NIGERIAN COLLEGE OF AVIATION TECHNOLOGY, ZARIA

AIRCRAFT MAINTENANCE ENGINEERING SCHOOL

SYSTEMS

HELICOPTER
TRANSMISSION
SYSTEMS

ISS 1. REV: 1. JANUARY, 2015

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HELICOPTER TRANSMISSION SYSTEMS

INTRODUCTION

Present day helicopters are usually powered by gas turbine engines, the power developed by the
engine being required to drive the main rotor(s), tail rotor and a number of accessories such as
hydraulic pumps, electrical generators, lubrication pumps and cooling systems.
The transmission system consists of a number of different components which will vary depending on
the design/type of helicopter. Approximately 95% of helicopters are of the conventional single main
rotor and tail rotor transmission layout. The next most common layout is the tandem twin main rotor
layout used by the ‘Chinook’. Contra rotating main rotors cancel the torque reaction of one another,
thus removing the need for a tail rotor. Twin rotors of the side-by-side layout used in early helicopter
development and by the Russians producing the MIL V-12 a very large prototype helicopter. The
Contra-rotating and Coaxial, twin rotor layouts are popular with Russia and former ‘Eastern Block’
countries. The side-by-side rotor system has been resurrected in ‘Tiltrotor’ aircraft.

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FIG.1 - TYPICAL HELICOPTER CONFIGURATIONS
TRANSMISSION SYSTEM LAYOUTS & TYPES

THE SINGLE MAIN ROTOR TRANSMISSION

The single main rotor/tail rotor helicopter has the advantage of simplicity in its layout of the
transmission but the disadvantage of the power required to drive the tail rotor. This can absorb
between 8 to 10% in the hover and 3 to 4% in forward flight of the power available. Another
disadvantage of the tail rotor is that it is susceptible to damage by ground strikes and is a major hazard
to personnel.

The main components for a single main rotor transmission system are:

THE POWER UNIT Single or multiple free power turbine, fixed gas turbine or piston engine

C L U T C H Required for fixed power turbine or piston engine aircraft

ASSEMBLY

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FREEWHEEL UNIT To prevent torque reversals in the transmission system

C O M B I N I N G To combine multiple engine inputs to give one drive output to the main
GEARBOX rotor

THE MAIN ROTOR To mount and drive the main rotors

GEARBOX

ROTOR BRAKES To keep the rotors stationary whilst parked and starting engines. To stop
the rotors after engine shut down

I N T E R M E D I AT E To change the direction of the drive to the tail rotor gearbox

OR ANGLE
GEARBOX

TAIL ROTOR To mount and drive the tail rotor hub and blades
GEARBOX

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MULTI ROTOR HELICOPTERS

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The coaxial rotor helicopter has two rotors rotating in opposite directions thus eliminating rotor torque
reaction. The coaxial design has a smaller rotor diameter – since there are two rotors – and the overall
size of the machine can be reduced hence the power requirements are less than the single rotor
machine. The disadvantage is that rotor hubs and controls become complex and heavy.

The side-by-side rotor has the advantage of reducing the power required in forward flight. The
disadvantage of this layout is high fuselage drag and/or high structural weight and also the complex
drive gearing and shafting tending to add to transmission weight. Some types use intermeshing rotors
which simplify transmission but lose lifting efficiency.

Tandem rotors have the advantage of a low drag fuselage and a large centre of gravity range. The
useful load may be distributed between the two rotors. Disadvantages of the tandem rotors include a
loss of lift efficiency due to the rear operating in the wake of the forward rotor. This loss can be
reduced by setting the rear rotor above the front rotor. In addition the complex gearing, shafting and
controls give rise to weight and response problems.

The main components for a tandem rotor transmission system are:

• Forward transmission (rotor gearbox)

• Forward synchronizing shafting
• Rotor brake
• Combining transmission
• Engine transmission
• Aft synchronizing shafting
• Aft transmission (rotor gearbox)

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FUNCTIONS OF MAIN ROTOR GEARBOX (MRGB)

THE MAIN ROTOR GEARBOX

LOCATION

The main gearbox is normally located above the cabin/cockpit structure in the transmission fairing
together with the engine or engines that may be coupled to it directly as in the Puma helicopter, or
indirectly as in the Bell 214 helicopter.

CONSTRUCTION

The main rotor gearbox casing is usually made from magnesium alloy and contains the steel alloy
gears and shafting. These in turn are mounted and supported by ball, roller, taper or plain bearings.
The lower housing usually forms a sump for the lubrication system. Mounting bosses may be built
into the housings so that the transmission may be secured to the airframe either directly or by tubes,
frames or trusses.

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FUNCTIONS

The main rotor gearbox is fitted to provide:

• The mounting and drive to the main rotor head and blades
• A change in direction of the drive from the engines to the main rotor drive shaft
• A support for the front or rear end of the engine(s) if required
• A mounting for the rotor brake assembly
• A drive to the tail rotor, depending on type
• To reduce the engine speed output to a value low enough, to rotate the blades without
experiencing compressibility problems at the blade tips
• A mounting for the hydraulic servos of the flying controls
• In certain types of helicopter the freewheel unit(s) may be integral and lubricated by the main
rotor gearbox
• Combine the inputs of multiple engines to one output

The main rotor gearbox may also be required to drive a number of accessories.

On the rear of the main rotor gearbox the accessories drive section may, typically, mount and drive the
following:
• Generators
• Hydraulic Pumps
• Lubrication Oil Pumps
• Torque Meter System Oil Pumps
• Rotor Tacho Generator
• Oil Cooler Fan Drives
• Rail Rotor Driver Shaft

MOUNTS AND DRIVES THE MAIN ROTOR HEAD

The main rotor head is typically internally splined and mounts onto the external splines of the main
rotor shaft, mounting in place between two cone surfaces so as to be centred on the shaft. The main
gearbox shaft is driven by the engines through the gear train of the transmission.

CHANGES ANGLE OF THE ENGINE DRIVE AND REDUCES THE RPM FROM THE
ENGINES TO THE MAINROTOR SHAFT
On certain helicopters such as the S61 and Puma, the engine(s) drive directly into the main rotor
gearbox at speeds of approximately 18,000 to 24,000 RPM. This drive is reduced down by a factor

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of approximately 100.1 The gear reduction taking place in several stages, with a bevel gear also
serving to change the angle of drive from the horizontal to the vertical. The engine inputs on multi-
engined aircraft are combined and reduced simultaneously, within the early stages of the main rotor
gearbox unless a combining gearbox is used before the gearbox input.

Freewheel units may be built into each input of the main gearbox so that a single engine operation is
possible without driving the power turbine of the opposite engine. These freewheel units also allow
the rotor to disengage from the power turbines during autorotation.

DRIVES THE ACCESSORIES MOUNTED ON THE MAIN GEARBOX

On certain turbine engines there are no means or provision for any accessories other than those
required by the engine itself such as the fuel pump, oil pump and tacho generators etc. This means
that all; accessories required for flight, aircraft operation or mission performance must be driven by
some other means.

By mounting the accessories on the gearbox they remain operational regardless of engine failures.
The drive coming from the main rotors during autorotation.

On other types of helicopters a through shaft is driven by one of the engines directly to the accessories
section. This through shaft and gear system incorporates a selectable freewheel unit to disconnect the
engine from the direct drive to the main rotor. This enables a pilot to start one engine in accessories
drive and obtain all services before starting No.2 engine and engaging main rotor drive.

This motorizing of the accessories also helps in pre-lubrication of the main gear box, pressurizes the
hydraulic systems before the rotor head is turned. Cockpit checks of the flight control and aircraft
system are also made possible.

DRIVES THE TAIL ROTOR DRIVESHAFT

The tail rotor driveshaft is driven by the main rotor gearbox tail take off gear whenever the main rotor
head is turning.

MOUNTS THE ROTOR BRAKE ASSEMBLY

By mounting the rotor brake disc on the end of the main input bevel gear assembly and the brake
calliper on a strong mounting on the gearbox casing, rather than mounting the rotor brake assembly

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on the tail drive shaft, we are able to take higher braking loads without affecting the possible
alignment of the tail rotor drive shaft.

MOUNTS THE FLYING CONTROL SERVOS

The gearbox casing provides a strong and convenient mounting for the flying control servo jack
trunnions.

SUPPORTS THE ENGINES

Gimbal rings on the input section of the main gearbox provide mounts for the engines front or rear
supports. On the S61 it provides a mounting for the engines rear support tube and assures correct
alignment of the high speed (input) shafts.

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EPICYCLIC GEARING

EPICYCLIC GEARS

The epicyclic gears reduced speed in two stages, the first or lower stage has four planetary pinions,
and the second or upper stage which has eight.

1. Second stage cage 12. Needle roller

2. Pinion shaft nut 13. First stage cage
3. Locking ring 14. First stage planetary pinion
4. Oil collector packing 15. Second stage planetary
pinion
5. Second stage cage plate 16. Ring gear
6. Dowel 17. Locking screw
7. Oil collector 18. Pinion shaft
8. First stage cage plate 19. Inner race
9. Stud 20. Spacer
10. Thrust washer 21. Second-stage sun gear
11. Taper pin

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This particular gearbox is made up of the following main housings:

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• The left and right hand input reduction gears

• The main reduction gear (main bevel pair)
• The aft reduction gear
• The epicyclic reduction gear (2 stages)
• The accessories drive

The epicyclic reduction gear and accessories drive are of modular design. This means that they may
be replaced without adjustments or special tools or returning to a workshop. Also the combined
freewheel and torque motor shaft, together with the lubrication pumps, can also be replaced.

INTERNAL GEARING OF THE MRGB

INTERNAL GEARING

Gearboxes are usually built-up from a number of housing assemblies which, on certain helicopters,
are considered to be of modular construction. With reference to AWN No.3, the dismantling of
gearbox casings (housings), except separation of casings to obtain access for the purposes of internal
inspections in accordance with the manufacturer’s instruction, is not permitted.

The main components of a typical main rotor gearbox are the:

• Input housing
• Lower housing and bearing support
• Rear cover
• The epicyclic ring gear housing
• Upper housing
For this example the input and the ring gear housings are made of steel alloy and the remainder is of
magnesium alloy.

The input housing contains the input bevel gear, supported on taper roller bearings and splined to
receive a flexible input coupling.
The lower housing and bearing support carry the lower drive shaft, to which are attached the input
bevel gear, the sun gear for the first stage epicyclic, the take off drive bevel gear, and the secondary
hydraulic pump driving pulley.

The epicyclic gears reduce speed in two stages, the first or lower stage has four planetary pinions, and
the second or upper stage has eight. The epicyclic gear system provides a large reduction in speed
over a short distance. It is rigid and strong in construction, and able to take the increasing torque as

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speed is reduced to drive the main rotor head. Increasing the number or size of the planet gears may
be necessary to absorb the large amount of torque imposed by the reduction in speed.

The upper housing supports the main rotor shaft by a pair of taper roller bearings. The main rotor
drive shaft lower end is splined into the carrier of the second stage epicyclic planet gears, which in
turn will drive the shaft at the final reduction speed.

The rear cover on the lower housing supports a gear train of spur gears inside the cover to drive the
accessories.

The illustrations show the internal gears and shafting of a twin engined helicopter, showing the
various speeds at each stage in the gearbox. We can see it drives two alternators, two hydraulic
pumps, a fan which cools the lubricating oil and two lubrication pumps.

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ACCESSORIES DIRVE LINKAGE

The following illustrations show a gear train system with a selectable freewheel system using
CONFORMAL gear teeth as a means of giving the required speed reduction in very few stages
producing a compact gearbox.

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LUBRICATION SYSTEM

MAIN ROTOR GEARBOX LUBRICATION

Because of its size in relation to the other types of gearbox, the main rotor head gearbox requires a
separate lubrication system. It cannot, for instance, relay on the type of lubrication system used for
intermediate or tail rotor gearboxes, where the gears are immersed in oil.

Any mechanisms that have surface contact with each other will generate heat, due to friction of the
two surfaces. The lubricating oil helps to remove this heat, thus cooling the rotating parts.

Because of the extreme pressure created by the teeth of the gears, only certain types of lubricating oil
can be used.

Reference must always be made to the Maintenance Manual for the correct type of oil to be used in
any helicopter gearboxes.

A typical main rotor gearbox casing acts as an oil sump i.e. similar to a motor vehicle oil system, thus
eliminating the need for a separate oil tank. The system comprises the following major components:

• Oil Pump
• Oil Pressure Relief Valve
• Oil Filter Assembly
• Thermostatic Valve
• Oil Cooler – Heat Exchanger
• Cooling Fan
• Oil Pressure Temperature and Pressure Sensors
• Oil Pipelines and Jets
• Transmission Magnetic Chip Detectors

The lubricating system allows for the oil pump to draw the oil from the gearbox sump. The
pressurized oil is then directed through the filter assembly to the thermostatic valve.

This valve, depending on the temperature of the oil, will either allow it to pass through the oil cooler
if hot, or bypass the cooler if cold (on start up).

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A tapping of the oil pressure supply to the thermostatic valve is directed to the oil pressure switch
giving the flight crew a visual indication of the condition of gearbox oil pressure.

The oil from the cooler bypass is then directed to the various oil jets within the gearbox assembly.

Once the oil has lubricated the bearings or gears, it then falls to the bottom of the gearbox, splashing
the gears as it does so.

Once the oil has fallen to the bottom of the gearbox assembly, it is then drawn into the pressure pump
and the process starts again.

Oil quantity is normally determined by using sight glass. The oil system arrangement illustrated,
relates to a basic system, so some differences may be found in the system on your helicopters, but the
basic principles remains the same.

PRESSURE OIL

Pressure oil is the name given to the oil from the outlet of an oil pump, i.e. going to the bearings.

SCAVENGE OIL

Scavenge oil is the name given to the oil returning from the gears and bearings, or going into the inlet
of the oil pump from the oil storage (lower part) of the gearbox.

We can now determine, therefore, that the oil pump is situated at the lowest point of the gearbox and
will be below the level of the stored oil.

OIL PUMPS

The types of oil pumps most commonly used in lubrication systems are the SPUR GEAR and the
GEROTOR PUMPS

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SPUR GEAR

The gears of the pump are housed in close fitting chambers within the pump body, which allow the oil
to be carried round by the gears when they rotate. The pump is driven from the accessory gearbox.

The tips of the gears are slightly chamfered to relieve the pressure of the oil that is trapped between
the teeth of the meshing gears.

During operation, the rotating gears draw oil in from the sump and through the action of the gears.

Some pumps may have a pressure relief valve fitted that provide flow during operation, thus
protecting the rotating gears from seizure or preventing the drive shaft from shearing.

The setting of this relief valve is higher than the system regulating pressure relief valve. This ensures
that the pump will relieve only if the system regulator relief valve fails.

GEROTOR

The Gerotor pump is an internal gear pump with a 6 toothed (lobes) driving pinion, offset from the
centre of the pump. This pinion drives a 7 toothed (lobed) pinion within the pump casing. The
excellent meshing conditions due to their tooth profile produce a pump with a very low noise level.
With reference to the diagram, as the pump rotates from A to B the volume between the driving pinion
and the driven pinion increases. In this section the pump is sucking through the inlet part. Continuing
from B back to A the volume is decreasing and this sector is discharging oil to the system.

The pump may have a pressure relief valve integral with the pump body. Typical flow rate of 7,200
litres/hr at 10BAR of pressure.

OIL FILTERS

Because of the rotating gears, a small amount of dirt and metal ‘fuzz’ is produced during normal
operation Dirt in an oil system leads to a rapid reduction in efficiency and over a period of time, if
not checked, could cause failure of the transmission system.

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The oil from the pump is fed into a port on the filter body and is forced through the filter discs of the
filter assembly after which it is routed to the oil cooler. The amount of filtration carried out will
depend upon the micronic value of the filter element. Incorporated into the filter unit is a bypass
valve assembly. The purpose of this valve is to allow unfiltered oil through to the lubricating system
in the event of a blockage of the filter element. At a predetermined differential pressure setting
(spring pressure), the oil pressure forces the valve open and allows filter inlet oil to be ported to the
outlet line.

THERMOSTATIC VALVE

This valve allows oil to bypass the cooler in cold conditions.

This valve consists of a poppet, and a thermal expansion element containing a temperature sensing
compound. In the cold condition (oil temperature low) the poppet is open, allowing the cold oil to
bypass the cooler. As the oil temperature increases, this rise in temperature causes the temperature
sensing compound to expand and close the poppet valve, thus directing the hot oil through the oil
cooler. As the temperature of the oil increases caused by the heat friction generated in the bearings
and gears, some means must be provided to cool the oil. Various methods can be used for this
purpose. Because of the helicopter’s flying characteristics, ram air, that is air flow from movement
through the air, does not provided an adequate amount of cooling air. After all, the helicopter does not
fly as fast as a fixed wing type aircraft.

Therefore, another means of cooling must be found.

OIL COOLING

The oil cooler acts similarly to that of a car radiator. Cooling air being blown over the heat exchanger
matrix. The heat exchanger section is often combined with a cooling fan within a series of ducts/
housings. Once cooling has taken place the cooling air is projected overboard.

The cooling fan can be driven by:

• A belt drive from the intermediate drive shaft

• A drive shaft from the accessories gearbox housing to the cooler assembly
• A direct drive from the gearbox to the gearbox mounted cooler assembly
• An electrical motor

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Typical normal operating temperature of 120oC with the cooling system capable of keeping the oil
temperature below a maximum (typically greater than 145oC) for ambient temperatures up to 50oC.

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PRESSURE CONTROL

The purpose of the pressure relief valve is to protect the system from abnormally high oil pressures
and provide a means of controlling the lubricating oil pressure.

The valve is a spring loaded relief valve. System pressure is maintained by the preset value of the
spring. This spring pressure can be adjusted, but this action is normally carried out by an overhaul
agency. As the system pressure increases above the spring pressure setting, the ball valve lifts off its
seat thus porting to the inlet of the pump the excess oil pressure. Once the pressure reduces below the
spring setting, the ball reseats and system pressure is maintained.

SYSTEM CONDITION INDICATIONS

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To determine the condition of the lubrication system during its operation, certain features are included
to warn flight and ground crews of an impending failure of the lubrication system. These indications
include:

• Oil pressure switches

• Oil temperature sensors
• Magnetic chip detectors

OIL PRESSURE SWITCH

The use of oil pressure switches is essential to the operation of the helicopter main gearbox. Loss of
this oil pressure will lead to a major failure of the gearbox, therefore, some means must be provided to
warn flight deck crews of low gearbox oil pressure. This is normally accomplished by a warning light
situated within the flight deck area. The switches are normally oil pressure operated.

The oil pressure switch consists of a spring loaded open shunt disc. The oil pressure acts against the
switch diaphragm to keep the shunt disc against the contacts. If the oil pressure drops below the
system operating pressure then the shunt spring activates the shunt open thus illuminating the low oil
pressure light. This switch is normally fitted in the pressure line to the gears and bearings, ensuring
that the oil pressure sensing is an accurate indication of the oil pressure at the jets.

OIL TEMPERATURE SENSOR

The oil temperature sensor, normally situated downstream of the oil cooler, indicates to the crew, via a
temperature gauge, the temperature of the oil. Excessively high oil temperatures may be the result of:

• Incorrect oil levels within the gearbox

• Defective oil cooling system
• Blockage of oil filter
If the temperature is abnormally high, investigation into the causes must be made.

MAGNETIC CHIP DETECTORS

Normally situated at the inlet to the gearbox oil pump or in the sump. This detector attracts ferrous
metal that may be liberated within the main gearbox assembly and are contained within the oil. The

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collection of these ferrous metals on the magnetic sections of the detector provides a warning of
impending failure of the gearbox.

Some detectors are designed so that they can be removed for periodic examination without having to
drain the oil system. The detector fits into a self-sealing housing and usually has a bayonet-type
filling with ‘O’ rings being used for sealing.

Some designs of detectors will illuminate a warning lamp in the cockpit when the attracted ferrous
particle bridges the contacts and completes an electrical circuit to this warning lamp.

When a warning of a chip is made, the pilot has to follow laid down procedures and checks. On
certain aircraft a ‘Fuzz buster’ system may be linked to the detector system. The pilot may press the
system’s switch to supply a current to the detector and burn off the small insignificant chip (Fuzz). If
the warning remains after this procedure, the chip must be of a size for some concern and
investigation by the engineers on landing.

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LUBRICATING OIL COOLER

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LUBRICATION SYSTEM COMPONENTS

LAGE TWIN ENGINED MAIN ROTOR GEARBOX LUBRICATION SYSTEM

In a large twin engined helicopter with the high loads on the gears and bearings the loss of the
lubrication system could be catastrophic; although some gearboxes may now be designed to run dry
for a limited time period. Not only is friction reduced by the lubrication system a large amount of
heat has to be dispelled by the cooling system; up to 50 KW of heat equivalent for the Puma
helicopter.

Therefore to improve safety an emergency system is employed to back up the normal system.

EXAMPLE SYSTEM (WITH REFERENCE TO THE DIAGRAM)

The Main system, supplied by the main pump which passes through the heat exchanger.

The emergency system supplied by an emergency pump does not pass through the cooling system.

The emergency system operates automatically in the event of a pressure drop on the main pump.
Hence, in the event of leakage on the cooling system, the main pump is unprimed and the remaining
oil is saved. The MGB continues to be lubricated by the oil is no longer cooled. In the same way, the
emergency pump takes over in the event of a mechanical failure on the main pump.

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In the event of leakage on the cooling system, the level drops in the gearbox until the main pump is
unprimed, the remaining oil is saved. The emergency pump takes over.

The main pump will draw oil down to the 8 litres level when the emergency pump will take over
using the oil down to the bottom of the gearbox.

LUBRICATION SYSTEM OPERATION

Normal Operation

The main pump (16) discharges oil through the heat exchanger (13). The cooled oil is distributed by
diffuser (3) to the different points to be lubricated. The pump (16) pressure closes distributor (2)
which isolates the emergency pump (18) suction line. A slight leakage flow lubricates this pump.

Emergency Operation

In the event of a main pump pressure drop (unpriming or drive failure) distributor (20) opens. The
emergency pump (18) outputs directly into the lubrication system without passing through heat
exchanger (13).

The MGB is lubricated by hot oil. The MGB COOL indicator light is lit, the cooling function is lost.
In these conditions the MGB can operate for 2 hours at minimum power rating.

Abnormally High Oil Temperature

If the oil temperature reaches 145oC, the thermal contact (23) lights the MGB. T (ToBTP) indicator
light.

Loss of Lubrication

IF THE PRESSURE IN THE LUBRICATION DIFFUSER (3) DROPS BELOW 1 BAR, THE
MGB.P WARNING LIGHT COMES ON: THE MGB IS NO LONGER LUBRICATED

Filter (11) Starts to Clog

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The flow rate is reduced at the filter inlet, the pressure increases until by pass (9) which is set at 8
bars, opens. A normal system pressure of more than 7 bars indicates that the filter is starting to clog.

Magnetic Chips in the Oil

The chips, attracted by the magnet, close the circuit to detector (24) : the counter in the chip detection
and destruction unit (23) increments by one digit and the MGB.CH light illuminates.

When the pilot moves switch (22) to PULSE any fine metal particles are destroyed. If the light
remains on, the particles are too large. In this case, the pilot should refer to the Flight Manual for the
appropriate procedure.

The system is checked by moving the switch to the TEST position, causing the warning light
illuminates.

LUBRICATION SYSTEM COMPONENTS

1. Oil pressure drop warning light (the 20. Distributor controlled by the main pump
MGB is no longer lubricated pressure (spring setting : 3 bar <P<5 bar)
2. Pressure switch 21. (Chip) indicator light
3. Main lubrication diffuser 22. 3-position switch NORMAL (stable
position)
TEST (spring-loaded position) used to test
the system by increment the counter in
unit (23) and illumination the ‘MGB.CH’
light (21)
PULSE (spring-loaded position) destroys
magnetic particles trapped by detector (24)
if particle mass is not excessive
4. Emergency system pressure indicator 23. Detection/Recorder and chip destruction
unit
5. Main system pressure indicator 24. Magnetic chip detector, self-sealing, also
used as a drain plug and enables oil
sampling for spectral analysis (SOAP)
6. Loss of cooling system indicator light 25. Two-metal strips thermal contact
7. Pressure switch 26. Variable resistance temperature probe

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8. Pressure transmitter 27. Oil temperature indicator

9. Filter bypass, set at 8 bar (opens in the 28. Oil temperature abnormally high indicator
event of clogging) light
10. Check valve A Rotor shaft anchoring bearings
11. Filter (filtration 60uµ) B Front reduction gears
12. Pressure transmitter C Accessory drive housings
13. (Oil to Air) heat exchanger
14. Fan driven by the MGB
15. Pressure relief valve set at 10 bar
16. Main oil pump (flow rate : 7200 1/hr
17. Oil level sight
18. Emergency oil pump (flow rate : 7200 1/
hr
19. Pressure relief valve set at 3.6 bar

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MAINTENANCE

Servicing the main gear box consists of filling with lubricant and the levels checked as specified in
the Maintenance Schedule.

The S.76 helicopter is filled through a filler port on the upper right side of the gear box. The level is
checked on a Bulls eye type sight glass, marked on a sight window below the filer part.

DRAINING

To carry out maintenance on a main rotor gearbox it is often a requirement to drain the oil. It should
be done with the gear oil warm to aid oil flow. The aircraft maintenance manual will give instructions
on the procedure for each style of helicopter.

Usually an adapter with a hose is provided to fit to the clip detector screen housing or magnetic clip
detector plug on the base of the gearbox. The adapter de-seating the self sealing union and allowing
the oil to now pour into a suitable container.

FLUSHING

Main Rotor Gearboxes should be flushed when changing from any one of the approved oils to
another, when the box is contaminated with metal chips, when preservation with an oil that is not
compatible with the service oil.

Typically the procedure is as follows:

• Drain the gear box

• Refit plug etc. and refill with the proper oil as stated in the Maintenance Manual
• Run the gearbox up to normal operating temperature for approximately 10 15 minutes
• Drain gear box while oil is still warm
• Remove, inspect, clean and install chip detectors/strainers
• Removing and replace the oil filters
• Remove, drain, clean and reinstall the oil cooler if this is possible and authorized
• Replenish and re-establish oil levels

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MAIN GEARBOX ADJUSTMENT/TEST

Run in procedures are not normally required on new gearboxes. For example Sikersky overhauled
gearboxes are fully load tested before issue. It is normal however after fitting a new or used gearbox
to ground run the helicopter and then to be hovered for approximately ½ hour until the operating
temperature has stabilized within limits, with normal pressure indications. Following this check the
magnetic chip detectors and filters can be examined to confirm service check. This check is often
carried out after a suspect quantity of debris is found on the magnetic chip detector or in filter
assemblies.

Gearboxes which are driven by ‘high’ shaft assemblies direct from the engine and cooler fans driven
by a shaft, usually have the balance and vibration levels checked during a rotor engaged ground run as
part of the first installation checks on the gearbox.

GEARBOX CONTAMINATION

General
Metal particles found in main gear box oil filter or chip detector/strainers, in oil may indicate
malfunction of an internal part of gear box. Check oil for metal particles by filtering through filter
paper. Presence of metal particles, however, does not necessarily mean gearbox is no longer
serviceable. Quantity, source, form and type of metal found together with service history of particular
gear box, must be taken into consideration. Time accumulated since gearbox was new or overhauled,
previous malfunctions and type of operation are important factors in determining further serviceability
of unit. Particles found may be steel, silver, cadmium, aluminium, magnesium, copper, bronze or
phenolic in various shapes and quantities.
IDENTIFICATION OF METAL PARTICLES

General

Visual inspection will usually be enough to determine nature of contaminating materials. Procedures
that follow will provide additional identification information. For a complete analysis of
contaminating materials, services of a competent analytical laboratory may be used.

Prepare for Identification of Metal Particles

• Special Tools and Equipment

• Magnet, Permanent
Identify Metal Particles

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NOTE: Identification of contaminating material may be made through visual inspection or a

series
of tests.

• Steel. Isolate steel particles with a permanent magnet.

• Aluminium. Determine aluminium particles by their reaction to hydrochloric acid.
Aluminium in hydrochloric acid will fizz with a rapid emission of bubbles.

Particles will gradually be reduced to a black residue (aluminium chloride).

Copper, bronze and phenolic do no noticeably react to hydrochloric acid.

• Copper, Bronze and Magnesium. Differentiate between copper, bronze and magnesium by
their reactions in nitric acid. Copper and bronze react rapidly, producing a bright green cloud
in the acid. Magnesium will fizz with a rapid emission of bubbles. Phenolic or aluminium
will not noticeably react to nitric acid.

ANALYSIS

General

When particles are found in greater quantities than is considered normal, careful inspection of
gearbox is necessary.

Steel. Steel fuzz, too large to be burned off, may be found in chip detector/strainers of any normal
gear box as a result of normal wear. In small quantities, steel fuzz does not affect serviceability of
gear box. Steel in splinter or granular form usually indicates component damage and need for gear
box change. Thin steel flakes, not over 20, may not require gear box change.

Copper, Silver and Cadmium. Copper, silver and cadmium are used in plating gearbox parts and
can usually be disregarded.

Aluminium, Magnesium and Phenolic. These particles, in granular form, may result from use of
these materials in mallets or drifts during gearbox assembly. Aluminium or magnesium particles may
also indicate oil pump interior surface wear when found in quantity and may require pump
replacement.

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Brass and Bronze. Particles of brass or bronze in small quantities indicate normal bearing cage wear.
In larger quantities, combined with ferrous debris, they indicate probable bearing fatigue.

GEARBOX SERVICEABILITY CHECK

Check serviceability. If further doubt exists as to serviceability of gearbox, the Maintenance
Manual may offer a procedure such as that outlined below:

• Drain and service gearbox.

• Run gearbox for 1 hour and inspect oil filter and chip detector/strainers. If number of
particles has increased, replace gearbox. If number of particles has decreased, continue
gearbox in service but continue inspections of gearbox at increased frequency.

• Spectrometric Oil Analysis (SOAP) sampling may be used as a diagnostic aid. Oil samples
should be taken as soon as possible after transmission shutdown.

• After 5 hours of normal operation or during daily inspection, whichever comes first, drain
gearbox filter oil through filter paper. Inspect residue on filter element for particles. Inspect
chip detector/strainers for particles.

• Clean and replace chip detector/strainers and service gearbox with proper oil.

• Repeat this process at 5-hour intervals, or daily, whichever comes first, to determine whether
number of particles has increased or decreased.

• If number of particles has increased, change gearbox. If number of particles has decreased,
continue gearbox in service.

GEARBOX CORROSION PROTECTION

General

Maintenance of metallic surfaces requires a comprehensive programme of preventive maintenance for

specific helicopter operating conditions. Periodic washing and cleaning, inspection, recognition and
treatment of corrosion and touch-up of surfaces that have lost their protective coating, will reduce the
possibility of corrosion. Corrosion of aluminium, magnesium and steel may be caused by salts in sea
air or spray, electrolytic action caused by contact of dissimilar metals, engine exhaust and fretting.

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Inspect gearbox surfaces:

• Inspect surfaces for scratches and other damage or wear.

• Inspect surfaces for condition of zinc chromate primer and paint.

• Inspect areas of dissimilar metal contacts for evidence of corrosion.

• Inspect area around bolts, screws and other fasteners for corrosion and condition of primer
and condition of primer and sealing compound.

• Clean affected areas with an approved solvent.

• Touch up areas, as necessary, with primer.

• Apply sealing compound around joining areas, as necessary.

• Touch up with matching paint.

• Periodically apply corrosion-preventive compound, such as WD40 which will give a

protective film while displacing any water or moisture present.

BACK LASH AND GEAR TOOL PATTERNS

If a gear wheel stage is disturbed it will be necessary to ensure their correct assembly to reduce wear,
noise and vibration levels.

BACK LASH AND GEAR TOOL PATTERNS

If a gear wheel stage is disturbed it will be necessary to ensure their correct assembly to reduce wear,
noise and vibration levels.

GEAR TOOTH PATTERNS

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The pattern of two gears is also very important and closely related to the backlash. The backlashes
and patterns are generally most critical where directional changes are made with gears, because they
are adjustable by moving the gears inward or outward in order to obtain the correct relationship. The
pattern is the print that one gear leaves on another gear with which it mates. Each gear tooth of a
beveled gear has a heel and a toe.

The heel is located at the largest diameter of the bevel gear, and the toe is located at the smallest
diameter of the gear. If the gears mate in such a manner that the teeth ride too close to the heel or toe,
the load will not be distributed evenly and breakage of the teeth will occur. The diagram shows the
pattern set too close to the toe and to the heel. If it is a straight tooth bevel gear, the proper pattern
should be at the middle of the tooth.

However, most gears used in helicopters are not straight tooth gears, but are helical in design. By
being helical more strength may be developed in a smaller gear. With this type of gear a different
pattern is developed in a no load condition then under a load. With this type of gear the ideal no load
pattern is shown.

The patterns of these gears are taken by using Prussian blue on the gears to leave the imprint of the
other gear on the teeth. Illustrated are some typical patterns and movements required to correct the
pattern. The thickness of the ships determines the position of the gear and change the backlash
pattern.

BACK LASH

BACK LASH or LASH is the play between two meshing gears and is defined a the difference
between the distance between two teeth and the width of the engaging tooth. Back lash between two
gears can be altered by changing the centre distance between them. The correct amount of back lash
is designed into a gear system, which means that the distance between the centres must be within
tolerance.

If the teeth of one gear are set too tightly into the teeth of another, there will be no back lash and the
gears will not be properly lubricated because a film of oil must be present between the teeth of the
gears as they mesh. This will also cause overheating of the gears.

If the gears are meshed too high in relation to the teeth the load will be transmitted to the smallest
portion of the tooth, causing the teeth to break. The ideal placement of the teeth is in the middle area.

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At this position the teeth will receive proper lubrication and loading. A typical gear may have 0.003
to 0.004 in (0.08 to 0.1mm) back lash and this may be measured with a backlash flag and dial test
indicator.

Often these gears on which back lash and patterns must be obtained are supplied and fitted as matched
sets. Sometimes the teeth are marked with X’s and O’s to ensure correct meshing.

Modern helicopter gearboxes have control rings which set the back lash and pattern of the gears. The
control rings are matched to a particular gearbox casing. If a control ring is ever removed and lost,
the casing will have to be returned to the manufacturers for a new ring.

INTERMEDIATE GEARBOX

The intermediate or angle gearbox usually consists of a magnesium alloy casting incorporating
gearing to alter the angle of the drive to the tail rotor gearbox. Whilst the drive angle is changed there
may be in certain rotorcraft, an alteration to driveshaft RPM. For example the S76 changes the drive
angle of the drive shaft about 57o and reduces the RPM from 3299 to 3099.

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The intermediate gearbox is lubricated by the wet sump principle, each gear running in the oil and
being lubricated by splash oil being supplied to the upper bearings supporting the output gear wheels
by either an archimedian screw or slinger ring. On the EH101 helicopter the gearbox incorporates its
own pump and associated lubrication system.

Provision is made for topping up the oil by filler plug or cap and reading the level usually by a sight
glass. Some gearboxes may incorporate a dipstick in the filler port. Indications of future/excessive
wear are given by chip detectors and temperature sensors in a manner similar to the main rotor
gearbox. Cooling of the oil in the gearbox is normally carried out by the airflow passing over fins on
the gearbox casting.

ADJUSTMENT/TEST

Intermediate gearboxes are usually statically and dynamically bench tested after building from new or
overhaul. However when a new or overhauled intermediate gearbox is installed on a helicopter, an
operational check must be made before the helicopter is released for flight. Post fitment checks are
stated in the appropriate type Maintenance Manual, however, a typical procedure is as follows:

• Operate helicopter on ground for ½ hour.

• Drain oil from intermediate gear box and strain through lint-free cloth.

• Remove and inspect chip detector for metal particles.

• Inspect gearbox for external abnormalities.

• Service gearbox with proper oil.

• If conditions appear normal, release helicopter for flight.

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TAIL ROTOR GEARBOXES

TAIL ROTOR GEARBOX

The tail rotor gearbox consists of a magnesium alloy casting incorporating gearing to change the
angle of the drive through 90 degrees and to give the correct tail rotor RPM.

As all the flight loads of the tail rotors are transmitted through the gearbox, the casing must be strong
enough to withstand them and the mounting on the helicopter must be rigid and strong enough to
absorb the stresses put upon it.

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As with the other gearboxes it is lubricated on the wet sump principle. Like the angle gearbox it is
equipped with a sight glass, filler plug, chip detector and drain plug.

Provision is made for the tail rotor pitch change mechanism. The diagram shows the pitch change rod
passing through the hollow output shaft of the tail rotor drive. Other gearbox types such as the
Eurocopter’s Squirrel mount the pitch change mechanism externally.

ADJUSTMENT/TEST

Tail rotor gearboxes are tested in manner similar to that previously described for the main and
intermediate gearboxes.

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COMBINING GEARBOXES

Combining gearboxes provide the mechanical interconnection between two or more engines to one
output to the main rotor gearbox. Usually used on aircraft that have been modified from single engine
installations. In addition to providing the combining action and reducing the transmission speed to
the main rotor gearbox, the combining gearbox will possible drive generators and hydraulic pumps.

Two freewheel units are included, that allow the rotors and drive system to operate even though either
or both engines may be shutdown.

The gearbox may also form an attachment and support the engines. The gearbox forms its own
lubrication oil reservoir i.e. a ‘wet sump’ system. Oil to the main bearings and gears is positively
supplied by a spur gear or gerotor type pump. The oil then passes by ‘splash’ to lubricate the
remaining gears and bearings before returning to the sump.

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FREEWHEEL UNITS

FREEWHEEL UNITS

The free wheel units are fitted so that the main rotor CANNOT drive the engine (torque reversal) in
the event of main rotor RPM over-running the engine. This occurs during flaring the main rotors and
when the engine(s) fail or have been throttled back for practice autorotation.

There are two main types, the Roller and Sprag type. In certain applications a selectable free wheel
unit may be used. This normally allows an engine to be stated and drive the accessories without
driving the main rotor whilst on the ground.

ROLLER UNIT

This unit consists of an inner drive from the engine on which is mounted a cam ring and an outer
drive to the rotor. Circumferentially interposed between the two are caged rollers which act as the
driving medium.

When the transmission drive from the engine rotates, the rollers ride up the slopes of the cams and are
jammed between the transmission drive shaft and the rotor drive forming a positive coupling between
them.

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Whenever the rotor overruns the engine the rotor outer drive of the free wheel unit is rotating faster
than the inner engine drive thus releasing the rollers from their wedging action and making the rotor
side of the transmission independent of the engine side.

SPRAG UNIT

The sprag assembly is made up of sprags resembling the rollers in a roller bearing. The sprags
however have an approximate figurer 8 shape. The vertical height of each of these sprags is slightly
greater than the gap between the internal diameter of the outer race and the outside diameter of the
inner race. They are held in position by a cage assembly which may be in two parts and spring loaded
to keep the sprags in the engaged position. This engaged position keeps the sprags against both races
at a slight angle. Rotation from the engine on the outer race jams the sprags between the outer and
inner races and this interference fit drives the inner race which is attached to the rotor driveshaft. If
the rotor attempts to drive the engine, the sprags will be relieved and the rotor driveshaft will rotate
without the engine. The same would happen if the engine stopped.

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PRINCIPLE OF SPRAG TYPE FREEWHEEL

ACTUATED FREEWHEEL UNITS

The drive from the engine comes to the central Cam Shaft, similar to the roller unit. The Roller
retainer in the actuated freewheel is connected to a mechanism which when operated by an electrical
actuator will move the rollers and hold them in a disengaged position. Any acceleration of the engine
drive cannot be transferred via the rollers to the outlet drive to the Main rotors. This drive situation is
only used on the ground, during start up and shut down of the engines and rotors. Driving the
accessories by an engine without driving the main rotor gives the pilot hydraulic and electrical power
to give control of the main rotor as it engages with the second engine. To prevent operation in flight
system of safety interlocks are built in. When the main rotors are being driven at normal Nr on the
ground, the engine driving the accessories is throttled back, the accessories being driven by the
second engine along with the main rotors. The pilot will now operate the control switch, causing the
actuator to move the roller retainer into the pre-engaged position. Increasing the RPM of the engine
now will cause the automatic, normal engage and operation of the free wheel unit. The drive from
this engine with the actuated free wheel unit is now in MAIN DRIVE. When selected to drive the
accessories only, the engine is in ACCESSORIES DRIVE.

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Lubrication of all types of Freewheel is normally achieved by a supply from the main rotor gearbox.
On certain transmission systems the freewheel unit is a separate, sealed unit with its own lubrication
oil.

CLUTCHES

Transmission clutches are normally associated with Piston engined helicopters, but will also be found
on Fixed Turbine powered helicopters. Their purpose is to allow the engine to be started in an off
load condition i.e. not transmitting power and movement to the main rotors.

The two types of clutches found are:

• The Mechanical clutch

• The Hydro-Mechanical clutch

The choice of the type of clutch assembly to be used will depend on the size of the helicopter.
Normally the mechanical method is suitable for the smaller type of helicopter and the hydro-
mechanical type is used on large helicopters where the inertia loadings are high and a smooth
engagement is required.

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MECHANICAL CLUTCH
In this assembly the driving disc is connected to the engine driven shaft. Connected to the driving
disc are spring loaded clutch shoes. These shoes are sprung to the open position and have weights
situated at the end of the shaft.

OPERATION
On engine start up and at low RPM, the driving disc and clutch mechanism is able to rotate inside the
driven drum without transferring any movement to it. As the engine RPM is increased so more
centrifugal force is felt on the clutch shoes tending to move them out against the action of the springs.
With further increase in RPM, the clutch shoes will move out contacting the driven drum so making a
positive connection between the engine and the rest of the transmission. This engagement should be
quite smooth with the rotor RPM lagging slightly behind the engine until the two attain their correct
speed relationship. At that time the engine and rotor speed remain constant with the shoes riding with
the drum. This process should take place in a few seconds. If a longer period of time is required, the
clutch is slipping. With decrease in engine RPM, the shoes will now move inwards due to the action
of the springs, disconnecting the engine from the transmission.

HYDRO-MECHANICAL CLUTCH ASSEMBLY

The hydro-mechanical system utilizes a self contained hydraulic system to produce the motive force
to operate the clutch system.

The advantage of this type of clutch compared to the mechanical clutch is its smoother automatic
take-up of the loads.

The fluid coupling port of the clutch uses two hemispherical discs equipped with internal radial vanes.

The driving disc is connected to the engine, whilst the driven disc is connected to the rotor head drive
shaft. When the engine starts, the driving disc rotates and the driven disc remains stationary.

On a selection by the pilot, hydraulic fluid is pumped into the lower driving disc by an electrical
pump. A controlled amount of fluid is then thrown by centrifugal action from the vanes on to the
driven disc.

The energy transmitted by this action causes the driven disc to accelerate the rotor transmission up to
a speed slightly less than the rotor speed.

The pilot then throttles back the engine and inertia keeps the rotors turning. This action will release
automatically the free wheel unit from its disengaged position and place the rollers of the mechanism

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in a position ready for engagement. This automatically operated ‘selectable’ free wheel unit is housed
within the free wheel and mechanical lock assembly. When the pilot throttles up now, to the
transmission speed for flight, the free wheel will engage. Any time the rotors overspeed the engine
the free wheel unit operates as described in previous chapters.

When full engagement has been achieved the pilot switches off the electrical pump of the hydraulic
system allowing the fluid to drain back to the reservoir.

On shut down of the engine and whilst the rotors are still running down from flight RPM the
automatic action of the free wheel and mechanical lock assembly brings the rollers and their retainer
to the disengages positions. They will be held in this position ready for the next start and rotor
engagement.

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ROTOR BRAKES

The rotor brake performs three basic functions within the helicopter transmission system. It:

• Stops the rotors from windmilling after landing and prevents blade sailing

• Stops the rotors from windmilling in high winds after the engine has been shut down

• In free turbine engines it holds the free turbine shaft stationary against the gas flow through
the engine when starting and at idle speeds. This function however is restricted to gas turbine
powered helicopters.

There are two categories of rotor brake system, they are:

• Hydraulic brakes

• Mechanical brakes

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The rotor brake can be fitted at any place within the transmission system after the free wheel unit.
Normally the rotor brake may be found at the input drive into the main gearbox in connection with the
main input level gear. Alternatively the brake may be found on the intermediate drive shaft at the rear
of the gearbox.

To hold the brake on during periods of parking or in high wind conditions a mechanical ratchet and
pawl mechanism, a geometric lock, or a mechanical detent will be incorporated in the system.

TYPICAL HYDRAULIC ROTOR BRAKE

Fluid pressure is pumped into the chambers behind the operating pistons moving the pistons along the
chambers and forcing the brake pads into contact with the brake disc giving a braking action. At the
same time the piston rod, which is being gripped by the friction device moves the housing thus
compressing the return spring. To release the brakes the fluid pressure is allowed to return to the
reservoir and the return spring expands so releasing the braking action of the brake pads on the disc.

When the brake pads wear, the pads have to move further and in turn this means that the operating
piston and rod also have to move further. As the piston rod moves, it still compresses the spring but
any further movement of the piston now draws the rod further through the friction device.

The amount of wear on the brake pads can be found by measuring the amount of protrusion of the
piston rod through the gland nut. The minimum amount of protrusion, giving maximum brake pad
wear will be given in the helicopter service manual. It is important that the gland nut torque loading
should not be exceeded otherwise there is a possibility of the piston rod not being able to pull through
the friction device thus giving progressively weaker brake action as the pads wear.

TYPICAL ROTOR BRAKE HYDRAULIC SYSTEM

The operation of the system starts with the operating lever being pulled down, forcing the piston in
the master cylinder to the right. This action sends fluid under pressure to the brake unit, thus
operating the brake as described earlier. A reservoir is fitted to ensure an adequate head of fluid to the
master cylinder so ensuring that no air is induced into the system giving a spongy feel to the brake
operation and weak braking action.

When the helicopter is parked outside, on sunny or hot days, the pressure in the system will rise due
to the thermal expansion of the fluid. This excess pressure is relieved by the volume of thermal relief
valve effectively increasing the volumetric capacity of the system and so bringing the pressure back to
normal.

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A pressure switch is incorporated to confirm to the pilot that there is pressure in the system. A light
illuminates in the cockpit when the brake is applied and pressure is available.

If it is suspected that air has been introduced into system, the system must be thoroughly bled using
the bleed screw on the brake unit.

A filler plug located in the master cylinder allows for replenishment of the hydraulic system. If the
system should be disturbed in any way a bleed nipple is provided at the brake unit to bleed the system.
The Maintenance Manual must be consulted in order to carry out this section.

On certain helicopters when the rotor brake is applied hydraulic pressure from an aircraft’s hydraulic
system is selected rather than pressure generated in the master cylinder. An accumulator and hand
pump may be used to generate pressure on the ground of the transmission driven pumps are not
operating.

In the Puma helicopter rotor brake system is for stopping the rotors 21 BAR of pressure is used, but
for parking and high wind starts a static braking pressure of 100 BAR is selected. A safety system
prevents the rotor brake from being applied in flight.

TYPICAL MECHANICAL ROTOR BRAKE

The mechanical rotor brake consists of a brake drum attached to the transmission shaft to give a larger
effective braking area, a centrally pivoted brake operating lever on the adjacent structure, a brake
friction lining wrapped around the brake drum and attached to the operating lever.

To operate the brake, the operating lever is pulled in the direction of the arrow thus pivoting about its
centre. This causes the friction lining to be pulled tight around the brake drum giving a braking
action.

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INSPECTION/CHECK ROTOR BRAKE

After gaining access to the Rotor Brake caliper assembly apply the rotor brake by moving the master
cylinder handle to engage the brake. On electric Hydraulic rotor brake systems, place the battery
master switch on and the ROTOR BRAKE switch on.

ROTOR BRAKE DISC

When the linings and caliper assembly are being checked for serviceability, check the disc thickness
and condition. This includes scoring, overheating, cracking and possible distortion.

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ROTOR BRAKE CLEARANCE CHECK

Cycle the Rotor Brake system on and off three times, leaving the master cylinder in the off position,
or Rotor Brake switched off. Measure the gap between the brake disc and each lining (puck) on both
sides of the disc.

For example, on the Goodyear Rotor Brake as fitted to the Sikorsky S76, this clearance should not be
less than 0.045 ins after the first dynamic stop. If this is not achievable the Brake Calliper should be
removed and the brake lining self adjustor mechanisms re-checked and adjusted.

ROTOR BRAKE LININGS (GOODYEAR ROTOR BRAKE)

ROTOR BRAKE CLEARANCE CHECK

• On helicopters with electrical-hydraulic rotor brake, cycle rotor brake three times by moving
ROTOR BRAKE switch on mater switch panel from ON to REL to OFF, three times.

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• On helicopters with manual-hydraulic rotor brake, cycle rotor brake three times by moving
master cylinder handle forward (two strokes required) and back to detent three times.

• With ROTOR BRAKE switch OFF/master cylinder handle in detent (off), measure gap
between brake disc and each lining (puck) on both sides of disc. Goodyear brake clearance
should not be less than 0.055 inch on initial installation and not less than 0.045 inch after first
dynamic stop. Goodrich brake clearance should not be less than 0.050 inch.

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BLEEDING ROTOR BRAKE SYSTEMS

Manual Systems

On initial assembly of the caliper and master cylinder they should be filled with system fluid and as
much trapped air displaced. The exact fill and priming procedure will be laid down in the
Maintenance Manual.

Ensure the system hydraulic reservoir is full. The system can be bled by operating the master cylinder
or by the introduction of a hand pump ‘Teed into the system’. Whilst the pump is operated, in a
sequence laid down, a bleed valve will be opened to remove trapped air from the system. When an air
free flow has been established all the bleed points should be wirelocked. The brake pressure should
be established and held, typical with one full stroke of the master cylinder in accordance with the
Maintenance Manual. Whilst bleeding ensure the reservoir remains full and care is taken not to spill
hydraulic fluid on the brake linings.

Electrical-Hydraulic Systems

Ensure the Hydraulic power unit shows full and place the Rotor Brake switch on. Place a suitable
container under the brake caliper and open the bleed screws one at a time. Bleed until a steady stream
of air free hydraulic fluid comes out. Ensure the hydraulic power unit is not bled empty.

Place Rotor Brake switch to release and then off.

Replenish the hydraulic system for lost fluid and wirelock the bleed valves.

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DRIVE SHAFTS AND COUPLINGS

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The engine power output is transmitted to the rotor system gearboxes by hollow shafts. Each shaft is
supported at several points along its length by bearings attached to strengthened parts of the helicopter
structure. Each shaft is connected to its neighbour or associated gearbox by means of:

• A flexible coupling which allow minor structural movements to occur without damaging the
transmission and also absorbs the shock loadings produced by torque variations.

• A splined coupling which allows for limited structural movement only but which facilitates
the removal of shafts or components.

All shaft bearings must be lubricated regularly to minimize bearing wear and reduce friction. From
time to time the shafts must be checked for bow with a dial test indicator.

It is important that assembly instructions in the Helicopter Service Manual are rigidly adhered to as
incorrect assembly will result in and out of balance force being set up in the shaft and adjacent
components with the very real danger of shaft or component failure.

The drive shaft is split into sections and could consist of the following depending on helicopter
design.

The MAIN DRIVE SHAFT is the shaft joining the engine, or combining gearbox to the MAIN
ROTOR GEARBOX.

The INTERMEDIATE DRIVE SHAFT transmits power from the main gearbox to the intermediate
gearbox.

The TAIL ROTOR DRIVE SHAFT transmits power from the intermediate gearbox to the rotor
gearbox.

The drive shaft arrangements will differ from one helicopter design to another as discussed in
previous chapters.

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EXPANSION COUPLINGS

On certain helicopter designs an expansion coupling may be utilized between the hot turbine engine
output coupling and the main drive shaft.

This allows the engine to expand during normal operation without causing undue loads on the drive
shaft. It can also be used in drive shafts where there is a need for some tolerance in the positioning of
other components such as gearboxes.

The drive is transmitted through four steel balls which are engaged by axial grooves in the driving and
driven parts of the coupling. Axial movement of the two parts of the coupling due to thermal
expansion can take place easily, the balls continuing to transmit the torque between the two parts.

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FLANGED COUPLING

Drive shafts may be required to cover long distances between gearbox assemblies. To allow for ease
of removal, the drive shafts may be divided into smaller sections, each section being connected by a
flanged coupling.

However, because of differences in gearbox assemblies and airframe attachments, one drive shaft may
fit one helicopter installation but not another. The use of shims therefore is essential to ensure that no
load or stress is applied to the drive shaft on final torquing of the attachment bolts.

SPLINED SHAFT

The splining shaft connection is used as an alternative to the flanged type connection.

A set of splines on the male shaft mates with a similar set of splines set in the internal bore of the
female shaft. In some cases the male splines may contain a ‘master spline’, that is a raised portion of
larger single spline that mates into a corresponding spline in the female shaft. This ensures correct
positioning each time the shaft is removed and refitted, thus ensuring the correct position of any
balance weights attached to the shaft.

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UNIVERSAL DRIVE COUPLING

This type of coupling is used where the drive shafts have a slight angular change of direction. The
universal joint illustrated, connects two drive shafts together via a coupling assembly.

The coupling assembly is located into both drive shafts by bearing arms, supported by a series of
needle bearings which are set circumferentially around each bearing arm. Because of their freedom of
movement the change in direction of the drive shaft during rotation is compensated for by the ability
of the bearing arms to move independently of each other. Grease points on each bearing arm provide
a means of lubrication for maintenance servicing purposes.

DRIVE SHAFT SUPPORT BEARINGS

One item remains to be considered in the transmission system. Although not in fact a part of the
transmission shaft system, it does play an important part in its operation.

The drive shafts may sometimes traverse large distances and some means must therefore be provided
for their support.

A typical shaft support bearing has a bearing assembly fitted into an anti-vibration mounting.

The whole assembly is attached to a support frame on the helicopter structure. Shims are placed
under the attachment flange to allow for any slight installation discrepancies. Numerous support
bearings may be found on the drive shaft, all being an integral part of the shaft and fitted during
manufacture.

BEARING SUPPORT

Bearing supports are bolted to brackets which are riveted to the fuselage; there are roller bearings
fitted to each support.

The aircraft manual specified the checks and clearances required on the bearing support. Our typical
example requires a run out check with a total allowance of 0.012ins, the clearance between the
bearing and the support bracket must be checked. The unit may have a specified life.

FLEXIBLE COUPLINGS

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Flexible couplings are used on many helicopter types to joint sections of drive shafting together and to
the flanges of the gearboxes within the transmission system. They permit some lateral and
longitudinal flexing of the tail drive shaft as the helicopter structure flexes.

They are constructed from a stack of stainless steel discs, with a flat machined on them to ensure
correction location on assembly. On the Bell 206, these flats are alternated 90o on the initial assembly
of the coupling. Each flat indicating the grain direction within the disc. By having a number of grain
directions, we have a coupling of great strength as well as having some flexibility.

On the S61 helicopter the discs are numbered so when the flats are aligned the manufacturer has pre-
arranged the alternating grain structure of the discs.

In both cases on removal of the discs their individual position/order/alignment should be maintained if
they are to be refitted. This will help with the balance and vibration of the driveshaft.

This type of coupling with individual discs is known as a Thomas Coupling. On other helicopters
such as the Puma a flexible coupling of laminated metal discs is supplied as a complete unit.

When making a coupling with a Thomas coupling it is important also to ensure that convex washers
are fitted either side of the flexible stainless steel discs rather than plain washers. This will help
prevent damage to the disc as they flex. Any gaps whilst joining the shafts and flanges are taken up
by selective shimming. Unused shims being placed under the head of the bolt or nut as directed by
the maintenance manual.

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TORQUEMETERS

Most helicopters today have a torquemeter system that measures the shaft horse power being applied
by the engines to the transmission system, and is usually stated as a percentage of total torque allowed

TORQUEMETERS

• Enable the pilot to match the torque input if more than one engine is fitted, i.e. they allow the
load to be shared equally between the engines.

• Indicate the power which is applied to the main gearbox.

Torquemeters can be of the oil pressure, strain gauge or of the Hall effect probe type.

OIL PRESSURE TYPE (HYDRO-MECHANICAL)

On a typical twin engined helicopter the torquemeter mechanisms are built into the main gearbox
input section. The measured torque indicated on two dual needle instruments in the cockpit.

OPERATION

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The free (power) turbine for each engine is connected to the main gearbox by a driveshaft. This
driveshaft connects to the high speed input gear in the input section of the main gearbox. The high
speed input gear drives a spur gear on the freewheel unit assembly. The freewheel unit helical gear is
also driven, and this gear meshes with the input bevel gear helical drive. The meshing of these two
helical gears can be compared to pushing two ramps or inclined planes together – the harder one
pushes against the other the farther up the surface it slides. Thus the two gears tend to move apart, in
opposite linear motions. Tapered roller bearings hold the input bevel gear in place, preventing it from
moving linearly either direction.

The freewheel unit assembly is mounted in straight roller bearings that allow the entire gear assembly
to move linearly, so all of the gear reaction is taken up by the freewheel unit assembly. As the unit
moves forward (away from the inside of the gearbox) it carries with it a piston that is mounted on the
outer race of a ball bearing.

This bearing allows the piston to remain stationary while the freewheel unit rotates. A guide pin in
the piston aligns with a hole in the gear box housing and prevent the piston from rotating due to
bearing drag. Spring-loaded against the torquemeter piston is a torquemeter valve which will be
compressed by the forward motion of the piston.

A gear-type oil pump on the accessory section of the main gearbox pressurizes oil from the gearbox
sump to 150psi and supplies it to both torquemeter valves. If no torque is being applied to the
gearbox, the torquemeter valve will be closed. As torque is applied, the torquemeter piston pushes
against the torquemeter valve, causing it to crack open.

As the valve opens it allows some of the 150psi to enter the valve, the amount of pressure being
proportional to the amount of valve opening. The oil pressure that has been metered into the valve
now flows out of holes in the end of the valve and into a metered oil chamber forward of the
torquemeter piston. This chamber is connected by a drilled passage to an outlet that leads to an
externally mounted pressure transmitter. The pressure transmitter measures this pressure and operates
a cockpit torquemeter gauge. The cockpit gauge reads in percent of torque with 103% torque being
equal to 1250 horsepower. The pilot and co-pilot each have a dual torquemeter that indicates the
number one and number two engine inputs on the same gauge.

The torquemeter piston contains, in addition to the guide pin, a 040ins bleed hole through the piston.
This bleed hole allows a fixed amount of oil to bleed out of the metered chamber back into the
gearbox. This small flow helps the torquemeter system to drop off when torque input is decreased an
also prevents the torquemeter piston from becoming a stagnant, non-circulating system. Due to the

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bleed hole and to the small size of the torquemeter valve metering holes, the oil admitted into the
metered oil chamber will never reach 150psi. Cast iron rings seal the inner and outer diameters of the
torquemeter piston against leakage out of the metered oil chamber.

HALL EFFECT PROBE TORQUEMETER SYSTEM (PHONIC WHEEL)

To measure the engine torque the torsion of the Main Rotor Gearbox power shaft is measured under
the opposed effect of the torque and the drive resistance of the Rotors. In front of an electro-magnetic
sensor, a mechanism reproduces the torsion on the ends of the shaft. The signals from the sensor,
proportional to the torque are processed by a computer which gives an electrical output to the cockpit
gauge. This torque may be read as combined torque being applied by the engines or as individual
inputs.

The mechanism which reproduces the torsion includes a notched wheel attached to the engine input
end of the shaft and a toothed wheel attached to the rotor end of the shaft. Each wheel has its own
attachment sleeve. The toothed wheel meshes with the notched wheel with a gap. The torsion of the
shaft results in a relative displacement of the two wheels and this modifies the widths of the gaps. If
the torque increases E1 is reduced. The gap passes in front of the sensor (HALL EFFECT PROBE)
causing variations in the magnetic field which induces electrical pulses the shape of which is a
reflection of the gap width, hence a reflection of the torque. The computer transforms these signals
into a DC voltage proportional to the engine torque.

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STRAIN GAUGE ELECTRONIC TORQUEMETER

The system operates from a 28 volt DC supply, which consists of the following components:

• A moving coil indicator calibrated in lbs ft.

• A electronic unit consisting of an 8K c/s crystal oscillator, two transistor type amplifiers,
meter balancing unit, demodulator and press to test changeover relay.

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• A torque transducer consisting of main shaft, complete with integral torsion foil strain gauge
and rotating transformer assembly.

OPERATION

With nil torque on main shaft the 28 volt DC will supply 8k c/s oscillator, input amplifier, and input
rotating transformer of transducer. There is no output from rotating transformer of transducer.

However, with torque applied on main shaft, two arms of strain gauge will be compressed and two
extended. This will unbalance the electrical bridge of transducer causing an output signal of output
rotating transformer, which is then amplified, demodulated, and so fed to the indicator. The strength
of signal to the indicator being proportional to the amount of torque exerted on main shaft assembly.

A test facility is provided consisting of a press switch on main instrument panel. On pressing switch, a
relay is energized within the electronic unit, which bypasses the normal input to transducer, and
supplies a set value signal to the indicator to indicate a test torque value.

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OPTICAL ELECTRONIC TORQUE METER

In this system, torque is calculated in a similar technique to the hall effect probe, by measuring the
angular displacement between two plates. What is unique about this system is that it uses a light
source and optical sensor to measure the displacement.

A shaft, often referred to as a torque liaison shaft normally fitted between the engine and clutch/
freewheel assembly, has a plate fixed to one end which has 3 projecting pins, a disc fixed to the other
end of the shaft has 3 cut-outs. The plates are fixed so that, at rest, when there is no twist in the shaft
due to torque, the pins align at one end of each cut-out as torque is applied and the shaft twists, the
relationship between pins and cut-outs changes.

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A light source is placed at one side of the discs and a detector at the other, as the shaft rotates the
detector will sense the light frequency, as torque increases or decreases the frequency will change.
The sensor will produce an electrical signal relevant to the light sensing frequency, which is sent to an
indicator which indicates the torque figure in percentages.

TRANSMISSION SYSTEM HEALTH MONITORING

As discussed in the preceding chapters, transmission systems are very complex and contain hundreds
of separate components, any one of which may fail and jeopardize the safety of the aircraft, its
passengers and crew. There is the need to monitor the transmission system and identify the signs of
potential failure, before such a failure occurs.

There are several methods that may be used to monitor the health of transmission components, the
main ones being discussed in this chapter, and it is normal for several of these to be used in any given
system to provide a multi-layered approach to health monitoring.

The main methods employed in health monitoring, which will be discussed in this chapter, are:

• Magnetic Chip Detector

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• Lubrication System Filter Monitoring

• Spectrometric Oil analysis
• Vibration monitoring
• Health and Usage monitoring system

Magnetic Chip Detector (MCD)

Also referred to as a ‘Mag plut’, this device, as its name suggests will attract and hold ferrous
materials that may occur inside gearboxes and engines. A magnetic probe is fitted to a quick-release
plug, the shank of the plug usually has 2 annular grooves to house ‘o’ ring seals to prevent oil leakage,
and 3 pins which allow the plug to lock into a housing fitted to the gearbox or engine casing. Chip
detectors usually have a knurled head to allow each of removal and fitting, which may have 2 or 3
partially bored holes around it, these will line up with similar holes on the plug housing, when the
plug is correctly fitted and locked. An indication of correct fitment is given when the holes on the
plug and housing are aligned, and the plug cannot be removed by a gentle pull. The MCD housing
will usually incorporate a shut-off device, which will prevent loss of oil when the detector is removed.

Later variations of the MCD incorporate magnetic probes which have central and outer elements, an
electrical lead provides power to one of the elements and should a metallic chip of significant size lay
across the elements a circuit will be formed which will illuminate a warning light in the cockpit. As
well as metallic chips of a significant size, a series of small particles, which build up over a period of
time due to natural wear patterns in the rotating components, may illuminate the warning. To prevent
such ‘nuisance’ warnings many of these type of MC’s also provide a facility known variously as ‘Fuzz
busters’ or ‘zapper modules’ which will apply a higher electrical current to the plug elements which
will burn off such small particles, whilst leaving the larger, more significant ships in place. If, after
using such devices the warning remains illuminated, flight crews will land as soon as possible until
the cause of the warning is determined.

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MAGNETIC CHIP DETECTOR

MCD MAINTENANCE

MCD’s will be removed and inspected at the times specified in the maintenance manual, or when
maintenance staff have an indication of a fault that indicates unusual wear, or damage within the
gearbox or engine. In such cases the MCD may provide an indication of abnormal wear, but the
absence of any metallic debris or chips should not be the sole factor which certifying staff will use to
determine whether to return the aircraft to service.

Whenever MCD’s are removed for inspection, it is advisable, in some cases mandatory, to replace the
seals. Any debris found on the MCD should be recovered, and transferred to a specialist centre or
laboratory for analysis; in some cases it will be normal to transfer the complete MCD to such centres,
fitting a new or serviced plug in its place. Even if whole MCD’s or the debris recovered from them is
normally to be dispatched to a specialist centre, the maintenance manual will usually offer guidance
for the on-site analysis of debris found, to allow a decision to be made regarding the particular
transmission remaining in service.

If permitted by the maintenance manual and/or maintenance organisation procedures, debris may be
recovered from an MCD, using the following procedure:

• Using a suitable solvent in a clean container, gently move the magnetic detector end of the
MCD through the solvent to remove all traces of lubricant. Any particles o chips dislodged
into the container must be recovered.

• Allow the solvent to air dry from the MCD, by natural evaporation, do not use compressed air
or blow onto it.

• Using a suitable piece of clear adhesive tape, gently press the MCD detector onto the
adhesive side of the tape, so that the metallic particles adhere to it. This may be achieved by
rolling the side of the detector along the length of the tape, and then pressing the flat end of
the detector onto it, ensuring that all debris is collected.

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• Secure the tape onto a clean piece of white card or stiff paper, so that the debris is trapped
between it and the adhesive tape.

• Examine the MCD to ensure that it is in a serviceable condition, paying particular attention to
the security of the locking pins.

• Use the aircraft Illustrated Parts Catalogue (IPC) to identify the correct seals for the MCD,
after removing the old seals fit the new seals, ensuring that they are housed in the annular
groove, and do not ‘roll’ or distort during fitting.

• Refit the MCD into its housing and ensure that it is correctly locked and secured in
accordance with the instructions in the maintenance manual.

• Following the scheduled removal and refitting of an MCD, a specific leak check is not
normally required, however these must be undertaken whenever the maintenance manual or
organisation procedures require it, and may be done at the discretion of the certifying
engineer.

FILTER MONITORING

Filters are normally fitted to larger or more complex transmission system components, such as the
main rotor gearbox or combining transmissions, which have a pumped oil system rather than a splash
or oil bath type. Filters will trap all debris above a certain size, which will be dependant on the
filtration level, usually measured in microns or fractions of microns.

The filters, which will be replaced or cleaned and refitted at periods, specified in the maintenance
manual, provide a good indication of the wear or damage occurring inside the transmission
component to which they are fitted. Filters will trap all types of debris, regardless of material type
and can therefore provide an early indication of excessive wear or damage to all components
contained within the gearbox.

Depending upon the requirements of the maintenance manual and operator policy, filters may either
be removed and cleaned, or replaced with a new or bay serviced item and dispatched to a specialist
centre for cleaning and debris analysis. If filters are to be cleaned on-site, all materials and containers
to be used must be scrupulously clean before use. During this process solvents will be used that may
constitute a health hazard; therefore great carE should be taken with personal protection measures.

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A typical sequence for on-site cleaning of filters is detailed below, this is a general procedure and
specific instructions within the aircraft maintenance manual or other authoritative document should
always be followed.

• Remove locking devices from the filter housing, if locking wire is used discard carefully, so
that it cannot constitute a loose article hazard.

• Remove the filter housing, taking care to minimize any spillage of oil,. Such spillages may
cause faults to occur or adversely affect paints and protective coatings, and they should be
removed a quickly as possible. Spillage onto rotor brake assemblies is particularly
undesirable and care must be taken to remove any oil contamination from them.

• Remove the filter element and place into a clean plastic bag or container.

• Flush out the remaining oil and debris from the filter housing, using a suitable solvent, which
should be poured into a container through a fine filter paper. This filter paper will contain
debris and must therefore be retained for subsequent debris analysis.

• The filter element may be cleaned by hand in a container of solvent, using a stiff bristle brush,
once again pouring the solvent through a filter paper to collect the debris. However, with
modern filter elements, which have a very fine filtration value, it is more normal to clean
them in an ultra-sonic bath to ensure complete removal of all debris.

• Once all debris is removed, it can be collected and analysed, quite often the debris is collected
on adhesive tape and stuck on white card to aid analysis, similar to the process used for
MCD’s.

• Whether a new or cleaned filter element is to be fitted, all seals must be replaced with new
items, identified by use of the IPC, and examined for correct fitment, prior to refitting the
filter element and bowl.

• Finally, fit locking devices, and carry out a final check of the area for spilt oil and correct
fitment/locking of the filter bowl or housing. Whenever gearbox filters and their housings are
disturbed, it is normal to carry out a leak check.
Once analysed, debris should not be discarded, as it may be retained to maintain a history of debris
and wear patterns within the transmission components, and may also be required by transmission
component or aircraft manufacturers during fault analysis.

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SPECTROMETRIC OIL ANALYSIS (SOAP)

Whilst MCD’s and oil system filters may remove debris of a certain size, there will inevitably be
minute particles of metallic and non-metallic debris, which will be held in suspension in the oil.
These particles can only be detected by specialist techniques. One such technique is spectrometric oil
analysis, which may be used on a regular scheduled basis to provide a further indication of wear
within the transmission component. This process uses a small amount of oil from a gearbox, which is
burned at high temperature in a carbon arc, the resultant flame colours are analysed with a
spectrometer, and a graph will show the amount of each material held in suspension in the oil, which
is graded in parts-per-million (ppm).

This process is especially important with small or oil bath lubricated type components, such as
intermediate gearboxes as they usually only contain an MCD and no filter, the process, often referred
to as a Spectrometric Oil Analysis Programme (SOAP), will sample lubrication oils at scheduled
intervals. The oil samples are taken from each transmission component in an aircraft, usually through
oil drain or MCD housings, all equipment and container used must be scrupulously clean.

The samples are placed in separate bottles, which must be clearly labeled so that it can be traced to the
individual aircraft and component from which it was taken, other details which must be supplied with
the sample will usually include component running hours, aircraft flying hours and the quantity of
new oil used to replenish the component since the last sample as taken. This last item is important, as
when new clean oil is added it will reduce the parts-per-million count of each material, and may mask
a serious fault within the component, it therefore follows that in order to provide this information a
proper record must be retained o f all replenishments of transmission oil.

VIBRATION MONITORING

Vibration monitoring of the aircraft can provide early indications of failure or faults within
transmission systems, which would otherwise be undetectable until they became significant. This
form of monitoring is often carried out at scheduled intervals or after major component replacement,
and may also be used to aid fault diagnosis.

There are many types of vibration analysis equipment available, all of them will gather data from
accelerometers fitted to the aircraft at pre-determined points, some will scan a range of frequencies,
whilst others may be tuned to read a particular frequency. The equipment will display, and in some
cases record, the frequency (how often) and velocity (how much) of vibrations, which are then
analysed against limits set by the maintenance manual or vibration data sheet. As various parts of the

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transmission system will be rotating at different speeds, therefore providing different frequencies, it is
possible to collect vibration data for each part of the system. Careful analysis of results will enable
operators to determine the frequency and velocity of any vibration and therefore determine where it
originates and if it is within stated limits.

When fitting this equipment to aircraft it is essential to use the correct locations for the sensors,
otherwise, fitting an accelerometer in an incorrect position may mask an important vibration.
Additionally it is equally important to route all cables correctly, or they may cause an obstruction to
moving components, this is especially important when routing cables close to flying controls. There
are usually specific instructions for the fitting and use of vibration analysis equipment within the
aircraft maintenance manual, or other authoritative document.

HEALTH AND USAGE MONITORING SYSTEM (HUMS)

The HUMS can be of 2 versions. The Cockpit Voice Recorder and Flight Data Recorder (CVR/FDR)
or the Full Integrated Health and Usage Monitoring System (IHUMS).

CVR/FDR

The CVR/FDR only version of the installation is offered at 3 standards for helicopters. Two meeting
CAA or ICAO regulations, a 15 parameter version for helicopters under 7,000 kg and a 33 parameter
version for helicopters above 7,000kg. For helicopters conforming to FAA requirements a 22
parameter version is offered.

The single flight date acquisition and processing unit (DAPU) provides acquisition and processing
necessary to feed the flight date parameters into a single accident recorder which has an 8 hour
capability of recording flight data and 3 one hour channels for cockpit voice.

The data acquisition unit meets all the flight data parameter requirements for the FAA, the CAA and
Eurocae. It meets the latest requirements by the CAA for built-in test and has a bulk erase facility on
the CVR to meet pilot union requirements.

There is also a full play back facility without the need to remove the crash recorder from the aircraft.

FULL IHUMS

With a full IHUMS capability, extra capacity is included in the Flight Data Acquisition and Processing
Unit (DAPU). In the GEC Plessey DAPU 5 cards are added.

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The five additional cards’ functions are as follows:

• Two processor boards.

• One transmission vibration acquisition board, one airframe and engine vibration acquisition
board and a board for timing.
• Azimuth marking and optical blade tracker.

To perform the full IHUMS function additional line replaceable units (LRU’s) are required:

• Either a control and display unit (CDU) or a pilot’s input panel (PIP) depending on whether
an interactive pilot function is required.
• 12 transmission accelerometers
• 8 airframe accelerometers
• 4 engine accelerometers
• A minimum of 2 azimuth markers with an option of 4
• Quantity oil debris monitoring system with an Arinc 429 data feed.
• A card maintenance data recorder (CMDR) and a main rotor blade tracking camera with these
extra sensors the airborne unit has the following function, all considered as usage.

USAGE

• Automatically tracks all times for automatic log book entry of sector and total times. The
running times for 50 serialized components can also be maintained if this facility is used.
• Warns and tracks maintenance manual exceedances. The exceedance is available for reference
on the CDU and is recorded on the CMDR with a total of up to 28 seconds of full flight data
parameters.
• Tracks and records low cycle fatigue counts for the engines if applicable.
• Holds and displays previous engine power trending data.
• Acquires, records and displays new engine tend data.

HEALTH

• Automatically acquires from up to 12 accelerometers vibration signatures associated with

each transmission shaft or gear combination or identified accessory drive. The signature is
both in time domain and as a signal average. The parameters of each signal average
acquisition is adjustable by software changes as to duration, filtering requirements and
convergency thresholds.

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• Automatically acquiring during 7 flight conditions track and balance information for the main
rotor from 3 accelerometer and tail rotor balance vibration information from two
accelerometers. This information is signal averaged, recorded on the CNDR for subsequent
analysis in the Ground Station.

• In addition, time vibration signatures are recorded from all 8 airframe accelerometers and
recorded on the CMDR for analysis and diagnosis in the Ground Station, this is the airframe
and diagnostic vibration capability.

• Engines – High temperature accelerometers on each engine are sampled approximately every
2 minutes and the RMS of the synchronized signal compared with a threshold value which
when exceeded raises a cockpit caution, the pilot can then monitor the relative level of the
vibration on his CDU identifying which engine, in fact which section of the engine, is
vibrating. He can then shut down the engine if necessary. A proportion of these signatures
are retained on the CMDR for download and subsequent analysis.

• The combined system therefore provides in two basic units full FDR/CVR meeting all known
international requirements, plus a monitoring and recording function within the single DAB
giving digital recording of all life usage and exceedance histories and a very large number of
signal averages from 12 transmission accelerometers, airframe vibration from 8 airframe
accelerometers and engine vibration from 4 engine accelerometers.

All the maintenance data on the card together with any pilot input data at the Ground Station is then
processed for the line engineers and the following drawn to their attention:

• Any pilot entered defect or limit exceedance, whether accepted or not by the pilot, places the
aircraft unserviceable and alerts the line engineers that maintenance action is required. No
CMDR cards for this aircraft can be reissued by the system until all the defects are rectified or
deferred if this is an acceptable procedure.

• The transmission diagnostics are conducted and complete survey of the vibration analysis of
all the vibration acquisitions made. If any maintenance thresholds are exceeded the aircraft is
placed unserviceable and the line engineers alerted, the defect identified with recommended
remedial action.

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• Full rotor track and balance diagnostics are conducted and if the preset thresholds are
exceeded maintenance action in addition to the necessary adjustments is identified to the line
engineers. The aircraft may or may not be placed unserviceable at this time.

• The airframe vibration signatures are analysed to identify anomalies which would result in
prompting maintenance action for wear and tear defects in the airframe itself.

• Engine vibration analysis of the download vibration data will be analysed and if it exceeds the
maintenance threshold the aircraft is placed unserviceable and the line engineering staff
advised

• Engine power trending from the airborne acquired data will be carried out and if a sudden
deterioration identified, the aircraft will be placed unserviceable and the engineers alerted.

• The latest power trend data is automatically uploaded as part of the pre-flight disk
information so the latest power trend data is always available to the pilot on the aircraft.

• Quantity oil debris levels, will be analysed and trended, if thresholds are exceeded
maintenance investigation will be initiated. The aircraft may or may not be placed
unserviceable at this time depending on the trend and oil debris level reached.

• Beyond the line engineer alerts and displays, supervisory engineers have trended data
available for inspection at less frequent intervals, to look at the underlying trends of all the
basic airframe parameters. They therefore can take early remedial action if a tendency to
change is noted in any of the parameters. This will lead to scheduled removals often in
difficult locations from an engineering or logistics aspect.

GEARBOX MONITORING

HUMS monitors all the gears in the main, intermediate and tail gearboxes. Monitoring and recording
of data is usually taken in a continuous cycle in cruise flight. In a typical flight of 1½ hours, each
gear will be surveyed at least 3 times. It will record any points where limits have been exceeded and
all data can be analysed at the Ground Station.

A typical system such as Stewart Hughes Ltd uses a three stage process.

Stage 1

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Carried out in flight, this is the primary analysis phase, at which data sampling and averaging is
synchronized to the rotational speed of each gear being monitored. Accelerometers are positioned on
each gearbox, one on the tail and intermediate boxes, and 9 on the main. A magnetic probe
tachometer, sensing a one per revolution pulse of a target on the rotor brake disc flange, provides the
rotational speed signal.

An ‘electronic gearbox’ calculates from the tacho signal the rotational speeds of all monitored shafts.
During the stage 1 analysis, the tachometer signal is used to ‘chop’ the raw signal data into discrete
sections, each section corresponding to one revolution of the individual shaft being surveyed. Each
revolution is then sampled to produce a vibration signal, and after 200 to 300 revolutions, the signal
sections are averaged to suppress non-synchronous, i.e. Data values which do not occur at the same
point in each sample, and thus originates from other shafts. Discrete signatures of the Raw Signal
Average (RSA) are thus built up for each monitored shaft.

Stage 2

The secondary analysis phase, also performed in flight, examines the RSA for a change in energy or
signals pattern relative to the baseline. The RSA is processed to provide a set of energy level
indicators and Figures of Merit (FM Numbers). Each type of gearbox fault will cause a change in a
characteristic combination of energy indicators and FM numbers.

Stage 3

Carried out on the Ground Station Computer. This phase enables a history of the quickly identify
problem areas.

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DIAGNOSTIC INDICATORS

D i a g n o s t i c Character Purpose
Indicator
RMS The rms level or standard All faults involving damage will
d e v i a t i o n o f t h e s i g n a l increase the vibration level and
average raise this indicator.
L SO1 The energy of the signal Standard indicator for testing for
E average at the 1st shaft order changes in imbalance.
V SO2 The energy of the signal Standard measure indicating
E average at the 2nd shaft order coupling misalignment.
L

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E
L
MFn The ratio of the energy in the To detect faults in the system
S
2nd harmonic of gear mesh which alter the meshing action?
frequency relative to the
fundamental for gear n

P FM1A Overall modulation Detects Misalignment,

A Eccentricity, Swash, etc.
T FM1B Differences in planet-pass Detects planet gear load sharing
T modulation level failure.
E F M 2 A The measure of multi-mesh Detects general tooth damage.
R &B tooth damage patterns within
N the average
FM3 Sub-harmonic meshing Detects parametric excitation,
heavy wear and drive line faults.
M
FM4A The measure of localized D e t e c t s t o o t h d a m a g e , e . g .
A
tooth damage within the Spalling, Tooth fracture.
T
signal
C
FM4B The measure of general or Detect general wear faults.
H
distributed tooth damage
I
within the signal average
N
G

HAZARDOUS INCIDENT INSPECTIONS

OVERSPEED OF THE TRANSMISSION

Overspeeding of the main rotor above limits laid down will require a serviceability check of the Main
Rotor Gearbox, Intermediate and tail rotor gearboxes. This may consist of visual external inspections
for leaks at joints, seals and an inspection of chip detectors, scavenge screens, oil filters etc. Oil
samples for Spectro analysis may also be taken. Assessment of the contamination level and type of

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metal particles found will then determine continued serviceability of the gearboxes. Depending on
the degree of overspeed a number of checks will be required on the main drive, the intermediate, tail
drive shafts and their respective couplings and bearings. The couplings may show elongation around
their bolt holes and the bearings, signs of overheating and ‘throwing’ of grease. Oil cooler fan belts
may have left signs of shifting on the pulley wheels during the overspeed and should be replaced.
Very high overspeeds may result in the automatic rejection of all the transmission components.

SUDDEN STOPPAGE OF THE TRANSMISSION

General

Sudden stoppage of main rotor blades, tail rotor blades, and associated components can occur in
various degrees of speed and severity. Therefore, this procedure cannot be all-inclusive. However, as
a general rule, the following will require that a sudden stoppage inspection be done:

• An installed main or tail rotor blade is damaged by striking an object

• Dynamic components are brought to an abrupt stop

• Dynamic components are rapidly decelerated by means other than the rotor brake

• If rotor brake stops rotor head in 8 seconds or less at Nr greater than 45%.
(Typical figures from the S.76)

Main Rotor Drive System

If damage to main rotor blade is limited to tip cap area and there is no permanent deformation, or
distortion of spar, inspect as follows:

• Visually inspect blade tip cap attachment area, damper/spindle attachment lugs and hardware
and rotor head installation, particularly pitch control rods, rotating and stationary scissors, for
signs of damage such as cracks, loose components, binding components, cracked paint, etc.

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• If there is no damage to the blade tip cap area or to the blade damper/spindle attachment areas
or to the rotor head, return helicopter to active service.
• If damage is confined to the tip cap with no damage evident on the blade or rotor head,
replace tip cap and return helicopter to active service.
• If damage to blade tip cap attachment area cannot be corrected by replacing tip cap or if
damage is evident at blade damper/spindle attachment areas or to main rotor head, comply
with provisions of step (a) below:

NOTE: Clearly tag all components ‘BLADE DAMAGE INCURRED WHILE ROTOR
HEAD IN MOTION’ and also explain what the blades hit, if known, and how badly
helicopter parts were damaged.

(a) Remove blades, rotor head including swashplate, and main gearbox from helicopter and send
to overhaul and repair facility for detail inspection and overhaul.

(b) Inspect airframe attachment points for deformation and damage.

(c) Visually inspect engine drive shafts, tail drive shafts, all associated flexible couplings,
bearings, and supports for cracks and distortion.

Tail Rotor Drive System

If damage to tail rotor blade is minor and there is no permanent distortion, yielding, or deformation of
spar confirmed by a coin tap test and in accordance with the Manufacturer’s Manual for composite
blades:

• Inspect tail rotor system components using sudden stoppage inspection requirements.

• Dye penetrant inspect all tail gearbox mounting lugs.

• Visually inspect intermediate gearbox mounting, all drive shafts and associated flexible
couplings, and drive shaft bearings and supports for cracks and distortion or buckling.

• Visually inspect control rods and pitch change beam arms for signs of damage such as
cracks, loose or binding linkage or control rods, cracking paint etc.

If there is no damage to the tail rotor, tail rotor blades or drive system return to service.

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If there is damage to the tail rotor blades, extensive enough to cause permanent distortion of the spar:

• Clearly tag all components ‘BLADE DAMAGE INCURRED WHILE TAIL ROTOR IN
MOTION’ and also explain what the blades hit, if known, and how badly the helicopter parts
were damaged.

• Remove pitch beam, pitch control rods, blade assemblies, retaining plate, tail gearbox,
intermediate gearbox, and entire tail drive shaft assembly from helicopter and send to
overhaul and repair facility for detail inspection and overhaul.

• Visually inspect vertical stabilizer for possible structural damage such as loose rivets, cracks,
etc. Inspect gearbox attachment points for deformation and other signs of damage.

• Carry out a serviceability check of the main rotor gearbox.

MAIN GEARBOX TORQUE AND TEMPERATURE LIMITATIONS

The figures given are for a typical twin engined helicopter.

MAIN GEARBOX TORQUE LIMITATIONS

Torque Limitations

Dual-Engine Operation

• Takeoff Power: 100% torque, each engine

• Maximum Continuous Power: 100% torque, each engine

Single-Engine Operation

• 2-1/2 Minute Power: 112.1% torque

• 30-minute Power: 104% torque

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• Maximum Continuous Power: 100% torque

Transient Overtorque

NOTE: Main gearbox torque limitations for maximum service life under steady state
conditions are indicated by torquemeter markings. Transient conditions beyond
torquemeter red lines may inadvertently occur, however.

(a) During single-engine operations, transient overtorque is permissible above torquemeter

readings of 112.1% for periods or not over 16 seconds for any single instance.

(b) During dual-engine operations, transient overtorque is permissible up to torquemeter

(c) readings of 115% output torque for periods of not over 5 seconds for any single instance.

% No 1 Engine + % No 2 Engine

(d) A main gearbox that has operated beyond limits in (a) or (b) must be inspected

MAIN GEARBOX TEMPERATURE LIMITATIONS

General

Main gearboxes temperature over 105oC (221oF) indicate a malfunction in the main gearbox or
associated cooling system, or operation in high ambient temperatures. If high temperature was a
direct result of a malfunction in the main gearbox, the gearbox should be sent to an overhaul and
repair facility for evaluation. If high temperature was a result of a malfunction in the external cooling
system, such as a malfunctioning thermostat or extreme operating conditions, the criteria for
acceptance of the main gearbox are as follows:

• Main gearboxes operating from 105oC to 120oC (221oF – 248oF), for other than a short
transient period, require an inspection of the main gearbox systems as to the cause and
necessary correction.

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• Main gearboxes operating from 120oC to 140oC (248oF to 284oF), for a period of over 30
minutes, require inspection of oil filter and chip detector/strainers for contamination. Service
main gearbox with proper oil.

• Main gearboxes operating above 140oC (284oF) for any length of time MUST be replaced.

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