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Operation Manual
NEMETH DESIGNS
MBB/Kawasaki BK
BK-117
117 B2 for FSX
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Operation Manual
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I. GENERAL
In 1964 a new concept of a light transport helicopter was established to fulfill the requirements off the seventies and eighties: the multi purpose
helicopter BO 105. The BO 105 was the first twin engine helicopter of the 2 ton class flying worldwide in various modifications. In 1977 a larger
version of helicopter was created: the BK 117. The BK 117 is a result of co-operative design between MBB (ECD) and Kawasaki, Japan.
The BK 117 is best suited for executive transport, for offshore activities, for search and rescue, ambulance missions, and for many other utility
tasks. The design objectives have been proven by flight trails under most servire conditions. Based on this, the go-ahead for serial production
has been given.
Main transmission
Rotor brake system
Main rotor system
Main rotor blades
The purpose of the main transmission is to transmit the power from the two engines to the main rotor and tail rotor. Furthermore, the engine
power is transmitted to the accessory units (oil cooler fans and hydraulic pumps). Another task is to transmit the weight and lifting forces
generated by the main rotor system into the fuselage. This is done via the transmission mountings.
The main transmission is provided with an independent redundant lubrication system of wet sump type. The system consists of two identical
circuits. Each circuit comprises one oil pump, one oil filter, and one oil cooler with fan.
For monitoring purposes, the main transmission is provided with certain indication and warning systems, concerning oil temperature, oil
pressure, main rotor RPM, oil contamination, and mast moment.
The BK-117 is equipped with a rotor brake system to stop main rotor as quick as possible. When the brake lever is pulled about 5 to 10, a
micro-switch closes contact and the caution light ROTOR BRAKE illuminates. So rotor brake operation is indicated to the pilot via the
annunciator panel. After releasing the brake lever, pressure decreases and the brake master cylinder pistons are relieved. The relief valve
prevents the system from excessive pressure. If the valve opens, the fluid returns to the brake fluid reservoir. So a maximum braking force can
never be exceeded.
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The main rotor system provides the lift and propulsion of the helicopter. It is a hingeless 4-blade rotor system. The main rotor head is bolted
directly to the rotor mast of the main transmission. The scissors assembly consists of the fork link, the drive link and the bearing block which is
attached to the rotor mast. The assembly drives the rotating part of the swash plate.
The rotating pitch links are the connecting links between the swash plate and the control levers of the rotor head. The purpose is to transmit
control movements to the rotor blades. The four main rotor blades generate the lift and propulsion required for flight. They are attached to the
main rotor head by two bolts each.
The main rotor blades are made of light weight construction glass and carbon fibers reinforced plastics. They generate the necessary
aerodynamic forces. They are producing lift and permit control of the helicopter in the longitudinal and lateral axis. The blade fitting assembly
attached to the blade mounting fork is the connection between the main rotor blade and the main rotor head. Each blade is retained by the main
blade bolt and the secondary blade bolt. The main blade bolt is hollow to permit installation of dynamic balance weights. The blade contour
without the root section is rectangular and has a total linear twist from 0to -10 from the center of the rotor mast. During forward flight at low
speeds and when leveling off after a dive, high vibrations may occur. These vibrations are generated by the main rotor blades. The vibration
absorbers reduce the intensity of vibrations.
III. FUSELAGE
The fuselage of the BK 117 is a conventional semi-monocoque construction. The modular design concept simplifies the assembly of the
helicopter and permits the replacement of individual modules without the necessity of disassembling the entire fuselage. During the production
of the fuselage aluminum, titanium and Kevlar are used
V. ENGINES
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The Lycoming LTS-101-750 B-1 is a turbo shaft engine with a free power turbine. The energy generated by the turbine is converted into usable
mechanical power, which is driving the main rotor. The engine integrates a single stage axial and a single stage centrifugal compressor with
transonic blades. The compressor is connected to and driven by a single stage turbine with impulse reaction type blades.
The gas producer feeds the reverse flow, annular combustion chamber. Into which metered fuel is sprayed through eight fuel nozzles and
ignited. Gases leaving the gas producer turbine driving the power turbine. It is a so called free turbine because of the absent of a mechanical
connection. The power turbine is driving the accessory gearbox via the power turbine shaft. The engine is equipped with a pneumatic fuel
control system for gas generator and for power turbine speed. The fuel control rules the gas generator speed as a function of power lever
setting. The governor is controlling a constant output shaft speed as a function of power demand.
The accessory gearbox is the main supporting structure of the entire engine. The gearbox housing has the mounting pads for the installation to
the helicopter.
Each engine is equipped with an independent lubrication system to provide adequate lubrication, scavenging, and cooling of bearings, splines,
and gears under all operating conditions. This lubrication system is a dry sump type, i.e. oil is not stored in the bottom of the engine, but
pumped to an external oil tank. The oil pump is attached to the accessory gearbox. The extenal tank is ventilated into the accessory gearbox
Each oil cooler assembly is located above the respective oil tank. It is attached to the main transmission, and provides heat transfer from the oil
to the cooling air. Two oil system parameters of each engine are indicated permanently, oil pressure and oil temperature. Additional information
is given to the pilot by low pressure caution lights, filter contamination caution lights and metal contamination caution lights. Whenever there are
abnormal conditions within the lubrication systems, the respective caution lights illuminate.
The normal range of the indicated oil pressure values is 3,4 - 6,9 bar. If the oil pressure drops below 2,7 bar the pressure switch closes
contact. Thereby the respective ENG OIL P caution light illuminates. The normal range of the engine oil temperature is -10C to +115C.
Two chip detectors are installed in the oil scavenge line. Accumulation of particles bridge the contact gap of a detector magnet and close the
circuit of the respective ENG CHIP 1/2 caution light, which then illuminates.
The purpose of the ignition system is to ignite the fuel-air mixture in the combustion chamber. Ignition is only required for starting, because once
the engine is started, continuous combustion provides auto ignition.
The Lycoming LTS 101 series engines are equipped with an electronic overspeed protection system, which protects the power turbine, if the N2
RPM exceeds 106 %.
The gas producer fuel control of each engine is controlled by a power lever. The two power levers are located on the overhead console of the
cockpit. The left hand lever operate the left engine and the right hand lever the right engine.
The CUT OFF position is used for shutting down the engine. In this position no fuel is supplied to the combustion chamber, because the fuel
cut-off valve is closed. The IDLE position is used before flight for warming up or after flight for cooling down of the engine. In this position a
prescribed time must elapse to allow temperatures to stabilize in the turbine section. The flight position is used during all normal flight
operations. It is the high fuel flow position.
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Raising the collective pitch lever causes an increase of the blade pitch angle equally on all four blades. This creates more thrust but also
causes a greater amount of drag (resistance). To avoid Rotor and N2 RPM fall the droop compensation system acts on the power turbine
governor so that the engine power is adjusted and the N2/NRO RPM remains constant. The input signal is taken from the collective control
output lever
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The transfer pumps deliver fuel from the main tank to the prime tank via the transfer lines. The prime pumps deliver fuel to the engines via the
feed lines during engine start. The pump in the left tank supplies the left engine and the pump in the right tank supplies the right engine. With
both engine running, the engine mounted fuel pumps draw in the fuel from the prime tanks. Thus the prime pumps can be switched off.
In the event of engine fire, the fuel supply to the appropriate engine must be cut off. For this purpose a fuel shut-off valve is installed in the fuel
feed line of each engine.
Two fuel pumps are located in the supply tank, feeding fuel to the engines during the starting process. They are called prime pumps. The other
two fuel pumps are located in the front main tank, front and rear feeding fuel to the supply tank. They are called transfer pumps.
The purpose of the fuel shut-off valve within the fuel feed system is to permit positive fuel shut-off by the pilot in the event of emergency. There
is one valve for each engine. If the fire extinguisher arming switch of a system is set to the ARM position, the respective fuel shut-off valve will
closed, independently of the shut-off valve position.
The standard fuel system monitoring equipment indicates the fuel quantity in the tanks and checks the functioning of the fuel feed system.
The fuel quantity indicator is located on the pilots instrument panel in the middle of the bottom. It is triple indicator and arranged as follows:
-
The low fuel warning system is an additional fuel level control, to warn the pilot, if less than 23 kg of fuel is left in either supply tank. When the
fuel level in either supply tank drops below 23 kg, it causes the FUEL LOW 1 or FUEL LOW 2 caution light in the annunciator panel to
illuminate.
The fuel pressure warning system indicates low pressure at the engine fuel pump inlet, caused by clogged fuel supply. Whenever the fuel
pressure at the engine fuel pump inlet port of engine 1 or 2 drops below 0,4 bar, the fuel pressure switch closes contact, thus activating the
respective FUEL PRESS caution light.
The fuel filter contamination warning system detects clogged filter elements. In this event, indication is given to the pilot by a caution light. The
two caution lights are located on the annunciator panel and are identified as FUEL FILTER 1 and FUEL FILTER 2.
VII.
ELECTRICAL SYSTEM
Electrical power is supplied to the BK 117 by the starter/generator and the battery or by an external power unit.
Each engine is equipped with a combination starter/generator, which either starts the engine or supplies power to the on-board electrical
system, including battery charge.
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Starter mode
Generator mode
The generator switches GEN I and GEN II are installed in the main switch panel. Each switch has three positions:
-
ON
OFF
RESET
With an engine running and the respective generator switch in the ON it energizes the generator relay in case of normal system function. In the
OFF position the generator relay is open, the generators are not supplying any power. The RESET position is used to reset the generator
system.
The generator trip switch is located in the main switch panel, throwing it into position I or II connects the excitation winding of the
corresponding generator to ground, thus switching the generator completely off.
The purpose of the battery is to act an auxiliary power source for the engine starting and as an emergency power source for the on-board
electrical system in the event of generator failure during flight. During normal operation the battery is charged by the generators. The battery
consists of 20 nickel-cadmium cells, with a nominal voltage of 24V and a nominal capacity of 25 AH if fully charged.
To spare the battery power during ground operation (system checks), an external power unit can be connected to the helicopter electrical
system.
The power selector switch is installed in the main switch panel. The power selector switch has three positions:
-
BAT
OFF
EXT PWR
The power selector switch opens and closes the relays for power supply either by the board battery or by an EPU.
With EPU connected no generator and battery supply available.
The BUS-TIE no.1 and no.2 switches are installed in the main switch panel. They has two switching positions:
-
OFF
ON
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Under normal conditions, i. e., when both generators are operating and in parallel, the bus tie relays interconnect the main bus bars and the
battery bus. In this case, both bus tie relays function as an equalizer bus to which the equalizing lines of both generator control units are directly
connected. If one of the generators should fail, the operating one will supply power to the buses.
The electrical system of the BK 117 is monitored by Ammeter, Voltmeter and Annunciator system.
The ammeter together with the ammeter selector switch is located on the DC-power supply control panel. The left scale indicates the current
being produced by the no.1 generator. The right scale indicates either the current being produced by the no.2 generator, with the ammeter
selector switch in the GEN II position, or the current being taken from the battery or EPU with the ammeter selector switch in the BAT/EXT
PWR position.
The voltmeter M034 is located on the DC-power supply control panel below the ammeter. The left scale indicates the no.1 DC main bus bar
voltage, the right scale indicates the no.2 DC main bus bar voltage. The indication range of each scale is from 0 V to +30V.
VIII.
STANDARD EQUIPMENT
The ventilation system is used to provide sufficient fresh outside air to the cockpit and windshield. By switching the toggle switch VENT FAN L
and/or VENT FAN R on the center console to ON, the fan (s) is (are) energized. The fan vanes operate and draw outside air via two air inlets
The heating system enables conditioned air to be supplied to the cockpit and cabin. In addition, conditioned air can be directed onto the
windshields in order to defog and/or deice them. Setting the HTR switch to ON position energises the heater system. The intensity can be select
by switching the heater mode switch to NORM or MAX, and rotating the temperature adjust knob to the desired position. The pilot controls the
air flow to the cockpit and the windshield by the defog control knob DEFOG and PULL FOR AIR.
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The fire extinguishing system consists of two bottles, filled with a extinguishing agent, and a distribution system, which is led into both (fwd and
aft) engine compartments of each engine. Three nozzles are attached to each distribution line to spray the agent into the entire engine
compartment.
The fire extinguishing system is activated at the fire control panel located on top of the instrument panel. In case of fire the respective warning
light illuminates. Then the following activities have to be performed:
1. FIRE EXT switch to position ARMED;
-
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1. Firefighting system
2. Engine #2 overspeed warning
3. Engone #1 and rotor overspeed
warning
4. General warning
5. Engine #1 N1 turbine RPM
6. Engine #2 N1 turbinbe RPM
7. Engine
#1
turbine
outlet
temperature
8. Engine
#2
turbine
outlet
temperature
9. Engine #1 oil pressure and oil
temperature
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Autopilot
1. Altitude hold
2. Speed hold
3. Vertical speed hold
4. Heading hold
5. NAV1 hold (course)
6. VOR hold (bearing)
7. LOC hold
8. GPS course hold
9. Go-around pattre hold
10. SBY (AP engage/disengage)
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Overhead panel
1. Engine Control Lever #1
2. ECL #1 lock (INOP)
3. ECL #2 lock (INOP)
4. Engine Control Lever #2
5. Cold start Normal/Cold select switch
6. Hydraulic system #1 pressure
7. Hydraulic system #2 pressure
8. Hydraulics test switch
9. Heater system ON/OFF
10. Heater system Normal/Max select
switch
11. Heater temperature control knob
12. Ignition buttons
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Operation Manual
Collective lever
1. Recognition light
2. Landing light ON/OFF
3. Landing light extend/retract
4. Taxi light
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XI.
Operation Manual
CHECKLISTS
1. Pre flight
All systems and switches
OFF
Avionics
OFF
OFF
NORM
NORM
NORM
NORM
OFF
NORM
OFF (mid.)
OPEN (down)
2. Pre start
PWR SELECT switch
on battery start
BAT
on EPU start
EXT PWR
Voltmeter
Min 24 V
BUS-TIE 1 / 2 switches
ON
NO.1
FIRE 1 illuminates
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NO.2
FIRE 2 illuminates
NORM
Goes out
Press
Illuminate
Pull
Illuminates
Full down
Goes out
ON
3. Engine start
Notes: General principles of startup is to engage the battery and prime pumps, engine control lever in 5-10% position then press the
START button (10-15 sec). When the N1 starts to rise the engine control lever has to be pushed to the IDLE position.
ON
IGN button
IDLE
Increase, check
ON
GEN 1
Goes out
ammeter, voltmeter
FLY
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Operation Manual
ON
Goes out
OFF
4. Post start
INVERTER 1 / 2 switches
INV 1 and 2
ON
Goes out
IDLE
ENG 1 (or 2)
respective N2
OVERSP TEST switch
respective N2
Decreses
OFF (middle)
Increases (~90%)
FLY
1-2
HYD 1-2
HYD TEST switch
Illuminates
2-1
HYD 1-2
Goes out
HYD 2
Illuminates
NORM
Goes out
Press
MM indication
Increase to max
MM warning light
Illuminates
ON
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Operation Manual
Not illuminating
As required
As required
5. Shut.down
Cycle, rudder, collective
IDLE
OFF
OFF
OFF
INVERTER 1 / 2
OFF
OFF
Decreasing
OFF
GENERATOR 1 / 2 switches
OFF
N1, N2, NR
Decreases to 0%
ANTI-COLL switch
OFF
OFF
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