Be i Helicopter A Textron Company Drivetrain and Rotors Training Academy ComrRisi 198 2008 ot MaloopleTeten nc Avion of Toon re, Al RighsResoved a posesDRIVETRAIN AND ROTORS SUBJECT Freewheeling Unit Assembly Main Driveshaft Transmission Transmission Oil System Transmission Mounts Mast Main Rotor Hub Main Rotor Blades Tail Rotor Driveshatt Hanger Bearings Tail Rotor Gearbox Tail Rotor Hub and Blades Servicing TABLE OF CONTENTS PAGE TA 72 end Rotors 94-2009, 2208 Dratsn ‘COPYRIGHT 1005, 2008 Bal HlcoperTeston ne.” Advisonof Texten he. AU Rghts Reserved ‘For Training Purposes OnlyDRIVETRAIN AND ROTORS ‘The drivetrain system provides a means of transmitting power from the engine to the main and tail rotor assemblies, The drivetrain includes the freewheeling unit assembly, main drive shaft, transmission, mast, tail rotor drive shaft, oll cooler blower, and tail rotor gearbox. The rotors are the main rotor and the tail rotor. Freewheeling Unit Assembly The freewheeling unit is mounted on the engine gearbox and driven under power from the engine power takeoff gear shaft. Engine power is transmitted to the outer race of the freewheeling unit, through the ‘engaged sprag clutch and into the freewheeling inner shafi. The freewheeling inner shaft couples the engine tothe main driveshaft on the forward attachment plate. The tail rotor drive system is driven through a flexible coupling and a splined adapter mounted on the aft end of the freewheeling inner shatt During autorotation, the sprag clutch disengages and the rotational forces of the main rotor are utilized to drive the transmission accessories and tail rotor drive system. TA 2088-P6 Orvtin nd Rotre 3.1200 COPYRIGHT 1996, 2903 BetHezope Taxon lic Aison of Texen lc, All Rohs Reservod For Training Purposes OnlyDRIVETRAIN AND ROTORS Main Driveshaft The main driveshaft is designed to transfer power from the engine to the transmission uring normal operations and to transfer from the transmission to the tail rotor system during autorotation. The main driveshaft rotates at 6016 rpm at 100% N2/NR. ‘The main drive shaft consists of flexible splined couplings and a flanged hollow shaft that are installed between the freewheeling assembly and the transmission input drive adapter flange. The flexible coupling accommodates movement between the transmission and freewheeling assembly. A spring in each coupling assists in the centering of the drive shaft during operation. Preflight inspection consists of observing the outer coupling for discoloration caused by overheating, signs of damage to the grease seals, or actual grease loss. 12 2068-PS Diversinan¢ Rotors, 91-2009 ‘COPYRIGHT 1965, 7031al Holcopor Texrn nc. Acvison OF Tenton ne ANRights Reserved Fer Training Purposes Only,DRIVETRAIN AND ROTORS Transmission The transmission, located on the cabin roof, is mounted to the cabin roof on two pylon supports. The pylon supports incorporate spherical bearings that allow movement from side to side and fore and aft. An elastomeric isolation mount dampens vibration and restrains fore and aft movement. A drag pin that extends through the cabin roof limits lateral and longitudinal movements of the transmission assembly. The transmission reduces engine rpm, changes the angle of drive from the engine to the rotor, and serves as the structural member that links the mast to the airframe. It provides a two-stage reduction of 15.23 to 1.0 (6016 to 395 rpm). The first stage is a bevel gear arrangement with a 3.26 to 1.0 reduction; the second stage reduction is obtained through a planetary gear train that provides a 4.67 to 1.0 reduction. The transmission assembly consists of a top support case and a lower case. This assembly contains the input pinion, bevel gear arrangement, planetary gear train, and accessory gear drive. Components attached to the transmission and mast assembly are the main driveshait, transmission oil pump, transmission oil fitter housing, hydraulic pump, rotor pm tachometer generator, and two magnetic chip detectors. A third magnetic chip detector is mounted on the freewheeling unit. The transmission system is equipped with a temperature switch, temperature bulb, pressure switch, and wet gage to provide system information. Elastomeric bearings are sed to minimize vibrations being transferred into the airframe, 3 2069-76 Drvetain and Rotre_ 3-1-2003 ‘COPYRIGHT 1805, 208 Bel Helcoper Txt lnc A vgn 0 Texto Ie. All Rights Rossvet For Training Purposes OnlyDRIVETRAIN AND ROTORS 4 2009-PS Divetainane Rots 3-1. copynicT 1005, sossotTiccaperfosen ae, Kévanei Tonto he ALR Rees For Training Purposes Only,DRIVETRAIN AND ROTORS Transmission Oil System Lubrication is provided by means of a pump, a pressure regulating valve, an oil cooler, a filter eloment, and two spray jets. The pump is a constant volume type driven by the accessory gear which delivers pressurized oii externally to the filter and housing assembly, cooler, and then retums it to the main transmission where spray jets lubricate the internal parts. A sight glass is located on the right Pf side of the main tranemiseion lower case where the oil level can be easily checked. Abreather-type filler cap is located on the main transmission top case. The oil system also provides lubrication for the freewheeling assembly mounted in the engine accessory gear case. Oil pressure to lubricate the freewheeling assembly is taken from a tee fitting installed in the pressure line that runs to the cockpit for the transmission oil pressure gage. The oll pump, hydraulic pump, and rotor tachometer generator are mounted together on the forward side of the transmission, The accessory drive gear drives these components using a 1.42 to 1 ratio. The transmission oil pressure regulating valve, which is located on the left rear comer of the lower case, is used to adjust the oil pressure to normal operating limits and to relieve excess cil pressure back into the transmission case. ‘The transmission oil filter and housing assembly, which is mounted on the lower left side of the transmission, has a disposable fiter element. The oil filter manifold also incorporates a bypass valve, thermostat, temperature bulb, anda temperature switch. The bypass valve assembly will ‘open when excessive back pressure is caused by either a clogged filter element or extreme cold temperatures. Itwill then allow oil to bypass the filter element and to be directed to the thermostat and oil cooler. The temperature bulb is located on the forward side of the filter housing and is electrically connected to the oil temperature indicator in the instrument panel. The transmission oil temporature switch is located on the oil filter housing and is electrically connected to the TRANS OIL TEMP caution lightsegment. When the oil temperature reaches 110°C, the temperature switch will illuminate the caution light segment. 5 2008-P Devetnin and tre 91.2008 (COPYRIGHT 1908, 2008 et Hessptr Taxon ln Adivison of Texunrc, All RightsReserved For Training Purposes OnlyDRIVETRAIN AND ROTORS 5-5 Gpwd OFTECTOR- ORAIN PLUG &. magnerie ene To PLOTS PANEL GAGE. oar Low mess: WARNING 5% The TRANS OIL PRESS caution segment switch is located below the instrument panel and is connected into the transmission oll pressure indicator oil line. During normal operation the oil pressure switch opens at 38 maximum psi on increasing oil pressure and closes at 30 2 psi on decreasing pressure. The oil pump inlet screen assembly, which is located in a boss adjacent to the transmission cil pump, filters oil prior to its entering the oil pump. Two oil jets are incorporated in the transmission. The No. 1 cil jet directs a lubricating oil spray to the transmission bevel gears, and the No. 2 oil jet lubricates the planetary pinions and mast bearing. 6 2068.6 Diversinan Rotors, 31-2009 ‘COPYRIGHT 1965, 2208 Bal Helcoper Teton ine. Assn f Texto he ARIS Reserves For Traising Purposes Only,DRIVETRAIN AND ROTORS The three electric chip detectors (two on the lower transmission sump end one located near the mast bearing) consist of a selflocking, bayonet type probe with a permanent ceramic magnet at the end. In the event that metal particles should become free in the oil, the magnet will attract them. When sufficient metal is attracted to complete a circuit between the pole and ground, the XMSN CHIP light on the caution panel wil illuminate. There is a magnetic chip detector also installed in the freewheeling unit mounted on the engine accessory gear case, The detector is not electrically connected to the caution light. The oil cooler contains a single core and is mounted ‘on the top, aft side of the transmission. The thermal bypass valve controlling the flow of oil through the cooler core is located on the outlet side of the cooler, and it allows fluid to bypass the core when the oil temperature is low, The cooler fan is mounted on the upper structure behind the aft firewall and is driven by the tail rotor drive shaft. The squirrel cage typeimpelleris mounted i ona flanged shaft supported by bearing hangers. The fan shaft connects to the forward and aft short tail rotor drive shafts and is part of the tail rotor drive shaft system. A flexible duct conveys air forward from the oll cooler plenum to the transmission cil cooler and the hydraulic reservoir. y The transmission accessory gear drives the transmission oll pump. The pump output is between 4.5 to 5.0 gallons per minute. The pressure is regulated by the transmission cil pressure regulator valve and is set at approximately 45 PSI. The pump scavenges oll from the lower case sump through a wire screen and the lower chip detectors, Oil is then directed to the transmission mounted cil manifold and the fiter element. rT 22887 Diretsin and Rokrs 2-1.200 (COPYRIGHT 906, 2008 Ben Hoscopler Texan ite Advison cf Tecton Ine. All Rghs Resevec For Training Purposes OnlyDRIVETRAIN AND ROTORS Transmission Mounts The transmission mounts are designed to permit movement of the transmission and isolate vibrations from the main rotor system. The pylon support mounts are connected to the cabin roof and the transmission case through spherical bearings that permit a range of motion in both the longitudinal and lateral axes. The isolation mount is attached to the cabin roof and the aft lower case of the transmission. The elastomeric mount dampens fore and aft movement of the transmission and isolates vibration. The drag pin assembly, mounted on the lower transmission case, extends through the cabin roof and limits the transmission movement. A striker plate, riveted to the cabin roof, provides a Techanical stop that limits drag pin movement. 8 2008. Diverainand Rotors. 34.2009, ‘COPYRIGHT 1966, 209.al Helcapler Texto ine. Aaivison of Texan ne. ANRigns Reserve For Training Purposes OnlyDRIVETRAIN AND ROTORS Mast ‘The main rotor mast is attached to the transmission by means of a mast locking plate and studs in the top of the transmission case. It is a hollow, steel shaft that transmits rotational energy from the transmission to the rotor system. It has three sets of splines and two threaded areas incorporated into its design. The upper spline is master splined to correctly position the main rotortrunnion. The swashplate drive splines, located in the middle of the mast, are machined to receive a collar set to which the swashplate drive linkis attached. The lower splines are the drive splines where the rotational ‘energy {rom the transmission is transmitted to the mast from the planetary gearing. The upper portion of the mast is threaded to receive the mast Tetaining nut. Main Rotor Hub The main rotor assembly is a semirigid, undersiung hub with two metal blades. The hub assembly is attached to the mast by means of a splined trunnion thatalso functions as the rotor flapping axis. The flapping bearings are grease lubricated, roller bearings which assemble into the pillow block housing that is attached to the yoke and also serves to provide hub centering provisions together with the trunnion. The yoke serves as the pitch change axis, and the grips are attached to the yoke by means of the tension-torsion strap assombiies which transfer centrifugal loading from the blades to the yoke and also assist to counteract aerodynamic forces. The pitch change bearings are housed in the grips and are grease lubricated. The change in blade pitch angle is accomplished by rotating the grips on the yoke with an input at the pitch homs. The blades are attached to the grips with bolts which have hollow shanks that are used to install weight for static and dynamic balance of the hub and blade assembly. Blade alignment is accomplished by adjustment of the blade latches which engage the root end of tho blade. ro 20007 Dri and Rotre_ 91.2003 (COPYRIGHT 1005, 2009 Bal Helepte Ton Inc Advishn of Tecrninc. All Rgtts Rovewed For Training Purposes OnlyDRIVETRAIN AND ROTORS ts The trunnion mates the rotor system to the mast, transmits drive to the yoke assembly, and serves as a pivot point for the rotor flapping axis. The yoke supports the main rotor system. It has two hollow and preconed journals to relieve stresses. Eachjournalhas the hollow bore especially machined at the outboard end to fit a seal assembly, and the inboard is machined to fit the tension-torsion (T-T) strap end fitting. The T-T strap, which consists of stainless steel wire wrapped around two steel ends, provides a connection between the grips and yoke. During rotor feathering, the flexibiity of the strap allows the grip bearings to rotate on the yoke journals, The grip assembly is the structural member between the yoke and the main rotor blades. The outboard end of each grip has a machined hole for the blade retention bolt, and the grip body has drilled tangs to fit he blade latch bolt that retains the outboard end of the T-T strap. Main Rotor Blades The main rotor blade has qualities of advanced aerodynamic efficiency, ruggedness, and simplicity. The blades have a ~10° twist and an airfoil cheracterized by a significant positive camber to the first third of the chord length and by the flat symmetrical surfaces of the aft two-thirds. Through the use of a droop-snoot airfoil section, rotor blade efficiency is significantly improved compared to symmetiical blade shapes. A wide thrust. margin for maneuverability and high efficiency in a hover are, in part, the result of this airfoil design. Itis an all metal bonded assembly consisting of three structural members: an aluminum spar, spar closure, and a trailing edge strip. Skins, stabilized by honeycomb core, are bonded to the major section by adhesive applied under heal and pressure. Reinforcing doublers, grip plates, and drag plates are bonded to the blade butt end. The basic portion of the blade has a 13.026 inch chord. The flap restraint kit is installed on the main rotor hub trunnion. The kit incorporates counterweights and springs which serve to limit flapping freedom during starting and shutdown but permit normal flapping at operating rpm. 7-10 2083-PS Divetsinand Rotors. 9-1-2003 (COPYRIGHT 1905, 209 Bel Hakcoplr Texton ne Adnidon ol Texton Ie. ANTS Rowers For Trairing Purposes OnlyDRIVETRAIN AND ROTORS Tail Rotor Driveshaft BM The tail rotor drive shaft is made up of the forward short shaft, the oil cooler blower shaft, the aft short shaft, and the tail rotor drive shaft segments. Steel laminated flexible couplings (Thomas couplings) are used to connect the shaft sections and the tail rotor gearbox. The forward and aft short shafts are located on either side of the oil cooler blower assembly. The forward short shaft is constructed of steel and is connected to the aft end of the freewheeling assembly and the forward end of the fan shaft by means of splined adapters. The aft short shaft is constructad of aluminum alloy and is connected to the aft end of the fan shaft by means of a splined adapter and the first tail rotor drive shaft segment, The segmented tail rotor drive shaft consists of five segments that extend along the top of the tailboom. Each segment of the drive system is identical and interchangeable with the others. Hanger Bearings Seven hanger bearing assemblies support the drive shafts and flexible, steel, disc couplings. Thomas couplings are used to both connect the shaft sections and allow continued alignment with the tailboom. ra 2000-76 Orvetsin wd Rotera 9-1-2000 ‘COPYRIGHT 1005, 213 Bal Heleolor Teton ne A avon of Textron In. All Rights Reserved For Training Purposes OrlyDRIVETRAIN AND ROTORS Tail Rotor Gearbox The tail rotor gearbox, located on the aft end of the tailboom, drives the left-hand side mounted tail rotor. It contains two spiral bevel gears positioned at ninety degree angles to the other. ‘The direction of drive is changed ninety degrees and there is a speed reduction of 2.35 to 1.0 at the gearbox. The magnesium housing is attached to the tailboom by means of four bolts and two alignment pins. The assembly includes a breather type filler cap, oil level sight glass, and a combination electrical chip detector and self-closing valve, The chip detector consists of a self-locking bayonet probe with a permanent magnet at the end. Free ferrous metal particles in the oil will be attracted to the magnet. When sufficient metal is attracted to complete the circuit between pole and ground, the T/R CHIP detector segment on the caution panel wil illuminate. The valve automatically closes and prevents loss of oil when the electric chip detector is removed for inspection. The chip detector also serves as a drain plug. Tall Rotor Hub and Blades The tail rotor assembly is delta hinge type with two interchangeable blades and a controllable pitch angle up to 19 degrees. The aluminum alloy forged yoke is attached to the tail rotor gearbox shaft by means of a splined trunnion inside the yoke to provide a flapping axis for the assembly. At the time of assembly, spanwise balance is accomplished by using washers on the blade bolts at the yoke, and chordwise balance is accomplished by using weights and washers on the trunnion bearing housing restraining bolts. The tail rotor blades are all metal assemblies consisting of a stainless steel shell reinforced by a honeycomb filler and stainless steal leading edge abrasive strip. Ballast stations, located atthe inboard < trailing edge and the tip of the bledes, are provided for mass balance of the blades. Weights used in these locations are determined when the blade is manufactured. The blades are attached to the yoke by means of spherical bearings (provide for pitch change of the blades) that are mounted in the arip plates of the blades on the pitch change axis, TZ 2068-6 Diverinand Reore, 42100, COPYRIGHT 1966, 20981 HetcplrTextenne. Addon ofTenten he. AIRghs Rosorves or Training Purposes OnlyDRIVETRAIN AND ROTORS Connecting linkage consists of push-pull tubes, belloranks, levers, and supports that connect the pilots tail rotor control pedals to the tail rotor pitch change mechanism. Tail rotor pitch control is accomplished by means of belicrank, rod, and lever assembly mounted on the tail rotor gearbox which actuates a control tube through the hollow rotor drive shaft to the crosshead and pitch links. Servicing TRANSMISSION and TAILROTOR GEARBOX Oils confirming to the following specifications are approved for use in transmission and tailrotor gearbox: MIL-L-7808, MIL-L-23699, or DOD-L-85734(AS) specifications. Refer to BHT-206B3-MD-1 Sight glasses are provides to determine quantity of oil in transmission and tailrotor gearbox. NOTE Transmission oll may partially drain into freewheeling assembly after shutdown. When checking oil levels consider this and slope of helicopter landing surface. If not considered, a false oll quantity indication or overfiling of a gearbox could result. Transmission capacity 5.0 US, quarts (4.7 liters) Tailrotor Gearbox capacity 0.38 U.S. pints (0.2 liters) 7-13 208P Dream and Rotors 3-1.2008 (COPYRIGHT 1905, 2003 Be HobcoplrTesen Inc Aisin of Teton nc. Al Fgh Resowed or Training Purposes Only