BK117 C-2

Training Manual CAT B1

Power Plant

Chapter 06
Power Plant

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 BK117 C-2
Training Manual CAT B1
Power Plant

Table of Contents

Power Plant -- General Description . . . . . . . . . . . . . . . . . . . . . . 4 Start Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

Engine Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Main Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Axial Compressor Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Airframe Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Gas Generator High Pressure Section . . . . . . . . . . . . . . . . . . 12 Fuel Storage System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Centrifugal Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Fuel Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Fuel Supply and Feed System . . . . . . . . . . . . . . . . . . . . . . . . . 72
Gas Generator Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Fuel Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Power Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Power Supply and Monitoring of the Fuel Pumps . . . . . . . . . 96
Reduction Gearbox Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Accessory Gearbox Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Gear Trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Engine Fuel and Control System . . . . . . . . . . . . . . . . . . . . . . . . 26 Oil Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Low Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Oil Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
High Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Oil Filter Contamination Caution . . . . . . . . . . . . . . . . . . . . . . . . 108
Engine n1 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Oil Contamination Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Manual Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Torque Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Training Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Calibration of the Performance Characteristic of the Engine 116
Engine n2 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Compressor Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
VARTOMS Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Compressor Inlet / Exhaust and Engine Drainage . . . . . . . . 120
VARTOMS Type II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Engine Compartment Ventilation . . . . . . . . . . . . . . . . . . . . . . . . 126
VARTOMS Type I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Hydro-Mechanical Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Overspeed and Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Start Injector Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

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Training Manual CAT B1
Power Plant

Engine -- Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 This training document comprises the following ATA chapters:
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Engine Components ATA 72
TOT Measuring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
n1 Speed Sensing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Engine Fuel and Control System ATA 72
Bleed Valve Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 n1 Engine Control ATA 76
n2 Speed Sensing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 n2 Control ATA 72
Overspeed Shut Down System . . . . . . . . . . . . . . . . . . . . . . . . . 134 Airframe Fuel System ATA 28
Fire Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Lubrication System ATA 79
Fire Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 Oil Indications and Cautions ATA 77
Inlet Barrier Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Torque Monitoring ATA 77
Engine Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Engine and Airframe Air System ATA 71
Engine Alignment Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 Engine Ignition ATA 74
TOT Measuring System ATA 77
n1 / n2 Speed Sensing System ATA 77
Bleed Valve Indication ATA 77
Overspeed Shut Down System ATA 80
Fire Walls ATA 71
Fire Warning System ATA 26
Fire Ext. System ATA 26
Engine Mounting, Alignment ATA 71

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Power Plant

Power Plant -- General Description

General Airframe Lubrication System

The power plant system comprises all systems and subsystems The airframe lubrication system provides storage and cooling of the
necessary for proper engine operation and control. It is divided into the engines oil.
following components:
Engine-- and Airframe Air System
Engine Components
The air system comprises compressor inlet and engine outlet, as well
The BK117 C-2 is equipped with two Turbomeca Arriel 1E2 turboshaft as the engine compartment ventilation.
engines. The main modules are the axial comressor, gas generator
high pressure section, power turbine, reduction gearbox and Engine Electrical System
transmission shaft. The engine electrical system comprises the ignition system and
switches or transducers for monitoring the engine parameters.
Engine Fuel and Control System
The engine fuel system provides fuel flow to the fuel control unit. The Fire Walls, Fire Warning and Extinguishing
fuel control unit is linked to the two twist grips of the collective pitch To protect the aircraft against fire there are fire walls mounted around
lever and the collective output axis of the hydraulic. Corresponding to the engine. Furthermore a fire warning and extinguishing system is
the power requirement the fuel control unit controls the fuel flow to the installed.
combustion camber.
Engine Mounting
Airframe Fuel System
The engines are mounted to the engine deck by adjustable linkages.
The airframe fuel system provides fuel storage and supplies active
both engines during the start phase. Power Check
A power check must be executed periodically.

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Training Manual CAT B1
Power Plant

Power Plant System Components

Engines

Airframe Lubrication System

Airframe Fuel System

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Power Plant

Engine Components

General Engine Description

The Turbomeca Arriel 1E2 is a turbo shaft engine with one free power The engine integrates a single stage axial and a single stage
turbine and a twin gas generator tubine. The energy generated by the centrifugal compressor with transonic blades. The compressor is
turbine is converted into usable mechanical power, which drives the driven by a dual stage turbine with impulse reaction type blades. The
main rotor. air leaving the compressor is routed to the annular combustion
chamber, into which metered fuel is sprayed through a fuel injector and
Engine Components ignited. Gas leaving the combustion chamber is directed to and drives
The engine consists of five modules: the two stage axial gas generator turbines. The gas supplied from the
gas generator is directed to the power turbine which drives the
-- transmission shaft and accessory gearbox reduction gearbox. It is a so called “free turbine” because of the
-- axial compressor absence of a mechanical connection. In the reduction gearbox the
-- gas generator high pressure section RPM is reduced, the torque measured and the power transmitted
-- power turbine forward to the power output flange.
-- reduction gearbox. The engine is equipped with a fuel control system for gas generator
and for power turbine speed. The fuel control rules the gas generator
Additionally engine subsystems are mounted to the accessory
speed as a function of twist grip setting. The “anticipator” controls a
gearbox.
constant output shaft speed as a function of power demand, i.e.
collective lever position.

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Training Manual CAT B1
Power Plant

Engine Schematic
Gas Generator High
Pressure Section

Axial Compressor Power Turbine

Transmission Shaft and

Accessory Gearbox Reduction Gearbox

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Training Manual CAT B1
Power Plant

Engine Operation
Gas Flow Turbine Operation
Air enters the compressor and is compressed to about 8 times of the The gas passes the turbine nozzle guide vane, which directs a flow at
atmospheric pressure. Then it is directed to the combustion chamber, the proper angle to the blades of the gas generator turbines. Thereby
in which fuel is injected and the air-fuel mixture is ignited. The hot energy is transferred to the gas generator turbine wheels, which drives
gases flow rearward and expand through a two stage gas generator the compressor assembly. The gases, still containing energy, are
turbine. Energy is extracted to drive the compressor. Leaving the gas directed aftwards to the power turbine. This operates in the same way,
generator, gases are directed to the power turbine. Further expansion but drives the gear train within the reduction gearbox.
takes place and the most of the remaining energy is extracted and
converted to mechanical power through a gear train in the reduction
gearbox. This power is transmitted to the power output shaft. The
exhaust gases exit through the ejector duct.

Compressor Operation
Air entering the compressor is accelerated by the axial rotor and let to
a diffuser. There the velocity is converted to pressure and the air flow
is directed to the centrifugal compressor at the proper angle. The radial
rotor accelerates the air to high velocity which is converted to pressure
by a two stage diffuser.

Combustion
The compressor discharge air enters the combustion section, thereby
the air is divided into primary and secondary flow. The primary air is
mixed with atomized fuel and ignited. The secondary air (dilution air)
flows through the orifices of the mixer unit. they are calibrated to obtain
flame stability, cooling the gas and an even distribution of the
temperature of the turbine. The hot and accelerated gases leave the
combustion chamber in the direction of the turbines.

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Training Manual CAT B1
Power Plant

Functional Relationship Velocity / Pressure

Combustion Chamber
Centrifugal Compressor Gas Generator Turbine
Axial Compressor Power Turbine

2500
(4532)
0 1 1’ 2 3 4 5

1125
820 (2057) 880
(1616) 600
(118.9) (1080)
800 300
(116) (43.5)
160
101,3 (23.2) 320
P kPa (14.7) (608)
(PSI) 108
(15.7)
t °C 65
(°F) 15 (149)
(59)
V
Values given for information
COMBUSTION at a given reference rating
COMPRESSOR CHAMBER TURBINES
AIR
INLET COMPRESSION COMBUSTION EXPANSION

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Training Manual CAT B1
Power Plant

Axial Compressor Assembly

General Accessory Drive
The axial compressor assy is a one stage compressor. The axial The accessory drive consists of a bevel gear and a vertical drive shaft
compressor section comprises the following rotating components: which drives the n1 gear train in the accessory gearbox.
-- air inlet cone Diffuser
-- axial compressor wheel
The diffuser is welded to the inside of the casing and consists of two
-- compressor shaft rows of steel stator vanes. They form a divergent passage for the air.
-- accessory drive gear.
Casing
The stationary components of the axial compressor are:
The external casing made of steel and houses all compressor
-- diffuser components. It integrates a forward flange to mount the air inlet duct
-- casing. and a rearward flange to attach the gas generator high pressure
section. Additionally it provides a mounting boss for the compressor
Air Inlet Cone
bleed valve.
The air inlet housing is made of light aluminum alloy and screwed to
the compressor shaft. It works as a guide for air entering the
compressor.

Compressor Wheel
The compressor wheel is made of titanium alloy with the blades
machined from a solid. The wheel is fitted to the shaft.

Compressor Shaft
The compressor shaft interconnects the axial compressor with the
radial compressor. It is secured by a tie--bolt with nut and supported
by two ball bearings.

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Training Manual CAT B1
Power Plant

Axial Compressor Assembly

Axial Compressor Diffuser Shaft

Air Inlet Cone Bearing Casing Accessory Drive

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Training Manual CAT B1
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Gas Generator High Pressure Section

General Centrifugal Compressor Wheel
The gas generator high pressure section includes the second stage of The centrifugal compressor wheel is made of titanium alloy with blades
compression (centrifugal compressor), combustion and the first stage cut from a solid disc. The wheel is connected to the compressor shaft.
of expansion (gas generator turbines). The main components are:
Compressor Front Cover
-- centrifugal compressor
The compressor front cover serves as a shroud for the centrifugal
-- combustion chamber
wheel and is connected to the external casing in front and to the
-- gas generator turbine. diffuser rearward.
It is mounted between the axial compressor and the power turbine.
External Casing
The external casing is interconnecting the axial compressor and the
Centrifugal Compressor turbine housing. It is equipped with several bleed air tapping
connections.
General
The centrifugal compressor conducts the second stage of Diffuser Assembly
compression. Air pressure is increased due to the diverged passage The diffuser assembly comprises the first stage diffuser (radial stator
and velocity is increased due to centrifugal flow. The air leaves the vanes) and the second stage diffuser (axial stator vanes). The back
compressor via a two stage diffuser, where velocity is converted into side separates the compressor from the combustion chamber.
pressure. The main rotating part is the:
-- centrifugal compressor wheel.
The stationary parts are:
-- compressor front cover
-- external casing
-- diffuser assembly.

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Training Manual CAT B1
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Gas Generator high Pressure Section (Centrifugal Compressor)

Second Stage Diffuser

First Stage Diffuser

Bleed Air Tap

Centrifugal Compressor Wheel

Compressor Front Cover

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Training Manual CAT B1
Power Plant

Combustion Chamber
General Turbine Casing
The combustion chamber is an annular type with centrifugal fuel The turbine casing houses the combustion chamber and the gas
injection. Air entering from the compressor is divided into a primary generator turbine. It is equipped with various bosses to accept different
flow which is mixed with fuel and ignited, and a secondary flow for accessories (igniters, combustion chamber drain valve).
cooling and dilution. The gas leaves the combustion chamber with a
slight pressure drop in direction of the gas generator turbine. The main
components are:
-- outer part
-- inner part
-- centrifugal injection system
-- turbine casing.

Outer Part
The front swirl plate and the mixer unit are made from a special heat
resistant alloy, and riveted together. They are provided with calibrated
orifices for the passage of primary and dilution air.

Inner Part
The rear swirl plate is made from a special heat resistant alloy. It is
provided with calibrated orifices for primary air passage and integral
with the shroud. The shroud surrounds the shaft and is bolted to the
turbine nozzle.

Centrifugal Injection System

The centrifugal injection wheel is mounted between the centrifugal
compressor wheel and the turbine shaft. The system will be described
in detail with the fuel system.

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Training Manual CAT B1
Power Plant

Gas Generator high Pressure Section (Combustion Chamber)

Rear Swirl Plate

Mixer Unit Shroud

Front Swirl Plate

Centrifugal Injection Wheel

Fuel Injection
System

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Training Manual CAT B1
Power Plant

Gas Generator Turbine

General Nozzle Guide Vanes
The gas generator turbine is a two stage axial type. It transforms gas In front of each turbine a nozzle guide vane is installed. The first stage
energy into mechanical power to drive the compressor and the n1 nozzle comprises hollow vanes for cooling of the nozzle and it is
accessories. Hot gases enter the nozzles where the velocity is mounted to the combustion chamber. The second stage nozzle
increased and the flow is directed to the turbine wheels. The flow on includes a row of vanes without cooling and it is bolted to the turbine
the turbine blades causes the wheel to rotate. The gases leaving the casing.
gas generator turbine still contains energy and is routed towards the
power turbine. The rotating components of the gas generator turbine Containment Shield
are: The containment shield provides protection in case of turbine blade
-- gas generator turbine wheels failure. It is bolted to the turbine casing.
-- gas generator turbine shafts.
The stationary components are:
-- nozzle guide vanes
-- containment shield.

Gas Generator Turbine Wheels

The gas generator turbine wheels consist of a disc and inserted blades
(fir--tree mounted). They are coupled together by a curvic coupling.

Gas Generator Turbine Shafts

The front shaft and the stub shaft are linked via curvic couplings to the
turbine wheels. This assembly, including the fuel injection wheel, is
secured and tied together by a tie-bolt. These rotating parts of the
turbine are supported by a bearing on the rear end of the stub shaft.

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Training Manual CAT B1
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Gas Generator high Pressure Section (Gas Generator Turbine)

Wheels
Nozzle Guide Vanes

Bearing

Containment Shield Casing Shafts

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Power Turbine
General Phonic Wheels
The single stage power turbine transforms the gas energy into Two phonic wheels are mounted to the turbine shaft. They sense the
mechanical power to drive the main rotor by the reduction gearbox. power turbine speed by means of two differed frequencies (differed
Gas supplied from the gas generator turbine passes the nozzle guide number of teeth). This signal is feed into the overspeedbox and works
vanes the velocity increases due to its convergent passage. The flow as a power turbine overspeed protection.
is directed to the power turbine where the aerodynamic force causes
the wheel to rotate. The gases leave the turbine via the exhaust pipe. Nozzle Guide Vane
The rotating components of the power turbine are: In front of the turbine a nozzle guide vane is installed. The nozzle
-- power turbine wheel comprises hollow vanes for cooling of the nozzle and it is part of the
gas generator module.
-- phonic wheels.
The stationary parts are: Turbine Casing
-- nozzle guide vane The turbine casing houses the inner hub with the bearing housing.
-- containment shield Containment Shield
-- power turbine casing.
The containment shield provides protection in case of turbine blade
Power Turbine Wheel failure. It is fitted to the rear of the turbine casing.
The power turbine wheel comprises a disc with an integral shaft and
inserted blades (fir-tree mounted). The shaft is supported by one front
roller and two rear ball bearings. The power is transmitted to the
reduction gearbox via a muff coupling.

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Training Manual CAT B1
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Power Turbine
Nozzle Guide Vane Wheel Bearings

Containment Shield Power Turbine Casing Shaft

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Reduction Gearbox Assembly

General Oil Passages
The reduction gearbox is the aft supporting structure of the engine. The oil passages for pressure oil and scavenge oil are integrated in the
Attached to the lower part of the gearbox housing is the rear mounting gearbox housing and cover. These passages are part of the lubrication
fitting for the installation to the helicopter. The gearbox comprises the system.
following major components:
-- gearbox front casing
-- gearbox aft casing
-- n2 gear train
-- oil passages for pressure and scavenge oil.

Gearbox Housing and Cover

The gearbox housing and gearbox cover are magnesium--alloy
castings. They are equipped with bearing mounting bores which are
lined with steel cages. They support the gears of the n2 gear train.

N2 Gear Train
The n2 drive of the reduction gearbox is driven by the drive pinion gear
from the power turbine.
The next gear is the intermediate gear, which is a double helical type
gear. One of these gears meshes with the drive gear, the other with the
output gear. Additionally the intermediate gear houses the torque
meter piston.
From the intermediate gear the power is transferred to the output gear
which is build with an internal spline to receive the transmission shaft.

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Reduction Gearbox
Intermediate Gear
Drive Gear

Front Casing

Fork Shaped Plate Identification Plate Output Gear Rear Casing

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Accessory Gearbox Assembly

General Oil Passages
The accessory gearbox is the forward supporting structure of the The oil passages for pressure oil and scavenge oil are integrated in the
engine. Attached to the gearbox housing is the mounting yoke and the gearbox casings. These passages are part of the lubrication system.
lateral support fitting for the installation to the helicopter. The gearbox
comprises the following major components: Transmission Shaft
-- casing The transmission shaft transmits the power of the turbine to the power
output flange. The shaft runs in a protection tube which connects the
-- n1 gear train
accessory gearbox with the reduction gearbox. The protecting tube
-- n2 gear train houses also oil lines for supply and scavenge of the reduction gearbox.
-- oil passages for pressure and scavenge oil
-- transmission shaft.

Gearbox Casing
The gearbox casings are magnesium--alloy castings. They are
equipped with bearing mounting bores which are lined with steel
cages. They support the gears of the n1 gear train, the n2 gear train and
the transmission shaft.

n1 Gear Train
The n1 drives the starter / generator and the n1 fuel control unit / fuel
pump mounted to the front side, also the oil pump which is mounted
to the rear side.

n2 Gear Train
The n2 drives at the front side of the accessory gearbox the n2 fuel
control unit only. The transmission shaft is supported by a bearing.

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Training Manual CAT B1
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Accessory Gearbox

Drive Shaft (n1)

Breather Gear

Transmission Shaft
Gear (n2)

Front Casing

Rear Casing

n1 Fuel Control Unit

Starter / Generator Drive and Oil Pump Drive

n2 Fuel Control Unit

Identification Plate

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Gear Trains
n1 Gear Train
The gas generator turbine rotor generates the power required to drive
the compressor rotor and the n1 gear train. The n1 gear train is driven
by the accessory drive pinion and the accessory drive shaft (gears
no. 1 and no. 2). This gearshaft rotates at n1 speed. Via the n1 gear
train the following engine accessories are driven at a speed
corresponding to the n1 speed:
gear no. 3 . . . . . . . . . . . . . starter / generator and breather
gear no. 5 . . . . . . . . . . . . . n1 fuel control / pump and oil pump
The gears no. 4 are intermediate gears, transmitting power.

n2 Gear Train
The power turbine rotor generates the power required to drive the main
transmission via the n2 gear train. The power is transmitted via the
drive pinion gear (gear no. 6) which is rotating always at n2 speed. It
drives the power turbine gear train. Via this gear train, the power
generated by the power turbine is delivered to the power output gear
(gear no. 8). This gear transfers the power through the power
transmission shaft into the accessory gearbox. Gear no. 7 is the helical
torque meter gearshaft. Into this gearshaft the torque meter system is
integrated. Gear no. 11 is the gear which drives the n2 fuel control.

Oil Vent
The entire oil system including the airframe furnished oil tank with
cooler is vented into the accessory gearbox. The gearbox vents
overboard through gear no. 3 which serves as a centrifugal air / oil
separator to minimize loss of oil.

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Gear Trains
3 2 1 6

4 5 10 11 9 8
n1 Geartrain n2 Geartrain
1 n1 Accessory Drive Shaft 6 Drive Pinion Gear
2 n1 Accessory Drive Pinion 7 Intermediate Pinion Gear
3 Starter / Generator and Breather Gear 8 Output Pinion Gear
4 Intermediate Gears 9 Power Transmission Shaft
5 n1 Fuel Control / Pump and Oil Pump Drive Gear 10 n2 Accessory Drive
11 n2 Fuel Control Drive Gear

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Engine Fuel and Control System

Low Pressure Fuel System

General Gear Pump
The low pressure fuel system mainly consists of an ejector pump and The gear pump receives low pressurized fuel from the low pressure
a fuel filter. It is installed on the lower part of the engine. system. The fuel passes between the gears and the housing and is
The ejector pump is initiated with fuel returning from the engine HP forced out in two directions. The first is in the direction of the metering
pressure fuel pump. It delivers fuel to the engine fuel pump during section, the second is in the direction of the pressure reducing valve.
operation. Leaving the ejector pump the fuel is routed towards the fuel Pressure Relief Valve
filter.
The pressure relief valve protects the fuel control unit against
The filter is equipped with a bypass, in case of blockage. The base of excessive pressure. When the pressure increases, the valve opens
the filter houses also a low pressure switch, the impending bypass and the fuel returns to the suction side.
switch and a valve for maintenance.
Pressure Reducing Valve

High Pressure Fuel System The pressure reducing valve is responsible to maintain constant
pressure for the hydraulically controlled circuit of the fuel control.
General
Fuel Filter
The HP fuel pump is a gear type pump and part of the fuel control unit.
The HP fuel system has an integrated fuel filter, fuel leaving the pump
The assembly is attached to the accessory gearbox and driven by the
passes this filter. To assure fuel supply in the event of filter blockage
n1 gear train. The fuel pump consist of:
a by-pass valve with an mechanical pre blockage indicator is installed.
-- gear pump
-- pressure relief valve
-- pressure reducing valve
-- fuel filter with pre-blockage indicator.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine Fuel System

Fuel Filter Pre-Blockage Indicator

Pump Pressure

Ejector Pump

From Supply Tank

To Metering
Valve

Low Pressure Switch

Impending Bypass Switch
Pressure Reducing Valve To Control Section
Pre-Blockage
Indicator
Low Pressure Fuel System High Pressure Fuel System

Filter and
By--Pass Valve

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine Control System

Rotor Speed Limitations Components
The main rotor speed must be kept within certain limits because of The main components of the engine control system are:
aerodynamic and stress limitation.
-- fuel control (power turbine governor)
Rotor Speed Too Low -- metering needle
If the rotor speed gets too low, blade angles of attack get too high, up -- overspeed and drain valve
to stalling. Upward bending of the rotor blades causes high drag, and -- start injector solenoid valve (start injectors)
subsequently insufficient rotor lift is the result. -- centrifugal injection system.
Rotor Speed Too High All these components and how they interact will be described.
If the rotor speed gets too high, centrifugal forces may overstress the
rotor blades and the blade attachment.

Engine Control System

The task of the engine control system is to keep the rotor speed
constant under all operation conditions. It also allows control of the fuel
flow manually for starting and in case of fuel control failure.

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Training Manual CAT B1
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Engine Control System Schematic

Power Turbine Start Injector Compressor

Governor Solenoid Valve Discharge Air
Start Injectors
n2 Input

Meetering Needle

Fuel Inlet
Collective Lever

Main Valve
Auxiliary Valve Centrifugal
Injection Wheel

Overspeed and Drain Valve To Drain Manifold

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Control Unit

General
The fuel control unit ensures fuel supply and fuel flow metering over
the whole range of operation. The control is hydro-mechanical, that
means the use of different fuel pressures to position the metering unit
in order to control the fuel flow.
The main sections of the fuel control unit are:
-- manual control
-- hydro-mechanical control.

Manual Control
The manual control is a mechanical positioning of the main / auxiliary
valves by the twist grips of the collective lever. It permits starting
control, acceleration to nominal speed and shutdown of the engine. It
can also be used as a manual fuel flow control in case of automatic
control failure.

Hydro-- mechanical Control

The hydro-mechanical control meters the fuel flow in order to match
the engine power to the requirements thus keeping power turbine
speed constant. By influencing the control fuel pressures with speed
signals (n1, n2 flyweights) the metering valve is positioned in
accordance with power demand. To avoid rotor speed variations
during collective pitch changes (static droop) a mechanical linkage to
the n2 speed sensor (anticipator) is provided.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Control Unit

Main / Auxiliary Valves

(Twist Grip)

Collective Signal

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 BK117 C-2
Training Manual CAT B1
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Engine n1 Control

General Position “F”

The fuel control of each engine is controlled by twist grips, which are The flight position is marked with “F” and reached when turning the
part of the collective lever. twist grip to the left until the stop. This position is used during all normal
flight operations. The main valve is fully open and the fuel flow is
By turning a twist grip, the setting of the fuel control is changed via a
ball bearing control cable (Flexball). Due to this setting the fuel flow to controlled automatically to keep the n2 speed (rotor RPM) constant.
the combustion chamber is regulated. “EMER” Range
As long as the twist grip is not in flight position the caution TWIST GRIP In case of an automatic control failure (underspeed) the fuel flow can
illuminates on the respective side of the CAD. The signal is given by be controlled manually by using the “EMER” range. To get into this
a micro switch located at the input lever of the fuel control. range a guard has to be flipped open and the twist grip turned further
Position “0” to the left.
That means the fuel flow (n2 speed / rotor RPM) is controlled manually
The twist grip is turned fully to the right until its stop. This position allows
no fuel flow because both valves and the metering needle are closed. by the auxiliary valve.

Position “20”
This is the position used to start the engine. The main valve is partly
open and the acceleration cam freed. After light-off the TOT can be
controlled manually by turning the twist grip.

Position “30”
The “30” position indicates the idle position, which is approx. 70 ±2 %
n1 speed. This position has a stop if it is approached out of the flight
position. Before engine shut down the twist grip has to be unlocked by
depressing the unlock button.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine n1 Control

Connection to Fuel Control

“IDLE”
Micro Switch Unlock Button

“EMER”
Range Guard
Twist Grip 1

Ball Bearing
Control Cable

Twist Grip 2

Control Box Pilot

Flight Position Stop

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 BK117 C-2
Training Manual CAT B1
Power Plant

Manual Control
General
The manual control is a mechanical positioning of the main / auxiliary
valves by the twist grips of the collective lever. It permits starting
control, acceleration to nominal speed and stopping of the engine. It
can also be used as manual fuel flow control in case of automatic
control failure. It comprises the following main components:
-- main valve
-- auxiliary valve
-- acceleration control cam.

Main Valve
The main valve permits acceleration control during the start phase and
it is used in case of automatic control failure to decrease “manually” the
fuel flow.

Auxiliary Valve
The auxiliary valve is used in case of automatic control failure to
increase “manually” the fuel flow.

Acceleration Control Cam

The acceleration control cam controls the metering needle during the
start in order to prevent compressor surge.

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 BK117 C-2
Training Manual CAT B1
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Manual Control Schematic (Simplified)

HP Pump
Main Valve
L/S-- LT ON
MIRROR
CUT FILL L
CABLE S L D
X / FLOATS G
1 S
6 L
L T
T
FWD OFF

Auxiliary Valve GA LAND

L

RETR
L/S-- LT AFT
R

FOCUS WIPER ENG

SX16 TRIM

Modulated Pressure

Control Piston

Constant Pressure

Accellearation Control Cam

Low Pressure

Compressor Discharge Air P2

Injection Wheel
Acceleration Control Lever Metering Needle

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 BK117 C-2
Training Manual CAT B1
Power Plant

Training Mode
General Function
The training mode allows single engine training without reaching or The training mode is armed with the TRAIN switch to ON and selected
exceeding maximum permitted single engine power. The training “Cat.A” mode. The training mode becomes active if the twist grip of the
mode system consists of a mechanical and an indication part. other engine is turned out of the flight position, i.e. micro switch TWIST
GRIP is activated.
Mechanical Part
The activation is indicated on the CAD by the cautions TRAINING,
The mechanical part consist of a clamp with a locking flap. This device, TWIST GRIP and on the FLI by an inverted triangle with a yellow T
fixed to the selected twist grip and adjusted on ground is to limit fuel within the high information zone.
flow in order not to exceed single engine training limit while experience
a drop of the main rotor RPM to 98 %. Adjustment
Indication Part Adjustment of the mechanical part of the training device is done on
ground with the other engine in idle and the training mode activated.
The indication part for each engine consists of a TRAIN switch on the
overhead panel, the caution TRAINING on the CAD and a training -- engage the locking flap
symbol including a software “manipulated” indication on the FLI. This -- pull the collective lever until FLI 12 indication (100 %
software indicates reaching of single engine power (2.5 min power) torque digital indication) is reached
while in reality only 100 % torque is used. -- turn the twist grip with the installed, but not tightened clamp
slowly in direction idle till the main rotor RPM decreases
 NOTE The digital indicated torque value remains to 98 %
unchanged. It indicates the real momentary used -- then tighten the clamp.
torque!
Verify the adjustment: it is correct if the rotor RPM drops to 98 % when
FLI 12 (100 % torque digital indication) is reached.

 NOTE The adjustment has to be verified before each

flight because it might vary with density.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Training Device

Flap

Knurled Screw
Twist Grip

Clamp (upper half)

Clamp (lower half) Knurled
Screw

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine n2 Control

Droop Compensation System Engine Trim Control

Raising the collective pitch lever causes an increase of the blade pitch The trim actuators are controlled by a 4--way beep switch, located on
angle equally on all four blades. This creates more thrust but also the pilots and copilots collective pitch lever. Four different engine trim
causes a greater amount of drag (resistance) due to the increased operations are possible: Setting the 4--way beep switch
angle of incidence. If the power delivered from the engines remains -- forward: the power (torque) of each engine is increased
constant, the rotor RPM drops and consequently the n2 RPM. To avoid
simultaneously, i.e. nRO is increased
this droop, the “anticipator” influences the fuel control to increase fuel
flow and thus engine power output. -- backward: the power of both engines is decreased, i.e.
nRO is decreased.
Operation -- left: the power of engine 1 is increased, while the power of
The droop compensation acts on the anticipator by resetting it during engine 2 is decreased; nRO remains constant.
power changes so that the engine power is adjusted and the n2 / nRO -- right: the power of engine 2 is increased, while the power
RPM remains constant. The input signal is taken from the collective of engine 1 is decreased; nRO remains constant.
control output lever at the rear of the collective hydraulic actuator,
which responds to a displacement of the pitch lever. Via control rods,  NOTE Aircrafts prior to S/N 9135 do have engine n2
the signal is transmitted to a lever, to which the trim actuators are control type I installed.
connected. Excluding S/N 9113, S/N 9124 and S/N 9127.
In case of type II control the droop compensation signal is thereby
added to trim system input on the “anticipator” via Flexball cables.
With aircrafts type I control via rods and teleflex cables.

Input Override
To ensure that collective control signal transmission cannot be blocked
by the droop compensation and engine trim system, the input control
rod of the droop compensation includes a spring loaded override. 4--Way Beep Trim Switch

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine n2 Control, Type II

1

Flexball Cable

3
Left Engine Trim Actuator

Input from Collective

Axis of Hydraulic

Spring

Right Engine Trim Actuator

Input Rod

Min. stop; to lower voltage Do not touch!

Piston
turn counter clockwise.

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 BK117 C-2
Training Manual CAT B1
Power Plant

INTENTIONALLY LEFT BLANK

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine n2 Control, Type I 1

Teleflex Cable

Left Engine
Trim Actuator

2
Turn Buckle
1
Right Engine
Trim Actuator
3

Retaining Spring
Input from Collective
Axis of Hydraulic

Spring

Max. stop; to lower voltage

turn clockwise.

Input Rod
Min. stop; to lower voltage
5 clockwise.
turn counter
Piston

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 BK117 C-2
Training Manual CAT B1
Power Plant

VARTOMS Control

General VARTOMS Monitor Box

The n2 control is connecting the flight control system (collective axis The VARTOMS monitor box is installed below the cockpit floor (FWD
of the hydraulic) to the engines anticipator via a mechanical linkage left) accessible via the forward bottom acces cover. The monitor box
including an override spring, rods and Teleflex cables. observes the operation of the control box. If a failure is detected a
The n2 controls operate in a specified RPM range and allow torque signal will be sent to the Caution and Advisory Display (CAD).
matching between the two engines. The engine n2 RPM, thus torque
can be influenced with the n2 beep trim switch on the switch unit of the Nro Limiter Box (VARTOMS II only)
collective lever. The power supply is ensured via ESS BUS no 2 and The nro limiter box is installed below the cockpit floor (FWD left)
the circuit breaker N2 TRIM. accessible via the forward bottom acces cover. The nro limiter box limits
The n2 controls include the Variable Rotorspeed Control and Torque the maximum rotorspeed in accordance with outside air temperature
Matching System (VARTOMS). The VARTOMS automatically controls (OAT).
the main rotor RPM and matches the torque of the two engines. Its is
Main Switch Panel
supplied with power via the circuit breaker VAR NR on ESS BUS no1.
The main switch panel at the instrument panel has an area labelled
Trim Box VAR NR enabelling the control of the VARTOM system. It comprises
The trim box is installed under the cockpit floor inside the nose shell the following components:
(RH side) and is accessible via the bottom forward access panel. The -- NORM / MAN: switch and lighthead illuminates yellow to
trim box holds the n2 trim printed circuit board which switches between indicate the systems MAN mode is selected
manual control (Pilot) and automatic control (VARTOMS). -- Cat. A / N1: switch and lighthead illuminates green to
VARTOMS Control Box indicate the systems Cat. A / N1 / Cat. A+N1 mode are
selected
The VARTOMS control box is installed below the cockpit floor (FWD
-- N1--MATCH knob: the n1 RPM can be manually adjusted if
left) accessible via the nose cover of the helicopter. The VARTOMS
a mode is selected which includes the n1 mode.
control box varies the rotor RPM between 96.5 % and 103.5 %. The
variation of the rotorspeed depends on density and airspeed.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Locations Components VARTOMS

nRO Limiter Box

(VARTOMS II only)
VARTOMS Control Box
Monitor Box
Trim Box

nRO Limiter Box

(VARTOMS II only)
Control Box

MKR DME H1 NMS1 NMS2

FTR NPA
HI DME H2 NMS1 NMS2

7
Trim Box
Monitor Box
Main Switch Panel

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 BK117 C-2
Training Manual CAT B1
Power Plant

Temperature Sensors
The temperature sensors are installed to the LH and RH side of the
helicopter below the respective cockpit door (3 with VARTOMS II). The
access to the temperature sensors is through the respective side
channels. They measures outside air temperature.

VARTOMS Relays
The VARTOMS relays are installed below the cockpit floor at the rear
side canted frame in the forward compartment accessible via the
forward bottom acces cover.
The relays enabel the following functions:
-- the VARTOMS control relay connects the VARTOMS
control box to the n2 trim actuators
-- the airspeed relay selects the control law of the monitor--
and the control box in accordance with the airspeed
-- the AUTO ON (2 with VARTOMS II) relay
-- the annunciator relays (2) (3 with NVG)connects the
system to the caution light at the CAD

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 BK117 C-2
Training Manual CAT B1
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Locations Components VARTOMS

Annunciator Relay (NVG)

VARTOMS Control Relay
Annunciator Relay
Auto ON Relay
3
Annunciator Relay
Airspeed Relay
Auto ON Relay
VARTOMS Relays (VARTOMS II only)

OAT Sensors
VARTOMS Relays
OAT Sensor
(VARTOMS II)

OAT Sensor

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 BK117 C-2
Training Manual CAT B1
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VARTOMS Type II
Mode Selector Monitor Box
The mode selector contains two illuminated sequence push buttons The monitor box compares the actual RPM with the rotor speed law i.e.
and one N1 MATCH knob. The push buttons are used to select the monitors the work of the control box by means of independent signals
desired mode. Available modes are: (selected mode, n2, pitot / static pressure, OAT and an airspeed
signal). If a malfunction (e.g. rotor speed not in accordance to the law)
MAN, NORM, Cat.A, N1, Cat.A / N1.
of the system is detected, the monitor box activates the caution VAR
The N1 MATCH knob is used to match the n1 RPM; this function is only NR on the CAD.
available with the N1 or the Cat.A / N1 mode selected.
nRO Limiter
Control Box
The nRO limiting function is integrated in the limiter box. As the
The control box controls the rotor speed in accordance with a rotor maximum rotor speed depends very much on outside air temperature
speed law; it receives different inputs (selected mode, torque, altitude, an additional temperature sensor is installed. The rotor speed law and
OAT and an airspeed signal) to compute a command signal causing the temperature signal are used to calculate the maximum rotor speed.
the rotor RPM to vary via the trim actuators. If the maximum rotor speed is reached, the limiter interrupts the extent
Engine 1 is used as the reference for rotor RPM and is compared to command to the n2 trim actuator of engine 1. The travel of engine 2
the law of the selected mode. Torque deviations of >1 % between both n2 trim actuator is larger in order to allow torque matching.
engines will be adjusted by sending a command to the n2 trim actuator
of engine 2.
Motion transducers installed to the n2 trim actuators give a return
signal to the control box. As soon as the required travel of the actuators
are obtained, i.e. desired rotor RPM is reached and / or difference of
both torques is <1 %, the trim actuators will stop.

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 BK117 C-2
Training Manual CAT B1
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Functional Schematic, VARTOMS Type II

n2 RPM n2 RPM

VARTOMS
Monitoring Box
Pitot / Static
CPDS

Caution OAT Sensor

Mode Monitoring

Signal > 55 kts

Torque Torque
Altitude Signal
OAT Sensor from ADC 2
VARTOMS
Control Box

OAT Sensor

nRO Limiter Box

VARTOMS Mode Selector n2 Trim Actuator for n2 Trim Actuator for

(Main Switch Panel) No. 1 Engine No. 2 Engine

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 BK117 C-2
Training Manual CAT B1
Power Plant

VARTOMS Type I
Mode Selector Monitor Box
The mode selector contains two illuminated sequence push buttons The monitor box compares the actual RPM with the rotor speed law i.e.
and one N1 MATCH knob. The push buttons are used to select the monitors the work of the control box, by means of independent signals
desired mode. Available modes are: (selected mode, n2, pitot / static pressure, OAT and an airspeed
signal). If a malfunction (e.g. rotor speed not in accordance to the law)
MAN, NORM, Cat.A, N1, Cat.A / N1.
of the system is detected, the monitor box activates the caution VAR
The N1 MATCH knob is used to match the n1 RPM; this function is only NR on the CAD.
available with the N1 or the Cat.A / N1 mode selected.

Control Box
The control box controls the rotor speed in accordance with a rotor
speed law; it receives different inputs (selected mode, torque, altitude,
OAT and an airspeed signal) to compute a command signal causing
the rotor RPM to vary.
Engine 1 is used as the reference for RPM and is compared to the law
of the selected mode. Torque deviations of >1 % between both
engines will be adjusted by sending a command to the n2 trim actuator
of engine 2.
Motion transducers installed to the n2 trim actuators give a return
signal to the control box. As soon as the required travel of the actuators
are obtained i.e. desired RPM is reached and / or difference of both
torques is <1 %, the trim actuators will stop.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Functional Schematic, VARTOMS Type I

n2 RPM n2 RPM

VARTOMS
Monitoring Box
Pitot / Static
CPDS

Caution OAT Sensor

Mode Monitoring

Signal > 55 kts

Torque Torque
Altitude Signal
OAT Sensor from ADC 2
VARTOMS
Control Box

VARTOMS Mode Selector n2 Trim Actuator for n2 Trim Actuator for

(Main Switch Panel) No. 1 Engine No. 2 Engine

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 BK117 C-2
Training Manual CAT B1
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Operation (Type I and Type II)  NOTE If the monitor box detects a discrepancy between
the rotor speed law and the actual control box
The following operation modes are controlled by two selector push
outputs, or the speed signal (55 kts) from the
buttons, the MAN/NORM switch (no.1) and the Cat.A/N1 switch
CPDS is missing, the caution VAR NR appears on
(no. 2).
the CAD. In this situation, the pilot has to switch
NORM Mode off the VARTOMS system manually by the
The NORM mode has not to be selected; it is automatically active as NORM/MAN switch (no.1).
soon as all necessary signals are available.
The NORM mode varies the rotor RPM between 96.5 % and 103.5 %
as a function of air density and airspeed. VARTOMS Control Law

At speeds below 55 kts the rotor RPM is controlled between 101 % and nRO [%]
103.5 %. Above 55 kts the VARTOMS reduces the rotor RPM and
controls it between 96.5 % and 102 %. The torque of both engines is
matched automatically.
MAN Mode
This mode makes it possible to control the rotor speed and match the
torque or the n1 speed by the n2 trim actuators manually via the 4--way
beep switches on the pilot and co--pilot collective levers.
MAN mode is selected by depressing the NORM/MAN selector push
button (no.1), then the MAN indicator illuminates yellow and the
VARTOMS system is switched off. The caution VAR NR appears on the
CAD.
H
 NOTE If a failure in the VARTOMS control box is detected
the system automatically switches to the MAN
mode. The indication MAN on the mode selector
will illuminate yellow and the caution VAR NR on
the CAD appears. Density altitude [ft]

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 BK117 C-2
Training Manual CAT B1
Power Plant

VARTOMS Controls

MAN/NORM Switch (No. 1)

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 BK117 C-2
Training Manual CAT B1
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CAT.A Mode CAT.A / N1 Mode

The Cat.A mode varies the rotor RPM automatically between 96.5 % The Cat.A / N1 mode controls the RPM within the same range then the
to 103.5 % depending on air density and airspeed. The difference to Cat. A mode; as with the N1 mode, torque matching is disabled instead
the NORM mode is that the rotor RPM is kept constantly at 103.5 % the n1 of the engines can be matched via the N1 MATCH knob on the
with airspeed below 55 kts. mode selector. A matched n1 might lead to a torque split.
Cat.A mode is active if the Cat.A/N1 selector push button (no. 2) is To select the Cat.A / N1 mode the CAT.A/N1 selector push button
pressed once. The indicator CAT.A will illuminate green and, after a (no. 2) has to be pressed three times. After a time delay of 1.6 sec the
time delay of 1.6 sec the Cat. A mode will be activated. Cat.A / N1 mode will be activated and both indication fields of the
Cat.A/N1 selector push button will illuminate green.
N1 Mode
Within the N1 mode the rotor RPM will be controlled according to the
NORM mode, but the torque matching is disabled instead the n1 of the
engines can be matched via the N1 MATCH knob on the mode
selector. A matched n1 might lead to a torque split.
To activate the N1 mode the Cat.A/N1 selector push button (no. 2) has
to be pressed twice. After a time delay of 1.6 sec the N1 mode will be
active. This is indicated by the green illuminated N1 indication field of
the selector push button.

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VARTOMS Controls

N1 MATCH Knob

Cat. A / N1 Switch (No. 2)

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 BK117 C-2
Training Manual CAT B1
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Hydro-Mechanical Control
General Acceleration Control
The hydro--mechanical control meters the fuel flow in order to match The acceleration control limits the increase in fuel flow during
the engine power to the requirements thus keeping power turbine acceleration in order to prevent compressor surge. If demand
speed constant. That means the gas generator speed adapts increases the metering needle opens until it gets in contact with the
automatically to this requirement while keeping all other parameters acceleration control lever. The position of this lever depends on
within determined limits. The main components in the fuel control unit compressor discharge pressure, it acts as a variable maximum fuel
are: flow stop.
-- power turbine governor Metering Unit
-- gas generator governor
The metering needle is a profiled needle which moves though a
-- acceleration control unit calibrated orifice. Fuel under pump pressure flows through the
-- metering unit. passage determined by metering needle. Positioning of the needle is
achieved by the control piston connected to it. The piston is controled
Power Turbine Governor by pressure variations due to the flyweights.
The power turbine governor is a proportional type governor, and
determines a datum signal for the n1 speed according to the collective Operation
signal (anticipator) and the actual n2 speed (sensed by flyweights). In transient conditions, the collective signal (anticipator) modifies the
spring tension. This causes a change in centrifugal force and, due to
Gas Generator Governor this force, a new datum for the gas generator governor is given. The
The gas generator governor is an integral type governor, it compares gas generator adapts itself to this condition by changing metering
the datum speed required by the power turbine governor with the needle position and the balance is regained.
actual n1 speed (sensed by flyweights). The balance is achieved by
metering the fuel flow.

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Training Manual CAT B1
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Hydro-Mechanic Control Schematic (Simplified)

From Collective Lever Flyweight

n2 Speed Signal
Main Valve

Auxiliary Valve
Power Turbine Govenor

Modulated Pressure

Control Piston

Constant Pressure

Low Pressure

Compressor Discharge Air P2

Metering Unit

Acceleration Control

Acceleration Control Lever Metering Needle

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 BK117 C-2
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Overspeed and Drain Valve

General Overspeed and Drain Valve
The overspeed and drain valve controls the fuel supply to the main The overspeed and drain valve (dual valve) is controlled by injection
injection system and ensures the draining of the injection wheel after and fuel pump pressure. One side of the dual valve controls the fuel
shut--down. It is installed on the lower left side of the combustion passage to the injection wheel, the other side allows the draining of the
chamber and mainly comprises: injection wheel.
-- pressurizing valve Overspeed Solenoid Valve
-- overspeed and drain valve (dual valve)
The overspeed solenoid valve is automatically activated in case of an
-- overspeed solenoid valve. n2 overspeed situation, detected by the overspeed control box. The
Pressurizing Valve valve opens and the fuel below the lower diaphragm is routed back into
the drain manifold. This causes the pressurizing valve to close and the
The main purpose of the pressurizing valve is to ensure the priority fuel dual valve to move into the draining position. The engine shuts down.
flow to the start injectors during the ignition phase. After the valve
setting is reached, fuel is supplied to the main injection. During
shut-down the pressurizing valve allows, in combination with the dual
valve, the draining of the main injector wheel to the drain manifold.

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Training Manual CAT B1
Power Plant

Overspeed Drain Valve

Fuel from Pump

Pressurizing Injection Wheel

Valve

Overspeed and Pressurizing Valve

Drain Valve Body

Overspeed Dual Valve

Electro--Valve
Overspeed
Solenoid Valve To Drain Manifold

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 BK117 C-2
Training Manual CAT B1
Power Plant

Start Injector Solenoid Valve

General Reinjection Prohibit Switch
The start injector solenoid valve controls the fuel supply to the start The reinjection prohibit switch prevents electrical power supply to the
injectors during engine start. Additionally it ensures the ventilation of solenoid valve when the compressor discharge pressure reaches a
the start injectors. The valve is installed to the upper part of the certain value.
compressor casing and comprises mainly a:
Purge Valve
-- solenoid valve
Before starting the engine the purge valve is open due to prime pump
-- compressor discharge air ball valve (P2 valve)
pressure and air is expelled from the system in order to assure a
-- reinjection prohibit switch correct engine start. As soon as engine pump pressure increases the
-- purge valve. purge valve will close.
Solenoid Valve
The solenoid valve is energized during starter phase and allows fuel
flow to the start injectors. As soon as n1 is above 40 % / 50 % the
solenoid is deenergized and fuel flow to the start injectors is cut.

Compressor Discharge Air Ball Valve

The compressor discharge air ball valve (P2 valve) routes compressor
discharge air for ventilation purpose to the start injectors after the
solenoid valve is closed. This ventilation continues as long as the
engine operates to prevent carbonizing of the injectors with residual
fuel. Additionally the discharge air actuates the reinjection prohibit
switch in order to prevent flame-out due to sudden fuel flow reduction.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Start Injectors Solenoid

Start Injector
Solenoid Valve

Reinjection
Prohibition Switch
Start Injectors
Compressor Discharge
Air Ball Valve

Start Injector Purge Valve

Compressor
Solenoid Valve Discharge Air Ball
Valve
Compressor
Discharge Air

Return to Tank

Purge Valve

Fuel from Fuel from Pump

Reinjection Metering Section
Prohibition Switch

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 BK117 C-2
Training Manual CAT B1
Power Plant

Start Injectors
General
Two start injectors are mounted to the upper part of the turbine casing
at 2 o’clock and 10 o’clock position. They reach into the combustion
chamber via holes in the mixer unit.

Operation
During start the injectors are supplied with fuel which is atomized and
ignited by the spark igniter plugs. The flame then ignites the fuel
sprayed in by the centrifugal injection wheel. When the engine has
reached self sustaining speed (approx. 40 % n1) the start injector
solenoidvalve closes, the fuel supply to the injectors is cut. Afterwards
compressor discharge air is blown through the injectors in order to
avoid carbonizing. This ventilation is continuous during engine
running.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Start Injectors

Injector

Fuel Inlet

Mounting Flange
Injector
Igniter Plug

Spacers and Seals

Filter Manifold

Shroud
Jet

Nut

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 BK117 C-2
Training Manual CAT B1
Power Plant

Main Injection System

General
The main injection system is a centrifugal injection type system, it is
positioned inside the combustion chamber and mainly consist of:
-- supply pipe with check plug
-- distributor
-- centrifugal injection wheel.

Supply Pipe
The supply pipe is fitted to the lower right front face of the compressor
casing and routed internally to the distributor. It has an integrated leak
check plug.

Distributor
The distributor is the stationary part of the main fuel injection assembly,
it is bolted to the diffuser back plate.

Centrifugal Injection Wheel

The centrifugal injection wheel is the rotating part of the main fuel
injection system and assembled on the turbine-compressor shaft.

Operation
Fuel delivered to the distributor passes into the rotating chamber of the
injector wheel. Due to rotation speed (n1 RPM) of the injector wheel
the fuel is forced out by centrifugal force through the radial holes of the
wheel and sprayed into the combustion chamber. During shut-off the
remaining fuel is purged via the overspeed and drain valve into
the airframe fuel tank.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Main Injection

Centrifugal
Injection Wheel

Distributor
Centrifugal
Injection Wheel
Distributor

Internal
Supply Pipe

Fuel Inlet
Fuel Inlet

Leak Check Plug

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine Start

General After light-off the TOT has to be monitored and can be manually
controlled by turning the twist grip.
To start the engines, starter--generators are used. Normally the
starting procedure is powered by an external power unit (EPU), but if
 NOTE Monitor closely the TOT, observe the temporary
there is no EPU available on ground, it can be powered by the
TOT markings at FLI according to the FLM.
on-board battery. The fuel control during the start phase will be done
by twist grips at the collective lever.
If the self sustaining speed is reached and the starter switch
Start Operation automatically has gone back into the OFF position, the twist grip has
to be turned to approx. 30° position (idle) to achieve 70 % n1 speed.
To start one of the engines, first the respective twist grip has to be
turned into the 20° position, then the starter switch can be set to
position START where it is held electro-magnetically and initiates the
semi-automatic start procedure of the related engine. The
electro-magnetic hold will be deenergized, when the engine has
reached the self sustaining speed. Depending of the ambient air
temperature this will be at 40 % n1 until, and 50 % n1 below --30 °C.
If one of the two engine start switches is set to position START, the
electro-magnetic hold mechanism of the other engine start switch is
interrupted. This prevents from starting both engines simultaneously.

 NOTE Whichever engine start switch is activated first, it

will block the other one for simultaneous action.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine Start Switches

Engine 1 Start Switch Engine 2 Start Switch

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 BK117 C-2
Training Manual CAT B1
Power Plant

Airframe Fuel System

General Fuel Monitoring System

The airframe fuel system of the BK117 C-2 is seperated into four The fuel monitoring system consists of:
subsystems.
-- fuel quantity indication on the CAD
Fuel Storage System -- low fuel warning
The fuel storage system consists of: -- jet pump caution
-- fuel pressure caution
-- fuel supply tanks
-- fuel filter contamination caution
-- FWD main tank
-- fuel flow system.
-- aft main tank.
All systems will be described in detail.
Fuel Supply and Feed System
The fuel supply and feed system consists of:
-- equipment plates with fuel transfer, prime and jet pumps
-- fuel feed lines
-- fuel supply lines
-- shut-off valves
-- fuel return lines.

Fuel Vent System

The fuel vent system consists of:
-- fuel vent lines
-- refueling vent line
-- fuel expansion box.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Storage System

RH Engine Supply Line

Prime Pump 2 Fuel Pump Transfer FWD

Fuel Pump Transfer Aft
RH Supply Tank Chamber
To Engine 2

FWD Jet Pump

Bulkhead

To Engine 1
LH Supply Tank Chamber
FWD Main Tank Aft Main Tank

Prime Pump 1 LH Engine Supply Line

Filler Neck

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Storage System

General FWD Main Tank
The BK117 C-2 has four fuel cells, incorporated in three fuel tanks. The FWD main tank is connected to the supply tanks by two overflows
They are flexible bag tanks made of Kevlar fabric coated on both sides which are installed at different heights to achieve different volumes of
with polyurethane. the supply tanks to avoid simultaneous flame out of both engines. On
its left side the filler neck is installed. The FWD main tank is provided
Location with two equipment plates.
The tanks are arranged one behind the other and located underneath
Aft Main Tank
the large floorboard extending from STA 3125 to STA 5645. Looking
from front to rear the tanks are arranged as follows: The aft main tank is connected to the FWD main tank by two upper and
one lower interconnecting tubes. The aft main tank is provided with
-- LH and RH supply tank
one equipment plate.
-- FWD main tank
-- Aft main tank. Fuel Capacity

Tank Installation The total capacity (usable) of all three tanks is 694.0 kg (867.5 ltr.). This
amount is divided as follows:
Butterfly Velcro strips, bonded to the topside of the tank and to the
-- main tank 593.2 kg (741.5 ltr.) including upper supply
underside of the cabin floor attach the tank to the cabin floor.
tank volume
Tank Flanges -- supply tank LH 47.2 kg (59.0 ltr.)
The bottom side of the tank cells are equipped with mounting flanges -- supply tank RH 53.6 kg (67.0 ltr.).
to accept the equipment plates. These flanges are bolted to the lower
shell and position the tank on its lower side.

Supply Tank
The supply tank is separated by a bulkhead into two compartments.
Each compartment comprises one equipment plate.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Storage System

Aft Main Tank

FWD Main Tank

Engine Supply Lines

RH Supply
Tank Chamber

Filler Neck
Overflow Channels

LH Supply Tank Chamber

View looking FWD

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Vent System

General Fuel Expansion Box
The task of the fuel vent system is to keep the tanks unpressurized On the left side of the fuselage, below the FWD passenger window, the
under all operation conditions. fuel expansion box is installed. This expansion box is connected to the
left fuel vent line and allows the fuel of a completely refueled helicopter
Fuel Vent Lines to expand if the temperature rises. The expansion box is ventilated via
The fuel vent lines, which are an integral part of the floor panel are a flexible hose routed over the cabin ceiling to the right overboard vent
connected to the vent ports of the tanks by bolts through the floor port.
panel. Each tank is provided with two vent ports connected to the floor
panel via flexible hoses. The right integrated vent line is routed over  NOTE All flexible hoses within the cabin are routed within
the cabin ceiling to the left overboard vent port via a flexible hose. a second, protecting hose. Whereas the external
hoses are drained overboard via separated ports.
The left integrated vent line is interconnected with the expansion box
via a flexible hose.

Refueling Vent Line

During refueling the air in the tank is bled through the vent ports of the
tank as well as through the refueling vent line routed from the forward
end of the supply tank to the filler neck. One Air No--fuel valve is
integrated in the refueling vent line in the area of the FWD main tank.
The rising fuel level in the FWD main tank causes the ball mechanism
of this valve to close and only the supply tank is vented.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Vent System

Air No Fuel Valve

Air No Fuel Valve

Fuel Expansion Box

Refueling Vent Line Fuel Vent Line

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Supply and Feed System

General Supply Tank Equipment Plates
The task of the airframe fuel supply and feed system is to provide fuel Each equipment plate of the supply tanks is provided with a prime
supply to both engines. This includes fuel transfer from the main tanks pump, a fuel quantity transmitter, a fuel sensor and a drain valve.
to the supply tanks, and priming the engine fuel system during start.
FWD Main Tank Equipment Plates
Equipment Plates
Each equipment plate of the FWD main tank is provided with a transfer
The five equipment plates in the fuel tanks are nearly identical and pump, a fuel quantity transmitter, a check valve, an orifice and a drain
accommodate the following components: valve.
-- fuel pump Aft Main Tank Equipment Plate
-- fuel quantity transmitter
The equipment plate of the aft main tank is provided with a jet pump,
-- low fuel sensor a fuel sensor and a drain valve.
-- check valve
-- drain valve.
The equipment plates are accessible through the access panels in the
bottom shell of the fuselage. The fuel pumps are attached to the
equipment plate in an upright position. The DC motor of a pump is
mounted in a sealed housing and can be removed from the equipment
plate without defueling.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Equipment Plates
Fuel Sensor
Jet Pump

Fuel Quantity Fuel Pump

Transmitter Housing
Check Valve

Orifice

Fuel Quantity
Transmitter Drain Valve
Aft Main Tank
Low Fuel Sensor

Fitting, before Modification

(Aft Transfer Pump only)
Drain Valve
FWD Main Tank
Check Valve, old Version
(Aft Transfer Pump only)

Check Valve,
Drain Valve (Aft Transfer Pump only)
Supply Tank

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Transfer Pumps Fuel Prime Pumps

The transfer pumps deliver fuel from the FWD main tank into the supply The prime pumps in the LH and RH supply tank deliver fuel to the
tanks via the feed lines. They deliver more fuel than the engines respective engines via the supply lines during engine start. With
consume. The surplus fuel returns to the FWD main tanks by the engines running an ejector pump, part of the engine mounted low
overflow channels. This ensures that the supply tanks are always pressure fuel system draw in the fuel from the supply tanks. Thus the
filled, as long as fuel is in the main tank. prime pumps can be switched off.
Both transfer pumps are equipped with an orifice and a check valve at
the pump outlet port. The check valve prevents fuel from flowing back
to the main tank in case one transfer pump fails. The delivery rate of
one transfer pump is sufficient to fill both chambers of the supply tank.
The fuel pump motor is cooled and the bearings are lubricated by fuel.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Pumps

Bleed Valve Pump Housing

Pressure Port
Feed or Transfer Line

Jet Pump
Motive Pressure
(Aft Transfer Pump)

Closed
Suction Valve

Lockwire

Mass Bonder

Shield Bonder
Controller
CAUTION: DO NOT RUN DRY

Removed
SN/
PN/ D240845 Index:

PN/ 130100 Index:

Fuel Pump Assy
S3147

Cartridge

Suction Valve Plug

Mfg. date: /

Removed
Pump Cartridge

Suction Valve Plug EMC-Filter

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 BK117 C-2
Training Manual CAT B1
Power Plant

Power Supply / Operation Fuel Transfer Pumps Power Supply / Operation Fuel Prime Pumps
The forward transfer pump is supplied with power from ESS BUS 2 via The left prime pump is controlled by the switch FUEL PUMP PRIME 1
the circuit breaker XFER--F PUMP and is controlled by the toggle and is connected via the circuit breaker PRIME--P to ESS BUS 1.
switch FUEL PUMPS XFER F in the overhead console. The caution The right prime pump is controlled by the switch FUEL PUMP PRIME 2
light F PUMP FWD indicates that the pump is switched off, has a failure and is connected via the circuit breaker PRIME--P to ESS BUS 2.
or runs dry.
A caution PRIME PUMP at the CAD System 1 and / or System 2
The aft transfer pump is supplied with power from SHED BUS 1 via the indicates that the respective prime pump is switched on.
circuit breaker XFER--A PUMP and is controlled by the toggle switch
FUEL PUMP XFER A in the overhead console. The caution light
 NOTE The prime pumps are used only during engine
F PUMP AFT indicates that the pump is switched off, has a failure or
start, in--flight they are switched off.
runs dry.

 NOTE Both transfer pumps have to be switched on

during helicopter operation.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Pumps -- Switches and Circuit Breakers

N O O
INV 2
O F F
R F F
M N

2 3 N
O
N
O
O
R 2 1 15 1 3 3
R R M
M M

INV 1
STBY HOR IC AMP O
R R WX RAD AHRS2 INV ICS NMS2 BAT EM
BAT N
E E
SEL BACKUP EX LT
ESS.BUS 1 AV.SHED.BUS 1 S S AC BUS 2 ESS.BUS 2
EMER SHD BUS BUS TIE 1 BUS TIE 2 INVERTER

5 5 2 20 S S 20 15 2 3 2 3 1
H H
E E
NMS1 VHF TX1 VRU AVIO D D AVIO EMER VRU RAD ALT DME ADF MKR
AV.SHED.BUS 1 MAIN MAIN BAT AVIONIC SHED. BUS 2
B B
U U
7.5 2 1 7.5 3 3 15 5 10 5 S S 3 10 2 20 2 1 5
1 2
FCDS2 DIMM NMS/ATC PT/ST AP2 MIR PWR CARGO CONT 1 XFER-- A HTG-- V INST. PAX PWR CONT ELT INT ATC
BACKUP TEST SRC SEL CP LOAD HOOK PX LT L/S LT PUMP COOL BLW L/S LIGHT

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

FCDM1 ND1 PFD1 BLW PEL FUZZ AHRS1 AHRS2 ADC AVIO AVIO AVIO AVIO ADC AHRS1 AHRS2 ROLL 2 BLW PFD2 ND2 FCDM2
AV.ESS.BUS1 BURN MSTR MAIN MAIN MAST SEMA PEL AV. ESS. BUS 2

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

ICS P1 HTG CKPT FTR ROLL 1 YAW BEEP MAST XFER-- F SSX16 P2 AP1 ICS VHF
CONT E E SEMA
SAS VENT SAS SAS TRIM MOM PUMP TX2
S S
S S

5 2 7.5 10 5 10 1 1 B B 5 7.5 7.5 3 7.5 1 7.5 5

U U

Circuit Breaker
S S
MARMS FLOATS CONT CC-- PIL BOOM POS LDG CKPT VAR N2 INSTR ACOL EM/EX CC-- PED AUX PT/ST FLOATS MARMS
WINCH LIGHTS NR 1 2 TRIM LIGHTS WINCH TANK PLT

XFER A PUMP
1 15
WIPER
3

TQ/N2
5

OVSP
5

PRIME-- P
1

FIRE-- D
ENG
2

FUEL-- V
7.5

IGN START
5

START
5

IGN
7.5 2

FUEL-- V
1

FIRE-- D
5

PRIME-- P
ENG
OVSP
5 3

TQ/N2
1
ROTOR
RPM
2 Circuit Breaker
XFER F PUMP
1 1 5 1 2 2 5 5 5 5 2 2 1 5 1 1

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

Circuit Breaker CPDS

N
O
OFF
E
S--1
N
O
NORM OFF OFF OFF Circuit Breaker
PRIME PUMP 2
X
PRIME PUMP 1
R R
M T M
W/U EXT WRN S--2 TEST ON ON ON
DSPLY 1 FIRE 2 HYD BAT FUZZ STBY HOR 1 2 1 2
HOR/EX BURN INVERTER AVIO MSTR
TEST
EMER
OFF OFF OFF HI OFF OFF OFF
F S
A L
N O M W
LO ON LO/ HI ON FF A
ARM ON ON X FAST
NORM
EMER CP PIL CONT FAN PAX OFFCKPT CABIN WIPER
FLOATS PT/ST HTG AIR CONDITION BLW VENTILATION BLD HTG
OFF OFF OFF OFF OFF OFF
A OFF OFF
O O U
N N T
O
ON ON IGN ON ON ON ON
DC TEST BLT/SMK IFCO CARGO AUX TK
WINCH 1 PRIME 2 A XFER F
SX 16 HOOK
CBL CTRL FUEL PUMPS
Switches
XFER PUMP F / A
Switches
PRIME PUMP 1 / 2

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 BK117 C-2
Training Manual CAT B1
Power Plant

Drain Valve Jet Pump

Each equipment plate comprises one drain valve installed to the In order to use, under all circumstances, the total amount of fuel
lowest point of the respective tank. Access to the valves is given by available in the aft main tank a jet pump has been installed to the rear
holes in the access panels at the bottom shell of the fuselage. equipment plate.
The drain valves are opened by depressing the valve body with a tool. The motive pressure of the jet pump is tapped from the aft transfer
An integrated valve spring automatically closes the drain valve after pump. At the inlet port, protected by a screen, on the bottom of the
the valve body is released. pump housing fuel is sucked out of the aft main tank and transferred
together with the motive fuel via hoses into the forward main tank. This
 NOTE Each fuel tank must be drained before the first ensures that the aft main tank fuel is used to its full extent.
flight of the day!

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 BK117 C-2
Training Manual CAT B1
Power Plant

Drain Valves and Jet Pump

Jet Pump

Drain Valve
Closed Position

Fuel Fuel
Inlet Screen

Drain Tool
Motive Pressure To FWD Main Tank
Open Position

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Feed Lines

Each of the two transfer pumps in the FWD main tank are connected
to a hose which is routed to the interconnecting tube. From this
connecting tube fuel feed lines are routed through the overflow tubes
to the bottom of the separated supply tanks.

Fuel Supply Lines

From each prime pump of the separated supply tank one line is routed
through the overflow channels to the FWD main tank. They are fixed
to the tank by means of cords. From there they continue through the
interconnecting tubes to the aft main tank, where they leave, left and
right respectively in direction towards the shut-off valve and from there
to the engines.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Feed / Supply Lines

RH Supply Line
Interconnecting Tube

LH Supply Line
Holding Fixture
inside Main Tank

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 BK117 C-2
Training Manual CAT B1
Power Plant

Shut--Off Valves  NOTE On ground, with no engine running and no

FIRE--warning ON, only the shut-off valve will close
The shut--off valves are installed in sealed housings in the LH and RH
when operating the EMER OFF SW.
side shell and used to perform emergency shut down of the engines.
The valves are operated by a 28 VDC electrical motor each, supplied
by the ESS BUS 1 and 2 via the circuit breakers FUEL--V. Fuel Return Lines
In order to ensure a proper engine start air has to be expelled from the
Operation system, this is done by the engine purge valve. The air / fuel mixture
The shut--off valves are controlled by the EMER OFF SW 1 resp. is returned to the fuel expansion box via the return lines.
EMER OFF SW 2, located in the warning unit. The switches are As soon as the pumps pressure is increasing the purge operation is
guarded push-to release switches (FIRE lightheads). interrupted, during engine shut down the decreasing pressure causes
-- If the switches are released, the valves close. the valve to open again.
-- If the switches are depressed, the valves are open.

Monitoring
The positions of the shut-off valves are monitored and displayed at the
CAD SYS 1 / SYS 2 and at the warning unit adjacent to the EMER OFF
SW.
When the valves are open (normal position):
-- no indication.
If an EMER OFF SW is released, the following indications will appear:
-- ACTIVE (warning unit) will be ON continuously.
-- FUEL VALVE on the CAD SYS 1 / 2 is displayed as long as
the valve is transient, or in a position other than
commanded.
-- F VALVE CL on the CAD SYS 1 / 2 is displayed when the
valve is closed.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Shut--Off Valves

EMER OFF SW
with Guards Safety Guard
Return
Lines
EMER OFF SW released
shut off valve is closed
Shut--off Valve white rim is visible

EMER OFF SW pressed

shut off valve is open
white rim is not visible

Side--view EMER OFF SW

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Monitoring System

General Fuel Quantity Indication System
The monitoring system indicates the fuel quantity and provides the The fuel quantity indication system mainly consists of:
pilot with information about system malfunctions. The relevant data
-- fuel quantity transmitter
are displayed on the CAD.
-- indication on the field FUEL of the CAD
The system consists of the following:
-- indication system monitoring.
-- fuel quantity indication system
-- low fuel warning system Fuel Quantity Transmitter
-- fuel low pressure caution Each fuel quantity transmitter consists of two concentric tubes where
-- fuel filter contamination caution the inner and outer tube form the plates of a capacitor.
-- fuel flow system. As the fuel level changes, the amount of fuel between the two
capacitor tubes changes, thereby varying the capacity of the fuel
quantity transmitter. An oscillator circuit, consisting of a resistor and
the transmitter, changes its frequency proportional to the fuel mass in
the tank. The output is digitally processed and displayed as fuel mass
(as configured) on the FUEL field in the CAD.
Inaccuracies resulting from pitch-attitudes of the helicopter are taken
into account (attitude compensation).
Inaccuracies resulting from different fuel types and temperatures
(density) are within the system tolerance.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Quantity Indication

Caution / Advisory
Half Page

Endurance
Auxiliary Tank (optional)
Bar Graphs Indication
47 101 54
Fuel Flow
Engine 1

47 411 54 47 90 54 43 49

Possible Fuel Indications

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Quantity Indication  NOTE If the auxiliary tank is installed, and its sensor fails
The fuel quantity is indicated on the field FUEL on the CAD. The the indication on the CAD will be F QTY DRG. The
display indicates the fuel quantity in the main tank and in both supply bar graph and numerical value disappear, and the
tanks. In addition to the bar graph display of the fuel contents in the white frame of the auxiliary tank and the white
tanks, a numerical value of the quantity in the selected unit of header “FUEL” will turn yellow.
measurement is indicated.

 NOTE Through configuration at the Aircraft Configuration

Page the amount of fuel can be displayed in
different units.

Fuel Quantity Indication System Monitoring

The function of the fuel quantity indication is monitored, and failures
are indicated on the CAD by the cautions F QTY DRG or F QTY FAIL
under the following conditions:
-- A failure of one of the supply tank sensors causes the
caution F QTY FAIL to illuminate. The respective bar graph
and numerical value will disappear, and the white frame of
the tank and the white header “FUEL” will turn yellow.
-- A failure of one of the main tank sensors causes the
caution F QTY DRG to illuminate. The fuel quantity reading
of the main tank is now without attitude compensation.
-- If both main tank sensors fail the caution F QTY FAIL
illuminates. The bar graph and numerical value disappear,
and the white frame of the tank and the white header
“FUEL” will turn yellow.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Quantity Indication Schema

FWD Main Tank

FWD Main Tank Fuel Quantity Transmitter (Aft)
Fuel Quantity Transmitter (Front)

RH Supply Tank
Fuel Quantity Transmitter

F QTY FAIL
F QTY DGR

CAD
LH Supply Tank
Fuel Quantity Transmitter

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 BK117 C-2
Training Manual CAT B1
Power Plant

Jet Pump Monitoring

The function of the jet pump is monitored by a level sensor, installed
to the rear equipment plate and a main tank fuel quantity signal out of
the CPDS (threshold signal).
If the total fuel quantity in the main tank is below approx. 15 kg and the
fuel sensor is still sensing fuel in the rear main tank, the caution
F PUMP JET will be displayed on the CAD. This indicates that the jet
pump did not transfer fuel from the rear main tank to the forward main
tank.

 NOTE If the caution F PUMP JET illuminates the

calculated flight time is reduced by approx.
5 minutes!

 NOTE The caution F PUMP JET is integrated into the

Warning Unit test. It must illuminate while the
Warning Unit is tested.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Jet Pump Monitoring

Fuel Sensor

F PUMP JET

CAD

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 BK117 C-2
Training Manual CAT B1
Power Plant

Low Fuel Warning

The low level warning is an additional fuel quantity control. The Power Supply
warning function can be checked with a test function. The circuit breakers for the low fuel warning system are located on the
A visual and audio warning informs the pilot: overhead console at the line SYS on ESS BUS 1 and ESS BUS 2
-- below 24 kg fuel remain in the respective tank respectively and are labeled FUEL--L.
chamber. Test Switch

 NOTE The remaining flying time is approx. 10 minutes. On the overhead panel a test switch labeled DSPLY is installed. If the
test switch is switched in the position W / U, the system test for the
warning unit will be performed. This test includes the low fuel warning
The low level warning mainly consists of:
system. If the warning lights LOW FUEL 1 or LOW FUEL 2 are
-- one low level sensor in each supply tank chamber illuminated during the test the low fuel sensors are alright.
-- LOW FUEL warning at the W / U (SYS 1 and SYS 2)
-- circuit breakers FUEL--L--SYS 1 / SYS 2
-- test switch.
Function
The sensors are fixed at a defined height to the fuel level transmitters.
They are supplied by 28 VDC. As long as the sensors are cooled by
the fuel, their resistance remains constant. If the resistors become free
(level low), they will change their resistance. This will activate the LOW
FUEL warning on the warning unit.
At the same time an audio warning is given through the head-phones:
A gong every 3 seconds.

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Training Manual CAT B1
Power Plant

Low Fuel Warning

LH Supply Tank RH Supply Tank

Low Fuel Sensor Low Fuel Sensor

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Low Pressure Caution Fuel Filter Contamination Caution

The fuel low pressure caution indicates low pressure at the inlet of the The fuel filter contamination caution detects clogged filter elements.
engine driven high pressure pump. Indication is given on the CAD.
The fuel pressure switch is attached to the fuel filter housing. Fuel A differential pressure switch is installed on the top of the filter housing.
pressure is tapped between the fuel jet pump and the main filter. It is connected to the pre-filter pressure port and the post-filter
pressure port. The main part of the pressure differential switch is a
Whenever the fuel pressure at the engine fuel pump inlet drops below
0.35 bar, the low pressure switch closes and the fuel low pressure diaphragm, which is pressurized on each side by the fuel pressures.
indication FUEL PRESS is displayed at the CAD SYS 1 / 2. The diaphragm is therefore activated by pressure difference between
the pre-filter fuel pressure and the post-filter fuel pressure. A switch
controlled by the diaphragm closes and the indication FUEL FILT of the
respective system comes on the CAD.

Circuit Monitoring of the Fuel Filter Contamination

Caution
The electrical circuit of the fuel filter is tested during the CPDS external
test. If there is an interruption the caution FUEL FLT CT will be
displayed on the CAD SYS 1 / 2 caution half page.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Pressure and Filter Monitoring

FUEL PRESS FUEL PRESS

FUEL FILT FUEL FILT
F FLT CT F FLT CT

CAD

Low Pressure Switch

Differential Pressure Switch

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Flow Measuring System

The fuel flow measuring system indicates the actual fuel consumption.
Additionally on the CAD the present remaining flight time is computed
and displayed.
The fuel flow transmitter is mounted on the engine fuel lines between
the fuel control and overspeed and drain valve. The transmitter is
equipped with a phonic wheel and an electromagnetic pickup. The
rotation of the phonic wheel produces an alternating voltage. This
voltage is transmitted to the CAD and computed for the indication. A
temperature sensor is additionally installed in the fuel flow transmitter
to compensate the temperature of the fuel.

 NOTE Endurance is calculated from main tank fuel

quantity only!

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Flow Measuring System

Electrical Connector

70

Fuel Flow Indication

Fuel Flow Sensor

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 BK117 C-2
Training Manual CAT B1
Power Plant

Power Supply and Monitoring of the Fuel Pumps

General
The switches and circuit breakers for the fuel pumps are located in the
overhead panel.

Switches and Circuit Breakers Main Tank

The following switches/circuit breakers for the main tank are installed:
-- switch FUEL PUMP XFER--F
-- switch FUEL PUMP XFER--A
-- circuit Breaker XFER--F--Pump
-- circuit Breaker XFER--A--Pump.

Switches and Circuit Breakers Supply Tank

The following switches/circuit breakers for the supply tanks are
installed:
-- switch FUEL PUMP PRIME I
-- switch FUEL PUMP PRIME II
-- circuit breaker PRIME--P ENG I
-- circuit breaker PRIME--P ENG II

Precision Resistors
The precision resistors (shunts) for the current measurement of the
transfer pumps are located underneath the cabin floor at STA4425.

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fuel Pumps -- Switches and Circuit Breakers

N O O
INV 2
O F F
R F F
M N

2 3 N
O
N
O
O
R 2 1 15 1 3 3
R R M
M M

INV 1
STBY HOR IC AMP O
R R WX RAD AHRS2 INV ICS NMS2 BAT EM
BAT N
E E
SEL BACKUP EX LT
ESS.BUS 1 AV.SHED.BUS 1 S S AC BUS 2 ESS.BUS 2
EMER SHD BUS BUS TIE 1 BUS TIE 2 INVERTER

5 5 2 20 S S 20 15 2 3 2 3 1
H H
E E
NMS1 VHF TX1 VRU AVIO D D AVIO EMER VRU RAD ALT DME ADF MKR
AV.SHED.BUS 1 MAIN MAIN BAT AVIONIC SHED. BUS 2
B B
U U
7.5 2 1 7.5 3 3 15 5 10 5 S S 3 10 2 20 2 1 5
1 2
FCDS2 DIMM NMS/ATC PT/ST AP2 MIR PWR CARGO CONT 1 XFER-- A HTG-- V INST. PAX PWR CONT ELT INT ATC
BACKUP TEST SRC SEL CP LOAD HOOK PX LT L/S LT PUMP COOL BLW L/S LIGHT

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

FCDM1 ND1 PFD1 BLW PEL FUZZ AHRS1 AHRS2 ADC AVIO AVIO AVIO AVIO ADC AHRS1 AHRS2 ROLL 2 BLW PFD2 ND2 FCDM2
AV.ESS.BUS1 BURN MSTR MAIN MAIN MAST SEMA PEL AV. ESS. BUS 2

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

ICS P1 HTG CKPT FTR ROLL 1 YAW BEEP MAST XFER-- F SSX16 P2 AP1 ICS VHF
CONT E E SEMA
SAS VENT SAS SAS TRIM MOM PUMP TX2
S S
S S

5 2 7.5 10 5 10 1 1 B B 5 7.5 7.5 3 7.5 1 7.5 5

U U

Circuit Breaker
S S
MARMS FLOATS CONT CC-- PIL BOOM POS LDG CKPT VAR N2 INSTR ACOL EM/EX CC-- PED AUX PT/ST FLOATS MARMS
WINCH LIGHTS NR 1 2 TRIM LIGHTS WINCH TANK PLT

XFER A PUMP
1 15
WIPER
3

TQ/N2
5

OVSP
5

PRIME-- P
1

FIRE-- D
ENG
2

FUEL-- V
7.5

IGN START
5

START
5

IGN
7.5 2

FUEL-- V
1

FIRE-- D
5

PRIME-- P
ENG
OVSP
5 3

TQ/N2
1
ROTOR
RPM
2 Circuit Breaker
XFER F PUMP
1 1 5 1 2 2 5 5 5 5 2 2 1 5 1 1

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

Circuit Breaker CPDS

N
O
OFF
E
S--1
N
O
NORM OFF OFF OFF Circuit Breaker
PRIME PUMP 2
X
PRIME PUMP 1
R R
M T M
W/U EXT WRN S--2 TEST ON ON ON
DSPLY 1 FIRE 2 HYD BAT FUZZ STBY HOR 1 2 1 2
HOR/EX BURN INVERTER AVIO MSTR
TEST
EMER
OFF OFF OFF HI OFF OFF OFF
F S
A L
N O M W
LO ON LO/ HI ON FF A
ARM ON ON X FAST
NORM
EMER CP PIL CONT FAN PAX OFFCKPT CABIN WIPER
FLOATS PT/ST HTG AIR CONDITION BLW VENTILATION BLD HTG
OFF OFF OFF OFF OFF OFF
A OFF OFF
O O U
N N T
O
ON ON IGN ON ON ON ON
DC TEST BLT/SMK IFCO CARGO AUX TK
WINCH 1 PRIME 2 A XFER F
SX 16 HOOK
CBL CTRL FUEL PUMPS
Switches
XFER PUMP F / A
Switches
PRIME PUMP 1 / 2

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Training Manual CAT B1
Power Plant

Power Supply Transfer Pumps

The transfer pumps are supplied via the following busbars:
-- FWD transfer pump with Essential busbar 1
-- AFT transfer pump with Shedding busbar 2.

Power Supply Prime Pumps

The prime pumps are supplied via the following busbars:
-- prime pump engine 1 with Essential busbar 1
-- prime pump engine 2 with Essential busbar 2.

Monitoring
The electrical circuits of the transfer pumps are monitored. In case of
a defective pump, a dry running pump, or a switched off pump caution
indication is displayed at the CPDS MISC field.
The indications are:
-- F PUMP AFT
-- F PUMP FWD
The pumps are monitored via a shunt. When the power consumption
is higher than 5 Amps (blocked pump), or longer than 1.5 min lower
than 2 Amps (dry running pump), the caution will be triggered.

Indication
As long as the prime pumps are switched on, in the CPDS Caution
panel SYS I and/or SYS II the following indication will be displayed:
-- PRIME PUMP

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 BK117 C-2
Training Manual CAT B1
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Fuel Pumps -- Power Supply and Monitoring

28VDC 28VDC

XFER--A
XFER--F

PUMP
PUMP
5A ESS BUS 2 SHED BUS 1 5A

FWD MAIN TANK

FUEL PUMPS

FUEL PUMPS
XFER--F

XFER--A
+ +

--
M M --
28VDC 28VDC
ESS BUS 1 FWD, (B10005) AFT, (B10006) ESS BUS 2
PRIME--P

PRIME--P
ENG 2
ENG 1

5A 5A

SUPPLY TANK

FUEL PUMPS
FUEL PUMPS
PRIME--1

PRIME--2
-- --

TB515 TB516

+ M M +
LH, (B10003) RH, (B10004)

(R10006)
(R10005)

1 1

CPDS--CAD (A10004)

SYS 1 MISC SYS 2

PRIME PUMP PRIME PUMP

F PUMP FWD

F PUMP AFT

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 BK117 C-2
Training Manual CAT B1
Power Plant

Lubrication System

General Both systems are monitored by:

Each engine of the BK117 C-2 is equipped with a positive pressure -- oil pressure indication
lubrication system. It provides adequate lubrication, scavenging and -- oil pressure caution
cooling of all bearings, splines and gears under all operating -- oil temperature indication
conditions. The two systems are completely independent.
-- oil filter contamination caution
The lubrication system is a dry-sump system, i.e. the oil is not stored -- oil contamination caution
in the bottom of the engine, but in an external oil tank.
-- torque monitoring.
Components
System Operation
The lubrication system is divided into
The oil is sucked from the oil tank by the high pressure pump element
-- engine lubrication system via the oil supply line passing a filter. This filter incorporates a bypass
-- airframe lubrication system. valve which ensures oil circulation in the event of filter clogging.
The engine lubrication system mainly consists of: The oil is then delivered
-- oil pump -- to the gas generator front bearings
-- oil filter assembly -- to the gas generator rear bearing
-- distribution lines and screens -- to the accessory gear box
-- air-oil separator. -- to the torque meter
The airframe lubrication system mainly consists of: -- to the reduction gearbox
-- to the power turbine bearings.
-- oil tank
-- oil cooler From the lubrication areas the oil is sucked by the three scavenge
pumps. One for the gas generator rear bearing area, the second for
-- oil lines.
the reduction gearbox and the third for the accessory gearbox. Return
oil passes two chip detectors and is then routed toward the oil cooler
thereby passing a thermo-bypass valve.

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Training Manual CAT B1
Power Plant

Engine Oil System

Oil Pressure Switch
Tank Vent Line
Oil Pressure Transmitter
AIRFRAME ENGINE

High Pressure Pump

Oil Tank Impending
Bypass Switch

Oil Filter
Bypass
Oil Cooler
Magnetic Plug

Magnetic Plug

Chip Detector Chip Detector

Thermo-Bypass Valve Scavenge Pumps

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 BK117 C-2
Training Manual CAT B1
Power Plant

Oil Pump
The oil pump is attached to the accessory gearbox of the engine. The
modular concept requires independent collection of the return oil from
each engine section. This is done by 3 scavenge pumps, integrated
in the oil pump assembly, which also contains the high pressure pump.

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Oil Filter, Exploded View of Oil Pump

Gas Generator Rear Bearing Scavenge Pump

Reduction Gearbox Scavenge Pump

Accessory Gearbox Scavenge Pump

Oil Filter

Pressure Pump
Filter Bowl
Relief Valve

Suction--Overpressure
Scavenge
Pressure

Oil Pump

Oil Out
Oil In Pressure Tap
Drain

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 BK117 C-2
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Power Plant

Oil Coolers
Location
Each oil cooler assembly is located above the respective oil tank. It is
attached to the main transmission.

Oil Cooler
The main part of each oil cooler assembly is the oil cooler. It is divided
into two independent sections. The larger section serves for cooling
the engine oil. The smaller section, located on the main transmission
side of the assembly serves for cooling the main transmission oil.

Oil Cooler Heat Cover

At the oil cooler and the outlet duct a high--dens foam is installed to
reduce the radiation heat to keep the engine inlet air as cool as
possible in order not to lose engine performance.

Cooling Air Flow

Ambient air which enters the air intake is drawn by the blower fan and
forced through the oil cooler via the inlet air duct. From there the air is
directed overboard by the outlet duct through fins, fixed to the
transmission cowling.

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Oil Cooler Assembly

Housing Drive Shaft

Seal

Main Gearbox
Mounting Flange
Rear Air Duct

Oil Cooler Fan

Air Inlet with
Wire Mesh Housing

Left Oil Cooler Assembly

Front Air Duct

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 BK117 C-2
Training Manual CAT B1
Power Plant

Oil Tanks Oil Lines

General General
The two oil tanks are attached to the main transmission deck by The oil lines interconnect all components of the lubrication system.
mounting straps and positioned underneath each oil cooling system. They are flexible hoses, partially enclosed in a steel wire braid.

Components Routing
Each oil tank is equipped with: Three oil lines are routed between each engine and the respective oil
system:
-- filler neck with cap and oil spillage drain
-- oil level sight gauge -- oil supply line, supplies oil from the oil tank to the
pressure pump of the engine,
-- magnetic oil drain plug
-- oil inlet port -- oil scavenge line, returns oil from the output of the
scavenge pumps to the chip detectors,
-- oil outlet port
-- vent line, vents the oil tank to the engine accessory
-- oil system vent port. gearbox. The gearbox itself is vented to the exhaust duct
Tank Data via a vent line.

The tank volume is 5.7 liters. The maximum filling quantity per tank Four oil lines interconnect the oil cooler and the oil tank:
must not exceed 4.33 liters. The unused volume serves as space for -- bypass line, feeds the oil from the engine to the
expansion and for venting. thermo-bypass valve,
-- oil cooler inlet line, feed oil from the engine to the oil
cooler,
-- oil cooler outlet line, returns the oil from the oil cooler
outlet to the thermo-bypass valve,
-- return line, returns oil from the thermo-bypass valve to the
oil tank.

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Training Manual CAT B1
Power Plant

Oil Tank with Oil Lines

Oil Cooler

Oil Cooler Inlet Line

Vent Line

Bypass Line

Return Line

Oil from Scavenge

Pumps

Oil Supply Line

Magnetic Oil Drain Plug
Filler Neck and Cap
Oil Spillage Drain
Oil Level Sight Gage
Oil Tank
Mounting Strap
Thermo Bypass Valve

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 BK117 C-2
Training Manual CAT B1
Power Plant

Oil Pressure Oil Filter Contamination Caution

General General
Engine oil pressure is monitored by a pressure transmitter and a The oil filter contamination caution system is monitoring the oil filters
pressure switch. Both are mounted on the oil filter housing of the of the engine oil system and detects clogging filter elements.
engine.
The oil filter caution system consists of an impending bypass switch,
Pressure Indication integrated in each oil filter assembly, and the respective caution on the
CAD.
A strain gauge bridge inside the pressure transmitter changes its value
due to the variation of the pressure, thus giving a signal which is Contamination Caution
indicated on the VEMD. The normal range of the indicated values is The respective caution ENG O FILT comes up when the bypass
1.5 bar to 5.0 bar.
indicator switch is activated (1.5 bar across the filter).
Pressure Caution Actual bypass through the bypass valve occurs at 2 bar.
If the oil pressure drops below 1.3 bar, the pressure switch closes Circuit Monitoring of the Oil Filter Contamination Caution
contact. Thereby the respective caution ENG OIL P illuminates on the
CAD. The electrical circuit of the oil filter contamination caution is tested
during the CPDS external test. If there is an interruption the caution
ENG OF CT will be displayed on the CAD SYS 1 / SYS 2 caution half
Oil Temperature page.

General
The oil temperature is sensed by a temperature probe, installed in the
oil filter housing of each engine.
The temperature sensor is connected to a heat sensitive resistor. Its
value changes due to the oil temperature. This causes a signal which
is indicated on the VEMD. The normal range of the engine oil
temperature is --10 C to +115 C.

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Oil Monitoring

ENG OIL P ENG OIL P

ENG O FILT ENG O FILT
ENG OF CT ENG OF CT

Pressure Switch

Oil Pressure Indication

Pressure Transducer

Oil Temperature
Indication
Bypass Switch
Temperature Probe

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 BK117 C-2
Training Manual CAT B1
Power Plant

Oil Contamination Caution

General
The engine oil contamination caution system detects metallic particles
within the oil circuit and indicates by a caution on the CAD.
The chip detectors are magnetic type detectors and attracting metallic
particles from the oil.

Location
Two chip detectors are installed on the oil pump housing. One in the
rear bearing return oil circuit in front of the respective scavenge
element, the other in the scavenge outlet to the tank / cooler.
Additionally two magnetic plugs are installed on the bottom of the
reduction gearbox and the accessory gearbox. These two are not
electrically indicated.

Operation
Accumulation of particles bridges the contact gap of the detector
magnet and closes the electrical circuit of the respective caution ENG
CHIP on the CAD will illuminate.

Circuit Monitoring of the Engine Oil Contamination

Caution
The electrical circuit of the engine oil contamination caution is tested
during the CPDS external test. If there is an interruption the caution
ENG CHP CT will be displayed on the CAD SYS 1 / SYS 2 caution half
page.

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Training Manual CAT B1
Power Plant

Chip Detectors

ENG CHIP ENG CHIP

ENG CHP CT ENG CHP CT

Chip Detectors

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 BK117 C-2
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Torque Monitoring
General Operation
Engine torque is sensed in the reduction gearbox by means of the Oil from the engine oil pump is supplied to the torque meter via an oil
intermediate pinion gear which varies a hydraulic pressure signal line equipped with a restrictor. The intermediate pinion gear transmits
directly proportional to the output torque of the engine. the torque from the drive pinion gear to the output pinion gear via two
helical gears. Due to the helix angle of these gears an axial thrust is
Principle produced which is directly proportional to the torque transmitted. This
The power turbine gear train has two stages of helical gearing. The thrust is transmitted to the torque meter piston via ball bearings. The
helix angles are such that a forward axial thrust is produced on the axial movement of the piston varies the oil pressure. For example: if
intermediate pinion gear. This axial thrust is directly proportional to the the torque and thereby the thrust increases, the piston moves axial
engine torque transmitted through the gears. forward, the leak flow is reduced and thereby oil pressure increases.

Components Indication
The torque meter assembly mainly consists of the: The oil pressure which is proportional to the engine torque, supplies
an electrical pressure transducer. This transducer changes the
-- intermediate pinion gear pressure signal into an electrical signal. From there it is sent and
-- two roller bearings permitting axial movements of the indicated in [%] on the FLI page of the VEMD at the instrument panel.
intermediate pinion gear
-- torque meter piston
-- ball bearings for transmitting axial thrust from the rotating
intermediate pinion gear to the none rotating torque meter
piston
-- torque meter indication.

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Torque Meter Assembly

Torque Indication

OFF 1

ENG1 ENG2

TRQ 8
10
12 TRQ OFF 2
Torque Adjust Box
Intermediate Gear XXX.X% 6 14
XXX.X%

Torque Meter Piston Ball Bearings TOT

XXXX C
4
VNE
16 TOT
XXXX C SCROLL
LIMIT
Oil Flow Variation
2
XXmnXXs
N1 0 N1
XXX.X% XXX.X% RESET
MM
Transducer
SELECT

Leak

Oil Inlet
Roller Bearings Oil Pump Filter Restrictor Torque Meter
Piston

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Training Manual CAT B1
Power Plant

INTENTIONALLY LEFT BLANK

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 BK117 C-2
Training Manual CAT B1
Power Plant

Torque Meter Assembly

Torque Adjust Box

Transducer

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 BK117 C-2
Training Manual CAT B1
Power Plant

Calibration of the Performance Characteristic of the Engine

Calibration procedure is necessary to adapt engine power output to First the zero offset [b] and the slope [m] of the curve have to be
correct instrument reading. A calibration procedure has to be calculated.
performed after:
The next step is to calculate the pressure values corresponding to
-- installation of a new or overhauled engine 35 % and 80 % [Y35 % and Y80 %] of torque.
-- installation of a new or overhauled reduction gearbox With the 35 % value and the 80 % value, the adjustment of the curve
-- replacement of the transducer is carried out,
-- replacement of the torque adjust box. -- with the pressure value corresponding to 35 % torque
applied to the transducer, the zero offset of the curve is
Test Equipment
adjusted on the torque adjust box (adjust ZERO),
It is possible to use one of the two types, either a commercial pressure -- with the pressure value corresponding to 80 % torque
regulator 0 -- 6 bar (accuracy class 0.5 % or better) and pressure hose applied to the transducer, the slope of the curve is adjusted
with appropriate connections to the fitting of the transducer or a on the torque adjust box (adjust SLOPE).
pneumatic pressure tester P/N HMF--B6/BK--100.
Above adjustment on the torque adjust box have to be repeated until
Calculation of values and indication adjustment the torque indication on the FLI is within a tolerance of ±0.5 % to the
corresponding pressure value.
To perform the correct calibration, the two pressure values
corresponding to 70.3 mdaN [Y2] (100 %) and 50 mdaN [Y1] (71 %), Check System for Accuracy
have to be taken from the column “Torque Meter Adjust” of the
“Exchangeable Supply Log Card” for the free turbine reduction gear With the curve established by above steps the system has to be
and used to calculate the pressure values necessary to calibrate the checked for indicating accuracy. This is done by calculating the
indication. pressure values corresponding to 20, 50, 60, 70, 90, 100 and 110 %
torque. When applying each of the calculated pressure values the
In the example the values are 331 kPa [X2] and 238 kPa [X1] system indication accuracy must be within a tolerance of ±0.5 %.

 NOTE For calculation use the equations and symbols out

of the AMM chapter 77.

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Power Plant

Log Card and Calibration

Slope Adjuster Zero Adjuster

A10029
TQ 1 ADJ

SLOPE ZERO
A10028
TQ 2 ADJ

SLOPE ZERO

331
238

Pressure
Indication

Adjustment -- Zero and Slope

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 BK117 C-2
Training Manual CAT B1
Power Plant

Compressor Bleed Valve

General Operation
To prevent the compressor from stalling, it is necessary to unload it When the gas generator speed n1 changes, the ratio ambient /
during start, low RPM and power change conditions. This is done by compressor discharge pressure also changes, this varies the bleed of
the compressor bleed valve. the intermediate stage and at the same time the bleed above the
piston. As a result the pressure in the piston chamber will change and
Principle the piston will move up or down. Mechanically connected to the piston
The compressor bleed valve bleeds a certain quantity of air, tapped is a butterfly valve which moves accordingly.
from the axial compressor outlet to ambient. By this, the amount of air
entering the radial stage is reduced, thus moving the operation line
away from the stall line.

Components
The bleed valve mainly consist of:
-- detection capsule
-- intermediate stage
-- bleed valve.

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Compressor Bleed Valve

Compressor
Discharge Air

Filter
Piston

Microswitch
Detection
Capsule

Intermediate
Stage
P1’: Air Discharged through
the Compressor Bleed Valve Butterfly Valve
Compression and Rack Pinion
Straightening of the Air

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Power Plant

Compressor Inlet / Exhaust and Engine Drainage

Compressor Inlet Engine Drainage

A compressor inlet duct is installed to the axial compressor housing of The engine drain lines ensure the necessary draining and disposal of
each engine. It routes the air from the air intake screens at the forward minor fuel and oil leakages from the engine.
fire walls to the compressor. The duct is attached to the forward fire wall A collector is installed to the engines front support, this collector is
assembly by means of a bellow and a ring. accepting the following drains:

Engine Water Wash Kit -- deceleration FCU drain

-- fuel pump / FCU drain
To enable easy engine / compressor wash a treaded adapter is welded
to the compressor inlet duct. This adapter is connected to a quick -- output shaft drain
disconnector, mounted to the engine deck via a hose. To the quick All three drains are then connected to the aircraft drain system via a
disconnector ground support equipment for engine cleaning can be fitting.
connected.
Further more the gas generator rear bearing vent pipe and the rear
bearing supply is connected via flexible hoses the same airframe
connecting fitting.

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Compressor Inlet and Engine Drainage

Exhaust Pipe

Compressor Air Inlet

Engine Water Wash Line

Exhaust Pipe Drain

Connection to
Rear Bearing Oil Drain Collector
Supply Drain

External Coupling
Engine Water Wash

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Exhaust
The inner exhaust duct is a part of the engine. It leads the exhaust
gases into the ejector duct. The ejector duct is attached to the exhaust
pipe by screws and leads the exhaust gases overboard.

Cooling and Muffling

Air from the engine compartment is drawn by the exhaust gases
entering the ejector duct. This serves for cooling the engine hot section
compartment and the ejector duct via Venturi principle. Additional the
engine noise is reduced due to this.
The battery is protected against heat by an isolator and a shield.

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Exhaust Prolongator

Ejector

Prolongator

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INTENTIONALLY LEFT BLANK

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Power Plant

Heat Shield

Right Hand Side only

Insolator

Shield

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Engine Compartment Ventilation

General Starter / Generator Cooling Air and Compartment

Air intakes are provided for oil cooling, engine air supply and Ventilation
compartment ventilation. This is achieved by air, which is forced into Air for cooling the starter / generator unit is drawn though a hole in the
the compartments through the air intake and air drawn through cooling FWD fire wall and led via a flexible tube to the starter / generator. After
slots. leaving the starter / generator the air is mixing with engine
compartment air and ejected overboard.
Engines Air Supply
Most of the air entering the intake is led to the engine air intakes
through the main transmission compartment. Thereby dirt, snow or ice
particles can settle down and do not reach the engine air inlet.

Oil Cooling Air

Part of the air is drawn by the oil cooling fan and forced through the oil
cooling system. It is vented overboard through the oil cooler air outlet
slots.

Combustion / Exhaust Cooling Air

Exhaust gases which leave the inner exhaust pipe draw cooling air
while they are routed overboard via the exhaust duct. This air is drawn
through the combustion / exhaust cooling air slots located in the hot
section of the cowling. The air serves for cooling the hot section as well
as the exhaust duct.

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Power Plant

Engine Compartment Ventilation Schematic

Main Transmission
Oil Cooling System
Air Intake
Engine
Exhaust Duct

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Engine -- Electrical System

Ignition System TOT Measuring System

General General
The ignition system ignites the fuel--air mixture in the combustion The TOT measuring system comprises the TOT indication on the FLI
chamber. Ignition is only required for starting, because once the page of the VEMD and the engine thermocouples.
engine is started, continuous combustion provides auto ignition.
Ignition is activated by the START switch on the main switch panel. Function
The thermocouple unit consists of three individual thermocouples,
Components
solidly interconnected by a thermocouple harness. Each
The ignition system consists of thermocouple comprises a Chromel and an Alumel sensing wire which
-- two START switches on the main switch panel are soldered together on their ends. When heated, the thermocouples
produce a small voltage which increases proportional to indicate the
-- two ignition units turbine outlet temperature.
-- two spark igniters.
TOT Indication
The TOT parameter are displayed on the FLI page in digital format. If
TOT becomes the limiting engine parameter, the digital value will be
underlined and the pointers of the FLI will indicate TOT.

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Ignition System, TOT Measuring System

Connector Box

TOT Indication

OFF 1

10
TRQ 8 12 TRQ OFF 2

XXX.X% XXX.X%
6 14

TOT 4 16 TOT

Thermocouple XXXX C XXXX C SCROLL

2 LIMIT
N1
N1 0 N1
XXX.X% XXX.X% RESET
MM

SELECT

TOT Indication
Igniter Units

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Power Plant

n1 Speed Sensing System Bleed Valve Indication

General General
The n1 speed sensing system provides RPM indication of both, the The respective bleed valve symbol, a white / green box, at the top of
actual and the permissible (relative) engine compressor speed n1. the FLI page, is displayed when the bleed valve is open. This
Each engine system consists of a magnetic speed pick--up and the n1 annunciation is triggered by a switch integrated in the bleed valve.
indication on the FLI page of the VEMD.

Indication
The n1 parameters are displayed on the FLI page in digital format. If
n1 becomes the limiting engine parameter, the digital value will be
underlined and the pointers of the FLI will indicate nn1.
This indication is then a compensated n1, computed with ambient
pressure and temperature values out of the CPDS. It is called
permissible n1 (nn1).

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Location of n1 Speed Sensing Probe

Bleed Valve Switch

n n1 Indication Bleed Valve Symbol

OFF 1

10
TRQ 8 12 TRQ OFF 2
XXX.X%
n n1 Failure
XXX.X% 6 14
Phonic Wheel 4 16 TOT
TOT
XXXX C XXXX C SCROLL

n1 Indication N1
N1
2
0
LIMIT
N1
XXX.X% XXX.X% RESET
MM

SELECT

n n1 Indication

n1 Indication

Probe
Generator Mounting Pad

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 BK117 C-2
Training Manual CAT B1
Power Plant

n2 Speed Sensing System

n2 RPM Indicator
The n2 indicator is a 3--pointer instrument above the VEMD and
indicates the RPM of n2 and the rotor. The pointers are marked: “1” for
n2 RPM of engine 1, “2” for n2 RPM of engine 2, and “R” for rotor RPM.
The indicator receives signals from the respective engine n2 magnetic
speed pick-up installed on the rear side of the reduction gearbox
module, produces a pulsating signal which is directly used to indicate
the RPMs in [%] on the triple tachometer. The indicator is supplied with
28 VDC from ESS BUS 1 and 2 via the circuit breakers labeled TQ/N2
and ROTOR RPM.

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Power Plant

Location of n2 Speed Sensing Probe

Reduction
Gearbox Housing

Probe

n2 Indicator

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Power Plant

Overspeed Shut Down System

General Cycle Counter
The Turbomeca Arriel 1E2 series engines are equipped with an In each overspeed box a cycle counter is integrated. It counts n1 (gas
electronic overspeed shut-down system. If the n2 speed exceeds the generator) and n2 (power turbine) operating cycles.
permissible limits, the engine is shut down automatically.
The cycles are indicated at the respective cycle indicators mounted at
Operation the overhead console.

A dual magnetic speed sensor picks up the speed of the power turbine A test switch, installed next to each overspeed box, is used to interrupt
shaft. These signals are transmitted to the overspeed box where they the power supply to the cycle counter circuit of the overspeed box
are processed, together with the n1 signal. If an overspeed is detected, during a system test. This is done to prevent the cycle counter from
the respective engine is shut down by a solenoid valve, cutting the fuel adding cycles produced during the system test.
flow. This engine shut down will be performed, if n2 speed is higher
than 123 %.  NOTE Make sure that the spring loaded Test switch is
back in its “NORM” position after the test!
Free Turbine Monitoring
Additionally the free turbine is monitored permanently by comparing Power Supply
both n2 speed signals with their nominal n2 value. The system is active The engine overspeed shut--down system is supplied with 28 VDC
if the n1 speed is above 80 ± 2%. from ESS BUS 1 and 2 via the circuit breakers labeled OVSP.
If a drop of 15 % from the nominal value of both signals within 3
Caution Light
seconds is detected, the engine is shut down automatically.
A caution OVSP FAIL will appear at the respective side of the CAD if
 NOTE If an engine has been shut down due to activation at least one n2 or the n1 signal from the affected engine overspeed
of the overspeed and drain valve, the overspeed system is lost.
protection system of the other engine is
deactivated.  NOTE The overspeed box provides a ground signal to
energize the starter relay. In case of an overspeed
 NOTE The engine is no longer protected against detection the ground signal is removed in order to
overspeed. prevent an engine restart.

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Training Manual CAT B1
Power Plant

Engine Overspeed Shut Down System

OFF OFF

ON ON
TRAIN VENT VENT TRAIN
ENG 1 CONTROL ENG 2

EVENTS EVENTS EVENTS EVENTS

N1 N2 N2 N1

EMER BAT

Cycle Counter

Overhead Panel

System 2
System 1 Phonic Wheels

Overspeed Box

Dual Detector

TEST Switch
TEST Button
REARMED Button
Overspeed Shut--Down Pick--Up

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fire Walls

Purpose
To prevent fire from spreading, in the event that one of the engines
starts burning, the fire walls constitute a complete fire resistant cell
around each engine.

Materials
The fire walls are made out of titanium because of its high melting point
by low weight.

Configuration
The fire walls are divided into 2 subassemblies:
-- FWD fire wall assembly
-- aft fire wall assembly.
To provide minimum effort during maintenance, certain parts of the fire
walls are connected by Camlock fasteners. Seals cover all edges,
which are not connected to other sheets, but to the cowling.

FWD Fire Wall Assembly

The FWD fire wall assembly separates the engine compartment from
the transmission compartment. It is designed with several holes,
through which the drive shaft and engine oil lines protrude. It houses
also the compressor inlet screen. To permit assembling and
disassembling of the FWD fire wall with the engine installed, it is build
up by titanium sheets, a cover and a bracket.

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Training Manual CAT B1
Power Plant

FWD Fire Wall Assembly (New Version)

Starter / Generator
Cooling Air Duct

Air Intake

Drive Shaft Fairing

Drive Shaft Fairing

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Training Manual CAT B1
Power Plant

INTENTIONALLY LEFT BLANK

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Training Manual CAT B1
Power Plant

FWD Fire Wall Assembly (Old Version)

Starter / Generator
Cooling Air Duct

Air Intake

Drive Shaft Fairing

Drive Shaft Fairing

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Power Plant

Aft Fire Wall Assembly

The aft fire wall assembly separates the engine compartment from the
tail boom cone deck. It is designed with several holes, through which
the exhaust gas duct and tail rotor drive are routed. To permit access
to the engine several covers are build in and fastened by Camlock
fasteners.

 NOTE After reinstallation of the fire walls ensure that all

camlock fasteners and screws are tight.

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Power Plant

Aft Fire Wall Assembly

Fire Wall Aft (LH)

Aft Fire Wall (LH)

Fire Wall Inner Aft

Fire Wall Center

Tail Drive Tunnel

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Training Manual CAT B1
Power Plant

Fire Warning System

General Function
The engines are equipped with independent fire warning systems. The following describes the function of the no. 1 engine fire warning
Each system consist of three fire detectors, one installed to the engine, system. The no. 2 engine fire warning system functions in the same
the other two installed to the aft fire wall, the fire warning logic circuitry, way.
located in the warning unit and a visual / audio warning. Electrical If overheating is detected in the engine compartment, the respective
power is supplied by the ESS BUS, via the circuit breakers FIRE D.
fire detector completes the circuit to ground via the bimetallic fire
The systems can be checked for continuity and lamp function by test detector (test switch “OFF” position) and the fire warning logic circuit.
switches FIRE 1 and 2 in the overhead panel. The warning caption FIRE on the push button indicator EMER OFF
SW 1 in the warning unit illuminates.
Trigger Temperatures:
At the same time, the circuit to the audio control unit is completed and
Engine Accessory Gearbox 210 °C an alarm bell is heard in the headsets.
Rear Fire Wall 315 °C

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Training Manual CAT B1
Power Plant

Fire Warning System

Fire Detector

Fire Detector

Lighthead FIRE

Warning Unit
Fire Detector Engine

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 BK117 C-2
Training Manual CAT B1
Power Plant

Fire Extinguishing System

General
The fire extinguishing system is a semi automatic system with a
extinguishing logic, integrated into the warning unit. Two extinguishing
bottles are installed to the right hand side of the aft deck. The bottles
have two outlet ports each, guarded by explosive cartridges. From
these outlet ports tubes are routed to the engine compartments.
Pressure gauges can be monitored through openings in the cowling
for preflight check routine.
A mechanical discharge indicator is connected to the pressure outlet.
As soon as pressure leaves one of the bottles the red plastic
diaphragm will rupture.
The systems can be checked for continuity and lamp function by test
switches on the overhead panel.
The extinguishing agent used is HALON 1301 and Nitrogen is the
propellant.

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Training Manual CAT B1
Power Plant

Fire Extinguishing System

Pressure Gauges Transfer Tube RH Engine

Transfer Tube LH Engine

Discharge Indicator

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 BK117 C-2
Training Manual CAT B1
Power Plant

Operation Four conditions are necessary to activate the fire extinguishing

system:
If the FIRE caption and the warning bell are on, the following steps
have to be performed in sequence in order to extinguish the fire : -- FIRE warning on ( signal from fire detector )
-- open guard of the respective EMER OFF SW -- EMER OFF SW released
press lighthead FIRE switch to release -- BOT1 / BOT2 switch depressed
-- cause the fuel shut off valve to close, the indication -- n1 RPM of the respective engine < 50 %
ACTIVE and BOT1 on the bottle select switch next to the If the four conditions are fulfilled, the respective explosive cartridges
EMER OFF SW to illuminate from the fire extinguishing bottle no.1 will be supplied with electrical
-- push respective bottle select switch power, the cartridge ignites and the agent is discharged into the
-- the green annunciator EXT on top of the switch will respective engine compartment.
illuminate.
After these steps are performed the system will automatically
discharge bottle no. 1 into the engine compartment as soon as the n1
RPM is below 50 %.
This will be indicated by the caution FIRE EXT on the respective side
of the CAD.
If the fire is not extinguished with the first bottle, the second bottle is
available after 15 s. This is indicated by the illumination of BOT2 on the
selector switch. Pushing the switch will cause the immediate discharge
of bottle no. 2, because n1 RPM is already below 50 %.

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Training Manual CAT B1
Power Plant

Fire Extinguishing System -- Sequence of Operation

FIRE? N1 < 50 % wait 1 minute

BOT1 will be discharged

FIRE on depress
BOT1 EXT off BOT1 / BOT2
FIRE EXT
(CAD SYS 1)
release
EMER OFF
SW no is the
FIRE BOT2 will be discharged
extinguished?

BOT1 ACTIVE on yes

FIRE off
EXT
BOT2
FIRE off
depress FIRE EXT
BOT1 / BOT2 after 15 seconds
(CAD SYS 2)

BOT 2 on
EXT on

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Power Plant

System Test  NOTE A continuity test is carried out permanently during

flight. If the caution FIRE EXT illuminates during
Two switches installed in the overhead panel allows testing of the fire
flight, the respective bottle is not available any
warning system as well as the fire extinguisher for serviceability. The
more.
switches are 3-position toggle switches.
The following positions and functions are available:
 NOTE If selecting the EXT test position the caution
-- OFF: FIRE EXT must illuminate on the CAD.
No test function, normal operating position for the fire If not, do not continue the test!
warning and extinguisher system Perform system trouble shooting.
-- EXT:
Fire extinguisher system will be tested for continuity.  NOTE The test switches must be switched back to the
Both CAD cautions FIRE EXT will come on together with OFF position for normal operation.
the MASTER caution
-- EXT / WARN
Fire warning circuit will be tested for continuity.
-- both CAD cautions FIRE EXT go off
-- respective FIRE warning will come on
-- respective BOT 1 and 2 lights illuminates yellow
-- respective EXT annunciator illuminates green
-- both FIRE E TST cautions will illuminate on the
CAD. The audio warning bell will be heard and
MASTER caution is blinking.
The switches are spring loaded between the positions EXT and EXT
/ WARN.

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System Test
CB Fire Detection SYS. 1 CB Fire Detection SYS. 2
S
S

5 2 7.5 10 5 10 1 1 B B
U U
S S
MARMS FLOATS CONT CC-- PIL BOOM POS LDG CKPT VAR N2 INSTR ACOL EM/EX CC-- PED AUX PT/ST FLOATS MARMS
WINCH LIGHTS NR 1 2 TRIM LIGHTS WINCH TANK PLT

1 15

WIPER TQ/N2
3 5

OVSP
5

PRIME-- P
1

FIRE-- D
ENG
2

FUEL-- V
7.5

IGN START
5 5

START
7.5

IGN
2

FUEL-- V
1

FIRE-- D
5

PRIME-- P
ENG
5

OVSP
3

TQ/N2
1

ROTOR
RPM
2
CB Fire Extinguisher 1 1 5 1 2 2 5 5 5 5 2 2 1 5 1 1

SYS. 1 GEN B/T FIRE-- E FUEL-- L HYD-- P

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

CPDS OFF S-- 2 NORM OFF

N N
E
O O
X
R R
T
M M

W/U EXT WRN S-- 1 TEST ON

DSPLY FIRE HYD BAT BURN

1 2 HOR/EX FUZZ
TEST

Safety Guard OFF OFF

ARM ON

EMER CP PIL

EMER OFF SW released CB Fire Extinguisher

shut off valve is closed SYS. 2
white rim is visible Switches FIRE TEST

FIRE EXT FIRE EXT

EMER OFF SW pressed FIRE E TST FIRE E TST
shut off valve is open
white rim is not visible

Side--view EMER OFF SW

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Power Plant

Inlet Barrier Filter

General Filter element clogging is measured through a static pressure port

located in the filter frame and the aircrafts static system. The pressure
The Inlet Barrier Filter (IBF) system is installed to remove foreign
difference between the filter frame and aircraft static ports is an
objects such as sand, dust or other particles from the engine inlet air
indication of the degree of filter contamination (clogging). The
stream in order to prevent premature erosion of compressor blades
pressure measurement is, however, also influenced slightly by
and other engine components.
altitude, airspeed and power setting.
The filter system consists of two completely separated filter trays
The IBF system is operated through two separate SAND FILTR
containing the filter elements. The Trays are installed within the
switches in the overhead console with three switch positions: OFF,
transmission compartment in front of the firewall, so that each engine
NORM and TEST. Monitoring of the system is done by indications on
intake is completely covered. Each filter tray creates two passageways
the W/U and the CAD.
for the air to enter the engine: Through the filter element or via a bypass
door.
 NOTE The IBF installation consists of two identical
The filter element allows air to pass through the filter while effectively systems, one for engine no.1, the second for
retaining most foreign matter. The filter element is made of wire mesh engine no.2. The systems can be operated
covert with cotton gauze soaked with oil. They can be easily replaced completely independent from each other. The
and cleaned through a maintenance action. Water entering through following describes a single system.
the filter can escape through two drain outlets at the bottom of each
tray.
The bypass doors are installed to prevent excessive performance
detriment and engine flame out if the filter element is clogged. The
bypass doors are operated by an electric actuator, which is powered
by the ESS BUS.

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Power Plant

Inlet Barrier Filter

4
3
2 1

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 BK117 C-2
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IBF Tray Assembly Filter Element

The IBF tray assembly is installed in the transmission compartment The filter element, fixed via Camlock fasteners to the filter tray consists
between the oil cooler and the transmission cowling in front of the of a rigid support out of carbon fiber with a filtering element. The filter
engine air inlet. Air enters the filter via a cutout of the transmissions element is composed of an aluminum mesh treated with an epoxy
cowling. coating covert with layers of special cotton gauze.
The cotton gauze is oiled with a special mineral oil to enable better
The assembly comprises:
filtration efficiency by creating an adhesive function and the retention
-- filter tray with bypass door of air impurities.
-- bypass door / actuator
-- filter element  NOTE The filter element must be reconditioned in
-- static port. intervals according to the Component Maintenance
Manual!
Filter Tray
Static Port
Manufactured as a carbon / glass fiber hybrid mixture the filter tray is
attached via three brackets with vibration absorber to the oil cooler, the A static port is installed to the filter tray. It senses downstream pressure
gearbox housing and the center fairing. The filter tray is, via two drain and is connected to the pressure switch inside the side channel.
outlets connected to the aircraft drain system.

Bypass Door / Actuator

To the lower part of the filter tray a bypass door is installed, in case of
filter clogging it can be operated by an electrical actuator. The bypass
opening is protected against foreign objects by a coarse screen.

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Inlet Barrier Filter

Filter Element

Bypass Door
Drain

Static Port

Fixation Point
Bypass Door
Actuator Drain
Bypass Inlet
(Protective Screen)

Fixation Point
Drain

Filter Tray Static Line

Electrical Connector

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IBF Electrical Components These informations are used to monitor the system by switching the
advisory light SANDFILTER, the caution lights SAND FILT / SAND
The following electrical components are installed to operate and
DOOR and the warning light SAND FILT.
monitor the IBF system:
-- switch / circuit breaker Sensor Boxes
-- IBF relays The IBF system has a static pressure sensor box installed, located in
-- relay box the rear part of the side channel. The pressure sensor is a differential
-- sensor box. type one sensing the pressure difference between the static ambient
pressure (aircraft system) and the static pressure downstream of the
Switch SAND FILT / Breaker SAND FILT filter element. The sensor provides various discrete signals which are
equal to different delta pressure threshold values.
The IBF system is powered by the ESS BUS via the circuit breaker
SAND FILT. The operation and control is done by the switch SAND Based on these signals the relay box will create and provide the
FILT at the overhead panel. necessary information to trigger the caution light in the CAD center
column and the warning light in the Warning Unit. In addition the relay
IBF Relays box controls and monitors the bypass door.
The IBF relays are installed into the right hand forward part of the side
channel to a relay bracket.  NOTE With bypass doors open the pressure sensing
One IBF relay detecting the engine state and route this information to system does not provide adequate information
the relay box; the other one is responsible of latching the caution about the filter clogging status.
SAND FILT if trigged.

Relay Box
The relay box is installed to the side shell of the helicopter just below
the forward passenger window.
They receive information from:
-- the IBF relays; engine state, caution latching
-- the control switch; mode selected
-- the sensor box; filter delta pressure
-- the actuator; position.

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IBF Electrical Components

Relay Box

Relay Box

Sensor Box 2
IBF Relays

IBF Static Port

4
Sensor Box

IBF Relays Aircraft Static

System

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IBF Function and Monitoring The CAD advisory light SANDFILTER illuminates as soon as the
NORM mode (both systems) is selected and both bypass doors are
The IBF system is operated via the switch SAND FILT in the overhead
closed.
panel. Three operational modes are available:
OFF  NOTE When OEI condition is detected in flight, both
The system is inactive and the bypass door is open, indicated by the bypass doors will automatically open.
illumination of the warning light SAND FILT on the warning unit.
TEST
 NOTE In “OFF“ position the engine is not protected The TEST position of the switch is an instable position.
against foreign matters!

NORM Press to TEST

The system is active and the bypass door is closed. Monitoring during -- the warning SAND FILT illuminates
normal operation is done by delta pressure signals out of the sensor
box and limit switches at the bypass actuator. There are the following
warning, cautions and advisory available: Release to NORM
-- warning SAND FILT. -- the warning SAND FILT extinguishes,
-- caution SAND FILT (center column CAD) -- the bypass--door actuator drives the bypass door to open
-- caution SAND DOOR (center column CAD) -- the advisory SANDFILTER extinguishes
-- advisory SANDFILTER (center column CAD) -- the bypass--door actuator drives the bypass door to close
The warning SAND FILT I / II at the warning unit indicates that the -- the advisory SANDFILTER illuminates
respective filter element shows increasing clogging; the differential The test takes approximately 15 seconds and the caution SAND
pressure rises to 26mbar. DOOR may appear briefly during the test.
The CAD caution SAND FILT is a pre--clogging indication; it appears
whenever the difference between the outside static pressure and the
post--filter pressure, of at least one of the two filters is above 20 mbar.
The CAD caution SAND DOOR indicates that at least one of the
bypass doors is open or not in the commanded position.

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IBF Function and Monitoring

Warning SAND FILT 1 / 2

CB SAND FILT 1
CB SAND FILT 2

S S
S S

5 2 7.5 10 5 10 1 1 B B 5 7.5 7.5 3 7.5 1 7.5 5

U U
S S
MARMS FLOATS CONT CC-- PIL BOOM POS LDG CKPT VAR N2 INSTR ACOL EM/EX CC-- PED AUX PT/ST FLOATS MARMS
WINCH LIGHTS NR 1 2 TRIM LIGHTS WINCH TANK PLT

1 5

SAND
FILT
15

WIPER
3

TQ/N2
5

OVSP
5 1

PRIME-- P FIRE-- D
ENG
2

FUEL-- V
7.5

IGN
5

START
5

START
7.5

IGN
2

FUEL-- V
1

FIRE-- D
5

PRIME-- P
ENG
OVSP
5 3

TQ/N2
1 5

ROTOR SAND
RPM FILT
2 SAND FILT
SAND DOOR
1 1 5 1 2 2 5 5 5 5 2 2 1 5 1 1
SANDFILTER
GEN B/T FIRE-- E FUEL-- L HYD-- P W/U CAD VEMD VEMD CAD W/U HYD-- P FUEL-- L FIRE-- E B/T GEN
SYS SYS

NVG
STBY HOR SMD CONF CAR/PAX EM/EX POS ACOL
INSTR
STBY
LIGHTS

OFF OFF OFF OFF

N N
O O
R R
M M
ON TEST SAND ON
TRAIN VENT SAND TEST VENT TRAIN
FILT CONTROL FILT
ENG 1 ENG 2

EVENTSEVENTS EVENTSEVENTS

N1 N2 N2 N1

EMER BAT

Switch SAND FILT 1 Switch SAND FILT 2

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Engine Mounting

Forward Engine Mounting

The two forward engine mounting points are located on the lower LH
and RH side of the accessory gearbox.
All forward mounts consist of an A-shaped strut, mounted to the engine
deck and counteract vertical and longitudinal forces. The upper end of
each strut is build as a jaw to house the vibration isolators.

Lateral Engine Mounting

The lateral engine mounting point is located on the side of the
accessory gearbox. One lug is provided to attach the lateral mount to
the tail boom cone and counteract lateral forces.
The lateral support rod is adjustable and it is used for the horizontal
alignment.

Rear Engine Mounting

The rear engine mounting point is located at the bottom of the turbine
reduction gearbox. One lug is provided to attach the rear mount.
The rear mount consist of an adjustable rod. The lower end is attached
to the engine deck via a fitting. The upper end is connected to the
engine mount at the reduction gearbox. The rod is used for vertical
alignment.

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Power Plant

Forward Mounts, LH Engine

Engine Front Support

20
30

110

90
70
Inboard Mount
90

130
130

Outboard Mount
Modified
Modified

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Training Manual CAT B1
Power Plant

Lateral Mount, LH Engine

Adjustable Rod

Tail Boom
Mounting Bracket

Modified

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Training Manual CAT B1
Power Plant

Rear Mount, LH Engine

Engine
Mounting Pad

Adjustable Rod

Rear Bracket

20

Modified

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 BK117 C-2
Training Manual CAT B1
Power Plant

Engine Alignment Check

General Horizontal Alignment Check
To ensure that the engines are properly aligned with the main The stub shaft has to be rotated until the marking line on the centering
transmission input flange, an engine alignment check is required, disk is in the vertical position. The mandrel has to be unlocked and
whenever extended until the tip contacts the centering disc. The lateral rod of the
-- an engine has been replaced, inner support has to be adjusted until the mandrel tip points directly
towards the marking line.
-- the lateral and / or rear mounting has been replaced, or
their adjustment has been changed.  NOTE For engine 1:
Engine alignment is performed with the alignment fixture. Alignment If the tip is LH side of the line, shorten the rod.
of either engine is done independently from each other. If the tip is RH side of the line, lengthen the rod.
The engine alignment fixture is installed between the engine stub shaft
For engine 2:
and the transmission input flange, substituting the flexible shaft. Prior
If the tip is LH side of the line, lengthen the rod.
to installation the mandrel should be inserted into the fixture flange and
If the tip is RH side of the line, shorten the rod.
fully retracted. The centering disc is screwed to the engine stub shaft.

Vertical Alignment Check

The stub shaft has to be rotated until the marking line on the centering
disk is in the horizontal position. The mandrel has to be unlocked and
extended until the tip contacts the centering disk. The rod of the rear
engine mount has to be adjusted until the mandrel tip points directly
towards the marking line.

 NOTE If the tip is below the line, lengthen the rod. If the
tip is above the line, shorten the rod.

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Training Manual CAT B1
Power Plant

Engine Alignment Check

Engine Stub Shaft

Alignment Fixture

Transmission Input Flange Rear Mount

Lateral Mount

Vertical Alignment
Horizontal Alignment

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