Bell Kit No. 407-706-301-xxx The sliding window kit is a "NO COST" option which adds two ventilation windows to the standard passenger cabin doors. The kit adds 1.1 kilograms (2.5 pounds) to the standard configuration weight. PRODUCT DATA 188 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. HIGH VISIBILITY MAIN ROTOR BLADES High Visibility [Sales Order Addition] The High Visibility Main Rotor Blade Paint Option provides increased safety when operating in congested airspace. The upper surface of the main rotor blades is painted in alternating bands of White and International Orange. There is no increase in empty weight when this option is chosen. The standard main rotor blades required to undergo a repaint process to incorporate this feature. PRODUCT DATA 189 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SLIDING DOOR Vendor Kit No. 407600-201[LEFT HAND] Vendor Kit No. 407600-202 [RIGHT HAND] The Aeronautical Accessories Sliding Passenger Door Kits may be installed either singly (either side) or in pairs. The Sliding Doors provide increased flexibility in loading large and bulky cargo, and are especially suited for EMS or Law Enforcement applications. The Sliding Doors may be opened during low speed flight and hovering, which makes them ideal for Rescue Hoist operations. The sliding Doors are compatible with all landing gear configurations and do not interfere with AAC Step Handles or Folding Maintenance Step [not compatible with the AAC Fixed maintenance Step]. Each Sliding door increases the empty weight 4.8 kilograms (10.6 pounds). PRODUCT DATA 190 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. MAIN ROTOR BLADE FOLDING 407BF-100-2 The Paravion Main Rotor Blade Folding Kit for the Bell 407 permits more efficient Hangar and Ramp storage of the helicopter. The Paravion Kit consists of two removable folding supports which attach to the nose and horizontal stabilized of the 407, a durable Nylon bag for storage, and all the attaching hardware necessary for their installation. The Main Rotor Blade Folding Provisions [Two Expanding Bolts] are also included and weigh 0.8 kilograms (1.8 pounds). . Once the attaching hardware is installed one person is capable of installing and folding, or unfolding and removing the supports in less than 10 minutes. The installed weight of the support attachment fittings is 0.5 kilograms (1.0 pounds). M/R SYSTEM FOLDED M/R HUB FOLD DETAIL FORWARD SUPPORT AND LOCK BAR REAR SUPPORT AND ATTACHMENT FORWARD SUPPORT ATTACHMENT PRODUCT DATA 191 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. FORCED AIR VENTILATION Vendor Kit No. 407V-100-2 The Air Comm Forced Air Ventilation kit provides increased cabin air exchange for operations in temperate climates where an air conditioner is not needed. Three light weight axial blowers and a distribution system comprise the kit. Two blowers are in the cockpit; one on each side of the instrument panel, with individual outlets. Fresh air is supplied from the standard fresh air inlets on the nose. The aft blower is located in the equipment compartment behind the hat box, and distributes fresh air through four overhead outlets in the cabin headliner. Fresh air for the passenger cabin is supplied from an inlet on the left side of the fuselage. To assist in air exchange, there is a cabin air exhaust opening in the hatbox area which vents to the outside below the baggage compartment. The kit adds 12.9 kilograms (28.40pounds). PRODUCT DATA 192 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. BLEED-AIR HEATER Vendor Kit No. 407H-200-2 [STANDARD] Vendor Kit No. 407H-202-2 [ARCTIC ] The Air Comm Bleed-Air Heater provides heated air to the cockpit and passenger compartments and to the windshields. The kit is a "hard-line" type heater with individual flow control outlets located under the pilot/forward passenger seat and in the aft passenger cabin on either side of the rear facing seats. When in operation, engine bleed air is mixed directly with cabin air at the controllable outlet. The heated air is directed by a powerful venturi effect eliminating the need for electric blowers. An electric ON/OFF switch activates a solenoid valve which controls the source of bleed air for the heater. It is mounted on the overhead control panel. The main flow valve is conveniently mounted on aft portion of the radio pedestal. It is turned counterclockwise for more heat [more flow]. The adjustable distribution outlets provide individual control for different seat locations. A diverter valve located on the forward pilots seat controls distribution to the defog outlets at the base of each windshield. Two additional defroster slots are also provided on the inboard side of the chin windows. A temperature sensor for the heating system is connected to a caution light and the solenoid valve in the bleed air supply line. If the sensor detects a temperature in excess of 104±4°C (220±8°F) the caution light illuminates. This in turn closes the solenoid which shuts off the bleed air. Two kits are available; a standard heater kit, and a heavy-duty ARCTIC kit with a higher air flow capacity for severe conditions. The standard heater adds 10.3 kilograms (22.6 pounds), while the ARCTIC heater adds 10.7 kilograms (23.6 pounds). COCKPIT OUTLETS [TWO PER SIDE] "EYEBROW" DEFOG OUTLET REAR CABIN OUTLET [ONE PER SIDE] AIR RECIRCULATE OPENING PRODUCT DATA 193 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. AIR CONDITIONER Vendor Kit No. 407EC-201-1 [ SINGLE FWD. EVAPORATOR] Vendor Kit No. 407EC-201-2 [DUAL FWD. EVAPORATOR] The Air Comm Air Conditioner Kit is a light weight driveshaft / belt powered [nonfreon R-134A refrigerant] vapor cycle cooling system. It provides cooled and dehumidified air to the cockpit and passenger compartments. The kit consists of an engine compartment mounted compressor [driven by a belt /pulley from the first tail rotor drive shaft section], a belly mounted condenser unit, and evaporator units mounted in the equipment compartment and forward of the instrument panel, and light weight aluminum tubular plumbing with o-ring fittings and the wiring needed to complete the installation. The system includes a refrigerant by-pass valve to eliminate compressor cycling. The condenser has a retractable scoop which directs air through the heat exchanger during operation. The evaporators each have electric blowers and ducting to distribute conditioned air to the aircraft interior. When the kit is specified an air distribution modified headliner is also specified. The headlined has four large flow control outlets conveniently located for easy adjustment by the passengers. The cockpit outlets are located on either side of the instrument panel and are adjustable in direction and airflow. The system is controlled by three switches mounted in the overhead control panel. The main switch permits operation of the blowers only o r blowers and air conditioner. The forward and aft blower speed switches have two positions; low or high. For operations in severe heat conditions a second forward evaporator is available for optimum cockpit cooling. The single forward evaporator system adds 43.3 kilograms (95.4 pounds). The dual forward evaporator system adds 47.9 kilograms (105.6 pounds). CONDENSER SCOOP & OUTLET COCKPIT OUTLETS COMPRESSOR PRODUCT DATA 194 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. NOTE: EITHER AIR CONDITIONER AND EITHER BLEED AIR HEATRER MAY BE INSTALLED ALONE OR IN COMBINATIONTO P ROV IDE COMPLETE ENVIRONMENTAL CABIN/COCKPIT CONTROL. AIR CONDITIONER / HEATER SWITCHES REAR CABIN CONDITIONED AIR OUTLETS [TWO PER SIDE] REAR CABIN HEATER OUTLETS [ONE PER SIDE] PRODUCT DATA 195 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. WIRE STRIKE PROTECTION SYSTEM Vendor Kit 965-37401-001[Low Skid Gear] Vendor Kit 965-37401-002[High Skid Gear] The wire strike protection system provides a measure of protection against inadvertent flight into horizontally strung wires. It is designed to: •protect the helicopter against most of the wires normally encountered in and around metropolitan areas (15000 pound tension strength wire). •help prevent entry of wire into the cockpit through the windshield. •reduce the possibility of flight control damage after wire strike. •decrease the change of wire becoming entangled with the landing gear. The kit consists of a roof-mounted deflector/cutter, a windshield-mounted protector/ cutter, a belly-mounted deflector/cutter and all necessary hardware to complete the installation. There are two kits; One for the standard LOW SKID GEAR, and another for the HIGH SKID or EMERGENCY FLOAT GEAR, which has a larger deflector/ cutter due to increased skid height. The sawtoothed deflector guides the cabin into the cutting wedge while inflicting damage to the cables. The wedge provides the required mechanical advantage to cut the cables without any moving parts. There is no change in flight characteristics or handling qualities of the 407 with the kit installed. The system has been successfully tested at speeds as low as 8 kilometers an hour (5 mph). It is equally effective at higher speeds. The LOW SKID kit adds 5.5 kilograms (12.1 pounds). The HIGH SKID kit adds 5.7 kilograms (12.8 pounds) . UPPER CUTTER WINDSHIELD PROTECTOR LOWER CUTTER PRODUCT DATA 196 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SEARCHLIGHT (NIGHTSUN®) SPECTROLAB INC. SX-16 Vendor Kit SX16/016551 The Spectrolab Nightsun® series Xenon searchlight (SX-16) is a high intensity, airborne unit, which is directionally controllable and beam width adjustable. Ground coverage varies depending on altitude and beam width, which ranges from 4 degrees for search to 20 degrees for flood. The SX-16 provides a peak beam intensity of 30 million candlepower. Optional Infrared filters are available, and may be either clip on, or electrically controllable for visible / IR change in flight. Installation of the SX-16 requires the addition of the High Skid landing gear. The approximate increase in weight with the SX-16 installed is 24.9 kilograms (55.0 pounds). NIGHTSUN® INSTALLATION [SHOWN IS THE SX-5 AND FLIR 2000] PRODUCT DATA 197 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. RESCUE HOIST - 300 POUND Vendor Kit To Be Determined The Aeronautical Accessories, Inc. Rescue Hoist Kit for the 407 is designed for maximum safety, utility, and ease of installation and operation. The Rescue Hoist Kit is designed to be quickly installed or removed once the provisions are initially fitted to the aircraft. Attachment to the external left hand cabin roof is by means of a one piece mounting plate which incorporates a "dovetail" joint for maximum strength. A "PIT" pin locks the assembly in place. The 300 lb. capacity Breeze-Eastern hoist for the Bell 407 can be easily adjusted for optimum cable/skid tube clearance for low skid gear, high skid gear, and emergency float configurations. Various cable guard assemblies are available for the different skid configurations and when the left hand sliding door is installed. The standard cable length is 30 meters (100 feet) usable length. The kits come complete with 300lb. electric hoist, aerodynamic cover, hoist provisions and all required hardware, electrical materials and complete installation instructions. FAA/STC approved for Bell 407 helicopters. Net Weight-26 kilograms (57 pounds). AERODYNAMIC COVER ELECTRICAL CONNECTION LOCKING PIN HOIST MOUNTING PLATE CABLE GUARD FOR SLIDING DOOR PRODUCT DATA 198 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SECTION THREE DIMENSIONS, TABULAR SUMMARY, & KIT WEIGHTS PRODUCT DATA 199 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PRODUCT DATA 200 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. EXTERNAL DIMENSIONS feet (meters) DIMENSIONS ARE APPROXIMATE [DI MENSIONS ARE ROUNDED TO THE NEXT HIGHEST TENTH FOOT(METER)] BLADE TIPS ENGLISH MET RIC 10.2 FT 10.9 FT 3.1 M 3.3 M 16.0 IN 24.5 IN 0.42 M 0.62 M 34.7 FT 41.8 FT 36.6 M 10.6 M 12.7 M 11.2 M 7.5 FT 35.0 FT 25.1 FT 2.3 M 10.7 M 7.7 M MINIMUM HANGAR SIZE* ROTOR NOT FOLDED 25.1 FT X 36.6 FT [ 7.7 M X 11.2 M ] OVERALL HEIGHT LOW SKIDS HIGH SKIDS GROUND CLEARANCE LOW SKIDS HIGH SKIDS OVERALL LENGTH FUSELAGE ROTOR TURNING ROTOR IN "X" MAXIMUM WIDTH FUSELAGE ROTOR TURNING ROTOR IN "X" MINIMUM HANGAR SIZE* ROTOR FOLDED 7.5 FT X 41.8 FT [ 2.3 M X 12.7 M ] MAIN ROTOR DIAMETER MAIN ROTOR CHORD NUMBER OF BLADES 35.0 FT 10.75 IN 4 10.7 M 0.273 M 4 TAIL ROTOR DIAMETER TAIL ROTOR CHORD NUMBER OF BLADES 5.4 FT 6.4 IN 2 1.7 M 0.16 M 2 36.6 feet 11.2 meters TAIL STING *ALLOWANCE SHOULD BE MADE FOR HIGH SKID GEAR, GROUND WHEELS, EMPTY FUEL CONDITION, AND DOOR LIP WHEN CONSIDERING HANGAR DOOR WIDTH AND HEIGHT PRODUCT DATA 201 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. INTERNAL DIMENSIONS [APPROXIMATE] Approximate cargo space: Aft Cabin-2.4 cubic meters (85 cubic feet) Left front-0.6 cubic meters (20 cubic feet) Baggage compartment-0.45 cubic meters (16 cubic feet) Floor loading: Cabin-3.7 kg/sq. meter (75 lb/ sq. foot) Baggage-4.2 kg/sq. meter (86 lb/sq. foot) Max Baggage weight-113 kg (250 pounds) PRODUCT DATA 202 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. INTERNAL DIMENSIONS PRODUCT DATA 203 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SPECIFICATION SUMMARY (ENGLISH) (Serial No. 53467 and Subsequent) WEIGHTS LBS Standard Configuration Weight (Note 1) 2640 Internal Gross Weight [Normal / Optional](*Note 2) 5000 / 5250* External Load Gross Weight 6000 Useful Load [Gross Wt - Standard Configuration Wt] {Normal / Optional}(*Note 2) 2360/ 2610* Maximum External Load [Cargo Hook Limit] 2646 Note 1: The Standard Configuration Weight includes 7-place upholstered interior with individual seat belts, carpeting, and soundproofing material. Ballast is not included since it is a function of installed optional equipment. 13 pounds of oil is included. PERFORMANCE SUMMARY (International Standard Day Except as Noted) • • • REFER TO DEMONSTRATED TAKEOFF & LANDING AND MAXIMUM OPERATING ALTITUDE NOTES ON THE PERFORMANCE CHARTS • • • TAKEOFF, GROSS WEIGHT IGE Hovering Ceiling ISA (4.5 Foot Skid Height) ISA+20C ISA+30C OGE Hovering Ceiling ISA ISA+20C ISA+30C Service Ceiling @ MCP ISA (100 ft/min) ISA+20C Lbs ft ft ft ft ft ft ft ft 4000 19,200 15,600 13,250 17,500 13,800 11,300 20,000+ 20,000+ Cruise at Long Range Cruise Speed (LRC) Range [standard fuel] SL, ISA LRC Speed Range [standard fuel] 4000 ft, ISA LRC Speed Maximum Cruise Speed SL, ISA @ Takeoff Gross Weight SL, ISA+20C 4000 ft, ISA 4000 ft, ISA+20C Maximum Endurance SL @ Loiter Speed, ISA 4000 ft nm kn nm kn kn kn kn kn hr hr 342 120 383 118 136 130 140 133 3.8 4.3 4500 15,600 11,600 8850 13,800 9800 6700 20,000+ 17,750 336 120 375 120 135 129 138 130 3.7 4.2 5000 12,200 7900 4550 10,400 6000 1950 17,600 14,300 330 121 364 120 133 126 135 126 3.7 4.1 Note 2: Operation at Internal Gross Weight above 5000 pounds / 2381 Kilograms requires the Optional Increased Internal Gross Weight Kit (Performance data shown on Page 17 ). ENGINE RATING: Allison 250-C47B with Full Authority Digital Electronic Control (FADEC): Takeoff Horsepower(Uninstalled Thermodynamic Capability) SHP (Mechanical Limit) SHP Maximum Continuous(Uninstalled Thermodynamic Capability) SHP (Mechanical Limit) SHP 813 674 701 630 TRANSMISSION RATING (Engine Output): Takeoff Horsepower (5 minutes) Maximum Continuous 674 630 SHP SHP FUEL CAPACITY (USABLE): Standard Auxiliary(Optional) 127.8 US Gallons 19 US Gallons THE DATA SET FORTH ON THIS DOCUMENT ARE GENERAL IN NATURE AND MAY VARY WITH CONDITIONS. FOR PERFORMANCE DATA AND OPERATING LIMITATIONS FOR ANY SPECIFIC FLIGHT MISSION, REFERENCE MUST BE MADE TO THE APPROVED FLIGHT MANUAL. PRODUCT DATA 204 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. SPECIFICATION SUMMARY (METRIC) WEIGHTS Kg (Serial No. 53467 and Subsequent) Standard Configuration Weight (Note 1) 1198 Internal Gross Weight [Normal / Optional](*Note 2) 2268 / 2381* External Load Gross Weight 2722 Useful Load [Gross Wt - Standard Configuration Wt] {Normal / Optional}(*Note 2) 1070/ 1183* Maximum External Load [Cargo Hook Limit] 1200 Note 1: The Standard Configuration Weight includes 7-place upholstered interior with individual seat belts, carpeting, and soundproofing material. Ballast is not included since it is a function of installed optional equipment. 6 kilograms of oil is included. PERFORMANCE SUMMARY (International Standard Day Except as Noted) • • • REFER TO DEMONSTRATED TAKEOFF & LANDING AND MAXIMUM OPERATING ALTITUDE NOTES ON THE PERFORMANCE CHARTS • • • TAKEOFF, GROSS WEIGHT IGE Hovering Ceiling (1.4 Meter Skid Height) OGE Hovering Ceiling Service Ceiling @ MCP (0.5 m/s) ISA ISA+20C ISA+30C ISA ISA+20C ISA+30C ISA ISA+20C Cruise at Long Range Cruise Speed (LRC) Range [standard fuel] SL, ISA LRC Speed Range [standard fuel] 1200m, ISA LRC Speed Maximum Cruise Speed SL, ISA @ Takeoff Gross Weight SL, ISA+20C 1200m, ISA 1200m, ISA+20C Maximum Endurance SL @ Loiter Speed, ISA 1200m Kg m m m m m m m m 1814 5852 4755 4039 5334 4206 3444 6096+ 6096+ km km/h km km/h km/h km/h km/h km/h hr hr 634 222 710 219 250 241 259 246 3.8 4.3 2041 4755 3536 2697 4206 2987 2042 6096+ 5410 2268 3718 2408 1387 3170 1829 594 5364 4359 623 222 695 222 250 239 256 241 3.7 4.2 612 224 675 222 246 234 250 234 3.7 4.1 Note 2: Operation at Internal Gross Weight above 5000 pounds / 2381 Kilograms requires the Optional Increased Internal Gross Weight Kit (Performance data shown on Page 17 ). ENGINE RATING: Allison 250-C47B with Full Authority Digital Electronic Control (FADEC): Takeoff Horsepower(Uninstalled Thermodynamic Capability) kW (Mechanical Limit) kW Maximum Continuous(Uninstalled Thermodynamic Capability) kW (Mechanical Limit) kW 606 503 523 470 TRANSMISSION RATING (Engine Output): Takeoff Horsepower (5 minutes) Maximum Continuous 503 470 kW kW FUEL CAPACITY (USABLE): Standard Auxiliary(Optional) 484 Liters 72 Liters THE DATA SET FORTH ON THIS DOCUMENT ARE GENERAL IN NATURE AND MAY VARY WITH CONDITIONS. FOR PERFORMANCE DATA AND OPERATING LIMITATIONS FOR ANY SPECIFIC FLIGHT MISSION, REFERENCE MUST BE MADE TO THE APPROVED FLIGHT MANUAL. PRODUCT DATA 205 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. Optional Accessories [ BHTI Manufactured Kits] • • • • • REFER TO NOTES FOR KIT COMPATIBILITY • • • • • PartNumber AIRFRAME 407-706-007-101 407-706-008-101 407-706-010-101 407-706-011-101 407-706-011-113 407-706-702-105 AUDIO 407-705-003-101 407-705-003-103 AVIONICS 407-705-001-133 407-705-001-103 407-705-001-105 407-706-012-101 407-705-001-107 407-706-009-101 407-705-001-109 407-705-001-111 407-705-001-113 407-705-001-115 407-705-001-117 407-705-001-119 407-705-001-121 407-705-001-125 407-705-001-129 407-705-002-101 407-705-002-103 407-705-002-115 407-705-002-117 407-706-001-101 407-706-003-101 407-706-005-101 407-706-021-101 ENGINE 206-706-212-119 407-706-015-101 407-706-016-109 407-706-020-103 Nomenclature HIGH SKID GEAR with FLITESTEPS EMERGENCY POPOUT FLOATS with FLOATSTEPS SKID GEAR FAIRINGS (W/ LOW SKID ONLY) AUX. FUEL TANK PROVISIONS (19 GAL) AUX. FUEL TANK EQUIPMENT (19 GAL) DUAL CONTROLS Weight Change lbs Kg 32.2 14.6 110.2 243.0 11.8 5.4 5.3 2.4 29.6 13.4 12.3 5.6 AFT AUDIO ICS - 3 STATION - with 3 HEADSETS AFT AUDIO ICS - 5 STATION - with 5 HEADSETS 8.6 13.5 3.9 6.1 VHF/ADF PROVISIONS w/ AUDIO PANEL ( KMA24H-71 ) VHF EQUIPMENT (KX-155) FOR OMNI w/CDI KI208 VHF EQUIPMENT (KX-165) FOR KCS-55A w/ HIS KI-525A VHF ANTENNA RELOCATION ADF EQUIPMENT (KR-87) ADF ANTENNA RELOCATION TRANSPONDER PROVISIONS (KT-76A) MODE C TRANSPONDER EQUIPMENT (KT-76A) MODE C TRANSPONDER PROVISIONS (DIGITAL) (KT-70) TRANSPONDER EQUIPMENT (DIGITAL) (KT-70) GPS PROVISIONS (KLN-89B) GPS EQUIPMENT (KLN-89B, w/KA33 BLOWER) OMNI w/ CDI KI208 COMM#2 KY196A EQUIPMENT COMM#2 KY196A PROVISIONS COMPASS SYSTEM KCS-55A PROVISIONS w/KI-525A COMPASS SYSTEM KCS-55A EQUIPMENT w/ KI-525A COMPASS SYSTEM KCS-55A PROV w/ KI-525A (GPS Comp.) COMPASS SYSTEM KCS-55A EQUIP w/ KI-525A (GPS Comp.) ENCODING ALTIMETER (w/ Avionics Master Switch) FLIGHT INSTRUMENTS (for les s DG see credits) ELT POINTER 4000 w/3001 WHIP ANTENNA C.I.S. CERT. 9.1 8.1 8.8 2.8 6.3 -2.0 0.9 2.5 0.7 3.8 4.3 5.3 3.6 3.4 1.8 3.9 7.6 4.7 8.4 2.4 8.9 4.0 1.2 4.1 3.7 4.0 1.3 2.9 -0.9 0.4 1.1 0.3 1.7 2.0 2.4 1.6 1.5 0.8 1.8 3.4 2.1 3.8 1.1 4.0 1.8 0.5 PARTICLE SEPARATOR w/ 407H-500-1 ENGINE FIRE DETECTION QUIET CRUISE MODE 5250 LB. MAX. GROSS WEIGHT 17.0 1.4 1.5 0.0 Notes (1,6 (1,4 (5 (13 (18 (16 (7 (7 (7 (7 (13 (12 (19 (17 7.7 (1,15 0.6 0.7 0.0 Specifications subject to change without notice. PRODUCT DATA 206 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. Optional Accessories (continued) [ BHTI Manufactured Kits] • • • • • REFER TO NOTES FOR KIT COMPATIBILITY • • • • • PartNumber EQUIPMENT 206-706-208-103 206-706-341-109 206-706-341-123 206-706-502-105 407-705-201-103 407-706-004-101 407-706-013-101 407-706-631-101 407-706-631-105 407-706-631-107 TBD INTERIOR 407-705-602-103 407-705-603-103 407-705-604-105 407-705-605-103 407-705-605-105 407-705-702-107 407-706-301-103 PAINT EXTERIOR Weight Change Kg lbs SNOW BAFFLE 5.2 2.4 CARGO HOOK EQUIPMENT 16.7 7.6 CARGO HOOK PROVISIONS 4.2 1.9 ROTOR BRAKE 5.5 2.5 CARGO RESTRAINT INTERNAL PROVISIONS 1.9 0.9 28 AMPS BATTERY 24.8 11.2 COCKPIT STORAGE KIT 1.4 0.6 LITTER EQUIPMENT (ONE) 22.0 10.0 SKI PROVISIONS (for LITTER PROVISION KIT) 1.5 0.7 LITTER PROVISIONS 5.6 2.5 BLADE FOLD PROV. FOR PARAVION STC KIT [BOLTS ONLY] 1.5 0.7 Nomenclature INTERIOR, CORPORATE SOUND-PROOFING, CORPORATE HEADLINER STANDARD w/ AIR CONDITIONER ARM REST, CORPORATE ARM REST, SLIDING DOOR SEATS, CORPORATE WINDOW SLIDING PASSENGER 6.9 8.2 4.0 0.3 -3.9 7.7 2.5 3.1 3.7 1.8 0.1 -1.8 3.5 1.1 Notes (1 (2 (8 (2 (1,3,11 (1,11 (1 (1 (1 (1 (1 ANY THREE COLORS {DUPONT POLYURETHANE ONLY] APPLIED IN STD. SCHEMES SHOWN ON PAINT SELECTOR PAGES INCLUDED IN BASIC A/C PRICE AND WEIGHT COLOR STRIPE ADDITIONAL COLOR STRIPE [ADDED TO STD. 3 COLORS] TBD TBD 407-015-001-117 MARKINGS for HIGH VISIBILITY M/R BLADES 0.0 0.0 (9 All Equipment Kits require Provision Kits prior to installation Credit Items: AVIONICS 206-070-263-101 INDICATOR - ALT -1.4 -0.6 INSTRUMENT 407-899-042-101 DIRECTIONAL GYRO -3.7 -1.7 (19 EQUIPMENT 206-706-146-105 GROUND HANDLING WHEELS 95.0 43.1 INTERIOR 407-705-601-103 INTERIOR STANDARD -58.6 -26.6 407-705-603-101 SOUNDPROOFING STANDARD -5.8 -2.6 407-705-604-101 HEADLINER STANDARD w/o AIR CONDITIONER -8.0 -3.6 407-705-605-101 ARMREST STANDARD -6.9 -3.1 407-705-700-107 CREW SEATS -56.5 -25.6 407-705-701-107 SEATS STANDARD -82.8 -37.6 PAINT NO EXTERIOR NO EXTERIOR PAINT -16.7 -7.6 WHITE WHITE PAINT ONLY 0.0 0.0 Specifications subject to change without notice. PRODUCT DATA 207 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. Optional Accessories [VENDOR KITS] (continued) • • • • • REFER TO NOTES FOR KIT COMPATIBILITY • • • • • PartNumber STC Items: AIRFRAME 407-511-103 407-512-103 407-513-002 407-531-001 407-536-101 407-536-102 407-539-101 407-539-102 407-600-101 407-600-202 DL-407BF-100 ENVIRONMENT 407EC-100-1 407EC-100-3 407EC-201-1 407EC-201-2 407H-200-2 407H-202-2 407H-500-1 407V-100-2 EQUIPMENT 965-37401-001 965-37401-001 INTERIOR 407-450-001 407-453-101 407-460-001 Nomenclature Weight Change Notes lbs Kg DOOR OPENERS CREW DOOR OPENERS PASSENGER DOOR OPENERS BAGGAGE STEP / HANDLE (One step) MAINTENANCE STEP L/H MAINTENANCE STEP R/H MAINTENANCE STEP FIXED L/H MAINTENANCE STEP FIXED R/H SLIDING DOOR L/H SLIDING DOOR R/H PARAVION M/R BLADE FOLDING KIT ECU w/ SINGLE EVAPORATOR, BLEED AIR HEATER ECU w/ DUAL EVAPORATORS, BLEED AIR HEATER AIR CONDITIONER (SINGLE FORWARD EVAPORATORS) AIR CONDITIONER (DUAL FORWARD EVAPORATORS) BLEED AIR HEATER w/ CHIN BUBBLE DEFROSTER BLEED AIR HEATER ARCTIC w/ CHIN BUBBLE DEFROST ENGINE BLEED AIR NETWORK FORCED AIR VENTILATION WIRE STRIKE - LOW SKID GEAR WIRE STRIKE - HIGH SKID GEAR FLOOR PROTECTOR (Crew and Pass enger) FLOOR PROTECTOR (Baggage) SPACEMAKER 2.8 2.8 0.9 1.0 2.0 2.0 2.0 2.0 10.6 10.6 TBD 1.3 1.3 0.4 0.5 0.9 0.9 0.9 0.9 4.8 (1 4.8 (1 TBD (10 125.1 135.1 99.0 110.0 20.1 22.1 2.1 26.0 56.7 61.3 44.9 49.9 9.1 10.0 1.0 11.8 12.1 12.6 5.5 5.7 8.3 5.3 6.0 3.8 2.4 2.7 (14,15,16,18 (14,15,16,18 (14,16,18 (14,16,18 (15 (15 (14 Specifications subject to change without notice. PRODUCT DATA 208 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. Optional Accessories [EXPLANATORY NOTES] (continued) • • • • • REFER TO NOTES FOR KIT COMPATIBILITY • • • • • Notes: For commonality, notes shown below are identical in Technical Information and Price List. (1) Price and / or Weight includes credit for basic ship hardware removed. (2) A sec ond litter kit requires customizing. (3) Must be installed prior to or concurrent with 407-705-605-103 Corporate Arm Rest. (4) Kit includes Floatsteps (STC # 407-303-003) [weight; 29 pounds(13 kilograms)]. (5) Only compatible with low skid gear. (6) Kit includes Flitesteps (STC # 407-326-003) [weight; 28 pounds(12.7 kilograms)]. (7) Encoding Altimeter or Blind Encoder is required to enable Mode C or Mode S altitude reporting. Customer is responsible for obtaining Aircraft ID code for Mode S. (8) Requires installation of -107 Litter provisions. (9) Rework of standard blades is required to incorporate this feature. (10) Requires ins tallation of Blade Fold Provisions (Bolts Only). (11) Corporate interior requires c orporate soundproofing. Please s pecify corp. sndprf. kit 407-705-603-103. (12) Will not function without the GPS provisions and equipment kit (407-705-001-117, -119) (13) Omni kit is only compatible with KX-155, and is not compatible with any KCS-55A compass system. (14) Includes Headliner, standard, with airconditioning(407-705-604-105), weight 4.0 lb(1.8 kg). (15) Includes installation of 407H-500-1 Engine Bleed Air Network. Only one Bleed Air Network is required. If both Particle Separator and Bleed Air Heater or ECU are installed subtract 2.1 lb(1 kg). (16) ADF Antenna Relocation is required if VHF Relocation is required for Air Conditioner. (17) Requires installation of VHF/ADF Prov. and VHF/eqpt.; Flight Inst.; ELT; and Engine Fire Det. (18) VHF Antenna Relocation is required if VHF Prov/Equip. is in conjunction with Air Conditioner. (19) To remove DG specify on sales order (407-899-042-101) [-3.7 lbs(-1.7 Kg)]. P. O. R. - Priced On Reques t Specifications subject to change without notice. PRODUCT DATA 209 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. PRODUCT DATA 210 JANUARY 2003 INDEX THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. A AAC ® FLIGHT STEPS 155 AAC ® FLOAT STEP 157 ACCELERATION BLEED VALVE 110 ACCESSORY GEARBOX 112 ADVISORY POINTS 51 AFT AUDIO ICS 161 AFT COWLING 76 AFT FAIRING 74 AFT FIREWALL 67 AFT POSITION LIGHTS 147 AFT ROLLOVERBULKHEAD 64 AIR COOLING 117 AIR CONDITIONER 192 AIR DAM 68 AIR INTAKES 108 AIR SPLINTS 182 AIRCRAFT IDENTIFICATION 80 AIRFLOW SCHEMATIC 106 AIRFRAME 61 AIRFRAME FUEL FILTER 137, 140 AIRSPEED INDICATOR 45 ALTIMETER 45 ANTI-ICING AIR SYSTEM 110 ANTICOLLISION LIGHT 72, 147 ARINC-429 DATA BUS 127 ARM & INFLATE SWITCHES 157 ATTITUDE INDICATOR 171 AUDIO PANEL 163 AUTO RELIGHT-[WHITE] 54 AUTOMATIC DIRECTION FINDER 164 AUTOMATIC START 125 AUTORELIGHT 124 AUTOROTATION 104 AUX. FUEL LINE PROV. 69, 159 AUX. FUEL TANK MOUNTPROVISIONS 69, 159 AUXILIARY FINS 70, 71 AUXILIARY FUEL CELL PROVISIONS 137 AUXILIARY FUEL TANK 159 AVIONICS MASTER SWITCH 141 AXIALBLOWER 60 B BAGGAGE COMPARTMENT 69 BAGGAGE DOOR 22 BAGGAGE DOOR-[AMBER] 54 BASIS OF CERTIFICATION 9 BATTERY ACCESS 21 PRODUCT DATA BATTERY AND BAGGAGE DOORS 19 BATTERY COMPARTMENT 65 BATTERY HOT-[RED] 54 BATTERY RELAY 141 BATTERY RELAY-[AMBER] 54 BATTERY SWITCH 141 BATTERY SYSTEM 141 BELL HELICOPTER CANADA 9 BLADE GRIP 81 BLEED AIR SOURCES 110 BLEED SYSTEM 110 BLEED AIR VENT EXHAUST 76 BLEED-AIR HEATER 191 BRAKE DISK 180 BRIGHT/DIM SWITCH 146 BULGED SIDE PANELS 62 BYPASS RELIEF VALVE 34 C CABIN LIGHTS 16 CABIN STRUCTURE 64 CABIN WINDOW 24 CARBON FIBER SKIN 66 CARGO 17 CARGO HOOK 179 CARGO LOADING INFORMATION 22 CASE TEMPERATURE SENSOR PLUG 181 CAUTION AND WARNING SYSTEM 52 CAUTION LIGHT PANEL 52 CAUTION PANEL SEGMENTS 53 CHECK INSTR LIGHT 51 CHECK INSTRUMENT-[AMBER] 54 CHIP / DRAIN DOOR 73 CIRCUIT BREAKERS & SWITCHES 57 CLEVIS LIFTING 148 CLOCK / O.A.T. / VOLTMETER 48 COCKPIT INSTRUMENTS 39 COCKPIT LIGHT 146 COCKPIT OVERHEAD PANEL 141 COLLECTIVE CONTROL 95 COLLECTIVE PITCH CONTROLS 29 COLLECTIVE SLEEVE 95 COLLECTOR GEAR 93 COMBUSTION SECTION 116 COMBUSTOR MODULE 104 COMPOSITE PANEL 66 COMPRESSOR MODULE 104 211 COMPRESSOR INLET AIR TEMP SENSOR T1 132 COMPRESSOR SECTION 109 COMPRESSOR WASH 108 CONDENSER UNIT 192 CONSTRUCTION 62 CONTINUOUS FUNCTIONAL CHECK 126 CONTROL PANELS AND CIRCUIT BREAKERS 143 COPPER MESH 63 CORPORATE INTERIOR 185 CORPORATE SEATS 185 CORPORATE SOUNDPROOFING 15, 185, 186 COURSE DEVIATION INDICATOR 168 COVERS AND TIEDOWNS 149 COWLINGS AND FAIRINGS 74 CREW DOORS 19 CROSSTUBES 77 CYCLIC CENTERING-[AMBER] 55 CYCLIC CONTROL 95 CYCLIC CONTROLS 28 D DAMPER 81 DATA DOWNLOAD CONNECTORS 40 DATA PLATE 80 DAY OR NIGHT VFR 11 DAY/NIGHT BACKLIGHT 39 DC POWER SYSTEM 141 DEBRIS COLLECTOR 93 DEFOG AIROUTLET 60 DEFOG OUTLETS 191 DEFOG SYSTEM 60 DEFROSTER SLOTS 191 DIFFERENTIAL PRESSURE INDICATOR 34 DIRECTIONAL [TAIL ROTOR] FLIGHT CONTROL SYSTEM 30 DIRECTIONALGYRO 171 DIVERTER VALVE 191 DOCUMENT CASE 58 DOCUMENT STOWAGE 12 DOCUMENTCASE 80 DOOR LOCKS 22 DOOR SEALS 21 DOOR SILLS 19 DOORS 18 DRAIN HOLES 25 DRIVESHAFT COVERS 70, 72 DRIVESHAFT SEGMENTS 88 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. DUAL CONTROLS 27, 160 DUAL LITTERS 182 DUAL TACHOMETER (NP/NR) 46 DUAL-POINT LATCHING 18 E EJECTOR TUBES 174 ELASTIC DEFLECTION 77 ELASTOMERIC BEARINGS 82 ELASTOMERIC MOUNTS 97 ELECTRICAL RELEASE 179 ELECTRICAL SYSTEM 141 ELECTRICAL SYSTEM SCHEMATIC 142 ELECTRICALLY HEATED 44 ELECTRONIC CONTROL UNIT 121 EMERGENCY FLOATS 156 EMERGENCY LOCATOR TRANSMITTER 172 ENCODING ALTIMETER 170 END PLATES 70 ENERGY ATTENUATION 77 ENGINE AIR INLET COWLING 74 ENGINE AIR INLET COWLING ASSEMBLY 75 ENGINE AIRFLOW 105 ENGINE ANTI-ICE-[AMBER] 55 ENGINE BELLMOUTH 107 ENGINE BLEED AIR DISCHARGE TUBE 119 ENGINE CHIP DETECTOR[AMBER] 55 ENGINE COMPARTMENT INSTALLATION 68 ENGINE CONDITION MONITORING 126 ENGINE CONTROL 120 ENGINE COOLING 117 ENGINE COWLING 74, 76 ENGINE DECK 107 ENGINE FUEL PUMP 131 ENGINE INLET SCREEN 108 ENGINE MOUNTED FUEL FILTER 131 ENGINE MOUNTS 107 ENGINE OIL FILL DOOR 76 ENGINE OIL FILTER 134 ENGINE OIL SYSTEM 133 ENGINE OIL SYSTEM SCHEMATIC 134 ENGINE OIL TEMPERATURE/ PRESSURE INDICATOR 47 ENGINE OPERATION PRINCIPAL 106 PRODUCT DATA ENGINE OUT-[RED] 52 ENGINE TORQUEMETER 46 ENVIRONMENTAL CONTROL UNIT 193 EQUIPMENT COMPARTMENT 68 EVAPORATOR UNITS 192 EVENT AND EXCEEDANCE RECORDING 39 EXCEEDANCE LIMITING 124 EXCEEDANCES 51 EXHAUST DUCT 119 EXHAUST SYSTEM 119 EXPANDABLE BOLT 84 EXTERIOR HANDLE 18 EXTERIOR LIGHTING SYSTEM AND POSITION LIGHTS 147 EXTERIOR PAINT SCHEMES 10 EXTERNAL CARGO HOOK 179 EXTERNAL NOISE LEVEL 150 EXTERNAL POWER RELAY 144 EXTERNAL POWER SYSTEM 144 EYEBOLTS 77, 79 F FADEC 103, 120 FADEC DEGRADED 129 FADEC DEGRADED-[AMBER] 55 FADEC FAIL 129 FADEC FAIL -[RED] 54 FADEC FAIL HORN 129 FADEC FAULT 129 FADEC FAULT-[AMBER] 55 FADEC MANUAL-[AMBER] 55 FADEC SYSTEM OPERATIONAL FEATURES 123 FADEC SYSTEM SCHEMATIC 122 FADEC DATA PORT 127 FADECMAINTENANCESWITCH 127 FAULT CODES 130 FEATHERBEARINGS 86 FIBERGLASS SPAR 83 FIELD/IGNITER RELAY 145 FILTER ELEMENTS 173 FIRE EXTINGUISHER 58 FIREWALLS 107 FIREWALLS & ENGINE PAN 67 FIRST REDUCTION STAGE [COLLECTOR GEAR] 93 FLEXIBLE COUPLING 87 FLEXIBLE PLATES 91 FLIGHT CONTROLS 26 FLIGHT INSTRUMENT SYSTEM 212 43 FLIGHT INSTRUMENTS 45 FLIGHT INSTRUMENTS GROUP 171 FLOAT BAGS 157 FLOAT BOTTLE 157 FOLD DOWNARM REST 16 FORCED AIR VENTILATION 190 FORWARD COWLING 74 FORWARD FAIRING ASSEMBLY 75 FORWARD FIRESEAL COVER 67 FORWARD POSITION LIGHTS 147 FORWARD ROLLOVERBULKHEAD 64 FORWARD SECTION 63 FORWARD TANK 137 FOUR MODULES 104 FRAHM DAMPER 84 FREE WHEELING UNIT 90 FREEWHEELING ASSEMBLY 104 FUEL BOOST PUMP 137, 138 FUEL BOOST PUMPS-[AMBER] 55 FUEL FILLER 137 FUEL FILLER CAP 136 FUEL FILTER (AIRFRAME)[AMBER] 55 FUEL LOW-[AMBER] 55 FUEL NOZZLE GROUND 80 FUEL PRESSURE INDICATOR AND DC AMPMETER 48 FUEL QUANTITY INDICATOR 48 FUEL QUANTITY PROBES 137 FUEL QUANTITY PROBES 140 FUEL REQUIREMENTS 140 FUEL SHUTOFF VALVE 137 FUEL SHUTOFF VALVE AND FUEL PRESSURE TRANSDUCER 140 FUEL SUMP DRAIN VALVES 138 FUEL SYSTEM 136 FUEL SYSTEM COMPONENTS 137 FUEL SYSTEM INDICATORS 139 FUEL SYSTEM SCHEMATIC 139 FUEL TRANSFER PUMP 137 FUEL TRANSFER PUMPS 138 FUEL TRANSFER PUMPS[AMBER] 56 FUEL VALVE SWITCH 140 FUEL VALVE-[AMBER] 56 FUELFILLERCAP 80 FULL AUTHORITY DIGITAL JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. ENGINE CONTROL 103 FUSELAGE 63 FUSELAGE FEATURES 65 FWD. FIREWALL 67 G GAS GENERATOR (NG) GOVERNOR 123 GAS PRODUCER GEARING 113 GAS PRODUCER TACHOMETER (NG) 47 GEAR SHAFT CASE 93 GEAR TRAIN SCHEMATIC 96 GEARBOX MODULE 104 GEARBOX COVER 70 GENERATOR 144 GENERATOR CONTROL UNIT 144 GENERATOR FAILURE-[AMBER] 56 GENERATOR RESET SWITCH 144 GENERATOR SHUNT 144 GENERATOR SYSTEM 143 GLOBAL POSITIONING SYSTEM 167 GPS / KLN-89B 167 GROUND HANDLING 79 GROUNDING PLUG 136 H HANDGRIPS 16 HANGER BEARING 88 HEAVY DUTY BATTERY 181 HIGH ROTOR RPM-[RED] 52 HIGH SKID LANDING GEAR 155 HINGE SUPPORT 76 HISTORICAL FAULTS 130 HOOK ASSEMBLY KIT 179 HOOK PROVISIONS KIT 179 HORIZONTAL SITUATION INDICATOR 169 HORIZONTAL STABILIZER 70, 71 HOURMETER 49 HYDRAULIC FILTERS 36 HYDRAULIC PUMP 36 HYDRAULIC RESERVOIR 36 HYDRAULIC SWITCH 37 HYDRAULIC SYSTEM 34 HYDRAULIC SYSTEM SCHEMATIC 35 HYDRAULIC SYSTEM-[AMBER] 56 HYDROMECHANICAL CONTROL UNIT 121 PRODUCT DATA I IGNITER 145 IGNITION EXCITER 132 IMPENDING EXCEEDANCE 40 INCLINOMETER 45 INDUCERBLEED PORT 110 INPUT GEAR SHAFT AND INPUT SPIRAL BEVEL GEAR 93 INSTRUMENT PANEL 42 INTERCONNECTLINE 137 INTERIOR HANDLE 18 INTERIOR LIGHTING 146 INTERMEDIATE SECTION 66 INTERNATIONAL CERTIFICATION 9 J JACKING 148 K KAFLEX 91 KCS 55A COMPASS SYSTEM 169 KEVLAR 85 KEVLAR SKINS 85 KING KMA 24H AUDIO PANEL 163 KING KX 155 162 KMA-24H ICS CONTROL PANEL 163 KR 87 ADF RECEIVER 164 KT 70 166 KT 76A 166 L LANDING GEAR 77 LANDING GEAR FAIRINGS 158 LANDING GEAR FAIRINGS 158 LANDING GEAR MICROSWITCH 48, 49, 78 LANDING LIGHTS 147 LCD EXCEEDANCE MONITORING 51 LCD INSTRUMENTS 41 LCD TORQUE / WITH TEST SWITCH 40 LEADING EDGE SLAT 71 LEVELING 148 LEVELING PLATE 148 LIFTING 148 LIGHTING PROTECTION 63 LIGHTING SYSTEMS 146 LINE CONTROL RELAY 144 LIQUID CRYSTAL DISPLAYS 39 LITTER DOOR 20 213 LITTER DOOR INSTRUCTIONS 20 LITTER DOOR-[AMBER] 56 LITTER KIT 182 LITTER PANEL WINDOW 24 LITTON SPECIAL DEVICES 39 LOW LEVEL FUEL WARNING SWITCH 140 LOW ROTOR RPM-[RED] 52 LOW SKID FAIRINGS 78 LOWER MAST BEARING SUPPORT 93 LOWER WINDOWS 25 LOWERCUTTER 194 M MAIN CASE 93 MAIN DRIVESHAFT 90 MAIN INPUT QUILL 93 MAIN ROTOR 81 MAIN ROTOR BLADE FOLDING 184 MAIN ROTOR BLADES 83 MAIN ROTOR DRIVE SYSTEM 90 MAIN ROTOR HUB 81 MAIN ROTOR MAST 94 MAIN ROTOR SERVOS 35 MAIN SWITCH PANEL 57 MAIN TANK 137 MAINTENANCE BUTTON 130 MANUAL MODE 127 MANUAL THROTTLE 29 MANUFACTURING AUTHORITY 9 MAST 90 MAST ASSEMBLY 94 MAST NUT 81 MEASURED GAS TEMPERATURE (MGT) INDICATOR 47 MISCELLANEOUS INSTRUMENTS 48 MODULAR DESIGN 104 N NAVIGATION TRANSCEIVER 162 NG OVERSPEED 126 NICKEL CADMIUM BATTERY 141 NIGHTSUN® 195 NOMEX HONEYCOMB 83 NON VENTED FILLER CAP 98 NON-VOLATILE MEMORY (NVM) 49 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. NON-ICING CONDITIONS 11 NONSLIP COATING 77 NP OVERSPEED SYSTEM 125 O OCCUPANT PROTECTION 64 OCCUPANT RESTRAINT 12 OIL BREATHER AND LINE 99 OIL COOLER 103, 135 OIL COOLER FAN 89 OIL COOLEREXHAUST 76 OIL DRAIN PLUG 99 OIL FILLER DOOR/SCREEN 73 OIL FILTER ELEMENT AND HOUSING 100 OIL LEVEL SIGHT GAGE 98 OIL PUMP 99 OIL TANK 135 OPTIONAL CABIN SLIDING WINDOW 59 OPTIONAL M/R BLADE FOLDING 84 OPTIONAL SLIDING WINDOW 19 OVERHEAD CIRCUIT BREAKER AND SWITCH PANEL 143 OVERHEAD CONSOLE 57 OVERSPEED FUNCTIONAL TEST 126 P PARKING AND MOORING 149 PARTICLE SEPARATOR 173 PEDAL ADJUSTER 33 PERFORMANCE MONITORING SYSTEM 40 PERMANENT MAGNET ALTERNATOR 132 PERMANENT MEMORY 128 PILOT AND FORWARD PASSENGER SEATING 12 PILOTS' CYCLIC 28 PILOTS DOOR WINDOW 24 PITCH HORN 82 PITOT TUBE 44 PITOT/STATIC SYSTEM 44 PLANETARY ASSEMBLY 93 POLYURETHANE PAINT 10 POSITION LIGHTS 147 POWER PLANT 103 POWER TURBINE (NP) GOVERNOR 123 POWER TURBINE GEARING 114 POWER UP FUNCTION CHECK 126 PROPULSION INSTRUMENTS PRODUCT DATA 46 PYLON ASSEMBLY 90, 97 Q QUICK DISCONNECT 27 QUICK DISCONNECT 34, 160 QUICK DISCONNECT FITTINGS 37 QUICK DISCONNECTPOWER PLUG 181 R RADIO PEDESTAL 58 RAM AIR INLET 60 RAM AIR SYSTEM 59 RECESSED STEP 65 RELIEF VALVE 37 RESTART FAULT 129 RESTART FAULT-[WHITE] 56 RESTRAINT 97 RING GEAR 93 ROLLOVER PROTECTION 64 ROTOR BRAKE 180 ROTOR BRAKE 180 ROTOR TRACK & BALANCE PROVISIONS 89 RPM WARNING HORN MUTING SYSTEM 53 S SAVITAD 97 SEARCHLIGHT 195 SERVO ACTUATOR DESCRIPTION 38 SERVO ACTUATOR SUPPORT 36 SEVEN PLACE SEATING 11 SHEAR BEARINGS 82 SHOULDER HARNESS 12 SIGHTGLASS 97 SINGLE LITTER 182 SINGLE PILOT OPERATION 11 SKID SHOES 78 SKYLIGHT 25 SLAM CLOSING 18 SLATS 71 SLIDING CABIN WINDOW 186 SLING LIFTING 148 SNOW BAFFLES 178 SOLENOID SWITCH 34 SOLENOID VALVE 37, 157 SOLID STATE DESIGN 39 SOUNDPROOFING 17 SPACER 90 SPEED PICKUP SENSORS 132 214 SPRAG CLUTCH 104 STABILIZER ASSEMBLY 71 STAINLESS STEEL 83 STAINLESS STEEL ABRASION STRIP 83, 85 STANDARD BOLT 84 STANDARD SEATING & INTERIOR TRIM 13 STANDBY MAGNETIC COMPASS 46 START-[WHITE] 56 STARTER GENERATOR 111, 144,145 STARTER RELAY 145 STARTER SWITCH 145 STARTER/IGNITER SYSTEM 145 STATIC PORTS 44 STOWABLE HEADREST 13 STRUCTURAL INTEGRITY 64 SUN GEAR 93 SUPPORT BEAM 77, 78 SURGE DETECTION AND RECOVERY 124 SWASHPLATE 95 SWASHPLATE 28, 29 SYSTEM BUILT IN TEST 125 T TAIL LIGHT 73, 147 TAIL ROTOR 85 TAIL ROTOR BLADE 85 TAIL ROTOR DRIVE SYSTEM 87 TAIL ROTOR DRIVESHAFT FIRESEAL COVER 67 TAIL ROTOR GEARBOX 86 TAIL ROTOR GEARBOX CHIP DETECTOR-[AMBER] 56 TAIL ROTOR GEARBOX FAIRING 73 TAIL ROTOR HUB 86 TAIL ROTOR PEDALS 33 TAIL ROTOR PITCH CHANGE 87 TAIL ROTOR SERVO 35 TAIL SKID 72, 78 TAILBOOM SECTION 70 TEMPERATURE SENSOR 191 THE PILOT'S STATION 26 THREE JACK POINTS 148 THRUST BALANCE 117 TIE DOWN LOOPS 69 TITANIUM ENGINE PAN 67 TMOP (TORQUE METER OIL PRESSURE) 124 TOP CASE 93 TORQUE METER OIL PRESSURE SENSOR 132 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. TORQUEMETER 115 TOW RING 79 TOWING RING 155 TRANSFER SYSTEM 138 TRANSMISSION 90 TRANSMISSION & FREEWHEELING CHIP DETECTORS 102 TRANSMISSION ASSEMBLY 92 TRANSMISSION CHIP DETECTOR -[AMBER] 56 TRANSMISSION COWLING 74 TRANSMISSION COWLING ASSEMBLY 75 TRANSMISSION GEAR RATIO 96 TRANSMISSION HIGH PRESSURE OIL FILTER BYPASS VALVE 101 TRANSMISSION MOUNTING 97 TRANSMISSION NR MONOPOLE PICKUP [RPM SENSOR] 95 TRANSMISSION OIL FILLER CAP 99 TRANSMISSION OIL FILTERBYPASS VALVE & INDICATOR 101 TRANSMISSION OIL JETS 100 TRANSMISSION OIL LEVEL SIGHT GAGE 100 TRANSMISSION OIL MANIFOLD 100 TRANSMISSION OIL PRESSURE REGULATOR VALVE 101 TRANSMISSION OIL PRESSURE SWITCH 102 TRANSMISSION OIL PRESSURE TRANSDUCER 102 TRANSMISSION OIL SYSTEM 98 TRANSMISSION OIL SYSTEM HOSES & TUBE ASSEMBLIES 102 TRANSMISSION OIL TEMP BULB 102 TRANSMISSION OIL TEMPERATURE/PRESSURE INDICATOR 47 TRANSMISSION OIL THERMOSTATIC VALVE 101 TRANSMISSION OIL THERMOSWITCH 102 TRANSPONDERS 165 TREND ARC 49 TURBINE MODULE 104 TURBINE SECTION 118 PRODUCT DATA TURBINE SECTION SCHEMATIC 118 TURN& SLIP 171 TWO RUGGED BULKHEADS 64 U UNION FILTER 100 UPPER CUTTER 194 V VENTCONTROLKNOB 60 VENTILATION SYSTEM 59 VENTLINES 137 VERTICAL FIN 70, 72 VERTICALCONTROLTUNNEL 64 VHF COMMUNICATION 162 VORTEX GENERATOR 174 W WATER DRAIN 60 WEIGHT POCKET 84 WINDOWS 23 WINDSHIELDPROTECTOR 194 WINDSHIELDS 23 WIRE STRIKE PROTECTION SYSTEM 194 Y YOKE 82 215 JANUARY 2003 THIS IS AN UNCONTROLLED DOCUMENT. THIS ELECTRONIC DOCUMENT MAY HAVE BEEN SUPERCEDED. THE MOST CURRENT DOCUMENT INFORMATION IS AVAILABLE FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE. P.O. Box 482, Fort Worth, Texas 76101, Phone: (817) 280-2800, Fax: (817) 278-2800 www.bellhelicopter.textron.com BELL HELICOPTER TEXTRON DIVISION OF TEXTRON CANADA LTD. 12,800 rue de l' Avenir Mirabel, Quebec, Canada J7J1R4 Phone: (450) 437-2729 Fax: (450) 437-2066 The data set forth in this brochure are g eneral in nature and may vary with conditions. For performance data and operating limitations for any specific flight mission reference must be made to the approved flight manual. Written, Edited & Layout b y: Dave Wyatt 817-280-6918 E-Mail Address: dwyatt@bellhelicopter.textron.com PRODUCT DATA © 2003 Bell Helicopter Textron Inc. All Rights Reserved. Printed in USA [Rev. 2 - 031015] Januar y 2003 216 JANUARY 2003