ENGINE CONTROL
BELL 412
ENGINE CONTROL
The engine control system permits the pilot to obtain
maximum engine performance with minimum attention.
Under normal flight conditions, the power turbine (N)
speed is controlled by automatic fuel control units, power
turbine governors, and droop compensator.
The automatic fuel control units safeguard engine power
sections against overloading. On acceleration and
deceleration, the automatic fuel control units avoid
engine damage and/or flameout due to sudden power
changes.
ENGINE CONTROL
The engine controls system works in conjunction with the
fuel system. Together they form an independent fuel and
control system that is designed to provide metered fuel
to the engine under all operating conditions.
ENGINE CONTROL
The manual fuel control units can be operated in either
automatic or manual mode. The pilot can select AUTO or
MAN operation by means of engine GOV switches. When
operating in MANUAL mode, the pilot positions lever on
manual fuel controls by means of twist grip throttles.
ENGINE CONTROL
Power turbine (N2) speed and ROTOR RPM (NR) are
adjustable by means of a linear actuator connected to
the engine No. 1 (ENG 1) and engine No. 2 (ENG 2) power
turbine governors through a jackshaft. The adjustment
(beep) range is 97 to 101.5% for helicopters S/N 33001
through 33213 and 36001 through 36278. S/N 36279 and
subsequent, 36020 through 36080 modified by BHT-412-
SI-54 and TB 412-01-176 and 36081 through 36278
modified by TB 412-01-176 have an expanded beep
range of 97 to 103.5% for category A operation.
ENGINE CONTROL
When twist grip is turned right, rpm will be reduced until linkage
contacts idle stop at approximately 61% GAS PROD rpm. Idle stop
solenoids, are operated by IDLE STOP ENG 1 and ENG 2 release
switch on pilot collective switch box. When either idle stop release
switch is activated, the corresponding idle stop solenoid plunger
will retract allowing MFCU to be placed in cut-off position. The idle
stop plunger will not retract if excessive pressure is applied by the
twist grip toward the closed position.
ENGINE CONTROL
1. The primary components of these
systems are as follows. N1 control
system primary components:
• Collective twist grips
• Power lever control system
• Idle stop solenoid
ENGINE CONTROL
2. N2 control system primary
components:
• Linear actuator
• Droop compensator cam box
• N2 GOVERNOR
• ITT ACTUATOR
1.1 Collective twist grips
The pilot and co-pilot collective sticks each
have two twist grips: an upper and a lower
twist grip. The twist grips link to internal
shafts – these internal shafts rotate with the
twist grip, which in turn rotates a pair of
gear sectors at the base of the collective
stick. The power lever control linkages are
actuated by throttle twist grips. A friction
control is provided on pilots throttle only.
NUMBER 2 NUMBER 2
ENGINE TWIST ENGINE
GEAR GRIP TWIST GRIP
SECTORS
PILOT COLLECTIVE
STICK
1.1 COLLECTIVE TWIST GRIPS
The upper twist grip marked ENG 1, controls
engine 1 gas produce (GAS PROD) RPM for left
(No.1) Power section.
The lower twist grip, marked ENG 2, controls
engine 2 gas producer (GAS PROD) rpm for right
(No. 2) power section.
Both twist grips are marked with arrows showing
direction of movement to increase (INCR) rpm.
1.2 POWER LEVER CONTROL
SYSTEM
The power lever control system consists of
two parallel mechanical linkages connecting
the two twist grips the manual fuel control
units (MFCUs) mounted to the front of each
power section. These mechanical linkages
are made up of a series of control rods and
bellcranks that run under the cabin floor,
into the transmission pylon island and up to
manual fuel control on each accessory gear
box.
1.2 POWER LEVER CONTROL
SYSTEM
If a good amount of cushion (4- 6° as per airframe
manual) cannot be obtained, or if it is too important, the
gain adjustment is done on the helicopter linkage at the
jackshaft adjustment (cargo hook compartment) by
moving outboard to increase, or inboard to decrease, the
amount of cushion. If the cushion is not equally centered
(same amount in Cut-Off and at maximum), it is possible
to change its position by adjusting the aft end of the
control rod next to the gain adjustment.
POWER LEVER
CONTROLS
1.3 IDLE STOP SOLENOID
A flight idle stop is located in each system in
order to prevent inadvertent shut-down of a
power section when retarding a twist grip. With
the mechanical linkage of the power lever control
system resting against the idle stop solenoid, the
engine should be operating at idle (61 ±1% N1).
To place the collective twist grips in the off
position, the flight crew must first place the IDLE
STOP solenoid switch in the ENG 1 or ENG 2
position – this will retract the plunger on the
respective idle stop solenoid, allowing the flight
IDLE STOP
SOLENOID TOGGLE
SWITCH
COLLECTIVE STICK - BELL
212/BELL 412
IDLE ENGINE
IDLE STOP ADJUSTMEN CONTROL
SOLENOID T SCREW LEVER
IDLE STOP
SOLENOID
IDLE STOP
SOLENOID
NUMBER 1 ENGINE BAY
2.1 LINEAR ACTUATOR
The linear actuator is positioned on the engine deck,
below the number 1 power section. It is an electrically
operated actuator controlled by a beep switch on the
collective sticks.
The linear actuator allows the flight crew to trim the
engines to accomplish the following N2 turbine speed
settings:
• Between 97–101.5% (twin operation)
• Between 95–99% (single operation)
The linear actuator is connected to a jackshaft below the
reduction and combining gearbox (C-BOX), which is
connected to two control rods that position the levers on
2.1 LINEAR ACTUATOR
To make more convenient when adjusting N2 make sure linear
actuator travel in the range :
• Helicopters S/N 33001 through 33213 and S/N 36001
through 36278, linear actuator stroke is 0.62 inch (15.7
mm).
• Helicopters S/N 36279 and subsequent, S/N 36020
through 36080 modified by PT6T-3D engine upgrade
Service Instruction (412-SI-54) and TB 412-01-176 and
S/N 36081 through 36278 modified by TB 412-01-176
linear actuator stroke is 0.850 inch (21.6 mm).
2.1 LINEAR ACTUATOR
The range obtain from distance between full extend and full retract
from linear actuator.
NOTE :
- Make sure when adjustment not in range, when adjust fine center
position from distance (last range which is not in required range)
between full extend and full retract from linear actuator before
adjust.
2.1 LINEAR ACTUATOR
Make sure distance between
center rod end linear actuator
with face of jamnut is 1,88 in (48
mm).
Three turns of actuator (8) rod
end is equal to 1% ROTOR rpm
change.
A. a. If ROTOR rpm is below
95%, shorten rod end on
actuator (7).
B. b. If ROTOR rpm is above
95%, lengthen rod end on
actuator (7).
The single engine beep range
should be 95 to 99.5% ROTOR
rpm.
N2
JACKSHAFT
CONTROL ROD
7
LINEAR
ACTUATOR
LINEAR
ACTUATOR
2.2 DROP COMPENSATOR
The droop compensator control system has
a mechanical input that extends from the
collective pitch control, through a droop
compensator cam assembly, an electrical
linear actuator, a jackshaft and control tubes
to the Power Turbine Governor’s. By
changing PTG control as collective pitch is
increased or decreased, the droop
compensator cam maintains and stabilized
the pre-selected N2 rpm.
2.2 DROP COMPENSATOR
The PTG used on the PT6T engine is called a
‘droop’ governor, because its speed setting
is effectively changed (decreases or droops)
when power output increases. This
characteristic droop must be compensated
for in order to maintain the helicopter rotor
speed at a constant – this is achieved by
linking the N2 governor speed set lever to
the collective droop compensator box.
2.2 DROP COMPENSATOR
When collective pitch increases, the droop
compensator box increases the spring
tension via the N2 governor speed set lever
in order to eliminate the droop. Due to this
arrangement, the N2 governor control arm’s
position is constantly changing in order to
ensure the N2 governor is always set at the
same speed, regardless of collective pitch
setting.
CONTROL
LINKAGE TO DROOP LINEAR
COLLECTIVE CAM ACTUATOR
NUMBER 1 ENGINE
BAY
DROOP COMPENSATOR - BELOW NUMBER 1
ENGINE
2.3 N2 GOVERNOR
The power turbine governor, located on the reduction gear
box, contains a set of flyweights that senses N2 speed. A
spring opposes a force to the spinning flyweights.
The power turbine governor used on the PT6T engine is
called a "droop" governor because its speed setting is
effectively changed (decreases or droops) when the power
output is increased. This droop characteristic must be
compensated in order to maintain the helicopter rotor speed
constant. This is achieved by linking the N2 governor speed
set lever to the collective droop compensator linkage.
2.3 N2 GOVERNOR
When the collective pitch is moved, (up or
down) the droop compensator linkage rotates
a cam inside the N2 governor and increase I
decrease the spring tension on the
flyweights. With this arrangement, the
position of the N2 governor control arm is
constantly being changed to enable the N2
governor to always be set to the same speed,
regardless of collective pitch setting.
2.3 N2 GOVERNOR
• SHORTEN THE TUBE TO
INCREASE TORQUE
• LENGTHEN THE TUBE TO
DECREASE TORQUE
2 TURN ROD END IS EQUAL 1 % RPM
½ TURN FOR 5% ENGINE TORQUE
TORQUE DIFFERENT SPLIT NOT
MORE THAN 4%
MOVE TOWARD PIVOT POINT TO
DECREASE SLOPE
MOVE FORWARD PIVOT POINT TO
INCREASE SLOPE
2.4 ITT ACTUATOR
In non-torque sharing configuration use
for permit power section matching
parameter (ITT or Torque) between the
two power section based on ambient
and engine conditions by the pilot
activate the actuator by moving
sideways ( +2 -2) the beeper switch on
the collective lever box, installed on the
connecting rod of power section No. 2
2.4 ITT ACTUATOR
Adjust total stroke on actuator to 0.150 in. (3.81 mm)
With ITT ACTUATOR fully extended, loosen jamnut (16)
and turn rod end bearing (17) to adjust the total length of
the actuator to 9.415 in. (239.140 mm) or 9.455 in.
(240.157 mm). Tighten jamnut (16). The measurement is
taken between attachment points (center of rod end
bearing (17) to the center of the actuator attachment
hole).
LENGTHEN STROKE TO OBTAIN GREATHER SPREAD
SHORTEN STROKE TO OBTAIN LESS SPREAD
N2 CONTROL
SYSTEM
POWER PLANT N1 RIGGING
The purpose of N1 control rigging is to ensure the
following:
• With the AFCU max stop contacted, there is a 0.015”-
0.020” clearance between the MFCU max stop and max
stop screw via the interconnect linkage.
• The MFCU rigging stops contact the cut-off and full-
increase stops with 4–6° cushion at each end of twist
grip travel.
• The idle stop solenoid is positioned correctly and flight
idle is set at 61 ±1% N1
For the full rigging procedure, refer to the Bell 212 or Bell
POWER PLANT N2 RIGGING
The functions of N2 control rigging are as follows:
• Ensure the collective droop cam will maintain 100 ±1%
N2 from flat pitch to full power during twin-engine
operation.
• Ensure torque split is within 4%, steady-state operation.
• 4.5 % Beep range between 97–101.5% NR (twin
operation)
• 6.0 – 6.5 % beep range (97 to 103-103.5% N2) twin
engine condition (bell 412/412EP post TB 412-01-176)
POWER PLANT N2 RIGGING-BELL 412 EP S/N 36020 AND
SUBSEQUENT
In addition to the rigging procedure for the Bell 412
Classic outlined in Section 76.1 of this chapter, the
following rigging parameters must be met:
• Ensure a 4.5% rpm spread is available from full
decrease to full increase beep for twin-engine operation.
• Ensure that 4.5% rpm spread is positioned between 97–
101.5% N2 rpm range for twin-engine operation.
• 97-103.5% N2 rpm range for Category A twin engine
operations
INTERCONNEC
T LINKAGE
MFCU
STOPS
FROM NUMBER
2 ENGINE TWIST
GRIP
NUMBER 2 ENGINE
MFCU
NUMBER 1 ENGINE
MFCU/AFCU
ENGINE CONTROLS – BELL 412 EP S/N 36020 AND
SUBSEQUENT
The TCU provides torque limiting and torque matching
between engine 1 and engine 2 for S/N 33001 through
33213 and S/N 36001 through 36019. S/N 36020 and
subsequent and helicopters modified by 412-570-001-103
or Post BHT-412-SI-74 (412SP to 412HP Upgrade) the TCU
provides torque limiting function only. An additional
actuator connected to the engine No. 2 power turbine
governor is used to provide either torque matching or
Interstage Turbine Temperature (ITT) matching of ENG 1
and ENG 2. Helicopters S/N 33001 through 33213 and
36001 through 36019 modified by TB 412-93-118
incorporate the engine No. 2 ITT actuator.
ENGINE CONTROLS – BELL 412 EP S/N 36020 AND
SUBSEQUENT
The torque-matching function of the TCU in the PT6T-3D
engines was removed and a manual torque, interstage
turbine temperature (ITT) and N1 function was
incorporated. This change eliminates torque-sharing
hardware and, as such, a beep trim actuator was added
to enable manual torque, ITT and N1 matching.
ENGINE CONTROLS – BELL 412 EP S/N 36020 AND
SUBSEQUENT
The pilot collective stick incorporates a five-position
momentary type switch. It has INCR/DECR and -2/+2
positions. The INCR position increases engine rpm and
the DECR position decreases engine rpm. The
INCR/DECR positions control the governors on both
engines simultaneously. Regulated engine rpm may be
adjusted in- flight through the operating range of 97–
101.5 ±0.5% N2 by mobbing the switch. The rpm -2/+2
positions increase or decrease number 2 engine rpm to
provide torque, N1 or ITT matching. The number 2
engine’s trim range is 2–2.5% N2. The number 2
engine governor should be at least 95% minimum trim.
ENGINE CONTROLS – BELL 412 EP S/N 36020 AND
SUBSEQUENT
The co-pilot does not have rpm -2/+2 trim capability.
NUMBER 2 ENGINE N2 CONTROL
