BELL HELICOPTER BELL 430 Product Data

Product Data

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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 Technical Information Booklets.

©Copyright, Bell Helicopter Textron, Inc., 2003 ®™, 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.

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BELL 430

PRODUCT DATA

CONTENTS

SECTION ONE GENERAL DESCRIPTION OF

THE STANDARD CONFIGURATION

SECTION TWO OPTIONAL EQUIPMENT

FACTOR Y INSTALLED
BHTC & VENDOR STC KITS

SECTION THREE DIMENSIONS,

DESIGN SPECIFICATIONS
AND WEIGHTS

ALPHABETICAL INDEX

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Atmosphere

Rate of Climb

Speed and Distance

INTERNATIONALLY APPROVED ABBREVIATIONS

GLOSSARY

C

Degrees Celsius (° is not required if meaning is clear.)

ISA

ISA+20 C
ISA+30 C

SL

R/C

ft/min

m/s

km

km/h

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.

Feet per minute.

Meters per second. (One meter per second is 3.28 ft/s )

h

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.)

Weights

Performance
Definitions

mph

nm

sm

kg

IGE

OGE

max

Maximum Endurance

Speed

Long Range Cruise

Speed

M

Meter/meters. (One meter equals 3.28 feet.)

Statute miles per hour. (One mile per hour equals 0.87
knots. )

Nautical miles.

Statute miles.

Kilogram/kilograms.

lb

Pound/pounds. (One pound equals 0.45 kilograms.)

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.

Pressure Altitude

Service Ceiling

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The altitude indicated on an altimeter or barometer when
the sea level standard pressure reading is the reference
(1013 millibars (29.92 inches) of mercury).

The altitude at which the maximum rate of climb capability
is 0.5 meters per second, 100 feet per minute.

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SECTION ONE

GENERAL DESCRIPTION OF

THE STANDARD CONFIGURATION

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SYSTEMS OVERVIEW

Introduction

The Bell 430, a 9 to 11 place twin turbine powered helicopter, is the latest version of
Bells' well proven INTERMEDIATE TWIN helicopter series whose heritage reaches

back almost 20 years. This latest model in the series blends the attractive lines of the
222/230 family with Bells' advanced Model 680 Rotor Design.

ADVANCED
FOUR-BLADED
MAIN ROTOR

The Bell 430 FOUR-BLADED bearingless rotor system features primary structural
elements constructed of composite materials to avoid corrosion and to provide benign,
easily detectable failure modes, along with "on-condition" (no retirement life) operation.

Main rotor blade pitch change as well as flapping and lead/lag motions occur through
flexing and bending the two composite yokes (with fluid filled dampers and shear

restraints), rather than by means of the customary hinges and lubricated bearings.
The four blades of the main rotor are of all composite construction with a replaceable
metal leading edge abrasion strip. They are designed for on-condition replacement

and are fully interchangeable. A simplified pylon support system attaches the rotor
and transmission systems to the fuselage.

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STRETCHED FUSELA GE WITH OPTIONAL PANEL DOOR

The passenger cabin is longer than that of the Bell 222/230 to give each of the three
main cabin seat rows more pitch, making the accommodations more comfortable and

the ride more pleasant. An optional
ease of access for cargo or litters. Located between the left crew and passenger doors

it is attached by hinges to the fuselage and the passenger door in a manner similar to
the Litter Door of the Bell LongRanger & 407 series.

hinged panel door kit is available to provide greater

CABIN STRETCH WITH OPTIONAL LITTER DOOR

COMFOR T F EATURES

The spacious cabin is easily entered through the wide (nearly 180°) opening passenger doors, and provides comfortable

seating for seven (standard seats) , with
ample room for baggage. The 1.05 cubic

meter (37.2 cubic feet) aft baggage
compartment is accessible through it's own
door, or through the rear cabin partition.

Cabin furnishings include the high backed
non-folding seats with three-point lap /

shoulder restraints, and the standard
deluxe interior trim, headliner /
soundproofing, hard thermoplastic wall

covering, and vinyl floor covering. The SIX
large cabin windows afford each

passenger a panoramic view. The cabin
ventilation system directs fresh outside
air to each seat from individual overhead

outlets. In flight, the cabin's occupants
receive a smooth vibration-free ride,

®

courtesy of the LIVE

suspension.

MAIN PASSENGER DOOR

OPTIONAL LITTER DOOR

BAGGAGE DOOR

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SAFETY FEA TURES

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The primary design parameters of the Bell
430 emphasize safety in every aspect of

OCCUPANT PROTECTION BY REDUNDANT

FUSELAGE LOAD PATHS

the aircraft. All critical flight systems are
either duplicated or isolated / separated

to meet / exceed the specifications of FAR
Part 29 Category A. Redundant load paths

are incorporated throughout all safety-of-
flight components, such as the main rotor

blades, transmission attachment, and flight
control linkage. Fuselage integrity is

ensured through two integral roll-over
bulkheads at the

front and rear of the cabin.

The fuel supply is contained in rupture-
resistant fabric and rubber cells which have

been drop-tested when 75% full from 15
meters (50 feet) without spillage, and are

interconnected with break-away self-
sealing fittings.

ROLLOVER BULKHEADS

ROLLS-ROYCE 250-C40B ENGINES WITH FADEC

The engines selected for the Bell 430 are the Rolls-Royce 250-C40B. These are a
growth version of the well - proven 250-C30 engine series from Rolls-Royce which
provide reliable power under the extremes of climatic conditions. The Rolls-Royce 250

engine series has accumulated over 100 million hours of flight time, with deliveries
totaling over 30,000 engines. Controlling each engine is a Full Authority Digital

Electronic Control (FADEC). The FADEC provides automatic starting, is able to
maintain rotor speed and engine matching within closer tolerances, and to offer a 30-

second

single engine rating to enhance Category A operations. Additionally, as in all

Bell Helicopters, MANUAL power management of each engine is immediately available
to the pilot through the collective-mounted twist grip throttles.

ROLLS-ROYCE 250-C40B ENGINES FADEC ELECTRONIC CONTROL UNIT

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INTEGRA TED INSTRUMENT DISPLAY SYSTEM (IIDS)

Another new feature of the Bell 430 is the Integrated Instrument Display System (IIDS) which reduces the size of the instrument panel and gives the flight crew more forward field of view. The

control, essential parameters of critical helicopter systems. The IIDS also controls the
Chip Detector/Fuzz Burner Functions for both engines (2 each) and the transmission

/ tail rotor (6/1). Additionally, the IIDS has new maintenance and power assurance
functions. As a bonus, the IIDS is a valuable tool which also helps to increase the
helicopter's reliability and maintainability.

Dual Displays help the flight crew to track, as well as to

INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) - SHOWN WITH OPTIONAL EQUIPMENT

MAINTAINABILITY FEATURES

The Bell 430 is engineered for reliability and ease of maintenance. Built in steps and
work platforms, along with plentiful access panels, doors, and inspection windows

provide for quick and thorough preflight checks and servicing. Primary components
and systems are designed for routine servicing while remaining installed on the aircraft.

Major service intervals are among the longest in the rotorcraft industry due to Bell's
traditionally
have not, and will not change ; Bell Helicopter's commitment to

operation, and reliable, responsive helicopters that are supportable and economic
through their lifetimes.

PRODUCT DATA JANUARY 2003

long Time Between Overhaul / Retirement Life components. Some things

safety, low cost of

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LANDING GEAR CHOICE

The basic airframe of the Bell 430 is provided with complete provisions for delivery in
either of
RETRACTABLE TRICYCLE WHEEL LANDING GEAR.

two configurations;the standard SKID LANDING GEAR , or the optional

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BELL HELICOPTER TEXTRON CANADA, LTD.

The Bell 430 is assembled at Bell Helicopter Textron Canada, Ltd. The manufacturing facilities are situated in Mirabel, Quebec, 19 miles (30 kilometers) North of Montreal.

The plant is a short drive from

Dorval International Airport. The 152-acre site in Mirabel

includes a 529,000 square foot facility that houses manufacturing, fabricating, processing,
assembly, engineering design, research and development, product support engineering,

marketing and administration.

MANUFACTURING AUTHORITY

The Bell 430 received its Canadian Type Approval Certificate [H-88] on February 23,

1996. The Bell 430 was also certificated by the FAA in accordance with provisions of 14
CFR Section 21.29 on April 11, 1996. Initial deliveries of the new Bell 430 began in

February 1996.

BASIS OF CER TIFICATION

The Bell 430 is certified under FAR
the Bell 430 is approved under Canadian Airworthiness Manual Chapters 529, Sections

529.1301.1, 529.1557(c), 529.1518 (e), and 529.1093 (b) (1) (ii).

Part 29, Category B requirements . Additionally,

INTERNATIONAL CERTIFICATION

A new Bell 430 is delivered with a Canadian Certificate of Airworthiness for Export,
which may be readily exchanged for a Certificate of Airworthiness in the
country.

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destination

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EXTERIOR PAINT SCHEMES

The overall eye appeal of the Bell 430 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 430 comes in
THREE basic color scheme designs illustrated below, each in THREE colors. The

colors are selected from the many shown in the IMRON paint chip chart available
from the Bell representative.

A

B

C

Special company colors, paint design, logos, etc., can be negotiated.

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GENERAL DESCRIPTION

OF THE STANDARD CONFIGURATION

SERIAL NO. 49001 AND SUBSEQUENT

The Bell 430 is the newest of the Bell intermediate twin engine helicopters and is designed
to carry nine to ten adults comfortably, including the pilot. The Bell 430 is approved
for single pilot operation (standard

under day or night VFR non-icing conditions as a Transport Category Rotorcraft (FAR
Part 29, Category B). The standard Bell 430 incorporates all of the redundant systems

necessary for Category A certification.

nine place seating) and is certified for land operation

SEVEN STANDARD CABIN

PASSENGER SEATS IN

THREE ROWS [ 2 X 2 X 3 ]

PILOT'S

SEAT

FORWARD

PASSENGER

OR COPILOT SEAT

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]. Seven additional passengers can be accommodated

in the spacious main cabin. Passengers can enter the cabin from

either or both sides.

Two rows of two seats, centrally located, face forward. The remaining three seats are
in a row, facing forward, on a bench at the rear of the compartment. This is the STANDARD

nine place interior. Headliners, soundproofing, carpet and upholstered seats add to
the comfort. Conversion from

passenger to cargo configuration is easily accomplished

by removing the cabin seats.

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430 SEATING

PILOT AND FORW ARD PASSENGER SEATING

Two individual ergonomically designed energy-attenuating bucket 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 &

FOUR POINT

RESTRAINT

HARNESS

left front seat have double straps / the
passenger cabin has single straps], and

an adjustable seat belt. The inertia reel is
provided with an anti-rebound lock feature

and is capable of retracting 56 centimeters
(22 inches) of web belt.

CREW SEAT

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INERTIA

REEL

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CABIN SEA TING & INTERIOR CHOICES

Standard Seating

seat belts and single strap shoulder harness and inertia reel, arranged with two rows
of two, and one row of three forward facing seats. Available in DARK RED, BLUE, BROWN,

or GRAY fabric covered cushions. (108.6 lbs. [49.3 Kg.] included in the standard
configuration weight.) All leather or vinyl is available as an option. This configurations

also available with optional
passenger seats.

- Seven fabric covered high-backed non-folding seats with individual

energy attenuating (either with or without folding seatbacks)

Corporate Interior-

This optional higher level of interior trim complements the executive

seating, but may also be specified with the standard seating, and includes: Floor covered
with tightly woven wool carpet; Side wall armrests covered in color coordinated leather,

with fine hardwood accent trim; Color coordinated seat belts; Color coordinated leather
covering for the crew and passenger seat backs; Decorative accent fabric covering for
the aft cabin bulkhead and small control column bulkhead. (When installed a net increase

of 10.3 lbs. [4.7 Kg.]).

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8-Place Corporate Seating

- Six deep bolstered fine wool fabric covered high-backed
seats with individual seat belts and single strap shoulder harness and inertia reel, in
the traditional CLUB arrangement, with one row of three facing rearward, and one row

of three facing forward. Available in eight

color coordinated choices of fabric covered

cushions. (88.0 lbs. [39.9 Kg.]-when installed a net decrease of -3.7 lbs. [-1.7 Kg.]). All

leather is available as an option.

Additional Corporate Seating Arrangements -

five passenger seats in the cabin, and

one or two refreshment / entertainment cabinets

Cabin seating options with four or

are also available;

7-Place Corporate Seating w/one cabinet-[67.5 lbs. (30.6 Kg.), net -22.1 lbs. (-10.0
Kg.)]

6-Place Corporate Seating w/two cabinets-[Customized, net +35 to 50 lbs.(+16 to
25 Kg.)]

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ADDITIONAL CABIN SEATING & INTERIOR CHOICES

Customized 10-Place Forward Facing Seating

energy attenuating seats with individual seat belts and single strap shoulder harness

and inertia reel, arranged with one row of two, and two rows of three forward facing
seats. The

outboard two seats in the middle row fold forward to provide access to the

rear row. Available in DARK RED, BLUE, BROWN, or GRAY fabric covered cushions.
(134.0 lbs. [60.8 Kg.]-when installed a net increase of 48.3 lbs. [21.9 Kg.]). All leather

or vinyl is available as an option.

- Nine fabric covered high-backed

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Customized EMS - Single Pivoting Litter [illustrated below] -

Customized EMS interiors
are available to meet a broad range of Hospital Based or Public Agency medical transport
and critical care requirements. The Bell 430 cabin offers ample space for either single

3

or dual pivoting litter installations. The 158 cubic foot (4.5 M

) cabin volume provides

an unmatched work area for multiple medical attendants, with care provided at the
head of the patient, along with a complete complement of fixed and portable life support

3

equipment [An additional 37 cubic feet (1.1 M

) of space located in the cabin accessible

baggage compartment].

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CARGO

When cargo is transported, it may be secured against shifting by attachment of straps
and tie-down rings to the 16 recessed studs found in the cabin floor.

The studs are all stressed for maximum loads of 1134 kilograms (2500 pounds) force,
from perpendicular to 30° in any direction.

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SOUNDPROOFIN G

A highly effective soundproofing installation has been engineered for the Bell 430,
and is provided at no additional cost, unless the customer declines its installation.
This provides the customer flexibility where non-Bell interior completions are planned,

or utility operations require the minimum aircraft empty weight / maximum available
payload. The Basic Soundproofing Installation reduces the noise entering the cabin

from the engine and transmission compartments. The soundproofing material consists
of a heavy duty blanket which fits between the headliner and interior trim panels, and
the airframe. The blanket is constructed from alternating layers of sound-attenuating

composite foam, lead foil, and vinyl covered fiberglass batting. Access panels and
bulkhead passages for wiring, ducting, and plumbing are sealed to eliminate extraneous

sound paths.
The installation is compatible with only the STANDARD INTERIOR TRIM. The installation

is not compatible with the optional CORPORATE INTERIOR TRIM or with highly
customized interior completions (such as "COCOON" isolation-type interiors).

The increase in weight with the soundproofing installed is 43.0 kilograms (95.0 pounds).
If the optional auxiliary fuel tank is also installed, the weight increase is 43.2 kilograms

(95.3 pounds).

STANDARD SOUNDPROOFING BEHIND INTERIOR TRIM PANELS REDUCES

NOISE IN THE CABIN FROM THE ENGINES AND TRANSMISSION

[SOUNDPROOFING WEIGHT IS NOT INCLUDED

IN THE STANDARD CONFIGURATION WEIGHT]

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CREW COMPARTMENT

Access to the crew compartment is provided on either side through large doors which are hinged at the forward edge. The doors are secured by a three-point / dual-action latching system and feature full perimeter sealing against wind noise or water leaks.

A hinged metal strap, with a strong spring action , is mounted on the bottom edge of the
door to hold it in the open position. The external door handles are flush-mounted ,

spring-loaded levers, which are easy to grasp and turn. The internal handles are of the lift-up type, with an adjacent hinged assist handle. A common keyed lock is shared with the cabin/baggage doors.

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.

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GLASS WINDSHIELDS

Excellent visibility is provided in the crew
compartment by two large glass
windshields and acrylic windows in the

doors, lower nose, and roof. Each crew

door window has a clear vision window
in it's upper center section. The small

window is hinged at the bottom, latched at
it's top, and is sealed for protection against

wind and water.

SKYLIGHT

STANDARD GLASS WINDSHIELDS

STANDARD WINDSHIELD WIPERS

CLEAR VISION WINDOW

CHIN WINDOW

WINDSHIELD WIPERS

A windshield wiper is installed on each windshield. The wipers operate in
synchronization and are controlled by a single switch located on the overhead console.

The switch has four positions, HIGH, LOW, OFF, AND PARK.

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CREW SEATING FEATURES

Energy attenuating bucket seats are provided for the pilot and left front passenger.
These seats are upholstered with flame retardant materials and are individually
adjustable

to rails built into the floor and allow forward / rearward movement up to 11.4 centimeters
(4.5 inches), locking every 2 centimeters (0.8 inches). The control lever is on the right

lower seat support. Each seat has its own seat belt and dual-shoulder harness with
inertia reel. The metal buckle of the lap belts accept the clips at the ends of the shoulder
harness straps. One release motion serves to disengage the buckle and straps. The

inertia reel locks automatically to restrain the seat occupant when it senses sudden deceleration.

Each of the crew seats weighs approximately 12.7 kilograms (28 pounds).

fore and aft and up and down. Attachments on the bottom of the seats fit on

The seat back is supported by three
vertical columns, which permit up and

down adjustment of up to 8.9 centimeters
(3.5 inches). A lever under the right forward

edge of the seat controls the movement,
while an assist spring in the central column

make upward adjustment easy. The central
column also contains frangible material

which absorbs energy and allows the seat
to stroke downward in the event of severe
impact. The seats are designed to begin

absorbing energy as a 77 kilogram (170
pound) mass reaches 14.5 g's downward

acceleration.

FWD/AFT
RELEASE

MOUNTING

RAILS

UP / DOWN

RELEASE

A crew step built in to the forward tip of the skid landing gear allows easy entrance

and exit.

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COCKPIT FEATURES

The standard instrument panel is equipped with the basic VFR flight instruments with ample space to add a wide selection of options. Visibility forward and to the side is excellent due to the panel's low, compact design. The standard VHF-AM communications

system (
two-way amplitude-modulated voice communications within the frequency range of

118.000 MHz to 135.975 MHz. The radio's control head is located on the upper center
section of the instrument panel. The remote mounted transceiver unit is located in the
nose avionics compartment and the antenna is on the aircraft belly. The transmit function

is controlled by a switch on the cyclic stick and the floor mounted foot switch.

VHF comm No.1) is a King KTR-908 lightweight airborne radio. It provides

VHF COMM 1 CONTROL HEAD PILOTS INSTRUMENTS [STANDARD

ELECTROMECHANICAL]

PILOT CYCLIC TRANSMIT SWITCH

FLOOR TRANSMIT SWITCH

A center pedestal between the two cockpit seats contains the pilots' ICS control panel,
pilot and left seat ICS / radio foot switch selectors, and gyrocompass control switch.
The remaining space is available for optional equipment.

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COCKPIT FURNISHINGS

A hand-portable Halon fire extinguisher is located in the cabin. Installed on the vertical
control tunnel's left side in a quick-release bracket, it is readily accessible to the pilot
or passengers. A first aid kit is mounted in between the two cockpit seats.

FIRE EXTINGUISHER

FIRST AID KIT

Two ash trays, one on each side of the cockpit, are located near the forward door posts
at arm level. An aircraft DC electric powered cockpit utility light is located at the rear
of the overhead control panel. It may be removed from its mounting and used by either

crew member by means of its coiled cord.

UTILITY LIGHT

[ GRIMES LIGHT ]CREW ASH TRAY

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Map pockets are located in the lower portion of each crew door. An approach plate holder and directable map light are located on the pilots' door. The approach plate

holder swings up into position near the standby magnetic compass, directly below the
map light.

DOOR MAP POCKET

SAFETY MIRROR

MAP LIGHT IS

DIRECTABLE

AND DIMABLE

APPROACH PLATE HOLDER

SWINGS AWAY IF NOT NEEDED

A convex safety mirror on the left inside door post allows the pilot to observe cabin
security / loading passengers at a glance, with a minimum of effort, and upper body
movement.

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PASSENGER / CARGO COMPARTMENT

The passenger/cargo compartment
occupies the aft portion of the cabin,
enclosing a volume of 4.5 cubic meters

(158 cubic feet).

Access to the passenger compartment is provided through two wide-opening doors,
one on each side. The doors are hinged at their forward edge, and swing open through
nearly 180° to present an almost unobstructed threshold to the cabin. The door opening

is 0.9 meters (35.6 inches) wide by 1.45 meters (57 inches) high. The three-point
latching system, and slam-closing feature insure a secure, tight fit when closed. The

flush exterior handles, common keyed lock, and full perimeter sealing are the same as for the crew doors. Additionally, a door open indicator pin, visible to the pilot, identifies an unlocked door. The door hinge incorporates hold-open detents at approximately

90° and 115° and a pin-type securing mechanism which enables the door to be locked
in it's forward position.

CLOSED

DOOR OPEN INDICATOR

OPEN

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EMERGENCY EXITS

The cabin door windows are fabricated from tinted stretched acrylic, mounted in silicone
rubber molding. The window openings are 0.67 meters (2.2 feet) wide by 0.52 meters

(1.7 feet) high, and serve as emergency exits when pushed out at the lower corners.

CABIN FURNISHINGS

Included in the standard interior trim are; entry assist straps at each cabin door, hinged
door closure assist handles, four ash trays, durable padded VINYL floor covering

or plush

trays are located in the outboard window trim panels, three on each side of the cabin.
The weight of the standard utility interior trim is 33.8 kilograms (74.5 pounds) and is

included in the standard configuration

NYLON loop carpet , hat-rack stowage area, and cabin dome lights. Six ash

.

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STANDARD SEATING

The nine place[ seven cabin seat ]utility interior is standard. There are three rows
of cabin passenger seats,
and one forward). The

belts / shoulder harnesses meet the latest FAR specifications for occupant restraint.
The seats are comfortably upholstered in flame retardant fabric, and feature advanced

ergonomic design.

one aft row of three, and two rows of two (one intermediate

lightweight folding seats with high backs and individual lap

FLOOR FITTING

The seats are secured to the floor of the cabin with quick-release / positive locking
ring-on-stud type fasteners. They are easily removed in only moments to convert the

cabin for carriage of large or bulky cargo. The average weight for each two seat module
is 15.9 kilograms (35 pounds). The average weight for each individual rear row seat

is 6.8 kilograms (15 pounds). The total weight of the standard seating is 49.3 kilograms

(108.6 pounds).

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The long cabin has room for comfortable seat pitch in the standard 9 place seating arr angement.
The standard arrangement has:

•Two seats in the cockpit

•Two seats in the front row of the passenger cabin

•Two seats in the middle row, and

•Three seats in the aft row.

Seat pitch is generous:

•35.9 inches, 91.2 centimeters, between the crew seats and the front row.

•34.8 inches, 88.4 centimeters, between the front and middle rows,

•35.6 inches, 91.2 centimeters, between the middle and aft rows.

PHOTOS FOR ILLUSTRATION

OF DOOR WIDTH ONLY

[SEATS SHOWN ARE OPTIONAL

8-PLACE

CORPORATE CONFIGURATION]

OPTIONAL

LITTER DOOR

54 INCHES [1.37 METERS]

WIDE ACCESS

STANDARD

36 INCHES [ 0.92 METERS]

WIDE ACCESS

These seat pitch values are well in e xcess of the 30 to 32 inches found in the coach section of jet
airliners. The standard left and right cabin doors open to an unobstructed area of 3 feet, 92

centimeters, wide by 4 feet, 122 centimeters, high. A n optional hinged panel door kit is avail-
able that consists of two doors on the left side of the cabin. The main door is identical to the right
one. It is attached with a hinge to a panel door in a manner similar to the Bell LongRanger series.

This panel door also is hinged, and both doors can s wing open to give a 54 inch, 137 centimeter,
access to the cabin to facilitate litter or bulky cargo loading.

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FLIGHT CONTROLS

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Conventional helicopter flight controls are provided to control

attitude, altitude, and direction. Inputs from the cyclic and collective controls are transmitted to the MAIN ROTOR, and inputs to the anti-torque (directional control) pedals are transmitted to

the TAIL ROTOR. The flight control system is a direct mechanical linkage, using only
push-pull tubes and bellcranks. All bearings in the tubes and bellcranks are spherical,

self-aligning, and require no lubrication. There are no cables or pulleys to require
tension adjustments or fraying inspections.

CYCLIC AND COLLECTIVE SERVOS

TAIL ROTOR SERVO

HYDRAULIC BOOSTED CONTROL

The CYCLIC and COLLECTIVE controls have dual hydraulic servo actuators , and
the DIRECTIONAL controls have a single hydraulic servo actuator to amplify the
force of the pilot's inputs. The hydraulic servo actuators also prevent feedback forces

from the rotor systems from moving the pilot's flight controls.

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CYCLIC CONTROL SYSTEM

The cyclic control stick attaches to the floor, directly in front of the pilot's seat. A
direct linkage beneath the floor separates fore and aft, and lateral inputs, and transmits
them through the vertical control tunnel to the respective servo actuators. Provisions

to connect the optional dual/copilot control kit are standard.

CYCLIC STICK GRIP

The cyclic grip has a two-position radio "trigger" switch on it's forward face. The first
detent activates the
transmitter. Space is provided on the grip for additional switches used to control optional

equipment. A friction adjustment control, located at the cyclic's base, allows the
pilot to

PRODUCT DATA JANUARY 2003

set the desired amount of control resistance .

intercom, while the second activates the VHF communications

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COLLECTIVE CONTROL SYSTEM

The collective control lever attaches to the cabin floor on the pilot's left, at the base of
the pedestal. A direct linkage, beneath the floor, transmits collective input through
the vertical control tunnel to the collective servo actuator. Provision to connect the

optional dual/copilot control kit is standard. The standard collective-mounted
grip engine throttles are arranged horizontally on the left side of the control head, and

align directly with their respective engine instruments . They are always available for
pilot management,

without releasing the collective lever. The left/right arrangement

corresponds to the physical engine location; left - No.1/left- No.2/right. This insures
correct identification of engine/throttle.

THROTTLES
NO. 1 / NO. 2

twist-

STICK

SHAKER

The Bell 430 collective lever incorporates some unique design features which reduce
pilot effort and enhance safe operation. The collective operates in a near horizontal

arc (i.e.; increasing collective pitch equates to more rearward than upward motion of
the lever) perpendicular to any vertical rotor system vibrations, which eliminates any
pilot induced oscillations . The motion is natural and pilot control inputs are instinctively

correct. The throttles are canted aft about 10° and form a comfortable and natural left
hand grip. Bold white lines on the finely ribbed black rubber grips visibly

indicates

throttle position throughout their range. Throttle motion is conventional and instinctive;
rotating

up and forward to open and down and rearward to close. A stick shaker is

located on the collective lever, and when an impending OVERTORQUE condition is
sensed by the IIDS it functions (vibrates) to warn the pilot to reduce power. A shaker

test button is located on the pedestal.

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Throttle friction adjustment is provided by a large knurled ring on the right side of the
collective lever. The engine RPM (N

) control is located at the top of the collective.

P

This two-way RPM "beep" switch serves to adjust RPM of both engines simultaneously when moved fore/aft (for fine adjustment of rotor RPM). A collective control box is

attached just below the throttles. It contains the FADEC MATCHING switch (which selects either torque or temperature matching for the engines), the idle stop release

switch (which permits the respective throttles to advance past idle or to be closed),
the landing/searchlight's

on-off-stow and directional switches, the VHF comm No.1

standby frequency transfer button, and the IIDS Scroll switch (which allows the pilot
to advance through the IIDS secondary display pages). There is extra space provided

for optional equipment controls.

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ANTI-TORQUE [ DIRECTIONAL CONTROL ] SYSTEM

This system transmits movement from the
control pedals to the tail rotor. The direct
linkage under the floor transmits input

through the belly control tunnel to the single
servo-actuator and on to the tail rotor.

TAIL ROTOR SERVO

There is a pedal length adjustment knob located at the rear base of the pedestal,
which allows approximately 10.2 centimeters (4 inches)
relative to the pilots feet. Provisions exist for both the addition of the

fore/aft movement of the pedals

optional dual/

copilot control kit, and the hydraulic brake pedals of the optional wheel landing gear.

PEDAL ADJUSTMENT
CONTROL KNOBS

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COLLECTIVE

FRICTION

CONTROL

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HYDRAULIC SYSTEM

The Bell 430 has two completely
independent hydraulic systems, each with
its own reservoir, variable-delivery pump,

integrated valve and filter module,
temperature and pressure monitoring

sensors, "Quick Disconnect" ground test
fittings, check valves, pressure and return
manifolds, and distribution network. Each

of the variable-delivery pumps is powered
by separate drive quills located on the left

and right freewheeling units of the
transmission.

•EXAMPLE•

The three dual hydraulic servo actuators in the cyclic and collective control system
are operated by both systems, which are designated PC 1 and PC 2. Additionally, the

directional control (ANTI-TORQUE) system servo actuator is powered by PC 1, and

provisions exist for PC 2 to power the optional wheel landing gear retraction mechanism.
Both systems operate

continuously, but may be individually de-energized for functional

preflight system check. Two switches (HYD #1 & HYD#2), located on the overhead
console, control solenoid valves and are connected so that only one system at a time

can be de-energized.
The cyclic and collective servo actuators are mounted on the forward side of the

transmission in order to isolate them from any inputs caused by pylon motion.
The lower half of each servo is powered by PC 1, while the upper halves are powered

by PC 2. The nominal operating pressure of both systems is 10,342 kPa (1500 psi)
throughout the approved temperature range of -54° to +82°C (-65° to +180°F).

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HYDRAULIC RESER VOIRS

The hydraulic reservoirs are mounted on
either side of the transmission. Each tank
has a sight glass to visually check fluid

level. Temperature bulbs in each tank
provide input to the respective hydraulic

display of the IIDS.

HYDRAULIC RESERVOIR

The integrated valve and filter modules are located on each side of the cabin roof.
They contain dual filters,

contamination does not spread to other system components. Both filters have RED indicator buttons which warn of filter obstruction. When the return filter becomes

excessively obstructed a bypass valve opens. Each module incorporates two relief
valves which eliminate residual or thermal induced pressure from the systems after
shutdown. The pumps and reservoirs are coupled to the integrated modules by flexible

hoses with quick disconnect fittings which allow a standard hydraulic ground power
unit (hydraulic mule) to be attached for system maintenance checks.

pressure and return , to insure that a single source of

FILTER MODULE W/"QUICK DISCONNECTS" FILTER BYPASS BUTTON

Each system has two pressure sensors; a pressure switch, and a pressure transmitter.

pressure transmitters are located in the pressure manifolds, and provide input for

The
the TEMP / PRESS display of the IIDS. The pressure switches are on the pressure side

of the integrated modules, and are connected to the hydraulic warning/caution display
of the IIDS. The indication illuminates when system pressure decreases below 6895

kPa (1000 psi). The indication extinguishes when system pressure increases above
8274 kPa (1200 psi).

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HYDRAULIC SYSTEM SCHEMATIC

[ WHEEL LANDING GEAR CONFIGURATION SHOWN FOR EXAMPLE ONLY

- STANDARD SKID LANDING GEAR CONFIGURATION INCLUDES
PROVISION TO ADD WHEEL SUBSYSTEM ]

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PITOT-S TATIC SYSTEM

The pitot system (ram air pressure) consists of one electrically heated pitot tube on
the left side of the nose, connected to the
air pressure) contains four electrically heated ports, two per side (upper and lower)

located immediately in front of each crew door.

ALTIMETER / AIRSPEED / VERTICAL SPEED

RIGHT STATIC PORTS

airspeed indicator. The static system (ambient

PITOT TUBES

[LEFT SIDE ONLY FUNCTIONAL WITH

OPTIONAL COPILOT INSTRUMENTS]

upper right and lower left static ports provide primary equalized ambient pressure

The

LEFT STATIC PORTS

to the airspeed and vertical speed indicators, and altimeter through the alternate static
source switch [PRI position]. The
an alternate

ambient source [ALT position], and include provisions to connect to the

lower right and upper left ports p rov ide the swi tch

optional copilot instruments and optional wheel landing gears' auxiliary pitot-static
system (landing gear warning switch).

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The alternate static source switch is located on the lower right side of the center pedestal.
Since a second external source is provided there in no need for an
which could cause

PITOT TUBE

inaccurate instrument indications.

internal source,

DUAL STATIC PORTS

Additionally, a second pitot tube is installed

standard equipment. Located on the left

as
side of the nose, but not connected

internally, it is included to facilitate
installation of the optional copilot

instrument kit. The pitot-static system is
fitted with condensation drains and
provisions to attach standard flight

instrument ground calibration test
equipment.

PRI / ALT STATIC SOURCE

SELECT SWITCH

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INSTRUMENT PANEL

The instrument panel, which consists of four separate sections, extends across the front of the flight crew compartment. All instruments are front mounted in the panel to make removal / replacement quick and easy. All the instruments are integrally illuminated

with adjustable
side of the instrument panel, are also provided.

blue/ white lighting. Two map lights, located on the door posts on either

INSTRUMENT PANEL LAYOUT WITH SOME OPTIONAL EQUIPMENT SHOWN

Primary flight and navigation instruments are mounted on the right (pilot) section of
the panel, in the conventional "T" presentation, for an easy cross-check. Space is

provided on the left (copilot) section of the panel for the optional

copilot flight and

navigation instrument kit. All aircraft system indications are displayed on the IIDS [Integrated Instrument Display System] located in the center section for easy

observation from either crew seat. The center section also contains space for optional
avionics control heads arranged for convenient viewing/adjustment by pilot or copilot.

Space is also allocated for the optional wheel landing gears' control panels (RETRACT
/ EXTEND). Additionally, a 15 centimeter (six inch) wide column between the IIDS and

copilot group is suitable for placement of standard width panel mounted avionics
customized installations (Loran, Global Positioning, Weather Radar, and other

communications radios, etc.). The top section contains control panels for

engine starting,
fire detection and extinguishing, FADEC functions, and master warning and caution
annunciation.

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INSTRUMENT P ANEL LAYOUT

The standard instrument panel in the Bell 430 is fully equipped for VFR (Visual Flight
Rules) flight, day or night. It also has space to install additional communications and
navigation equipment, instruments and indicators necessary to conduct IFR/IMC

(Instrument Flight Rules/Instrument Meteorological Conditions) flight. The illustration
below shows the normal locations for

for selected factory installed options .

OVERALL INSTRUMENT PANEL LAYOUT

[SHOWN WITH OPTIONAL EQUIPMENT SHADED]

standard instruments, as well as space reserved

RIGHT (PI LOT) SECTION

STANDARD ELECTROMECHANICAL PILOT INSTRUMENTS

Operating limitations are clearly indicated

on all electromechanical instruments, with
green, yellow, and red bands on the
or the

bezel. The following instruments are

provided with the standard configuration.

1. AIRSPEED

2. ATTITUDE INDICATOR

3. ALTIMETER

4. VERTICAL SPEED

5. HSI-[WITH COMPASS SYSTEM]

6. TURN AND SLIP

7. STANDBY MAGNETIC COMPASS

(STBY. COMP. NOT SHOWN-SEE NEXT PAGE)

face,

2

1

6

5

3

4

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FLIGHT INSTRUMENTS

ATTITUDE INDICAT OR

The attitude indicator is a self-contained
4-inch, DC-powered instrument which
displays the pitch and roll flight attitude of

the helicopter in relation to the earth's
horizontal plane. A pitch trim knob adjusts

the aircraft symbol vertically. An
inclinometer is built in to the instrument face
to provide yaw trim indication. An ATT FAIL

flag is visible when attitude information is
unreliable.

AIRSPEED INDICATOR

The airspeed indicator is a standard 3-inch
pitot -static instrument that indicates the
airspeed in knots on a scale graduated from

0 to 180 knots.

ALTIMETER (BAROMETRIC)

The altimeter, a standard 3-inch instrument,
indicates the altitude of the helicopter from

minus 1000 feet to plus 27,500 feet. The
barometric pressure scale for setting

reference pressure is shown in inches of
mercury and in millibars.

STANDBY MAGNETIC COMPASS

The magnetic compass is mounted on the central windshield post. A compass card
holder is provided to record the individual helicopter magnetic deviation.

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VERTICAL SPEED

The vertical speed indicator is a standard
3-inch instrument which shows the rate of
climb or descent by sensing the rate of

atmospheric pressure change. Information
is shown in feet per minute (fpm) on a scale

zero to plus or minus 3500 fpm. The

from
indicator incorporates a

sensitive

accelerometer to provide instantaneous
vertical speed indication.

TURN & SLIP

The standard 2-inch turn and slip indicator
is a 28 Volt DC powered self contained

gyroscopic instrument which has an
indicating needle to show the rate of turn

of the helicopter, along with fluid dampened
ball which shows turn coordination [trim].

NAVIGATION INDICATORS

HORIZONT AL SITUA TION INDICATOR (HSI)

The HSI provides a display of the gyro
stabilized magnetic heading of the

helicopter. When connected to
VOR / ILS, ADF, and GPS navigation

receivers this instrument

combines the

functions of multiple indicators to display
bearing to / from, selected course, and
course / localizer / glideslope deviation.

The King KPI-552B is driven by the remote
mounted King KCS-305 Gyrocompass

System, located in the aft avionics
compartment. Two adjustment knobs are
used to set

desired heading and course.

Warning flags (NAV, GS, & HDG) appear
to indicate unreliable navigation signal or

gyro failure.

optional

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TOP SECTION

GLARESHIELD MOUNTED CONTROLS

MASTER CA UT ION PANEL [PILO TS ]

The Master Caution Panel is located directly above the pilots' airspeed indicator, and
consists of a split RED warning/ AMBER caution "push to reset" light, and eng 1 out /

RPM /eng 2 out display. When any of the warning/caution annunciators of the IIDS are
activated the

illuminates to alert and direct the pilots' attention to the panel. The press-to-reset feature

extinguishes and rearms the light. The RED ENG OUT lights will illuminate

whenever the respective engines' gas producer speed (NG) drops below 56%±1%.

AMBER MAIN ROTOR RPM caution light will illuminate whenever the main rotor

The
RPM (NR) drops below 93%±1%, or exceeds 105%±1%. In addition to the warning

light, the LOW ROTOR RPM AUDIO is activated when RPM drops below 93%±1%,
transmitting a continuous tone through the intercom system to the pilots' headset. The

tone will continue until rotor RPM is increased above 93%±1%, or the RPM caution
light is pressed.

WARNING or CAUTION (or both) master caution segment light also

OPTIONAL

COPILOT

MASTER W/C

PRESS TO RESET

MASTER W/C

PRESS TO MUTE

RPM AUDIO

RPM AUDIO W ARNING

The RPM audio warning is transmitted through the intercom system and is heard in the
pilot and copilot headsets. The audio warning activates whenever the ROTOR RPM

drops below 93 ±1% (simultaneous with the RPM caution light illumination) and will
continue to sound until the ROTOR RPM is increased above 93 ±1% or ROTOR RPM

drops below 77 ±1%, or the RPM caution light is pressed.

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RPM CAUTION AND WARNING LIGHTS

The RPM caution and warning lights form a cluster with red ENG 1 OUT and ENG 2
OUT warning lights, separated by an amber main rotor RPM caution light. The ENG 1

OUT and ENG 2 OUT lights will illuminate whenever the respective gas producer RPM
(NG) drops below 56%±1%. The main rotor RPM caution light will illuminate whenever
the ROTOR RPM exceeds 105%±1% or droops below 93%±1%. The low ROTOR RPM

will also actuate an audio signal to aid the pilot in distinguishing low RPM condition and
to warn of possible loss of performance. The RPM caution light also incorporates a

press-to-mute feature that silences the audio warning signal.

ENGINE ST ART CONTROL PANEL

Engine starting is controlled by three push

-on illuminated switches mounted above

the engine instruments group. When the
START 1 or START 2 switches are engaged
the AUTOMATIC START SEQUENCE

begins. The starter is continuously
motored until automatic disengagement

occurs at 56%±1% N
DISENG switch is depressed.

or the center START

G

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ENGINE / BA GGAGE FIRE PANEL

The engine fire panel is located on the
glareshield, and consists of a RED warning
light / WHITE arm light for each engine

(FIRE ENG 1 & FIRE ENG 2), and a test
switch. The engine fire extinguishing agent

release select switch is located between
the two warning lights. The RED baggage
fire warning light (BAG FIRE) immediately

to the left, is of the press-to-test type.

ENGINE FADEC / OVERSPEED TEST PANEL

The engine FADEC / overspeed test panel consists of guarded push-on switches for
each engine, and a TEST toggle switch located on the glareshield. The MODE switches
control selection of either AUTO or MANUAL mode for the FADEC of each engine. The

toggle switch is used during engine run-up to test the electronic overspeed protection
system of each engine.

PRODUCT DATA JANUARY 2003

48

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CENTER SECTION

INTEGRA TED INSTRUMENT DISPLAY SYSTEM [ IIDS ]

The Integrated Instrument Display System (llDS) consists of a single integrated color
active matrix liquid crystal display (LCD) unit to display and process the airframe
and engine instrumentation information accurately, and provide caution, warning and

advisory annunciation and controls. The IIDS also performs engine parameter exceedance
monitoring and records these exceedances and faults in nonvolatile memory (NVM)

for maintenance purposes. Warm-up time for the IIDS does not exceed five minutes
after a cold non-operational period at -45°C for ten hours. The IIDS power consumption
does not exceed 120 watts at maximum display brightness not taking into account display

heaters. The displayed data and symbology is crisp and clear and does not have any
smearing effect which would reduce information legibility. The display is consistent

and parameter recognition is easy. Digit and label size is distinct and easy to read to
minimize pilot or crew effort to extract information. The IIDS display is fully readable
under all ambient display illumination as low as 100 ft-lamberts. The display has a

contrast ratio of 10:1 minimum under all possible lighting conditions (day or night) within
viewing angles of 45° ± 5° vertical axis and ±45° horizontal axis. IIDS display colors

are consistent with other flight compartment equipment displays. The colors are white,
red, green, cyan and yellow. Alphanumerics are sized in order to ensure good readability
from both the pilot and copilot positions.

AUTOTRIM EXT PWR

ENG FIRE
1 E/OIL

60 63

ENG2 C/FL

XMSN CHP

800

302

OPEN

28270799

NOTE: DETAILED SYSTEM INFORMATION

BE FOUND IN THE ATTACHED DOCUMENT;

1 FLTR

OVSPD

115

920

28 2

76

54 ALTALT

115

89

OVSPD

99 99

726 649

FOR THE ROGERSON KRATOS IIDS MAY

LINK (RK-IIDS-PHB10-97.PDF)

ECU

91 12

103

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COLOR CODED GRAPHIC & DIGIT AL DA TA

All engine, transmission, hydraulic [temperatures and pressures], and electrical
indications are displayed on the IIDS along with warning, caution, and advisory

messages. Also included is engine and mast torque (Q/MQ), power turbine and
main rotor speed (NP/NR), gas producer speed (NG), and measured gas temperature

(MGT). The electrical systems information shown is voltage and amperage for both
generators, battery voltage, and inverter voltage. Fuel system data displayed is fuel

quantity for

position of the interconnect valve.

both main tanks and total fuel, aux fuel tanks quantity (if installed), and

EXAMPLE INDICATIONS ON PRIMARY DISPLAY PAGE

ALPHANUMERIC

PARAMETER DISPLAYS

VERTICAL SCALE

PARAMETER DISPLAYS

FUNCTION KEYS & BRIGHTNESS

The VERTICAL SCALE displays are color coded to show operating parameters, with
green being used to show
and red for

limit/exceeding limit. All fuel information is displayed blue, except for the

normal/continuous operating range, yellow for cautionary,

last 90 ± 10 pounds (lbs) of fuel which will be displayed red. The DIGITAL information
displays are also color coded; White digits with no background are used to show

normal conditions and values (except NG and AMP where green digits are used), yellow
digits with no background or black digits with a yellow background are used to
show

cautionary conditions, and white digits on a red background are used to announce

a warning.

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IIDS OPERA TION FEATURES-DISPLAY CONTROLS

The IIDS unit front bezel provides function keys and function identification to allow
flight and ground personnel system interaction. Left and right rotary knobs provide
individual brightness control for each side of the IIDS unit.

LEFT SIDE CONTROLS

1. “SEL” - SELECTS THE VARIOUS

SECONDARY SCREEN FORMATS.

2. “UP” - SCROLLS UP THE WARNING/

CAUTION/ADVISORY WINDOW.

3. “DN” - SCROLLS DOWN THE WARNING/

CAUTION/ADVISORY WINDOW.

4. “C/S” - SELECTS THE CLOCK DISPLAY

MODES.

5. “C/C” - CONTROLS THE CLOCK ET AND

ETD.

PILOT S CROLL CONTROL

In addition to the bezel mounted controls,
the pilot's collective control box has an IIDS

SCROLL button which permits the pilot to
advance through the secondary page

formats without releasing the primary flight
controls.

RIGHT SIDE CONTROLS

6. “SEL” - SELECTS THE VARIOUS
SECONDARY SCREEN FORMATS.

7. “SWP” - SWAPS THE PRIMARY AND
SECONDARY SCREEN

8. “C” - SELECTS THE COMPOSITE
SCREEN FORMATS.

9. “CHP” - TRIGGERS THE CHIP FUZZ
BURNER OUTPUT.

10. “TST” - PILOT INITIATED BIT.

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IIDS OPERATION FEATURES-DUAL POWER & PROCESSORS

The IIDS processes and displays information from the engines and systems separately so that a single failure does not cause the complete loss of one parameter for both engines/systems. The IIDS contains two power supplies, two independent

microprocessors and two independent displays.
Each power supply has two isolated 28 Volt DC inputs from two helicopter sources

so that the loss of one power source does not cause the loss of the alternate power
source or loss of power altogether. Two processors ensure the loss of one processor

does not cause the loss of any information shown on the display, except for fuel quantity,
where loss of one processor will cause the loss of its associated fuel sensor, and only

the fuel in one side of the fuel system will be displayed. In the event of a failure of one
of the displays, pressing the “C” switch under the primary display will cause the composite
screen to be shown.

IIDS OPERA TION FEATURES-DU AL DATA INPUT

The IIDS receives data for most display parameters from dual sources. All operating system data transmitted on the AIRINC 429 data bus is available to the IIDS, as well as

the corresponding analog input port data for each parameter [thermocouple signal,
monopole pulse signal, transducer signal, etc.]. Whenever the primary source of data

for a MGT, Q, NP, NR, or NG parameter is missing or invalid, the secondary source will
provide backup data for display. When data displayed is from a secondary source (except

NG), the word “ALT” will be displayed below the data. If both primary and secondary
sources are missing or invalid the digital display will revert to dashes, the vertical scale
will remain empty, and an amber “FAIL” (except NG) will appear below the scale.

TYPICAL DISPLAY FEA TURES

LABEL

IDENTIFIES

DATA

POINTER

[TRIANGLE]

FOLLOWS RISE

AND FALL OF

VERTICAL SCALE

VERTICAL SCALE

RISES AND FALLS;

CHANGES COLOR

GREEN/YELLOW/RED

FOR CONTINUOUS/

OPER. LIMIT/

MAX. LIMIT

DIGITAL DISPLAY

OF SCALE

INDICATION

TAPE CHANGES

COLORS WHEN

TIME LIMIT PWR

IS REACHED
START LIMIT

TOP[5 MIN]

MCP[CONT.]

ALT OR FAIL

MESSAGE

INDICATE DATA

SOURCE & LOSS

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IIDS DISPLA Y PAGE FORMATS
PRIMARY DISPLAY PAG E

WARNING/CAUTION/ADVISORY MESSAGES

The WARNING, CAUTION, and ADVISORY
messages available for all display pages
will be described as a GROUP immediately

following the descriptions of the SYSTEM
data displays.

PRIMARY PAGE DATA

[COLUMNS FROM LEFT TO RIGHT]

1. ENGINE ONE NP

2. ROTOR RPM

3. ENGINE TWO NP

4. ENGINE ONE MGT [W/DIGITAL NO. 1 NG]

5. ENGINE TWO MGT [W/DIGITAL NO. 2 NG]

6. ENGINE ONE TORQUE

7. ROTOR TORQUE

8. ENGINE TWO TORQUE

[DIGITAL INDICATIONS AND ADVISORY TEXT
APPEARS ABOVE THE RESPECTIVE COLUMN]

TRIPLE TA CHOMETER

The triple tachometer display has three
vertical scale displays that simultaneously
display rotor RPM (NR) on the inner scale

and engine 1 and 2 NP on the left and right
scales. Engine and rotor speed data is also

displayed in digital format above the vertical
scales. The data displayed is in percent
of allowable RPM.

MEASURED GAS TEMPERATURE INDICATORS

The measured gas temperature (MGT)
display presents the engine gas

temperature of air between gas producer
turbine and power turbine, in degrees
Celsius. MGT data is displayed on a vertical

scale in the center of the primary screen
and in digital format just above it.

TRIPLE TORQUE DISPLA Y

The triple torque display simultaneously
displays torque output of two engines (Q)
and torque applied to main rotor mast (MQ).

Engine torque is displayed on the right and
left vertical scales, and main rotor mast

torque is displayed on the center vertical
scale. All indications are percent of
maximum torque. Torque data is also

displayed in digital format just above the
vertical scales.

GAS PRODUCER TA CHOMETERS

The gas producer tachometer (NG) display
is presented in digital form only directly
above the MGT display in the middle of the

primary IIDS screen.

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SECONDARY PA GE ONE

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W/C/A MESSAGES

The WARNING, CAUTION, and ADVISORY
messages available for all display pages

will be described as a GROUP immediately
following the descriptions of the SYSTEM

data displays.

ENGINE OIL TEMPERATURE AND
PRESSURE DISPLAYS

Both engine oil temperature and pressure
displays simultaneously present oil
temperature in degrees Celsius on the left

scale and oil pressure in PSI on the right
scale. Temperature and pressure data is

displayed on a vertical scale and in digital
format just above it.

OUTSIDE AIR TEMPERATURE

Outside air temperature (OAT) display is
a digital format display on page 1 and the
START page of the secondary IIDS display.

The OAT temperature probe protrudes from
the underside of the nose. The system

displays OAT within a range of -60 to +105
degrees C.

SECONDARY PAGE ONE DATA

[UPPER DATA BOX]

WARNING CAUTION ANNUNCIATOR DISPLAY

[UPPER DATA ROW-FROM LEFT TO RIGHT]

1. ENGINE ONE OIL TEMPERATURE

2. ENGINE ONE OIL PRESSURE

3. TRANSMISSION OIL TEMPERATURE

4. TRANSMISSION OIL PRESSURE

5. ENGINE TWO OIL TEMPERATURE

6. ENGINE TWO OIL PRESSURE

[LOWER DATA ROW-LEFT TO RIGHT]

1. OUTSIDE AIR TEMPERATURE

2. LH, TOTAL, AND RH FUEL [LBS]
[FUEL FLOW INDICATION OPTIONAL]

3. TIME

TRANSMISSION OIL
TEMPERATURE AND PRESSURE
DISPLAY

The transmission oil temperature and
pressure displays simultaneously present

the oil temperature in degrees Celsius on
the left scale and oil pressure in PSI on the
right scale. Temperature and pressure data

is displayed on a vertical scale and in digital
format just above it.

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FUEL QUANTITY DISPLAY

THIS IS AN UNCONTROLLED DOCUMENT.

The fuel quantity display presents left and
right fuel system quantity as individual
vertical scales with a digital total fuel

quantity in between. Advisory text
indications show low fuel pressure, fuel

valve position, fuel filter bypass, and low
fuel warning. The fuel quantity scales are
normally BLUE, with the last 90±10 pounds

shown RED. If the optional fuel flow
indicating system is installed the left and

right fuel flow digital indications will appear
on outboard sides of the fuel quantity
display.

CLOCK

The clock is a digital display in the lower
right corner of the IIDS secondary screen,
page 1. The clock is controlled by two

control buttons under the screen. An
auxiliary rechargeable battery pack [dual,

9 Volt DC nickel-cadmium type] provides
electrical power to keep the clock function
active [but not displayed] whenever normal

28 Volt DC is not available to the IIDS. The
battery pack is recharged anytime normal

electrical power is applied to the airframe.
The clock modes are as follows:

operation, GMT, LC, ET, or ETD. The clock
control (C/C) switch is used to start, stop,
and reset the ET clock, or to set the ETD

counter to the desired value.
The START TIME clock mode is displayed

on the lower right corner of the START
PAGE and is the only clock mode available

during engine start. The start clock
automatically begins counting up from zero

when the first engine throttle is moved for
start. The counter stops upon starter
shutoff, resets to zero and begins counting

again when the second engine throttle is
advanced for start.

CLOCK FUNCTION SOFT-KEYS

SECONDARY PAGE DISPLAY

START PA G E

•Greenwich Mean Time (GMT) in 24 hour
format.

•Local Time (LC) in 24 hour format.

•Elapsed Time (ET) count up timer to
maximum of 99 hours, 59 minutes.

•Elapsed Time (ETD) count down timer from
maximum 59 minutes, 59 seconds.

The clock select (C/S) switch, on the IIDS
bezel, is used to select the mode for

PRODUCT DATA JANUARY 2003

55

START PAGE START TIME CLOCK

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SECONDARY PAGE TWO DATA

[UPPER DIGITAL DATA BOX]

WARNING CAUTION ANNUNCIATOR DISPLAY

[UPPER GRAPHIC DATA ROW-LEFT TO RIGHT]

1. NO. 1 HYD OIL TEMPERATURE

2. NO. 1 HYD OIL PRESSURE

3. OPTIONAL AUX FUEL [LBS]

4. NO. 2 HYD OIL TEMPERATURE

5. NO. 2 HYD OIL PRESSURE

[LOWER DIGITAL DATA ROW-LEFT TO RIGHT]

1. NO. 1 GEN VOLTS/AMPS

2. BATTERY VOLTS

3. NO. 2 GEN VOLTS/AMPS

[BOTTOM DIGITAL DATA ROW]

1. INVERTER NO. 1 VOLTS

2. INVERTER NO. 2 VOLTS

WARNING/CAUTION/ADVISORY
MESSAGES

The WARNING, CAUTION, and ADVISORY
messages available for all display pages

will be described as a GROUP immediately
following the descriptions of the SYSTEM

data displays.

HYDRA ULIC TEMPERATURE AND
PRESSURE DISPLAYS

A hydraulic temperature and pressure
display simultaneously presents hydraulic
fluid temperature, in degrees Celsius, on

the left vertical scale and fluid pressure,
in psi, on the right vertical scale for each

system. This data is also presented in digital
format. The displays are connected to
pressure transmitters located on the

pressure manifolds and to temperature
sensing bulbs on the system reservoirs.

AUXILIARY FUEL QUANTITY DISPLAY [OPTIONAL]

AUXILIARY fuel quantity (if installed) is
displayed between the hydraulic system

displays as a digital total. Advisory text
shows the position of the fuel transfer valve

(open/closed/in transit).

BA TTERY VOL T A GE DISPLA Y

Battery voltage is presented in numerical
format on the IIDS secondary screen, page
2 and start page.

GENERA TOR VOL T A GE AND
CURRENT DISPLAY

Each generator voltage and current output
is presented in numerical format on the IIDS
secondary screen, page 2 and start page.

PRODUCT DATA JANUARY 2003

INVERTER VOL TAGE DISPLA Y

Each inverter voltage output is presented
in numerical format on the IIDS secondary
screen, page 2.

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COMPOSITE P AGE

This display page format is provided in the
event one of the dual LCD displays should
fail. The data shown is a condensed

version of that found on the PRIMARY
DISPLAY PAGE , along with Engine Oil

Pressures, Transmission Oil Pressure, Fuel
Quantity (Aux Fuel), and Clock [presented
as digital only indications]

W/C/A MESSAGES

The WARNING, CAUTION, and ADVISORY
messages available for all display pages
will be described as a GROUP immediately

following the descriptions of the SYSTEM
data displays.

COMPOSITE PAGE DATA

[UPPER DATA BOX]

WARNING CAUTION ANNUNCIATOR
DISPLAY
[UPPER DIGITAL DATA ROW-FROM LEFT TO
RIGHT]

1. NO. 1 & NO. 2 ENG OIL PRESS [PSI]

2. LEFT & RIGHT FUEL QTY [LBS]

3. OPTIONAL AUX FUEL [LBS]

4. TRANSMISSION OIL PRESS [PSI]

[LOWER GRAPHIC DATA ROW-LEFT TO RIGHT]

1. ENGINE ONE NP

PRODUCT DATA JANUARY 2003

[BOTTOM DIGITAL DATA ROW]

57

2. ROTOR RPM

3. ENGINE TWO NP

4. ENGINE ONE MGT [W/DIGITAL NO. 1 NG]

5. ENGINE TWO MGT [W/DIGITAL NO. 2 NG]

6. ENGINE ONE TORQUE

7. ROTOR TORQUE

8. ENGINE TWO TORQUE
[DIGITAL INDICATIONS AND ADVISORY
TEXT APPEARS ABOVE THE RESPECTIVE
COLUMN]

1. CLOCK

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START P A GE FORMAT

When performing an engine start sequence,
the secondary page display may be scrolled

to the START PAGE, which presents
expanded scale representations of engine

and transmission
engines are running (both engines NG

above 10% indicated) access to this page
is inhibited.

oil pressure . If both

FUEL TEMPERATURE DISPLAY

The fuel temperature display is a digital
readout which displays the fuel temperature

from the tank in degrees Celsius. This
display is provided on the bottom center

area of the start page. The display range
is from -50 to 100 C. The display is driven
by a temperature bulb located at the bottom

of the fuel tank.

START PAGE DATA

[UPPER DIGITAL DATA BOX]

WARNING CAUTION ANNUNCIATOR DISPLAY

[UPPER GRAPHIC DATA ROW-LEFT TO RIGHT]

1. NO. 1 ENG OIL PRESS

2. TRANSMISSION OIL PRESSURE

3. NO. 2 ENG OIL PRESS
[DIGITAL INDICATIONS AND ADVISORY TEXT

APPEARS ABOVE THE RESPECTIVE
COLUMN]
[LOWER DIGITAL DATA ROW-LEFT TO RIGHT]

1. NO. 1 GEN VOLTS/AMPS

2. BATTERY VOLTS

3. NO. 2 GEN VOLTS/AMPS

[BOTTOM DIGITAL DATA ROW]

1. OUTSIDE AIR TEMPERATURE

2. FUEL TEMPERATURE

3. START TIMER

PRODUCT DATA JANUARY 2003

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MAINTENANCE PAGES

The maintenance pages are accessed by
simultaneously pressing the two outboard
soft-key bezel switches under either IIDS

screen, SEL and TST switches on the
secondary screen, or SEL and C/C switches

on the primary screen. This will display the
IIDS MAINTENANCE FUNCTIONS page.
After entrance to the Top Level

Maintenance Page, the functions of the soft­keys below each screen will be changed

to the function specified above each key
at the bottom edge of the LCD display. Using
the UP, DN, and SEL switches will allow

the selection of the desired maintenance
function, while RTN will exit the display to

its' normal display format. Each of the
maintenance function displays are MENU
DRIVEN, with various soft-key functions

specified above each key at the bottom
edge of the LCD display.

TOP LEVEL MAINTENANCE DISPLAY

ENGINE HOURMETER

The engine hourmeter is an integral part
of the IIDS and can be accessed thorough

the ENGINE HISTORY maintenance pages.

There are ten maintenance functions accessible through the IIDS. They are;

1. POWER ASSURANCE CHECK

2. ENGINE DATA

3. ECU-ENGINE FAULTS

4. ENGINE EXCEEDANCE

5. IIDS REVISION-FAULTS

6. ENGINE HISTORY [HOURMETER]

7. PARAMETER SETUP

8. FUEL CALIBRATION
9 CONFIGURATION

10. MAST TORQUE CALIBRATION

PRODUCT DATA JANUARY 2003

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WARNING / CAUTION SYSTEM

The Warning/Caution System includes all warning, caution, and advisory lights related
to the numerous helicopter systems as well as the electrical power and sensors required
to operate them. With the introduction of the IIDS, the old style separate caution panel

has been eliminated. The IIDS now displays all previously available warning and caution
indications, provides numerous additional caution, warning, and advisory indications

previously not available. The older style master caution lights have been replaced with
new master w/c lights. Specific IIDS warning, caution and advisory indications, as well
as instrument panel and glareshield panel mounted ENGINE OUT warnings RPM caution,

FADEC, FIRE, and START indications are covered in detail in the areas relating to
those systems.

W ARNING/CAUTION/AD VISOR Y WINDOW

The upper portion of Display 1 incorporates the WARNING / CAUTION/ADVISORY
WINDOW. It is commonly referred to as the W/C/A Window and consists of the three

lines, each of which is divided horizontally into four segments. Each of the twelve (12)
segments can display either a warning, caution or advisory message.

A warning message consists of

black letters on an amber background and an advisory message will consist of

has
white lettering on a black background.

white lettering on a red background, a caution message

Should there be more than 12 messages active at one time, an arrow, pointing either
upwards or downwards will appear in one of the segments in the far right column of

messages. The arrow indicates that the pilot should scroll the Display 1 pages up or
down, depending on how the arrow is pointing to see more messages.

WARNING / CAUTION / ADVISORY INDI CATI ONS

[ DISPLAY S IN THE IIDS W / C / A WINDO W ]

RED AMBER WHITE

AFCS DI SC * AF CS PIT* ENG 2 C/ FL LDG G R UP* A/FUEL OP*

BAG FIRE AFCS ROL* CDPU FL P AGE 2 A/FUEL XT*

BATT TEMP AFCS YAW* D R LOCK PARK BRK* 1 A/IC E 2

ENG FIRE AP* FAIL RPM C/H ARM*

1 E/OIL 2 A/RLT 1 GEN 2 SCAS* EXT PWR
1 FU/ PR 2 AUTOTRIM* 1 HYD 2 SRT ABT FLTS ARM*
1 GEN 2** BATT RLY 1 FLTR 2 1 VA LVE 2 FUEL INT

RTR BRK BUS INT 1 F/LOW 2 L W/S HOT START

XMSN OIL ENG 1 CHP IIDS R W/S HOT

ENG 2 CHP INST FAN XMSN CHIP

E NG 1 C/FL 1 INV 2 XMSN C/FL

* DISPLAY FOR OPTIONAL EQUIPMENT

** RED WHEN BOTH GEN FAIL

PRODUCT DATA JANUARY 2003

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SYSTEM AREA WARNING/CAUTION/ADVISORY INDICATIONS

Additional warning, caution, and advisory messages are embedded within the SYSTEM
AREA of the IIDS displays. In most cases the message will be located in or near the
label of the effected system. The system area embedded messages are primarily related

to the Chip Detection System and the FADEC (faults, failures, overspeed, and OEI
conditions), but also include some messages duplicating or supplementing the messages

in the warning caution window.

ADDITIONAL W/C MESSAGE ARROWWARNING/CAUTION WINDOW

52

C/FL SCAVCHP R QUILL

1 M/OEI

EXT PWR

0

4287

LC

I00 0

I00

99 0

803

ENG FIREENG FIRE

ENG FIRE

ENG FIRE

52

CHIP SUMP

AUTOTRIM

1 GEN

INV 2

61

15 15

PRES

FLTR

54

790

PRK BRK

DR LOCK
INSTR FAN

56

VALVE

FLTR

LOW

740 50

SYSTEM AREA W/C MESSAGES [TYPICAL]

WARNING / CAUTION / ADVISORY INDICATI ONS

[ DISPLAYS IN THE I IDS SYSTEMS A REA ]

RED AMBER WHITE

ECU A/RLT 30SEC OEI OPEN (aux fuel)

PRES (fuel) BUS INT SRT ABT TRANSI T

FAIL (volt/amps) CHIP SUMP VALVE ALT

O/TRQ CHI P SCAV CHIP BRG ECU

XMSN OIL C/FL SUM P CHIP L/R QUILL dash line(f uel int)

C/FL SCAV CHIP TAIL RTR 1 M/ECU 2

FAIL CHIP COLL GEAR 1 M/OEI 2
GEN CHIP PLTRY GEAR

HYD OIL CHIP SUMP PUMP

F L TR C/FL B R G

LOW QTY C/ FL L/R QUI LL

FAIL (IIDS) C/FL TAIL RTR

INV C/FL COLL GEAR

2 MIN OEI C/FL PLTRY GEAR

OVSPD C/ FL SUMP P U MP

120

2 MIN OEI

80

98

0

PRODUCT DATA JANUARY 2003

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WARNING/CAUTION AND ADVISORY INDICATIONS

Messages preceded by 1 indicate fault/condition is in left hand system or No.1 engine;
Messages followed by 2 indicate fault/condition is in right hand system or No.2 engine.

“XMSN OIL”

This warning appears when the
transmission oil pressure increases to 38

psig, decreases to 30±2 psig or the
temperature increases to 110 C. This
warning uses the transmission pressure/

temperature label annunciator by turning
it red and flashing.

“ENG OIL” or “1 E/OIL” (Engine1)

This warning appears when the engine 1
oil pressure decreases below 52.5±2.5
psig. This warning uses the engine 1

pressure/temperature label annunciator by
turning it red and flashing or as “1E/OIL”

in the W/C/A window when on page 2.

“ENG OIL” or “E/OIL 2” (Engine2)

This warning appears when the engine 2
oil pressure decreases below 52.5±2.5

psig. This warning uses the engine 2 oil
pressure/temperature label annunciator by

turning it red and flashing or as “E/OIL 2”
in the W/C/A window when on page 2.

“PRES” or “1 FU/PR” (Engine 1)

This warning appears when the engine 1
fuel pressure decreases below 4.5±1.5
psig. The “PRES” warning appears on the

right hand side of the LH fuel quantity
vertical display when on the secondary

display page 1 or as “1 FU/PR” in the W/C/
A window when on page 2 or the start page.

“RTR BRK”

This warning appears when either or both
of the rotor brake switches are engaged.

This warning appears only into the W/C/S
window.

“BATT TEMP”

This warning appears when the battery
temperature sensor exceeds 71±3°C

(160±5°F). This warning appears only into
the W/C/A window.

“ECU” (Engine 1)

This caution appears when the engine 1
FADEC-ECU sends its failed discrete

output. This output is enabled whenever
sensor or functional faults are detected
such as:

1. Power input fault (dual)

2. CPU fault

3. Speed sensor fault (dual)

4. Memory fault

5. Fuel flow sensor fault

6. PLA fault
This caution appears above the engine 1

torque display on the primary screen.

“ECU” (Engine 2)

“PRES” or “FU/PR 2” (Engine 2)

This warning appears when the engine 2
fuel pressure decreases below 4.5±1.5

psig. The “PRES” warning appears on the
left hand side of the RH fuel quantity vertical

This caution appears when the engine 2
FADEC-ECU sends it failed discrete output.

This output is enabled whenever sensor
or functional faults are detected such as:

1. Power input fault (dual)

display when on the secondary display page
1 or as “FU/PR 2” in the W/C/A window when

2. CPU fault

on page 2 or the start page.

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3. Speed sensor fault (dual)

4. Memory fault

5. Fuel flow sensor fault

6. PLA fault
This caution appears above the engine 2

torque display on the primary screen.

“SCAS”

This warning appears when the AFCS
failure is declared by the FCC. This warning
appears only into the W/C/S window.

“AP”

This warning appears when all the AFCS
trim actuators are failed. This warning
appears only into the W/C/A window.

“AFCS PIT”

This warning appears when the AFCS pitch
trim actuator has failed. This warning

appears only into the W/C/S window.

“AFCS ROL”

This warning appears when the AFCS roll
trim actuator has failed. This warning

appears only into the W/C/A window.

“AUTO TRIM”

This caution appears upon AFCS mistrim
command. This caution appears only into
the W/C/A window.

“INV 1” or “1 INV”

This caution appears when either inverter
1 has failed or 28vdc to the inverter 1 is

not present. This caution actually uses the
inverter 1 voltmeter label as annunciator

by turning it amber and flashing or as “1
INV” in the W/C/A window when on page 1

or the start page.

“INV 2” or “2 INV ”

This caution appears when either inverter
2 has failed or 28vdc to inverter 2 is not

present. This caution actually uses the
inverter 2 voltmeter label as the annunciator

by turning it amber and flashing or as “INV
2” in the W/C/A window when on page 1 or

on the start page.

“DR LOCK”

This caution appears unless all passenger
and baggage compartment doors are
locked. This caution appears only into the

W/C/A window.

“AFCS YAW”

This warning appears when the AFCS yaw
trim actuator has failed. This warning

appears only into the W/C/S window.

“BATT RLY”

This caution appears when the battery relay
in not closed. This caution appears only

into the W/C/A window.

“AFCS DISC”

This warning appears when the AFCS has
disengaged from the aircraft controls. This

warning appears only into the W/C/A
window.

“O/TRQ

This warning appear when the mast torque
has exceeded 100%. This annunciator

remains latched until reset through the
attention-getter. This warning appears

above the mast torque display on the
primary screen.

PRODUCT DATA JANUARY 2003

“1 A/ICE”

This white advisory appears when the
engine 1 anti-ice system is turned on. This
advisory appears only into the W/C/A

window.

“A/ICE 2”

This white advisory appears when the
engine 2 anti-ice system is turned on. This

advisory appears only into the W/C/A
window.

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“CHP SCA V” or “ENG 1 CHP”
(Engine 1)

This caution appears when a chip detection
event has been monitored by the engine
detector in the engine 1 oil outlet connection

and the CDPU. This caution appears below
the engine 1 oil temp/pressure vertical

display or as “ENG 1 CHP” in the W/C/A
window when on the secondary screen page

2.

“CHP SCA V” or “ENG 2 CHP”
(Engine 2)

This caution appears when a chip detection
event has been monitored by the engine
chip detector in the engine 2 oil outlet

connection and the CDPU. This caution
appears below the engine 2 oil temp/

pressure vertical display or as “ENG 2 CHP”
in the W/C/A window when on the secondary
screen page 2.

“CHP SUMP” or “ENG 1 CHP”
(Engine 1)

pressure vertical display or as “ENG 2 CHP”
in the W/C/A window when on the secondary
screen page 2.

“CHIP MAST BRG” or “XMSN CHP”

This caution appears when a chip detection
event has been monitored by the

transmission chip detector in the
transmission assembly, and the CDPU.
This caution appears below the xmsn oil

temp/pressure vertical display or as “XMSN
CHP” in the W/C/A window when on the

secondary screen page 2.

“CHP L Q UILL” or “XMSN CHP”

This caution appears when a chip detection
event has been monitored by the

transmission chip detector in the
transmission assembly, and the CDPU.

This caution appears below the xmsn oil
temp/pressure vertical display or as “XMSN

CHP” in the W/C/A window when on the
secondary screen page 2.

“CHP R QUILL” or “XMSN CHP”

This caution appears when a chip detection
event has been monitored by the engine
chip detector in the engine 1 sump gearbox

assembly and the CDPU. This caution
appears below the engine 1 oil temp/

pressure vertical display or as “ENG 1 CHP”
in the W/C/A window when on the secondary
screen page 2.

“CHP SUMP” or “ENG 2 CHP”
(Engine 2)

This caution appears when a chip detection
event has been monitored by the engine

chip detector in the engine 2 sump gearbox
assembly and the CDPU. This caution

appears below the engine 2 oil temp/

This caution appears when a chip detection
event has been monitored by the

transmission chip detector in the
transmission assembly, and the CDPU.

This caution appears below the xmsn oil
temp/presssure vertical display or as

“XMSN CHP” in the W/C/A window when
on the secondary screen page 2.

“CHP COLL GR” or “XMSN CHP”

This caution appears when a chip detection
event has been monitored by the

transmission chip detector in the
transmission assembly, and the CDPU.

This caution appears below the xmsn oil
temp/pressure vertical display or as “XMSN
CHP” in the W/C/A window when on the

secondary screen page 2.

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“CHP PL TRY GR” “XMSN CHP”

This caution appears when a chip detection
event has been monitored by the
transmission chip detector in the

transmission assembly, and the CDPU.
This caution appears below the xmsn oil

temp/pressure vertical display or as “XMSN
CHP” in the W/C/A window when on
secondary screen page 2.

“CHP SUMP PMP” or “XMSN CHP”

This caution appears when a chip detection
event has been monitored by the

transmission chip detector in the
transmission assembly, and the CDPU.

This caution appears below the xmsn oil
temp/pressure vertical display or as “XMSN

CHP” in the W/C/A window when on the
secondary screen page .

“C/FL SCA V” or “ENG 2 C/FL”
(Engine 2)

This caution appears when a chip detection
failure has been monitored by the CDPU
in engine 2 oil outlet connection chip

detection circuit. This caution appears
below the engine 2 oil temp/pressure

vertical display or as “ENG 2 C/FL” in the
W/C/A window when on the secondary
screen page 2.

“C/FL SUMP” or “ENG 1 C/FL”
(Engine 1)

This caution appears when a chip detection
failure has been monitored by the CDPU
in engine 1 gear box chip detection circuit.

This caution appears below the engine 1
oil temp/pressure vertical display or as

“ENG 1 C/FL” in the W/C/A window when
on the secondary screen page 2.

“CHP TAIL RTR” or “XMSN CHP”

This caution appears when a chip detection
event has been monitored by the tail rotor
chip detector in the tail rotor gear box

assembly, and the CDPU. This caution
appears below the xmsn oil temp/pressure

vertical display or as “XMSN CHP” in the
W/C/A window when on the secondary
screen page 2.

“C/FL SCA V” or “ENG 1 C/FL”
(Engine 1)

This caution appears when a chip detection
failure has been monitored by the CDPU

in engine 1 oil outlet connection chip
detector circuit. This caution appears below

the engine 1 oil temp/pressure vertical
display or as “ENG 1 C/FL” in the W/C/A

window when on the secondary screen page

2.

“C/FL SUMP” or “ENG 2 C/FL”
(Engine 2)

This caution appears when a chip detection
failure has been monitored by the CDPU
in engine 2 gear box chip detection circuit.

This caution appears below the engine 2
oil temp/pressure vertical display or as

“ENG 2 C/FL” in the W/C/A window when
on the secondary screen page 2.

“C/FL MAST BRG” or “XMSN C/FL ”

This caution appears when a chip detection
failure has been monitored by the CDPU

in the transmission mast bearing chip
detection circuit. This caution appears

below the xmsn oil temp/pressure vertical
display or as “XMSN C/FL” in the W/C/A

window when on the secondary screen page

2.

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“C/FL L QUILL” or “XMSN C/FL”

This caution appears when a chip detection
failure has been monitored by the CDPU
in the transmission left hand quill chip

detector circuit. This caution appears below
the xmsn oil temp/pressure vertical display

or as “XMSN C/FL” in the W/C/A window
when on the secondary screen page 2.

“C/FL R Q UILL” or “XMSN C/FL”

This caution appears when a chip detection
failure has been monitored by the CDPU

in the transmission right hand quill chip
detector circuit. This caution appears below
the xmsn oil temp/pressure vertical display

or as “XMSN C/FL” in the W/C/A window
when on the secondary screen page 2.

“C/FL COLL GR” or “XMSN C/FL”

“C/FL SUMP PMP” or “XMSN C/FL”

This caution appears when a chip detection
failure has been monitored by the CDPU
in the transmission sump pump chip

detector circuit. This caution appears below
the xmsn oil temp/pressure vertical display

or as “XMSN C/FL” in the W/C/A window
when on the secondary screen page 2.

“C/FL TAIL RTR” or “XMSN C/FL”

This caution appears when a chip detection
failure has been monitored by the CDPU

in the tail rotor chip detector circuit. This
caution appears below the xmsn oil temp/
pressure vertical display or as “XMSN C/

FL” in the W/C/A window when on the
secondary screen page 2.

This caution appears when a chip detection
failure has been monitored by the CDPU

in the transmission collector gear chip
detector circuit. This caution appears below
the xmsn oil temp/pressure vertical display

or as “XMSN C/FL” in the W/C/A window
when on the secondary screen page 2.

“C/FL PL TRY GR” or “XMSN C/FL ”

This caution appears when a chip detection
failure has been monitored by the CDPU
in the transmission planetary chip detector

circuit. This caution appears below the
xmsn oil temp/pressure vertical display or

as “XMSN C/FL” in the W/C/A window when
on the secondary screen page 2.

“CDPU”

This caution appears when the CDPU fails.
This caution appears only into the W/C/A

window.

“GEN” or “1 GEN” (Generator 1)

This amber caution appears when a faulty
or unreliable D.C. power source from the

engine 1 mounted starter/generator is
detected by the No.1 voltage regulator.

This caution uses the generator 1 voltmeter/
ammeter label as the annunciator by turning

it amber and flashing or as “1 Gen” in the
W/C/A window when on page 1.

When both generators are failed, the amber
caution changes to red warning.

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“GEN” or “GEN 2” (Generator 2)

This caution appears when a faulty or
unreliable D.C. power source from the

engine 2 mounted starter/generator is
detected by the No.2 voltage regulator. This

caution uses the generator 2 voltmeter/
ammeter label as the annunciator by turning
it amber and flashing or as “GEN 2” in the

W/C/A window when on page 1. When both
generators are failed, the amber caution

changes to red warning.

This advisory appears above the engine 1
torque display on the primary screen.

“ECU” (Engine 2)

This white advisory appears when engine
2 FADEC/ECU sends its degraded mode
signal over the ARINC 429 data bus. This

advisory is enabled whenever a sensor
failure will reduce the FADEC/ECU

response capabilities such as:

“HYD OIL” or “1 HYD” (System 1)

This caution, appears when system 1
hydraulic press decreases below 1000 psia.

This caution uses the system 1 hydraulic
oil pressure/temperature label as the

annunciator by turning it amber and flashing
or as “1 HYD” in the W/C/A window when

on page 1 or on the start page.

“HYD OIL” or “HYD 2” (System 2)

This caution, appears when system 2
hydraulic pressure decreases below 1000

psia. This caution uses the system 2
hydraulic oil press/temperature label as the

annunciator by turning it amber and flashing
or as “HYD 2” in the W/C/A window when

on page 1 or on the start page.

“ECU” (Engine 1)

This white advisory appears when engine
1 FADEC/ECU sends its degraded mode

signal over the ARINC 429 data bus. This
advisory is enabled whenever a sensor
failure will reduce the FADEC/ECU

response capabilities such as:

1. ARINC 429 data bus failure

2. Nr beep fault

3. MGT sensor fault

4. Torque sensor fault

5. Nr sensor fault

1. ARINC 429 data bus failure

2. Nr beep fault

3. MGT sensor fault

4. Torque sensor fault

5. Nr sensor fault
This advisory appears above the engine 2

torque display on the primary screen.

“2 MIN OEI” (Engine 1)

This caution appears when the engine 1
FADEC/ECU sends it 2 minute OEI signal
over the ARINC 429 data bus. This advisory

appears on the top left hand side of the
primary screen. In conjunction with this

caution the engine 1 MGT and torque scale
change their limit. This caution does not
trigger the attention-getter. A flashing down

counter is also provided on the left hand
side of the No.1 MGT scale to indicate the

last ten seconds of the OEI event. In the
event that the ARINC 429 input becomes
invalid, the IIDS will trigger this caution

based on the parameter input.

“2 MIN OEI” (Engine 2)

This caution appears when the engine 2
FADEC/ECU sends its 2 minute OEI signal

over the ARINC 429 data bus. This advisory
appears on the top right hand side of the

primary screen. In conjunction with this

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caution, the engine 2 MGT and torque
scales change their limit. This caution does
not trigger the attention-getter. A flashing

down counter is also provided on the right
hand side of the No.2 MGT scale to indicate

the last ten seconds of the OEI event. In
the event that the ARINC 429 input
becomes invalid, the IIDS will trigger this

caution based on the parameter input.

“30 SEC OEI” (Engine 1)

This caution appears when the engine 1
FADEC/ECU sends its 30 second OEI

signal over the ARINC 429 data bus. This
advisory appear on the top left hand side

of the primary screen. In conjunction with
this caution the engine 1 MGT and torque
scale change their limit. This caution does

not trigger the attention-getter. A flashing
down counter is also provided on the left

hand side of the No.1 MGT scale to indicate
the last ten seconds of the OEI event. In

the event that the ARINC 429 input
becomes invalid, the IIDS will trigger this
caution based on the parameter input.

“LDG GR UP”

This amber caution appears when the
airspeed indication is below 55 kts and the
landing gear is up. (An audio warning horn

is also activated.) This caution appears only
in the W/C/A window.

“BUS INT”

This caution appears when the electrical
power bus interconnect relay is closed. This

caution appears between the generator
volt/amp digital readouts or as “BUS INT”

in the W/C/A window when on the secondary
screen page 1.

“FUEL INT”

This advisory appears when the fuel tank
interconnect valve is fully open. This

advisory appears as a closed blue line
between the fuel quantity vertical scales

or as a white “FUEL INT” in the W/C/A
window when on the secondary screen page

2 or on the start page.

“STAR T”

This white advisory appears when the start

“30 SEC OEI” (Engine 2)

sequence of either engine is initiated. This
advisory appears in the W/C/A window only.

This caution appears when the engine 2

“EXT PWR”

FADEC/ECU sends its 30 second OEI
signal over the ARINC 429 data bus. This

advisory appears on the top left hand side
of the primary screen. In conjunction with

this caution the engine 1 MGT and torque
scale change their limit. This caution does

This white advisory appears when the
access door of the external power

receptacle is open. This advisory appears
in the W/C/A window only.

“OPEN” or “A/FUEL OP”

not trigger the attention-getter. A flashing
down counter is also provided on the left

hand side of the No.2 MGT scale to indicate
the last ten seconds of the OEI event. In
the event that the ARINC 429 input

becomes invalid, the IIDS will trigger this
caution based on the parameter input.

PRODUCT DATA JANUARY 2003

This advisory appears when the auxiliary
fuel system valve is open. This blue

advisory appears below the auxiliary fuel
quantity readout or as a white “A/FUEL OP”

in the W/C/A window when on the secondary
screen page 1 or on the start page.

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“TRANSIT” or “A/FUEL XT” “LOW QTY” or “1 F/LO W”

This advisory appears when the auxiliary
fuel system valve is in transition mode. This
blue advisory appears below the auxiliary

fuel quantity readout or as a white “A/FUEL
XT” in the W/C/A window when on the

secondary screen page 1 or on the start
page.

“ENG FIRE”

This warning appears when either engine
fire warning is triggered by the engine fire

sensors. This warning appears into the W/
C/A window in addition to the dedicated fire

warning light/push-buttons on the
glareshield panel.

“BAG FIRE”

This warning appears when the baggage
fire warning is triggered by the baggage
compartment smoke detector (7 to 10%

below that of clean air). This warning
appears into the W/C/A window in addition

to the dedicated baggage fire warning light
on the glareshield panel.

“FLTR” or “1 FLTR”

This caution appears when the sensor
installed across the engine 1 fuel filter
detects a pressure difference across either

side of the filter. This caution appears on
the right hand side of the fuel tank 1 vertical

scale or as “FLTR 1” in the W/C/A window
when on the secondary screen page 2 or
on the start page.

“FLTR” or “FLTR 2”

This caution appears when the sensor
installed across the engine 2 fuel filter

detects a pressure difference across either
side of the filter. This caution appears on
the left hand side of the fuel tank 2 vertical

scale or as “FLTR 2” in the W/C/A window
when on the secondary screen page 2 or

on the start page.

This caution appears when the thermistor
on the fuel tank 1 detects the remaining
fuel quantity to be below 90±10 lbs. This

caution appears on the right hand side of
the fuel tank 1 vertical scale or as “1 F/LOW”

in the W/C/A window when on the secondary
screen page 2 or on the start page.

“LOW QTY” or “F/LOW 2”

This caution appears when the thermistor
on the fuel tank 2 detects the remaining

fuel quantity to be below 90±10 lbs. This
caution appears on the left hand side of

the fuel tank 2 vertical scale or as “F/LOW
2” in the W/C/A window when on the
secondary screen page 2 or on the start

page.

“VALVE” or “1 VALVE”

This caution appears when the engine 1
fuel valve has transitioned from the open
to closed state and vice versa. Latching

is provided for the indication on the screen
until acknowledged by resetting the

attention-getter. This caution appears on
the right hand side of the fuel tank 1 vertical
scale or as “1 VALVE “ in the W/C/A

window when on the secondary screen page
2 or on the start page.

“VALVE” or “VALVE 2”

This caution appears when the engine 2
fuel valve has transitioned from the open
to the closed state and vice versa. Latching

is provided for the indication on the screen
until acknowledged by resetting the

attention-getter. This caution appears on
the left hand side of the fuel tank 2 vertical
scale or as “VALVE 2” in the W/C/A window

when on the secondary screen page 2 or
on the start page

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“L W/S HOT”

This caution appears when the left over
temperature sensor detects an overheat
(54.5°C/130°F) condition in the left

windshield heater circuit. This caution

“IIDS”

This caution appears when an internal fault
within the IIDS has been detected by the
continuous BIT. This caution appears only

into the W/C/A window.

appears only into the W/C/A window.

“R W/S HOT” “OVSPD” (Ng engine 1)

This caution appears when the right over
temperature sensor detects an overheat

(54.5°C/130°F) condition in the right
windshield heater circuit. This caution

appears only into the W/C/A window

“PARK BRK”

This caution appears when the parking
brake is on. This caution appears only in

the W/C/A window.

This caution appears when an Ng
overspeed has been detected by the engine

1 FADEC/ECU Ng > 106%. This caution
appears above the engine 1 Ng digital

readout.

“OVSPD” (Ng engine 2)

This caution appears when an Ng
overspeed has been detected by the engine

2 FADEC/ECU Ng > 106%. This caution
appears above the engine 2 Ng digital

readout.

“FLTS ARM”

This white advisory appears when the float
system is armed after pressing the float

arm push-button switch on the center
pedestal. This advisory appears only into

the W/C/A window.

“C/HK ARM”

This white advisory appears when the cargo
hook system is armed after pressing the
cargo hook switch to the armed position.

This advisory appears only into the W/C/
A window.

“OVSPD” (Np engine 1)

This caution appears when an Np
overspeed has been detected by the engine

1 FADEC/ECU Np > 115%. This caution
appears above the engine 1 Np digital

readout.

“OVSPD” (Np engine 2)

This caution appears when an Np
overspeed has been detected by the engine
2 FADEC/ECU Ng > 115%. This caution

appears above the engine 2 Np digital
readout.

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“ALT”

This white advisory appears when either
MGT, Ng, Np or engine torque is operating
on its alternate input source (analog or

ARINC 429). This advisory appears at the
bottom of the related vertical scale. For

Ng, the continuous line below the digital
readouts changes to a dashed line since
the display does not allow for the advisory.

“FAIL”

This caution appears when either MGT, Np,
Nr, mast torque or engine torque input(s)

are failed or unavailable. This caution
appears at the bottom of the related vertical

scale.

“A/RLT” (Engine 1)

This caution appears when engine 1
FADEC/ECU is performing an auto-relight
sequence by powering the ignition exciters

on engine 1. This caution appears above
engine 1 torque display on the primary

screen.

“SRT ABT” (Engine 2)

This caution appears when engine 2
FADEC/ECU has initiated a start abort
sequence on engine 2. This caution appears

above engine 2 torque display on the
primary screen.

“1 M/OEI” (Engine 1)

This white advisory appears when engine
1 FADEC/ECU has recorded an OEI range

usage and the PLA is below ground idle
on engine 1. This advisory appears only

into the W/C/A window.

“M/OEI 2” (Engine 2)

This white advisory appears when engine
2 FADEC/ECU has recorded an OEI range
usage and the PLA is below ground idle

on engine 2. This advisory appears only
into the W/C/A window.

“A/RLT” (Engine 2)

“1 M/ECU” (Engine 1)

This caution appears when engine 2
FADEC/ECU is performing an auto-relight
sequence by powering the ignition exciters

on engine 1. This caution appears above
engine 2 torque display on the primary

screen.

This white advisory appears when engine
1 FADEC/ECU has detected a soft fault and
the PLA is below ground idle on engine 1.

This advisory appears only into the W/C/
A window.

“SRT ABT” (Engine 1) “M/ECU 2” (Engine 2)

This caution appears when engine 1
FADEC/ECU has initiated a start abort
sequence on engine 1. This caution appears

above engine 1 torque display on the
primary screen.

This white advisory appears when engine
2 FADEC/ECU has detected a soft fault and
the PLA is below ground idle on engine 2.

This advisory appears only into the W/C/
A window.

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CHIP DETECT OR PO WER UNIT (CDPU)

The Chip Detector Power Unit (CDPU) interfaces with 11 chip detectors and provides
individual outputs to the Integrated Instrument Display System (IIDS) for annunciation.
The CDPU continuously monitors each chip detector to ensure detector and wiring integrity.

Any discontinuity will be annunciated by activating the related detector output and the
single failure signal. Upon a chip signal, the CDPU will activate the related detector

signal output and the single chip signal. Both the failure and chip signal will be active
for 2 seconds only in order to be properly recorded by the IIDS. This will allow proper
recognition of individual chip or failure signals by IIDS. The CDPU will sequentially

send a failure signal or a chip signal to allow the IIDS to properly recognize a failure
condition for the individual chip detector(s). The CDPU will keep the individual detector

annunciation output active until the chip is cleared or the failure condition has disappeared.
If an individual chip input changes state from a failure signal or chip signal, the CDPU
will interrupt the individual signal and resend it with the proper recognition of the occurrence

for the IIDS. The CDPU will either accept a ground input for system self test or be able
to self test upon power-up. The test sequence will last about 6 seconds and trigger one

chip signal for each engine and one for the transmission. The CDPU will accept a signal
input from the IIDS to initiate chip burn off of the related chip detector. Upon CDPU
failure, the chip detectors will be automatically transferred to the IIDS inputs for

annunciation of chip signals. The CDPU will then output a continuous failure signal.

ELECTRICAL SYSTEM

DU AL GENERATORS & BA TTERY

The Bell 430 is equipped with a 28 volt DC single conductor electrical system, using
the helicopter structure as a negative ground. Electric power is supplied by two
volt, 200 ampere starter generators [derated to 180 amperes for continuous operation

up to 5000 feet (1524 meters) pressure altitude; with a further reduction of 2 amperes
per 1000 feet [305 meters] increase in pressure altitude up to 20,000 feet (6096 meters)],

one mounted on each engine, and one

24 volt, 28 ampere-hour nickel-cadmium battery located in the aft electrical compartment, just aft of the baggage compartment door on the right side of the aircraft.

AMPLE SPACE FOR OPTIONAL

AVIONICS EXISTS IN THE

NOSE COMPARTMENT

[SHOWN WITH OPTIONAL

WEATHER RADAR]

30

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ELECTRICAL POWER DISTRIBUTION SCHEMATIC

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POWER DISTRIBUTION

Electrical power is distributed by two independent subsystems, which may be
interconnected in the event of a generator failure. System protection is accomplished
with relays, circuit breakers, fuses, and isolation diodes. In normal operation, each

generator supplies 28 VDC power, controlled by individual fault sensing voltage
regulators, to a DC bus, and an EMERGENCY bus. Items considered ESSENTIAL for

flight are connected to the
are connected to the

DC buses. Loss of either generator will cause the loss of its' DC

bus, but not the loss of its'

emergency buses, while items NONESSENTIAL for flight

emergency bus, which is interconnected to the opposite

emergency bus. The failed DC bus may have power restored by activating the bus
interconnect relay (BUS INTCON switch).

FAULT PR OTECTION

The bus interconnect relay is inhibited from
closing if a bus / feeder fault (short circuit)

exists. This is to prevent connection of the
operative generator to a faulty circuit.

Diodes prevent reverse current flow from
the emergency buses to the failed DC bus.

The emergency buses are fault protected
from each other by two EMER BUS PWR
circuit breakers, while the DC buses are

guarded from ground faults in an
emergency bus by two 40 amp fuses.

STARTER GENERATOR NO.2

•EXAMPLE•

VOLTAGE REGULAT OR

Each starter-generator is controlled by a
separate solid state voltage regulator,
located in the aft electrical compartment.

They monitor generator output voltage,
control the generator relays, energize the

DC GEN warning lights, and monitor shunt
voltage for fault protection and to prevent
overcurrent.

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BATTERY POWE R

If a dual generator failure occurs, the battery is sized to provide a minimum of 30
minutes operation, when powering only the two emergency buses. Power may be restored
to the DC BUSES, using the battery as source, but a reduced operating time will result.

The battery contains three temperature sensors; two provide input to the IIDS warning
and caution displays, while one monitors temperature during external power operation

(battery charging) and automatically opens the EXTERNAL POWER relay if an
overtemperature occurs. The battery is attached to the helicopter electrical system
with a standard quick-disconnect plug.

EXTERNAL POWER

A connector for standard 28 volt DC aircraft
ground power unit (GPU) is located on the

helicopter nose, protected by a small hinged
cover. After a ground power start, both

engines should be operating and the GPU
unplugged prior to placing either generator

on line, due to voltage incompatibility.

INVERTERS

Two 250 volt ampere, solid state inverters
supply both 115 and 26 volt AC ( alternating
current). Each inverter [No.1 & No.2] is

powered by respective EMERGENCY BUS
1and EMERGENCY BUS 2.

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OVERHEAD CONSOLE

The overhead console, centered on the cockpit ceiling, contains most of the electrical
switches and circuit breakers. The console has two sides , with the circuit breakers of
Subsystem 1 on the left, and Subsystem 2 on the right. Five rocker-type switches at

the consoles' central forward edge control the Battery, Generator 1 & 2, the Inverter,
and the

with white light. Except for the DC bus control switches (white illuminated), the remaining push-on / push-off switches change illumination color from white to green when activated. The internal lighting controls are

is ample space reserved for circuit breakers and switches required by optional equipment.

Emergency Light. The rocker switches are clearly labeled and internally illuminated

potentiometer knobs or rheostats. There

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LIGHTING

The Bell 430 in standard configuration is completely equipped for night operations.
The following lights are provided:

COCKPIT LIGHTING

One co ckpit utility light, with red
/ white-spot / flood beam

Two map lights
One cockpit emergency light
Internal white instrument lights
Storm Lights (external

instrument illumination)
Pedestal equipment lighting

The instruments, information panels, panel
mounted avionics, pedestal and overhead

console are uniformly illuminated with
integral blue / white lighting. Separate

dimming rheostats are provided for the
pilot's flight instruments, engine
instruments, the map lights, pedestal

mounted equipment, overhead console,
and the cabin lights. Provisions are included

for dimming the optional copilot
instruments.

Overhead console lighting
Four cabin dome lights, with

integral battery powered
emergency lights

Four luminescent panels (over
each emergency exit)

Seat belt / No Smoking sign
Baggage compartment light
Position lights
Retractable Landing / Sear ch

light
Two anticollision lights

UTILITY LIGHT EMERGENCY LIGHT

UTILITY LIGHT

APPROACH

PLATE/MAP

LIGHT

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A single dimable utility light [GRIMES
LIGHT] is provided just inboard of the roof

window above the pilot. It may be pointed
from its'

be removed and used anywhere in the
cockpit. The light beam may be

from white to red light, and adjusted from
spot to flood.

bracket, or with the coiled cable,

switched

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EMERGENCY LIGHT

A battery powered emergency light is mounted at the rear of the overhead console,
directed toward the instrument panel. The batteries are kept fully charged by the helicopters
electrical system (EMERG BUS 2), and when the EMERGENCY LIGHT SWITCH is armed,

automatically turns on should

both emergency buses fail. It will provide illumination for

about 20 minutes, and may be removed for use as a flashlight.

CABIN LIGHTING

Four cabin dome lights provide adjustable interior illumination. Controlled by a switch
(CABIN & BAG LT) on the overhead console, their intensity can be adjusted by the
pilot. Each dome light contains a separate

by the EMERGENCY LIGHT SWITCH . Two Ni-Cad batteries (one each for the two left

two right lights) are kept fully charged by the electrical system. Activation is automatic

and
when the system is armed and both emergency buses fail. The batteries are sufficient

20 minutes of illumination.

for

battery powered emergency light, controlled

DOME

LIGHTS

NO SMOKING

LIGHT

BETA

LIGHT

DETAIL

EMERGENCY EXIT LIGHTS

Self illuminated BETA lights are mounted over each window in the crew / passenger
doors to identify the emergency exits.

SEAT BEL T / NO SMOKING SIGN

An illuminating sign with the international symbols for FASTEN SEAT BELTS and NO
SMOKING is displayed at the rear of the overhead console, visible to the cabin occupants.

Each sign segment is individually controllable by a switch above the pilot.

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BA GGAGE COMPARTMENT LIGHT

The baggage compartment contains a
single light mounted in its' ceiling,
controlled by the same circuit which

activates the cabin dome lights.

EXTERNAL LIGHTING

POSITION LIGHTS

Standard aviation position lights are
provided; a green light on the right wing, a
red light on the left wing, and a white light

on the tail.

ANTI COLLISION LIGHTS

Two highly conspicuous red strobe lights
serve to draw attention in flight or on the
ground. One is located above the engine

cowling, and another is found on the
underside of the tail boom.

LOWER ANTICOLLISION LIGHT

DIRECTIONALLY CONTROLLABLE

LANDING/SEARCH LIGHT

SEARCH / LANDING LIGHT

The search and landing light is a single,
high intensity, 450 watt , wide-beam,

directionally controllable, retractable light
located in the lower part of the fuselage.
The ON / OFF / STOW power switch and

four-way steering switch are located on the
pilots' collective control box.

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CREW VENTILATION / WINDSHIELD DEFOGGING

Two separate systems, pilot and forward
passenger position, provide for crew
ventilation and windshield defogging. Each

system consists of an exterior plenum door
(on one side of the nose), an electric blower,

diverter valve, ducting, check valve,
windshield defog nozzle, adjustable vent
nozzle, and two control cable assemblies.

LEFT & RIGHT
COCKPIT
AIR INLETS
[DETAIL]

LOWER CREW AIR OUTLET

Provision is made for the defog nozzles
connection to heated air ducts from the

optional Environmental Control System,
when installed.

Additional cockpit ventilation is provided
from two overhead outlets which receive

air from the cabin ventilation system.

The two cable assembly control knobs
located above and below each vent nozzle

UPPER CREW AIR OUTLETS

control the plenum door and the diverter
valve. Pressing the center of each knob

and sliding the cable out or in varies the
door opening (upper knob), or diverts

airflow (lower knob) to the defog nozzle.
Releasing the center of the knob locks the
cables position. The vent nozzles, located

on either side of the instrument panel may
be adjusted for direction and volume. Each

system will function with ram air only, or
for ground / hovering operation, with the
vent blowers (PILOT VENT BLO & CPLT

VENT BLO switches on the overhead
console).

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DEFOG NOZZLES

[ PROVISION FOR OPTIONAL

ECU / BLEED AIR HEAT]

UPPER CABLE CONTROL

OPENS PLENUM DOOR

VENT OUTLET -ROTATE CLOCKWISE TO

CLOSE -COUNTER CLOCKWISE TO OPEN

LOWER CABLE CONTROL

DIVERTS AIRFLOW TO DEFOG

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CABIN VENTILATION

The cabin interior is ventilated with ambient ram air . The ram air enters an inlet scoop
on the roof, which is controlled by a lever above the pilot's head, and is directed through
a plenum into two parallel distribution ducts. Four dual outlets are installed in the

passenger compartment headliner (combined with the four cabin lights), with two
additional outlets

Each of the outlets is separately controllable in direction and volume. Air exhausts
from the cabin through two ports, left and right, near the floor, at the lower edge of the
rear bench seat. The ports may be opened or closed by hand to help adjust the flow.

The minimum cabin air exchange rate in cruise flight is 2.83 cubic meters per minute
(100 cubic feet per minute).

just above the windshields in front of the pilot and forward passenger.

CABIN AIR DISTRIBUTION SYSTEM

1. Pilots overhead vent duct

2. Passenger vent door

3. Passenger vent ducts

4. Copilots overhead vent duct

5. Vent control knob and lever

CABIN AIR SCOOP

ONE CABIN VENT AND LIGHT GROUP

3

1

5

2

4

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POWERPLANT

TWO ROLLS-ROYCE 250-C40B TURBOSHAFT ENGINES

The powerplant consists of two Rolls-Royce Gas Turbine Model 250-C40B turboshaft
engines and their independent fuel, oil, and air management systems. The engines

are mounted side-by-side, in individual fireproof compartments; the left side designated
ENGINE NO. 1 and the right side as ENGINE NO. 2. Optimized for performance under

hot day, high altitude conditions, there is ample reserve power contained in each compact

118 kilogram (260 pound) unit.

Uninstalled

ENGINE RATINGS:

Thermodynamic

Power

Rolls-Royce 250-C40B with Full Authority Digital Electronic Control (FADEC).
Takeoff Power (5 Minutes) SHP(kW) 808(603) 747(557)
Maximum Continuous Power SHP(kW) 695(518) 618(461)
OEI (30 seconds) SHP(kW) 940(701) 844(629)
OEI (2 minute) SHP(kW) 880(656) 811(605)
OEI (30 minute) SHP(kW) 835(623) 789(588)

Engine Rated

Power

OEI (Continuous) SHP(kW) 808(603) 747(557)

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RELIABLE POWER

Manufactured by Rolls Royce, the C40B 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 weight and of compact. Easy to maintain, all engine adjustments
and almost all

engine remains installed on the helicopter.

inspections and routine maintenance can easily be performed while the

MODULAR CONSTRUCTION

The Rolls-Royce 250-C40B 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.

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ENGINE CUTAWAY SCHEMATI C

The two engines are identical, each consisting of four major modules; a compressor
section, an accessory gear box, 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, COM-

MON 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.

COMBUST OR 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.

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OPERATING PRINCIPLES

The basic principle of the C40B engine is quite simple; continuous combustion that produces a steady flow of efficient power. Air is supplied to each engine through airscoops on either side of the fuselage aft of the transmission cowling [ Airflow at takeoff power

is approximately 2.54 kilograms per second (5.6 pounds per second) for each engine].
Before the air enters the engine it passes through a protective screen to prevent the

induction of large foreign matter.

ENGINE AIR FLO W SCHEMATIC

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COMPRESSOR SECTION

Clean air enters the compressor inlet. The compressor in the C40B is a titanium single

-stage centrifugal impeller which compresses the entering air ( 8.6 to 1 pressure ratio at takeoff power ) and discharges it through a diffuser assembly and dual scroll collector

into a pair of external ducts. The ducts carry the air directly to the combustion section
at the aft end of the engine.

•EXAMPLE•

BLEED AIR VENT

SCROLL

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BLEED 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
bleed assembly. As NG increases, the bleed valve gradually closes to reserve air for

engine operation. The inducer bleed serves a similar function to enhance compressor
efficiency when NG is above 96 %.

pneumatically operated bleed valve, and an inducer

NO. 1 BRG. OIL IN

INDUCER

BLEED PORT

ACCELERATION

BLEED VALVE

ANTI-ICING AIR NO. 1 BRG. OIL OUT

•EXAMPLE PHOTO•

BLEED AIR SOURCES

Four ports along the diffuser scroll are provided to supply bleed air.
to the engine fuel system, a second is for to the anti-icing system, and the remaining

two are available as bleed air sources to power airframe systems (optional environmental control system or customized bleed air heater).

PRODUCT DATA JANUARY 2003

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One provides air

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ANTI-ICING SYSTEM

The anti-icing system directs hot compressor discharge air through the inlet guide vanes to prevent the ice formation on the hollow vanes. An electrically operated valve

on the compressor scroll controls the air flow. Anti-icing ON is required when flying
into visible moisture at temperatures below 4.5°C (40°F).

COMPRESSOR WASH FITTING

ENGINE CLEANING

A compressor wash / rinse fitting is
provided to facilitate the
daily compressor cleaning to remove

airborne chemical contamination (such as
when operating near salt water). A spray

nozzle, connecting tubing, and threaded
adapter are installed for each engine to
allow quick conduct of the wash process

without removal of cowlings (or the optional
particle separator kit, if installed)

PRODUCT DATA JANUARY 2003

recommended

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ACCESSORY GEARBOX SECTION

The accessory gearbox section includes a gearbox housing (FRONT or COMPRESSOR
side), a gearbox cover (REAR or TURBINE side), gas producer gear train, power
turbine gear train, oil pump assembly, oil filter, and the necessary oil tubes to provide

pressure and scavenge oil for the system.

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GAS PRODUCER GEARING

The accessory drive train is powered by the gas producer turbine. It drives / is driven
by the starter / generator, and provides power for the engine fuel pump,

hydromechanical unit and the engine oil pump.

[ LEFT IS FORWARD ]

2

COMPRESSOR

COUPLING

3

1

4

TURBINE TO

5

DRIVES FADEC H.M.U.

& ENGINE OIL PUMP
& NG TACHOMETER

6

SPARE

7

STARTER / GENERATOR

DRIVE

1. SPUR ADAPTOR GEARSHAFT

2. SPUR CENTRIFUGAL BREATHER GEARSHAFT

3. SPUR IDLER GEARSHAFT

4. SPUR IDLER GEARSHAFT

5. SPUR HYDRO MECHANICAL UNIT & OIL PUMP & NG TACH GEARSHAFT

6. GENERATOR IDLER GEAR

7. STARTER GENERATOR GEARSHAFT

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PO WER TURBINE GEARING

The power turbine gear train supplies engine power to the main forward output drive
at a design speed of 9,598 RPM. In addition the
power to operate the airframe mounted

[ LEFT IS FORWARD ]

oil cooler blower.

POWER TURBINE

rear side of the main output drive provides

SHAFT

TURBINE SHAFT TO

PINION GEAR COUPLING

DRIVES P.M.A.

11

13

8

9

10

DELIVERS ENGINE OUTPUT
POWER TO MAIN DRIVESHAFT (FWD)
AND TAIL ROTOR DRIVESHAFT (AFT)

14

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 JANUARY 2003

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SPARE DRIVE - 15 SHP

SPARE DRIVE P AD S

Each gear train has an additional drive pad
location available for limited use as an

accessory power source, one each on the

front of the gearbox.

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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 58% N

to the first stage GP nozzle.

. Gas flow moves forward out of the chamber

G

IGNITION & ST ARTING

Each engine has its' own separate ignition system exciter , shielded igniter plug cables

igniter plug. The engines are easy to start and require no warm-up. The battery is

and
capable of starting engines in cold weather to -32°C (-25° F). Starting capability with

external power extends to temperatures as low as -45°C (-49°F).

FUEL REQUIREMENTS

Combustion is continuous as long as the proper fuel / air mixture is maintained. The prechamber combustor provides reliable high altitude / cold starting; with Jet A (JP-5)

at 0°C (32°F) and Jet B (JP-4) at -45°C (-49°F) . For operations when temperatures are
below -12°C (10°F), an anti-icing fuel additive is required.

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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.

cooling air is directed into the combustion liner, to prevent the flame from contacting

The
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

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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 the combustion gases) and a rotor, or turbine wheel (which is reaction driven by the combustion gases).

TURBINE SECTION SCHEMA T I C

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FROM YOUR BELL HELICOPTER TEXTRON REPRESENTATIVE.

GAS PRODUCER TURBINE (NG)

The first two turbine stages are coupled to the compressor, and also power the gas producer gear train. At 100 % RPM they rotate at 51,000 RPM . The gas producer support contains a protective energy containment ring, which

producer turbine wheel. The energy ring guards against damage from ballistic fragments
in the event of a turbine wheel failure.

surrounds the first stage gas

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PO WER TURBINE (NP)

The final two turbine stages extract energy from the combustion gases to drive the
power turbine. At 100 % RPM the power turbine rotates at 30,908 RPM.

MGT HARNESS

TEMPERATURE SENSING

The power turbine support incorporates a thermocouple assembly, which senses the
temperature of the combustion gases as they exit the second stage gas producer rotor.

Four ALUMEL-CHROMEL probes generate a DC current directly proportional to the
temperature of the gas. The thermocouple harness averages the four voltages and

transmits the resulting signal to the ARINC-429 databus and IIDS.

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EXHAUST COLLECTOR SECTION

The exhaust collector section is fabricated of high temperature resistant stainless steel formed sheets and castings. The exhaust collector support holds the aft portions of the engine and is attached to the accessory gearbox cover with six studs. The exhaust

collector duct incorporates a center tube and power turbine shaft shield which protects

the power turbine shaft from the exhaust gas. The duct has a single rectangular outlet at its' top, which supports the exhaust ejector stack. The

horizontal firewall shield and insulation blanket protect accessories from radiant heat.

vertical firewall shield and

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98

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ENGINE ACCESSORIES & CONTROLS

PERMANENT

MAGNET

ALTERNATOR

*

*

*
*

*CEFA (COMBINED ENGINE FILTER ASSEMBLY)

HYDROMECHANICAL UNIT

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STARTER / GENERATORS

The starter / generators are mounted on the lower right side of each engines
gearbox cover, and drive / are driven by the gas producer turbine gear train . The drive

shaft of each unit is

oil lubricated (wet spline system) and has an engine protective

shear point. Air cooling is accomplished with an integral fan, assisted by dedicated
air inlets on the lower outboard engine cowlings.

accessory

EVENT RECORDING

The IIDS records the occurrence of an engine start in its nonvolatile memory, and if an
exceedance occurs it also records the date/time, duration and magnitude . This allows

maintenance personnel to confirm the helicopter logbook start count totals for transfer
to the individual engine logs cycle record, and insure that any required maintenance

action is performed.

ENGINE ST ART CONTROL PANEL

Engine starting is controlled by three push/
push illuminated switches mounted above

the engine instruments group. When the
START 1 or START 2 switches are

engaged, the starter is continuously
motored until automatic disengagement

occurs at 56% N
DISENG switch is depressed.

or the center START

G

RPM SWITCH

A two-way "BEEP" switch mounted on the
pilots' collective lever provides a signal to

each FADEC ECU for fine adjustment of

. Forward / aft movement adjusts NP of

N

P

both engines up / down.

TEMP/TORQUE MATCHING

A two-way momentary switch mounted on
the collective control box provides a signal
to the IIDS which controls the mode for

engine matching.
of the switch selects either same MGT

mode, or same Q [engine torque] mode.

Left or Right movement

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