Bell 412 Afcs

AVIONICS DIVISION
PHOEIWX, ARIZONA
IMPORTANT NOTICE
The avionicsbusiness unitsformerlyowned by UNISYS Corp. and
identified
with the Sperry name or logo have been acquired by
Honeywell Inc. Publications, products,and components marked
or identified
hereinwiththe Sperry name or logo are publications,
products,and components of Honeywell Inc. Allreferencesto the
Sperry name or logo should be taken as referring
to Honeywell Inc.
SHZ-412 Integrated
Flight Control System
Bell 412
Maintenance
Manual
22-15-00
PRINTED
INU.S.A. WB. NO 09.1 I69-10 1 MAY 198!
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BELL 412
AVIONICS DIVISION
RECORD OF REVISIONS
Retain this record in front of manual. On receipt of revision,

insert revised pages in the manual, and enter revision number,
date inserted and initial.
Revision Revision Insertion Revision Revision Insertion

Number Date Date By Number Date Date By
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FLIGHT SYSTEMS
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BELL 412
AVIONICS DIVISION
LIST OF EFFECTIVE PAGES
- Original....O....May 1/81
SUBJECT
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Component
List of Description
Effective 101
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List of 114
11Iustrations 115
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List of Tables 119
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Introduction 123
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Systm 129
Description 130 B1ank
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System Operation 248 Blank
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214 BIank Ground Operational Tests
215 (Ground Chec;)
216 BIank
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Ground Operational Tests 611
(Ground Ch::~) (cent) 612 Blank
613
313 : 614 Blank
314 0 615
315 0 616 Blank
316 Blank 0 617
618 Blank
Fault Isolation 619
401 0 620 Blank
402 0 621
403 0 622 Blank
404 0 623
405 0 624 Blank
406 0 625
407 0 626 Blank
408 0
409 0 Removal/Reinstallation
410 and Adjustment
411 : 701
412 702
413 : 703
414 Blank 0 704
705
Interconnects 706
501 0 707
502 708
503 ; 709
504 Blank o 710
505 0
506 Blank Shipping, Handling,
507 : and Storage
508 Blank 801
509 1? 80261 ank
510 Blank
511 :
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Schematics
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FLIGHT SYSTEMS
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AVIONICS DIVISION
TABLE OF CONTENTS
Section Paraqraph Subject Page
1 System Description 1
1. General 1
2. System Description 1
2 Component Description 101
1. General 101
2. Sensors 102
A. TARSYN Three-Axis Reference 102

B. FX-220 Flux Valve 110
C. CS-412 Remote Compensator 112
D. RG-203 Rate Gyro 114
E. RT-220 Radio Altimeter Receiver Transmitter 116
F. AC-702 Altitude Sensor 120
G. AS-702 Airspeed Sensor 122
3. Conputers 124 ‘
A. FZ-702 Flight Director Conputer 124

B. SP-711 Helipilot Computer 126
C. TZ-701 Trim”Coqwter- 128
4. Indicators 134
A. RA-335 Radio Altimter Indicator 134
5. Selectors and Controllers 138
A. MS-702 Mode Selector 138

B. PC-702 Helipilot Controller 142
6. Actuators 150
A. Control Rod Assemblies 150
3 System Operation 201
1. General 201
2. System Performance/Operating Limits 202
3. H%lipilot Functional”Description 204
A. Helipilot System Operation 204

B. Helipilot Computer Functional Description 206
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BELL 412
A\/[~NIcs DIVISION
TABLE OF CONTENTS (cent)
.— Section Paragraph W&Q Paqe
3 System Operation (cent)
4. Flight Director Functional Description 229
A. Flight Director Mode Conditions or Functions 229

B. Flight Director Mode Flow Description 231
~. TARSYN Conpass System Operation 251

. Power Distribution 255
4 Ground Operational Tests (Ground Check) 301
1. General 301
2. Equipment and Materials 301
3. Procedure 301
5 Fault Isolation 401
1. General 401
2. Procedure 401
6 Interconnects 501
7 Schematics 601
8 Removal/Reinstallation and Adjustment 701
1. General 701
2. Equipnmt and Materials 701
3. Procedure for Sensors 701
A. TARSYN Three-Axis Reference 701

B. FX-220 Flux Valve 702
Conpass Swing and Adjustnmt 703
i CS-412 Remote Compensator 704
E. RG-203 Rate Gyro 705
F. RT-220 Radio Altimeter Receiver Transmitter 706
G. AC-702 Altitude Sensor 706
H. AS-702 Airspeed Sensor 707
4. Procedure for Computers 707
A. Flight Director and Helipilot Computers 707

B. TZ-701 Trim Computer 708
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AVIONICS DIVISION
TABLE OF CONTENTS (cent)
Section Paragraph &!!&l Paqe
8 Removal/Reinstallation and Adjustment (cent)
5. Procedure for Indicators 708
A. RA-335 Radio Altimeter Indicator 708
6. Procedure for Selectors and Controllers 708
A. MS-702 Mode Selector 708

B. PC-702 Helipilot Controller 709
7. Procedure for Control Rod Assemblies 710
9 Shipping, Handling, and Storaqe 801
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May 1/81
MAINTENANCE
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FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
LIST OF ILLUSTRATIONS
M!E Name Page
1 System Flow Diagram 3
2 Component Locations 7
101 TARSYN Three-Axis Reference 102
102 TARSYN Block Diagram 105
i03 FX-220 Flux Valve 110
104 FX-220 Flux Valve Schematic 111
105 CS-412 Remote Compensator 112
106 CS-412 Remote Compensator Block Diagran 113
107 RG-203 Rate Gyro 114
108 RG-203 Rate Gyro Block Diagran 115
109 RT-220 Radio Altimeter Receiver Transmitter 116
110 RT-220 Radio Altimeter Receiver Transmitter Block Diagran 118
111 AC-702 Altitude Sensor 120
112 AC-702 Altitude Sensor Block Diagran 121
113 AS-702 Airspeed Sensor 122
114 AS-702 Airspeed Sensor Block Diagran 123
115 FZ-702 Flight Director Computer 124
116 SP-711 Helipilot Computer 126
117 -IZ-701Trim Computer 128
118 TZ-701 Trim Computer Schematic 129
119 RA-335 Radio Altimeter Indicator 134
120 RA-335 Radio Altimeter Indicator Block Diagram 136
121 MS-702 Mode Selector 138
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LIST OF ILLUSTRATIONS (cent)
EQ!!!z Name Page
122 MS-702 Mode Selector Schematic 139
123 PC-702 Helipilot Controller 142
124 PC-702 Helipilot Controller Schematic 145
125 Typical Control Rod Assembly 150
126 Linear Actuator Block Diagram 151 ‘
201 Helipilot No. 1 Engage Logic 213
202 Helipilot No. 2 Engage Logic 215
203 llelipilotRoll Axis Signal Flow Diagram 217
204 Helipilot Pitch Axis Signal Flow Diagram 219
205 Helipilot Yaw Axis Signal Flw Diagra 221
206 Roll Axis Automatic Trim Signal Flow Diagrm 223
207 Pitch Axis Autanatic Trim Signal Flow Diagran 225
208 Cyclic Control (Pitch or Rol1) Diagram 227
209 Wde Selection Logic Diagram 239
210 Heading Select (HDG) and Go-Around (GA) Mode Flow Diagram 241
211 VOR/LOC Navi ation (NAV), VOR Approach (VOR APR), and
Back Course 7BC) Mode Flow Diagram 243
212 Glide Slope and Auto-Level (ILS) Mode Flm Diagran 245
213 Altitude Hold (ALT), Airspeed Hold (IAS), Vertical Speed

Hold (VS), and Go-Around (GA) Mode Flow Diagran 247
214 System Failure Warning/Valid Logic Diagran 249
215 Canpass System Signal Flow Diagran 253
216 DC Pov@r Distribution Diagram 257
217 AC Powr Distribution Diagran 259
501 System Interconnect Diagram 502
601 System Schematics 22-15430

List of Illustrations (page 2)
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AVIONICS DIVISION
LIST OF TABLES
Table Name Page
1 System Components 2
2 Required Equipment not Supplied by Sperry 5
101 TARSYN Three-Axis Reference Leading Particulars 103
102 FX-220 Flux Valve Leading Particulars 110
103 CS-412 Remote Compensator Leading Particulars 112
104 RG-203 Rate Gyro Leading Particulars 114
105 RT-220 Radio Altimeter Receiver Transmitter

Leading Particulars 116
106 AC-702 Altitude Sensor Leading Particulars 120
107 AS-702 Airspeed Sensor Leading Particulars 122
108 FZ-702 Flight Director Computer Leading Particulars 125
109 SP-711 Helipilot Computer Leading Particulars 127
110 lz-7ol Trim Computer Leading Particulars 128
111 RA-335 Radio Altimeter Indicator Leading Particulars 134
112 MS-702 Mode Selector Leading Particulars 138
113 PC-702 Helipilot Controller Leading Particulars 142
114 Linear Actuator Leading Particulars 150
201 system Performance/Operating Limits 202
301 Ground Check 303
401 Fault Isolation Procedures 403
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May 1/81
MAINTENANCE
+-W MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
INTRODUCTION
This manual provides general system maintenance instructions and theory of

operation for the SHZ-412 Integrated Flight Control System for the Bell 412
Helicopter.
The System components described in this manual are manufactured by Sperry Flight
Systems Avionics Division, Phoenix, AZ.
Comnon System maintenance procedures are not presented in this manual. The best
established shop and flight line practices should be used.
Sperry has an Airworthiness Analysis procedure performed for all its airborne
products to ensure that equipment designed by Sperry will not create a hazardous
in-flight condition. As a result of the Analysis, certain installations have
been designated INSTALLATION CRITICAL, and 100 percent compliance with those
installations is required.
INSTALLATION CRITICAL is defined as:
Specific methods of installation are required to ensure that either the

failure of the assembly or part is extremely improbable or that its failure
cannot create a hazardous condition.
Abbreviations used in this manual are defined belW.
Abbreviation Equivalent
ACTR Actuator
ADI Attitude Director Indicator
AFCS Automatic Flight Control System
ALT Altitude
ALTM Altimeter
ALTE Altitude Error
ANN Annunciator
Aoss After Over Station Sensor
APR Approach
AS, A/S Airspeed
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BELL 412
AVIONICS DIVISION
ATT Attitude
BC Back Course
CAP Capture
CAS Command Augmentation System
CBB Collective Bar Bias
CE Course Error
CLIV Collective
cm Command
CONT Controller
CPL Couple
CRS Course -
CUR (Xrrent
Cx Control Transform
CY Cyc1e
DCPL Decouple
DEC, DECR Decrease
DEG Degree
DEV Deviation
DG Directional Gyro
DTY Duty
ERR Error
EXC Excitation
FD, F/D Flight Director
FDBK Feedback
FDC Flight Director Computer
FTR Force Trim Release
GA, GIA Go Around
GEN Generator
GS, G/S G1ide S1ope
HELI, HP Helipilot Computer
HDG Heading
HpR Progmmd Altitude
IAS Indicated Airspeed
IASE Indicated Airspeed Error
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AVIONICS DIVISION
IFR Instrument Flight Rules

11S Instrument Landing System
INC, INCR Increase
IND Indicator
INV Inverter
Ivv Instantaneous Vertical Velocity
KN, KT Knot
LBS Lateral Bean Sensor
LOC Localizer
LVDT Linear Variable Differential Transformer
MAG Magnetic
MOT Motor
NAv Navigational
NOC Nav-On-Course
0ss Over Station Sensor
PBA Pitch Bias Actuator
PBB Pitch Bar Bias
PCPL Pitch Couple
P/o Part Of
POD Pitch-Out-of-Detent
POSN Position
PSAS Pitch SAS
PWR Powr
RA, R/A Radio Altimeter
RBB Roll Bar Bias
RCPL Roll Couple
RCVR Receiver
ROD Roll-Out-of-Detent
RSAS Roll SAS
RT, R/T Receiver/Transmitter
SAS Stability Augmentation System
SBY Standby
SEC Second
SEL Select “
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MAINTENANCE
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FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
SYNC Synchronization
SYS Systm
T.P. Test Point
Tn Tuned to Localizer
VAPR VOR Approach
VBs Vertical Be?snSensor
VG Vertical Gyro
VLD Valid ..
VOR VHF ChnniRange

Vs, v/s Vertical Speed
VSE Vertical Speed Error
VSI Vertical Speed Indicator
W/L Wings Level
Wo, w/o Washout
XMTR Transmitter
22-15-00
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MAINTENANCE
+5TERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
SECTION 1
SYSTEM DESCRIPTION
1. General
This section provides a description of the SHZ-412 Integrated Flight Control

System (figure 1) used in the Bell 412 Helicopter. The Integrated Flight
Control System is composed of a Helipilot System, Flight Director System, and
a means of coupling the two systems together so as to provide automatic
flight path control. The Dual Helipilot System is required equipment and is
delivered in each basic aircraft. The Flight Director System is a customer
option that may be ordered from the Bell factory.
Table 1 lists the canponents and part numbers that compose the System and
figure 2 shows the approximate location of the canponents. Table 2 lists
equipment required but not supplied by Sperry and table 3 lists additional
Sperry equipment that is available for optional installation in the
helicopter.
2. System Description
The SHZ-412 Integrated Flight Control System provides three-axis (pitch, -

roll, and yaw) helicopter attitude stabilization and path control. The
autanatic path mode conmnds are provided by the Flight Director Computer,
thereby integrating the Helipilot System with the Flight Director/Instrument
system. Both stabilization and flight path canputations are programmd
throughout the helicopter flight regime for optimum performance.
The Helipilot System provides stability and control through three types of
operation: (1) stability augmentation (SAS), (2) attitude retention (ATT),
and (3) automatic flight path control when in the coupled (CPL) mode.
The System displays heading, course, radio bearing, pitch and roll attitudes,
rate-of-turn, course deviation, glide slope deviation, to-from indications,
radio altitude, and vertical speed.
Nlp~t~;ht path command computation is accanplished by the Flight Director

. Inputs fran the altitude sensor, airspeed sensor, collective
position potentiometer, aircraft gyros, and navigation radios are processed
to provide attitude change canmands to the Helipilot Computers and/or to an
Attitude Director Indicator (ADI). Modes are selected by integrally lighted
pushbuttons on the Mode Selector. Signal flow betwen the various systm
canponents is shown in figure 1.
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Page 1
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MAINTENANCE
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FLIGHT
SYSTEMS
BELL 412
AVIONICS
DIVISION
Component Sperry Part No.
CS-412 Remote Compensator 2593379-1

TARSYN Three-Axis Reference (2) 2593996-333
FX-220 F1ux Valve (2) 2594484
MT-112 TARSYN Mounting Tray (2) . 2594816
Instrument Mounting Clamp, 3-inch (2) 4000836-3
RT-220 Radio Altimeter Receiver Transmitter 4004437-903
MT-215 Mounting Tray (3) 4011646
AT-220 Radio Altimeter Antennas (2) 4004512
RG-203 Rate Gyro 4020576-902
SP-711 Helipilot Computer (2) 4025008-918
AC-702 Altitude Sensor* 4030182-901
FZ-702 F1ight Director Computer (FDC)* 4033089-901
TZ-701 Trim Computer 7000298-901
PC-702 Helipilot Controller 7000299-901
AS-702 Airspeed Sensor* 7000300-901
MS-702 Mode Selecto# 7000605-901
RA-335 Radio Altimeter Indtcator (1) 7000839-904
SM-482 Pitch Control Rod Assembly 7001482
SM-483 Rol1 Control Rod Assembly 7001483
SM-484 Yaw Control Rod Assenbly 7001484
NOTE : * Indicates optional Flight Director System canponents.
22-15-00
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MANUAL
BELL 412
AvIONICS DIVISION
Conponent Qty Required Characteristics/Part No.
Attitude Director Indicator 2 Astronautics, Part No.

111303-4
Horizontal Situation 2 Astronautics, Part No.
Indicator 111302-5
Pitch Trim Actuator 1 Plessey, Part No. R1467001
Roll Trim Actuator 1 Plessey, Part No. R1467001
Actuator Position Indicator 1 Bell Helicopter Textron,
Part No. 412-075-502
Roll Detent Bell Helicopter Textron,
Part No. 204-001-045-5
Pitch Detent 1 Bell Helicopter Textron,
Part No. 540-001-029-1
Navigation Receiver 1 Model KNR-630, King
(VOR/LOC/GS) Radio Corp.
Remote Standby Switch 1 per Single-pole, normally open
control momentary pushbutton; mounted
stick on cyclic stick
Force Trim Release Switch 1 per Double-pole, normally closed/
control normally opened, momentary
stick pushbutton; mounted on cyclic
stick
Remote Go-Around Switch 1 per Single-pole, normally open
collective momentary pushbutton; mounted
stick on collective stick
Attitude Trim Beep Switch 1 per Four-way$ double-pole
control monnmtary, normally open
stick “beep” switch, mounted on
cyclic stick
Position Potentiometers 6 Bell Helicopter Textron,
Part No. 214-074-153-101
(Bourn, Part No. 2001844204)
Gyro Control Panel 2 Bell Helicopter Textron,
Part No. 212-077-163-1
Required Equipment not Supplied by Sperry

Table 2
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‘>T-ER<Y
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MANUAL
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AVIONICS DIVISION
RT-220 RADIO ALTIMETER

~B
,R,M=:~<@/’ ‘\
3.
RECEIVER TRANSMITTER
\ \,
HELIPILOT NO 1
HELIPILOT NO 2
=?!!!b
FX-220 FLUX VALVE

HEATER COMPARTMENT COMPONENTS NO. 2 (COPILOT’S)
(COPILOT’S)
AT-220 RADIO ALTIMETER
RECEIVE ANTENNA
FX-220 FLUX VALVE

NO 1 (PILOT’S)
1. PITCH POSITION POTENTIOMETERS

c 2. PITCH TRIM ACTUATOR
3. PITCH FORCE GRADlENT
HELIPILOT 4. PITCH AFCS ACTUATOR ASSEMBLY
CONTROLLER 5. ROLL POSITION POTENTIOMETERS
6 ROLL TRIM ACTUATOR
7 ROLL FORCE GRADlENT /
;;$, +-fi’- j
8 ROLL AFCS ACTUATOR ASSEMBLY
9 YAW POSITION POTENTIOMETER
10 YAW FORCE GRADlENT g
,=Q ;::,,*N, \;m .<.
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3405cP?P1
1::;’S!Wk’ 1,,.9 DIRECTOR
VI,F cOMM 1 \ ~ !
2301CP,PI f ..... ..
P1, oT ICS f, “,’..,.
73411CP1P) F
ALTITUD[
G 4434 ALCMM ) 1; :
?a3cPw I
FORCE .,,, SENSOR ‘.,;
COMPASS ..,.
3401 CPIP1 TRIM ~ ,,, ““’.. .,, {
Cw’11[]1la SWITCH AIRSPEED “,...., -....,... ;
; ...
2mlcPivl ,,.. ,. ,. ...:.: “-.
; ., /
SENSOR
%:.2. T .....-.,. ... , ,.. .,,
217011 !61 1 “’%,,,,,
MAP
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AND “=: ..::.’”:>>;;$~~;”~’
,,,,.,,,,,,,:,;;;;,,,,,/, -
217011 16J1
DATA
34011 P.’PI
CASE
2120155ZI !
Pm49
NOSE COMPARTMENT COMPONENT:;
PEDESTAL ASSEMBLY
~.
COCKPIT COMPONENTS FLIGHT CONTROLS AD1092
Component Locations
Figure 2
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FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
SECTION 2
COMPONENT DESCRIPTION
1. General
This section provides an illustration, leading particulars, a brief

description, and a block diagrm or schematic of each component used in the
system. The information is presented for each canponent in the order listed
above. When a component illustration utilizes feature labels, the
description for each feature is presented with the upper 1eft-hand label
described first and proceeding clockwise.
The components are separated into five groups: Sensors, paragraph 2;

Computers, paragraph 3; Indicators, paragraph 4; Selectors and Controllers,
paragraph 5; and Actuators, paragraph 6.
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BELL 412
AVIONICS DIVISION
2. Sensors
A. TARSYN Three-Axis Reference (See figures 101 and 102, and table 101.)
‘a
0
‘%. 9
I AD-1093
~
TARSYN Three-Axis Reference

Figure 101
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BELL 412
AVIONICS DIVISION
Dimensions (maximum):
Length ................................*...*...* .. 16.08 in. ●
Width ...****..*......**..*..****..**........*....*. 6.53 in. [::::: :]

Height ............................................. 7.38 in. (187.4 mm)
Weight (nominal) ● .**.*..**.*.*....*****. F*.*.*.*... ..*.*** 15 lb (6.8 kg)

● ●
Power Requirements:
Starting ****.**.*...*.***.....***............... 115 V, 400 Hz, 120 VA

●
Operating ....****.*. ..**.....*........... ....... 115 V, 400 Hz, 70 VA

● ●
Vertical Gyro Characteristics:
Gyro Rotor Speed ............................................ 22,000 rpm

Gyro Erection Time ..*..***..* *O.*.***** .9...*.*.. 0............ 3 min
● ● ●
Verticality Error .*.*****..*.*.****...* **...*...*............ 0.25 deg

●
imum) ...*..*...*..00.0............... 20 deg/min

Fast Erection Rate (rein
S1ow Erection Rate (nominal) ........... .........*......... 2.5 deg/min
●
VG Signal Output Data (pitch and rol1) .....**.** Three-wire synchro output
●
of 200 mV ac/deg,
Two-wire transformer output
of 200 mV ac/deg,
Two-wire transformer output
of 50 mV ac/deg
Directional Gyro Character stits:
Gyro Rotor Speed ............................................ 23,000 rpm

Slav~ng Accuracy ................................................ *2 d~g
Slavlng Rate (nomial) ..**.*....* O.....*.** ...****. 2.5 to 5.0 deg/mln
● ●
Gyro Free Drift Rate (exclusive of earth rate) *99..****.. * 524 deg/hr ● ●
Slew Rate (automatic fast or manual) *.*9.***..* .00.0.000.0 30 de;/~e:

● ●
Gyro Gimbal Freedom (Azimuth) ***O***.*...***..**** ...........

● ●
Gyro Gimbal Freedom (Pitch and Rol1) ******.**.* ............*. ~85 deg
● ●
Mating Connectors:
1J2 ....*...*..9....**..**..*.****-**.................8.. MS3126F22-55SY

1J3 .*.*....*...*...*..***..*..***.*...*.****... ..*****. MS3126F18-32SY ●
Mounting ..................................... Tray, Sperry Part No. 2594816
TARSYN Three-Axis Reference

Leading Particulars
Table 101
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MANUAL
BELL 412
AVIONICS DIVISION
The TARSYN Three-Axis Reference provides three-wire synchro output

signals that are electrical analogs of the aircraft heading and pitch and
roll attitudes. The three-wire output signals are used to drive flight
instruments. In addition, two-wire transformer isolated pitch and roll
output signals can be used to supply attitude reference information for
Flight Director, Helipilot, and radar stabilization use.
The vertical gyro roll gimbal freedom is unlimited (i360 degrees) and the
pitch gimbal freedom is *8O de9rees= Gwo verticality 1S maintained by
gravity-sensing liquid switches and toque motors. Initial gyro erection
is accomplished by sequencing voltages tothe torque motors and gyro
rotor until the rotor achieves 85 percent of its speed and the spin axis
is essentially vertical. At this time, the valid flag circuit is
activated. An internal erection cutoff circuit turns off roll erection
when bank angles exceed 6 degrees. This circuit prevents the gyro from
driving to a false vertical that is sensed by the gravity-sensitive
liquid switches while in a turn.
If the gyro goes off-level after initial start-up by more than 6 degrees
for any reason, a remote “VG Fast Erect” switch can be used to reerect
the gyro.
The directional gyro provides three-wire synchro heading information to

various flight instruments, the Helipilots, and navigation receivers. A
renotely mounted MAG/DG switch controls canpass slaved or nonslaved modes
of operation. A remotely mounted slew switch (+, “) is USed to align
gyro heading in case of loss of the slaving amplifier.
22-15-00
Page 104
May 1/81
+
>1-kl<w
FLIGHT SYSTEMS
RUE!*NCE
BELL 412
AVIONICS
———–
DIVlslON
17=TiiFlrsE===T—–— ———–– —–— ———

______ .—. ———
———
——.——
1
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i ,
VG 401 ATTITuDE REFERENCE
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~~ 1,2
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115V 403Hz I POWER
{ SUPPLY
T I
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VERTICAL GYRO SECTION
+ u-- ‘>’+- 2;v DC OUIE’U1
AD t6W @
TARSYN B1ock Diagra

Fiqure 102 (Sheet 1 of 2)
22-15-00
Page 105/106
May 1/81
+“SPER<Y
FLIGHT SYSTEMS
AVIONICS DIVISION
::t’’:rANcE
BELL 412
;;~:~:+.
11J3r–-–-–-–-–-—
<,:
----–-–-–-—-–-–-–-–-–
POWER
T
SUPPLY
DIRECTIONAL GYRO SECTION
.,!:-::: %:::%
PkvRGNO~B<’ ~ ‘- F>+
I I AUTO PILOT INTERLOCK

I f=i=j>
I I ‘1
I i 9‘
I I POWER
ADEQUACY AND
*@A”’N’vA””
.24 V~C
WHEEL SPEED
I
I MONITOR
r +
I I
I I
HEADING AXIS ~,&j--’AT”R.
FAST SYNC
ASSEMBLY * -— MANUAL SYNC SWITCH
Ab~
.24 VDC 1;
!*--**
i I I
--
— -—-—-
-—
I
~D q- FLUX VALVESHIELD
I I
----
i I
I SLAVEDFREE
I II
!OuTA-------’
I I E=- O
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I I
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AMPLIFIER
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I I
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I .. —- _— - ___ ___ -— -- -— --— -_—- -—-

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+)
HEADING SYNCHROOUTPUT
IL ——. PART OF BASE ASSEMBLY
——. __
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——— —,—— ___ ___, ——— ..— 1

——— 4
1
AD. 1659 &
TARSYN Block Diagrm

Figure 102 (Sheet 2)
22-15-00
Page 107/108
May 1/81
MAINTENANCE
~j~”ER<~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVEilON
This page intentionally left blank.
22-15-00
Page 109
May 1/81
MAINTENANCE
++T”ER?Y
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
2. B. FX-220 Flux Valve (See figures 103 and 104, and table 102.)
FX-220 Flux Valve

Figure 103
Bowl dianeter .*.................... ...... ........ 3.58 in. 90.93 mm

● ●
Mounting flange diameter ........................... 4.78 in. [121.4 mm1

Height .......................... *................. 2.88 in. (73.15 mm)
●
Weight (maximum) .*.**......... ... ● ● ● ......0. *... **..0.. =.

● ● ● 1.5 lb (680 g)
Power Requirsnents (Fran TARSYN DG) .....*............. 26 V, 400 Hz, 0.04 A
Mounting ...00...0.. Flange mounted moth nonmagnetic machine screws, 6-40 by

3/8 in. round head, Sperry Part No. 319011
FX-220 Flux Valve Leading Particulars

Table 102
22-15-00
Page 110
May 1/81
MAINTENANCE
+bTERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
The flux valve detects the magnitude and direction of the earth’s magnetic
field and converts it to electrical information which is used to align the
directional gyro to magnetic north.
371s
FX-220 Flux Valve Schematic

Figure 104
22-15-00
Page 111
May 1/81
MAINTENANCE
~~>~”ER?f MANUAL
FLIGHT SYSTEMS
t3ELL 412
AVIONICS DIVISION
2. c. CS-412 Remote Compensator (See figures 105 and 106, and table 103.)
7
Ao-ssl
CS-412 Remote Compensator

Figure 105
llimensions(maximum):
Length .....0 ..*.000.. ........*... *... .. .. 5.62 in. (142.7 mm

● ● ● ● ● ● ● ● ● ●
Width .......... ...**.... *...*.... ..*............ 2.56 in. (65.0 mm 1

● ● ● ●
Height ...... 0...... *...*. ..... ....... ..*.**0

● ●
2.99 in. (75.9 mm)
● ● ● ● ● ●
Weight (maximum) ● 00**9*.*** *.**....*. .*.*..****...*..*** 1.0 lb (0.45 kg)

● ●
Powr Requiranents (From TARSYN DG) ....**..***.*.*...***..***. 26 V, 400 Hz
Mating Connectors:
..0000.-..0..*...*..*..........0.......*..*....0....00 MS3126F14-19SX
....**.*.**......**-*-..-...0.0.0...0.....-- *.*.**.** MS3126F14-19SY ●
Mounting ................................................. 8ase Flange Mount
CS-412 Remote Compensator Leading Particulars

Table 103
22-15-00
Page 112
May 1/81
MAINTENANCE
~~>~-ER~~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
The CS-412 Remote Compensator compensates the flux valves by inserting

small dc currents to cancel the errors caused by aircraft magnetic
disturbances.
SCREWDRIVER
ADJUSTMENTS
r ——— . 1 mm
I
+6.8VOC
J1 (H)
I
D
REGULATED
26V.400HZ DC POWER
INPUTPOWER SUPPLY I
\ (c)
E
(:’ ‘T-,
. — .—
I
I I
L
CURRENT
LIMITING
FLUX VALVE
I RESISTORS
I
NO. 1 1
I J
L —----J
——— ——— ——— ———
NOTE: THEDUAI.REMOTE COMPENS’TORCONTAINS TWOIDENTICAL COMPENSATION
CIRCUIT6.CIRCUITRY ANDCONNE~lONS SHOWNAREFOR THENUMBERONE
SY=EMTHROUGH CDNNECTORJ1.CIRCUITRY FORTHENUMBER TWOSWEM
IS IDENTICAL TO SYSTEM NUMBER ONE. EXCEPT CONNE~lONS ARE MADE 2S?66R4
THROUGH CONNECTORJ2.
CS-412 Remote Compensator B1ock Diagran

Figure 106
22-15-00
Page 113
May 1/81
MAINTENANCE
~_~”ER?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
2. D. RG-203 Rate Gyro (See figures 107 and 108, and table 104.)
The Rate Gyro provides a rate-of-turn signal to the ADI proportional to

the rate of angular displacement about an axis perpendicular to the
mounting surface.
RG-203 Rate Gyro

Figure 107
Length *...... ........................... .... ..*.. 3.32 in. 84.3 mm)

● ● ●
Width ...****.* *.*..*....*...*.*.*....m***.*. .*-.* 2.04 in. [51.8 mm)

● ● ●
Height =.*.*-*.* *..*.*.*..................*.*...... 1.82 in. (46.2 nun)

● ●
Weight ..*...**.*..*....*..*...*...**..* ..*....*.. ...**..

● ● 1.0 lb (0.45 kg)
Motor
Excitation (400 Hz) ==*.*.***.0.00.000-.0 ..*-..*.*..*......*.*

● ● 26 V ac
Powr (runnirtg).**...**..* *...*....* *.****.*.. *****...*. *.*.
● ● ● ● 6.5 VA
Runup time (maximun) 0000000..0 .*..*....*......................
● ● 90 sec
Phase ........................................................... Single
Sense, polarity (input axis down, cw rate)

(rate viewed from top) ...*.**.**................... Positive
Mating Connector ............................................. Ted Mfg B1700
Mounting ...*....*.*.*..*-...*...............0................... Base Mount
RG-203 Rate Gyro Leading Particulars

Table 104 22-15-00
Page 114
May 1/81
MAINTENANCE
+5T<ERW FLIGHT SYSTEMS
MANUAL
BELL 412
AV1ONICS DIVISION
{
1
2
3
s
J1
1
I
{H)
[c) SUPVLV
4’ GYRO OC OUTPUT
5J
7
\ \u.
,-” t“nC.’QEG/SECl
w-
GYRO VALID
OU7PW
[u I (NOTE 11
> 6}
NOTE
v&uo = 4.s Ao.146a
Wno ● 0.5 Voc
GYRO INVAUO = <0.S VOC
RG-203 Rate Gyro Block Diagram

Figure 108
22-15-00
Page 115
May 1/81
+LSFERY ~f;:~ANcE
FLIGHT SYSTEMs
BELL 412
AVIONICS DIVISION
2. E. f?T-220RacfioAltimeter Receiver Transmitter (See figures 109 and 110, and

table 105.)
‘R, _—
\ “< — ~—— —ii
—43 -
@
@
I
I
RT-220 Radio Altimeter Receiver Transmitter

Figure 109
Dinmsions (maximum):
Length ...... .*......*..........*................ . 7.53 in. 191.3 mm

● ●
Width .*****..*.*..***.**.*..*.*..*** **.....**...*. 11.0 in. 279.4 mm

[ {
●
Height ............................*. .............. 4.16 in. (105.7 mm)

●
Weight (maximum) ...0......0........... *...*....*..0...... ●

7.0 lb (3.18 kg)
Power Requirements .......................................... 28 V dc, 1.5 A
Transmitter character stics (naninal):
Pulse m“dth ................*.................**.................. 60 ns

Pulse recurrence frequency ..*-*.....*......*.... . ...... .... 10 kHz ● ● ● ● ●
Frequency . ..................................................... 4.3 GHZ

Peak power ...*.... * ... ..*... *... ........... ...... ...... 70 w
● ● ● ● ● ● ● ● ● ● ●
Receiver characteristics (nominal):
Type ● ***. *. *.....................................*.. Superhe~:~d~H;

● ● ●
~al oscillator frequency ....................................

......................*...................................**.. 60 MHz

Leading Particulars
Table 105
22-15-00
Page 116
May 1/81
MAINTENANCE
+bT-ERW
FLIGHT SYSTEMS
MANIJAL
BELL 412
AvIONICS DIVISION
Operational Altitude .............**.*............................ 0-2500 ft
Data Outputs/Accuracy:-
Precision Output .............. DC analog voltage (O - 2500 ft)

Gradient: -4.0 mV dc/ft
O alt = o volt
Accuracy: O - 100 ft, t3 ft
100 - 500 ft , *3%
500 - 2500 ft , *4%
Auxiliary Output ..... ........ ● DC analog voltage (O - 500 ft) ,.

Gradient: Per ARINC characteristic 552,
0 alt = +400 mV dc
Accuracy: o - ;():g , t&ft
100 - >-
Altitude Trip Switches ........ 60 mA current sink provided at and below
trip points indicated below:
Trip Point Accuracy
50 ft *4ft
250 ft *10 ft
1200 ft Ho ft
Mating Connectors:
TRANSMIT .............c................*....*............ GRFF 4007-0002

(GRFF Connectors, GRFF Division, Solitron Devices, Inc)
RECEIVE ................*...*............................ GRFF 4007-0002
J1 * . *. ...---0
● ● ● ● . * . *..*- *.....** 9***. .0
● ● ● ● ● ● ● MS3126F16-26S
● ● ● ● ● ● ● ● ● ●
Mounting ...................*...... .. ● ● ● ....**......0 0● ● ● ● Base Flange Mount

Leading Particulars
Table 105 (cent)
The Radio Altimeter Receiver Transmitter provides a dc output voltage

which is proportional to the aircraft absolute altitude above terrain.
In addition, it provides radio altitude trip points, an indicator warning
flag output, and an auxiliary radio altitude output.
The recision output is used to drive the Radio Altimeter Indicator and
supp1’
ies absolute altitude information to the flight director system.
The auxiliary output drives the ADI rising runway display.
22-15-00
Page 117
May 1/81
.
MAINTENANCE
+>T*ERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
to FROM
“TRANSMIT RECEIVE
ANTENNA ANTENNA
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I TRACKER I
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REFERENCE s<~+aiGo VDC
FLAG WARNING
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+15VDc OUTPUT COMMON
2<-.+15 VDc
OUTPUT
I
-15 VDc s<y-15 Izm FTTRIP
VDc
a FT TRIP
%Isvoc I
so 17 TRIP
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* 27699.81
RT-220 Radio Altimeter Receiver Transrni

tter
B1ock Diagram
Figure 110
22-15-00
Page 118
May 1/81
MAINTENANCE
~>~”ER?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
22-15-00
Page 119
May 1/81
MAINTENANCE
+LTE~~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
2. F. AC-702 Altitude Sensor (See figures 111 and 112, and table 106.)
<
AC-702 Altitude Sensor

Figure 111
Length . ......*.*.................... . ... *.....

● 5.10 in. (130 mm)
● ● ● ● ● ●
Width .............**. ......*.....*.......*...... **. 4.77 in. (121 mm)

● ●
Height .......*.. ........... ................*........ 3.57 in. (91 mm)

● ●
Weight (maximum) .**..*........0....... .........0........*..

● 1.4 lb (635 g)
Power Requirements (from FDC) .*....**..*...........*......* +15 V dc, 25 mA

-15 V dc, 50 mA
Operating Range ....*.....*...*.....**.*.*..**........0 -1,000 to +50,000 ft
output ...................................... Linear dc voltage, +0.2 mV/ft

750 mV at sea 1evef
Pressure Limits ........................................ 2.1 to37.O in. Hg.
Pressure Volume ................. .. .....***0..0..0.... .. 5 cu in. maximum

. #
● ● ●
AC-702 Altitude Sensor Leading Particulars

Table 106
22-15-00
Page 120
May 1/81
MAINTENANCE
~~b~”ER?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
Mating Connectors:
31 *..**.......00.................................0..... MS27473E1ZA35S
●
Static Fitting ......................+0.0...0... 0 Standard AN-6 fitting

●
Mounting ...........................................*..... Base Flange Mount
AC-702 Altitude Sensor Leading Particulars

Table 106 (cent)
The Altitude Sensor uses static atmospheric pressure of flight to produce

a dc output voltage that is proportional to altitude. This dc output
signal is used in the Flight Director Computer to provide altitude hold
and vertical speed information.
-lW -1OV
REF REF
J- 4 J1
ALTIWOE
Oc Oulwl
-1OV REF
TEsl FOINT
AC-702 Altitude Sensor Block Diagram

Figure 112
22-15-00
Page 121
May 1/81
MAINTENANCE
~~~Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
2. G. AS-702 Airspeed Sensor (See figures 113 and 114, and table 107.)
AS-702 Airspeed Sensor

Figure 113
Length .*.-O****. 0-.0..0.0- 0900.0.0-000-00..... .-.. 4.02 in.

● ● ●
Width .******** *O.****** ********O 00009.0...*.***** 4.02 in. [%x

● ● ● ●
Height .....*.****.**..*-*.** ..****..** ....000.00 *. 5.27 in. (134 mm)

● ● ●
Weight ...*..**.** *..*..*.** **-**.*.**9

● ● * **00*.... . 0..0.0.0. 1.2 lb (544 g)
Power Requirements (frcm FDC) ...*.******..**.O..*** ****O* +15 V dc, 45 MA; ●
-15 V dc, 45 mA;

and -10 V dc, 10 mA
Operating Range .***...**** .0***9**** ****.***.*.....**..*..0. 30 to 450 kn

● ●
output .....0.0.......*...... ................

● Linear dc voltage, 22.2 mV/kn
10.0 V at 450 kn
Pressure Limits:
Static Pressure .....................*-...****.....0. 1.4 to 40.0 in. Hg

Differential Pressure .............................. -2.0 to 17.0 in. Hg
AS-702 Airspeed Sensor Leading Particulars

Table 107 22-15-00
Page 122
my 1/81
MAINTENANCE
+===W MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
Mating Connectors:
....................**..*........... MS27473E1OA5S
Ill...........*....*.*.
Static ..0.0.......0.....0................... Standard AN-6 type fitting
Pitot ...0.000.0......*...................... Standard AN-4 type fitting
Mounting ...................................00..00...s0000 Base Flange Mount
AS-702 Airspeed Sensor Leading Particulars

Table 107 (cent)
The Airspeed Sensor uses pit.otand static atmospheric pressures of flight

to produce a dc output voltage that is proportional to calibrated
airspeed. This dc output signal is used in the Flight Director Computer
to provide airspeed hold information.
lSD
N2
WIEN MIDGE -
GAIN ~L
omLLATon
=
;gJ!pT=B+15V
w
/
E=!zK3- AMFL
.lJm
REF
‘ “T[---’ :0 I
ouTFul
~
---—
-
2ZZMVOC/KNDT
LOAD
—.-.
INTO
AD228
AS-702 Airspeed Sensor Block Diagram

Figure 114
22-15-00
Page 123
May 1/81
MAINTENANCE
~~~SEm~~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
3. Computers
h. FZ-702 F1ight Director Computer (See figure 115 and table 108.)
NOTE: For a block diagram of the Computer, see Section 3,

figures 209 thru 214, or Section 7, figure 601.
(3
FZ-702 Flight Director Computer

Figure 115
22-15-00
Page 124
May 1/81
MAINTENANCE
~&~ER~v MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
Length (excluding handle) .......................*.**. 13.2 in. (335 mm)

Width ................................................. 3.00 in. (76 mm)
Height .....*..*...................................... 7.62 in. (194 mm)
Weight (maximum) .................*....................0.., 5.6 lb (2.54 kg)
Powr Requirements ....*............................... 115 V, 400 Hz, 14 VA

and 28 V dc, 4 W
Mating Connector ............................... DPX2MA-A106P-A106P-33B-OOOl
Mounting ..................................... Tray, Sperry Part No. 4011646
FZ-702 Flight Director Computer Leading Particulars

Table 108
The Flight Director Computer provides all pitch, roll, and collective
axis canmands to the ADI and Helipilot Computers. The lateral channel
combines compass heading, attitude, navigation receiver, and course
select data into computed lateral cyclic commands. Altitude, airspeed,
instantaneous vertical velocity, and glide slope errors are canputed and
combined m“th pitch attitude to provide longitudinal cyclic commands.
Internal monitoring provides automatic ADI cue retraction when a sensor

is invalid or the FDC has failed, thereby preventing the pilot frcm
following an invalid canmand.
22-15-00
Page 125
my 1/81
MAINTENANCE
~>b~”ER?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIvISION
3. B. SP-711 Helipilot Computer (See figure 116 and table 109.)
NOTE : For a block diagram of the Computer, see Section 3,

figures 201 thru 207, or Section 7, figure 601.
Aozm
SP-711 Helipilot Computer

Figure 116
22-15-00
Page 126
May 1/81
MAINTENANCE
+5TER=Y
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
Length (excluding handle) ......0.........*..*........ 13.2 in. (335mm

Width ................................................. 3.00 in. (76 mm 1
Height .........0............*.*.*.................... 7.62 in. (194 mm)
Weight (maximum) ...0000................................... 6.1 lb (2.77 kg)
Power Requirefnents.................................... 115 V, 400 Hz, 20 VA

and 28 V dc, 4.2 M
Mating Connector ................................... DPX2MA-67S-67S-33B-0001
Mounting ...................................*. Tray, Sperry Part No. 4011646
SP-711 Helipilot Computer Leading Particulars

Table 109
The Helipilot Computers provide all computations for pitch, roll, and yaw
stabilization, attitude retention, and coupling to the FD Computer. In
addition, the Computers provide the necessary signals to drive the pitch,
roll, and yaw control rod assemblies and circuitry necessary to provide
turn rate information to the ADI.
22-15-00
Page 127
May 1/81
MAINTENANCE
+-T”ERw
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
3. C. lZ-701 Trim Computer (See figures 117 and 118, and table 110).
AO-231
TZ-701 Trim Computer

Figure 117
Le .............*.*..***.....................*....
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Power Requirements ............................................ 28 V dc, 3 W

and tls v dc from FDC
Mating Connector ............................................ MS27473E16A55S
TZ-701 Trim Computer Leading Particulars

Table 110
The Trim Computer provides power sw”tching to control the automatic trim
actuators. It also contains integrator circuits used with the F1 ight
Director modes.
22-15-00
Page 128
May 1/81
+
SPERW
FLIGHT SYSTEMS
ti:y::pANcE
BELL 412
AVIONICS DIVISION ————— .—— — ——. - –1
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Figure 118 (Sheet 1 of 2)
Page 129/130
May 1/81
+
SPERW
FLIGHT SYSTEMS
::~::!ANcE
BELL 412
AVIONICS DIVISION —---—————-————— -— 1
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22-15-00
page 131/132
May 1/81
MAINTENANCE
+-YEWFLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
22-15-00
Page 133
May 1/81
MAINTENANCE
~>s~ER~~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
4. Indicators
A. RA-335 Indicator (See figures 119 and 120, and table

111.)
DECISION FAILURE
HEIGHT WARNING
ANNUNCIATOR MASK
\ /
DECISION
ALTITUDE
SCALE %
-POINTER
DECISION
SELF-TEST/’ ‘\ HEIGHT
SU7TON KNOB
AD-1137
RA-335 Radio Altimeter Indicator
Figure 119
Le~#h (fran rear of bezel) .00****0**-***.-*.**** ** 4.50 in. (114 mm)

● ●
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● ● ● ●
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● .* m** . ***m*..*.* 3.27 in. (83 mm) ●
Weight (maximum) ● *..******** .*9.******* em******m** ***o*

● ● ● 1.5 lb (0.68 kg)
Power Requirements:
Primary ........................................... 28 V dc andi15 V dc

Lighting *.******* *.*..****
● ..*.*****
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Mating Connector ............................................. MS3126F14-19S
Mounting .****. *. . *... ● ● ● ● ● ● * . ..0 *

● ● ● 3-ATI Clamp, Sperry Part No. 4000836-3
Radio Altimeter Indicator

Leading Particulars
Table 111 22-15-00
Page 134
May 1/81
MAINTENANCE
~~s~”ER?v MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
The RA-335 Radio Altimeter Indicator displays absolute altitude frcxnO to

1500 feet. The Indicator has the following features:
(1) Decision Height Annunciator - The DH annunciator lights when the

helicopter descends to or below the altitude indicated by the
position of the DH cursor.
(2) Mask - The mask provides a means of keeping the pointer out-of-view
for altitudes above 1500 feet.
(3) Failure Warning Flag - The OFF flag canes into view when the
altitude signal from the Receiver Transmitter becomes invalid.
(4) Decision Height Set Knob and Cursor - The orange DH cursor is
positioned on the altitude dial by the DH SET knob to select a
decision height altitude.
(5) Pointer and Altitude Scale - The pointer displays altitude above the
terrain.
(6) Self-Test Button- When pressed, the TEST switch causes the pointer
to indicate 100 x 20 feet, the DH annunciator to illuminate if set
above 100 feet, and the OFF flag to drop into view.
22-15-00
Page 135
May 1/81
MAINTENANCE
+5T”ERW FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
~1
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Block Diagran 22-15-00
Figure 120
Page 136
my 1/81
MAINTENANCE
+-=4ERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
22-15-00
Page 137
May 1/81
MAINTENANCE
+~sT~ERY MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
5. Selectors and Controllers
A. MS-702 Mode Selector (See figures 121 and 122, and table 112.)
MS-702 Mode Selector

Figure 121
Length (from back of mounting plate) ......... ...... 4:6:8i~~ (117 mm) ● ●
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● ● ● ●
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●
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●
1.2 lb (544 g)
Power Requirements:
Primary ...*****..* **...*..** .*.*** 28 V dc, 8 W (normal), 30 W (test)
● ●
Lighting .................................................. 5 V dc or ac
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● ● ● ● ● .... ..........-
● ● MS3126F22-55S
Mounting .......0..0 **.*....**.0.0.0 3-ATI Clamp, Sperry Part No. 4000836-3
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MS-702 Mode Selector Leading Particulars

Table 112
The Mode Selector enables the pilot to select and annunciate the various
flight modes of the helicopter flight director system. The.bezel and
panel display characteristics consist of illuminating pushbutton switches
for selecting flight director standby, roll axis, or pitch axis modes of
operation. When a mode is selected, that mode is annunciated by a bright
light level. The light level is controlled by external cockpit light
dimming circuitry. The SBY switch, when held, tests all lamps in the
Mode Selector and Helipilot Controller.
22-15-00
Page 138
May 1/81
+ =ERY
FLIGHT SYSTEMS
::~;:fANcE
BELL 412
AvIL)NICS DIVISION
28V MODE ANN C
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MS-702 Mode Selector Schematic

Figure 122
22-15-00
Page 139/140
May 1/81
MAINTENANCE
+!==AER<Y
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
22-15-00
Page 141
May 1/81
MAINTENANCE
+=ERW FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
5. B. PC-702 Helipilot Controller (See figures 123 and 124, and table 113.)
AD-226
PC-702 Hel”ipilotController
Figure 123
Length (from back of mounting plate) ............*. . 5.29 in. ● ●
Width ....-..*9* .**.***** ***.9**.* O**.*.*.* 9**.*** 5.75 in. iii: ~{

● ● ● ●
Height ........... .............*.. .. ..... ..*.....0 1.88 in. (48 mm)

● ● ● ● ●
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● ● ● * ** **
● ● ● ● ....... .0 ● ● ● O.* .
● ● ● * 00.00
●
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Power Requirements ... ● ● ...*.......... ......0.... ..........*

● ●
28 V dc, 14 W
Mating Connectors:
. . . . . ...*.. . . . ...*...* MS3126F18-32S

. .. . . . ... . . . . . . . . .. . . . . . . . . . . . . . .
:; .................................*.*.................. MS3126F18-32~
Mounting ............................................... Unit Dzus Fasteners
PC-702 Helipilot Controller

Leading Particulars
Table 113
22-15-00
Page 142
May 1/81
MAINTENANCE
~}=Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
lhe Helipilot Controller enables the pilot to engage the Helipilot System
and to select the desired mode of operation. The three basic modes are
stability augmentation (SAS), attitude retention (ATT), and automatic
flight path control (CPL). The panel display characteristics consist of
illuminating pushbutton switches for engaging the Helipilot System and
selecting the desired mode. When a switch is engaged or a mode selected,
it is annunciated by a bright light level. This light level is
controlled by external light dimming circuitry. A lamp test function is
controlled by the Flight Director Mode Selector SBY switch.
22-15-00
Page 143/144
May 1/81
+
SPEK’W ::ur:rANcE
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
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Figure 124 (Sheet 1 of 2) 22-15-00
Page 145/146
May 1/81
+
SPEIZW
FLIGHT SYSTEMS
:%::ANCE
BELL 412
AvIONICS DIVISION
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Figure 124 (Sheet 2) 22-15-00
Page 147/148
May 1/81
MAINTENANCE
+*T”ER?Y
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
22-15-00
Page 149
May 1/81
MAINTENANCE
~>~”Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
6. Actuators
AC-1OM
Typical Control Rod Assembly

Figure 125
Length ..................... 0.0.000000 *****.**** ** 9.12 in. (232 mm

● ● ● ●
Diameter .............................................. 2.15 in. (55mm 1
Weight -* - ..*.0...... ........*................*........*..

● ● ● 2.0 lb (907 g)
Operating Load:
Nominal .......................................*.**....0. 10 lb (4.5 kg

Stal1 (minimum) -*O*.......**.*...... **..**.......**.. 38 lb (17.2 kg)
● ●
Power Requirements:
Motor excitation ........................................ 28 V dc, 1.0 A

LVDT excitation ...................................
.
26 V, 400 Hz, 1.1 VA
Brake solenoid excitation .............................. 28 V dc, 0.35 A
Ram Stroke:
-903 Actuators (Pitch) .... . .................... tO.138 in. (*3.50 mm

● ●
-905 Actuators Yaw .**.*...**..****..*. .....**. K1.197 in. (t5=O0 mm 1 ●
-913 Actuators [{
Rol ) .-. .....0*..0......-.*..* . iO.157 in. (*4.00 mm)
● ●
Mating Connector ............................................. MS3122E14-19S
Mounting .......... . .- ............

● ● ● ● ● ● * *
● Mounted in Aircraft Control Rods
Linear Actuat;~&;;g Particulars
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MAINTENANCE
W FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
The Control Rod Assembly Actuator is a motor-driven jackscrew, extendable

piston type.device. The actuator is installed in the aircraft control
linkages in a series arrangement. Electrical canmands from the Helipilot
Compfiers drive the motor of the actuator to extend or retract the
control linkages which position the aircraft controls to command the
desired maneuver. Position feedback to the Helipilot servo loop is
provided by a 1inear variable differential transformer (LVDT). An
electromechanical brake releases the motor for operation when power is
applied at HP engagement.
TBl
1 1
J1
ELK
CHAS31SGND G
GRN
(+)EXT A
I c1
I
.!
I = Of7N
(+)RET B
I WHT/BLK
C2
I
= LVOT
RED
3SV. 400 Hz
LVOTEXUTAIION BLK
~oL
(c) WHT BLU

M
LVDT OUTPUT
(H) ELK ORN
{‘:
‘<1
-90w390~
I
E<t+&R&-——~
BRN
+
~ WH1/BRN
BRAKE -913UNIT3H —————’ CRI BRAKE SOLENOID
-903UNIT3 F t +-x’o——-—l
Vlo
+
AD-1 660
-90SUWT3 H+ ‘=—’&R&—~
I t I
Linear Actuator Block Diagram

Figure 126
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MAINTENANCE
+= S=”ERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIvlslON
SECTION 3
SYSTEM OPERATION
1. General
This section describes the operation of the System by separating it into

three subsystems: Helipilot Functional Description, paragraph 3; Flight
Director Functional Description, paragraph 4; and Compass System Functional
Description, paragraph 5. A table listing the system limits is contained in
paragraph 2.
The information is presented as follows:
Paragraph Description
3.A. General description of Helipilot System operation
3.B. Helipilot Computer signal flow for each flight path
mode
4 .A. Flight Director Computer conditions and functions
4.B. Flight Director signal flow for each mode of operation
5. Compass System operation
6. Power Distribution
Figure No.
201 and 202 Helipilot engage logic diagram
203 thru 205 Helipilot System signal flow diagrams
206 and 207 Automatic trim signal flow diagrams
208 Cyclic control (pitch or roll) diagram
209 Mode selection logic diagran
210 thru 213 Flight Director mode flow diagrams
214 System failurewarning/valid logic diagran
215 Compass Systan signal flow diagram
216 DC power distribution diagran
217 AC power distribution diagram
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FLIGHT SYSTEMS
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AVIONICS DIVISION
2. System Performance/Operating Limits
The system performance/operating limits for the Systan are presented in

table 201.
Mode Control or Sensor Parameter Value
H/P Engage Engage Limit Rol1: Up to *45 deg

Pitch: up to W deg
HDG Select Heading SEL Knob Roll Bank Limit 20 deg left or right
on HSI bank
Roll Rate Limit 6.2 deg/sec
VOR or Course Knob and Beam Angle Intercept UP to t120 deg

VOR APR NAV Receiver (HDG Select)
Roll Bank Limit 20 deg left or right

bank
(10 deg left or right

bank when on course)
Over Station
Course Change UP tOt120 deg
ILS or BC Course Knob and LOC Capture:

NAV Receiver Bem Intercept UP tot120 deg
Roll Bank Limit ;?nfeg left or right
Roll Rate Limit 6.2 deg/sec
LOC on-Course:
Roll Bank Limit 10 deg left or right
bank
Glide Slope Capture 22 mV of bean signal

for auto capture
System Performance/Operating Limits

Table 201 22-15-00
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May 1/81
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Mode Control or Sensor Parameter Value
GA Pushbutton Switch Lateral Axis Roll level attitude

on Mode Selector
OR Vertical Axis Maintain approximately
Remote Pushbutton 750 fpinclimb rate
Switch on above 65 knots IAS.
Collective stick Zero climb rate below
55 knots
ALT Hold FDC ALT Hold Engage -1,000 to 15,000 ft

Range barometric altitude
Pitch Limit *8 deg
Pitch Rate Limit 2 deg/sec
VS Select FDC Vertical Speed o to ●1OOO fpll

Engage Range
Pitch Limit *8 deg
IAS Hold FDC IAS Engage Range 40 to 200 kn
IAS Hold Engage Error *5 kn
Pitch Limit *8 deg
System Performance/Operating Limits

Table 201 (cent)
22-15-00
Page 203
May 1/81
MAINTENANCE
+5T-ERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
3* Helipilot Functional Description
A. Helipilot System Operation
(1) Functional Operation
IFR operation requires the helicopter to exhibit specific

longitudinal static airspeed stability and lateral direction static
stability, and also to satisfy the dynanic stability criteria
imposed by the FAA. When the helicopter does not satisfy the
minimun static or dynanic stability criteria, the Helipilot System
must provide for it. The criteria must also be met after an
equipment failure. If artificial stabilization is necessa~, a dual
Helipilot Systen is required to maintain stability after first
failure. An offshoot of the dual system is softened failure
response (greater than 5 seconds before pilot intervention). The
single-system failure response allows a 3-s~cond delay before pilot
intervention.
The Helipilot System is cunposed of dual attitude sensors, dual

Helipilot Computers, and dual control actuators in the pitch and
roll axes. The yaw axis is a single-channel system which uses a yaw
rate gyro and one control actuator. Potentiometers connected to the
control stick (cyclic) and anti-torque pedals provide control
position information to the computers. A means is also provided to
couple flight director guidance canmands into the Helipilot
Computers to steer the helicopter for autanatic path fol1owing.
The Helipilot System has three basic modes of operation: stability

augmentation (sAS), attitude retention (ATT), and autanatic flight
path control (CPL).
(2) SAS Mode
The SASmode provides rate stabilization and short-term attitude

stabilization. It may be referred to as a damper system that is
stabilizing the helicopter against outside disturbances, and thereby
is augmenting pilot effort. The SAS mode has been calibrated so
that pilot control motions which cause helicopter attitude changes
are not counteracted by the stability augmentation systan. Only
helicopter motions caused by outside disturbances are counteracted.
This type of operation provides a stabilized mode wherein the basic
helicopter handling qualities are not altered.
Uhen helicopter motion is detected by the gyros (i.e., wind gust), a

stabilizing control proportional to the anplitude and rate of the
motion is computed in the Helipilot Computers and applied to the
appropriate actuators. In turbulence, pilot “hands-on” control is
required.
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3. A. (3) Attitude Retention Mode
In the attitude retention mode, the Helipilot System’s pitch, roll,

and yaw channels are engaged (Helipilots engaged but not coupled to
the flight director) to maintain indefinitely the attitude existing
at the moment of engagement. The pilot can fly completely
“hands-off.” If a change in attitude is desired, the pilot simply
presses the beep trim sw”tch on the cyclic control to obtain a small
attitude change or the force trim release (FTR) switch on the cyclic
control and then moves the cyclic to obtain the desired new
attitude. When the pilot releases the selected switch, the system
again resumes the attitude retention function. When collective
(power) changes are made, it is generally necessary to press the FTR
sm”tch and establish new cyclic positions and thereby recenter the
actuators to operate m“th full authority about the neutral position.
As the new trim condition is established, releasing the FTR sm”tch
will cause the System to maintain the new control position.
In the attitude retention mode (All), the flight director is not

coupled to the Helipilot System as long as the flight director Mode
Selector is in SBY.
(4) Automatic Flight Path Control (CPL) Mode
In the coupled mode, the Helipilot System’s pitch or roll channels

are coupled to the flight director by engaging both Helipilots in
the attitude retention mode, and then selecting any flight director
mode on the Mode Selector. The Helipilot System will respond
automatically to follow any commands generated by the Flight
Director Computer. These become lateral and vertical path guidance
canmands to the Helipilot which maneuvers the helicopter to keep the
flight director canmand bars centered just as the hman pilot does.
When operating in the coupled mode, retrimming the cyclic control

can be accomplished either manually or automatically. Cyclic
control retrimming is accomplished automatically 3 seconds after
both actuators reach 30 percent of their travel fran center,
provided both actuators are displaced in the same direction.
Trimming stops when the actuators are essentially recentered.
Manual retrim is accanplishd b momentarily pressing the FTR switch

and adjusting the cyclic controf to center the API. When an invalid
signal occurs, as evidenced by complete retraction of one or both
flight director command bars, the affected Helipilot control axis
reverts to attitude retention mode. If the invalid condition clears
itself, then the selected mode coupling resunes automatically and
the FD bars are again in view and functional.
22-15-00
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MAINTENANCE
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BELL 412
AVIONICS DIVISION
3. B. Helipilot Computer Functional Description
(1) Roll Axis (See figure 203. )
The helicopter rol-1axis is controlled by a dual-channel Helipilot

System. There are two gyro attitude sensors, two Helipilot
Computers, and two roll actuators. Both systems work identically
and”either system can completely control the helicopter. They wil1
also work simultaneously which is the normal operating mode. The
roll attitude signal fran the Vertical Gyros is amplified,
demodulated, and routed to the attitude synchronizer circuit and the
attitude rate circuit. Here, the attitude signal @ is washed out
and the resultant output at @ is zero. This synchronization
prevents sudden actuator commands at the moment of engagement. In
the attitude synchronizer, the washout time constants vary w“th the
applicable mode of operation. When FTR is engaged, Helipilot is not
engaged; or, when in the attitude retention mode, the fast washout
time constant is 0.5 second. In the SAS or coupled mode, the
washout time constant is 13 seconds. In the coupled mode, the rol1
attitude reference is zero under all conditions.
After Helipilot engagement, error signals from the attitude

synchronizer and the attitude rate circuit are sunmed with a canmand
signal from the flight director @. The sumned command signal is
then applied to an amplifier where the signal is gain programmed to
indicate single- or dual-system engagement. If only one Helipilot
is engaged, normal full gain will exist. If both Helipilots are
engaged, the gain w“ll be reduced by 50 percent to provide the
proper amount of actuator control for dual-system operation. The
canmand signal is then routed to @ and applied to the servo power
amplifier. The servo po=r amplifler amplifies the signal to drive
the control rod assembly actuator. In the event of a stalled
actuator motor, protective circuitry prevents overheat or burnout.
The actuator motor brake is released at initial system engagement,
allow”ng the ballscrew to drive and reposition the control linkages
to the main rotor. A position sensor (LVDT) in the actuator detects
ballscrew movement and supplies a feedback signal which is
amplified demodulated, and routed at @ to a servo rate circuit,
then to 6 to close the servo loop. The servo rate circuit dampens
Q oop to reduce overshoot. The actuator position signal at
the servo
@is also applied to the Roll Actuator Position Indicator which
shows the actuator’s position, relative to center, to the pilot. It
also is routed to a difference detector @ which compares the
positions of the number one and number two actuators. Men systm 1
and system 2 actuators do not track w-thin 50 percent of each other,
the circuitry causes the AFCS failure light to come on.
In addition, the LVDT signal is routed to the trim detector @

which, when the actuator position exceeds 30 percent of center-to-
stop travel for more than 2 seconds, will command the roll trim
actuator to operate via the trim computer.
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3. B. (1) (a) SAS Mode
The SASmode is engaged by activating the HP1 and/or HP2 engage

switches and setting the ATT/SAS engage sm”tch to SAS on the
Helipilot Controller. With no attitude changes being made, the
attitude synchronizer output at @ and the derived rate signal
at @ will be zero, resulting in no actuator canmand signal.
When the pilot changes attitude by moving the cyclic control,
stick motion into the swashplate causes an aircraft response.
As the aircraft begins to respond to the cyclic stick motion,
the attitude change is detected by the Vertical Gyro and
applied to the attitude synchronizer at ~.
The attitude signal is applied to sunming point @ and also

through the attitude hold circuitry to sunming point ~. At
sunming point @, the two signals meet and cancel each other.
Simultaneously, a signal fran the roll position potentiometer,
equivalent to the mount of cyclic nmtion, is applied to the
Helipilot Computer. This signal is shaped and applied to the
attitude synchronizer through the RSAS switch where it is
sumned with the attitude signal. The two signals are of
opposite polarity and cancel each other, resulting in no
actuator command signal.
When a disturbance such as a gust of wind causes an attitude

change, the change is detected by the Vertical Gyro and applied
to the Heli ilot Computer attitude synchronizer. The resultant
s~gnal at 2 is then summed w“th a derived attitude rate
signal at Q to provide roll damping via the actuator. The
actuator command signal will be of a magnitude and polarity to
counteract the attitude change caused by the disturbance, thus
keeping the helicopter at or near its reference attitude.
(b) Attitude Retention Mode
The attitude retention mode is engaged by activating the HP1

and/or HP2 engage switches on the Helipilot Controller. The
system automatically comes on in ATT mode if the flight
director Mode Selector is set to SBY.
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FLIGHT SYSTEMS
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AVIONICS DIVISION
Men the attitude retention mode is engaged, them switch in

the synchro izer attitude hold circuit is opened, causing the
output at b4 to be clamped at the signal level existing at the
moment of enga ement. This signal and the attitude signal @
are summed at b3 . With the synchronized attitude signal at @
zero, no actuator command signal will be generated. If the
helicopter departs from the synchronized roll attitude, an
error signal is applied through the attitude rate and
displacement circuits to drive the actuator to bring the
helicopter back to the original attitude. If the pilot desires
to change attitude, he pressesthe FTR switch on the cyclic and
moves the cyclic control to obtain the new attitude. When the
new attitude has been attained and the FTR switch released, the ,.
circuits desynchronize and hold at the new attitude.
The pilot can also make small attitude changes (2 degrees per
second) by pressing the beep trim s~”tch on the cyclic control.
The beep trim switch is a four-way, normally open, momentary
switch mounted on the cyclic control. Pressing the beep switch
inserts a signal into the Helipilot Computers to drive the
actuators incrementally as desired. Beep trim is operational
when both Helipilots are engaged in the attitude retention
(ATT) mode.
3. B. (1) (c) Automatic F1ight Path Control (CPL) Mode
The coupled mode is engaged b activatin the HP1 and HP2

engage switches on the HelipiY ot Control!er, and selecting any
flight director mode on the Mode Selector. Iiotethat coupled
operation w“th a single Helipilot is inhibited. In the cwpled
mode, the Helipflot System stabilizes the helicopter in the
normal manner and automatically follows guidance commands fran
the flight director to steer the helicopter.
A Helipilot roll cumnand signal from the flight director is

applied to the Helipilot Computer at J1A40 and routed to the
flight director command limiter circuit through the RCPL
switch. Here, the flight director coinmandsignal is rate
1imited to 6.2 degrees per second and magnitude 1imited to 24
degrees. The command limiter output is then summed with roll
attitude and rate at @ and processed to drive the actuator.
Due to fre uent attitude changes Wile navigating in the

coupled moi e, some actuator position away from center may
occur. It is desirable to keep the actuators operating near
their center of travel so full authority in both directions is
available when needed.
22-15“00
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MAINTENANCE
~>s~Er?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
3. B. (1) (d) Automatic Trim (See figure 206.)
The auto-trim feature accomplishes retrimming when needed. It

is operational when both Helipilots are operating in the ATT or
CPL mode.
The trim detectors sense the LVDT position in the actuators

and, after 2 seconds at 30 percent or more travel, will
activate relays in the trim computer to apply power to the trim
actuator which drives at a constant speed in the direction
dictated by the polarity of the LVDT signal. As the trim
actuator moves the control rod, the linear actuator
simultaneously returns toward its center of travel. There is
no aircraft attitude change during this retrim action. ~~
At any time, the pilot can stop auto-trim action by restraining

the cyclic control stick. The stick force causes detent
switches on the force gradient spring to open, thereby
deactivating the trim actuator.
(2) Pitch Axis (See figure 204.)
The Helipilot System pitch axis operates in a manner identical to

that of the roll axis described in paragraph 3.B.(1) w“th the
follow”ng exceptions:
● The washout time constants in the attitude synchronizer circuit

are tailored to each vertical mode of operation. When force trim
release (FTR) is engaged, the Helipilot is not engaged; or, when
in the attitude retention mode, the fast washout time constant
(0.5 second) is used. When in the SAS mode, the washout time
constant is 13 seconds. In the coupled mode, the washout time
constants for the various vertical modes are as follows:
ALT = 13 seconds
GA= 4.5 seconds
GS = 13 seconds
IAS = 13 seconds
VS = 4.5 seconds
● The flight-director command limiter is set to limits suitable for

the pitch axis. The pitch input signal is limited in magnitude to
a 9.2-degree pitch displacement at a rate of 2 degrees per second.
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MAINTENANCE
~}s~”Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
3. B. (3) Yaw Axis (See figure 205.)
NOTE : On aircraft without flight directors, there is no airspeed

sensor. All yaw axis functions are set at zero airspeed and
performance-is adequate except for turn coordination.
The helicopter yaw axis is controlled by a single-channel Helipilot

System using one Helipilot Computer, one actuator, and a yaw rate
gyro. The yaw axis is engaged by activating the HP1 engage switch on
the Helipilot Controller.
The yaw axis functions solely as a yaw damper in that it has no

long-term heading ho d capability. This is accomplished by a
washout circuit at 3 that causes all inputs to diminish to zero
after + rol period.
a suitable con The washout time constant is 6.9
seconds.
The yawing motion of the helicopter is sensed by the Rate Gyro. The
gyro output is amplified and applied to the turn rate driver circuit
where it is scaled to drive an ADI rate-of-tur inter (not used on
the SHZ-412 system). The turn rate signal at 2 is also summed
m“th a computed turn rate signal or a scaled pY al position signal
at Q. Any rate signal at @ is washed out after approximately
6.9 second . This signal is applied to sunming ‘unction @. From
junction 4 , the signal is routed to junction If the airspeed -
6 b
is greater than 55 knots, the gain is reduced
to c&npensate for the
better inherent stability of the aircraft at higher airspeeds. As
airspeed increases, the tail fin beccmes more effective and, thus,
less compensation is required. The signal at @ is then amplified
and applied to the servo power anplifier to drwe the yaw actuator
motor. The actuator motor brake is released and the servo amplifier
is energized whenever the HP1 engage switch is ON. With the brake
released, the actuator motor drives the ballscrew to reposition the
control linkage to the tail rotor. A position sensor (LVDT) in the
actuator detects ballscrew movement and supplie a feedback signal
which is amplified, demodulated, and rwted at 6 through a servo
b
rate circuit to close the serwo loop at ~. This circuit controls
the actuator movement at a speed roportlonal to the yaw”ng rate.
The actuator position signal at 6 is also applied to the Yaw
6
Actuator Position Indicator which Indicates the actuator’s position
to the pilot.
22-15“00
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MAINTENANCE
+*7=ERW FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
When the pilot is making a turn, the heading change is sensed by the
Rate Gyro, and the gyro output is amplified at @ and summed with a
cunputed turn rate signal at @ . The computed turn rate signal is
composed of roll attitude which is scaled and divided by airspeed.
The resultant-signal is then scaled to provide a computed turn rate
signal for coordinated turns. This signal is of opposite polarity
frcm the derived turn rate signal and they essentially cancel each
other. Any difference in rate is processed to drive the yaw
actuator. The various airspeed switches in the yaw axis are
controlled by logic derived in the airspeed switching circuit. It
should be noted that ccmputed turn rate is only available at
airspeeds greater than 55 knots.
If the pilot wants to control yawing motion, pedal movement into the
tail rotor control linkage will cause an aircraft response. As the
,aircraft begins to respond to the pedal movement, heading change is
detected by the Rate Gyro. The gyro output is amplified at 2 and
routed to sunming point ~.
pedal position
Simultaneously, a signal from t e
potentiometer, equivalent to the amount of pedal
Q
movement, is applied to the Helipilot Computer. This signal is
shaped and amplified and then summed with the turn rate signal at
@. Thetwosignals areofopposite polarity andcancel each
other, resulting in no actuator movement. At airspeeds greater than
55 knots, the pedal position signal will be deactivated.
22-15-00
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May 1/81
MAINTENANCE
}>~”Em+~ MANUAL
{ FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
.—— ——— ——— ——— ——— ——— — — - .—— ——— ——— —

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Figure 201
22-15-00
Page 213/214
Revised Mar 20/86
—.
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I
I
!
3( — FTn I
I SLIY 70 2
,—— — ——— ——— — J
I NOTE ALL RELAYS ARE SHOWN IN
SSY LT lLST 5’6 T DE ENERG12EOPOSITION
I
L.——
——— 9AZJ1A
1 H’ u
——— —. ——— ——
EXT DCPL GND P38
~ELIPILOT COMPUTER
+13 V12C
9A11J1 ACTR POSN : MISC CONTROL
7
I NO 2 PITCH COMMANU 21
r IND ASSY 1 PANEL
ROI L COMMAND 26 PITCH
I
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@- I
L ——— — +:- B A
——
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9A1J1A
PlTCt4 COMMANO 21
I ms ROLL
I
— M
I OFF
FlOLL COMMAND )6 FOFECE

I fi” I
I TRIM SW
28 VDC F130M I
L ——— — K
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NC - SYS 2
3 PED LT SW
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I J I
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M
HP 1 ENGAGE L I
A
f OIICE
28 VDC
—.
H ————. J & ——— ——
lHIM .—— — ——— ——— ——— ——— ——— —. MASTER

P46 P46 P47 P47 CAUTION
A
G n - TO TRIM ACTUATORS
“ ““c — ‘ ~ _+
J — 28 VDC
K
6 FTII SW
1
COPILOT s -
—-—
AU 1!,.2HI
Helipilot No. 2 En age Logic

Figure 208 22-15-00
Page 215/216
Revised Mar 20/86
+
S-EI<W
FLIGHT SYSTEMS
NRANCE
BELL 412
AVIONICS DIVISION
ROTOR
SHAFT
SWASH PLATE
FORCE TRIM RELEASE

(FTR) SWITCH
I 1
IROLL/PITCH
CYCLIC
l’?
HYDRAULIC CONTROL
ACTUATOR STICK
TRANSMISSION \
I I
ADJUSTABLE
FRICTION
ORUM
CONTROL
TRAvEL
ACTUATOR
+1 - MOTION
d-lo
~p@iiEl - ‘u
—
LINEAR
MOTOR
LINEAR
11111111[
ACTIJATOR NO. 1 ACTUATOR NO. 2
//
J1
‘–—–—–––––71
TRIMAcTIJATOfl/MAG BRAKE
/“
b I
.
/
//
I o
II=@
D \ / GEAR BOX OUTPUT
ARM
FIXEO
FHASE
=
J2
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MAG A
= CLUTCH
H B
ti
L————— —— ——— . A
AD 1668
Cyclic Control (Pitch or Roll) Diagram

Figure 208 22-15-00
Page 227/228
May 1/81
MAINTENANCE
+sT=E~Y MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
4. Flight Director Functional Description
A. Flight Director Mode Conditions or Functions
NOTE: Flight Director System installation is optional in Bell 412.

— The information in this section aDDlied to those aircraft
equipped with Flight Directors. ‘“
(1) NAV On Course (NOC)
NOC is defined as course errorless than 15 degrees and bank angle

less than 6 degrees after NAV capture. The two conditions must
exist simultaneously for NOC to latch. NOC starts the crosswind
correction function in VOR/LOC modes.
(2) LOC II
LOC II activates localizer gain reduction to compensate for bean

convergence. LOC II occurs for an ILS approach at the 1200-foot
radio altitude trip point if NOC has been achieved. If the radio
altimeter is invalid, LOC 11 occurs at GS capture.
(3) Over Station Sensor (0SS)
The 0SS senses excessive bem variation when approaching the station
in the VOR mode. When on course and the bean rate reaches the trip
point (greater than 0.5 degree per second VOR deviation), the sensor
removes bean deviation frun the roll ccmmand signal. It remains
deactivated until 40 seconds after bean rate decreases below the
trip point in VOR and 4 seconds in VOR APR.
(4) Lateral Beam Sensor (LBS)
While flying to intercept the lateral beam in the heading select

mode, the LBS monitors the lateral beam deviation signal and trips
to command a turn toward the station. In the VOR mode, the beam
sensor trip point is approximately 5 degrees (1 dot) depending on
flight condition. In the LOC mode, the bean sensor trip”point is
approximately 1.5 to 2.0 degrees (1.5 to 2.0 dots) depending on
flight condition.
(5) Vertical Beam Sensor (VBS)
While flying to intercept the glide slope bean in the ILS mode, the
VBS compares the glide slope deviation signal with airspeed (closure
rate] and trips to command an initial nose-down maneuver for smooth
capture of the glide slope beam. The VBS trips when NOC logic is
present; the glide slope signal is valid; and, the glide slope
deviation is bet-en 16 and 30 mV dependent on airspeed. Higher
speed causes earlier capture to preclude bean center overshoot.
22-15-00
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MAINTENANcE
~~s~>Er~~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
4. A. (6) Flare Command Sensor
When making an approach in the ILS mode, the auto-level mode will
engage at an altitude of approximately 75 feet above the terrain.
This w“ll cause the aircraft to auto-level and level off at a radio
altitude of 50 feet. The auto-level mode is indurative when the
radio altimeter system is inoperative.
(7) Flight Director Valid
The flight director valid signal is used to drive the AOI flight
director warning flag and internal logic circuitry in the Flight
Director Computer. ‘me valid signal is generated by a circuit that
monitors the input voltage to the FDC and the *1O volt power supply. ~~
A 28-volt dc output is supplied whenever the power supply monitors
indicate valid.
(8) ADI Roll or Pitch Command Bar
When an error canmand signal is applied to the bar input, the bar
moves left or right (roll) or up or down (pitch) to indicate a
canmand to the pilot to maneuver the aircraft in the indicated
direction to reduce the generated error signal to zero. Dual ADIs
with flight director bars are installed in-this aircraft. Both sets
of bars are driven by the one Flight Director Computer.
(9) Rol1 Bar Bias (RBB)
The RBB signal drives the ADI roll canmand bar out of view whenever
the RBB logic is tresent. RBB louic will be Dresent anvtim the
flight dir~ctor valid logic is in~alid, the DG or VG is-invalid, or
the standby mode is selected. RBB will also result if the NAV valid
signal is not present when the NAV mode is engaged.
(lo) Pitch Bar Bias (PBB)
The PBB signal drives the ADI pitch cumnand bar out of view whenever
the PBB logic is present. PBB logic W-ll be present anytime the
flight director logic is invalid, the VG is invalid, or the standby
mode is selected. If the GS mode is engaged, the absence of the GS
valid signal will also cause a PBB condition.
22-15-00
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May 1/81
MAINTENANCE
~s~”Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
4. B. Flight Director Mode Flow Description
~~p~~:ow”ng modes of operation are used tith the Flight Director

.
.
Standby (SBY)
Lateral (Roll) Axis Modes
Heading Select (HDG)

VOR/Localizer (NAV)
VOR Approach (VOR APR)
Back Course (BC)
Go-Around (GA)
Longitudinal (Pitch) Axis Modes
G1ide S1ope and Auto-Level (ILS)

Altitude Hold (ALT)
Airspeed HoId (IAS)
Vertical Speed Hold (VS)
Go-Around (GA)
(1) Coupled Operation (See figures 210 thru 213.)
Whenever the System is coupled, the same inf nnation driving the AD I
ccmmand bars is routed via smnation point 2 to the Helipilot
6
Computers for automatic flight path control. These pitch and roll
signal paths contain integral control circuitry 3 which reinforce
Q
the small residual errors into signals large enoug to drive the
Helipilots to correct any system standoff errors. When the system
hot coUPl~, these integrators are set to zero by the PCPL or
RCPL signals fran the Helipilot Computers.
When the Helipilot System operates the autotrim actuators, the pitch
and roll position potentiometers detect stick movement and feed
signals to the Helipilot Computers so that the Helipilot can balance
the control input into the swashplate, thus ending up with centered
actuators and no path disturbance.
(2) Standby (SBY) Mode (See figure 209.)
When no mode has been selected or SBY is pressed on the Mode

Selector or the cyclic control, the ADI canmand bars are retracted
from view. In this mode, SBY is annunciated on the Mode Selector
and the Flight Director System is ready for operation if the FD flag
on the ADI is out-of-view. Pressing SBY provides a tamp test mode
for the Mode Selector and Helipilot Controller and cancels any other
flight director modes.
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MAINTENANCE
~>s~”Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
4. B. (3) Lateral (Roll) Axis Modes
(a) Heading Select (HDG) Mode (See figure 210.)
The heading select mode is engaged by pressing the HDG switch

on the Mode Selector. The annunciator will show ON. The
canputer then generates the necessary roll ccmnands to bank the
helicopter to intercept and maintain the heading selected on
the HSI.
A heading error signal, composed of the difference between

aircraft heading and the selected heading, is routed through a
demodulator and bank angle limiter to sumnation point @.
Roll attitude 4 fran the TARSYN-Three-Axis Reference 1s
amplified, demo9 ulated and also routed to sunmation point @ .
The roll attitude and command signals are of opposite polarlty
and thus try to cancel each other. Any difference (error
signal) is then amplified and routed to the ADI(s) roll canmand
bar. The bank angle limiter limits the commanded bank angle to
t20 degrees. ADI roll bar displacement gains are set to
provide easy pilot interpretation.
Roll bar bias (RBB) is a fixed signal also summed at point @

and is switched on if the VG, DG, or FDC develop an invalid
condition. This signal drives the roll command bars fully out
of view and prevents the pilot fran following erroneous
comnands.
(b) VOR Mode (See figure 211.)
The VOR mode provides intercept, capture, and tracking of a

selected VOR radial. To use the mode, the NAV radio is tuned
to the desired VOR facility frequency, and the desired course
to the station is set on the HSI ~. The HSI then displays,
pictorially, the relative position of the aircraft to the
station and desired ground track.
The aircraft must be flown initially on a heading that wil1

intercept the selected course. The heading select mode 5 is
normally used to establish the intercept. Pressing the 9V R
mode switch causes the system to ‘ARM” if outside the normal
capture range [approximately 5 degrees (one dot) depending on
flight condition]. When in “ARM”, the system continues to flY
the heading select mode until the capture point is reached. At
this point, the lateral bean sensor @ trips, the heading mode
light goes out, the VOR mode annunciator shows “CAP”, and the
roll command bar displays a turn command toward the station.
If coupled, the Helipilot follows the command and steers the
aircraft to zero the ccmnand bar. The stable banked condition
is a 20-degree angle maintained until nearing the selected
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MAINTENANCE
s7~Em~Y MANIJAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
course, at which time the com uter calls for a rollout onto
course. If a long way frcm t Ee station, the initial maneuver
is to establish a 30-degree cut @ at the selected course
until near bem center, then a second turn is commanded to
align wi-th the selected course and beam center.
When the aircraft is aligned w“th the course within 15 degrees

and the roll angle is less than 6 degrees (NOC), the systm
bank limit is reduced to 10 degrees and crosswind correction is
enabled. This correction is accomplished by washing out course
error through a 200-second filter @ until beam center is
reached. The aircraft will then track this course, constantly
correcting for disturbances. As the station is approached, the
radio bea becomes less stable until the beam is not usable for
guidance. This beam deviation is sensed by the over-station
sensor @ and, when the deviation rate reaches 8 mV/see, the
radio signal is sm”tched off. The system then follows the
selected course signal. The beam rate sensor will continue to
monitor and, 40 seconds after the beam again becomes usable,
will switch on again and the system will fly the radio bean,
outbound fran the station. This mode is the primary
cross-country navigation method.
4. B. (3) (c) VOR Approach (VOR APR) Mode (See figure 211.)
This mode is most useful in flying close to VOR facilities and

using them as ground fixes to let down to an airfield which may
or may not have 11S facilities. The system and procedures are
identical to those of the VOR mode except that the gains are
set to accommodate the proximity to the station with strong but
erratic bean characteristics. The VOR APR mode sm”tch is used
to select the mode.
(d) ILS Localizer Mode (See figure 211.)
The.ILS localizer mode is used for guidance to an airport

equipped with standard localizer transmitters. The procedure
to intercept and track the beam is similar to the VOR mode.
The navigation radio is tuned to the desired station’s
frequency and the inbound runway heading is set on the HS I
course select knob. Maneuver the aircraft by means of the
heading mode to intercept the localizer beam on the front
course 10 to 12 miles out. Arm the 11S mode by pressing the
ILS switch on the Mode Selector. The NAV “ARM” and the ILS
“ARM” annunciators W-ll illuminate and the heading mode
continues to operate. The lateral beam sensor 6 monitors
9 to 2.0
bean deviation and W-ll trip at approximately 1.
degrees (1.5 to 2 dots) depending on flight conditions and
close the NAV switch, thereby activating the beam tracking
function. The NAV annunciator switches to “CAP” and the
heading mode turns off. The canputer commands a 20-degree
(maximum) bank and turn towad the runway. When the aircraft
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May 1/81
.
MAINTENANCE
~}~~Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
aligns m-thin 15 degrees of the inbound course and rolls out to

within 6 degrees of level, logic switches to “On Course” which
the aircraft nears the outer-marker, typically aboutQ

reduces bank limits and starts crossw”nd correction 8 . As
miles
out, the center of the glide slope beam is reached and a
letdown is initiated. When the aircraft reaches 1200 feet as
sensed by the radio altimeter, localizer gain programming is
initiated in the Ft)Cwhich progressively reduces radio gains to
compensate for bean convergence. If the radio altimeter is
invalid, programming starts at glide slope capture and is
controlled by the vertical speed signal.
Normal system operation continues until runway threshold or

decision height is reached. Roll attitude, m“th a 33-second
washout, and course error are added at various points in the
signal path to provide damping and assure precise path
tracking.
4. B. (3) (e) Back Course (BC) Mode (See figure 211.)
The back course (or reverse localizer) mode is used in making

approaches to facilities with limited runways or ILS equipment.
The mode is flown in exactly the same manner as a normal
localizer approach except that the intercept is made from the
opposite direction. Front (inbound) course must be set on the
HS1. Reversing switches in the Flight Director Computer
changes the polarity of roll attitude, course error, and radio
deviation. Proper HSI display and steering to bem center is
accomplished w“th no additional mental effort required.
(4) Longitudinal (Pitch) Axis Modes
(a) Glide Slope (ILS) Mode (See figure 212.)
In ILS mode, the FDC computes guidance to follow the glide

slope radio bean and displays the information on the ADI pitch
command bar. The pilot (or Helipilot), by foll~”ng the
commands, will guide the aircraft along the desired path.
Initial conditions for using the mode are: (1) NAV radio tuned
to 11S frequency, (2) Mode Selector engaged in 11S, and (3)
localizer captured.
With the aircraft stabilized on the localizer bean, flying

level and approaching the glide S1ope bean with ILS “ARM”, the
system is ready for glide slope capture. A vertical bean
sensor @ monitors bean deviation and will trip at 20 to 30 mV
(1/3 dot on HSI). Men the sensor operates, logic circuits
close the GS switch pmnitting radio data to enter the FDC
canputation. St ultaneously, a nose-down signal is applied
momentarily at 65 which causes the aircraft to pitch over
about 2 degrees to approximately align w“th bean center. The
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May 1/81
MAINTENANCE
+!==*ERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
control signal is routed to ~ and to the AOI pitch ccmmand

bar. As the pilot follows the pitch command, pitch attitude
(of opposite polarity) suns at 1 and, when the signals
balance, the camnand bar shows cQ ter and the aircraft now
flies the desired attitude down the glide path. Any residual
glide slope error signal canmands an attitude change until the
beam is centered.
When the pitch-over occurs at bean capture, the helicopter

tends to gain speed. The collective control is reset downward
by the pilot to maintain airspeed. The collective position
potentiometer senses the co trol position and feeds a signal
through a washout circuit b6 permitting a short perio of
signal effectivity. The signal is summed at @ and 61 with
radio beam and attitude. The result is an attitude with the
nose slightly higher to keep the speed from increasing Mile
still tracking the radio bean.
As the helicopter gets nearer the transmitter, the radio beam

converges which requires system gain changes to maintain
optimum tracking accuracy. Again programmer @) adjusts the
radio signal proportional to radio altitude which is also
proportional to beam width. The programming is started at an
altitude of 1200 feet and reduces the signal to 25 percent of
full value as the altitude changes from 1200 to 200 feet. If
the radio altimeter becanes invalid, the altitude sensor drives
the programmer and starts working at glide slope capture. Note
that the baranetric altitude signal is mixed with an attitude
term at @ to form an altitude rate or vertical speed signal.
In the event of a gyro or FDC failure, a itch bar bias (PBB)

fixed signal is supplied to @ then to t Ie ADI bar which is
driven out of view, thus preventing the pilot from attempting
to follow an erroneous signal.
An invalid glide slope w“ll prevent (3Scapture or cause bar

bias after capture and the Helipilot to revert to attitude
retention.
4. B. (4) (b) Auto-Level Mode (See figure 212.)
Auto-level mode comes into play below an altitude of 150 feet

after an 11S descent if the radio altimeter is functional.
The flare sensor monitors radio altitude and barometric

altitude rate. It trips at approximately 90 feet and causes a
2-degree, nose-up, momentary signal to be directed to the
system at @ which gives an ADI nose-up command. As the ship
changes attitude, the collective and attitude signals are
washed out and the system follows the radio altitude signal to
fly level at 50 feet.
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MAINTENANCE
+sT~E~Y MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIvISION
4. B. (4) (c) Altitude Hold (ALT) Mode (See figure 213.)
The altitude hold mode measures altitude static pressure and

controls the aircraft to maintain the altitude at the moment of
engagement. ~
An altitude signal from the altitude sensor is routed to @ ,

summed with an attitude signal, and differentiated to form a
pseudo-altitude rate or instantaneous vertical velocity @.
At altitude engagement, the signal level is synchronized to
zero by a digital counter circuit and serves as a reference for
altitude hold. Any variation in altitude then generates an
error signal which is sunmd with the IVY signal and routed
thru summation point @ to summation point @ . At this
point, attitude signal is added via a 12-second washout
circuit, providing short-te?m stabilization while the altitude
error is being corrected. The signal then passes to the AOI to
drive the pitch command bar.
If the Helipilot is coupled, the signal also is routed to the

Helipilot Computer for automatic path following.
(d) Vertical Speed Hold (VS) Mode (See figure 213.)
The vertical speed hold mode maintains a selected altitude rate

or vertical speed. As in the altitude hold mode, an altitude
sensor provides a signal which is processed into an
instantaneous vertical velocity signal at @ . From there, it
passes to a synchronizer circuit at @ . When the VS mode is
selected, the signal level is locked and becomes the operating
voltage. Any variation in vertical speed then generates an
error signal which is routed through sumnation point @ to
summation point @ . At sunmation point @ attitude
information is added via a 12-second washout circuit, to
provide short tetm stabilization while the vertical speed error
is being corrected. The signal then passes to the ADI to drive
the pitch cunmand bar. Subsequent canmands at the AOI and
Helipilot return the vertical speed to the reference level.
To improve altitude and vertical sped performance, a

collective position signal is fed into the circuits at @ to
help the pitch axis anticipate the changing effects due to the
pover change.
If a change in the reference level is desired, operating the

beep switch auses a 200-fpm/sec reference voltage to be
applied at 68 . The switch is held until the desired vertical
speed is reached.
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May 1/81
MAINTENANCE
~%~”Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
4. B. (4) (e) Airspeed Mode (See figure 213.)
In the airspeed mode, the system responds to a signal frcm the

airspeed sensor to control the aircraft to fly the s ed at the
moment of engagement. The synchronizer circuit at 6 keeps
its output at zero until mode engagement. Then, any speed
variation results in an error signal at @ and subsequent
camnands at the AOI and Helipilot to return the airspeed to the
reference level.
If a new, slightly different speed is desired, the beep switch

is operated to change the reference level at a rate of 3 knots
per second.
{f) Go-Around Mode (See figure 213.)
The go-around mode is used to transition from a descent into a

climb-out situation, when a missed approach has occurred. The
pilot selects the mode by pressing the go-around button on the
collective control. When go-around has been selected, the GA
annunciator on the Mode Selector will illuminate and the pilot
must then apply collective power to perform the go-around
maneuver.
If the aircraft airspeed is less then 55 knots, the flight

director will camnand a wings level and zero (0) fpm climb
rate. At airspeeds between 55 and 65 knots, the flight
director will canmand a linear rate of climb between O and 750
fpn. Airspeeds above 65 knots prod ce a climb command of 750
fpm. The fixed signal applied at d9 causes the itch attitude
to change until the vertical speed signal fran d6 is equal.
Thus, the go-around mode is really a vertical speed tracking
function w“th a fixed reference input signal.
22-15-00
Page 237/238
May 1/81
+
SPEKW
FLIGHT SYSTEMS
:i?;::ANcE
BELL 412
AvIL)NICS DIVISION -—— ——— ——
9/ II ——— ——— ——. — —— N I BASJ1
I MODE SELECTOR
IA6 A I riGi77DIREc70R COMPUTER i 3 MODESELECTOR lNOT:.M,~~,,,.,
r PROVIDE GROUNOED
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4 1
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OUTPUT FOR HI
LOGIC INPUT
I *13V 1
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——— ——— ——— -.—— — FIGURE 201
——— —— ——— AD 1669
Mode Selection Logic Diagra

Figure 209 22-15-00
Page 239/240
May 1/81
+
ST+EK’W
FLIGHT SYSTEMS
::V;:UANCE
BELL 412
AVIONICS DIVISION
——. . . ——. 9A5.J1 ——.. ——— ——— ——— ——— —. 9A6J1
r HSI NO. 1 (PILOT’S)

(ASTRONAUTICS)
34 Y31J1 AB
31
~lG= D~EC~R~MfiTER (ROLL CHANNEL) AB
NOTE:
ALL LABELED SWITCHES ARE SHOWN
1 IN OPEN POSITION. LABELED CONDITION
I CURSOR r 5 — -13VDC
‘RBB-
CLOSES SWITCH.
I
J14 A~N~ — — 1
+!
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HDG ERROR
(390 mVAC/DEGl
● 37
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(x) 40 ROLL CMD INPUT
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.—— — —— —— --— ——— ——— ——— — ——.

AD 1670
Heading Select (HDG) and Go-Around (GA)

Mode Flow Diagram
Figure 210 22-15-00
Page 241/242
May 1/81
+
5T”ER<Y
FLIGHT SYSTEMS
::y;:rANcE
BELL 412
AvIL)NICS DIVISION 9A5J1
.—— — ——— ——,— —,
!=?= ii=fiEim%=EzfioNr– – – ~“’
P
TO HELIPILOT CMPTFT(9A1J1-B14)
●
B
FLIGHT DIRECTOR COMPUTER
— 1
VG VALID INPUT 1
A B 9A3J 1 .—— — ———
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HELIPILOT CONTROLLER
1
>9 PBB INPUT
I
1- POWER
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59 G ~B INPUT
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.—— — ——— -1
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NAV VALIO + 0SS d
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r 17T-220RAOIOALTM RCVRIXMTR
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1~ I NOTE
E————
I 28v0cRAvAL100uT”Tl
y~ 15
70 I SYSTEM NO 1 INFORMATION SHOWN

SYSTEM NO 2 IS IDENTICAL, EXCEPT FLIGHT
DIRECTOR DOES NOT RECIEVE ANY INPuTS
L —————————. -r
FROM SYSTEM NO. 2 COMPONENTS.
—
@iI--l=a
SEVOEPRESSED1
———— ———— —— 1 N~V
vAPR
r RA-335RADIOALTM INO
340$OS1J1
115 VAC -B 1
2
I
I N
4 SEC PWR UP d I
————
——
‘$
l= v — 28 VOC HOG VALID INPUT I

I
FLAG ‘
7 — 28 VDC GS VALID INPUT
I
I — 28 vDC NAV VALID INPUT
I
‘F
I
1 G — TTL GND
1- ———. ———— —— -——— - J

———— ———— ——
6RsYN (Directional GYROSECTION) (ASTRONAUTICS) 1
7
J,4 %
Ii 1
3407 MP1J1
I15VAC c POWER
E
E NC
u
v
ti
U ) FD FLAG
I
B SUPPLY
115 VAC
I
I
=
@@ B5
~
I
~
-o :,
F NC j — ATTD FLAG GND
I
POWER
I ADEOUACYI GYRO
MOTOR Y I
WHEEL SPEED
I MONITOR
I
&
J -28 Voc
J
E I
I (-)) GSFLAG
.24 W3C K
I
I
L ——— .—— ———

K2
— -1 -——— ———— ——— -1
[F
———. .—— — ——. —
.l-l--i:i:-------l
I KNR-630NAVRCVRNO.1 3405REtJl ~@jcJsIJj HSI (ASTRONAUTICS)
1 L
I 28 VOC GS VALID OUTPUT g 1
1
28 VOC NAV VALID OUTPUT FF
I TTL GND m
AD 1674
System Failure Warning/Valid Logic Diagram

Figure 214
22-15-00
Page 249/250
May 1/81
A —mmy ;;:;:WE
bHl SYSTEMS
. BELL412
AVIONICSDIVISION
5. TAI
RSYM Compass System Operation (See figure 215.)
Basic power for the system is the 115-volt, 400-tiz in ut to the TARSYN
directional gyro. This provides internal power for tRe gyro and a 26-volt ac
power output for the Flux Valve and CS-412 Remote Compensator.
The F1ux Valve senses the horizontal ccanponentof the earth’s magnetic field.
Using the 26-volt ac reference signal, it provides an output signal that
represents aircraft heading in the earth’s magnetic field. This signal will
provide a command to keep the rotor spin axis of the directional gyro aligned
to magnetic north in the slaved mode.
The CS-412 Remote Compensator compensates the Flux Valve for single-cycle
error (hard-iron effects) by inducing small dc currents into the Flux Valve
coils to correct for errors caused by ferrous metal in the aircraft. The
procedure for adjusting this level of canpensation is discussed in the
REMOVAL/REINSTALLATION AND ADJUSlllENTprocedures.
In the slaved mode of operation, the TARSYN directional gyro is slaved to a

position relative to the magnetic heading reference as supplied by the Flux
Valve and the canpensator.
Slaving of the directional gyro is accomplished by supplying current flow

through precession coils affecting the sensitive axis of the gyro. The
MANUAL SYNCHRONIZATION switch is used to engage fast slaving of the
directional gyro. When fast slaving Is engaged, the slaving rate is
increased from approximately 3.5 degrees per minute to approximately 40
degrees per minute. Once engaged, fast slaving continues until the compass
card of the HSI indicates within 4 degrees of actual heading, at which time
the normal slaving rate is reestablished.
In the free mode of operation, magnetic information frcinthe Flux Valve and
compensator is disabled in the gyro and no slaving is performed. The TARSYN
directional gyro provides cunpass information as a product of the position of
the aircraft with reference to the position of the unslaved gyro. As no
slaving is performed, the displayed heading information is subject to error
as the result of free gyro drift.
During operation of the directional gyro, any of the following conditions

will cause a loss of the heading valid signal supplied to the HSI and cause
the HDGflag to cane into view:
(a) Low voltage to the TARSYN directional gyro p-r supply
(b) Improper wheel speed of the spin motor
(c) Fast sync (manual synchronization)
The HSI receives three-wire canpass information fran heading synchro

transmitter No. 1 (B3) of the TARSYN directional gyro and uses it to move the
HSI compass card to the proper heading.
22-15-00
Page 251
May 1/81
MAINTENANCE
+AT=IERw
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
Synchronization between the Flux Valve and the actual headin of the aircraft
is indicated by the compass synchronization annunciator of t !e gyro control
panel. When the+ is in view on the annunciator, the compass card is
rotating in the counterclockwise direction (actual heading greater than
indicated). When the ● is-in view, the compass card is rotating in the
clockwise direction (actual heading less than indicated). When synchronized,
the annunciator slowly oscillates between the+ and the ● .
22-15-00
Page 252
May 1/81
+
SPERW
FLIGHT SYSTEMS
::~::~ANcE
BELL 412
AVIONICS DIVISION
—.. ——— ——— —— —— ——— —

3407M J1 “ARSYNTHREE AXIS REI:ERENCE [DIRECTIONAL GYRO SECTIONI MPIJ1
l15VAC— c
q~;~$
340 J
-—— —— ——. !4 lJ1
CS-412DUAL REMOTE CO=PE=ATOR (NOTE 2] B
a
SCREWDRIVER
ADJUSTMENTS
TO SYNC
ANNUNCIATOR
NS EW ON GYRO CONTROL
} PANEL
@68VOC
+)
o
REGULATED
0S POWER
:1 SUPPLY
E
68 VLLC
F=V%’7J1
F 800 HZ INPUT
CURRENT
LIMITING
RESISTORS
NOTE 1
D FLUX
IH
(c
~ 26 VAC
3406
———
J1
— Hsl (Astronaut@) 1
E
FROM FLUX
Y VALVE
VALVE [_ ~ Q
A c1 [x
A Oc
K P
-—. .— -.— .-. ——.—— —.- .-— (Y
F
3 14EAOING I
&
w --– t B3
E BLOCKING R
T t INPUT
T
i (2
CAPACITORS N E H }
c CXNO 1 I
SLAVING
L–-_r’2-- L
h AC
AMPL
IEMGG
3406 ARI.11
A
I
-—— ——— ——— — AMPL :IRCUIT IH
(c
- NC
— NC
R
T
I
“MANO
POWER
{x
– NC
KOA-697
RMI AOAPTOR
I
&
S4
[v
(2
-
-
NC
NC
I
NOTES
SLAVEDIFREE
SWITCH
* CX NO, 2
I
1 FLUX VALVE SHIELL2E0 WIRE
GROUNOEO ONLY AT PIN O
G
7 —
I
2 THE CS412 CONTAINS TWO E E SLAVE AMPL
IDENTICAL COMPENSATION CNECUITS SLAVED ANO
CONNECTIONS St40WN ARE THE EXCtTATION
—NC
NUMBER ONE SVSTEM THROUGH J1
THE CLMTCUITS FOR THE NUMBER TWO
SySTEM ARE CONNECTEO THROUGH
CIRCUIT
MONITOR
;G OFF FLAG GNO I
J2
FROM POWER
3 COMPASS SVSTEM NO 1 IS PILOTS ADEOUACV ANO i ——— — J
svsTEM No 2 IS COPILOTS LSOTH wHEEL SPEED
Q
SvSTEMS AliE IOENTICAL. UNLESS MONITOR HOG VALIO TO FDC i9A6J1A23)
OTHERWIOE SPECIFIEO
A
26 VOC
— I K2 AD )675
I 1
-—— —— . .. ——— ——— ——— ——— d
Compass System Signal Flow Diagran

Figure 215
MAINTENANCE
+STERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
6. Power Distribution
Figures 216 and 217 contain power distribution information for the Integrated
Flight Control System. Figure 216 contains dc power distribution and figure
217 contains 26- and l-15-voltac power distribution.
22-15-00
Page 255/256
May 1/81
+
SPEKW MAINTENANCE
FLIGHT SYSTEMS MANUAL
AVIONICS OIVISION BELL412
INV 1 lt4v 2
PWR PWR
BUS NO 1
INVERTER NO 2
“’”w
1
————
3405 DS2JI 1 115VAC SENSOF7 RELAY
rCOPILOTS “S1 ~ ~
-’%
I B
w
L —.—— 26 VAC
———— 3407MP2J 1
45-T
BUS NO 1 9B2P1 — — — —
rTARSYN ROLL ACTUATOR 1“
NO. 2
I —’—
u No.1
I (DIRECTIONAL GYRO) H
J
PILOT 26V
v I
-4==5T==’w
115 VAC
L ———. CPLT BuS FEEDER
N GYRO
3407 MP2J1 -
CMPS I o
.—— —
b--r
9BIP1 — — — — ——— — J
F:Jx:&%:LGyRo) k“- I ?6 IJAC.
PITCH ACTUATOR 1
I
u NO. 1
L ———— Bil~ NO- 2
————
r~op,LoT’~
“~,
3405DS2J 1 CPLT HSI
~
115VAC
BUS NO 1 26V BUS 3
FEEDER
v
BB CPLT 26v
I w- AA
BUS FEEDER *
L ——— — PILOT * —7
‘b
——
J
+5-T
GYRO ————
9B3P1 — — — —
3407 MP1J1 CMPS
i ? u
YAW ACTUATOR
CPLT 115V 26 vAC VG
rTARSYN NO. 1 c
BuS FEEDER v 1 VALID OUTPUT
,=C=G~)>+- /
— ——
* ——. — J
L ————~ 1
I &:C?’”v I 4 I
———— 9A1J1B “’- I ()
D+- ———.J
rSP.711 HELIPILOT , + I 115V Bus 3
&
I
COMPUTER NO. 1 I
FEEDER I
I 3 PILOT 1 15V
BUS FEEDER
i AI
AFCS 26 V
NO 2
L ——— — 61FnlR I
l—
—+ ~
———— *
I *
rFLIGHTDIRECTOR ~
I – ~HN0”2 I
I Tx&=- I
4
——— — ——— . J
E’
9B4P1
L ———— PILOT
ATTD SVS 115VAC
PITCH ACTUATOR
——— —
rTARSYN NO. 1
J3002
*
BuS NO 2 + =
u
v
NO. 2
I
(VERTICAL GYRO)
%- H
c
RELAY
26 VAC ————J 9A3J2 — — — —
I 13uS NO .J
. HELIPILOT 7
x CONTROLLER
———— J14 v I
rplLoT.s L
1
L
Am
b :6=———J
B J3000 ————
L ——— —
3405 DS1JI
h
PILOT
HSI
R P
TARSYN
(VERTICAL
NO. 2
GYRO)
I
L TO TRIM COMPUTER
(9A4J I-3)
——— —
———— J
rplLO’T.s HsI A AFCS 1%
I
BB 115VN0 2
AA 9A2J1B
SP-711 HELIPILOT
L ——— — a–+ L ‘:&c: fTpuT d- 4 COMPUTER‘–-; NO. 2
}- CPLT 3
1‘?-<
ATTD SYS
J3000m — — — — ———
* TARSYN NO. 2
1
1!5VAC
BUS NO 3
c
B
(VERTICAL GYRO)
I
—.. —J J15 ———
COPILOTS ADI —1
B
————J
A
I
I I
‘+ *,} !!,
AC Power Distribution Diagram

Figure 217 22-15-00
Page 259/260
May 1/81
MAINTENANCE
~>~”Em~~ MANUAL
FLIGHT SYSTEMS
BELL 412
AvIONICS DIVISION
SECTION 4
GROUND OPERATIONAL TESTS (GROUND CHECK~
1. General
This section describes procedures for checking the SHZ-412 Integrated Flight
Control System for correct installation and proper operation of all
canponents in the system.
NOTICE
Procedures in table 301 are based on Sperry

Engineering Bulletin 521OH-16O6, revision A.
Should any failure arise while the follow”m wound check is beinq
-. wrformed.
refer to FAULT ISOLATION as required. - -
2. Equipment and Materials
The test equipment required to test the system is listed in table 301.
3. Procedure
Instructions for performing the test are listed in table 301.
22-15-00
Page 301/302
May 1/81
MAINTENANCE
~}-~”Er?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AvIONICS DIVISION
TITLE: SHZ-412 INTEGRATED FLIGHT CONTROL SYSTEM GROUND TEST PROCEDURES

FOR THE BELL 412 HELICOPTER
1. SCOPE
This document contains procedures for checking and aligning the Bel? 412
Integrated Flight Control System for correct installation and proper
operation of all components. All tests described herein shall be performed
on each aircraft prior to initial flight test or whenever a malfunction is
suspected.
2. APPLICABLE DOCUMENTS
2.1 Bell Installation Drawings
412-075-037 Wiring Diagran, AFCS
412-075-038 Wiring Diagran & Cable Assembly - FLT Director.
2.2 Sperry Documents
EB7001446 Installation Bulletin for the Bell 412

AFCS/NAVC System.
3. SYSTEM COMPONENTS
The canponents covered in this procedure are 1istealin tables 1 and 2 of

this manual. Al1 other equipment instal1ed as part of the IFR package shal1
be covered by basic aircraft test procedures; i.e., navigation and
conrnunicationradios.
4. REQUIREMENTS
4.1 System Wiring
Prior to initial installation of system components, all aircraft wiring

shall be checked for proper continuity in accordance with the applicable
dr~” ngs referenced in paragraph 2.
4.2 Power Application
The Bell 412 Integrated Flight Control System requires 115 volts 400 Hz, 26
volts 400 Hz, and 28 volts dc power. With the inverters installed and
connected, apply external dc power to the helicopter. Engage all circuit
breakers individually ensuring that each breaker applies pover to the
appropriate system cartponent.
.
4.3 Prior to checkout of the AFCS/NAVC verify that the attitude system, canpass
system, and navigation radios are fully operational.
Ground Check
Table 301
22-15-00
Page 303
May 1/81
MAINTENANCE
+LSFERW MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
5. AFCS CHECKOUT PROCEDURE
Prior to AFCS checkout, ver~fy that the pitch control link contains two
4012373-903 actuators, roll contains two 4012373-913 actuators, and yaw
contains one 4012373-905 actuator.
Connect external hydraulic and electrical power to the aircraft.
Initial Switch Positions:
Inverter 1 - ON
Inverter 2 - ON
HP1 - OFF
HP2 - OFF
Force Trim - OFF
5.1 Lamp Test
5.1.1 Press and hold the AFCS lamp test pushbutton (SBY on the Mode Selector if
a flight director is installed). All lamps on the Helipilot Controller
(HP1 - ON, HP2 - ON, CPL - ON, SAS, and ATT) shall be on.
5.1.2 Turn the PED LT switch on. All lamps on the Helipilot Controller shall be
dimly illuminated.
Release the lamp test pushbutton. Turn the PED LT switch off.
5.2 Force Trim Check
5.2.1 Move the cyclic stick and pedals. There shall be no spring force and
minimun friction on the controls.
5.2.2 Turn the Force Trim switch on. Both the cyclic stick and pedals shal1
have spring force when moved fran their detent position. “
5.3 Helipilot Engage Tests
5.3.1 Momentarily press the HPl pushbutton on the Helipilot Controller.
The HP1 ON and ATT legends will illuminate and remain engaged if the gyro
ATTflag in the pilot’s ADI has retracted.
5.3.2 Press the SAS/ATT pushbutton. The ATT legend W-ll extinguish and the SAS
legend shall illuminate.
5.3.3 Press the HP2 pushbutton. l%e HP2 ON and ATT legend W-ll illuminate if
the ATT flag in the copilot’s ADI has retracted. The SAS legend shall
extinguish.-
Ground Check
Table 301 (cent)
22-15“00
Page 304
May 1/81
-.
MAINTENANCE
~~~~=Er?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
5.3.4 Pull the PILOT ATTD 115 V ac circuit breaker. The HP1 ON legend shall
extinguish; the HP2 ON and ATT legends shall renain on. The AFCS caution
light shall illuminate.
5.3.5 Reset the PILOT ATTO 115 V ac breaker. Press the SAS/ATT switch to engage
the SAS mode. Reengage the HP1. HP1 ON and ATT legends shall illuminate
while the SAS legend extinguishes.
5.3.6 Pull the CPLTATTD 115 V ac circuit breaker. The HP2 ON legend shall
extinguish; the HP1 ON and ATT legends shall remain on. The AFCS caution
light shall illuminate. Reset the CPLTAITD 115 V ac breaker.
,.
5.4 ATTGain/Gain Doubling Tests
5.4.1 Tilt the pilot’s VG to simulate a 5-degree pitch up attitude. The pitch
API shall indicate maximum downward deflection.
5.4.2 Press the HP2 pushbutton. The HP2 legend shall illuminate and the pitch
API shall reduce to a 50-percent downward deflection. Level the gyro.
5.4.3 Disengage HP2. !bmentarily press the FTR. Tilt the pilotgs VGto
simulate 5-degree left roll
a attitude. The roll API shall indicate
maximun right deflection.
5.4*4 Enga e HP2. The roll API shalt reduce to a 50-percent right deflection.
Leve? the gyro.
5.4*5 Disengage HP1. Tilt the copilot’s VG to simulate a 5-degree left rol1
attitude. The roll API shall indicate maximum right deflection.
5.4.6 Hold the SYS 2 switch and engage HPl.- The SYS 2 roll API shall reduce to
a 50-percent right deflection. Release the SYS 2 sm”tch.
5.4.7 Tilt the copilot’s VGto simulate a 5-degree pitch up attitude. Press and
hold the SYS 2 sw”tch. The SYS 2 pitch API shall indicate 50-percent
downward deflection. Disengage HP1. The SYS 2 API shall indicate maximum
downward deflection. Release the SYS 2 sm”tch and level the gyro.
Manentarily press FTR.
5.5 All Beep/Trim Computer Tests (Auto Trim)
5.5.1 Hold the pilot’s four-way beep switch in the forward position for
approximately 5 seconds. Beep left for approximately 5 seconds and note
that the pitch and roll API remain centered.
5.5.2 Disengage HP2 and engage HPI. Repeat step 5.5.1.
Ground Check
Table 301 (cent)
22-15-00
Page 305
May 1/81
MAINTENANCE
~~~”E%?~ MANUAL
FLIGHT SYSTEMS
BELL 412
A~/l~NICs DlvlsloN
5.5.3 Position the cyclic stick to the full aft position. Enga e HP2. Beep
forward on the cyclic beep switch to obtain one-half need7ewidth downward
deflection on the pitch-API. Observe that the pitch API deflection moves
downward. Men approximately a 25-percent deflection is reached, the
cyclic stick shall move forward and the API shall return toward center.
5.5.4 Move the cyclic stick 5 cm aft (out of detent); the auto trimming shall
stop.
5*5.5 Allow the stick to return to the detent position. Disengage HP1 and note
that the trimming stops.
5.5.6 Reengage HP1 and momentarily press FTR. Position the cyclic stick to the
full aft position. Beep forward on the cyclic beep switch for 3 seconds.
The time for the cyclic to travel fran the full aft position to the full
forward position shall be 60 A 15 seconds.
5.5.7 Momentarily press FTR.
Beep the cyclic aft approximately one-half needlewidth up. Observe the
API slowly drifts further up and that, at approximately a 25-~rcent
deflection, the cyclic drives aft and the API returns toward center.
Disengage tJP2and note that the cyclic stops trimming.
5.5.8 Engage HP2. Momentarily press FTR and pl ace the cyclic to the ful 1
forward position.
Beep aft on the cyclic beep switch for3 seconds. The time for the c clic
to travel frun the full forward position to the full aft position shaz 1 be
60 ~ 15 seconds.
5.5.9 Momentarily press the FTR button. Beep the cyclic right to obtain
one-half needlewidth deflection on the’roll /@I. Observe that the API
slowlv drifts further riaht. Men a 25-r)ercentdeflection is obtained.
the C-X1ic shall drive r~ght and the API’shall return toward center. -
5.5.10 Move the cyclic stick left 5 cm (out of detent); the trimming motion
shall stop;
5.5.11 Allow the stick to return to the detent position. Disengage HP1 and note
that the cyclic stops trimming.
5.5.12 Reengage HPI. Momentarily press ~R and position the cyclic to the full
left position.
Beep the cyclic

beep sw”tch right for 3 seconds. The time for the c lic
to travel from the full left position to the full right position shaY 1 be
60 ~ 15 seconds.
Ground Check
Table 301 (cent)
22-15-00
Page 306
hy 1/81
MAINTENANCE
+SPERW FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
5.5.13 Momentarilypress FTR.
Beep the cyclic left to obtain a one-half needlewidth deflection.

Observe that the API slowly drifts further left. When a 25-percent
deflection is obtained, the cyclic shall drive left and the API shall
return to near center.
5.5.14 Disengage HP2 and note that the cyclic stops trimming.
5.5.15 Reengage HP2. Momentarily

-. press FTR and position the cyclic to the full
right @sition.
Beep the cyclic beep switch left for 3 seconds. The time for the cyclic
to travel from the full right position to the full left position shall be
60 ~ 15 seconds.
5.6 SAS Mode Tests
Initial Switch Positions:
HP1 - ON
- OFF
~:/ATT - SAS
Force Trim - ON
5.6.1 Momentarily press the FTR switch. Tilt the pilot’s VGto simulate a
5-degree pitch up attitude. The pitch API shall initially deflect
downward and then slowly return to center in approximately 30 seconds.
Level the gyro.
Tilt the pilot’s VGto simulate a 5-degree roll right attitude. The roll
API shall deflect left and then slowly return to center in approximately
30 seconds.
5.6.3 Return the pilot’s VG to level position. Fbmentarily press FTR.
Move the cyclic 1 inch right. The roll API shall deflect maximum right.
Pull the cyclic 1 inch aft. The pitch API shall deflect fully upward.
5.6.5 Disengage HP1 and engage HP2 in the SAS mode. Tilt the copilot’s VG to
simulate a 5-degree nose-up attitude. The pitch API shall deflect
downwati and then slowly return to center in approximately30 seconds.
Ground Check
Table 301 (cent)
22-15-00
Page 307
May 1/81
MAINTENANCE
+-7-ERw
FLIGHT SYSTEMS
MANUAL
BELL 412 “
AVIONICS DIVISION
Tilt the copilot’s VGto simulate a 5-degree roll right attitude. The
roll API shall deflect left and then slowly return to center in
approximately 30 seconds.
5.6.7 Return the copilot’s VG to level position. Fbmentarily press FTR.
Move the cyclic 1 inch right. The roll API shall deflect maximum right.
Push the cyclic 1 inch forward. The pitch API shal1 deflect fully
downward.
5.7 Yaw Axis Tests
5.7.1 Engage HP1. Rotate the rate gyro to simulate a right yaw condition.
While the adjustment is made, yaw API shall deflect left.
5.7.2 Connect an air data test set to the copilot’s pitot. Simulate a 100-knot
airspeed. Tilt the pilot’s VG to simulate a 20-degree rol1 right
attitude. The yaw API shall initialIy deflect right and then S1owly
return to center.
5.7.3 Apply 1 inch right pedal and observe that the yaw API is not affected by
this motion.
5.7.4 Reduce the simulated airspeed to40 knots. Apply 1 inch right pedal. The
yaw API shall deflect maximun right. Return the pedals to neutral. The
API shall deflect to slightly left of center and then slowly return to
neutral.
5.7.5 Tilt the pilot’s VG to simulate a 5-degree rol1 right and rol1 left
attitude and observe that this action has no affect upon the yaw API.
Ground Check
Table 301 (cent)
22-15-00
Page 308
May 1/81
MAINTENANCE
+>=ERW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
6. FLIGHT DIRECTOR (NAVC) CHECKOUT PROCEDURE
Before testing the Flight Director, ensure that the navigation radios .and
“ gyros are operational.
Apply po~r in accordance w“th paragraph 4.2. The SBY annunciator on the
Mode Selector shall light upon power application.
6.1 Logic Tests
6.1.1 Prior to receiving gyro valids, engage HDG and VS modes on the Mode
Selector. The HDG and VS annunciator shall light and the ADI pitch and
roll command bars shall be out of view.
6.1.2 After 3 minutes following povm application, the ADI/HSI flags shall
indicate the following:
HSI - HDG flag out of view
ADr - ATT and FD flags out of view and pitch and rol1
cunmand bars shall come into view.
6.1.3 Press and hold Mode Selector SBY pushbutton. All lights on the Mode
Selector and Helipilot Controller shal1 1ight. The FD flag on the ADI
shall also be in view.
Release the Mode Selector SBY pushbutton.
6.1.4 Turn the pilot’s Instrument Light M“tch on. Press and hold the remote
S8Y pushbutton on the pilot’s cyclic stick. All lights on the Mode
Selector shall be lit dimly.
6.1.5 Turn the Dilot’s Instrument Liqht sw”tch off. Press and hold the remote
SBY switch on the copilot’s cfilic. All lights on the Mode Selector and
Helipilot Controller shal1 be lit.
6.2 Heading Mode and ATT Feedback Tests
6.2.1 Set the heading bug on the HSI to the aircraft heading. Engage the HDG
mode on the Mode Selector. The HDG annunciatoron the Mode Selector shall
light and the roll camnand bar on the ADI shall center.
6.2.2 Set the heading bug on the HSI to 10 degrees right of the aircraft
heading. Tilt the pilot’s VGto simulate a 10 f l-degree right roll
attitude to center the ADI roll bar.
Ground Check
Table 301 [cent)
.
22-15-00
Page 309
May 1/81
MAINTENANcE
~>~”Em*~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
6.2.3 Set the heading bug on the HSI to 45 de rees right of the aircraft heading
and tilt the fJllOt S VG tO simulate a 28 ~ 2-de pee right roll attitude.
The ADI roll ccmmand bar shall be centered. Se? the heading bug on the
HSI to 45 degrees left of aircraft heading and tilt the pilot’s VGto
simulate a 20 ~ 2-degree left ‘oil attitude= The MI roll c~mand bar
shall be centered. Return the VG to level position.
6.2.4 Engage the VS mode on the Mode Selector. The pitch bar on the shall ADI
center. Tilt the pilot’s VG to simulate a 5-degree pitch down attitude.
The pitch bar shall move up and slowly return to center in 10 seconds.
Return the pilot’s VGto level position.
6.3 VOR Mode Tests
6.3.1 Set the course pointer on the HSI to aircraft heading. Usin a VOR/ILS
test set, transmit a VOR radial positioning the aircraft 10 i egrees right
of the selected course. Turn on No. 1 and No. 2 navigation radios and
tune to the transmitted signal. The HSI and ~S deviation bars shall
displace full-scale left and the TO-FROl pointers shall display TO for
each radio. In addition, check the following:
HSI - NAV flag, Glide Slope pointer and flag are retracted
6.3.2 Engage the NAV mode on the Mode Selector. The NAVARM and HDG
annunciators shall light and the ADI roll ccmnand bar shall still respond
to the heading bug.
6.3.3 Rotate the cwrse pointer on the HSI 10 degrees left. The course
deviation bar shal1 be centered, the Mode Selactor HOG and NAV ARM
annunciator shall be out, and the NAV CAP legend shall be lit. The ADI
roll command bar shall be displaced left.
6.3.4 After-approximately 3 minutes, the roll canmand bar shall slowly return
toward center.
Press SBY and align the course pointer to the aircraft heading.
6.4 0SS, VOR Mode Tests
6.4.1 ~:nfl~~ a VOR radial corresponding to the aircraft heading. Engage the
NAV CAP shall be lit and the roll camnand bar shall be
centered:
Ground Check
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MANUAL
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AVIONICS DIVISION
6.4.2 Simultaneously start timer and rapidly change (step function if possible)
the transmitted VOR signal positioning the aircraft 10 degrees right of
the selected course.. After approximately40 seconds, the roll bar shall
deflect left.
6.4.3 Press SOY. Repeat test 6.4.1. Rapidly change the transmitted VOR signal
positioning the aircraft 10 degrees right of the selected course. Rotate
the course pointer 5 degrees clockm”se, the roll bar shall move to the
right. Realign the course pointer to the aircraft heading.
6.5 VOR APR Mode Tests

.
6.5.1 Press SBY. Engage the VOR APR mode on the Mode Selector. The VOR APR ARM
and HDG annunciators shall light and the ADI roll ccmmand bar shall still
respond to the heading bug.
6.5.2 Rotate the course pointer on the HSI 10 degrees ccw. The course deviation
bar shall be centered, the Mode Selector VOR APR ARM and HOG annunciator
shall be out, and the VOR APR CAP legend shall be lit.
6.5.3 The roll cunmand bar shall slowly return toward center in approximately20
seconds.
6.6 0SS, VOR APR Mode Tests
Press SBY.
6.6.1 Realign the course pointer to the aircraft heading. Transmit a VOR radial
corresponding to the aircraft heading. Engage the VOR APR mode. VOR APR
CAP shall be lit and the roll cunmand bar shall be centered.
6.6.2 Rapidly change the transmitted VOR signal positioning the aircraft 6
degrees right of the selected course. The roll ccmand bar shall
initially deflect left, return to center for approximately 4 seconds, then
deflect 1eft.
6.7 ILS Mode Tests
6.7.1 Engage the SBY mode on the Mode Selector. Set the VOR/ILS test set to a
localizer frequency and adjust deviation for full-scale left (greater than
two dots) deflection (aircraft right of desired course).
Pull the 28 VDC RADIO ALT circuit breaker (if applicable). Tune NAV
radios to localizer frequency.
Engage the ILSmode on the Mode Selector. The HOG, NAV ARM, and ILS ARM
annunciators shall be illuminated. Observe that the Glide Slope flag and
pointer are in view and theADI roll bar responds to the heading bug.
Ground Check
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BELL 412
AVIONICS Dlvk310N
6.7.2 Reduce deviation on VOR/ILS test set to sli tly less than 2 de rees two
dots). The Mode Selector HDG annunciator s rall be out and the %1 roll
camnand bar shall be displaced left.
6.7.3 Rotate the HSI course knob cw 30 degrees. The AOI roll command bar shall
move towar% center. Engage SBY mode on the Mode Selector.
6.7.4 Rotate the HSI course knob until course pointer indicates 180 degrees fron
aircraft heading. Engage the BCmode on the Mode Selector. The ADI roll
canmand bar shall displace right.
6.7.5 Rotate the HSI course knob ccw 30 degrees. The ADI roll canmand bar shall
move toward center.
6.7.6 Vary deviation on VOR/ILS test set. The ADI and tlSIdeviation shall track
in the same direction..
6.7.7 Rotate the HSI course knob to align the course pointer m”th the aircraft
heading.
Set the VOR/ILStest set localizer deviation to zero and glide slope
deviation to maximun up (aircraft belw beam). The glide S1ope pointer on
the HSI shal1 indicate full-seale up and the GS flag on the HSI shal1 be
out of view.
.
6.7.8 Engage the ILS and ALT modes.
The NAV CAP, 11S ARM, and ALT annunciators shal1 light and the AD I pitch
and roll canmand bars shall be centered.
6.7.9 Reduce the lide slope deviation on VOR/ILS test set to zero. The Mode
Selector ALf and ILS ARM shal1 go out and the ILS CAP annunciator shal1
light. The ADI pitch cumnand bar shall move down slightly at GS capture
and slowly return to center.
6.7.10 Set the VOR/ILS test set glide slope deviation to maximun down (aircraft
above beam). The ADI pitch camnand bar shall move down.
6.7.11 LOC Progranner/Flare Command (only applicable if a Radio Altimeter is

installed).
Set the VOR/ILS test set glide slope deviation for zero deviation.
6.7.12 Simultaneously engage the 28 VDC RADIO ALT circuit breaker and start the
timer, After 1 minute. the Radio Altimeter Indicator shall read zero and
the Indicator OFF flag-shall be retracted. The pitch bar shall remain
centered.
Ground Check
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AVIONICS DIVISION
6.7.13 After approximately 2 minutes, the pitch bar shall move up indicating a
climb cormnand.
6.7.14 Pull the 28 VDC RADIO ALT circuit breaker; the pitch bar shall bias from
view.
6.8 Air Data Mode Tests
6.8.1 Engage GA on the Mode Selector. The NAV CAP and ILS GS annunciators shall
extinguish and the GA annunciator shall illuminate. The pitch bar on the
ADI shall remain centered.
6.8.2 Connect an air data test set to theAFCS/NAVC pitot static system and
simulate a 750-fpm rate of climb at an airspeed of 100 knots. The pitch
bar shall center.
6.8.3 Engage the VS mode on the Mode Selector maintaining a 750-fpm rate of
climb. The pitch bar shall remain centered.
6.8.4 SirrulateO fpm, the pitch bar shall move up.
6.8.5 Press and hold the pilot’s four-way beep switch to the forward position.
The pitch bar shall move toward center.
6.8.6 Press and hold the pilot’s four-way beep switch to the aft position. The
pitch bar shall move up.
6.8.7 Repeat the above tests (6.8.5 and 6.8.6) using the copilot’s beep switch.
6.8.8 Engage the ALT mode on the Mode Selector. With O fpm input to the
pitot-static system, the pitch bar shall be centered.
6.8.9 Decrease the simulated altitude by 50 feet. The pitch bar shall move up.
6.8.10 Sinulate a 100-knot airspeed and engage AS on the Mode Selector. The AS
annunciator shall light and the pitch bar on the ADI shall be centered.
6.8.11 Decrease the sinulated airspeed to 90 knots, the pitch bar shall move
down.
6.8.12 Press and hold the pilot’s four-way beep switch in the aft position. The
pitch bar shall move towards center.
6.8.13 Hold the pilot’s beep switch forward. The pitch bar shall move down.
Repeat the above tests (6.8.2 and 6.8.13) using the copilot’s beep
switch. Remove the air data test set.
Ground Check
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MANUAL
BELL 412
AVIONICS DIVISION
7. COUPLING TESTS
Initial Switch Positions: -
Inverter 1 - ON
Inverter 2 - ON
Force Trim - ON
7.1 Engage both HP1 and HP2 in the ATT mode. Engage HDG on the Mode Selector.
Observe that the CPL light on the Helipilot Controller illuminates.
7.2 Engage the VS mode on the Mode Selector. Turn the heading select knob on
the HSI to 10 degrees right of aircraft heading. 8eep the cyclic stick trim
button aft. The pitch API shall deflect up and the roll API shall deflect
right. Press the SYS 2 switch. The SYS 2 API’s shal1 track the SYS 1
API’s.
7.3 Press the CPL pushbutton on the Helipilot Controller. The CPL legend shall
extinguish and the pitch and roll API shall move to center.
7.4 Press the CPL pushbutton again. The CPL legend shall light and the pitch
and roll API’s shall deflect.
7.5 Press the HPl pushbutton on the Helipilot Controller. The HP1 legend shall
extinguish, the CPL legend shall extinguish, the DCPL legend on the
instrument panel shall light and the pitch and roll API’s shall move to
center. Press the SYS 2 sm”tch. SYS 2 API’s shall be centered.
7.6 Press the HPl pushbutton again. The HPl and CPL legends shal1 light. The
DCPL legend shall extinguish. The pitch and roll API’s shall deflect.
7.7 Press the HP2 pushbutton on the Helipilot Controller. The HP2 legend shall
extinguish, the CPL 1egend shall extinguish, and the DCPL legend shal1
light. The pitch and roll API’s shall nmve to center. Press the SYS 2
SWi tch. SYS 2 API’s shall be centered.
7.8 Press the HP2 pushbutton again. The HP2 and CPL le end shall li ht. The
DCPL legend shall extinguish. The pitch and roll #1’s shal1 de% ect.
7.9 Align the heading select bug with the aircraft heading. En age both the HOG
and the VS modes. Move the heading bug 10-degrees right. ?he roll API
shall deflect right.
7.10 Tilt the Dilot’s VG to simulate a 10-de9ree rol1 right attitude. The rot1
API shall-center. Return the VG and t% heading bug to zero. (It may be
necessary to initially move the VG more than 10 degrees in order to
canpensate for integral control.)
Ground Check
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BELL 412
AVIC)NICS DIVISION
7.11 Hold the cyclic beep switch aft for approximately 2 seconds.
7.12 Quickly tilt the pilot’s VG to simulate a 5-degrees pitch up attitude. lhe
pitch API shall initially center, but then slowly deflect to 60 percent
down.
7.13 Engage the ALT mode. Quicklytiltthe ild‘s VG to siml ate a 5-degree
pitch down attitude. The pitch API shaf1 initially deflect up, but then
slowly return toward center.
7.14 Press SBY. Take care to align the heading bug exactly to aircraft heading
and the pilot’s VG to zero roll attitude.
7.15 Engage the HDG mode and observe the rol1 API. Rotate the heading select
bug until the roll API deflects just S1ightly right. The rol1 API shal1
continue to drift right slowly. Quickly press the SYS 2 switch. The SYS 2
API shall track the SYS 1 API.
7.16 Disengage HDG and engage the VS mode. Beep the cyclic trim switch aft
until the pitch API deflects slightly upward. The API shall continue to
move up slowly. Press the SYS 2 switch. The SYS 2 API shal1 track the SYS
1 API.
7.17 Disengage the VS mode. Align the heading bug to the aircraft’s heading.
Engage HDG and VS on the mode selector.
7.18 Move the cyclic stick forward and right. The roll API shal1 deflect left
and the pitch API shall deflect down. Press the SYS 2 switch. SYS 2 API’s
shall track SYS 1 API’s.
7.19 Press S8Y. Press FTR. Disengage HP1 and HP2.
Ground Check
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<~s~”Em<~ MANUAL -
FLIGHT SYSTEMS
BELL 412
AvIONICs DIVISION
SECTION 5
FAULT ISOLATION
1. General
This section provides faulty component isolation (table 401) as an aid in

troubleshooting the System should any failure occur during GROUND CHECK.
2. Procedure
The purpose of this troubleshooting procedure is to assist the technician in

using the mode flow diagrams to determine which component of the system has
failed. This procedure has been written in a simplified form, such that the
technician, with a standard VOM, should be able to isolate the failed
canponent in nearly all cases.
It is important to remember that the Integrated Flight Control System is

composed of three nearly independent subsystems. These subsystems consist of
the foll~”ng components:
1. Helipilot No. 1“
a) TARSYN No. 1 Vertical Gyro

b Helipilot Computer No. 1
I 1/2 Helipilot Controller
:) Three Linear Actuators (Pitch, Rol1, and Yaw)
e) Three Control Position Potentiometers (Pitch, Rol1 and Yaw)
f) Trim Computer
9) Trim Actuators (Pitch and Rol1)
2. Helipilot No. 2
a TARSYN No. 2 Vertical Gyro

b Helipilot Computer No. 2
c I 1/2 Helipilot Controller
d) Two Linear Actuators (Pitch and Rol1)
e) Two Control Position Potentiometers (Pitch and Rol1)
f) Trim Computer
9) Trim Actuators (Pitch and Rol1)
3. Flight Director
a) Flight Director Computer

b) Flight Director Mode Selector
c) Pilot’s ADI
d) Pilot’s HSI
e) TARSYN No. 1 Vertical Gyro
f) Altitude Sensor
9) Airspeed Sensor
h) Radio Altimter
i) Collective Position Potentiometer
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AVIONICS DIVISION
Since these subsystems will each operate independently, it is important

to attempt to isolate the system fault to one of the above-mentioned
subsystems.
When a problem has been discovered or reported, refer to the appropriate

section of this procedure and the corresponding mode flow diagram which
addresses the particular mode in question.
NOTE: Since the two Helipilot Computers are identical, many

problems can be isolated by temporarily switching the two
Helipilot Computers. Likewise, w“th the TARSYN gyros,
and pitch and roll Linear Actuators, by temporarily
interchanging system No. 1 and No. 2 components, many
failures can be quickly isolated to a particular unit
or cable assembly.
22-15-00
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FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
AFCS
Malfunction Mode Flow Diagram Troubleshooting Procedure
System fails to Helipilot No. 1 or Remove Helipilot Computer. Press and hold
engage No. 2 Engage Logic, HP1/HP2 engage switch. Measure 28 V dc on
figure 201 or202. 9A1/9A2Pl-B8, B16, and B62 (B62 on
Helipilot No. 1 only). Release engage
SWitch .
Measure 26 V ac on 9A1/9A2Pl-B14 (Gyro

Valid).
Remove the Helipilot Controller and measure

continuity bet~en the following pins.
9A3P1-D to 9A1PI-B7
9A3P2-D to 9A2P1-B7
If the above measurements are ok, install

Helipilot Controller and jumper
9A1/9A2Pl-B8 to B7 .
Engage HP1/HP2. If the Helipilot

controller will not engage, replace the
controller.
System fails to Helipilot No. 1 or Remove Helipilot Computer. Press and hold
hold attitude No. 2 Engage Logic, HP1/HP2 engage switch.
figure 201 or 202.
hkasure 28 V dc on 9A1/9A2Pl-Bll and A36.
Measure O V dc on 9A1/9A2Pl-A31 and A41

with the Flight Director Computer in SBY.
Release the engage switch.
If 13 V dc is present on 9A1/9A2Jl-A31 or
A41, remove the Helipilot controller and
measure O V dc at 9A3J1-F, G, and Z and +13
V dc at 9A3J1-J m“th the Flight Director
Computer in SBY.
Fault Isolation Procedures

Table 401 22-15-00
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&~~EF<Y MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
AFCS
Malfunction Mode F1ow Diagran Troubleshooting Procedure
System fails to Helipilot Computer Tilt TARSYN No. 1 to simulate a 10° right
hold attitude Roll Axis, figure bank. The voltage at 9A1J1-13(+) to 14(-)
(cent) 203. shall be s2Vac.
Tilt TARSYN No. 2 to simulate a 10° right

bank. The voltage at 9A2J1-13(+) to 14(-)
shall be = 2 V ac.
Helipilot Computer Tilt TARSYN No. 1 to simulate a 10° pitch

Pitch Axis, figure up. The voltage at 9A1J1-11(+) to 12(-)
204. shall be = 2 V ac.
Tilt TARSYN No. 2to simulate a 10° pitch

up. The voltage at 9A2J1-11(+) to 12(-)
shall be ~2Vac.

Table 401 (cent) 22-15-00
Page 404
May 1/81
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::NWCE
BELL 412
AVIONICS DIVISION
Auto Trim
Roll Auto Trim Roll Axis Automatic Disconnect Trim Computer. With HP1 and HP2
inoperative Trim, figure 206. engaged, measure for voltage on the
foilowing pins of 9A4P1:
9A4P1-1 and -3(H) to gnd (C) = 26 V ac.
9A4P1-39(+) to gnd (-) = 28 V dc.
Reconnect the Trim Computer and remove

Helipilots. Jumper 9A1/9A2Pl-7 and 8.
Engage HP1 and HP2.
Apply a gnd to 9A1P1-A59 and 9A2P1-A59.

With hydraulics applied, the cyclic
control should trim right.
Remove gnd fran 9A1/9A2Pl-A59 and apply to

A60 of both Helipilots. Cyclic stick
should trim left.
If trim is still nonfunctional, check

continuity of wires between 9A4P1 (Trim
Ccmputer) and 9B7P1 (Rol1 Trim Motor).
Pitch Auto Trim Pitch Axis Automatic Disconnect Trim Computer. With HP1 and HP2
inoperative Trim, figure 207. engaged, measure for voltage on the
fol1owing pins of 9A4P1:
9A4P1-1 and -3(H) to gnd (C) = 26 V ac

9A4P1-7(+) to gnd (-) = 28 V dc.
Reconnect the Trim Computer and remove

Helipilots. Jumper 9A1/9A2Pl-7 and 8.
Engage HP1 and HP2.
Apply a gnd to 9A1P1-A58 and 9A2P1-A58.

With hydraulics applied, the cyclic
control should trim aft.
Remove gnd frun 9A1/9A2Pl-A58 and apply to

A57 of both Helipilots. The cyclic should
trim forward.
If the trim is still nonfunctional check

continuity of wires between 9A4P1 ~Trim
Computer) and 9B6P1 (Pitch Trim Motor).

Table 401 (cent) 22-15-00
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FI.IGHT SYSTEMS
BELL 412
AVIONICS DIVISION
FLT DIR SYS
Mode fails to Mode Selection Logic Remove the Flight Director Computer and
engage Diagram,figure 209. measure continuity through the Mode
Selector switches from the Flight Director
Computer connector.
Mode annunciator Mode Selection Logic 1. Replace bulb in Mode Selector.

fails to Diagram, figure 209. (Switch le ends pul1 out fran
illuminate when the front.Y
mode is engaged
2. Measure resistance through the Mode
Selector bulb and diode from the
Flight Director Computer connector.
(+ on 9A5P1-A8 or A9 should
yield s lk ohm)
Heading Mode Heading Select and Set the Heading Cursor on the HSI 10° right
inoperative Go-Around Mode Flow of the present aircraft heading (roll right
Diagram, figure 210. command). Remove the F1ight Director
Computer and measure the voltage at
9A5P1-A35(H) to A37(C). The voltage should
be s3.9 V ac.

bank. The voltage at 9A5P1-A14 to A15
should be s2.O V ac. Return TARSYN to
level position.
Reinstall the Flight Director Computer and

engage the HDG mode. The ADI vertical
canmand bar shall be displaced =1/8 in. to
the right. Tilt the TARSYN No. 1 to
simulate a 10° right bank. The vertical
cumnand bar shall center. Return TARSYN to
level position. Remove the Helipilot
Computers and measure the voltage at
9A1/9A2Pl-A40 to ground. This voltage
should be approximately +2.5 V dc.

Table 401 (cent)
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AVIONICS DIVISION
FLT DIR SYS
Lateral Radio NAV (VOR/LOC), VApR, Set the course pointer on the HSI 10° right
Navigation Modes and BC, figure 211. of the present aircraft heading. Remove
NAV (VOR/LOC), the Flight Director Computer and measure
VAPR, and BC the voltage at 9A5P1-A40(H) and A37(C).
inoperative The voltage should be s3.9 V ac.

bank. The voltage at 9A5P1-A14 to -A15
should be s 2.0 V ac. Return TARSYN to
level position.
NAV RECEIVER TESTS
NOTE : In order to test the NAV receiver

interface to the Flight Director Computer,
a radio transmitter test set is required to
generate the VOR/LOC signals.
VOR
Align the course pointer to the present

aircraft heading. Transmit a VOR signal
positioning the aircraft 10” right of the
station. Remove the Flight Director
Canputer. The NAV Flag on the HSI shall
not be in view. The voltage at 9A5P1
connector pins shall be as follows:
The resistance from 9A5PI-A22 (+) to gnd(- )

should be >1 megohn.
Fault Isolation Procedures 22-15-00

Table 401 (cent)
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FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
FLT DIR SYS
Lateral Radio LOC

Navigation Modes
NAV (VOR/LOC), Transmit a LOC signal positioning the
VAPR, and BC aircraft 1° right of beam center. (2 dots
inoperative right deflection on the HSI). The NAV Flag
(cent) on the HSI shall be in view. The voltage
at 9A5P1 connector pins shall be as
fol1Ows :
A20(+) to A21(-) = +0.075 V dc

A16(+) to GND(-) = +28 V dc
The resistance from 9A5P1-A22(+) to gnd(-)

should be <Ik ohn.

remove the Helipilots. With the above
conditions for LOC, engage the ILS mode.
Decrease the LOC deviation until NAV CAP is
obtained (~1-1/2 dots). Set the LOC
deviation to 1 dot (right) and measure the
voltage at 9A1/9A2Pl-A40. The voltage
should be S5 V dc.

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BELL 412
AVIONICS DIVISION
FLT DIR SYS
Glide slope or ILS (Glide slope and Remove the Flight Director Computer and
Auto-Level Auto-Level), figure tilt TARSYN No. 1 to simulate alOO nose-up
inoperative 212. command. The voltage at 9A5P1-B27 to B28
should be 2 V ac.
Return TARSYN to level position.
Check for the follow”ng voltages on

connector 9A5P1:
Bll(+) to B19(-) s -0.4 mV dc (Radio

Altimeter)
B35(+) to grid(-)s 28 V dc (RAD ALT Valid)
GLIDE SLOPE RECEIVER TESTS
NOTE: In order to test the GS Receiver

interface to the Flight Director Computer,
a radio transmitter test set is required to
generate a glide slope signal.
Transmit a valid GS signal and adjust the

deviation for two dots nose-up cumnand.
Check for the following voltages on

connector 9A5P1:
B16(+) to B17(-) = 0.15 V dc

B7(+) to GND(-) ~ +28 V dc
Pull the radio altimeter circuit breaker.

remove the Helipilot Computers.

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AVIONICS DIVISION
FLT DIR SYS
Glide Slope or To engage the 11S mode first transmit a

Auto-Level valid LOC signal and press the 11S switch.
inoperative
(cent) With zero localizer deviation, the NAV
mode will capture. Now generate the
corresponding GS signal with zero GS
deviation, the NAV CAP and 11S GS legends
shall be lit. Adjust the GS deviation to
obtain 1/2 dot deviation up conunand. The
ADI pitch bar shall be displaced up 1/8
in. The voltage at 9A1/9AZPl-A32 shall be
E -5 V dc.
Adjust the GS deviation to zero and press

in the radio altimeter circuit breaker.
The ADI pitch bar shall remain at center
for approximately 2 rein,then displace up
1/8 inch indicating a flare command.
Fault Iso]atjon Procedures

Table 401 (cent)
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FLIGHT SYSTEMS
BELL 412
AVIONICS DIvISION
FLT DIR SYS
Altitude Hold, Altitude, Vertical If Altitude Hold, Vertical Speed, and

Vertical Speed Speed, Airspeed, and Go-Around are inoperative, remove connector
Hold, or Go Go-Around Mode Flow 9A7P1 from the altitude sensor and measure
Around Diagram, figure 213. the following voltages:
inoperative
4(+) to l(-) =+15 Vdc
5(+) to l(-) = -15 V dc
Measure continuity between 9A7P1-6 and

9A5P1-A44, also between 9A7P1-7 and
9A5P1-A45.
If the above measurements are OK and the

static line to the sensor is clear, replace
the altitude sensor.
NOTE: If any of the above modes are

functional, the altitude sensor must be
operational.
Airspeed Mode Altitude, Vertical Remove connector 9A8P1 from the Airspeed
inoperative Speed, Airspeed, and Sensor and measure the following voltages:
Go-Around Mode Flow
Diagram, figure 213. B(+) to A(-) = +15 V dc
C(+) to A(-) = -15 V dc
D(+) to A(-) = -10 V dc
E(+) to A(-) = +2.5 V dc
If the above measurements are OK and the

pitot and static lines to the sensor are
clear, replace the airspeed sensor.

Table 401 (cent)
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FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
FLT DIR SYS
Malfunction Mode F1ow Diagram Troubleshooting Procedure
AS or W beep Altitude, Vertical Measure continuity from the following pins

inoperative Speed, Airspeed, and to grid.
Go-Around Mode Flow
Diagrm, figure 213. Press and hold the cyclic beep switch
forward.
9A5P1-B24 to gnd = (<1 ohm)

9A5P1-B99 to gnd = (<1 ohm)
9A5P1-B25 to gnd = open
Press and hold the cyclic beep switch aft.

9A5P1-B25 to gnd = <1 ohm)
9A5P1-B98 to gnd = [<1 ohm)

Table 401 (cent)
22-15-00
Page 412
May 1/81
MAINTENANCE
+5T”ER<Y
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
COMPASS SYSTEM
Compass has a Compass System Flow Check continuity from the Flux Valve to the
fixed heading Diagran, figure 215. Compensator and frun the Compensator to the
error when TARSYN directional gyro. If continuity
slaved to the checks OK, suspect the Flux Valve.
F?ux Valve
Compass has Compass System Flow Disconnect the gyro and check continuity
excessive drift Diagram, figure 215. through the slave/free switch and the
or fails to sync manual sync switch located on the gyro
or slave control panel.
Heading invalid. Compass SystemFlow 1. Remove Fiaht Director Conmuter and

HSI HDG flag in Diagram, figure 215. check-for s 26 V dc at 9A5P1-h3 to grid.
view or roll bar
biased out of 2. Remove HSI and check for a ground at
view when HDG 3405DSIP1-GG.
mode is engaged.
Canpass System Compass System Flow Disconnect connector 3407MP1PI/3407MP2P1

inoperative Diagram, figure 215. and check for s26 V ac at pins H and J.
Check for continuity between the follow”ng

pins:
TARSYN directional ctyro HS I

Table 401 (cent)
Page 413/414
May 1/81
MAINTENANCE
~>~ER?v MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
SECTION 6
INTERCONNECTS
This section provides system interconnect information (figure 501) as an aid in

troubleshooting the System should any failure occur during GROUND CHECK.
22-15-00
Page 501
May 1/81
MAINTENANCE
+S5ER?Y
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
MATINGCONNECTOR
COMPONENT DESIGNATION MATINGCONNECTOR
TYPE
TARSYNNO.1 P3002 MS3126E22-55SY
3407MP1P1 MS3126E18-32S
TARSYNNO.2 P3000 MS3126F22-55SY
3407MP2P1 MS3126E18-32S
PILOT’SADI P14 MS3126E18-32SY
COPILOT’SADI P15 MS3126E18-32SY
PILOT’SHSI 3405DSIP1 MS3126E24-61S
COPILOT’S
HSI 3405DS2P1 MS3126E24-61S
HELIPILOT
COMPUTER
NO. 1 9AlPl DPX2MA-67S-67S-33B-OO01
HELIPILOT
COMPUTER
NO.2 9A2P1 DPX2MA-67S-67S-33B-OO01
HELIPILOT
CONTROLLER 9A3P1 MS3126F18-32S
9A3P2 MS3126F18-32SW
TRIMCOMPUTER 9A4P1 MS27473E16A55S
API ASSEMBLY 9AllPl MS3476L14-19SY
YAW RATE GYRO 9A16P1 TED MFG B1700
PITCH ACTUATORNO. 1 9B1J1 MS3120E14-19S
ROLL ACTUATORNO. 1 9B2J1 MS3120E14-19S
YAW ACTUATOR 9B3J1 MS3120E14-19S
PITCHACTUATORNO.2 9B4J1 MS3120E14-19S
ROLLACTUATORNO.2 9B5J1 MS3120E14-19S
PITCHPOSITIONPOTNO. 1 J3018 MS347OL1O-6S
ROLLPOSITIONPOTNO. 1 J3022 MS347OL1O-6S
YAW POSITION
POT J3020 MS347OL1O-6S
PITCHPOSITIONPOTNO.2 9MT4J1 MS347OL1O-6S
ROLLPOSITIONPOTNO. 2 9MT5J1 MS347OL1O-6S
PITCHTRIMACTUATOR 9B6P1 MS3476L12-1OS
9B6P2 MS3456W14S-9S
ROLL TRIM ACTUATOR 9B7P1 MS3476L12-1OS
9B7P2 FS3456W14S-9S
YAWMAG BRAKE 9L8P1 MS3456W14S-9S
OPTIONAL
EQUIPMENT
FZ-702FLIGHTDIRECTORCOMPUTER 9A5P1 DPX2M4-A106P-A106P-
33B-0001
MS-702MODESELECTOR 9A6P1 MS3126F22-55S
AC-702PJ.TITUDE
SENSOR 9A7P1 MS27473E12A35S
AS-702AIRSPEEDSENSOR 9ABP1 MS27473EWi5S
COLLECTIVE
POSITIONPOT 9Kr6Jl MS347OL1O-6S
RT-220RADALTMRCVRXMTR 3408TR1P1 US3126E16-26S
RA-335RADALT IND 3408DS1P1 MS3126E14-19S
NOTES
:
1. EACH UNITSHOULDHAVESEPARATE
GROUNDAND POWERLEADS. DO NOTWIREIN DAISY
CHAINLIKESHOWN. THISAPPLIESTO ALL OTHERSIGNALSASUELL.
2. ALLUIRESARE AWG-22UNLESSOTHERWISE
SPECIFIED.
3. UNDERSCORED
LEllZRSDENOTELOWERCASE.
4. WHENTWO OR MOREPINSARE DESIGNATED
TOGETHERTHEYARE TO BE JUMPERED.
5. EXACTSHIELDINFORMATION
SHOULDBE OBTAINED
FROMBELLDRAWINGS.
Systen Interconnect Diagran

Figure 501 (Sheet 1 of 6)
22-15-00
Page 502
my 1/81
~_d~=<y :NJIITFANCE
+’ FLIGHT
AVIONICS
SYSTEMS
DIVISION
BELL 412
w
D
—— J
0
)
k
.—— +
_— ——— —— — ——— ——— ——— —— ——— ——— ——— ——— —-- ——— — ——— —
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— — ——— .—— — ——— ——— ——— —— ——— ——— ——— ———— ——— ——
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—
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I
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HELIPILOT SYSTEM NO. 1 [3-AXIS)
System InterconnectDiaaran
Figure 501 (Sheet 2)”
22-15-00
Page 503/504
May 1/81
MAINTENANCE
+
SPEI’?W
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
— —x— — —(j— — - - —( —— — —— — — ——— ——— ——— ——— ——— —--- m.
.—— ——— ——- < - l— ———————— ——.————— ———————— — -
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— — — — — — — — — — — — — — — — — — — ——- ——— — —o-m-<
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II m Nlll I I lull IHHIII Hull llillllll
. on-l
II
—— —— —
HELIPILOT SYSTEM NO. 2 (2-AXIS)
System InterconnectDiagran
Figure 501 (Sheet 3) 22-15-00
Page 505/506
May 1/81
MAINTENANCE
+
SPEKW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
(n
1+
-i
—— — ——— ——— ——— ___
— a- —- ——— --
—. — ———t — —
t — .LL.
t —
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I 1111
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HELIPIL T/FLIGHT DIRECTOR INTERFACE
System InterconnectDiagran
22-15-00
Page 507/508
May 1/81
MAINTENANCE
+
SPEKW
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
c1
z
F
x
c1
i
a
.—— —<
—
.——
I
- cn— -
,-
—:.
-m—-
FLIGHT DIRECTOR SYSTEM
System Interconnect Diagram
Figure 501 (Sheet 5) 22-15-00
Page 509/510
May 1/81
+=ERY FLIGHT SYSTEMS :fl;;::ANcE
BELL 412
AVIONICS DIVISION
FLIGHT DIRECTOR SYSTEM
FZ-702 FLIGHT
DIRECTOR
COMPUTER WIRE’ FUIUCTION
9A5P1A I 9A5P1 B
I I
1
P
J,
- HOG ERROR (X) N 1
II
i o.39v/oEG
37 ‘ HOG ERROR (Y) M
P I
I
CR., ERROR (X) x
II I
4 o.39v/DEG
CRS ERROR (Y) ..
II ———. A
II
II
I I 1
1, 16 — GS 06V (+)
GS DEV (-)
11
I
(+)
26VDC GS VALID I
VOR/LOC DEv (+)

II 1
2SVOC NAV VALID

I
lTL GND
lTL_ GND
I
II ———— d
I I
I 11—
i +-
1 *—
I 34!~ RAO ALT ENABLE % ———— 4
II
5 —~ P SAR SIA6 SEL

I I
5,31 R SAR BIAS SEL
1’ S2.34
— VS GAIN AOJ
I
33!3s — ALT GAIN ADJ
I +4 — VS DAMPING (ALT) GAIN
II 62.64
— VS DAMPING (GS) GAIN
36.46 — ALT FILTER INHIBIT
//
II 66.64 — CLTV GAIN ADJ
62.43 — - Iw SMT6J1 ————

1,
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2 +13VOC r POSl~ON
I& ~ POTENTIOMETER /
— CLTV STICK POS (Ii)
.
I
5 -13VDC A I
- ———— -1
FLIGHT DIRECTOR SYSTEM AD.7740 @
System Interconnect Diagram

22-15-00
Page 511/512
May 1/81
MAINTENANCE
<&~”Em<~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
SECTION 7
SCHEMATICS
This section provides simplified system 601) as aids in

schanatics (figure
troubleshooting the System should during GROUND CHECK.
any failure occur
Functional content, notes, and logic symbols are shown on sheet one of figure
601.
22-15-00
Page 601/602
May 1/81
+
S’PERW
FLIGHT SYSTEMS
::y::!ANcE
BELL 412
AVIONICS DIVISION
~ziii
I
TAN”,YN IHIM
lAfl C,YN lHr{EF AX15

COMI)(J14F t{ i /f.olWJL C ION
E- AX I’, IN F~-rir fk[
Rt f ERENf.F
N();;
——— _...-..*;;~%”~d
NfJ 2
IAFII E
iiiiid SHJ;
2
—--
4
T
I
iiELili LGi m-E
HE LIPIL~
HLLIPILOI
HELIPILO1
COM&TER
TABLE
L=i C
–ROLL
COMPUTER–PITCH
c OMPUTER –YAW
OF
FUNCTIONAL
CONTENTS
AXIS
AXIS
AXIS
CONTENT
.—
3
-—
—
-—3
1 TRIM COMPUTER -—
:8 FLIGHT DIRECTOR COMPUTER-LOGIC
9 1
II I FL UIER=RAD ALT/GS I_
t
L
17
.- I ,K(LIGHT DIRECTOR cONPUTER-AIR DATA _
L~lc SYMBOLS
A
c
B :0;
D
100
AND
010
Brll
DB
NA~
c ABC
001
101
011
8 110
——____ —————-——————————————————
NOTES:
L ALL SWI1 CHES ARE SHOWN IN lHE OPEN POSIT ION AND ARE CLOSELJ WI lH
A A THE L@SIC INOICATEO ON THE SWITCH.
B
D- OR
c ABC
000
101
011
B
D
c 4BC
:)01
.101
.010
2. THE SYSTEM INCORPORATES rwo IDENTICAL HELIPILOT COMPLIERS. DUE TO
THEIR SIMILARITY ONLY ONE HELIPILOT IS DEPICTEO WITH Dlf FEtlt NCES IN
INTERCONNECT SHOWN IN DOUBLE BOROEll BOXES.
3. THE POLARITY OF ALL INPUT SIGNALS IS SHOWN. THE IIJTPUl WJLARI TIES CAN
8 Irl BIll
BE OETEqMINEO BY FOLLOWING THE SIGNAL THROUGH IHE APPROPIAI E PATH
DEMLII OUTPUTS ARE IN PHASE(IN 0) WITH ITS INPUT SIGNAI S UNLESS OTHFNWILE SPECIFIED.
l’-
0
D’
NOR
c ABC
001
oro
100
4. LOGIC cIr4cuITs
INDICATEO
THE
FOR
SUBSCRIPT
IN THE SYSTEM
LETTERM
SCHEMATIC
THE HIGH STATE:~u=Hlw
NAV~, Low to)
INOICATES
ARE
(1)
A MOMENTARY
POSITIVE
LOGIC
LOGIC (HIGH .- L0GIC 1). A~ I i owc is
ii 110
5. INPUT ANO OUTPUT CIRCUITS ARE SHOWN IN OETAIL WHERE POSSIB( E
—————————
————————————
——-.————
6. * INOICATES OPTIONAL FLIGHT OIRECTOR SYSTEM COMPONENTS.
LOGIC REFEREN([ FORMULA

m=i.B
W% m= X+B
NOT
E7LHU56211RI
System Schematics
Figure 601 (Sheet 1 of 12) 22-15-00
Page 603/604
ky 1/81
+
SPEKW
FLIGHT SYSTEMS
;:~;::ANcE
BELL 412
AVIONICS DIVISION 7 ficcb
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System Schematics
Figure 601 (Sheet 2) 22-15-00
Page 605/606
May 1/81
+
SPEKW
FLIGHT SYSTEMS
::~::~ANcE
BELL 412
AVIONICS DIVISION Ml> 1 9AIPI HP 1 9Al Pl
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———. —— . .. ——— —_ ___ ___ ——— —— —— _— 1- - —-—— —. ..- I
HELIPILOT ROLL AXIS ,, E701335523

—__ 1
System Schematics
Figure 601 (Sheet 3) 22-15-00
Page 607/608
May 1/81
MAINTENANCE
+
SPEKW
FLIGHT SYSTEMS
MANUAL
BELL 412
AvIONICS DIVISION
HP I 9A
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System Schematics
Figure 601 (Sheet 4) 22-15-00
Page 609/610
May 1/81
MAINTENANCE
+
S’PERY
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
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System Schematics
Figure 601 (Sheet 5) 22-15-00
Page 611/612
May 1/81
5A 3
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System Schematics
Figure 601 (Sheet 6) 22-15-00
Page 613/614
May 1/81
•_ti~w<v ::hl:KfANCE
+ FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION __ ———— ____ ___ _—
.——. ——— —— .— —— —— —— —___ —————————— —— — ——— A5PI
FLIGHT nlJ4EcToR COMPUTER
Lx1 GA LAMP 5LIPPLV

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System Schematics
Figure 601 (Sheet 7) 22-15-00
Page 615/616
May 1/81
ELL 412
AVIONICS DIVISION 9A -—— —— __ __ —— .— —— —— __ __ .— __ __ _.— —— —— —— .
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System Schematics
Figure 601 (Sheet 8) 22-15-00
Page 617/618
May 1/81
+
S1-el<w
FLIGHT SYSTEMS
H“KrANcE
BELL 412
AVIONICS DIVISION
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System Schematics
Figure 601 (Sheet 9) 22-15-00
Page 619/620
May 1/81
+
SPER?f
FLIGHT SYSTEMS
‘A’NTENANCE
LL 412
.—— ——. ——— .— —— — ——— —___ __— ——— —— —— —— ——— ——— —— ——
AVIONICS DIVISION
FLIGHT DIRECTOR COMPUTER—PITCH AXIS
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E7OO3662-10
System Schematics
Figure 601 (Sheet 10) 22-15“00
Page 621/622
May 1/81
+
sT”EreY
FLIGHT SYSTEMS
HRANCE
BELL 412
AVIONICS DIVISION
——— —___ .—. ——— —— ——— .—. —.— ——— ——— ——— ——— —— PI
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— ——— —— __ __ __ _
System Schematics
Figure 601 (Sheet 11) 22-15-00
+
SPERW
FLIGHT SYSTEMS
;:;;:pANcE
BELL 412
AVIONICS DIVISION 9A! .—— _____ ————— —— —— —. _—— ——— —__ A5PI
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L_——–-.—— —— —— __ __ __ __ __ _
E7W256212
System Schematics
Figure 601 (Sheet 12) 22-15-00
Page 625/626
May 1/81
MAINTENANCE
~~s~”Em<~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
SECTION 8
REMOVAL/REINSTALLATION AND ADJUSTMENT
1. General
This section provides instructions for removing and reinstalling, and

adjusting each unit of the SHZ-412 Integrated Flight Control System that has
been previously installed in the system. Should any INSTALIATION CRITICAL
cases arise with the reinstallation of any unit, be sure to comply 100
percent with the instructions.
For additional information on the AA-200 Radio Altimeter System canponents,

refer to Sperry Pub. No. 15-3321-02.
CAUTION: TO PREVENT COMPONENT DAMAGE, TURN AIRCRAFT POWER OFF

WHEN REMOVING OR INSTALLING COMPONENTS.
NOTE : No adjustment is required unless stated otherWse.
After reinstallation of any unit, check unit operation in accordance with

applicable GROUND CHECK procedure.
2. Equipment and Materials
No special equipment or materials other than those commonly used in shop are
requirti for reinstalling and adjusting the Systm.
3. Procedure for Sensors
A. TARSYN Three-Axis Reference
CAUTIONS: 1. THE TARSYN GYROS MAY BE DAMAGED BY MOVING AFTER ELECTRICAL

POWER IS REMOVED BUT BEFORE THE GYRO ROTORS STOP. THE
GYRO ROTORS WON’T COME TO A STOP FOR APPROXIMATELY 15
MINUTES AFTER ELECTRICAL POWER IS REMOVED. ‘WHENREMOVING
OR INSTALLING A TARSYN, DO SO GENTLY WITH NO QUICK MOTION.
2. THE GYROS SHOULD NOT BE TWISTED IN THEIR ISOIATOR SHOCK

MOUNTS. ANY EXCESSIVE TWISTING WILL CAUSE THE GYRO TO
REMAIN OFFSET FROM ITS NEUTRAL POSITION FOR A SHORT PERIOD
OF TIME.
3. GYROS SHOULD NOT BE REPLACED SEPARATELY FROM THE TARSYN

BASE ASSEMBLY. ERECTION AND DRIFT CALIBRATION CIRCUITS
ARE MOUNTED IN BASE ASSEMBLY AND ARE CALIBRATED FOR THE
PARTICULAR GYROS INSTALLED.
22-15-00
Page 701
May 1/81
MAINTENANCE
~b~Ew?f MANUAL
FLIGHT SYSTEMS
BELL 412
AvIONICS DIvISION
3. A. (1) Remove TARSYN.
(a) Disconnect cable connectors from TARSYN.
(b) Loosen two wi-ng nuts on front of mounting tray and release
hold-down bar. Carefully slide TARSYN out of mounting tray.
Handle like eggs!
(t) Store and transport TARSYN in padded shipping container.
(2) Rei nstal 1 TARSYN.
(a) Carefully S1ide TARSYN into mounting tray and tighten wing nuts
to secure hold-down bar. .
(b) Mate TARSYN connectors with cable connectors.
B. FX-220 Flux Valve
NOTE: Whenever the Flux Valve is removed and replaced, a

conpass swing must be perforned to maintain desired
heading accuracy.
(1) Remove Flux Valve.
(a) Gain access to Flux Valve by removing tai1 boom access panel.
(b) Remove Flux Valve cover by removing six screws.
(c) Disconnect six wires from Flux Valve terminals. Note markings
to assure correct reinstallation.
(d) Remove three screws securing Flux Valve to mounting bracket.
(2) Reinstal1 Flux Valve.
(a) Install Flux Valve in mounting bracket and secure with three
6-40X3/8 inch, round head, nonmagnetic machine screws, Sperry
Part No. 319011.
NOTE: Do not use magnetic-type screws to mount

the Flux Valve or nearby access plates.
(b) Connect applicable wires to Flux Valve terminals.
(c) PerForm compass swing and adjustmnt procedures (paragraph

3.C. )
22-15-00
Page 702
May 1/81
MAINTENANCE
<&~”Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
3. C. Compass Swing and Adjustment
(1) Index Error Adjustment
NOTES: 1. When performing a canpass swing, the aircraft should be

in its normal flight position w“th the electrical systen
and radio equipment operating. The engines need not be
run during this adjustment, unless their operation
affects the heading indication of the Flux Valve.
2. On initial ccinpassswing, the Compensator adjustmnt

potentianeters should be set to approximate center
position.
3. The Sperry MC-1, MC-IM. orMC-2 Conmass Calibrator Set

can be us-d for-index error and com@nsator adjustments
instead of procedures provided below.
(a) Energize the Compass System and allow several minutes for the
gyro to reach operating speed and for the system to slave to
the magnetic heading.
(b) Position the aircraft on a canpass rose and turn it to each of

the four cardinal headings.
(c) Allm”ng sufficient time for the heading indicator to settle

(Annunciator nulled), record the differences in readings
between the heading indicator and the canpass rose at each
cardinal heading as plus or minus depending on whether the dial
readings are greater or less than the cunpass rose readings.
NOTE: Instead of the compass rose, a magnetic sighting compass

may be used. To take a reading, the canpass is located
at a considerable distance fore and aft of the aircraft
and is moved back and forth fran the line of sight
coinciding with the plane extended centerline. When a
sight is taken facing aft, 180 degrees must be added or
subtracted frcmthe sighting compass reading. When
facing fore, the compass reads directly.
(d) Add the errors algebraically and divide by four. This result
is the index error.
(e) Loosen the screws holding the Flux Valve flange to its mounting
surface and rotate the flange of the unit to cancel out the
index error. If the error is positive, the flange should be
rotated in the counterclockwise direction (giving a minus
reading on the flange) as obsewed fran above unit.
(f) If the error is negative, rotate the flange in the clockwise

direction (giving a plus reading on the flange). The mount of
rotation can be obsewed on the Flux Valve scale and should
equal the index error.
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MANUAL
BELL 412
AVIONICS DIVISION
3. C. (1) (g) Tighten the mounting screws and recheck the readings at the
four cardinal headings. Recalculate the index error to make
sure it is near zero.
(h) If the index-error is not zero, readjust the Flux Valve flange
until this error is cancelled within approximately 1 degree.
(i) Any remaining errors in excess of ~1 degree are caused by

extraneous magnetic fields and should be corrected by
readjusting the Compensator. Refer to paragraph 3.D.(3).
D. CS-412 Remote Compensator
(1) Remove Compensator.
(a) Disconnect cable connector(s) from unit.
(b) Remove hardware securing unit to equipment shelf.
(2) Reinstal 1 Compensator.
(a) Secure unit to equipment shelf with applicable hardware.
(b) Mate unit connector(s) with cable connectors.
(c) Perform Compensator adjustment procedures.
(3) Compensator Adjustments.
NOTES: 1. The CS-412 Remote Compensator is a dual ccnnpensatorused

with dual compass systems. The follo~”ng adjustment
procedures are required for each compass system.
2. Before making the following adjustments to the

Compensator, perform Flux Valve index error adjustment.
3. The MC-1, MC-lM, or MC-2 Compass Calibrator Set can be

used for compensator adjustment in lieu of the procedure
provided below.
4. If original unit is reinstalled and adjustments were not

disturbed, no compensation is necessary.
(a) Remove the Compensator cover and adjust the compensation

potentianeters to their center position.
(b) Using a canpass rose, place the aircraft on a north heading and
allow compass dial to settle.
(c) Compensate for any difference between actual heading and

canpass dial indication by loosening locking nut and adjusting
N-S (North-South) potentianeter on Compensator.
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BELL 412
AVIONICs DIVISION
3. D. (3) (d) Place the aircraft on an east heading and allow compass dial to
set tl e.
(e) Compensate for any difference between actual heading and

compass dial indication by loosening locking nut and adjusting
E-W (East-West) potentiometer on Compensator.
(f) Place the aircraft on a south heading and allow compass dial to
settle.
(9) Compensate for half of any difference between actual heading

and compass dial indication by adjusting N-S potentiometer on
Compensator. Tighten locking nut.
(h) Place the aircraft on a wst heading and allow compass dial to
settle.
(i) Compensate for half of any difference-between actual heading

and compass dial Indication by adJustlng E-W potentiometer on
Compensator. Tighten locking nut.
(j) The Canpensator should nowbe fully adjusted for proper

cunpensation. As a check, swing the aircraft on 30-degree
increments and note readings on compass dial. All readings
should be within 1 degree of the actual heading. If errors are
greater than 1 degree, repeat index error and compensator
adjustments for greater accuracy.
E. RG-203 Rate Gyro
CAUTION: THE RATE GYRO MAY BE DAMAGED BY PKIVI

NG IT AFTER ELECTRICAL
POWER IS REMOVED BUT BEFORE THE GYRO ROTOR STOPS. ALL(M
APPROXIMATELY 3 MINUTES FOR ROTOR TO STOP A~ER ELECTRICAL
POWER IS REMOVED. WHEN REMOVING OR INSTALLING A RATE GYRO, DO
SO GENTLY WITH NO QUICK MOTION.
(1) Remove Rate Gyro.
(a) Disconnect cable connector from unit. Cap component connector.
(b) Remove hardware securing unit to airframe.
(c) Careful ly renove gyro frcznnmunting and place in padded box for
transport.
(2) Reinstall Rate Gyro.
(a) PIace gyro on mounting carefulIy protecting fran accidental

bumps Or shock.
(b) Secure unit to airfrane with applicable hardware.
(c) Mate unit connector with cable connector.

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FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
3. F. RT-220 Radio Altimeter Receiver Transmitter
(1) Remove RT-220 Radio Altimeter Receiver Transmitter.
(a) Disconnect cable connectors fran RT-220.
(b) Remove mounting hardware on front of RT-220 and 1oosen mounting

hardware on back of RT-220.
(c) Remove RT-220 fran equipment compartment and cap connector.
(2) Reinstal 1 RT-220 Radio Altimeter Receiver Transmitter.
(a) S1 ide RT-220 into equipment compartment mounting location and

secure m“th applicable hardware.
(b) Mate RT-220 connectors with applicable antenna and cable

connectors.
(3) Radio Altimeter Indicator Zero Pointer Ground Adjustment
(a) . On RT-220 Radio Altimeter Receiver Transmitter, remove button

plug on top of the cover to gain access to the grwnd zero
adjustment potentiometer.
(b) Apply power and adjust potentianeter for zero foot pointer
indication on RA-335 Radio Altimeter Indicator.
G. AC-702 Altitude Sensor
(1) Remove Altitude Sensor.
(a) ~:~mect static 1ine and cable connector from unit. Cap
(c) Remove sensor from compartment, cap stat c fitting and

connector.
(2) Reinstall Altitude Sensor.
(a) Secure unit to equipment shelf with appl cable hardware.
(b)
. . Connect static 1ine and mate unit connec or with cable
connector. (If static fittings are rsnoved, assure proper
reinstallation with sealant compound.)
(c) Perform static leak check.
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MANUAL
BELL 412
AVIONICS DIVISION
3. H. AS-702 Airspeed Sensor
(1) Remove Airspeed Sensor.
(a) Disconnect pitot and static lines and cable connector from
unit. Mark hoses for proper reinstallation and cap.
(b) Remove hardware securing unit to airfram.
(c) Remove sensor from compartment and cap fittings and connector.
(2) Reinstall Airspeed Sensor.
(a) Position unit with connectors down and secure to airframe with
applicable hardware.
(b) Connect pitot and static Iines and mate unit connector with
cable connector.
(c) Perform pitot/static leak check.
4. Procedure for Computers
A. Flight Director and Helipilot Conputers
(1) Remove Computers.
(a) Loosen nmnt ing tray hold-down assembly knob.
(b) 51 owly pul1 forward on Computer handle to separate unit and

tray connectors and slide co~uter out of tray.
(c) Cover connectors for protection.
(2) Reinstall Conputers.
CAUTION: DO NOT FORCE FIT. IF MATING IS DIFFICULT,

REMOVE THE COMPUTER AND CHECK FOR CONNECTOR
PINS THAT MAY BE BENT OR OUT OF ALIGNMENT.
ALSO CHECK THE ALIGNMENT OF THE RECEPTACLE
IN THE MOUNTING TRAY.
(a) Slide computer into mounting tray.
(b) Carefully apply firm pressure unti1 computer connector is mated

with connector receptacle on mounting tray.
(c) Insert mounting tray holddown assembly knob into hook on frent
of Conputer, and securely tighten holddown knob. Safety-wire
in place.
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4. B. TZ-701 Trim Computer
(1) Remove Trim Computer.
(a) Disconnect cable connector from unit.
(c) Remove unit from canpartment and cap connector.
(2) Reinstal1 Trim Computer.
(a) Secure unit to equipment shelf with applicable hardware.
(b) Connect unit connector to cable connector.
5. Procedure for Indicators
A. RA-335 Radio Altimter Indicator
(1) Remove Indicator.
(a) Loosen the two larger screws on instrument panel 1ocated at

upper-right and lo-r-left corners of the Indicator bezel.
(b) S1ide Indicator out of panel and disconnect cable connector.
(2) Reinstall Indicator.
(a) Mate Indicator connector with cable connector and S1 ide unit
into panel.
(b) ~}g~~~c~:~be~l panel at upper-right and 1ower-left corners

.
.
(3) Replace DH Annunciator Lamp.
(a) Unscrew 1 ens frun 1amp holder.
(b) ROnove
----”-””’-- lamp rran lens ana replace wzn a za-volt, ‘---””’ [-1 smmlaget
flanged base, incandescent 1 amp (Chicago Miniature, Part No.
6839) .
(c) Reinstall lens in lamp holder.
6. Procedure for Selectors and Controllers
A. M5-702 Mode Selector
(1) Remove Mode Selector.
(a) Loosen the two larger screws on instrument panel located at

upper-right and lower-left corners of Mode Sele o .
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FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
6. A. (1) (b) Slide Mode Selector out of panel and disconnect cable
connector.
(2). Reinstall Mode Selector.
(a) Mate Mode Selector connector with cable connector and slide
unit into panel.
(b) Tighten screws on panel at upper-right and 1ower-left corners

of unit.
(3) Replace Mode Selector Annunciator Lamps.
(a) [:IJ annunciator lens on applicable push switch out and hinge
.
(b) Remove lamp fran lens and replace with 28-volt, T1-3/4 midget
flanged base, incandescent 1amp (MS25237-327).
(c) Reinsert lens in applicable push switch.
B. PC-702 Helipilot Controller
(1) Remove Controller.
(a) Disengage dzus fasteners on Controller.
(b) Slide Controller out of console and disconnect cable

connector(s).
(2) Reinstall Controller.
(a) Mate Controller connector(s) with applicable cable connectors

and slide unit into console.
(b) Tighten dzus fasteners on unit.
(3) Replace Helipil ot Controller Annunciator Lamps.
(a) ;:: annunciator lens on applicable push switch out and hinge
●
(b) Remove lamp from lens and replace with 28-volt, T1-3/4 midget
flanged base, incandescent 1amp (MS25237-327).
(c) Reinsert lens in applicable push switch.
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MAINTENANCE
~~~~”Em?~ MANUAL
FLIGHT SYSTEMS
BELL 412
AVIONICS DIVISION
7. Procedure for Control Rod Assemblies
IMPORTANT NOTICE
The Control Rod Assembly Linear Actuators are

INSTALLATION CRITICAL items. Because of
cr~tlcal tolerances and special rigging equip-
ment and procedures required to meet those
tolerances, the actuators should not be separated
from the control rods.
If an actuator is suspected or known to be defective, the entire control rod

assembly must be removed fran the helicopter and sent to Sperry for repair or
replacement.
For additional information contact:
Sperry F1ight Systems

Avionics Division
P.O. Box 29000
Phoenix, AZ 85038
(Area Code 602) 866-0400
Attn: Field Engineering Dept.
A. Remove Control Rod Assembly.
(Refer to Bel 1 412 Maintenance Manual as required.)
(1) Remove power and hydraulic pressure from aircraft.
(2) Gain access to desired control rod and disconnect cable connectors.
(3) Remove cotter pins and rod-end bolts and careful1y extract Control
Rod Assembly from the aircraft.
B. Instal1 Control Rod Assembly.
(1) Instal1 Control Rod Assembly in proper location.
(2) Install and secure rod-end bolts and nuts. Use existing washers and
new cotter pins.
(3) Mate actuator connectors and tie cables to actuator or structure to

prevent control interference or chafing of cable.
(4) Perform an operational check to assure proper control rod operation.
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MAINTENANCE
+ST*ER??Y
FLIGHT SYSTEMS
MANUAL
BELL 412
AVIONICS DIVISION
SECTION 9
SHIPPING, HANDLING, AND STORAGE
Refer to manual, Sperry Pub. No. 09-1100-01, for detailed procedures for
preparing all system components for storage or shipment.
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Flay1/81

Bell 412 Afcs

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AVIONICS DIVISION

Retain this record in front of manual. On receipt of revision,

Revision Revision Insertion Revision Revision Insertion

LIST OF EFFECTIVE PAGES

This manual was released for distribution May 26/81.

Section Paraqraph Subject Page

2 Component Description 101

A. TARSYN Three-Axis Reference 102

A. FZ-702 Flight Director Conputer 124

A. RA-335 Radio Altimter Indicator 134

5. Selectors and Controllers 138

A. MS-702 Mode Selector 138

A. Control Rod Assemblies 150

3 System Operation 201

A. Helipilot System Operation 204

TABLE OF CONTENTS (cent)

.— Section Paragraph W&Q Paqe

3 System Operation (cent)

4. Flight Director Functional Description 229

A. Flight Director Mode Conditions or Functions 229

~. TARSYN Conpass System Operation 251

4 Ground Operational Tests (Ground Check) 301

5 Fault Isolation 401

8 Removal/Reinstallation and Adjustment 701

A. TARSYN Three-Axis Reference 701

4. Procedure for Computers 707

A. Flight Director and Helipilot Computers 707

TABLE OF CONTENTS (cent)

Section Paragraph &!!&l Paqe

8 Removal/Reinstallation and Adjustment (cent)

5. Procedure for Indicators 708

A. RA-335 Radio Altimeter Indicator 708

6. Procedure for Selectors and Controllers 708

A. MS-702 Mode Selector 708

7. Procedure for Control Rod Assemblies 710

9 Shipping, Handling, and Storaqe 801

M!E Name Page

1 System Flow Diagram 3

101 TARSYN Three-Axis Reference 102

102 TARSYN Block Diagram 105

i03 FX-220 Flux Valve 110

104 FX-220 Flux Valve Schematic 111

105 CS-412 Remote Compensator 112

106 CS-412 Remote Compensator Block Diagran 113

107 RG-203 Rate Gyro 114

108 RG-203 Rate Gyro Block Diagran 115

109 RT-220 Radio Altimeter Receiver Transmitter 116

110 RT-220 Radio Altimeter Receiver Transmitter Block Diagran 118

111 AC-702 Altitude Sensor 120

112 AC-702 Altitude Sensor Block Diagran 121

113 AS-702 Airspeed Sensor 122

114 AS-702 Airspeed Sensor Block Diagran 123

115 FZ-702 Flight Director Computer 124

116 SP-711 Helipilot Computer 126

117 -IZ-701Trim Computer 128

118 TZ-701 Trim Computer Schematic 129

119 RA-335 Radio Altimeter Indicator 134

120 RA-335 Radio Altimeter Indicator Block Diagram 136

121 MS-702 Mode Selector 138

LIST OF ILLUSTRATIONS (cent)

EQ!!!z Name Page

122 MS-702 Mode Selector Schematic 139

Length ......................................* .. 16.08 in. ●

Width ...****..*......**..*..**............... 6.53 in. [::::: :]

Weight (nominal) ● .**.*..**......*****. F..*.... ...*** 15 lb (6.8 kg)

Starting **.......................... 115 V, 400 Hz, 120 VA

Verticality Error .*.*****....****...* **.................. 0.25 deg