Lifting System Chapter 1: Eurocopter Deutschland GMBH

BK 117 B
Pilot’s Manual
Lifting System
EUROCOPTER DEUTSCHLAND GmbH
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Table of Contents
Lifting System Chapter 1
Lifting System - General Description . . . . . . . . . . . . . . . 1-02

Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . 1-04
Main Transmission Mounting . . . . . . . . . . . . . . . . . . . . 1-04
General Description . . . . . . . . . . . . . . . . . . . . . . . . 1-06
Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-08
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
– Oil Temperature Monitoring . . . . . . . . . . . . . . . . . . . 1-12
– Oil Pressure Monitoring . . . . . . . . . . . . . . . . . . . . . 1-12
– Main Rotor RPM Monitoring . . . . . . . . . . . . . . . . . . . 1-14
– Oil Contamination . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Not Subject to Revision Service
– Mast Moment Indication . . . . . . . . . . . . . . . . . . . . . 1-16

For Training Purposes Only
Rotor Brake System . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Main Rotor System - General Description . . . . . . . . . . . . . 1-20

Main Rotor Head . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
– Rotor Star Assembly . . . . . . . . . . . . . . . . . . . . . . . 1-22
– Inner Sleeve Assembly . . . . . . . . . . . . . . . . . . . . . 1-24
– Control Levers . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Rotating Pitch Links . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Scissors Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
Main Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . 1-28

– Vibration Absorber . . . . . . . . . . . . . . . . . . . . . . . . 1-30
Maintenance Procedures Main Rotor System . . . . . . . . . . . 1-32

Blade Tracking - Stroboscopic Method . . . . . . . . . . . . . . . 1-34
Training Center 12/98 - B ToC 1

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Pilot’s Manual
Lifting System
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Fig. 1: Assembly of the Lifting System

Main Rotor System
Rotor Brake System
Main Transmission
1-01 12/98 - B Training Center

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Lifting System
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Lifting System - General Description
General T h e lifting system of the BK 117 is located in the transmission

compartment on top of the cabin roof, within the center-of-gravity area. Its
main components are:
– main transmission,
– rotor brake system,
– main rotor system,
– main rotor blades.
Main Trans- The main transmission is divided up into the following subassemblies:
mission
– transmission housing,
– gear assembly,
– accessory units (oil cooler fan drives and hydraulic pump drives).
The following systems belong to the main transmission assembly:

– lubrication system,
– transmission monitoring system.
Rotor Brake The rotor brake system permits stopping of the main rotor and tail rotor,
System after the engines have been shut down. It consists of:
– brake lever,
– relief valve with reservoir,
– disc brake.
Main Rotor The main rotor system is designed as a hingeless Bölkow rotor system
System with four blades, and consists of:
– main rotor head,

– driving link assy (scissors link),
– rotating pitch links.
Main Rotor The main rotor blades, made of glass and carbon fibre reinforced
Blades plastics, generate the lift and propulsion required for flight, and permit
control of the helicopter about its lateral and longitudinal axes.
Training Center 12/98 - B 1-02

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Lifting System
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Fig. 3a: Main Transmission Suspension
A - shaped Support Struts

A - shaped Support Struts
Vertical Load
Strut
Transmission Deck

Torque Rods
Vertical Load Struts
Fig. 3b: Main Transmission Loads
Main Rotor Mast

Transmission Deck
Main Transmission
Side Load Rod
Torque Rods

Emergency Guides

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Fig. 3c: Vertical Load Stut Fig. 3d: Torque Rod
A-shaped Transmission
Support Fitting
Strut
Fitting Torque Rod
Vertical Spherical
Load Strut Bearing
Emergency
Guide
Fuselage
Fitting

Fuselage

Fitting
Fig. 3e: Side Load Rod
Fuselage
Fitting
Side Load Rod
Transmission
Fitting
Drip Pan
1-03a 12/98 - B Training Center

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Main Transmission
Purpose The purpose of the main transmission is to transmit the power from the
two engines to the main rotor and tail rotor. Furthermore, the engine power
is transmitted to the accessory units (oil cooler fans and hydraulic pumps).
Another task is to transmit the weight and lifting forces generated by
the main rotor system into the fuselage. This is done via the transmission
mountings.
Main Transmission Mounting

General The main transmission is attached to the airframe by four vertical struts,
one side load rod, and two torque rods, which also serve to transmit the
main rotor forces and moments into the helicopter airframe.
Vertical Load Four vertical load struts carry all weight and lifting forces, transmitted
Struts by the main transmission. They are attached to the airframe via the
fuselage fitting assembly and pivoted in spherical bearings. The struts are
attached to the transmission housing with A-shaped support struts via
fittings.
Torque Rods Two torque rods carry the main rotor reaction torque and forces created
in longitudinal direction. The torque rods are attached to the airframe via
the fuselage fittings, and to the transmission via the transmission fittings.
Side Load Rod One side load rod carries all forces in lateral direction. The side load rod
is attached via the fuselage fitting and to the transmission via the
transmission fitting.
Emergency The lower parts of the transmission fittings are designed as trunnions
Guides which, in connection with the fuselage fittings, form the emergency
guides. In case of a torque rod or side load rod failure this guide will act
as an emergency stop and carry the applied forces.

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Fig. 5: Assembly of the Lifting System
Main Rotor Mast Assembly
Main Transmission Housing

Oil Cooler Assembly

Vented Filler Neck
Tail Rotor Output

Bevel Gear
Tail Rotor Drive

Output Flange
Input Flange
Engine No.1
Oil Cooler Freewheel

Fan Drive Assembly
Hydraulic
Pumpe Drive Input Bevel Gear
Left Engine
Oil Sight Collector

Gauge Helical Gear Oil Pump

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Main Transmission - General Description
Housing The main transmission housing consists of two sections made of cast
magnesium alloy:
– lower housing,
– upper housing.
The lower housing contains the engine input drives, the tail rotor drive, the
accessory gear boxes, the oil pumps, and the mast moment transmitter.
The upper housing contains the upper bearings of the gear shafts and serves
as a cover. Additionally the oil filler neck is located here.
Gear The gear concept was designed by Kawasaki, Japan. The transmission
is constructed as a two stage reduction light weight type. The gear is
driven by the two engines and drives the main rotor, the tail rotor, and the
accessories.
Lubrication The main transmission is provided with an independent redundant

System lubrication system of wet sump type. The system consists of two
identical circuits. Each circuit comprises one oil pump, one oil filter, and
one oil cooler with fan.
Monitoring For monitoring purposes, the main transmission is provided with certain
indication and warning systems, concerning oil temperature, oil pressure,
main rotor RPM, oil contamination, and mast moment.
Notes: ✎

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Fig. 7a: Main Transmission Gear Schematic
Main Rotor Mast
Collector Helical Gear
Intermediate Gear
Right Engine
No.2 Engine Drive
Accessory
Drive
Oil Pump
Drive

Intermediate Gear
Left Engine
No.1 Engine Drive Tail Rotor

Drive Train
Fig. 7b: Freewheel Assembly Fig. 7c: Sparg Clutch Operation
Clutch under Load

Housing
Engine Race
Sprag Clutch
Transmission Race
Clutch Free
Engine Race
Engine Race
Transmission Race
Transmission Race

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Main Transmission Gear
General The main transmission reduces the input RPM of the two engines to the
required output RPM for the main rotor, tail rotor, and accessories. The
gear is divided up into the following stages:
– input stage,
– collector stage,
– accessory drives.
Input Stage The left and right engine input drive shafts are installed in the lower
housing assembly. They are provided with freewheel clutches to prevent
a power flow from the main transmission to the engines. The two
intermediate gears change the power flow by 90° and pass it to the
collector helical gear of the collector stage. Additionally, the
intermediate shafts drive the oil pumps.
Freewheel The engines drive the input drive shafts in clockwise direction. In this
Clutches direction, the freewheel clutches are interlocking the driving and driven
parts. The freewheel clutches are effective in the following situations:
– when starting the engines, only one turbine drives initially and the
freewheel clutch to the other drive is overrun. It will lock if both
engines are running at the same RPM,
– if one engine becomes inoperative, its freewheel clutch is overrun
and prevents the engine from being driven by the main transmission.
The pilot can fly with only one engine operating,
– if both engines become inoperative, both freewheel clutches are
overrun and a landing by autorotation is possible.
Collector The collector stage is the center part of the main transmission. Its
Stage purpose is to transmit the combined engine power to the main and tail
rotor system and to transmit the lifting forces into the transmission
housing. It is driven by two intermediate gears.
Accessory The purpose of the accessory drives is to drive the oil cooler fans and
Drives the hydraulic pumps. They are located at the left and right forward side
of the main transmission and are driven by the intermediate gears.

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Fig. 9a: Transmission Lubrication System Schematic
Internal Distribution
Oil Cooler Fan Oil Cooler Fan
Oil Cooler Oil Cooler

Bypass Filter

Oil Sump Oil Pumps with
Suction Filter
Fig. 9b: Main Transmission Oil Pump Fig. 9c: Oil Filter Assembly
High Pressure
Relief Valve Indicator Pin
Drive Input
Oil Outlet
Filter
Oil Intake Transmission

with Screen Housing

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Fig. 9d: Oil Cooler Assembly
Right Oil Cooler

Assembly
Oil Filter Assembly
From Oil Cooler

Oil Cooler Fan Drive
To Oil Cooler

Housing
Air Inlet with Wire Mesh

Oil Cooler Fan
Transmission Oil
Cooling Section
Rear Air Duct
Left Oil Cooler

Assembly
Front Air Duct

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Main Transmission Lubrication System
General The main transmission is lubricated and cooled by an oil system. Because
of redundancy, the lubrication system consists of two independent
systems. Both systems are identical and therefore only one system will be
described. The main components of one system are:
– oil pump,
– oil fine filter,
– oil cooler,
– distribution system.
Oil Pump The oil pump, attached to the bottom of the main transmission, is driven
by the intermediate shaft. It is a low pressure pump. A screen prevents
damage caused by metallic particles. The oil is supplied to the filter assy
via a pressure line.
Oil Filter Assy Before the oil reaches the oil cooler, it passes an oil filter. The filter assy
incorporates a bypass to ensure oil circulation in the event of clogging.
The filter assembly is mounted to the main transmission, as shown in fig.
9d. From there, the oil flows via a pressure line to the oil cooler.
Oil Cooler One oil cooler of the main transmission and the oil cooler of one engine
are assembled in one unit. They are mounted sideways of the main
transmission and accessible via the access door of the transmission
compartment.
Distribution The distribution system delivers oil to all bearings and gears, the
System freewheel ass, the hydraulic pump drive, and the blower fan drive. The
distribution system mainly consists of bores, tubes, and spray nozzles.
The two oil systems are connected by an internal distribution groove. After
lubricating the gears and the bearings, the oil flows by gravity into the oil
sump of the lower housing.
Oil Drain Plug Two oil drain plugs are installed in the bottom of the lower housing. They
are provided with electric chip detectors for detecting metallic particles
in the oil.
Sight Gauge The oil level of the main transmission can be checked through a sight
gauge, located in the middle front section of the lower housing.
Oil Filler Neck Oil can be filled through the oil filler neck, located on the upper housing
behind the rotor mast. The oil system is vented through the oil filler neck.

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Fig. 11a: Main Transmission Monitoring
No.2 Oil Pressure

Transmitter
No.1 Oil Pressure

No.2 Oil Pressure Transmitter
Switch
No.1 Oil Pressure

Switch

Rotary Mast Moment
Transmitter Shaft
Chip Detectors
Oil Temperature Bulb
Oil Temperature
Warning Switch

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Fig. 11b: Main Transmission Oil Temperature Monitoring - Wiring Diagram
No.1 and No.2 Flight Essential Bus
No.1 Current
Limiter
Oil Temperature Switch

35 Caution Light
Circuit Breaker
Transmission Oil
Temperature Bulb
Transmission Oil
Temperature Indicator

Fig. 11c: Main Transmission Oil Pressure Monitoring - Wiring Diagram
No.1 Current No1 Oil Pressure Switch

Limiter
35
No.2 Oil Pressure Switch
Circuit Breaker Warning Light
Dual XMSN Oil Pressure Indicator


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Main Transmission Monitoring
Parameters Five parameters of the main transmission are monitored:
– oil temperature,
– oil pressure,
– main rotor RPM,
– oil contamination,
– mast moment.
Oil Temperature Monitoring

General The oil temperature is sensed by a temperature bulb, mounted at the

bottom of the main transmission, and indicated by the oil temperature
indicator, located on the instrument panel. High temperature warning
is indicated by a caution light on the annunciator panel.
Operation The temperature sensor is connected to a heat sensitive resistor, the

value of which changes due to the oil temperature. This causes an
indicating movement of the pointer of the oil temperature indicator.
XMSN OIL TEMP Oil temperature caution is energized by the oil temperature switch
Caution Light installed to the bottom of the lower transmission housing. The oil
temperature switch closes contacts at an oil temperature of more than
105°C; the XMSN OIL TEMP caution light illuminates.
Oil Pressure Monitoring
General The oil pressure of each circuit is sensed by a pressure transmitter. The
transmitters are mounted to the left and right side of the upper
transmission housing. The oil pressure is indicated by a dual indicator on
the instrument panel. Low pressure is indicated by a warning light,
located on the annunciator panel.
Operation The resistors of each pressure transmitter change their value due to the
variation of pressure. This causes an indicating movement of the
corresponding pointer of the dual oil pressure indicator.
XMSN OIL PRESS If the oil pressure of any circuit is below 1.0 bar, the XMSN OIL PRESS
Warning Light warning light illuminates. The warning system consists of a pressure
switch for each circuit opposite the pressure transmitter, and a caution
light for both circuits located on the annunciator panel.

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Fig. 13a: RPM Monitoring and Warning - Wiring Diagram
No.1 Current Limiter
2 3 14
Headset
Warning Light

RPM Warning Unit
Triple RPM Indicator

RPM Magnetic Pick-Up
Fig. 13b: Transmission Oil Contamination Caution Light System
No.1 Chip Detector

Circuit Breaker
No.2 Chip Detector
Caution Light

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Main Rotor RPM Monitoring
General The main rotor RPM monitoring system consists of:
– magnetic pick-up,
– RPM indicator,
– RPM warning unit.
Magnetic Pick-up T h e magnetic pick-up is mounted to the rear side of the lower
transmission housing close to the tail rotor drive.
RPM Indicator The RPM indicator is located on the instrument panel. It is a triple
indicator and arranged as follows:
– main rotor RPM, small pointer R, indication inner scale,

– n2 RPM engine 1, large pointer 1, indication outer scale,
– n2 RPM engine 2, large pointer 2, indication outer scale.
Operation T h e magnetic pick-up generates a voltage peak, whenever the

interrupter passes. The frequency is proportional to the RPM of the main
rotor. The pulsating signal actuates inside the RPM indicator, causing
pointer “R” to indicate the rotor speed in %.
RPM Warning RPM warning is controlled by the RPM warning unit, located in the
instrument panel. The RPM warning unit powered from the no.1 flight
essential busbar and senses the voltage peaks generated by the magnetic
pick-up. The warning light is activated, if
– the main rotor RPM is below 95% (additionally an audible signal is

activated),
– the main rotor RPM is above 106%.
Oil Contamination Caution Light System
Purpose The purpose of the transmission oil contamination caution light

system is to detect and indicate metallic particles within the oil circuit.
Location T h e two chip detectors a re located at the bottom of the main

transmission.
Type The chip detectors are of magnetic-type and attract metallic particles
from the oil.
Operation Accumulations of particles bridge the contact gap of the detector magnet
and close the circuit of the XMSN CHIP caution light which illuminates.

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Fig. 15a: Mast Moment Indication System
Strain Gage
Bridge Assy

Mast Moment Indicator

Sensor Connector
Rotary Induction Transmitter
Transmitter Cable
Sensor Connector
Fig. 15b: Mast Moment Indication System - Wiring Diagram

23 Red Mark
Strain Gage Bridge White Mark
Indicator
Black Mark
Warning Light
Rotor Mast Rotary
Induction Test Button
Transmitter Calibration Screw

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Mast Moment Indication
General The mast moment indication system is used to measure and indicate
any bending moments, which occur on the rotor mast.
Components The indication system mainly consists of:
– strain gauge bridge,

– rotary induction transmitter,
– mast moment indicator.
Strain Gauge Four strain gauges are combined to form a bridge circuit. This strain
Bridge gauge bridge is bonded inside onto the upper section of the rotor mast.
Rotary Induction The rotary induction transmitter is located on the bottom of the main
Transmitter transmission. It transmits the signals to and from the mast moment
indicator.
Mast Moment The mast moment indicator is located on the instrument panel and
Indicator contains a color coded scale, a calibration screw, a push-to-test button,
and a warning light. The scale is divided into a green arc (normal
operating range) and a yellow arc (caution range). The red mark indicates
the maximum permissible bending value for the mast.
Operation The mast moment indicator produces a 6 kHz frequency, which is

applied to the strain gauge bridge via the rotary induction transmitter. The
resistance of the strain gauge bridge modulates the signal amplitude due
to shaft-bending. This signal is transmitted back to the mast moment
indicator via the rotary transmitter and is indicated by the instrument.
Values Each mark of the mast moment indicator indicates a certain bending
moment:
black mark: approx. 4,000 Nm

end of green arc: approx. 7,500 Nm
red mark: approx. 11,750 Nm
white mark: approx. 15,000 Nm.
Warning If the pointer of the mast moment indicator exceeds the red mark, but
remains below 95% of full deflection (approx. 14,250 Nm), the LIMIT
warning light illuminates. When the pointer falls below the red mark again,
LIMIT goes off. If the pointer exceeds 95%, LIMIT remains iluminated,
even if the pointer falls below the red mark again. LIMIT can be reset by
pushing the test button.
Testing The calibration and testing of the mast moment indication system is
performed by pushing the TEST button. A test signal is supplied to the
system, which corresponds to the measuring signal for maximum
deflection. The pointer must fully deflect to the white mark within 4
seconds. Any deviation can be corrected by adjusting the potentiometer
via the calibration screw (CAL).

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Fig. 17a: Rotor Brake System
Brake Fluid Reservoir
Actuator
Tail Rotor
Output Shaft
Supply Line from

Pressure Relief Valve

Brake Lever Brake Disc

Micro Switch
Master Cylinder
Fig.17b: Relief Valve with Fig. 17c: Brake Actuator Assembly

Fluid Reservoir
Brake Lining
and Plate
Brake Lining
Reservoir Retainer Piston
Mounting Bracket
Rotor Brake
Housing
Pressure
Brake Disk
Relief Valve
Main Transmission
Flange

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Rotor Brake System
General The BK 117 is equipped with a rotor brake system to stop main rotor as
quick as possible.
Main The rotor brake system mainly consists of:

Components
– the brake lever, micro-switch and the master cylinder, located on
the cabin floor to the right of the pilot’s seat,
– the pressure relief valve and the reservoir, located on the cabin
roof, right of the center port and accessible after opening the
hydraulic compartment cowling,
– the brake actuator and the brake disc, locate on the rear side of
the main transmission.
Micro-Switch When the brake lever is pulled about 5° to 10°, a micro-switch closes
contact and the caution light ROTOR BRAKE illuminates. So rotor brake
operation is indicated to the pilot via the annunciator panel.
Pressure Relief After releasing the brake lever, pressure decreases and the pistons are
Valve relieved. The relief valve prevents the system from excessive pressure.
If the valve opens, the fluid returns to the reservoir. So a maximum braking
force can never be exceeded.
Bleed Srew The rotor brake system is bled via the bleed Srew, attached to the
actuator housing.
Do not operate the rotor brake with rotor speeds higher then 50% RPM,
or temperatures below -30°C!
Notes: ✎

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Fig. 19: Main Rotor System Assembly
Main Rotor Head
Blade Mounting Fork

Main Rotor Blades
Control Lever
Scissor Assembly
Rotating Pitch Links

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Main Rotor System - General Description
General The main rotor system provides the lift and propulsion of the helicopter.
It is a hingeless 4-blade rotor system, consisting of:
– main rotor head,

– scissors assembly,
– rotating pitch links,
– main rotor blades.
Main Rotor The main rotor head is bolted directly to the rotor mast of the main
Head transmission. The main components of the rotor head are:
– rotor star,
– inner sleeves with blade mounting forks,
– control levers (pitch horns).
Scissors The scissors assembly consists of the fork link, the drive link and the
Assembly bearing block which is attached to the rotor mast. The assembly drives
the rotating part of the swash plate.
Rotating Pitch The rotating pitch links are the connecting links between the swash plate
Links and the control levers of the rotor head. The purpose is to transmit control
movements to the rotor blades.
Main Rotor The four main rotor blades generate the lift and propulsion required for
Blades flight. They are attached to the main rotor head by two bolts each.
Notes: ✎

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Fig. 21a: Main Rotor Head Assembly
Rotor Cap Rotor Star
Blade Mounting Fork
Control Lever
( Pitch Horn)

Fig. 21b: Main Rotor Head Assembly
Hoisting Ring
Air Bleed Screw
Cover
Lubrication Housing
Sight Gauge
Central Bolt
Rotor Star
Rotor Arm Upper Quadruple Nut
Bushing
Upper Cover Plate
Lower Quadruple Nut
Mounting Stud
Retaining Bolt
Lower Cover Plate
Nut Retaining Assembly

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Main Rotor Head
General The main rotor head assembly is the center part of the hingeless rotor
system.
Purpose Its purpose is to transmit the lifting and control forces, and the rotating
motion of the engine power to the blades.
Main The main rotor head consists of the following components:

Components
– rotor star assembly with rotor cap,
– inner sleeve assembly,
– control levers.
Rotor Star Assembly
General The rotor star assembly is shown in fig.21b. It consists of:
– rotor star with cap,

– retaining assembly,
– lubrication housing.
Rotor Star The rotor star is made of titanium. It contains the inner sleeve assy and
the retaining assembly. At the top, the lubrication housing is located. The
bearings of the inner sleeve assemblies are lubricated through a bore
drilled into the top of each arm of the star. The rotor cap creates better
stream lines and laminar air flow for the tail rotor.
Retaining The retaining assembly consists of:

Assembly
– the main bolt, passing through the rotor star,
– two cover plates,
– four retaining bolts, to retain the tension torsion straps,
– two quadruple nuts, which are fixed by the main bolt to retain the
four bolts,
– a bushing, which functions as a spacer between the two quadruple
nuts.
Lubrication All bearings are lubricated by oil, which flows by gravity through the four
Housing bores of the rotor star. The lubrication housing is installed at the top of
the rotor star and consists of:
– a cover,
– a sight gauge,
– two air bleed screws.

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Fig. 23a: Assembly of Inner Sleeve and Control Lever
Needle Bearing Races
Inner Sleeve
Blade Mounting Fork
Spacer
Control Lever
Torsion Tension Strap

Central Bolt Locking Strap
Bushings
Retaining Nut
Inner Seal
Needle Bearings

Inner Sleeve Assembly
Quadruple Nuts
Retaining Bolt Spacer
Outer Seal
Fig. 23b: Rotor Head with Inner Sleeve installed
Torsion Tension Strap

Air Bleed Screw
Inner Seal
Outer Seal
Inner Sleeve Assy
Central Bolt
Quadruple Nuts
Retaining Bolt
Retaining Nut
Outer Needle Bearing
Inner Needle Bearing

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Inner Sleeve Assembly
General An inner sleeve assembly is inserted into each arm of the rotor star. Its
function is:
– to transmit the lifting forces from the blades to the rotor star,
– to permit control of the blade angle by twisting motion.
Assembly The main components of the assembly are shown in fig.23a and 23b:
– inner sleeve with blade mounting forks,

– tension torsion strap,
– bearing assembly.
Inner Sleeve The inner sleeve including the blade mounting fork are made of titanium.
Prior to the installation of the inner sleeve to the rotor head, the inner
bearing races and the tension torsion straps must be assembled first
(fig.23a).
Tension Torsion The purpose of the tension torsion straps is to restrain the centrifugal
Straps forces of the rotating blades. They are designed torsionally flexible to
permit control movements. Each tension strap is retained by a bolt, which
passes through the upper and lower quadruple nut. On the outer end it is
retained to the inner sleeve by the outer retaining nut.
Needle Bearing The needle bearing assembly is divided into the inner and outer bearing.
Assembly The inner is installed inside near the center, and the outer is installed in
the end of the rotor arm. The corresponding bearing races are installed
on the inner sleeve. Oil seals are installed adjacent to the bearings to
prevent oil leakage.
Control Levers
General The control levers, also called pitch horns, serve as connecting links
between the rotating pitch links and the blade mounting forks. They are
attached to the blade mounting forks with bolts (fig.23a).

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Fig. 25a: Location of Rotating Pitch Links and Scissor Assy
Control Lever
( Pitch Horn)
Shim Mounting Flange

Rotor Mast

Scissor Assy
Bearing Block
Driving Link
Rotating Pitch Link

Fork Link
Swash Plate
Bearing Ring Connecting T-Bolt
Fig. 25b: Rotating Pitch Link Components
Spherical
Bearing
Fine Thread Serrated Discs

Tube
Coarse Thread
Red Colored Groove Counter Nut

Eye Bolt
Red Colored Groove

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Rotating Pitch Links
General The purpose of the rotating pitch links is to transmit the flight control
signals to the main rotor blades.
Location Four rotating pitch links are installed between the rotating part of the
swash plate and the control levers.
Components Each rotating pitch link consists of a tube with a fine internal thread at one
end and a coarse internal thread at the other end, into which eye bolts
are screwed. Serrated discs and a counter nut secure each eye bolt, to
which a spherical bearing is fitted into each eye.
The end of the groove of an eye bolt is colored red to indicate the length
of adequate thread bearing. If the red color is visible on top of the
tightened counter nut, the thread contact remaining inside the tube is
insufficient.
The rotating pitch links should be mounted such that the coarse threaded
eye bolts are fitted to the control lever at the main rotor head.
Scissors Assembly
General The scissors assembly connects the swash plate to the rotor mast. Its
purpose is to drive the rotating part of the swash plate.
Components The scissors assembly consists of the bearing block, the driving link
and the fork link.
Attachment The scissors assembly is bolted to the main rotor mast by a bearing
block. At the lower end it is attached to the swash plate bearing ring via
the connecting T-bolt by means of a spherical bearing.
Notes: ✎

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Fig. 27a: Blade Attachment
Spring
Secondary Bolt
Main Bolt
Blade Fitting Assy
Conductor
Blade Mounting Fork
Balance Weights

Fig. 27b: Cross Section of Main Rotor Blade
Stainless Steel
Glass Rovings Erosion Protection
Blade Skin
Hard Foam Filler Lead Rod
Fig. 27c: Blade Components

Blade Tip Cap
Damping Mass
Static Discharger
Trimming Surface
Trim Tabs
Nose Shell
Neck Shell
Cuff

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Main Rotor Blades
General The main rotor blades are made of light weight construction glass and
carbon fibers reinforced plastics. They generate the necessary
aerodynamic forces. They are producing lift and permit control of the
helicopter in the longitudinal and lateral axis.
Attachment The blade fitting assembly attached to the blade mounting fork is the
connection between the main rotor blade and the main rotor head. Each
blade is retained by the main blade bolt and the secondary blade bolt. The
main blade bolt is hollow to permit installation of dynamic balance weights.
Blade Contour The blade contour without the root section is rectangular and has a total
linear twist from 0°to -10° from the center of the rotor mast.
Blade Core The blade core is shown in fig. 27b. The cross section shows:
– C-spar (glass roving),

– lead rod,
– hard foam filler.
The C-spar is made of unidirectional glass fiber rovings, which form loops
around the blade root, and contains a lead rod in the nose section. The core is
made of hard foam filler. For static balancing two lead weights are integrated
in the balance weight chambers. Due to the lead weights, these areas sound
dull and without resonance.
Blade Skin The blade skin consists of diagonally layered glass fiber material until
R 0,8, from there the material is carbon fiber.
Erosion A two-piece stainless steel strip prevents the leading edge from erosion
Protection and damage caused by impact of particles. GRP-shells are bonded to the
inner leading edge and the trailing edge to protect the glass fiber roving.
The root area is covered with a replaceable PU-film.
The blade tip is protected by a blade tip cap which is bonded to the blade.
A tracking fixture is attached to the tip cap. It is used to mount reflectors
for the blade tracking procedure.
Lightning A lightning protector made of copper mesh is integrated into the nose
Protector shell and bonded to the erosion protection. The electrical charge is then
discharged to the main rotor headt through a bonding jumper.
Static A static discharger is riveted to the blades trailing edge. The static
Discharger discharger is electrically connected to the blade tip cap by a conductive
coating and enables the discharging of static electricity from the
helicopter.
Trim Tabs Two metal trim tabs and one trimming surface are bonded and, in
addition, riveted to the trailing edge of the blades. The two metal trim taps
are used to adjust the blade track. The trimming surface serves for
equalizing each blade to a standard behavior before the first run. Its
setting must not be changed after installation.

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Fig. 29a: Vibration Absorber
Vibration Absorber

Vibration Absorber
Fig. 29b: Vibration Absorber Assembly
Shaft Seal
Housing
( Upper Bracket )
Shaft Seal
Shaft
Ball Bearing
Ball Bearing
Lower Bracket Pendulum Ball

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Vibration Absorbers
Purpose During forward flight at low speeds and when leveling off after a dive, high
vibrations may occur. These vibrations are generated by the main rotor
blades. The vibration absorbers reduce the intensity of vibrations.
Variants Two variants of vibration absorbers exist, both with oil lubrication.
Assembly The vibration absorber consists of pendulum balls attached to the shaft
ends through wedges. The shaft is supported by two prestressed ball
bearings, installed in the housing. The ball bearings are lubricated by oil.
Shaft seals prevent oil leakage.
Attachment The main rotor blades are equipped with one vibration absorber each.
They are attached with brackets to the blade root. Sleeves are laminated
on the blade root of each rotor blade to provide installation pads for the
vibration absorber.
Notes: ✎

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Fig. 31a: Rotor Blades in Track and Out of Track
Tip Path Plane
Blades
In Track

Blades
Out of Track
Fig. 31b: Blade Tracking by Stroboscopic Method
Line of Sight
Reflector
Stroboscope Flash
Stroboscope Lamp

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Maintenance Procedures Main Rotor System
General Besides normal maintenance work, the lifting system requires some
special maintenance procedures to be performed:
– blade tracking,
– blade balancing,
– verification and adjustment of the autorotation speed.
Blade Tracking
General The lift of the helicopter and the ability to move in all directions is a result
of the rotating rotor blades. Besides being uncomfortable, blades out of

track cause vibrations, which can led to metal fatigue and structural
failure.
Tracking of the main rotor blades must be carried out if any subassembly
of the main rotor system has been removed
Purpose Blade tracking is the process of determine the position of the blade tips
to one another during rotation of the rotor on ground and in flight. The
purpose of blade tracking is to bring all blade tips into same tip path plane
during their entire cycle of rotation.
Procedure The most suitable procedure for blade tracking is the stroboscopic
method. A stroboscope lamp is pointed at reflectors attached to the blade
tips. During rotation of the blades at 100 % RPM, the position of each tip
with respect to the others can be seen.
Notes: ✎

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Fig. 33a: Trim Tab Bending Tool and Tracking Reflectors
Trim Tab Bending Tool
Scale
Trim Tabs
Tracking Reflector
Fig. 33b: Arrangement of Tracking Kit

Swash Plate
Cabin Celling
Left Side
Soft Iron Pin
Stroboscope Lamp
Magnetic Pick-Up
Oscillator Knob
Signals
Flash Rate Control Knob
Digital Readout Power Supply
Trigger
Balancer Unit

BK 117 B
Pilot’s Manual
Lifting System
QUIT
Blade Tracking - Stroboscopic Method
General Blade tracking by the stroboscopic method requires the following

devices:
– tracking reflectors,
– trim tab bending tool,
– tracking kit (Chadwick-Helmuth Inc.).
Prerequisites Before starting a blade tracking procedure, the trim tabs should be
checked for their angles of incidence:
– trim tabs of new blades should be set to zero degree before blade
tracking,
– trim tabs of blades already installed on a helicopter should not be
changed, until blade track has been initially determined.
Reflectors The tracking reflectors of the blades are marked by 4 colors in

accordance with the color markings of the blades and of the rotating pitch
links:
– blade no.1 is color coded yellow and is set as the reference blade.
The respective reflector 1 is also yellow,
– blade no. 2 and the reflector 2 are green,
– blade no. 3 is color coded blue, and, for better observation against
the blue sky, the reflector 3 is white,
– blade no. 4 and the reflector 4 are red.
Equipment The tracking kit consists of:
– stroboscope, used by the mechanic,

– balancer unit,
– magnetic pick-up, fitted underneath the swash plate,
– connecting cables and plugs.
The balancing kit additionally comprises the lateral accelerometer, which is

attached to the rear side of the main transmission. The arrangement is shown
in fig. 37b.
Adjustment of The tracking kit has to be adjusted in accordance with the manufacturer’s
Tracking Kit instructions (Appendix F). To check the proper function and installation
of the kit, the oscillator knob on the stroboscope is set to the “A” position.
After pressing the trigger on the stroboscope, the lamp will flash,
whenever the soft iron pin passes the magnetic pick-up. The flashed
reflector on blade 4 must appear red. Then the oscillator knob is set to the
“B” position, the stroboscope is ready for operation, i.e. flashes all four
blades synchronously.
Adjusting To bring the reflectors lined up, the flash-rate control knob on the
stroboscope may be turned. Thereby the digital readout of 614 may
change slightly.

Lifting System Chapter 1: Eurocopter Deutschland GMBH

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BK 117 B

Lifting System Chapter 1

Lifting System - General Description . . . . . . . . . . . . . . . 1-02

– Mast Moment Indication . . . . . . . . . . . . . . . . . . . . . 1-16

Rotor Brake System . . . . . . . . . . . . . . . . . . . . . . . . 1-18

Main Rotor System - General Description . . . . . . . . . . . . . 1-20

Main Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . 1-28

Maintenance Procedures Main Rotor System . . . . . . . . . . . 1-32

Training Center 12/98 - B ToC 1

Fig. 1: Assembly of the Lifting System

Not Subject to Revision Service

Rotor Brake System

1-01 12/98 - B Training Center

Lifting System - General Description

General T h e lifting system of the BK 117 is located in the transmission

The following systems belong to the main transmission assembly:

– main rotor head,

Training Center 12/98 - B 1-02

Fig. 3a: Main Transmission Suspension

A - shaped Support Struts

Not Subject to Revision Service

Fig. 3b: Main Transmission Loads

Main Rotor Mast

Vertical Load Struts

Side Load Rod

Vertical Load Struts

1-03 12/98 - B Training Center

Fig. 3c: Vertical Load Stut Fig. 3d: Torque Rod

Fitting Torque Rod

Not Subject to Revision Service

For Training Purposes Only

Fig. 3e: Side Load Rod

Side Load Rod

1-03a 12/98 - B Training Center

Main Transmission Mounting

Training Center 12/98 - B 1-04

Fig. 5: Assembly of the Lifting System

Main Rotor Mast Assembly

Main Transmission Housing

Not Subject to Revision Service

Tail Rotor Output

Tail Rotor Drive

Oil Cooler Freewheel

Oil Sight Collector

1-05 12/98 - B Training Center

Main Transmission - General Description

Lubrication The main transmission is provided with an independent redundant

Training Center 12/98 - B 1-06

Fig. 7a: Main Transmission Gear Schematic

Main Rotor Mast

Collector Helical Gear

No.2 Engine Drive

Not Subject to Revision Service

No.1 Engine Drive Tail Rotor

Fig. 7b: Freewheel Assembly Fig. 7c: Sparg Clutch Operation

Clutch under Load

1-07 12/98 - B Training Center

Main Transmission Gear

Training Center 12/98 - B 1-08

Fig. 9a: Transmission Lubrication System Schematic

Oil Cooler Fan Oil Cooler Fan

Oil Cooler Oil Cooler

Not Subject to Revision Service