BK117 C-2

Training Manual CAT B1

Flight Control System

Chapter 04
Flight Control System

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Table of Contents

Main Rotor and Tail Rotor Controls . . . . . . . . . . . . . . . . . . . . . . 4 Upper Tail Rotor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Collective Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Yaw Stability Augmentation System . . . . . . . . . . . . . . . . . . . . . 74
Cyclic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Mixing Lever Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Upper Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Main Rotor and Tail Rotor Control ATA 67
Swash Plate Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Mixing Lever Assembly ATA 62
Rotating Pitch Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Swash Plate ATA 62
Scissors Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Trim System ATA 67
Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Hydraulic System ATA 29
Principle of the Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Hydraulic Actuators ATA 67
Basic Circuit of the Hydraulic System . . . . . . . . . . . . . . . . . . . 34 Indication and Test System ATA 29
Module Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Yaw SAS ATA 22
Reservoir / Valve Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Valve Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Hydraulic Pump Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Hydraulic Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Basic System Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
System Description Hydraulic Actuator . . . . . . . . . . . . . . . . . . 54
Mechanical Override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Hydraulic Monitoring and Testing System . . . . . . . . . . . . . . . . 60
Tail Rotor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Tail Rotor Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Tail Rotor Actuator Type 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Tail Rotor Actuator Type 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

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 BK117 C-2
Training Manual CAT B1
Flight Control System

INTENTIONALLY LEFT BLANK

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Main Rotor and Tail Rotor Controls

General Tail Rotor Control

The flight of the BK117 C-2 is controlled by adjusting the angle of The tail rotor control is in principle the same as the collective control
incidence of the main rotor blades and the tail rotor blades. of the main rotor system. Adjusting the angle of incidence of the two
blades collectively varies the thrust, reacting against the main rotor
Three types of controls are necessary to fly the helicopter:
torque. The helicopter stands still in hover, if these two forces are
-- collective control equal. If not, the helicopter will turn around its yaw axis.
-- cyclic control
Ball Bearing Control Cable (Flexball)
-- tail rotor control.
The ball bearing control cable (Flexball) consists of a double-row
The control inputs from the pilot are transferred via ball bearing control
arrangement of steel balls leading through captive ball cages. The
cables to the hydraulic unit, where they are boosted and rooted to the
steel balls roll between two outer races and a center core. A flexible
mixing lever assembly. The mixing lever assembly transfers the inputs
casing encloses the races. Due to this construction the center core is
to the swash plate and from there directly to the main rotor blade.
able to transmit tensile and compression forces.
Collective Control
Changing the angle of incidence equally on all four main rotor blades
increases or decreases the main rotor thrust. This is called collective
control.

Cyclic Control
Adjusting this angle periodically within one rotation of blade tilts the
resulting lifting force, caused by all four blades, out of the vertical axis,
i.e. a horizontal force component is created. The helicopter will tilt and
move in the direction of the horizontal force. This is called cyclic
control. Cyclic control consists of lateral control (LH and RH
movement) and longitudinal control (forward and backward
movement).

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Training Manual CAT B1
Flight Control System

Control Input Transmission

Main Rotor Head

Collective Control Fork

Adjustable Upper Control Rod

Hydraulic Unit Ball Bearing Control Cable

(Flexball)
Tail Rotor Control

Ball Bearing Control Cables

(Flexball)
Cyclic and Collective Control Outer Race

Collective Pitch Lever

Center Core

Casing

Ball Cage

Steel Ball

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Training Manual CAT B1
Flight Control System

Collective Control

Signal Input Control Range

The collective control signals are given by pulling the collective pitch Maximum and minimum collective blade pitch angles are limited by
lever upward or pushing it downward. Pulling creates ascent, pushing mechanical stops, which are integrated in the hydraulic unit.
descent.

Collective Pitch Lever

The collective pitch lever is located on the LH side of the pilot seat. As
optional equipment dual controls are available. In this case a second
collective pitch lever is located on the LH side of the copilot seat. Both
collective pitch levers are mechanically linked via a torsion tube.

Control Transmission
The signals are transmitted via a torsion tube, located underneath the
cockpit floor, to a ball bearing control cable (Flexball). This ball bearing
control cable (Flexball) leads from the torsion tube to the nose section
and then up to the the hydraulic unit on the roof. Together with the two
ball bearing control cables (Flexball) of the cyclic control, it controls the
input control levers of the hydraulic unit. Here the control signals are
force amplified. The operation of the hydraulic unit will be explained
later in this chapter. The amplified signals, which leave the hydraulic
unit at the output boost piston, are transmitted via control rods to the
collective control fork, which is part of the mixing lever assembly.
The collective control fork lowers or lifts the sliding sleeve, which
creates the intended simultaneous variation of the angle of incidence
on all four rotor blades.

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Training Manual CAT B1
Flight Control System

Collective Control

Support Lever

Collective Pitch Lever

Torsion Tube
Friction Brake

Tilt Compensation Spring Support

Bearing

Ball Bearing Control Cable

(Collective Control)

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Training Manual CAT B1
Flight Control System

Friction Brake
To prevent undesired movement of the collective pitch lever during
flight, a friction brake acts on the torsion tube. The desired friction
against the movement of the collective pitch lever can be set by the
adjusting knob.

Collective Pitch Lock

To secure the collective pitch lever during ground operation a collective
pitch lock is installed. It consists of a spring and a lock latch. To lock
the collective pitch the latch is placed onto the locking pin at the
collective pitch lever head.

Tilt Compensation
The weight of the collective pitch lever creates a difference on control
force. To compensate this difference a spring is installed on the
collective torsion tube via a lever. This spring increases the control
force in direction “collective down”. The spring tension can be varied
by means of the adjustable weight compensation fixture.

 NOTE For operations with copilot’s lever removed the

spring tension has to be adapted accordingly.

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Training Manual CAT B1
Flight Control System

Collective Control -- Friction Brake, Pitch Lock, Tilt Compensation

Slant Console Adjusting Knob

Friction Brake

Collective
Pitch Lock

Torsion Tube

Square Key for

Spring Tension

DP
SP
Locating Plate FWD

Dual
Control
Single
Tilt Compensation
Spring Control

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Training Manual CAT B1
Flight Control System

Cyclic Control

Signal Input
The cyclic control signals are given by moving the cyclic stick left or
right by pushing or pulling it.

Cyclic Stick
The cyclic stick is located in front of the pilot’s seat. If dual controls are
installed, a second cyclic stick is located in front of the copilot’s seat.
In this case both cyclic sticks are mechanically linked via a torsion tube
and a linkage mechanism underneath the cabin floor.

Control Transmission
The input signals are split into two components (longitudinal and
lateral) and transmitted separately via ball bearing control cables
(Flexball). These two ball bearing control cables (Flexball) leads to the
nose section and then up to the hydraulic unit on the cabin roof.
Together with the ball bearing control cable (Flexball) of the collective
control, they control the input control levers of the hydraulic unit. Here
the control signals are force amplified. The boosted signals are
transmitted to the mixing lever assembly. There they are combined to
one signal that tilts the swash plate in the desired direction. This tilting
creates the periodical change of the blade pitch angle within one
rotation.

Control Range
The stick movement is limited in each direction by mechanical stops
integrated in the hydraulic unit.

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Training Manual CAT B1
Flight Control System

Cyclic Control

Support Levers

Cyclic Stick

Torsion Tube

Ball Bearing Control

Cables (Flexball)
Cyclic Control

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Training Manual CAT B1
Flight Control System

Cyclic Stick Centering Device

A cyclic stick centering device is installed to the pilot’s cyclic stick. This
allows the cyclic stick to be positioned in center to reduce mast
moment forces on the rotor system. It consists of a cantilever attached
to the cyclic stick and a receptacle pin which is part of the instrument
panel. This design prevents the cyclic stick from being in a locked
position.

Tilt Compensation
The pivot mounting permits the cyclic stick to be tilted in any direction.
Due to its weight a tilting moment results in longitudinal direction
whenever the cyclic stick is out of its center--of--gravity. This would
influence the control forces and therefore this tilting moment has to be
compensated. This is done by connecting a spring to the longitudinal
torsion shaft.

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Training Manual CAT B1
Flight Control System

Cyclic Stick Centering Device, Tilt Compensation

Centering Pin

Cyclic Stick
Centering Cantilever

Tilt Compensation Spring

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Training Manual CAT B1
Flight Control System

Mixing Lever Assembly

Location
The mixing lever assembly is located above the main rotor
transmission.
This mixing lever assembly transmits the three amplified main rotor
control signals (collective, longitudinal and lateral control) to the swash
plate.

Main Components
The main components of the mixing lever assembly are:
-- the collective control fork
-- two cyclic control levers.

Collective Control Fork

The collective control fork is supported by the bearing block mounted
on top of the support bracket. At the forked end it is connected to the
sliding sleeve.

Cyclic Control Levers

The two cyclic control levers are mounted on each side of the collective
control fork. As seen in flight direction, the lateral control lever is
located on the LH side, and the longitudinal lever on the RH side of the
assembly.

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Training Manual CAT B1
Flight Control System

Mixing Lever Assembly

Longitudinal Short Control Rods

Control Lever

Sliding Sleeve

Collective Control Fork

Bearing Block
Lateral
Control Lever

Support Bracket

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Training Manual CAT B1
Flight Control System

Upper Controls
Location Vertical Control Rods
The upper controls are located in front of the main transmission. Their The vertical control rods transmit the flight control inputs from the bell
task is to transmit the flight control input from the hydraulic actuators crank to the mixing lever unit. They consist of aluminium made rod
to the mixing lever unit. bodies with rod ends. These control rods can be changed in length for
the rigging of the boosted section of the main rotor flight controls.
Main Components
The main components of the upper controls are:  NOTE Mind the correct installation position of the
connecting bolt between the ball crank and the
-- horizontal control rods
vertical control rod of the lateral axis.
-- bell crank assembly
-- vertical control rods.

Horizontal Control Rods

The horizontal control rods are connected to the hydraulic actuators
on one side. The other side is attached to the bell crank. The rod
consists of an aluminium tube with two rod ends. The rod ends are
sealed off with silicone, secured with lock wire and shall not be
changed in length.

Bell Crank Assembly

The bell crank assembly consists of one bracket which is equipped
with one bell crank lever per control axis. The assembly is bolted to the
front side of the main rotor transmission. The bell crank assembly will
redirect the movement of the horizontal control rods upwards.

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Training Manual CAT B1
Flight Control System

Bellcranks

Bellcrank

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Training Manual CAT B1
Flight Control System

Transmission of Control Signals

In the schematic drawing the transmission of a lateral control signal is
shown: Point 3 is lifted to position 3’ via the short control rod and the
lateral control lever, which turns around axis “a”.
Longitudinal control signals are transmitted in the same way. The
transmission of a collective control signal requires not only a vertical
movement of the sliding sleeve, but also the same movement of the
two short control rods. This is done via the pivot points of the cyclic
control levers which are raised or lowered by the collective control fork.
Otherwise the collective control signal would tilt the swash plate, which
results in different changes of angles of incidence.

 NOTE Transmission of cyclic control signals is totally

independent of collective control inputs. Collective
control signals are transferred to the sliding sleeve
and the two short (cyclic) control rods.

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Training Manual CAT B1
Flight Control System

Transmission of Cyclic and Collective Control Signals

Cyclic Control Signal Collective Control Signal

3’ Swash Plate
2
3 Sliding Sleeve

1 3 Short
Control
Rod

Longitudinal Lever

Collective Fork

Axis a Axis a

Lateral Lever

Input: Lateral Flight Input: Decrease Thrust

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Training Manual CAT B1
Flight Control System

Swash Plate Assembly

General retain the cardan ring. The two pivots at the bottom retain the collective
control fork of the mixing lever assembly.
The swash plate is installed at the top of the main transmission and
guided by a support sleeve. It transfers the rotor blade pitch change Cardan Ring
control movements from the stationary cyclic or collective control input
to the rotating blades. The cardan ring contains four bearings, two for pivoting the cardan ring
and two for pivoting the control ring. This arrangement permits
The swash plate assembly consists of: cardanic motions, i.e. tilting in all directions.
-- swash plate bellow
Control Ring
-- stationary part
The purpose of the stationary control ring is to transmit the cyclic stick
-- rotating part.
inputs to the rotating bearing ring. Two forks, part of the control ring,
Swash Plate Bellow are connected to control rods between the stationary part of the swash
plate and the mixing lever assembly.
The swash plate bellow protects the assembly from dirt and foreign
objects. The bellow is split on one side for easy installation. It is Rotating Part
attached by tyraps.
The rotating part of the swash plate consists of the outer race of the
Stationary Part double shoulder bearing, and the bearing ring.
The stationary part of the swash plate assembly consists of: Bearing Ring
-- sliding sleeve The bearing ring is driven by the scissors assembly, which is attached
-- cardan ring via the fork link connecting bolt. A weight, bolted to the opposite, acts
-- control ring. as a counterweight for the scissors.
The rotating pitch links are mounted to the four forks of the bearing
Sliding Sleeve ring.
The collective control inputs move the sliding sleeve up or down. Inside Lubrication
the sleeve two Teflon bushings are attached, which permit easy sliding
movement on the support sleeve. Two pivots at the top of the sleeve The double shoulder bearings of the assembly are lubricated by
grease. Metal shields are fitted over the bearings to protect them from
dirt.

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Training Manual CAT B1
Flight Control System

Swash Plate Assembly

Fork Teflon Bushing

Fork Link
Counterweight Connecting Bolt

Swash
Swash Plate Plate
Bellow
Ball Bearing

Cardan Ring

Sliding Sleeve
Bearing
Ring Teflon Bushing
Support Sleeve on
Main Transmission
Pivot for Control Ring
Collective Fork

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Training Manual CAT B1
Flight Control System

Rotating Pitch Links

General
The rotating pitch links transmit the flight control signals to the main
rotor blades.

Location
Four rotating pitch links are installed between the rotating part of the
swash plate and the main rotor blade control levers.

Components
Each rotating pitch link consists of a tube with a fine internal thread at
one end and a coarse internal thread at the other end, into which eye
bolts are screwed. Serrated discs and a counter nut secure each eye
bolt, to which a spherical bearing is fitted.

 NOTE The end of a groove of an eye bolt is colored red to

indicate the length of adequate thread bearing. If
the red color is visible on top of the tightened
counter nut, the thread contact remaining inside
the tube is insufficient.

 NOTE The rotating pitch links should be mounted such

that the coarse threaded eye bolts are fitted to the
control lever at the main rotor head.

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Training Manual CAT B1
Flight Control System

Rotating Pitch Links and Scissors Assembly

Spherical Bearing
Fine Thread
Serrated Discs

Red Colored Groove

Eye Bolt Counter Nut

Red Colored Groove Tube Coarse Thread (up)

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Training Manual CAT B1
Flight Control System

Scissors Assembly
General
The scissors assembly connects the swash plate to the rotor mast. It
drives the rotating part of the swash plate.

Components
The scissors assembly consists of the
-- bearing block
-- driving link
-- fork link.

Attachment
The scissors assembly is bolted to the main rotor mast by a bearing
block. At the lower end it is attached to the swash plate bearing ring
via the connecting T--bolt by means of a spherical bearing.

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Training Manual CAT B1
Flight Control System

Rotating Pitch Links and Scissors Assembly

Mounting Flange

Shims

Rotor Mast

Bearing Block
Driving Link

Fork Link

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Trim System

General Trim Actuators

As the BK117 C--2 helicopter is equipped with hydraulic units for main The longitudinal trim actuator is installed beneath the cabin floor,
rotor control, which amplify the control signals, no real control forces positioned in front of the cyclic shaft. The identical lateral trim actuator
are sensed at the control stick. For better handling of the helicopter an is also installed beneath the cabin floor, but positioned behind the
artificial control force is desirable, giving the pilot a reference for stick cyclic shaft.
displacement. For that reason trim actuators with artificial force feel
In the actuator housing is a DC motor, an electro-mechanical clutch,
springs are installed in the non--boosted section of the cyclic controls.
a centrifugal friction damper, a position sensor and a spring for artificial
During flight the pilot does not only move the stick for a short time, e.g. force feel.
flying a turn, but also for a long time, e.g. during cruise. Holding the
cyclic stick against the artificial control force would fatigue the pilot. Trim Linkage
Therefore the artificial control force can be trimmed to zero in each The longitudinal trim rods connect the output lever of the longitudinal
stick position by electric motors or clutches in the trim actuators. trim actuator with the torsion tube of the longitudinal control. The lateral
trim rod connects the output lever of the lateral trim actuator to a bell
Components
crank.
The trim system is supplied with power via circuit breaker FTR on ESS
BUS 1 and BEEP TRIM on ESS BUS 2 and comprises mainly: Control Box
-- two trim actuators (longitudinal and lateral) The control box is installed beneath the cockpit floor RH side behind
the longitudinal torsion tube and houses a board for the trim system.
-- control box
This board controls the DC motors of the trim actuators.
-- two 4--way trim switch BEEP TRIM at the cyclic stick
-- two push button, labeled FTR at the cyclic stick
-- one FTR switch at the I--Panel.

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Training Manual CAT B1
Flight Control System

Trim System -- Locations

Cyclic Stick
FWD Grip

Trim Actuator
Longitudinal

Ball Bearing
Control Cable
(Flexball)
to Hydraulic Unit

Control Box

Trim Actuator
Lateral

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Flight Control System

Principle of the Trim System

General By pressing the push button on the cyclic stick grip, labeled FTR, the
electric clutch in the trim actuator will be energized. The clutch opens
The function of the longitudinal and lateral trim actuator is identical.
and separates the secondary reducer from the primary reducer. This
Function allows the secondary reducer to turn and the spring to move to the
force free position. To smooth this centrifugal movement, a mounted
By operating the 4-way trim switch at the cyclic stick, labeled BEEP damper connected with the secondary reducer produces a torque
TRIM, the DC motor in the trim actuator drives the primary reducer resistance proportional to speed.
(irreversible wormgear) and transmits the movement to the closed
electrical clutch. With the clutch the primary reducer is connected to After releasing the push button on the cyclic stick grip, labeled FTR,
the secondary reducer, and the motor movement is transmitted to the a new force free stick position in maintained.
output shaft. Via the output lever and a control rod, the stick is moved
into a new force free neutral position.  NOTE In case of accidental jamming of any internal trim
actuator parts, a higher control force has to be
The rotating direction of a trim motor is changed by a polarity reversal. applied to break a shear pin in the affected trim
The on-board circuitry with the relays and the DC motor enables the actuator output shaft. This allows free movement
cyclic stick to move in four directions: forward, aft, left, right. in the respective axis without an artificial control
When operating the 4-way trim switch, only one of the four contacts force. In that case the trim system in the
can be closed. When releasing the switch, all four contacts are opened associated axis is disabled, too.
again.
During a cyclic control input the trim actuator output lever moves
together with the cyclic controls. If the trim actuator is deenergized, no
movement of the reduction gear train is possible. By the relative
movement between the two gears, the spring becomes twisted, thus
creating an artificial control force.

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Training Manual CAT B1
Flight Control System

Trim Actuator

DC Motor

Electrically Activated Clutch

Primary Reducer

Centrifugal Friction Damper

Position Sensor

Gear with Shear Pin

Spring
Secondary Reducer
Movable Gear

Output Lever

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Flight Control System

BEEP TRIM Switches

There are BEEP TRIM switches to adjust the desired trim position of
the cyclic stick. The 4--way trim switches are installed on top of both
cyclic stick grips.

Push Buttons FTR

There are two push buttons FTR to release the trim position. A push
button is installed on top of each cyclic control stick grip, and is labeled
FTR (Force Trim Release).

FTR Switch
The FTR switch at the instrument panel gives a constant release signal
to the trim actuator clutch i.e. no control forces within the cyclic
controls. The activation is indicated by the yellow illumination of the
FTR light head / switch at the instrument panel.

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Training Manual CAT B1
Flight Control System

Trim System -- Locations

Circuit Breaker BEEP TRIM
Circuit Breaker FTR

CONT PWR CARGO XFER--A HTG--V INST. PWR CONT

LOAD HOOK PX LT PUMP COOL L/S LIGHT

5 5 2 1 20 20 1 2 5 5 3 1

Switch AHRS1 AHRS2 ADC AVIO

MSTR
AVIO AVIO AVIO ADC AHRS1 AHRS2 ROLL 2 BLW
MAIN
BEEP TRIM
MAIN MAST SEMA PEL
E E
3 3 1 3 S S 3 2 1 5 5 3 3
S S
B B
P1 HTG CKPT FTR ROLL 1 U U YAW BEEP MAST XFER--F SX 16 P2 AP1
SAS CONT VENT SAS S S SAS TRIM MOM PUMP SEMA
1 2
5 10 1 1 5 7.5 7.5 3 7.5 1 7.5

CC--PIL BOOM POS LDG CKPT VAR N2 INSTR ACOL EM/EX CC--PED AUX

Push Button
WINCH LIGHTS NR TRIM LIGHTS WINCH TANK

FTR
5 5 1 2 7.5 5 5 7.5 2 1 5 5

OVSP PRIME--P FIRE--D FUEL--V IGN START START IGN FUEL--V FIRE--D PRIME--P OVSP
ENG ENG

Cyclic Stick
Grip

FTR Switch

MKR VHF2
FTR
HI EMER

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Flight Control System

Hydraulic System

General Location
The hydraulic system is used to boost the manual control inputs of the The components of the hydraulic power system are installed onto a
pilot. At the same time the reset forces of the rotor blades are blocked. module frame on the cabin roof in front of the main transmission.

Components Each of the two reservoirs / valve blocks is mounted to a support on

the module frame. The three axis main rotor actuator is fixed with its
The hydraulic system consists of: manifold plate to the module frame.
-- module frame The hydraulic pumps are installed to and driven by the main rotor
-- two identical pressure systems transmission.
-- two pumps The tail rotor actuator is installed in the vertical fin of the tail boom, its
-- three main rotor actuators hydraulic pressure is supplied by system no. 2.
-- tail rotor actuator The components of the indication and testing system are part of the
-- indicating and testing system. reservoir / valve block. The related switches, relays and displays are
installed in the overhead panel and in the instrument panel.
Leading Particulars
Operating Pressure 103 bar
Return Pressure 1.40 -- 1.75 bar
Hydraulic Fluid acc. to MIL--H 5606 (G)
Fluid Capacity 1.0 l (SYS 1); 1.2 l (SYS 2)
Reservoir Capacity 0.8 l

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Flight Control System

Hydraulic Unit
Reservoir / Valve Block 2
Hydraulic Pump 2

Pressure Transducer and Pressure Switch

Boosted Output

Longitudinal Coupling Rod

Collective Coupling Rod
Lateral Coupling Rod
Hydraulic
Pump 1 Control Input by
Ball bearing Control
Cable (Flexball)

Solenoid Valve

Pressure Transducer and Pressure Switch

Solenoid Valve
Reservoir / Valve Block 1

Electrical Connector

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Basic Circuit of the Hydraulic System

General Redundancy Provision

The principal arrangement of the hydraulic system is shown in the The hydraulic power system is a dual system. It has two identical
schematic below. pressure supply systems, system 1 and system 2, that operate
independently. Under normal operating conditions both pressure
Hydraulic Pump supply systems simultaneously generate the entire pressure for
Fluid from the reservoir is ported to the main transmission driven boosting the main rotor controls. System 2 in addition boosts the tail
hydraulic pump. This pump increases the fluid pressure to provide the rotor control. If one of the pressure supply systems fails, the remaining
force required to move the actuators. Pump outlet pressure is supplied system continues to supply the main rotor actuators. This causes the
to the valve block of the reservoir. operating force of the mechano--hydraulically operated main rotor
actuators to decrease to half.
Reservoir / Valve Block
Only a failure of system 2 causes the tail rotor control to operate
The reservoir stores the hydraulic fluid. It is of sufficient capacity to without pressure. Failure of system 1 has no effect on the tail rotor
supply the requirements of the system under all operating conditions. actuator.
The valve block contains a number of components to filter and direct
the fluid and to protect the system against excessive pressure.
Color Code for Hydraulic Schematic
Actuators
The actuators convert the high pressure of the fluid into mechanical
force, which moves the appropriate axis. The actuators are the key Control Pressure
part of the system: They amplify and transmit the pilots input to the
mixing lever assembly. Variable Pressure
Monitoring and Testing
Low Pressure
To inform the crew about the status of the hydraulic system a
monitoring and testing system is installed.
High Pressure

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic System -- Schematic

Tail Rotor
Actuator

Main Rotor Actuators

Long. Coll. Lat.
Hydraulic System 1 Hydraulic System 2

Reservoir Reservoir
Valve Block Valve Block
Relay Relay

Pump Pump
Test
Switch

CAD Hyd 1 Hyd 2

HYD PRESS HYD PRESS B B
A VEMD A
R R

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Module Frame

General
The module frame is the carrying structure of the hydraulic system. It
consists of the reservoir / valve block units, the actuators and the
tubing.
Its components are:
-- frame
-- support and manifold of reservoir no. 1 and no. 2
-- manifold plate of the boost actuators
-- tubing.
The levers are part of the non boosted controls.

Installation
The frame is bolted to the main transmission deck at the rear and two
mounts within its forward third. These mounts are fixed to carbon fiber
stringers of the cabin roof.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Unit -- Module Frame

Reservoir No. 2
Support and
Manifold Pump No. 1
RF (Refill) Port No. 1
Pump No. 2

Reservoir No. 1
Support and
Manifold
Carbon Fibre Stringer
(Part of Fuselage)

Connection to
Mount Tail Rotor Actuator
(Part of Fuselage)
Boost Actuator
Manifold Plate
Lever
RF (Refill) Port No. 2

Frame

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Reservoir / Valve Block

General
The reservoir / valve block is a combined valve and store unit. It stores
the hydraulic fluid and controls the fluid flow.
Both reservoirs and valve blocks are attached to each other and are
installed on the support and manifold block of the module frame.
Additionally a bracket supports the unit on the rear side.

Components
Each pressure supply system consists of:
-- reservoir
-- valve block.

 NOTE To prevent contamination of the hydraulic

systems, an external ground cart must not be
connected. System tests can be carried out by
operating the hydraulic pumps with a special tool.
To refill the systems a container with a hand--pump
and a fine filter is available.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Unit -- Reservoir

Bleed Valve
Sight Glass

Valve Block Level Indicator

MAX Marker
MIN Marker

Solenoid Valve
Filter

Pressure Switch / Transducer

Reservoir

Pressure Measuring Port

To Aircrafts Drain System

Pressure Line Port Return Line Port

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Reservoir Valve Block

The reservoir stores the hydraulic fluid. The necessary preload The valve block contains all the valves and control lines to control and
pressure is generated by the double actuated piston in the reservoir. test the hydraulic system.
The operating pressure applies a force on the smaller piston. As a
Directly after the hydraulic pump is a non return valve to prevent a
result the larger piston pressurizes the reservoir. With the ratio
reversal of the fluid direction.
between the both piston areas (1:60) and an operating pressure of 103
bar, a return pressure of 1.40 -- 1.75 bar is created in the reservoir to The filter prevents contamination of the hydraulic systems.
prepressurize the pump suction side. The high pressure relief valve prevents overloading of the system. The
A low pressure relief valve avoids a damage of the reservoir caused valve opens at a pressure of 122 bar and excessive pressure is
by overpressure. It opens at a pressure of 7.5 bar and relieves released to the return side.
hydraulic fluid to the leak oil port. The solenoid valve, the shut off valve and the pressure switch are part
The sight glass on the top of the reservoir serves as an indicator for the of the indication and test system. Energizing the solenoid valve causes
amount of air in the system. the shut off valve to close. The resulting decrease in pressure causes
the pressure switch to close and to send a signal to the cockpit for low
A fluid level indicator is installed on the rear side of the reservoir. pressure caution indication.
 NOTE The sight glass must be at least half full of Maintenance
hydraulic fluid. Otherwise the system has to be
For maintenance purpose the following ports are available:
bled. A save flight is assured as long as fluid is
visible in the sight glass. -- bleed valve / sightglass for detection and bleeding of
trapped air
-- pressure monitoring port for pressure test (high pressure
side)
-- maintenance port for refilling the system (low pressure
side).

 NOTE Due to internal piping the refill port is mounted at

the actuator carrier plate in reversed order.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Reservoir / Valve Block -- Cross Section

Shut-Off Valve Pressure Out
High Pressure Bleed Valve
Return In
Relief Valve Sight Glass
Pressure Switch /
Transducer

Level Indicator
MAX Marker

Solenoid Valve

MIN Marker
Filter
Low Pressure Piston

Pressure
Measuring Port Reservoir Vent Screen

Non Return Valve Low Pressure Relief Valve

Pressure Return
from Pump to Pump Port to Drain System

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Valve Block - Normal Operation solenoid valve is activated and opens the high pressure inlet for the left
side of the shut off valve.
The hydraulic pump delivers a constant pressure of 103 bar via the non
return valve and the filter to following locations: Result: the piston of the shut off valve travels to the right end stop
because the force created by the larger piston surface and the high
Location 1 Small piston chamber (left section) of the reservoir piston
pressure is greater than the force created by the spring and the smaller
unit.
piston surface with high pressure applied.
Result: The force at the piston rod due to the high pressure in the small
The pressure outlet is blocked and the pressure switch closes (Caution
chamber creates the low pressure in the large piston chamber (right
HYD PRESS in the CPDS for the respective system comes on and the
section) with a relationship of 1:60.
pressure is not indicated anymore within the VEMD).
Location 2 Right side of the shut off valve.
The pressure outlet line and the main rotor actuator of the deactivated
Result: The force generated by the high pressure piston (right side) system are connected to the return pressure as long as the test
and the spring force override the force created by the low pressure situation is evident.
piston and keep the shut off valve in the opened position.
Hydraulic Valve Block - Test Function deactivated
Location 3 Center section of the shut off valve.
The test switch is released to the norm position, the solenoid valve
Result: As the shut off valve is being kept in the open position the high closes the high pressure inlet for the left shut off valve piston and the
pressure outlet is pressurized. The pressure switch is open and shut off valve reverts to the open position again. The fluid of the left
therefore the caution HYD PRESS in the CPDS is suppressed. The piston chamber is pushed into the low pressure line which is opened
pressure is indicated at the VEMD. In this situation the respective main simultaneously.
rotor actuator system is supplied with high pressure. The returning fluid
from the actuators is recycled by the hydraulic pump or lead to the Result: The pressure switch opens again (caution HYD PRESS
reservoir, depending on the flow demand. disappears and pressure indication is available) and the main rotor
actuators are supplied with high pressure again.
Location 4 Solenoid Valve inlet.
 NOTE Both hydraulic systems can be tested with this
Result: In this situation none.
procedure. When testing system 1 (system 2 is
Hydraulic Valve Block - Test Function activated inactive) there is no pressure supply to the tail
rotor actuator.
For the single system test on ground one system has to be shut off with
the spring loaded test switch in the overhead panel. During the test the
 NOTE Never activate the hydraulic test switch in flight.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Reservoir / Valve Block -- Cross Section (Condition Test Function activated)

Location 3 Location 2

Location 4

Location 1

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Pump

Location Pump Description

The hydraulic pumps of both systems are flanged to the accessory The hydraulic pump is referred to as a constant pressure, variable
drives of the main transmission and are driven by splined shafts. delivery high pressure pump.

Pump Connections Fluid pressure remains the same, when the pump is turning at its
normal operating speed, but the volume of fluid delivered by the pump
Four hydraulic lines are connected to each pump: varies according to system demand.
-- Suction line S comes from the reservoir under low
pressure.
-- Output line P carries the pressurized fluid through the
system.
-- Case drain Sc provides a minimum flow of fluid to dissipate
heat; this line is connected to the return lines of the
reservoir.
-- Seal drain Sd is connected to the relief valve line of the
reservoir. It is routed overboard to drain any fluid, escaping
past the drive seals. This is necessary to hinder high
pressure fluid to leak into the transmission drive, because
this could cause lubrication failure.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Pump

Output Line P
(Pressure)

Hydraulic Pump

Suction Line S
(Scavange)

Seal Drain Sd

Case Drain Sc

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Pump Operation

Assembly
The pump is of piston type wherein a cylinder barrel containing nine
pistons or plungers is driven by the accessory drive part of the main
transmission.

Operation
The pistons are constrained by the rotating part of the backplate and
ball-and-socket-joint shoes which are hydrostatically balanced. As the
barrel rotates, the pistons takes in and discharges fluid through a
stationary valve surface (control plate) on the port cap. The length of
the piston stroke, and thereby the displaced volume is determined by
the angle of the non rotating part of the backplate. This range is
controlled by a spring acting against system pressure on the cam of
the non rotating part.

 NOTE The longer the stroke of the pistons, the larger the
volume of fluid delivered.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Pump

Outlet Port Inlet Port

(to Valve Block) (from Reservoir) Pump Shaft
Outlet Port
(to Valve Block)
Inlet Port
(from Reservoir)

Piston or
Plunger

Spring Control
Piston

Piston or
Plunger

Fluid Flow
Case Drain Decrease
Adjustment Screw
(Factory Set) Barrel

Backplate Backplate
(Rotating Part) Fluid Flow Backplate
(Fixed Part)
Increase (Rotating Part)
Splined Shaft Backplate,
Seal Drain
(Fixed Part)

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Actuators

General
Due to the high reset forces which react on the controls when changing
the blade pitch, hydraulic actuators transmit boosted control inputs to
the rotor system.
The hydraulic unit for the main rotor consists of three adjacent
hydraulic actuators. The hydraulic boost unit is installed in front of the
main transmission on the cabin roof.

Assembly
The hydraulic actuator mainly consists of:
-- control spool assembly
-- boost cylinder.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Actuator
Input Control Rod

Control Input
Control Lever

Input Lever Conecting Rod

Control Spool
Assembly

Boost Piston

Boost Cylinder

Test Button for

Control Spool Jamming

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Basic System Function

Fluid Flow
System pressure is supplied from the pump via the valve block to the
control spool. Depending on the control spool position the LH or RH
side of the piston is pressurized. The boost piston moves in the
corresponding direction. The low pressure fluid from the non
pressurized chamber is led back to the reservoir.
With the control spool in the neutral position, no boost piston
movement is possible, because the pressure line as well as both return
lines are closed. The boost piston is hydraulically blocked.

Control Input
The input control rod is moved to the RH side. At the moment of the
input, the boost piston cannot move, because it is still hydraulically
blocked. Therefore, when the control input rod moves to the RH side,
the control lever turns around the pivot point at the boost piston. The
control spool in the control valve is pulled to the LH side by means of
the connecting rod and the control lever. This opens the RH port of the
servo valve, directing hydraulic pressure into the RH chamber of the
boost cylinder. In the same moment the return line of the LH chamber
opens and the fluid moves back to the reservoir.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Basic System Schematic

Input Control Rod

Pump
Pressure Line
Reservoir Starting Input
Return Line
Control Lever

Connecting Rod
Lever

Control Spool

Pivot Point Pivot Point

Boost Cylinder
Boost Piston
(Output to Swash Plate)

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Reaction of the Boost Piston

The hydraulic pressure in the RH chamber of the boost cylinder causes
the boost piston to move to the LH side. Low pressure fluid from the
LH boost cylinder chamber is ported to the reservoir via the return line.
With the boost piston moving to the left and a constant movement at
the input control rod to the right, the middle point of the control lever
becomes the pivot point. There is no movement at the connecting rod,
the control spool remains in the open position.

Input Stop
When there is an input stop at any position, the upper part of the control
lever becomes the pivot point. As the control spool is still in the open
position, the boost piston moves until the control spool is pushed back
in the closed position by the connecting rod and the control lever. With
the control spool in the neutral position, no further hydraulic flow is
possible and the boost piston becomes hydraulically blocked again.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Basic System Schematic

Pivot Point
Continued Input Movement Input Stop

Pivot Point

Movement
Movement here until the control
spool is in neutral position and
blocks hydraulically the boost
piston

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 BK117 C-2
Training Manual CAT B1
Flight Control System

System Description Hydraulic Actuator

Assembly shut-off valve, enabled by the compression of the strong spring, will
open the shut-off valve. Now the pressure can pass the shut-off valve
Each hydraulic actuator consists of two independent systems which
to the control spool. If the control spool is in the neutral position, the
are mounted as an unit. The systems have a control spool rod and a
boost piston is hydraulically blocked and counteracts all forces coming
boost piston rod in common.
back from the rotor.
The control linkages for collective, longitudinal and lateral control are
In case of a control input, the control spools moving out of their neutral
connected to the respective input lever of the main rotor actuator. The
position caused by the connection to the control lever. The operating
boost piston rods are connected to the mixing lever assembly by
pressure is directed to the respective boost piston chamber. As long
means of bell cranks and control rods.
as the control input continues the boost piston moves as the control
Each system comprises: spool remains in the open position. In order to allow the boost piston
-- check valve travel, the opposite side of the piston chamber is opened via the
control spool to the return line.
-- shut-off valve
-- bypass valve If the control input stops, the boost piston closes the control spool via
the connecting rod and the control lever. Now the boost piston also
-- control spool stops and will be hydraulically blocked in the new position.
-- mechanical override system
In case of a continuing control input the boost piston travel will be
-- boost piston. limited by a mechanical limit stop inside the piston chamber.
Function In case of a operating pressure drop like:
Without hydraulic pressure the system is switched off by the combined -- normal rundown
bypass and shut-off valve. Two springs with different spring rates keep -- system switched off for test purpose
the valve in the desired position.
-- broken hydraulic line
If the operating pressure increases, the inlet chamber of the shut-off -- mechanical override
valve is pressurized via the check valve and the control chamber by
the hollow piston shaft. This causes the bypass valve to close (conical the pressure in the control line drops first, the shut-off valve closes and
seating) by moving the whole valve arrangement against the weaker the bypass valve opens.
spring. If the bypass valve is closed the continued movement of the

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Actuator
Control Input

Input Rod
Connecting Rod

Control Spool

Control Spool Sleeve

Test Button

Control Lever
Control Line

Bypass / Shut--Off Valve

Boost Piston

Output

Check Valve
Return Port R2 Return Port R1

Pressure Port P2 Pressure Port P1

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Mechanical Override

Purpose
In order to assure the function of the hydraulic system in case one
control spool jams, a mechanical override is installed to each system.
Because the control spools of the two systems are mechanically linked
to each other, a jammed control spool in one system would cause
blocking of the corresponding control spool within the other system.

Assembly
The control spool is moving in a control spool sleeve, which is kept in
position by two springs. A test button is installed to the springs housing.

Function
In case of a jammed control spool, every control input will shift the
control spool and the control spool sleeve together against the spring
forces. The first displacement of the control spool sleeve causes the
opening of the control line to return pressure, thus first the shut-off
valve closes and then the bypass valve opens. A bypass around the
boost piston chambers of the respective system is established.

 NOTE In case of a jammed control spool an increased

control force in the affected axis will be sensed.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Mechanical Override

Spring Control Spool Control Spool Sleeve

Test Button for Control Spool Jamming

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 BK117 C-2
Training Manual CAT B1
Flight Control System

System Test
A test button, installed to each spring housing allows checking the
valve sleeve for free movement. Pressing the test button will first close
the gap between button and sleeve then, increase of applied force will
cause the displacement of the control spool sleeve. The test button
returns to its normal position because of the spring forces and after the
return pressure has been built up.

 NOTE If, after closing the gap, no further movement is

possible against the spring force, the valve sleeve
may be blocked in the housing or the control spool
may be jammed in the control spool sleeve.

 NOTE Due to the friction in between the test button and

the seal, the test button will be pressed out fully by
the return pressure only.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Mechanical Override
Control Spool Control Spool Sleeve
Gap

Test Button Normal Position

Springs for Mechanical Override

Closed Gap Position

Displaced Valve Sleeve Position

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic Monitoring and Testing System

General System pressure of less then approx. 69 bar closes the pressure
switch: This causes the related relays to deenergize. The caution HYD
The monitoring system monitores the hydraulic pressure of both
PRESS illuminates on the respective display segment of the CAD.
hydraulic systems. If pressure in one or both of the pressure supply
systems decreases to less than 69 bar. Then HYD PRESS caution Test Procedure
appears on the CAD in the display segment for system 1 or system 2
respectively. The testing system is used to test the function of the Testing system 1 (test switch into position SYS 1) gives a signal to the
indicating system and the pressure supply systems. solenoid valve of system 2. This causes the related shut-off valve to
close. The caution HYD PRESS of system 2 in the CAD illuminates and
Components the system 2 is switched off.
The components of the indicating and testing systems are:
 NOTE The hydraulic test is a ground test only, do not
-- pressure switch / transducer for system 1 and system 2 activate the test switch in flight.
-- solenoid valve for system 1 and system 2
-- shut-off valve for system 1 and for system 2
-- circuit breakers HYD--P SYS for system 1 and 2
-- relays for system 1 and system 2
-- test switch on overhead console
-- display system CAD and VEMD.

Indicating System
Each system has a combined pressure switch / transducer to monitor
the pressure in the system. Power is supplied from ESS BUS 1 and
ESS BUS 2 respectively and the related circuit breakers.
With system pressure above approx. 83 bar, the pressure switch is
open and the related relays are energized: The caution HYD PRESS
extinguishes.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Hydraulic System -- Indication and Testing System

OFF

HYD PRESS HYD PRESS

SCROLL

SELECT 4 16
TOT
VNE
XXXX C
END 8h 88min FUEL XX AUX 2 LIMIT

0 XXmnXXs
XXX N1
BRT+ XXX.X% MM
XXX XXXX XXX
FF1 FF2
XXX XXX

Solenoid Valve BRT--

+
HYD 1 XXXXXXXXXX HYD 2
OAT - XXX.X C
B IAS B
A A

Pressure Switch /
R R
HOOK -
XXXX

Transducer
- XXX.X XXX - XXX.X
XXX XXX
ENTER
ENG OIL 1 XMSN OIL ENG OIL 2
B C B B C B C
A A A A
R R R R

Hydraulic Pressure XX.X - XX XX.X XX.X - XX

R

XX.X - XX
BRT+

Indication
BRT--
15 1 3 5 5 1 2 7.5 5 5 7.5 2 1 5

WIPER GEN AMP TQ/N2 OVSP PRIME--P FIRE--D FUEL--V IGN START START IGN FUEL--V FIRE--D PRIME--P
ENG ENG

1 1 5 1 2 2 5 5 5 5 2 2 1

GEN B/T FIRE--E FUEL--L HYD--P W/U CAD VEMD VEMD CAD W/U HYD--P FUEL--L
SYS SYS

CPDS OFF S--1 NORM OFF OFF

N E N
O X O
R T R
M M
W/U EXT WRN TEST ON ON
DSPLY FIRE S--2 HYD BAT STBY HOR 1 2
1 2
HOR/EX INVERTER
TEST
EMER
OFF OFF OFF

LO/ HI
OFF

Test Switch HYD Circuit Breaker HYD--P

Circuit Breaker HYD--P

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Control

Purpose The tail rotor transmission mounted bell crank controls the axial
position of the sliding sleeve on the tail rotor shaft. Two rotating pitch
The purpose of the tail rotor control is:
links connect the sliding sleeve with the control levers of the tail rotor
-- to counteract the main rotor torque head and transmit the control signals to the tail rotor blades.
-- to control the helicopter around the yaw axis.
Mechanical Stops
The control is achieved by changing the angle of incidence of the two
The maximum travel of the pedals is limited by mechanical stop screws
tail rotor blades collectively.
underneath the pedals, accessible via the forward bottom access
Operation panel.
The pilot gives signals for tail rotor control via two pedals. Pushing the
 NOTE The yaw brake description is only valid for an
right pedal decreases the tail rotor thrust and the helicopter will turn to
aircraft without autopilot system.
the right around the yaw axis. Pushing the left pedal increases the tail
rotor thrust and the helicopter will turn to the left overcoming the main
rotor torque. Yaw Brake
As the pedal inputs are boosted by the tail rotor actuator it is necessary
Control Signal Transmitting to provide a constant resistance (artificial feeling) to the pilot. This is
The control signals are transmitted mechanically by means of bell done by integrating a friction brake into the bell crank mounted to the
cranks, control rods and the ball bearing control cable (Flexball). intermediate transmission. This friction brake is adjustable.
The pedal assembly with its bell crank and connecting rods is mounted
underneath the cockpit floor. From there the signal is transferred via
the ball bearing control cable, installed in the right hand side shell and
the upper RH side of the tail boom, to a bell crank mounted at the
bottom side of the intermediate transmission.
Between this bell crank and the tail rotor actuator a SEMA is installed.
The tail rotor actuator hydraulically boosts the control signals.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Control with Yaw Brake

Intermediate
Transmission

SEMA Weight
Ball Bearing Compensation
Control Cable Spring
(Flexball)

Pedals

Bell Crank

SEMA

Stop Screw Yaw Brake

Forked End of Ball Bearing

Control Cable (Flexball)

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Actuator

Tail Rotor Actuator Type 2

General
The tail rotor actuator is used to servo amplify inputs from the pedals
to the tail rotor in order to reduce pilots work load. The tail rotor actuator
is integrated into the control rod between intermediate transmission
and tail rotor transmission, following the yaw SEMA. The lower side of
the boost piston is fixed to the vertical fin.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Actuator Type 2

Fork

Tail Rotor Actuator

Purge

Pressure

Return

SEMA Rod
Fuselage Fitting

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Function
Operating pressure for the tail rotor actuator is supplied by system no.2 In case of a continuing control input the boost piston travel will be
only. limited by a mechanical limit stop inside the piston chamber.
Without pressure the two springs with different spring rates keep the In case of a operating pressure drop the pressure in the control line
bypass valve in the opened and the shut--off valve in the closed drops first, the shut-off valve closes and the bypass valve opens.
position. Thus the boost piston can travel freely as the system is in
bypass mode. Control inputs to the tail rotor are now transferred  NOTE The mechanical override system and its function is
mechanical only, the housing of the actuator acts as a normal control identical to the main rotor actuator, also the test
rod and rides on the fixed boost piston up and down. procedure is the same.
If the operating pressure increases, the inlet chamber of the shut-off
valve is pressurized via the check valve and the control line by the
hollow piston shaft. This causes the bypass valve to close (conical
seating) by moving the whole valve arrangement against the weaker
spring. If the bypass valve is closed the continued movement of the
shut-off valve, enabled by the compression of the strong spring, will
open the shut-off valve. Now the pressure can pass the shut-off valve
to the control spool. If the control spool is in the neutral position, the
boost piston is hydraulically blocked and counteracts all forces coming
back from the rotor.
In case of a control input, the control spool moves out of its neutral
position caused by the connection to the control lever. The operating
pressure is directed to the respective boost piston chamber. As long
as the control input continues the boost piston moves as the control
spool remains in the open position. In order to allow the boost piston
travel, the opposite side of the piston chamber is opened via the
control spool to the return line.
If the control input stops, the boost piston closes the control spool via
the connecting rod and the control lever. Now the boost piston also
stops and will be hydraulically blocked in the new position.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Actuator Type 2

Shut--Off / Bypass Valve

Boost Piston
Fuselage Fitting
Control Spool Sleeve
Test Button

Control Spool
Spring

Control Rod
from SEMA

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Actuator Type 1

General
The tail rotor actuator is used to servo amplify inputs from the pedals
to the tail rotor in order to reduce pilots work load. The tail rotor actuator
is integrated into the control rod between intermediate transmission
and tail rotor transmission, following the yaw SEMA. The lower side of
the boost piston is fixed to the vertical fin.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Actuator Type 1

Bell Crank

Tail Rotor Actuator

Pressure

Purge

Return

SEMA Rod
Fuselage Fitting

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Function
Operating pressure is supplied from hydraulic system no. 2 to the
actuator. If a control input is made at the input lever, the displaced
control spool directs the operating pressure to the respective side of
the boost piston. As a result, the whole actuator body moves to the
opposite direction and the angle of incidence on the tail rotor blades
will change. The hydraulic liquid from the other chamber returns to the
reservoir via the return line.
To prevent the system from being blocked hydraulically, the piston
chambers are interconnected via a restrictor. Thus allows the
movement of the boost piston through pedal inputs.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Tail Rotor Actuator Type 1

Restrictor

Boost Piston

Fuselage Fitting

Control Rod
from SEMA
Screen

Control Spool

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Upper Tail Rotor Control

Sliding Sleeve Assembly Sliding Sleeve Operation

The sliding sleeve assembly consists of a stationary section and of a The control input is transmitted via the bell crank to the outer ring,
rotating section. which pushes or pulls the sliding sleeve assembly in an axial direction.
The sliding sleeve is driven by the splines of the tail rotor shaft and is
The main components of the stationary section are the outer ring and
the retaining plate. The rotating section consists of the sliding sleeve supported in the stationary section by two ball bearings. It is
additionally supported on the tail rotor shaft by Teflon bushing. The two
and the Teflon bushing. Both sections are connected via a matched set
not adjustable rotating pitch links are bolted to the sliding sleeve and
of two ball bearings, lubricated with grease. Two rubber boots, one
transmit the control input to the tail rotor head.
between tail rotor transmission and the outer ring and the other
between sliding sleeve and tail rotor shaft protecting it against
unfavorable environmental conditions.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Upper Tail Rotor Control Assembly

Bell Crank
Grease Nipple O--Ring
T--Bolt

Sliding Sleeve (Rotating)

Pitch Link

Outer Ring (Stationary)

Grease Nipple

Ball Bearings
Retaining Plate Teflon Bushing
Teflon Washer

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Yaw Stability Augmentation System

General The caution YAW SAS appears in the MISC field of the CAD if the Yaw
SAS is decoupled.
The yaw stability augmentation system applies limited authority control
inputs to the tail rotor control linkage by a smart electro--mechanical Fiber Optical Gyro FOG
actuator (SEMA).
The fiber optical gyro (FOG) is installed in the aft cabin below the
The yaw SAS operates independently of the other flight control engine deck and detects the helicopter’s acceleration around the
systems and provides the following functions: vertical axis. A variation in the yaw rate within a specific bandwidth
-- enhancement of the dynamic yaw stability causes the FOG to transmit an electrical stabilizing signal to the yaw
actuator. The FOG is equipped with an electronic validity control loop
-- damping of gust effects on the yaw axis.
to monitor the operational readiness of the system.
The system is designed for “hands--on” operation requiring yaw control
by operating the pedals. SEMA Actuator

System Main Components The SEMA actuator is installed in the vertical fin, and has an integral
position feedback. It converts the stabilizing signal produced by the
-- power supply FOG into a corresponding mechanical input to the tail rotor actuator.
-- fiber optical gyro FOG
The series--connected SEMAS actuator operates between the ball
-- SEMA actuator. bearing control and the hydraulic tail rotor actuator. In consequence,
Power Supply stabilizing inputs from the yaw stability augmentation system and the
control inputs from the pilot are superimposed on each other.
The Yaw SAS system is supplied with power from the ESS BUS 2 via
the circuit breaker YAW SAS and is always active. Following a stabilizing input, the yaw actuator automatically recenters
within its maximum stabilizing stroke range to ensure full stabilizing
In case of a malfunction (run--away of the SEMA) the system can be input authority.
disengaged by the cut--off switch SAS/AP CUT; this interrupts the
engage signal to the FOG. The cut--off switch SAS/AP CUT is located
on the extreme left on the upper end of the cyclic stick grip.
To re--engage the system a four--way switch SAS ON, located in the
top left--hand corner of the cyclic stick grip is used.

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 BK117 C-2
Training Manual CAT B1
Flight Control System

Functional Schematic -- Yaw SAS

ESS BUS 2

Re-engage Switch
“SAS ON”

Y RST
Cut-Off Switch
“SAS/AP CUT”

Cut--Off Switch
“SAS/AP CUT”

FOG
Yaw Rate

Control Rod
Pilot + SEMA Actuator Control Inputs

SEMA
Blade Pitch Change
Pilot Yaw Control Inputs

CAD Display
YAW SAS
Tail Rotor Actuator

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