BK117C2 B1 ED2REV4 10 Inspections 14.06.2016 e

BK117 C-2
Training Manual CAT B1

Inspections & Limitations
Chapter 10
Inspections
For training and information only May 2016 10 -- 1

BK117 C-2
Table of Contents
Time Change Item (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Types of Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Description of Inspections / Checks . . . . . . . . . . . . . . . . . . . . . 6
Details Continuous Maintenance Program . . . . . . . . . . . . . . . 8
Description of Scheduled Measures . . . . . . . . . . . . . . . . . . . . . 14
Power Check Turbomeca Arriel 1E2 . . . . . . . . . . . . . . . . . . . . . 16
Power Check Chart Reading . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Power Trend Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Rigging of the Main Rotor Controls . . . . . . . . . . . . . . . . . . . . . . 22
Rigging of the Tail Rotor Control . . . . . . . . . . . . . . . . . . . . . . . . 38
Track and Dynamical Balancing of Main Rotor System . . . . 42
Blade Tracking on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Blade Tracking in Hover Flight . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Blade Tracking in Horizontal Flight / VNE . . . . . . . . . . . . . . . . 48
Balancing the Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . 50
Balance Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Tail Rotor Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Tail Rotor Static Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Tail Rotor Dynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Balance Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

BK117 C-2
This training document comprises the following ATA chapters:

Time change item ATA 04
Inspections ATA 05
Oil change and lubrication ATA 12
Rigging of controls ATA 67
Engine power check FLM 05
Track and dynamical balancing ATA 18
Tail rotor balancing ATA 18

BK117 C-2
Time Change Item (TCI)
General
The in-service life of certain helicopter parts is limited because of
material fatigue. These parts are time change items (TCI). Exceeding
the limitations will endanger the airworthiness of the helicopter and
therefore is not permissible.
Time change items, their part numbers and their time limits are listed
in the Master Servicing Manual, chapter 04.
 NOTE Parts specified in this list must not be reused after

their in--service life time has expired!
Exceeding the operational limitations of the
helicopter shortens the in--service life time of parts
due to overload!

BK117 C-2
Types of Inspections
Visual Inspection Inspection for Cracks

Visual inspection is performed to give information about the external Inspections for cracks are performed in order to detect material defects
condition of a system (excessive leakage, deformation, damaged or due to fatigue or overstress at an early stage. There are three different
missing parts). It is performed without removing any part of a system. procedures:
The systems to be inspected (hydraulic system, oil cooling system, -- visual inspection with the bare eye or with the aid of a
engines etc.) are accessible through several panels and doors.
magnifying glass
Condition Inspection -- dye penetrant crack inspection
The condition inspection is an extended visual inspection. As -- magnetic particle crack inspection.
supplementary steps, parts or especially specified units and
components must be inspected for corrosion, damage, wear, secure
installation etc. For most inspection steps special equipment is needed
(measuring instruments, magnifying glass, etc.). Removal of parts
may be necessary.
Functional Tests
Functional tests check the correct operation of units, systems and
subsystems, e.g an engine ground run or tests of units on the test
bench.

BK117 C-2
Description of Inspections / Checks
General Supplementary Check 100 Fh (05--21--00, 6--3)

To guarantee the airworthiness of the BK117 C-2, inspections and The Supplementary Check 100 Fh is to be performed every 100 Fh.
checks are necessary. The inspections have to be performed in It is permissible to exceed the time by 10 Fh.
accordance to the Master Servicing Manual, chapter 05. Intermediate Inspection (05--21--00, 6--4)
Checks and Scheduled Inspections The Intermediate Inspection is to be performed every 400 Fh. It is
permissible to exceed the time by 40 Fh.
The Scheduled Checks and Inspections (05--11--00) have to be
performed after a certain amount of operating hours and / or a certain 12 Month Inspection (05--22--00)
calendar time. There are different levels of inspections existing; The 12--Month Inspection is to be performed every 12 months. It is
the lower level inspection is included in the higher level inspection, e.g. permissible to exceed the time by 3 months.
the supplementary 50 Fh check is part of the supplementary 100 Fh
check, the intermediate inspection and the extended periodical Periodical Inspection (05--23--00)
inspection. The Periodical Inspection is to be performed every 800 Fh or 3Years.
Preflight Check (05--21--00, 6--1) It is permissible to exceed the time by 80 Fh or by 3 months.
The Preflight check shall be completed prior to the first flight of the day. Supplementary Inspections according to
Check points marked with an asterisk have to be repeated prior to each Flight Hours and / or Calendar Time (05--25--00)
flight. The Supplementary Inspections according to flight hour and / or
calendar time are to be performed according to a table in addition to
 NOTE The Preflight Check can be performed either by a the other scheduled inspections. It is permissible to exceed the
mechanic with type rating or a pilot with type respective interval by 10 %.
rating. Continuous Maintenance Program (05--26--00)
Supplementary Check 50 Fh (05--21--00, 6--2) The Continuous Maintenance Program (CMP) permits to continue
flight operations without interruption due to inspection, individual work
The Supplementary Check 50 Fh is to be performed every 50 Fh. It is packages have to be performed. Details on page 10--8.
permissible to exceed the time by 5 Fh.

BK117 C-2
Scheduled Inspections
05--21--00, 6--1 Preflight Check
05--22--00
05--21--00, 6--2 Supplementary Check 50 Fh 12--Month Inspection
05--21--00, 6--3 Supplementary Check 100 Fh
05--21--00, 6--4 Intermediate Inspection 400 Fh
05--21--00, 6--4 Periodical Inspection 800 Fh
05--25--00 Supplementary Inspections according to Flight Hours and / or Calendar Time
05--26--00 Continuous Maintenance

BK117 C-2
Details Continuous Maintenance Program (05--26--00)
General
The operator can choose between three types of Continuous  NOTE The inspection interval with the intermediate
Maintenance Programs (CMP) depending on the annual flight time: inspection at 400 Fh and the periodical inspection
at 800 Fh has not been integreted into the
-- average flight profile for flight times between 300 Fh and
continuous maintenance programs!
600 Fh per year
-- high--time flight profile for flight times of more than 600 Fh
Cycle for the average -- (high time) profile
per year
-- low--time flight profile for flight times of less than 300 Fh per The average flight--time (high--time) profile consists of 14 work
year packages which have to be performed within a time period of 600 Fh.
The work contained in a single work package has to be completed
Each profile consists of 14 work packages (12 for low--timer), which are within 50 Fh (high time 55 Fh)
due in accordance to flight time (calandar time for low--timer) and cover Exceptions are the work packages no. 5A and 5B and no. 11A and
the content of a periodical inspection at 600 Fh (2 years for low--timer) 11B; they have to be carried out within 25 Fh (high time 27.5 Fh).
and includes the: Each work package has a time tolerance of ± 10 Fh e.g. overlapping
-- Supplementary Check 50 Fh of adjacent work packages is possible, but the total cycle of 600 Fh is
-- Supplementary Check 100 Fh not allowed to be exceeded.
-- 12--Month Inspection
-- Periodical Inspection
For convenience the 300 Fh and 600 Fh engine inspections have been
integrated into the packages of the average and the high--time flight
profiles.
 NOTE The low--time flight profile has no engine

inspections integrated, therefore it contains
only 12 work packages!

BK117 C-2
Continuous Maintenance Program example Average Flight Profile
1 3 5A 6 8 10 11B 1
WP
2 4 5B 7 9 11A 12
0 50 100 150 200 250 300 350 400 450 500 550 600 Fh
12 months 12 months
1 cycle

BK117 C-2
Cycle for the low time profile

The low--time profile consists of 12 work packages which have to be
performed within a time period of 104 calendar weeks. The work
contained in a single work package has to be completed within 5.5
weeks (exception is the work package no. 11; it has to be carried out
in 2.5 weeks). Each work package has a time tolerance of ± 1 week e.g.
overlapping of adjacent work packages is possible, but the total cycle
of 104 calendar weeks is not allowed to be exceeded.

BK117 C-2
Continuous Maintenance Program example Low Time Profile
1 3 7 9 11 1
2 4 8 10 6
0 5.5 11 16.5 27.5 33 38.5 44 46.5 52

22
1 3 7 9 11 1
WP
2 4 8 10 12
52 57.5 63 68.5 74 79.5 85 90.5 96 98.5 101 calendar

weeks
1 cycle

BK117 C-2
Conditional Inspections  NOTE The general overhaul or repair of the mentioned

parts has to be performed at ECD or an authorized
Conditional Inspections / Checks (05--11--00) have to be performed
service representative. Exceeding of limits has to
after a specified maintenance activity, after operating the aircraft under
be noted in the components historical record.
unusual conditions and after operational incidents e.g. MM
exceedance.
Special Checks after Operation under Special Environmental
Special Inspections after Maintenance Activities (05--51--00) Conditions (05--54--00)
The Special Inspections after Maintenance Activity contain inspection This section contains special inspections which have to be performed
requirements, which are to be performed additionally to the other after lengthy operation under special environmental conditions e.g.
scheduled inspections after special maintenance activity e.g blade operation under polluted atmosphere.
change.
They have their own time interval which can be exceeded by 10%.  NOTE It is the responsibility of the helicopter operator to
Special Inspection after Operation under Special judge the necessity and the scope of these special
Environmental Conditions (05--52--00) inspections.
The Inspections after Operation under Special Environmental
Special Inspections / Checks for Operation under NVG
Conditions can be found in the Corrosion and Erosion Control Guide
Conditions (05--55--00)
(CECG). Advises for additional, preventive maintenance actions are
given to protect the aircraft if it is operated under special environmental This Subject contains special inspections / checks to ensure that the
conditions. e.g. salty atmosphere. helicopter and its subsystems are in a configuration that meets NVIS
(Night Vision Imaging System) certification and can be used for VFR
Conditional Inspections after Operational Incidents (05--53--00). night NVIS operations.
Conditional Inspections after Operational Incidents will ensure or can Do this special inspection / check together with the 12--Month
re-establish the airworthiness of the aircraft and have to be performed Inspection.
immediately after an operational incident. Under this chapter several
operational incidents and their maintenance actions are specified, e.g.  NOTE Additional checks or inspections may be
hard landing. necessary i.a.w. national regulations.
There is no allowed exceeding time for this inspections.

BK117 C-2
Conditional Inspections
(05--51--00) Special Inspections after Maintenance Activities
(05--52--00) Special Inspection after Operation under Special Environmental Conditions
(05--53--00) Conditional Inspections after Operational Incidents
(05--54--00) Special Checks after Operation under Special Environmental Conditions
(05--55--00) Special Inspections / Checks for Operation under NVG Conditions

BK117 C-2
Description of Scheduled Measures
General
Further scheduled measures are necessary to keep the helicopter Ground Check Run and Functional Check Flight (05--60--00)
airworthy. These measures are concerning components and parts The section contains the procedure to perform the Ground Runs and
which have to be lubricated, overhauled and / or stored. Functional Check Flights in order to verifiy and assure the function of
Oil Change / Lubrication Intervals (05--12--00) the aircraft.
Differend procedures, tailored to follow the respective maintenance
The oil change and lubrication schedule has the to be obtained in order action e.g. engine change are stated within this chapter.
to keep the helicopter airworthy. The intervals are listed with their
individual due time and allowed ecxeeding time. Vendor Components
Time Between Overhaul (05--13--00) Vendor components have to be inspected in accordance to the
The operational period of a unit is limited by its in-service time. This applicable vendor documentation. Refer to the List of Applicable
duration is called Time Between Overhaul (TBO). At the end of that Publications (LOAP) part 2.
period, the unit must be removed and overhauled (or must be replaced
by a new or overhauled one).  NOTE It is the operators responsibility to assure the
Parts and units to be overhauled after a certain time are listed in revision status of the vendor documentation; as
chapter sequence. reverence the LOAP can be consulted.
The given time limits may exceeded by 3% of the respective interval.
 NOTE If parts of one component have different TBO’s, the

item with the lowest TBO applies!
Periodical inspections do not affect TBO.
Storage Limits (05--14--00).

The storage period of an unit or part is limited, e.g. at the end of the
storage period the unit or part must be preserved or the preservation
must be renewed. If a storage time limit is applicable it is listed with their
individual due time and allowed exceeding time.

BK117 C-2
Scheduled Measures
05--12--00 Oil Change / Lubrication Intervals
05--13--00 Time Between Overhaul
05--14--00 Storage Limits
05--60--00 Ground Check Run and Functional Check Flight
Vendor Component Documecntation

BK117 C-2
Power Check Turbomeca Arriel 1E2
General Periodical Power Assurance Check

The performance stated in section 5 of the Flight Manual can be For the purpose of assuring that the single--engine performance is
verified by a power check in form of a n1 check on ground or in--flight. being fulfilled, a power check should be performed at intervals not
The power check diagram shows the maximal allowable n1 as a exceeding 100 flying hours for CAT. A and Cat. B operation. The
function of adjusted torque. following values from the cockpit instruments have to be recorded:
-- pressure altitude (ft)
 NOTE The ground check is a single engine check; the
second engine has to be in ground idle or -- outside air temperature (°C)
switched off! This power check has to be carried -- torque (%)
out with 60 % or 70 % torque at 100 % nRO RPM. -- n1 (to be read from the digital display).
The obtained values then have to be entered into the power check
If the given n1 is exceeded, action should be taken to determine the chart. An example for chart reading will be given on the next page. The
cause of the power loss. The engine does not always have to be power check is acceptable when the n1 is equal to or less than the
replaced immediately if the required standard values are not obtained. obtained n1 chart limit.
But under these circumstances, the performances scheduled in
section 5 of the Flight Manual can not be entirely assured. The detailed power check procedure is described in the BK117 C-2
Flight Manual.

BK117 C-2
Ground Power Check (n1)
Engine No. 1 and No. 2

Turbomeca Arriel 1E2
70 % Torque,
Bleed Air Consumers OFF,
Generator OFF

BK117 C-2
Power Check Chart Reading

General
The recorded data have to be entered in the n1 chart to obtain exact
information about the engines condition.
Example Ground Power Check

The following values have been recorded:
-- pressure altitude 1360 ft
-- OAT 21.3 °C
-- torque 70 %
-- n1 93.7 %.
N1 Chart
With the above values proceed as described below:
-- enter the chart at OAT 21.3 °C and move vertically up to
pressure altitude of 1360 ft
-- from intersection point move horizontally to the left and
read chart limit n1 95.2 %.
The obtained chart limit n1 of 95.2 % is higher than the measured n1
of 93.7 % and therefore the condition for an acceptable power check
is fulfilled.
The n1 margin is 1.5 % (95.2 % to 93.7 %).
 NOTE For inflight power check obtain the different charts

for engine 1 and engine 2 and the two possible
torque settings.

BK117 C-2
Inflight Power Check (n1, Engine 1 / 2)

70 % Torque, Bleed Air Consumers OFF, Generator OFF
Engine No. 1 Engine No. 2

BK117 C-2
Power Trend Monitoring

General
A power trend monitoring shall be established to observe the
performance of the engines over the time in service, as well as a
monitoring of potential abnormal function of the engines.
Procedure
The following has to be carried out:
-- draw a zero line
-- establish an average trend point out of the last five
consecutive margins
-- enter the n1 margin.
Example Ground Power Check

-- chart limit n1: . . . . . . . . . . 95.2 %
-- measured n1: . . . . . . . . . 93.7 %
-- margin n1: . . . . . . . . . . . . 1.5 %
The maximum permissible difference between the average trend point
and the power check result is 1.5 % n1.
 NOTE If the difference is more than 1.5 % from the

average trend during a ground power check, do
not take off!
 NOTE If the difference is more than 1.5 % from the

average trend during an inflight power check,
perform maintenance action before the next flight.

BK117 C-2
Example of plotting a power trend monitoring diagram:
Average out of the

6%
last five margins
5%
n1 Margin (%)
4%
(Chart limited n1
minus Drop of >1.5 % n1
measured n1) 3% from average
2%
1%
Actual margin
0% 0 % n1 Margin
(Power Check
unacceptable)
Time [Fh]

BK117 C-2
Rigging of the Main Rotor Controls
General
Flight control signals are transmitted via a linkage mechanism to the
hydraulic unit and from there via another linkage mechanism to the
rotor blades. Adjusting the linkage is called “rigging” and has to be
performed towards defined blade angles. These are the extreme flight
control positions.
Rigging of the main rotor controls has to be accomplished in
accordance with the Maintenance Manual, chapter 67.
Principle
Rigging requires a reference point to which the entire adjustment
procedure is referred. As the hydraulic is an enclosed unit and the
travel range between push and pull maximum of the collective pitch
lever and the maximum movements of the cyclic stick are limited by the
piston stroke of each axis, only the following control positions will affect
the rigging procedures:
-- collective control rigging: push minimum
-- lateral control rigging: left maximum
-- longitudinal control rigging: push maximum
 NOTE Before rigging of flight controls starts, make sure

that all special tools needed are available.

BK117 C-2
Main Rotor Controls
Main Rotor Head
Collective Control Fork

Adjustable Upper Control Rod
Hydraulic Units Ball Bearing Control

Cable (Flexball)
Tail Rotor Control
Ball Bearing Control

Cable (Flexball)
Collective Pitch Lever

BK117 C-2
Preparation Work Switch the pump drive on and establish the reference boost piston
positions as follows:
Remove crest / transmission cowlings and center fairing, open forward
bottom access panel and gain access to the trim actuators. Install the -- longitudinal axis:
external pump drive and the adapter kit to the left hand hydraulic pull the input lever to extend the boost piston toward main
pump, and then prepare the helicopter as follows: transmission.
-- make sure that the dimensions of the SEMA rods are -- collective axis:
correct pull the input lever to extend the boost piston toward main
transmission.
-- disconnect the fork ends of the Flexball cables in front of
the hydraulic -- lateral axis:
push the input lever to extend the boost piston in flight
-- install the cyclic positioning gauge and position the cyclic
direction.
stick
-- disconnect the spring from the collective shaft and position Secure those positions with rubber cords.
the collective lever
 NOTE Do not change these positions of the boost axis
-- adjust rotating pitch links to basic length or install dummy
unintentionally!
rods
-- verify length of control rods between bell crank assembly
and mixing lever assy (reinstall, but do not lock wire or seal
them)
-- establish rotor position (yellow and green rotating pitch
links positioned above the short control rods of the mixing
lever assembly)
-- install rigging fixture to the rotor head (arm 2, green and
arm 3, blue).
 NOTE Do not change the rotor position during the

subsequent procedure, apply the rotor brake.

BK117 C-2
Installation of Rigging Fixtures for Main Rotor Head and for Cyclic Stick
FWD
Frame
Wedge 25.4 °
Cyclic Stick
Wedge 19.5 °
Positioning Arm No. 2
Gauge (green)
Arm No. 3
(blue)

BK117 C-2
Upward Rigging - Collective Control

Try to insert the gauge block “COLL--min” between sliding sleeve and
support tube. It should fit without play. If not, change the length of the
control rod between bell crank and mixing lever.

BK117 C-2
Upward Rigging -- Collective Control
Short Control
Rod
Control Rod
Collective
Sliding Sleeve
Support Tube
Gauge Block COLL--min
Bell Crank

BK117 C-2
Forward Rigging -- Collective Control

Assure minimum position of collective pitch in accordance with the
maintenance manual and secure it with the friction brake. Keep
collective input lever of the hydraulic unit into flight direction and try to
connect the fork end of the Flexball to the lever. If it is not possible,
adjust the fork end until the bolt fits easily.
 NOTE Make sure that the output piston of the hydraulic

actuator and his input lever is still in the reference
position!

BK117 C-2
Forward Rigging -- Collective Control
Fork End of Ball

Bearing Control Cable
(Flexball)
96 -- 98 mm

BK117 C-2
Upward Rigging - Cyclic Control

Move the collective axis to clamp the gauge block “COLL--6.2°”
between sliding sleeve and support tube.
Insert the rigging wedges:
-- 19.5° into the fixture at arm no. 2
-- 25.4° into the fixture at arm no. 3
and check for parallel light gap. Change the length of the two control
rods between bell crank and mixing lever alternating, until the light gap
is parallel.
 NOTE Make sure that the longitudinal and the lateral

pistons are still in position!

BK117 C-2
Upward Rigging -- Cyclic Control

Wedge Frame Wedge Arm No. 2
25.4° 19.5° (green)
Control Rod
Longitudinal
Arm No. 3
Control Rod (blue)
Lateral
Gauge Block COLL --6.2º

BK117 C-2
Forward Rigging -- Cyclic Control

Assure that the pilot’s cyclic stick is in its extreme position (push, left).
Keep the longitudinal input lever of the hydraulic in flight direction and
the lateral input lever against flight direction and try to connect the fork
ends of the ball bearing control cables (Flexballs) to the levers. If it is
not possible, adjust the fork ends until the bolts fit easily.
 NOTE Make sure that the output pistons of the hydraulic

actuators and their input levers are still in the
reference position!

BK117 C-2
Forward Rigging -- Collective Control and Cyclic Control
Cyclic Stick
Positioning Gauge
Fork Ends of Ball
Bearing Control Cables
(Flexballs)

BK117 C-2
Rigging - Trim System

In order not to limit control range by the trim range the connection rods
between the trim actuators and the controls have to be adjusted. This
adjustment is carried out with hydraulic pressure and a verification of
the output signal of the trim motors RVDT. The signal must be identical
(± tolerance) between the two extreme cyclic positions within a control
axis.
To measure this signal three possibilities are given:
-- the maintenance mode of the autopilot
-- the Digital Test System (DTS) connected to the autopilot
-- a test box connected to the respective trim motor.
With hydraulic pressure applied, move the cyclic stick fully forward and
read the indication at the used test equipment. Move the cyclic stick
fully aft and read the indication again. Compare both values, they
should not differ more then the allowed tolerance.
If the difference is out of tolerance (depending on test equipment),
adjust the length of the connecting rod as follows:
-- lengthen the rod if “push” indication was higher then the
“pull” indication and vice versa.
With hydraulic pressure applied, move the cyclic stick fully left and read
the indication at the used test equipment. Move the cyclic stick fully
right and read the indication again. Compare both values, they should
not differ more then the allowed tolerance.
If the difference is out of tolerance (depending on test equipment),
adjust the length of the connecting rod as follows:
-- lengthen the rod if “left” indication was higher then the
“right” indication and vice versa.

BK117 C-2
Trim Actuators (Example Test Box)
FWD FWD
Lateral Trim Actuator
Longitudinal
Trim Actuator
Connecting Rod Connecting Rod
Test Box Test Box

BK117 C-2
Adjustment of Collective Brake

The collective friction force is measured at the center of the twist grip
of engine no.1, it is the force needed to move the collective lever
downwards.
The collective lever has to be set to 161--165 mm from cabin floor,
measured at the end of the lower twist grip. Out of this position the
collective lever has to be pushed downwards with the help of a spring
scale.
The measured force must be 17--20 N. If the force differs from that
value, it has to be adjusted by the knob of the friction brake until the
value is set.
Afterwards the set nut has to be turned against the stop at the aft brake
lever.
 NOTE The friction force is the minimum operating force,

it must not fall short.

BK117 C-2
Collective Brake
Adjustment Knob
Brake Levers
Adjustment Nut
161+ 4mm

BK117 C-2
Rigging of the Tail Rotor Control
General Preparation Work

Tail rotor control signals are transmitted via a linkage mechanism to the Remove the forward bottom access panel and the vertical fin fairing.
tail rotor actuator in the vertical fin and from there via another linkage Install the external pump drive and the adapter kit to the left hand pump
mechanism to the tail rotor blades. Adjusting the linkage is called and then prepare the helicopter as follows:
“rigging” and has to be performed towards defined blade angles. -- disconnect the SEMA control rod between bell crank
Rigging of the tail rotor controls has to be accomplished in accordance assembly and the tail rotor actuator at the intermediate
with the Maintenance Manual, chapter 67. gearbox
-- make sure that the dimension of the SEMA rod is correct
Principle
-- turn the stop screws at the pilots pedal assembly in
Rigging requires a reference point to which the entire adjustment completely
procedure is referred. As the tail rotor actuator is an enclosed unit and
-- install the rigging fixture 117--43001 W3 to the tail rotor
the travel range between left and right of the pedals is limited by the
head
piston stroke of the yaw actuator, only the following control position will
affect the rigging procedures: -- fix to pedals of the pilot’s side the pedal positioning gauge
L 134 M 6702 101.
-- yaw control rigging: left pedal maximum
Hydraulic pressure supply is necessary during the whole procedure.
The position of the travel is adjusted with the pedals in neutral position.
 NOTE Before rigging of flight controls starts, make sure

that all special tools needed are available.

BK117 C-2
Rigging Tools
Indicator
Rigging Fixture
Tail Rotor Head
Pedal Positioner Scale
Indicator

BK117 C-2
Maximum Angle “Left” Yaw Brake Adjustment

To reach the maximum angle “left” the control rod (SEMA) has to be The yaw friction brake is part of the bell crank mounted to the
pulled down until the tail rotor actuator is at its mechanical stop. In this intermediate gearbox.
position read the angle, indicated on the rigging fixture. In case of a To adjust the yaw brake:
deviation from the angle of +26.3° to +26.6°, adjust the clevis of the tail
rotor actuator. -- bring the pedals in the parallel position
After the angle is adjusted, the control rod (SEMA) has to be -- with a spring scale, push the right pedal until a movement
reconnected to the bell crank. of 20--30 mm is made
-- note the force that was needed for this pedal movement.
Parallel Position
Turn the adjustment nut to obtain the following values:
With the pedals fixed in parallel position the reading on the rigging
-- aircraft without autopilot system 35--40 N
fixture should be +10°. If it is not reached, unlock the rod end of the
control rod (SEMA) and adjust accordingly. -- aircraft with autopilot system max. 20 N.
Pedal Stops  NOTE If an autopilot system is installed do not exceed

Move the left pedal forward until a noticeable stop, do not use any 20 N control force.
force. With the pedals kept in this position, turn the left stop screw out
till it contacts the lever.
Out of this position, turn the screw back in (clockwise) by 3 1/2 turns
and secure it.
Repeat the above procedure for the right pedal respectively.
 NOTE The above procedure is important in order not to

limit the tail rotor control range in case of a failure
(runaway) of the SEMA.
 NOTE If an autopilot system is installed, observe the

adjustment of the trim range.

BK117 C-2
Tail Rotor Control Adjustment
Right Stop
Left Stop
FWD Clevis
View from Below
SEMA
Connecting
Rod
Yaw Brake
Bell Crank with Adjustment Nut
Yaw Brake

BK117 C-2
Track and Dynamical Balancing of Main Rotor System
General Preparation Work

The main rotor must be tracked and dynamical balanced and, if To carry out track and dynamical balancing of the main rotor system
necessary, adjusted in the following instances: the helicopter has to be fitted with pickups and sensors in accordance
to the manufactures documentation of the track and balance
-- after a main rotor blade has been replaced
equipments. As an example the installation of the equipment needed
-- whenever a main rotor blade is reinstalled after undergoing for the Chadwick system is described hereafter.
a repair
-- when there is a deviation detected from the given limits of Acceleration Sensors
track and balance In order to receive information’s about the amount of imbalance,
-- after an periodical inspection. acceleration sensors have to be installed. In this example a lateral and
Track adjustment of the main rotor system can be performed by the two vertical pickups are used.
means of adjusting the length of the rotating pitch links and / or bending The lateral pickup, installed to a bracket, is screwed to the rear side of
the trim tabs. the upper main gear box flange while its electrical connector faces to
Dynamical balancing of the main rotor system is performed by adding the left.
or removing balance weights to or from the main bolts. One vertical pickup is installed to the left front of the instrument panel
at the level of the cyclic stick; the second is positioned on the rear right
 NOTE The initial blade adjustments are carried out by the side of the cabin, close to the canted frame.
manufacturer on a dynamic test stand. Each main
rotor blade is adjusted against a master blade. As Phase Signal
a result, the main rotor blades will behave almost To know the blade position a phase signal is produced by a magnetic
identically in terms of track and control forces pickup, pointing toward the rotating part of the swash plate with its soft
throughout the entire pitch angle range, thereby iron pin. The magnetic pickup is installed into a receptacle at the swash
also ensuring that all main rotor blades can be plate control ring and adjusted.
replaced individually. However, this does not mean
that a main rotor blade can be replaced
individually without performing track and
dynamical balancing at the helicopter.

BK117 C-2
Location of Pick--ups
Soft Iron Pin
Pick--up
Lateral
Accelerometer

BK117 C-2
Optical Tracker / Reflector Targets

The blade track is measured with the aid of an optical tracker fixed by
the means of a bracket to the nose of the helicopter, in the area of the
windshield wiper gearbox. As an optional possibility reflector targets,
with the corresponding blade colors, can be installed to each blade.
They are fixed by screws to inserts at the blade tips and used, in
combination with a STROBEX lamp to monitor the track of the blades.
The signals from the magnetic pickup and from the lateral acceleration
sensor are routed via an adapter cable into the airframe wire loom and
to the track and balance connector on the rear right side of the cabin
close to the canted frame. The same bracket carries also the 28 V utility
receptacle used to supply the track and balance equipment with
power. All signals are collected within the signal selector box and
supplied to the balancer / analyzer.
 NOTE Make sure that the cables are connected and

secured correctly in order to assure flight safety
and freedom of movements of the flight controls.

BK117 C-2
Tracking Equipment
Rotor Blade
Reflector
STROBEX Lamp
Optical Tracker

BK117 C-2
Blade Tracking on Ground Blade Tracking in Hover Flight

Procedure Procedure
The blade track has to be checked during ground run with 100 % nRO The blade track in hover flight has to be performed after satisfactory
and flat pitch. Determine the amount of track deviation of the green, ground track, i.e. deviations were within the tolerance of 20 mm.
blue and red blades in relation to the yellow reference blade in mm.
Adjustment
 NOTE The yellow main rotor blade is the master blade, The track deviations in hover flight are corrected by adjusting the
and the length of the yellow rotating pitch link has rotating pitch links. The adjustments and changes in hover are the
to stay with basic length plus / minus the pre--track same as on ground.
value! Track corrections on the master blade
should only be done if absolutely necessary! Final Check
After the correction has been carried out, a second hover flight must
Adjustment
be performed. A tracking error of 5 mm is permissible. If the deviation
The correction of the track error has to be performed by lengthen or is above this value, the correction has to be repeated.
shorten the corresponding control rod.
The adjustment gauge serves to maintaining the 45° adjustment of the  NOTE Hover track must be within tolerance before
two eye bolts to each other while correcting the length of the control forward flight track is attempted.
rod.
Turn the barrel of the control rod counter clockwise to lift the blade and
clockwise to lower the blade. Control rods have to be installed with the
coarse threaded eyebolts pointing upwards. One full turn of the control
rod changes its length by 0.5 mm which causes a change at the blade
tip of 10 mm. After correction, the red end of the eye bolt thread must
not be visible when the locknut is tightened.
Final Check
After the correction has been performed, a second tracking run on
ground has to be carried out. The deviation in track must be within the
permissible tolerance of 20 mm, otherwise readjustment is required.

BK117 C-2
Blade Tracking on Ground / in Hover
Adjustment Gauge
Control Rod
Increase Lift
Reduce Lift

BK117 C-2
Blade Tracking in Horizontal Flight / VNE

Procedure Final Check
The blade track in horizontal flight has to be performed after If the trim tabs have been readjusted, the blade track in hover flight
satisfactory hover flight track. must be rechecked. Make changes, if necessary, to the control rods.
Forward flight tracking is accomplished at 120 KIAS and at VNE. The Recheck the blade track at 120 KIAS horizontal flight. Make
airspeed in forward flight has to be progressively increased from 80 corrections on the trim tabs if necessary.
KIAS to 120 KIAS, as long as the tracking error between the highest
Check the blade track at VNE in horizontal flight. A maximum tracking
and the lowest blade does not exceed 50 mm. If 50 mm is exceeded error at VNE of 10 mm on opposite blades and 30 mm on adjacent
adjust the tracking error first before increase speed to 120 KIAS in a blades is permitted. Make corrections on the trim tabs if necessary.
second flight, and check the track error with that speed.
If the tracking error at 120 KIAS exceeds 5 mm on opposite blades or
10 mm on adjacent blades it has to be corrected by bending both trim
tabs by the same amount.
Adjustment
The adjustment of the trim tabs is carried out by bending them upward
or downward to lift or lower the blade tip. A change of 1 mm at one trim
tab corresponds to an approximate change in blade tip plane of 5 mm;
a change of 1 mm at both trim tabs corresponds to an approximate
change of 10 mm.

BK117 C-2
Set Strobex: Mode switch: B

TRACKING RECORD R.P.M. Dial: 614
GROUND RUN HOVER FLIGHT HORIZONTAL FLIGHT

1 st 2 nd 3 rd 4 th 1 st 2 nd 3 rd 4 th 1 st 2 nd 3 rd 4 th
BLADE
2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4 2 1 3 4
NO.
MM
30
25
20
15
10
5
0
5
10
15
20
25
25
C 2
H
1
A
N
4
G
E 3

BK117 C-2
Balancing the Main Rotor System

General
Balancing the main rotor blades has to be performed after the tracking
procedure, because an out of balance condition can be caused by an
out of track condition, but not vice versa.
Procedure
The balancer assembly is connected to the lateral accelerometer and
to the magnetic pick--up. The lateral accelerometer gives information
about the value of imbalance, and the magnetic pick--up with the aid
of the interrupter (soft iron core) gives information about the location
of imbalance. Balancing has to be performed on ground with the rotor
system at 100% RPM and in hover flight.
The main rotor system is sufficiently balanced if the imbalance on
ground is less then 0.4 IPS and the residual imbalance in hover does
not exceed 0.06 IPS.
 NOTE With an imbalance of more than 0.4 IPS on ground

no take off is allowed.
The balancer assembly indicates the amount of imbalance, in IPS

(IPS=Inches Per Second, concerning the vibration amplitude) and the
clock angle as phase. These values are to be entered into the balance
chart or used with the balance computer to calculate the correction
weights.

BK117 C-2
INTENTIONALLY LEFT BLANK

BK117 C-2
Balance Chart
General  NOTE Considerable changes in balance after only a few
flight hours or balancing problems, e.g., which
The balance chart is a polar coordinate diagram. The concentric circles
cannot be corrected may be an indication of latent
correspond to the amount, whereas the lines through the centre point
and possibly serious, technical defects which may
of the circles correspond to the phase.
result in failure of the main rotor system. If no
Imbalance Point more balance weights can be inserted into the
main bolt to eliminate the unbalance, this may also
The imbalance point is defined by the amount and the phase. From this be an indication of a technical defect.
point, lines parallel to the perpendicular grid lines have to be drawn If irregularities or unknown problems occur during
until they intersect with the weight axis. One weight axis is used for balancing, consult the ECD customer service
ground balance (labeled “G”), the other one for hover balance (labeled before the next flight.
“H”). The intersection point with the axis indicates the required values
for the counterweights and the blades color, to which the weights have
to be installed or removed.
 NOTE Only a maximum of two retaining bolts may

contain counterweights. Check, if the main bolt of
the heavy blade contains counterweights. If so,
correct the blade balance by removing the weights.
If the existing balance weights are less than the
weights required for correction, install the
difference on the opposite main bolt. If the main
bolt of the heavy blade does not contain any
balance weights install the required weights in the
opposite blade.

BK117 C-2
MAIN ROTOR CHART

BALANCE CHART NO.
GROUND RUN
Serial Number : Date :
1 st 2 nd 3 rd 4 th 5 th
R Clock Angle
E
A
D ” IPS ” Set Balancer/Phazor for Rotor RPM 384
Target blade is forward

when interrupter is over 12
BLADE NO. 4 magnetic pickup
(red)
11 1
M 3 (blue)
(TARGET BLADE)
BLADE NO. 1
O (yellow)
10 2
V BLADE NO. 2 2 4
(green)
(green) (red)
E BLADE NO. 3
(blue) 9 3
1 (yellow)
HOVER FLIGHT
1 st 2 nd 3 rd 4 th 5 th 8 4
R Clock Angle
E
A 7 5
D ” IPS ”
6
BLADE NO. 4
M (red)
BLADE NO. 1
O (yellow)
V BLADE NO. 2
(green)
0 1 2 3 4 5 G: Balance weights for ground run
E BLADE NO. 3 IPS--Scale H: Balance weights for hover flight
(blue)

BK117 C-2
Tail Rotor Balancing
General Balancing Procedure

The tail rotor has to be balanced statically and dynamically in Perform tail rotor static balancing in a draft and dust free room. The
accordance with the procedures specified in the AMM chapter 18. The assembled group (tail rotor assy with the balancing kit) has to be
periodic balancing has to be performed in accordance with the MSM suspended. If a stabilized condition is obtained, i.e. the entire
chapter 05. assembly is at rest, the extent and location of the imbalance can be
determined by the indicator ring on top of the arbor. The indicator ring
 NOTE Static balancing of the tail rotor must be is larger at the heavier side, which is compensated by installation of
performed, whenever parts of the tail rotor and / or masses to the opposing side.
the tail rotor blades have been replaced or The balance indicating arbor is filled with dampening oil in order to
repaired, or if the reinstall of the old components provide an accurate balance indication. In any case, allow time for
are not in the same order as before. balance indication to stabilize.
 NOTE The MARVEL suspension balancer is a sensitive

Tail Rotor Static Balancing
instrument comprising precision machined
General components. Therefore, utmost care should be
taken whenever the balancer is used, transported,
The Marvel kit is the most common static balancer and allows tail rotor and maintained. Rough or careless handling of the
balancing, regardless of its configuration. balance indicating arbor, especially handling that
would cause the inner parts of the arbor to jolt
Balancing Kit
against the outer shaft, could be destructive to the
The Marvel balancing kit consists of the following components: arbor and cause erroneous balance indications.
-- indicator arbor
-- balance weight
-- collar
-- tail rotor head adapter with locating pins.

BK117 C-2
Tail Rotor Static Balancing

Balance Weight
Description Part No. Mass
Steel Washer 105--31709.14 3.90g

Steel Washer 105--31709.15 2.40g
Steel Washer LN9025--0615L 0.94g
Optimum balance: Aluminum Washer LN9025--0615N 0.34g
Indicator ring is concentric Steel Washer LN29952--0615M 2.62g
with the black indicator disc. Self--Locking Nut LN9348--06 2.40g
11 (with Split Pin)
10
14/16
Max. permissible unbalance
exceeded:
Indicating surface of 9
indicator collar overlaps
edge of black indicator disc.

BK117 C-2
Tail Rotor Dynamic Balancing

General A reflective target, stuck to one blade grip of the tail rotor head is used
as an aid to locate the position of the imbalance (clock angle). To detect
Dynamic balancing the tail rotor has to be performed after static
this position two methods are possible:
balancing.
-- Photocell method:
Balancing is performed on ground with three different blade angles.
The Photocell is installed on a bracket to the tail rotor
The VARTOMS system has to be in manual and the rotor RPM should
gearbox. The clock angle is detected, by a photocell using
be stabilized at 96.5 % nRO.
the target as a signal and indicated at the balance
These different blade angles are achieved by moving the pedals to equipment.
inline and subsequently each pedal 25 mm forward. For exact and -- STROBEX method:
repeatable pedal positions, a pedal-- positioner has to be used. The clock angle is detected by a STROBEX lamp; flashing
The tail rotor system is sufficiently balanced if all three points of from the left side of the helicopter to the tail rotor head, the
imbalance are equal to or less than 0.20 IPS. target will be visible. To reach a correct indication the
VERIFY TUNE button has to be used and the flashing rate
Preparation Work has to be adjusted.
To carry out dynamical balancing of tail rotor system the helicopter has The balancer assembly indicates the amount of imbalance, in IPS
to be fitted with pickups and sensors in accordance to the manufacture (IPS=Inch Per Second, concerning the vibration amplitude) and the
documentation of the track and balance equipments. As example the clock angle as phase. These values are to be entered into the balance
installation of the equipment needed for the Chadwick system is chart or used with the balance computer to calculate the correction
described hereafter. weights.
To measure the amount of imbalance (IPS) and the position of the
imbalance two methods are available. Both methods need a
accelerometer connected to the balance equipment and installed with
a bracket to the tail rotor gearbox. This accelerometer senses the
amount of imbalance (IPS).

BK117 C-2
Tail Rotor Dynamic Balancing
Backward Forward
Reflective Target
Leading Edge Bolt (No. 1)

Trailing Edge Bolt (No. 2)
Leading Edge Bolt (No. 3)

Trailing Edge Bolt (No. 4)
Pedal Positioner

BK117 C-2
Balance Chart
General  NOTE An unbalance could be corrected by installing
masses at the two given bolt positions or by
The tail rotor balance chart is a polar coordinate diagram. The
removing the same amount of masses at the
concentric circles correspond to the amount, whereas the lines
opposing bolt position.
through the center point of the circles correspond to the clock angles.
Identical balance masses on diagonally opposite
Imbalance Point balancing bolts cancel each other out. If the
masses are unequal, only the difference between
Plot the Clock Angles and IPS of the three balance readings on the tail them has any effect.
rotor balance chart. Connect the three points of imbalance to a
triangle; the center of the triangle indicates the center of the tail rotor
imbalance. From this center imbalance point, lines parallel to the
perpendicular grid lines have to be drawn until they intersect with the
weight axis. The intersection point with the weight axis indicates the
required values for the counterweights and the bolts number, to which
the weights have to be installed or removed.
 NOTE The bolt numbering depends on the blade grip

which carries the reflective target. This grip has
bolt no. 1 fitted to the leading edge and bolt no. 2
to trailing edge position. The opposite grip has bolt
no. 3 fitted to the leading edge and bolt no. 4 to
trailing edge position.

BK117 C-2
Balance Chart REFERENCE ARROW

ROTATION
REFLECTIVE
TARGET
50
2
3
1
4
40
BOLT 2 AND 3
BOLT 1 AND 4
30
20
10
0
10
BOLT 1 AND 4
BOLT 2 AND 3
20
30
40
50
5 4 3 2 1 0 1 2 3 4 5
BOLT 1 AND 2 BOLT 3 AND 4

BOLT 3 AND 4 BOLT 1 AND 2

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BK117 C-2

Training Manual CAT B1

For training and information only May 2016 10 -- 1

Time Change Item (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

For training and information only May 2016 10 -- 2

This training document comprises the following ATA chapters:

For training and information only May 2016 10 -- 3

Time Change Item (TCI)

 NOTE Parts specified in this list must not be reused after

For training and information only May 2016 10 -- 4

Visual Inspection Inspection for Cracks

For training and information only May 2016 10 -- 5

Description of Inspections / Checks

General Supplementary Check 100 Fh (05--21--00, 6--3)

For training and information only May 2016 10 -- 6

05--21--00, 6--1 Preflight Check

05--21--00, 6--3 Supplementary Check 100 Fh

05--21--00, 6--4 Intermediate Inspection 400 Fh

05--21--00, 6--4 Periodical Inspection 800 Fh

05--25--00 Supplementary Inspections according to Flight Hours and / or Calendar Time

05--26--00 Continuous Maintenance

For training and information only May 2016 10 -- 7

Details Continuous Maintenance Program (05--26--00)

 NOTE The low--time flight profile has no engine

For training and information only May 2016 10 -- 8

Continuous Maintenance Program example Average Flight Profile

For training and information only May 2016 10 -- 9

Cycle for the low time profile

For training and information only May 2016 10 -- 10

Continuous Maintenance Program example Low Time Profile

0 5.5 11 16.5 27.5 33 38.5 44 46.5 52

52 57.5 63 68.5 74 79.5 85 90.5 96 98.5 101 calendar

For training and information only May 2016 10 -- 11

Conditional Inspections  NOTE The general overhaul or repair of the mentioned

For training and information only May 2016 10 -- 12

(05--51--00) Special Inspections after Maintenance Activities

(05--52--00) Special Inspection after Operation under Special Environmental Conditions

(05--53--00) Conditional Inspections after Operational Incidents

(05--54--00) Special Checks after Operation under Special Environmental Conditions

(05--55--00) Special Inspections / Checks for Operation under NVG Conditions

For training and information only May 2016 10 -- 13

Description of Scheduled Measures

 NOTE If parts of one component have different TBO’s, the

Storage Limits (05--14--00).

For training and information only May 2016 10 -- 14

05--12--00 Oil Change / Lubrication Intervals

05--13--00 Time Between Overhaul

05--14--00 Storage Limits

05--60--00 Ground Check Run and Functional Check Flight

Vendor Component Documecntation

For training and information only May 2016 10 -- 15

Power Check Turbomeca Arriel 1E2

General Periodical Power Assurance Check

For training and information only May 2016 10 -- 16

Ground Power Check (n1)

Engine No. 1 and No. 2

For training and information only May 2016 10 -- 17

Power Check Chart Reading