Section 7

Transmission Systems

Section 7 Transmission Systems

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 POWER TRANSMISSION SYSTEMS

The Power transmission systems include the following components –

1. Main Gearbox (MGB) and Main Rotor

2. Intermediate Gearbox (IGB)
3. Tail Gearbox (TGB) and Tail Rotor

Coupling between the three gearboxes is achieved by tubular shafts with flexible connections.

Main Gearbox

The Main Gearbox transmits the power from the two engines to the rotors whilst reducing the rotational
speed. It also drives two pumps for its own lubrication system along with the accessories. These
accessories consist of –

1. Two alternators
2. Two hydraulic pumps
3. A fan to cool the lubricating oil.

It is of modular construction for ease of maintenance and reduction of servicing time. Figure 1 shows an
external view of the gearbox and identifies some of the main components.

Oil Filter Housing

MGB Oil Cooler Fan Drive

RH Engine Input

LH Hydraulic Pump
RH Servo Mount

LH Accessory Housing
RH Torque Transmitter

Oil Filler Cap

LH Alternator Drive Rear Reduction Gear Cover

RH Hydraulic Pump
Tail Rotor Drive Flange RH Accessory Housing
Rotor Brake Disc
RH Alternator Drive

Figure 1 – Main Gearbox External Components

Section 7 Transmission Systems

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 MGB CH MGB T MGB COOL MGB P

A WARN N
R
M
A
Central Warning X

N
R
M
I
N

Aural
Warning
Switch

12 13 50 60
11 14 40
10 15 1
30
80
9 16 2
20 1+2
8 DEG 90
17
ROTOR 10
7 100
18 1+2 0
6 19 110

Pitch Gauge Torque Gauge

260 260 280

300 240
300
NR NR+NF
200 220
340
320
200
340
RPM tr/mn
100
RPM tr/mn 100

Left-Hand Nr Gauge Right-Hand Nr and Nf Gauge

Figure 2 – Transmission Monitoring Systems

Section 7 Transmission Systems

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 Intermediate 5 5 Tail Rotor
Gearbox 0 0 Gearbox
Temperature 10 Temperature
1

ºC x 10 ºC x

Main 1 6 Main Gearbox

Gearbox 5 4 Normal
8
Temperature 1 Pressure
2 1
0
0 bar
ºC x

S/BY

2 3 Main Gearbox
Stand-By
Left-Hand 1 Standby
Hydraulic 0 4 Pressure
Gauge
bar 5
AUX

Figure 3 – Transmission Systems Monitoring Panel

Limitations

Torque % Time
Maximum 100% 5 min
Twin Engine
Maximum Continuous 81% Unlimited
Maximum 69% 2½ min
Single Engine Maximum Continuous 66% Unlimited
Transient Over Torque 74% 20 sec

Engine to MGB Coupling

The engine free turbines transmit their power to the gearbox via Bendix shafts. These shafts are
specially constructed with electro-beam welded flanges which can flex to take up any misalignments
between engine and gearbox. In the event of a flange rupture a safety bearing incorporated at the
engine end and a splined shaft at the gearbox end, prevent the drive shaft from flailing around.

The shafts are enclosed by coupling tubes attached to the MGB and forming the rear engine support.
These tubes have a gimbal joint at their centre to give 2° freedom of alignment between engine and
gearbox.

Section 7 Transmission Systems

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MGB Gear Train

The internal gear train is shown schematically in Figure 4.

The input shafts are connected by splines to the front reduction gear, which then drives the intermediate
shafts. Mounted on these shafts are the torque sensing wheels which are described later. At the output
end of the intermediate shafts are the free-wheels which drive the bevel pinion and hence the bevel pair.
Internal splines in the bevel pinion drive the tail rotor drive shaft on which is mounted the Rotor Brake.
The bevel pair transmits the drive to the rotor via a vertical shaft and two epicyclic gear trains. At the
base of the vertical shaft, gear wheels drive the two lubrication pumps.

Note - There are five stages of reduction through the gearbox:

1. At input to intermediate shaft 22,840 - 7,960 RPM.

2. After free-wheel to bevel pinion 7,960 – 4,888 RPM.
3. At main bevel pair 4,888 – 2,390 RPM.
st
4. At 1 stage epicyclic 2,390 – 772 RPM.
5. At 2nd stage epicyclic 772 – 265 RPM.

Main Rotor

265 RPM

RH Accessories Tail
Drive Rotor
772 RPM

4,888 RPM

2,390 RPM
LH Accessories
Drive

Engine 2
LH Free-Wheel
7,960 RPM (RH free-wheel on opposite side)

Engine 1
22,840 RPM

Lubrication Pumps

Figure 4 – Internal Gearbox Drive-Train

Section 7 Transmission Systems

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 No. 1 No. 2
Engine Engine

22840 22840
rpm rpm

7960 rpm Drive to 7960 rpm

Main Rotor

Free Free
Wheel Wheel

4573 11608 11608 4573

rpm rpm rpm rpm

Left-Hand No. 1 No. 2 Right-Hand

Hydraulic Alternator Alternator Hydraulic
Pump Pump

8418 rpm
4888 rpm

Oil
Cooler

Tail Rotor Drive

Figure 5 – Gearbox Accessory Drive-Train

Section 7 Transmission Systems

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MAIN GEARBOX LUBRICATION SYSTEM

General

The gears and bearings are lubricated and cooled by oil under pressure. An external oil cooler is
provided to reduce the temperature of the oil during operation and because this arrangement is
vulnerable regarding leaks, two pumps are provided. One, the Main Pump, circulates the oil through the
cooler whilst the other, the Standby Pump, outputs directly to the filter and by-passes the cooler.

Both pumps are internal gear type with the Main Pump drawing oil at the 8 litre level and the Standby
Pump at the bottom of the gearbox.

The oil used is of synthetic type (Aeroshell 500) and the level can be checked by a sight glass on each
side of the Gearbox. The filler cap is on the right-hand side.

Cockpit Indications enable monitoring of the system during operation.

Lubrication
Minimum Pressure 1 bar
Normal Pressure Range (Main Pump) 4 - 7 bar
Normal Pressure Range (Standby Pump) 2 – 4½ bar
Main Gearbox Maximum Temperature 145°C
Maximum Sight level 19.6 litres
Minimum Sight Level 17 litres
Total Capacity including cooler 21.4 litres
IGB and TGB Maximum Temperature 120°C

Cockpit Indications

32 Alpha Panel - MGB CH MGB T MGB COOL MGB P

Multi Instrument Panel - Oil Temperature Gauge, Main Pressure Gauge, Stand-by Pressure Gauge

The sensors and transmitters for these indications are shown in the lubrication diagram.

Section 7 Transmission Systems

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Operation

Normal

Refer to Figure 6. The Main Pump discharges through the oil cooler to the filter and hence via the
distribution drillings and jets to the gears and bearings. The oil then returns to the sump by gravity. A
tapping at the outlet of the Main Pump transmits the output pressure to the distributor valve (3) which
moves over against a spring and restricts the suction of the Standby Pump. The Standby Pump is kept
lubricated by the reduced flow and maintains a reduced pressure to the system. Notice that both pumps
are continuously driven. The pressure relief Valve (2) at the output of the Main Pump ensures quick
warm-up on starting by reducing the flow through to the cooler. The cold oil means a higher pressure and
the relief valve opens.

Emergency

Should the Main Pump pressure drop (due to a leakage of oil or failure of pump) the distributor valve (3)
will no longer be held against the spring and will move over to allow a full flow to the Standby Pump. The
output from this pump flows directly to the filter and by-passes the oil cooler, giving rise to a higher
operating temperature. As the pressure from the Main Pump has fallen below 3 bars the pressure switch
(7) will operate and illuminates the MGB COOL light on 32 alpha panel indicating to the pilot that cooling
is no longer available.

With reduced power the Gearbox can operate for 2 hours under these conditions. However, a closer
watch should be kept on the MGB temperatures and pressure warning lights and gauges.

In the event of the oil temperature reaching 145°C. The MGB T light will be illuminated. This is sensed
by temperature probe (5).

Should the pressure in the oil distribution pipes fall below 1 bar the pressure switch (9) will operate and
illuminate the red MGB P warning light on the 32α panel.

The gearbox is no longer lubricated and the aircraft must be landed immediately.

The presence of metal particles in the oil is detected by the magnetic chip detector (4) and indicated by
illumination of the amber MGB CH warning light on the 32α panel.

If the oil filter starts to clog the pressure differential across the filter will increase and open the by-pass
valve. Indication will be high operating oil pressure above 7 bars. Notice that if operating on the Standby
Pump the pressure will not rise high enough to operate the by-pass valve due to the pressure relief valve
(1) being set at 3.6 bar.

Instances have occurred of the pressure transmitting pipe between Main and Standby Pumps, fracturing,
resulting in full flow through the Standby Pump and high Standby pressure readings (>6 bar) on the
gauge.

Section 7 Transmission Systems

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 Emergency System Main System
Pressure Pressure

Pressure
1 < 3 bar
Pressure BAR BAR
< 1 bar MGB COOL

MGB P Filter By-Pass

Δ P = 7-8 bar
8 7
9

1 Filter

Emerg Main
Pump Pump
Oil Cooler
Front
Reduction
1 2 Accessory
Gears
Drive Housing
8 Litre Level
3

5
4
MGB
ºC
MGB CH MGB T

Chip Warning Temperature

Light > 145ºC

Figure 6 – Main Gearbox Lubrication

Key to Figure 6

1. Pressure Relief Valve 3.6 bar

2. Pressure Relief Valve 10 bar
3. Distribution Valve controlled by main pump pressure
4. Magnetic Chip Detector
5. Temperature Probe for MGB T warning light
6. Temperature Probe for cockpit Gauge
7. Pressure Switch at <3 bar for MGB COOL warning light
8. Pressure Switch for normal system cockpit gauge
9. Pressure Switch for MGB P warning light
10. Oil supply to rotor shaft bearings
11. Pressure Switch for emergency system cockpit gauge

Section 7 Transmission Systems

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MGB Attachment & Suspension

To absorb the vibrations and torsional loads transmitted by the rotor the main gearbox is attached to the
airframe by a flexible system. Three steel tubes, attached to the conical housing at the bottom of the
Rotor Mast and to the transmission deck, support the weight of the MGB and the Rotor Head whilst
stationary and transmit the rotor lift to the airframe in flight. At its base the MGB is attached to a titanium
flexible mounting plate, known as the ‘barbecue plate’, which is attached to the transmission deck. This
flexible plate acts like a spring to counteract the torque and dampens any vibrations.

3 Steel Suspension Bars

Forward

Blades which
can be distorted

Titanium Flexible
Mounting Plate Attachment flanges
‘Barbecue Plate’ on structure
MGB
attachment
ring

Figure 7 – Gearbox Mounting

12Hz Vibrations

When initiating ground taxying there is a possibility of setting up a 12Hz vibration phenomenon caused
by a resonant vibration within the gearbox. This vibration can be transmitted to the forward servo control
which will aggravate the situation.

If this is encountered the cyclic stick should be re-centred and pitch reduced to minimum. A modification
kit is available to overcome this problem and will be fitted should this phenomenon occur.

As this is purely a ground-handling problem it in no way affects the serviceability once airborne.

Section 7 Transmission Systems

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TORQUE MONITORING

Sensing

The torque developed is sensed at the middle of the Intermediate shafts of the gearbox by means of an
electromagnetic sensor and two wheels attached one to each end of the shaft. One wheel has 4 notches
and the other 4 teeth, which locate in the notches of the first wheel. When the shaft has no torque
applied to it the teeth are central in the notches and 4 pairs of equal width gaps are formed around the
shafts. When the shaft rotates these gaps pass across the face of the sensor and induce electrical
pulses, which have a shape, reflective of the gap width. As torsion is induced in the shaft the tooth will
move in the notch and the gaps will vary, one becoming larger and the other smaller. The signals from
the sensor are passed to a calculator which processes this information and produces a DC voltage
proportional to the applied torque which is then transmitted to the gauge.

Another wheel with 4 fixed pairs of gaps is mounted on the shaft to enable the sensing system to be set
up on installation. Compensation for temperature and shaft elasticity characteristics are built into the
calculator logics. The system is inoperative below 3,500 RPM, as incorrect readings will be obtained
below this figure.

Engine 2

MGB MGB Power Shafts

Pilots
Tq Gauge

Torque
Calculator 1
TQ
Towards Rotor
Engine 1
Torque
Calculator 2
TQ
Tq
Co-Pilots
Gauge

Pulses representative TQ
of the torsion and
hence of the torque

Sensor Torque
Calculator

Engine End Rotor End

Low High
Torque Torque
Power Shaft

4-Gap Wheel
4-Tooth Wheel

Figure 8 – Torque Measurement

Section 7 Transmission Systems

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Gauges

The power developed by each engine is represented in the cockpit by two torque gauges (one for each
pilot). The gauges have two needles and can be set in two modes of operation.

1 + 2 Mode – In this configuration the number 1 needle indicates total torque and the number 2 needle
the torque imposed by Engine 2.

Cross-Hatched Mode - In this configuration each needle reads its individual engine torque.

A rotary selector at the bottom left corner of the gauge is used to select either mode and indication of the
selected mode is shown in a window alongside the selector (1+2 or cross-hatched flag).

The normal operating position is ‘1+2’. The gauges are calibrated in % with an outer green arc for total
torque and inner green arc for single engine torque. A power supply failure indicator is located at the
bottom centre of the gauge. Pushing the rotary selector ‘in’ tests the operation of the gauge and both
needles return to zero.

1
1+2
2
1+2

With the rotary test/selector button rotated

anti-clockwise ‘1+ 2’ will be indicated on the
corner of the gauge.

Number ‘1’ needle will indicate total torque 50 60

40
and needle ‘2’ will indicate the torque of the
1
number 2 engine. 30
80
2
20 1+2
90
10 100
1+2 0 110

1
2 %

1+2
Torque
With the rotary test/selector button rotated
clockwise a cross-hatched indicator will appear
in the corner of the gauge.

Both needles will now indicate respective

engine torque and be more or less one above
the other.

Figure 9 – Torque Gauge

Section 7 Transmission Systems

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Rotor Brake

Refer to Figure 10. The Rotor Brake is a hydraulically operated disc type brake mounted on splines on
the output to the tail rotor drive shaft. It is situated just below the oil filter at the rear of the Main Gearbox.
The disc is constructed of carbon composite and there are 3 pistons operating on friction linings.

The Hydraulic pressure is supplied by the Left Hand hydraulic system at 175 bar and is reduced by the
Pressure Reducing Valve to 21 bar for dynamic braking or 105 bar for static braking (strong wind
operation).

Control of the brake is by means of 3 levers, ‘Rotor Brake Safety’ and ‘Rotor Brake’ situated side by side
on the right-hand side of the overhead quadrant and a ‘105 bar Authorisation Lever’ mounted on the
bulkhead behind the Captain and just above his right shoulder. This lever is encased in a clear plastic
box fitted with a hinged lid.

The function of the Rotor Brake Safety is to prevent untimely braking of the rotor in flight. As the system
operates with continuous pressure from the left-hand hydraulic system the safety valve is there to cover
any failure of the brake Pressure Reducing Valve.

Operation of the brake is indicated on the 32 alpha panel by 2 amber lights – RB SAFE ROT BR

The Rotor Brake can only be applied when the safety handle is in the ‘un-safe’ position (aft). This
actuates a micro-switch to illuminate the RB SAFE light. When the Rotor Brake handle is now applied
hydraulic pressure can pass through the safety valve to the pistons on the brake. A pressure switch, set
at 2½ bar, illuminates the ROT BR light when the pressure acting on the brake is above this figure.

In order to prevent inadvertent operation of the brake during starting procedures, a micro-switch has
been introduced at the 105 bar gate and the 2.5 bar pressure switch has been coupled to the engine
starting system.

Both the pressure switch and the micro switch will inhibit engine starting unless -

1. The Rotor Brake lever is at 'OFF' position and therefore there is no pressure in the system.
2. The Rotor Brake lever is at the 105 bar position and there IS pressure in the system.

Warning - It should be noted that with no pressure in the system (i.e. accumulator discharged) an engine
start is possible with the Rotor Brake lever at the 21 bar (dynamic braking) position and this will lead to
drastic results once pressure builds up in the system. It is therefore imperative that the start checks are
carried out in their entirety.

Section 7 Transmission Systems

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 Rotor Brake Rotor Brake

OFF
ON
OFF

21 Bar
Dynamic Braking
105 Bar
Static Braking

105 bar
Authorisatio
n Spring

105 bar

21 bar Limiting Lock

21 bar
Stop

+
RB SAFE

+
105 bar Static Braking ON
ROT BR

21 bar Dynamic Braking

OFF
OFF

Return to Left-Hand Pressure

Reservoir >2.5 bar

Relief Valve
>230 bar
Pressure from Left-hand
Hydraulic System
175 bar

Pressure Safety
Reducing Valve
Valve
Return to Left-Hand
Reservoir

Rotor Brake
Figure 10 – Rotor Brake System

Section 7 Transmission Systems

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Limitations

1. Rotor Brake must not be applied until engines have been shut down.
2. Max Nr for brake application is 120 RPM.
3. Rotor brake must not be applied twice within 5 minutes. If so applied then a cooling down period of
15 minutes, including 10 minutes rotor turning, must elapse before a third application.
4. If the wind speed is above 30 Kts the rotor brake must be ON for starting.
5. If starting with the rotor brake ON, the brake must be released by 23, 250 Ng or as soon as it starts
slipping.
6. Only one engine may be started with the brake ON.
7. Running time with brake applied is limited to 5 minutes.

Operating Procedures

For normal starting the Rotor Brake Lever and the Safety Lever are both placed in the forward OFF gate
prior to first engine start. Ensure that the RB SAFE and ROT BR lights are both out.

For strong wind starts (30 knots and above) the following procedures should be used.

Pre-Start

Aux Hydraulic Pump ... ... ... ... ... ... ... ... On (pressure normal)
Accumulator Pressure ... ... ... ... ... ... ... 120 bar minimum (Re-pressurise with hand-pump if necessary)
Rotor Brake ... ... ... ... ... ... ... ... ... ... ... Release
105 bar Authorising Lever ... ... ... ... ... Down
CWP ROT BR Caption ... ... ... ... ... ... Out
Rotor Brake ... ... ... ... ... ... ... ... ... ... ... Dynamic Braking Position
CWP ROT BR Caption ... ... ... ... ... ... On
105 bar Authorising Lever ... ... ... ... ... Up
Rotor Brake ... ... ... ... ... ... ... ... ... ... ... Static braking Position
First Engine ... ... ... ... ... ... ... ... ... ... ... Start - Check rotor does not rotate

1. If rotor starts to turn - shut down the engine.

2. If engine speed at ground idle is less than 21,000 Ng, adjust to between 21,000 and 22,000 Ng using
the speed select lever.

3. If rotation commences after reaching ground idle, release the rotor brake fully and accelerate the
engine.

Rotor Starting

Cyclic ... ... ... ... ... ... ... ... ... ... ... ... ... Maintain in neutral position
Rotor Brake ... ... ... ... ... ... ... ... ... ... ... Release to Full Forward position - check ROT BR light out
105 Bar Authorisation Lever ... ... ... ... ... Confirm down
Safety Lever ... ... ... ... ... ... ... ... ... ... ... Release to Full Forward position - check RB SAFE light out
Speed Select Lever ... ... ... ... ... ... ... ... Advance to Flight Position using approximately 35% torque

Note -

1. Correct inhibition of engine starting is dependent on the accumulator being pressurised. This
pressure must be checked prior to all starts.

2. When releasing the brake lever from the fully aft 'static' position, take care not to allow the lever to
slip into the 'dynamic' detent and check that the ROT BR caption extinguishes.

3. The static braking detent must not be used for rotor stopping.

4. With the start inhibiting system the engine over-speed test will ‘fail’ if the rotor brake lever is not in
the ‘static brake’ position or fully ‘off’.

Section 7 Transmission Systems

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Audio Warning System

The aural warning unit consists of a small metal box mounted on the bulkhead behind the left-hand pilot’s
seat containing a logic circuit and a ‘sounder’. Located on the outer surface of the box are a 1-amp circuit
breaker and a Test Button.

Power for the system is supplied from the 28V DC essential bus via a 2-amp circuit breaker.

The sounder emits a fast sweeping tone of 2,400 to 2,850 Hz, which is broadcast directly into the cockpit.
The audio level of the sounder is considered to be sufficiently high (116 dB at 1 meter) and penetrative to
be heard clearly by a pilot wearing a headset and earplugs with the engines and rotors running. The tone
is not transmitted through the headset.

The aural warning system uses four sensors, each of which detects two conditions. See the table below.

Sensor Condition 1 Condition 2 Comments

1 RH Hyd Pressure > 80 bar < 80 bar Same as RHP caption
2 Rotor Brake Pressure > 2.5 bar < 2.5 bar Same as ROT BR Caption
3 No 1 Engine SSL Fully Aft Not Fully Aft
4 No 2 Engine SSL Fully Aft Not Fully Aft

For the aural warning to sound, the following three conditions must be satisfied –

1. Right-Hand Hydraulic pressure >80 bar (The rotor must be turning fast enough to produce 80 bar)

2. Rotor Brake Pressure >2.5 bar (There must be pressure in the rotor brake system)

3. Either No. 1 or No. 2 engine SSL must be forward of the Shut-off gate. (This must be sensed to
prevent the warning coming on during normal rotor braking after engine shut-down)

The warning will operate if, during a high wind start, the rotor brake lever is moved from the 105 bar (fully
aft) position and placed inadvertently in the 21 bar gate rather than to the OFF (fully forward) position.

It should not operate during shut-down provided that both SSLs have been pulled fully back.

If the rotor is accelerated rapidly following brake release during a high wind start, a brief ‘chirp’ may be
emitted from the sounder if the RH P caption extinguishes before the ROT BR caption. This may be
ignored.

Aural Warning System Testing

No requirement exists for the system to be tested by the crew. However the system can be tested with
the following procedure.

28V DC Essential Bus ... ... ... ... ... ... ... Energise
Rotor Brake ... ... ... ... ... ... ... ... ... ... ... OFF
Speed Select Lever ... ... ... ... ... ... ... ... Either one open to break Micro Switch
Test Button (under side of box) ... ... ... Press and Hold – Aural alarm will sound
Speed Select Lever ... ... ... ... ... ... ... ... Close Fully – Aural alarm will stop

Section 7 Transmission Systems

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MAIN ROTOR HEAD

General

The Main Rotor Head is a fully articulated head, with oil lubricated bearings, attached to the Main
Gearbox by a flared conical housing and driven by a steel shaft splined into the second stage epicyclic
gear train of the MGB. The 4 Rotor Blades are attached to the head.

Pitch Change Sleeve

Hinge Lubrication System Top Fairing and Spindle Assembly

Frequency Adapter
Blade Horn

Combined Drag
Automatic Droop Stop
and Flapping Hinge
and Coning Restrainer
Pitch Change Rod

Figure 11 - Main Rotor Head

Limitations

Rotor RPM Normal 265 RPM (22,850 Nf)

Power On Governed Range 245-275 RPM
Maximum 290 RPM
Rotor RPM Maximum Transient 310 RPM
Power Off Maximum 290 RPM
Minimum 220 RPM at 100 kts & below
245 RPM above 100 kts

Over-Speed Alarm > 290 RPM

Under-Speed Alarm 200 – 245 RPM

Section 7 Transmission Systems

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Pitch Limitations

Level Flight 15½° (However pitch may be increased to 16° in order

to obtain 62% Torque)

Climbing Maximum Limit 17°

Total travel limit set at - 19°

Limit with Autopilot not fully functional 15½°

The components comprising the Rotor Head assembly are shown in Figure 11 with a sectional internal
view in Figure 12.

1
1

2
1

1 3

1
1 4

1 5

9
6
8

Figure 12 – Main Rotor Head

Section 7 Transmission Systems

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Key for Figure 12

1. Frequency Adapter Fitting Attachment 11. 4-Contact Point Bearings

2. Ball Joint for cyclic pitch change 12. Pitch Transmitter
3. Rotating Scissors 13. Non Rotating Star
4. Swashplate Guide 14. Bearing on Non Rotating Star
5. Non Rotating Scissors 15. Rotating Star
6. MGB Suspension Attachment 16. Bearing on Non Rotating star
7. Phonic Wheel for Nr detection 17. Pitch Change Rod
8. Oil Breather 18. Rotating Scissors drive adapter
9. Magnetic sensor for phonic wheel 19. Rotor Shaft
10. Magnetic Plug (chip detector for bearing)

Rotor Shaft

The one-piece steel shaft includes an upper flange forming the top support for the flapping and drag
hinges. The bottom support for these being a titanium plate bolted to the steel shaft. Integral with the
shaft are attachment points for the drag dampers and bolted to a flange on the shaft is the rotating
scissors drive tube. The shaft is supported at its bottom end by a double ball bearing. During flight this
bearing transmits the rotor lift to the conical housing and thence the airframe via the steel support tubes.
The bearing is lubricated by gearbox oil via an internal drilling through the conical housing.

Sleeve Spindle Assembly

This steel assembly forms the attachment for the blades to the head and constitutes the pitch change
bearing. The pre-stressed bearing assembly is lubricated by oil Aeroshell 5MA from the reservoirs on
the head. At one end the blades are attached by 2 steel pins and at the other end the lugs are
assembled to the flapping/drag hinge by a torque loaded pin which rotates in needle bearings forming the
flapping hinge. The end of this is connected to the drag damper. Anti-friction washers are fitted between
the sleeve spindle and the hinge. The whole assembly is balanced by lead shot in a box at the blade
end. A Vernier scale fitted to the assembly enables correct rigging of the blade pitch when setting up the
controls. The horn on the leading edge is connected to the upper end of the pitch change rod.

6
5
4
3
1. Spindle
2 2. Vernier Scale
1 3. Spindle Nut
4. MRH Balancing Shot Filler Plug
5. Blade Sleeve
6. Blade Pin
7. Shot Pack (Weight Balancing)
8. Magnetic plug
9. Protective Plug
10. Bearing
11. Eye Bolt
1 7 12. Blade Horn
8 13. Pitch Change Rod
9 14. Bearing
1
1
1 1

Figure 13 – Sleeve & Spindle Assembly

Section 7 Transmission Systems

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 4 5 6 1

2
1. Filler Plug
2. Reservoir Attachment Clamp
3. Magnetic Plug
4. Bleed vent Plug
5. Hose
6. Reservoir

Figure 14 – Hinge Lubrication

3 3

Flapping and Dragging Hinge

Mounted between the upper and lower support flanges the drag hinge moves on tapered and needle
bearings lubricated by a feed from the oil reservoir on top. A magnetic plug is fitted at the lower end for
maintenance purposes. The flapping hinge is formed by the pin passing through the spindle lugs and the
drag hinge assembly.

Pitch Change Rods

Attached by a bearing arrangement at upper and lower ends the rods transmit the swashplate
movements to the blades. By undoing a lock nut at the bottom end and rotating the centre of the rod,
variations in blade pitch angle can be made when setting up the controls or adjusting tracking of the
blades. An indicator on the rod is lined up upon initial setting up and by means of a serrated washer
small variations from this setting can be made. (2 notches = 1° of pitch).

Swash Plate

Consists of a rotating plate and non-rotating plate coupled together by two ball bearing races. The non-
rotating plate is mounted on a uniflex bearing which allows it to slide up and down a guide around the
rotor shaft (Collective Pitch variations) and to pivot about a ball joint (cyclic pitch variations). It is
prevented from turning by the fixed scissors and attached to the underside is the Collective Pitch
transmitter.

The rotating plate is driven by the two rotating scissor links and follows all movements of the fixed plate
which is controlled by action of the 3 hydraulically operated main servo controls. The lower ends of the
pitch change rods are attached to the rotating plate and transmit all movement of the swash plate to the
sleeve spindles and hence blades.

Section 7 Transmission Systems

20 of 30
Frequency Adapters

Consisting of a sandwich of light alloy strips and layers of elastomer bonded together, these are attached
between the mast and the flapping hinge pins to dampen the blade oscillations about the drag axis. A
safety bobbin is fitted through the layers to prevent full separation of plates should the bonding fail
completely.
1

3
1. Attachment Bolt on rotor shaft lug
4 2. Lug on rotor shaft
3. Elastomer
5 4. Light Alloy Strips
5. Flapping Hinge Pin

Figure 15
Frequency Adapter

Section 7 Transmission Systems

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 Rotors Stationary Rotors Spinning

+30º
-3º

Flyweight
Return Spring
Flyweight
Link

Flyweight
Return Spring

Link Link

Flyweight

Figure 16 – Coning Restrainers

Automatic Coning Restrainers

These prevent the blades from flapping in high winds when the rotor is stationary. Under action of
centrifugal force the weights move outwards and enable the blades to flap to a maximum of 30°. They
are illustrated on Figure 16.

Section 7 Transmission Systems

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Automatic Droop Stops

These limit the droop of the blades when Rotor is at low RPM (prevent damage to the tail boom) to minus
3°. As the weights move out under centrifugal force downward flapping is allowed to increase to minus 6°
maximum.

Both the coning restrainers and the droop stops are protected by a fairing to prevent icing up in the
outward position. They are illustrated on Figure 17.

Rotors Stationary

Rotors Spinning

-3º

-6º

Flyweight
Flyweight
Return Spring

Flyweight
Return Spring

Flyweight Flyweight

Figure 17 – Automatic Droop Stops

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 Figure 18 – Main Rotor Blade Construction

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Key to Figure 18

1. Skin (carbon fabric-glass cloth)

2. Leading Edge Protection (stainless steel) 4 elements
3. Spar (glass cloth-resin roving)
4. Tip Counterweight
5. Core (nomex honeycomb)
6. Built-in Weight
7. Dynamic Balance Weight
8. Static Balance Weight
9. Tracking Finger
10. Blade Tip Cap
11. Wedge (glass-resin compound)
12. Blade Folding Stop
13. Root wedge (glass resin compound)
14. Root Reinforcing Piece (glass cloth resin)
15. Blade Attachment Bushing
16. Filler Block (resin-moltoprene compound)
17. Filler (hard moltoprene foam)
18. Filler (moltoprene foam)
19. Glass Cloth Resin
20. Tab
21. Trailing Edge Strip Reinforcement
22. Trailing Edge Strip (carbon fabric)

Main Rotor Blades

The blades basically consist of a fiberglass resin laminate material brought to the solid state by curing.
Each blade is balanced statically and dynamically and is also balanced for lift against a Master Blade.

An Incidence correction value is marked on the blade root and has to be taken into account when rigging
to ensure each blade develops the same lift. The leading edges are protected by a stainless steel strip
and trim tabs on the trailing edge allow for slight adjustments of dynamic balancing.

The blades have a tapered section and a twist of 9° 37’ along their length.

Blade Length - 7 metres

Chord - 600 mm
Weight - 85.6 Kg

The spar consists of a moltoprene filling with resin fiberglass rovings around the attachment bushes.
The blade is filled with a honeycomb type resin.

Icing protection can be fitted to the blades as an optional extra.

Main Rotor Monitoring

Pitch

The collective pitch is indicated on the instrument panel by a gauge (see Figure 2) receiving its
information from the transmitter under the swashplate. The power supply for this is 115V single phase
AC from bus 1XP2A.

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Rotor Speed (Nr)

There are 2 gauges and 2 warning lights in the cockpit monitoring Nr and receiving signals from the
sensors and phonic wheel on the Rotor mast.

The left-hand sensor transmits directly to the Co-pilots Nr gauge which, being fully self-contained,
requires no electrical power in order to operate and is always available.

The right-hand sensor requires DC power supply in order to operate (Buses 1PP5 and 2PP6) and
supplies information to the Triple Nr/Nf gauge on the Captain's instrument panel and also the MAX NR &
MIN NR warning lights.

The MAX NR and MIN NR warnings consist of 2 steady red lights on the instrument panel and
associated audio warnings. (These lights do not operate the ALARM attention getter).

The MIN NR light and 600Hz audio warning operates between 200 and 245 Rotor RPM.

The MAX NR light and 1200Hz audio warning operates above 290 Rotor RPM.

Note – The audio warning must be switched ‘on’ for audio warnings to operate

RH Magnetic
Sensor

LH Magnetic
Sensor Phonic Wheel

Rotor Shaft

Figure 19 – Nr Sensor Location

TAIL ROTOR DRIVE SYSTEM

Power is transmitted from the Main Gearbox to the Tail Rotor via tubular shafts and two gearboxes each
of which reduce RPM and change direction of the drive. The system is made up of Horizontal Drive
Shaft, Intermediate Gearbox (IGB), Inclined Drive Shaft and Tail Gearbox (TGB).

Horizontal Drive Shaft

Mounted on vibration absorbing bearings the drive consists of seven tubular shafts, coupled together
with packs of flexible stainless steel shims, rotating at 4,888 RPM. The front shaft is made of steel and is
attached by a flexible coupling to the MGB. The other shafts are of light alloy with the rear shaft being
secured to the IGB by a flexible coupling. The flexible couplings compensate for slight misalignments
along the shaft run. All shafts are factory balanced.

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Intermediate Gearbox

The magnesium alloy casing houses an input pinion and output wheel secured to the casing by bearing
races. The drive is reduced from 4,888 RPM to 3,751 RPM and direction changed through 140° from
input to output. The gears are splash lubricated by oil (Aeroshell 555) which is contained in the casing.
The oil supply to the inclined drive bearings is achieved by means of a helical oil groove. The oil is
cooled by airflow over the casing. A filler cap and level sight glass are fitted for oil replenishment and
quantity checking, the sight glass being viewed from the right-hand side of the aircraft without removing
cowlings. A temperature transmitter, fitted in the casing, transmits the oil temperature to a gauge on the
Multiple Instrument Panel (Maximum 120°C). A magnetic plug and boroscope inspection hole plug are
fitted for maintenance purposes, there being no indication in the cockpit of metal particles on the
magnetic plug.

1 2 3 4 5

1. Output Flange
2. Hoisting Eye
3. Filler Cap
4. Casing
1
5. Input Flange
6. Mounting Lug
7. Temperature Sensor
1 8. Magnetic Drain Plug
9. Oil Level Sight Glass
10. Boroscope Orifice
11. Cover

Figure 20 - Intermediate Gearbox

9 8 7 6

Inclined Drive Shaft

A one-piece light alloy shaft attached to IGB and TGB by flexible couplings.

1 2 3

4
1. Casing
2. Filler Cap
3. Boroscope Orifice
4. Input Flange
5. Oil Temperature Probe
6. Magnetic Drain Plug
7. Cover
8. Oil Level Sight Glass
9. Output Shaft

Figure 21 - Tail Rotor Gearbox

9 8 7 6 5

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Tail Gearbox

Refer to Figure 21. Constructed of magnesium alloy, the TGB houses a spiral bevel gear pinion and
wheel retained in the casing by bearing races. The drive is reduced from 3,751 RPM to 1,279 RPM and
the direction changed through 90°.

The gears are splash lubricated and the oil cooled by airflow over the casing. An impeller wheel on the
inclined input shaft ensures oil supply to the bearings and gears.

The output drive is coupled to the Tail Rotor Hub and passing through this drive shaft is the Tail Rotor
Servo control actuator rod. The Servo control unit is attached to the left-hand side of the TGB. A filler
cap and sight level glass enable the oil contents to he entered and monitored. The sight level glass can
be viewed from the right-hand side of the aircraft without removing cowlings. A Temperature sensor
transmits oil temperature to a gauge in the cockpit on the Multiple Instrument Panel. (Max 120°C). A
magnetic plug and boroscope inspection plug are fitted for maintenance purposes.

Tall Rotor

Driven by the TGB at 1,279 RPM the 5 bladed Tall Rotor compensates for the torque reaction or the
Main Rotor and enables control in the yaw axis. The head comprises a rotor hub and five sleeve spindle
assemblies which enable blade flapping and blade pitch variations.

The blade horns are connected by links to the pitch change spider, which is coupled up to the actuating
rod of the Tall Rotor Servo control. Thus as the spider is moved in or out by the servo control the pitch of
each blade is adjusted. ‘Out’ for pitch reduction. The spindles and hinges are lubricated by grease
applied through the grease nipples.

1
1

2
9

4
8

Figure 22 – Tail Rotor Head

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Key for Figure 22

1. Balancing Washer
2. Sleeve
3. Spindle
4. Rotor Hub
5. Rotor Shaft
6. Lubricator for Flapping Hinge
7. Blade Horn
8. Pitch Change Link
9. Rubber Boot
10. Pitch Change Spider

Tail Rotor Blades

Similar in construction to the Main Rotor Blades the leading edges are protected by a Titanium strip and
the filling is a light foam. The blades have a twist along their length of 15°.

Blade Length - 1.263 Metres

Chord - 200 mm

Weight - 3.24 Kg

Rotor Diameter - 3.04 Metres

Direction of Rotation - Anti-clockwise Viewed from right-hand side

Ice protection can be fitted to the blades as an optional extra.

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 INTENTIONALLY BLANK

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