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    THM AS 350 B3 Rev.07-2010

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    70 views201 pages

    THM AS 350 B3 Rev.07-2010

    Uploaded by

    Javier Garcia-Campo

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 201
    AS 350 B3 Fete) com Bees, SUMMARY 4—FIRST CONTACT WITH THE HELICOPTER ‘1-HYDRAULIC POWER AND SERVO ‘2=SYSTEM OPERATION INDICATION ACTUATORS TWIN GENERATIONS, 3=STRUCTURE 12-ROTOR CONTROLS 4~-LANDING GEAR 43-FUEL SYSTEM 5~-MAIN ROTOR DRIVE SYSTEM 44—ENGINE INSTALLATION 6—MAIN ROTOR 45~FIRE PROTECTION 7~TAIL ROTOR DRIVE SYSTEM 16-HEATING - VENTILATION 8-TAIL ROTOR 17-INTERIOR AND EXTERIOR LIGHTING ‘9-ELECTRICAL POWER SYSTEM 18-ICE AND RAIN PROTECTION 10 HYDRAULIG POWER AND SERVO. 19=PITOT STATIC SYSTEM AND INSTRUMENTS ACTUATORS SINGLE GENERATION 20—AUTOPILOT (N.A) 24~-RADIO COMMUNICATION AND NAVIGATION ‘SYSTEM ‘THIS MANUAL IS INTENTED FOR INSTRUCTION PURPOSE ONLY AND WILL NOT BE KEPT UP-TO-DATE FT CANNOT REPLACE MANFACTURER'S DOCUMENTS Rev. acne et poppin mrs Ae rt repre salon le te ETS “sor erent tte dg doer pety ETS tet mpraaced ar ener i on 17-2010 th nrc pr ron suntan ETS on fo cota hal a oceed acre Pen Sents 052008 THM TH eul Training Services, FIRST CONTACT WITH THE HELICOPTER 1.4 MAIN CHARACTERISTICS OF THE HELICOPTER 1.2 HELICOPTER OPERATING PUBLICATIONS. 1.2.1 HELICOPTER PUBLICATIONS 1.22 ELECTRONICAL DOCUMENTATION 1.23 POWER PLAN DOCUMENTS 1.2.4 SPECIFIC EQUIPMENT DOCUMENTS 1.3 MAINTENANCE OPERATIONS AND LIMITATION 1.3.1 GENERAL 1.3.2 AIRWOTHINESS LIMITATION 1.3.3 TIME LIMITS 1.3.4 PERIODIC INTERVALS 1.4 DESCRIPTION OF THE HELICOPTER 1.5 MAIN DIMENSIONS 4.6 AIRFRAME REFERENCE POINTS 1.8.1 HELICOPTER DATUM REFERENCES 1.8.2 JACKING AND LEVELING 1.8.3 WEIGHING AND C.G. LOCATION 1.8.4 ZONING 4.7 SPECIAL HELICOPTER CONFIGURATIONS 1.8 COCKPIT LAYOUT 1.8.1 INSTRUMENT PANEL 182 CONSOLE 1.8.3 GRIP CONTROLS ON CYCLIC PITCH STICK AND COLLECTIVE PITCH LEVER 1.9 SERVICING 1.9.1 CLEANING 1.40 STANDARD PRACTICES 1.10.1 USE OF MTC 1.10.2 IDENTIFICATION FOR INSTRUCTION ONLY esocamer eta rp £74 paste cnn ae espns sane aan pride ¢ ETS “on con na pu re Sabu. Th dearest pene FETS pate stb mpcece errand wit {he nree ar tr subanatonofETS ads eons a ol beac © Eop Tag Snes 083006 44 THM ane Sor as 1 1.1 MAIN CHARACTERISTICS OF THE HELICOPTER ‘THE SINGLE ENGINE ECUREUIL IS A MULTIPURPOSE LIGHT HELICOPTER. ‘The following versions are marketed and described in this manual: Max. Max. Max. Main Version Engine Rotor takeoft takeoff continuous rotor weight power power speed +4 AS350B3 ARRIEL2B AS 355 2250 kg 632 kW 543 KW, 390 trimn ~5 +15, AS 350B3+ ARRIEL2B1 AS 365. 2250 kg SZKW | S4SKW G9 mAB The maximum permitted takeoff and landing weights (which vary with altitude and temperature) may bbe less than - but must never exceed - the nominal value given in the Filght Manuel ‘MGB comings Air inlet to engine and (on LH & RH sides) ‘MGB oll coolers Reet} Cot (on LH & RH sides) With appropriate systems or equipment, this helicopter can fulfl the following missions: : transport High density transport (6 or 7 passengers), VIP transport (4 passengers), Internal load transport, External slung nc eee ‘Search and rescue $t installation = Casualty evacuation (2 stretcher cases), - Observation, fight training, tourism, eto. FOR INSTRUCTION ONLY Rev. Ce docnert eat rp ETS ten coma det We ped cna Paani ete ¢ ETS 43 “sen cron ul re Sg. The conor te pope efETS notated Prune we . 44-2008 (ease wr surat BS he cron sa natbe ned © Euan Pa Santas 20 a Seuccoper TM sector " 4.4 DESCRIPTION OF THE HELICOPTER MAIN ROTOR HUB (MRH) Starflex semi-tigid, bearingless hub (laminated glass- resin star) without a drag damper. No grease nipples. Modular, fail-safe design. MAIN ROTOR BLADES Spar made of fiberglass roving, glass fabric skin and foam core. Fail-safe design. MAIN ROTOR MAST Removable subassemblies. Mast casing attached by 4 suspension bars which "support" the helicopter. Itincludes the servo actuators. MAIN GEARBOX (MGB) Modular design. Attached by flexible bidirectional ‘suspension, Two reduction gear stages (1 bevel ‘gear drive, 1 epicylic gear train). Pressure lubrica- tion with oll cooling system. Includes rotor brake ‘and hydraulic pump drive. FOR INSTRUCTION ONLY a0 doer eg tsp te oar bd een rae i TS ims SS cipes parton stetenone a mae cotons hath seen rs Wage 068 41-2006 eurocopte! THM Sexo Services, x 1 ora 1.4 DESCRIPTION OF HELICOPTER (Cont'd) Retreating blade TAILROTOR ‘we-blade, hingoless, greaseless seesaw rotor with glass roving spar Pitch change by spar twisting. Fail- Seesaw ‘ois Sa" design. TAIL ROTOR GEARBOX (TGB) Angle reduction gear with splash lubrication. ARRIEL 2B OR 2B1 ENGINE Frae-turbine engine (clutchless drive) with integral freewheel. Modular design. Cooling system and externally fitted oil tank. NOTE: The ARRIEL family of engines is designated by a letter denoting their applicability to a given version of the helicopter. FOR INSTRUCTION ONLY wi aden isp 18g im oni de mam dan pai ot ETS att ‘tron sore cask Tha Snorer ste pay eETS patti bo mando trates at 5 (@Euccone Pavey Sanne 200 41-2008 ‘capes tr win suronno EYS wscos Sawer Training Services THM - ee (@5.00 Rela)" boo aan Cty” 7X - - ficial 1 [ UNY ae a 314m 30 ft) high UG to. (MAXIMUM PERMISSIBLE WEIGHT Refer to the Flight Manual for the applicable version. EMPTY WEIGHT OF STANDARD HELICOPTER Refer to the Weight Sheet {or the applicable helicopter. ‘Note:The values which vary according to weight are given at the maximum weight, WITH MAIN ROTOR BLADES FOLDED 10.93 m (35.80 ft) FOR INSTRUCTION ONLY 442 caer ce htaccess eat aaa a Bo expe purrs abso BS od coos ol tbe Brand Ease aay Sens 22-2008 0 eurccopter = 1.6 AIRFRAME REFERENCE POINTS 1.6.1 HELICOPTER DATUM REFERENCES ‘The helicopter datums are specified in the 3 planes X, Y and Z. “is the datum for the longitudinal dimensions. Its origin is 3.40 m forward of the main rotor center, per- pendicular to the helicopter centerline. ++ is the datum for the lateral dimensions. Its origin isin the helicopters plane of symmetry. *Z.is the reference for the vertical dimensions. Its origin is @ horizontal plane located 2.60 m above the cabin floor datum: Rotor hub axis tited a 1.6.2 JACKING AND LEVELING ‘The helicopter is raised on jacks placed at the 3 jacking points integral with the structure. ‘The level is checked using a clinometer resting on a straightedge supported by 2 Vee blocks and aligned lon- » -LH beam RH beam FORINSTRUCTIONONLY Se Crimea papig traps tr conyr ni sovres astapusaane ETS Iss, ‘rtisesycinme aan oat orare cutouts econ! Stace Meyer se 41-2008 THM re 3.6 TAILBOOM ‘The tail boom is constructed of circular frames cov- ‘ered with skin, ‘Overall bending rigidity is provided by plate stiffen- ers. The teil boom suppor: «the tail gearbox (TGB), secured to 2 trames, + the horizontal stabilizer, mounted between 2 main- frames, ~ the tal rotor drive shafts, =the fins, @euroconter Pinte uote aadraitoo | 2 -Area strengthened by stilleners 3-768 onward mount 4 -Hertootal tab mong bled prs 6 - Inspection door (access to yaw load compensator) 7-Melnrames 8-Tal cone Ballast plates may be mounted inside the tail cone to correct the c.g. position of the empty helicopter. FORINSTRUCTIONONLY Iss, 41-2008, aan eSources te repcnn nota ratine ETS ‘Sncramnottin ip Tes pS ropa mserraraee ‘Seven ne oeuaknet ETS anasto scat ©Evin Fan SPITE 37 a Seon” THM mons ne 3.7 TAIL UNIT — “maa ae " / (ciel ype tito { theventalin ‘These vera and horizontal sufacns acts table, \ Ter whon sbjct ta relate wi, hey one \ “occountrat any changes tote hakcopers aude, “fo bg the holcplerBoc ote igh tte eer ‘any deviations. 3 4 5 4 SPECIAL FEATURE OF FINS \ curren In cruise fight, the asymmetric NACA aioll of the dorsal fin generates an aerodynamic force F, that opposes the — main rotor’s counter torque C,, and thus reinforces the tail rotor thrust. Tizallaws'the'tail fotOr pitch to:be.e- Ft ‘ SLOWER FIN ‘The ventral fin has a symmetric NAGA airfoil to stabilize ¥ the helicopter about its yaw axis. ee ‘SPECIAL FEATURE OF HORIZONTAL STABILIZER This abies has an asyrimate NACA aio, st at Hanon negative angle to the horizontal datum ; when subject to seein a relative wind V, the airfoil generates an aerodynamic / {oreo F tending ight the Heicopler / , Negative angle setting 4 t ‘Stabizer ato — Nose-up ‘moment FORNSTRUCTIONONLY aa Cetamneti £15; ar iemcrmgennte et emntnrmtinste tS Rew. ‘Szoromnesaner um oebem ae pea apatite Seoqresrprrumenaiorneeslt an sonra Da ihe Scant Sesto sone 11-2009 THM eurocopter 3.7.1 HORIZONTAL STABILIZER WITH TRIM STRIP : 3.7.2.DORSAL AND VENTRAL FINS Tait boom Horizontal stabilizer Doubler fuings FORINSTRUCTIONONLY Iss. epoca ET sepa cre det aarti pai eS 41-2008, ‘Sir repen Ses Teer esepey gels oeatoh halo mvare snes 3.9 ‘coupaunetoceratceanee it emere ean mons Seeger Mang STs ju r a oe bd 3.8 DOORS The helicopter has the following doors: - two cabin doors (1), one on either side, accessing the pilot seats, = two subdoors (2), one on either side, accessing the rear of the cabin, 2 laminated LH baggage compartment door (4) and @ symmetric laminated RH baggage compartment door, =a laminated rear compartment door (6). Allthe above doors have a key-operated safety lock ‘The LH and RH baggage compartment daors are hinged along their top edges and can be held open by a rod (3) Which clips on the inside of the door for stowage. Certain missions (hoisting and casualty evacuation) re- quire better access to the rear of the cabin. This is achieved by replacing the LH standard door and LH subvoor by a narrower pifot door and a wider sliding door running on rails. The sliding door may be opened, and locked open, in fight, 3.8.1 CABIN DOOR JETTISON SYSTEM ‘Tho two front doors are fitted with ajettisan system. When ‘operated, @ handle (1) on the door jamb pulls out the hinge pins and neutralizes the door closure lock. ‘The spring rod does not have lock pins at its two ends. In the locked position, the handle is held by a polyear- bonate guard (2), which is secured by 3 lugs (3) The compressed air expands to assist the opening of the door (extension force = 5 dal) and to hold it open. The air is compressed when the door is closed. FRONT CABIN DOOR “Clear vision" window FORINSTRUCTIONONLY ev essere enpey Sf peat coumit data aa npn enti ETS Iss, “ecmnsrpateome nen cE TS an eas tie cet Osa A ENTE 41-2006 eurocopter i =" THM Training Services mr Teorey 3.8 DOORS (Cont'd) 3.8.2 LOCKING INDICATORS FOR SIDE BAGGAGE COMPARTMENT (DOORS ‘The baggage compartment doors are kept closed by 2 When the locks are not engaged, the parallel-connected Wola, coco wich corte « miromih toreeices noniale sworn ight on te ole babel Front ogk \ \ Central lock 4 | / i / 3 DOORS | .) 1 | L- I Conta ook all mmirosteh Front lock 1 -Cooler air inlet, thermoplastic, secured by bolts ‘= MGB opening comlings (LH & RH), laminated, 2-MGB upper comings, ight alioy sheet, attached by | hinged on MGB upper cowlings, held open by (02US fasteners. ‘od and lacked by Hartwell and toggle fasteners. 3-Opening engine cowlings, Nomex, hinged on '9-Roar lower cowiing, laminated, secured by | trewau. Held open by rod. Locked by toggle fasteners. | Hartwell and toggle fasteners, 10-Two-section intermediate lower farings, | 4 -Junction fairing, laminated, secured by DZUS. laminated, secured by bolts. 5-Tail rotor drive shaft farings (3 sections), 11 -Front lower fairing, laminated, secured by toggle light aloy sheet, secured by DZUS. fasteners. | 6-TGB fainngs, ight alloy sheet, secured by DZUS. | 12-Firewall, stainless steel. | 7 -Taitboom end fing, ight aloy sheet secured by bats. |13-Baggage compartment frebarrier walls, light alloy. FORINSTRUCTIONONLY Rev. olf 1S. mpm corre ata eno ne ate be SETS 3a 03.2008 eaten duapa eseonenuepegey Sere mpcre ese maser nearest SoSgap ue sees ETc as aan akon te Tay Sores OCU 3.10 PILOT AND COPILOT SEATS ‘Absorption is done by controlled buckling of the alumi ‘ium element. Energy absorbers are positioned in order tobe operative in forward and award crash direction within, a £30° crash anale. FORINSTRUCTIONONLY _ ‘Copeman 5S temas deren nta a atrnepamem met Rev. ‘srovsrarurepitoeduiga esata bpp teTs mopar tint rgweaeate nema ‘Seemann mor Tate tbe sued Ep Patra Sr OST 22007 THM Cee ——s | 4 LANDING GEAR 4.1 GENERAL - ASSEMBLY OF LANDING GEAR 4.2 LANDING GEAR FITTINGS 43 LANDING GEAR SHOCK ABSORBERS 44 GROUND RESONANCE AND FUNCTION OF THE SHOCK ABSORBERS FOR INSTRUCTION ONLY is. Ca decurant wate propia ¢ ETS :M.ne pa Bre comemnmigub & de Yere atiou reprodul sans Taortaion préiable dere ¢ ETS. ah-2008 “iececrua napa wre Sa, Ta carats psec ETS to pe eat parade erated wot 44 ‘fn vss prt stato oFETS on Costa tbe acne © Euan Peng Sere 092008 jeurocopter THM Sze ‘Services, 1 4 LANDING GEAR 4.1 GENERAL - ASSEMBLY OF LANDING GEAR ‘The landing gear supports the helicopter, protects the airframe on landing and damps out vibration when the helicopter Is on the ground with the rotor spinning, The landing gear assembly comprises: ~ a front cross tube (2) and @ rear cross tube (4) = two skids (1) - two hydraulic shock absorbers (3) 1/-Skid, ight alloy 2-Front cross tube, stee! 3-Hydraulic shock absorber 4-Rear oross tube, stee! 5-Attachment point stop 6-Structure 7 -Upper lining, elastomer 8-Landing gear cross tube 9-Lower lining, elastomer 10-Half-clamp FOR INSTRUCTION ONLY Iss, yeu rag rape te vr tert een rai TS avonae: ‘urns aks una Sond et hat te Sand Base hag Seer 208 43 4.2 LANDING GEAR FITTINGS THM 1 1 -Support bolt for handling wheel fitings 2-Engine access rear footstep. 3-Flexible stee! strip 4-Stoo! wear pads 5-Cabin entry footstep. (high L/G) 6-Footstep anti-skid pad NOTE :An optional wear plate is avaliable to protect the skids over their full length, Installation holes for handling wheels 4 for different helicopter c.g. positions 4.3 GROUND RESONANCE AND FUNCTION OF THE SHOCK ABSORBERS ‘When the helicopter isin fight, the rotors, engine and drive shafts generate vibrations that propagate through the airframe, whose components vibrate at their own natural frequency varying mainly with their weight, stiffness or flexibility (.e. their shape, dimensions and materials). The helicopter is thus subjected to a complex pattern of vibra~ tions, which can sum up (vibration amplitude increases) ‘or subtract (vibration amplitude decreases). The designer ‘obviously attempts to reduce the vibration level by “tuning” the natural frequency of the helicopter components. When the helicopter is in fight, Its Isolated and the vibrational level always stabilizes in given fight conditions - neither increasing nor decreasing. In contrast, when the helicopter is on the ground with its rotor spinning, the vibrations have a support point via the landing gear; ifthe natural frequency of the landing gear ‘coincides with the principal vibrational frequencies of the main rotor, the vibrations are augmented every blade revolution as they receive a new "reflected! impulse. The vibration amplitude then increases very rapidly, the vibra- tion becomes divergent and the resulting oscillations can destroy and overtum the helicopter. This phenomenon is called GROUND RESONANCE. A fiexible steel strip bent downwards behind the skid in- creases the landing gear stfiness and changes its natural frequency so that ground resonance can never occur. Amplitude ap- proximately 1 Leg distorts Steel strip bends downward In addition, the function of the shock absorbers between the landing gear’s "soft" front leg and the structure is to ‘absorb the vibration energy and hence prevent all diver- gent oscillations. Another point to note is that the flexbilty of the cross ‘ubes, skids and steel strip altenuates the helicopter’s vertical deceleration at touchdown whereas the impact energy is absorbed by the shock absorbers and by the rubbing action of the skids on the ground. FOR INSTRUCTION ONLY eon ete ptt ETS pact re omar do renee ene ruenatn pint ere ETS 44 ‘Sooo re fs te i, ocean put oa fo pean Fanta wo 44-2006 the pass prety nanan of 1S bad scone sha ab duced anor Tay Sree 082008 THM eee = 4.4 LANDING GEAR SHOCK ABSORBERS ‘The main characteristicof the shock absorber is its damp- Attachment fting ing velocity, on 15 ‘When a 500 daN load is applied: - the piston moves through # 2mm ~ata velocity of 35 mins ind a frequency of 3.1 Hz Rod-end bearing locking clamp on UG oross tube Lec. 00| 1 Filing plugs 2-Hydraulle uid reservolr 3-Plug 4-Piston 5-Cylinder 6- Shock absorber casing 7% Filling and bleed non-return valve 8 Overpressure spring washer -Overpressure spring washer Normal throttling orifice OPERATION 1 -Load < 550 daN Damping Is produced by throttling fluid through the calibrated onfice (10) (2-Load > 550 daN Overpressure spring washers (8) and (8) move up to significantly increase the fluid low ar - upward load: washer (9) moves up - downward load: washer (8) moves up. 3 Non-return valve (7) automatically bleeds off and fils the working chambers from the fluid reservoir 2). It should be noted that extemal leakage cannot oc- ‘cur because the fluid recovered between the shock absorber casing and cylinder is fed back into the reservoir (2). Rod-end bearing FOR INSTRUCTION ONLY Iss. ema po ET; mp ice et fo nr radon pal oe 18 naw “itn cotacara pate Srp a coarebe ozoy ET spate praetor te 4s Teoma ean cs ES sota Oat etbs ened © tae Mar ee 0608 THM entrees aS ! MAIN ROTOR DRIVE SYSTEM 5.1. FUNCTIONS OF MAIN ROTOR DRIVE SYSTEM 5.2 MAIN GEARBOX SUSPENSION 5.2.1 GENERAL 5.2.2 MGB SUSPENSION COMPONENTS 5.3 ENGINE/MGB COUPLING 5.3.1 ENGINE/MGB COUPLING COMPONENTS 5.4 MAIN GEARBOX (MGB) 5.4.1 MGB DRIVE TRAIN 6.4.2 MGB MODULES 5.4.3 MGB COMPONENTS 5.4.4 MGB LUBRICATION SYSTEM 5.4.5 MGB LUBRICATION SYSTEM COMPONENTS 5.5 ROTOR BRAKE 5.6.1 ROTOR BRAKE PRINCIPLE 5.6.2 ROTOR BRAKE CHARACTERISTICS 5.6.3 ROTOR BRAKE COMPONENTS FOR INSTRUCTION ONLY Iss, Cedoomen sta pep ETS tn pet econo Ade er repel are nro rise # ETS 44-2006 ‘on coeur pu he Sachs nce be porary of ETS Pa offal rend eared wat 54 ‘ensure ofS ard cso at malta nd 8 Buc Pay Serco 200 eurocopter ‘Training Services: THM 1 5.1 FUNCTIONS OF MAIN ROTOR DRIVE SYSTEM The main rotor drive train consists of: - the engine/MGB coupling = the main gearbox (MGB) - the MGB suspension 5.2 MAIN GEARBOX SUSPENSION 5.2.1 GENERAL, ‘The MGB supports the rotor mast casing in which the rotor, shaft is mounted. The rotor shaft transmits cyclic periodi- cal vertical and horizontal loads to the MGB (normal rotor Vibrations at no where « is the rotor angular velocity). If the MGB was rigidly attached to the transmission deck, this vibration would be transmitted to the airframe. The so- lution consists of inserting a flexible suspension between the MGB and airframe to absorb most of the vibrations. ‘Such systems are said to fiter out the vibrations. ‘The main rotor(MGB assembly is thus secured to the ‘Changes in direction of lift vector airframe at 2 points: atthe rotor mast by 4 rigid bars that transmit the lit to the airframe. on the MGB by a flexible suspension between the gear- ox bottom and the airframe. The suspension absorbs the forces Fx, Fy, the moments Mx, My and the main rotor counter torque C,, FOR INSTRUCTION ONLY Ce soso et opi E18 te pete cman ‘lien marae po tre Sth scart be enero ETS a pat otal be prcend arr wut ‘aspen mir earn oF EPS ats carte nthe ot © Earner Ph arene 308 se br eis er saan ri ert ETS 53 jeurocopter a Training Services THM 5.2 MAIN GEARBOX SUSPENSION (Cont'd) ‘The MGB is suspended like a pendulum and oscillates ‘about the point O (where the 4 suspension bars Inter- sect). ‘Suspension bar Flexible suspension ‘The vibrations are absorbed radially by the pads which deform in shear. f cet The laminated pads are fiexible in shear ARRANGEMENT OF LAMINATED PADS, ~ Two laminated pads (L1, L2) react shearwise the loads Fx, My along the longitudinal axis, -Two other pads (1, [2) react shearwise the loads Fy, Mx acting along the lateral axis. ‘The 4 laminated pads react the main rotor counter torque (C,) In compression. The 2 pairs of laminated pads are linked by a cross member (T), which closes the load path and is loaded almost entirely in tension. This type of suspension is called "bidirectional" as itacts along the longitudinal and lateral axes. ‘The basic element of the flexible suspension is @ lami nated cylindrical pad consisting of a bonded stack of thin tubber and light alloy disks. Light alloy. Rubber ‘One end of each of the 4 laminated pads is fixed to the MGB and the other to the airframe, Wettey AIRFRAME, s ‘The main rotor counter-torque (C,)is transmitted through the pads by compression, Wty wee a ee % The laminated pads are stiffin compression TOP VIEW FOR INSTRUCTION ONLY {soso sta rapt ETS tr put re campus a ce re eu rea as aatn tlie it ¢ ETS ss. 54 ‘ae ata pu tt rg Tsar pcan of TS mp ata Be ped a Ferd a ‘he opts pr wr soto BS rd eats hal mab ned © Erp ai Seve 052908 41-2006 urocopter THM ano aetoss tt econ 5.2.2 MGB SUSPENSION COMPONENTS To transmit the autorotation torque which changes direc- tion, each laminated pad is paired with a second pad that is only compressed when the torque changes sign. Ia laminated pad is destroyed, Ure assembly fs held in position by a block (3) and continues to transmit the rotor torque in compression. 1-Cross member 2-Structure fitting Laminated pad support 4--Laminated pads 5 Attachment bolt NB. The longitudinal pads (L) and the lateral pads (I) have different thicknesses. TOP view penne one sams hie em ei kc ‘Settee eae ms ‘Se eae porn sarin oFETS ent cons sa ot te Saewsd © Etrocpe May Svs O08 a 5.3 ENGINE/MGB COUPLING Leo ees 00 rfl eurocopter Training Services THM n ‘The engine/MGB coupling comprises: =a cesing (1) secured to the MGB and a flanged con- necting coupling (3) secured to the engine a gimbal ring (2) joining the casing and flanged cou- pling. = the drive shaft (4) transmitting the engine torque to the MGB via the input pinion. ENGINE NEED FOR AN ARTICULATED COUPLING “The MGB is mounted on a flexible suspension and subject to low amplitude oscillations in fight. ‘The purpose of the gimballflanged coupling connection Is: (1) Drive shaft flexible couplings The flexible couplings ("lector” type) deform to absorb tho emall misalignments between the engine drive shaft and the MGB power takeoff The flex couplings are subject to high loads as they must not only transmit the engine torque but also deform in case of misalignment. s this deformation is repeated every shaft revolution, the couplings are subjected to cy- - to absorb the engine overturning torque In these conditions, the drive shaft only transmits the engine torque. lic fatigue stresses and they must therefore be regularly checked (as parthe Master Servicing Recommendations). Nonetheless they are designed to be fail-safe and to deteriorate very gradually. 0.2.0.3 mm thick jPa 5 : 5 § Stainless steel na stack are mounted between 2 The flexible coupling de- disks. s triangutar coupling flanges forms to absorb the small integral with the shafts shaft misalignments FOR INSTRUCTION ONLY eer ena opti ETS: pit db conmura dese ep sr fava pie Ge ETS Iss. 56 ‘Sc conahne jute eas Sons he pay aE ropa ald cal erodes a 41-2006 ‘Heese put won sraon o EFS and ants Bat rtae sae © Eos Panny Samco 2-008 i @eurccopter 4 Soe 5.3.1 ENGINE/MGB COUPLING COMPONENTS: Flex coupling ~— ENGINE FOR INSTRUCTION ONLY Iss, xen ene 78g at conn wr te pt eran pe do ETS 41-2006 ‘so ctr ft te Sages aoc pry oro pat eth mead rma wie 57 ‘Soopers serannn of £75 aeons stat te eee © Bursar Pay Serene 0 jeurocopter a Saxe sevoee THM Taney " 5.4 MAIN GEARBOX (MGB) 5.4.1 MGB DRIVE TRAIN. Rotor shat Sem Epioyotio reduction gear The sun gear drives the planet gears, which Bevel gear ‘s rotate in the stationary ring gear and drive the planet carrier and hence the rotor shaft ‘Speed ratio 5.4.2 MGB MODULES ‘The MGB comorises 3 interchanaeable modules, FOR INSTRUCTION ONLY ce scum el ot ETS om pe crmuni desta pas ten pete ETS Rov. 58 ‘sr sour fn abe Sues coama te pet of ET ropa tal bs ood ase wie 24.2008, the evens fv itn san ES an oat sh abe aed Ercan arog Secs 032008 THM 1 5.4.3 MGB COMPONENTS eurocopter Training Services 00st 1 Stationary ring gear (case-hardened steel) 2-Plenet gear (oase-hardonod stoo)) Planet gear spherical bearing 4--Thrust washer for securing planet gear carrier to rotor shaft (chapter 4) 5 Electric chip detector (chapter 4) 6-Sun gear (nitrided steel) 7-Oi jets 8-Power takeoff inlet casing 9 -Bevel pinion - case hardened steel 10- Tapered roller thrust bearing 11 -Cylindrical roller bearing 12-Oil level sight glass 13 Drain plug with self-sealing vaive and electrical “chip detector” 14 -Oil pump 15 -Tapered roller bearing 16 -Lower casing (magnesium alloy) 17 -Lubrication system pressure relief valve 18 -Ribbed, two-wall main casing (magnesium alloy) 19 -Bevel ring gear (case-hardened stee!) 20-Vertical shaft 21 -Oil pump drive pinion 22-Oit filer plug 23-Tapered roller bearing 24-Oil recovering cup ‘The bevel pinion shaft (9) is mounted on a tapered roller bearing with a thrust ring designed to temporarily absorb a reverse axial thrust (in autorotation and rotor braking). ‘The planet gear carrier is flexible so that the planet gears can oscillate around their spherical bearing; this guaran- tees proper seating of their teeth in all conditions (load evenly distributed between the § planet gears). FOR INSTRUCTION ONLY expat rr ttn em cr tine Seca ree meee sree Soa ncaa Bienes ewoma sacra oo 6s a 5.44 MGB LUBRICATION SYSTEM Pressurized oil lubricates and cools the MGB gears and bearings, and the rotor mast bearings (see § 4.2.2.). | aeons Lee 00474 oo eur ‘Training Services: Pte aap THM " PPS The gear pump draws oil from the bottom of the main gearbox and delivers it to the heat exchanger (cooler), ‘The cooled oil flows through the filter and into the oil FUNCTION OF COMPONENTS: 1 - Low pressure switch : the "MGB. PRESS" warming light comes on when the pressure drops below 1 bat. 2. Electric “chip detector” which monitors the condi- tion of the rotor mast bearings. 3 Drain plug fited with an electric “chip detector.” 4 Thermal switch, which illuminates the "MGB.T" wam- ing light when the oll temperature exceeds 115°C 5 Intake strainer 6+ Gear pump essure relief valve, which opens during cold slingers to lubricate all the MGB bearings and pinions and the MAST bearings. The il then drains by gravity into the bottom of the gearbox. ‘weather start-ups when the oil pressure reaches 6.5 bar. This reduces the oil flow through the cooler to increase the temperature quickiy. . 8 Engine oll tomperature switch, which energizes the motor-driven fan (2) when the engine lubricating oll reaches 77°C to blow air through the 2 cooler modules (10) and (11). 12 Metal mesh filter with 25p rating. 413- Oil filter bypass, which lubricates the MGB with non-fltered oil in case of fiter clogging. FOR INSTRUCTION ONLY ce courert ta prop TS na ute emi i tr reruns Patton rae te ETS ‘sce caios nef tee ergs socnerd poay of Tm pu oa bo prc a Faneiig be ‘i ere: srw subeafo cE de cars at ral be dase © Corea aig Serco 208 Rev. 03-2008 74M ee as 5.4.5 MGB LUBRICATION SYSTEM COMPONENTS: OIL FILTER LUBRICATING PUMP i FAILURE WARNING PANEL : | i FOR INSTRUCTION ONLY Ms “aSetadi te Sl scane ob pater EFS nett al beeen corer et " 27-2008 po spee pen sotzton SETS anf comrs hat abe ahroned Step Taney Sect OSS & a 5.5 ROTOR BRAKE The rotor brake is designed : ~To quickly stopping the rotor spinning after engine shut- down. N.B. Without @ brake, the rotor’s kinetic energy would keep it spinning. =To prevent, on ground, turning the rotor in the open alr. BRAKING PRINCIPLE: The rotor’s kinetic energy is absorbed by Ferodo friction pads rubbing against a disk driven by the MGB\tail rotor sheft coupling. Sinoe the resulting friction transforms the kinetic energy into heat, there is an rpm limit above which rotor braking is not au- thorized (too much heat would be dissipated with a risk ‘of damage to the disk and brake). 5.5.1 ROTOR BRAKE PRINCIPLE A slotted cage (2) secured to the MGB housing (1) sup- ports the rotor brake assembly. A mobile siotted cage (4) carrying the brake pads fits inside the first cage. The mobile cage cannot rotate but can move axially o force the pads against the brake disk Spring (3) rests on the fixed cage and returns the mobile ring to its "brake off" position when the brake lever is released. CONTROL ACTION: Actuated by fork end control (7), ring (8) slides on the fixed cage to push back the mobile ‘cage via diaphragm (5): this forces the brake pads against the disk, 6 8 Ee Ma ° ‘When the fork is activated in the "braking" direction, roller (6) moves through an arc of a circle with center O and, supported by the fixed cage, pushes back ring (8), which results in BRAKING. eurocopter Training Services THM 1 Friction pad a Brake disk MGB Function of diaphragm (5) ‘Once the required braking foree is generated, the dia- phragm deforms under constant load and hence: THE BRAKING TORQUE IS CONSTANT. FOR INSTRUCTION ONLY (esocunert eta rapt ¢ £781 pnt oe comarigs de foo rel sans last rae te ES ‘ten tempore naga, Ts soca mh papa of 1S napa a bo awed ets we 5.12 Iss. 41-2006 (Paps itr elseif BS are ears al ras ned © Ensen Secs 5008 THM Paco as 5.5.2 ROTOR BRAKE CHARACTERISTICS Weight 2.100 kg Compulsory time between 2 brake applications 5 min. Braking torque oon 8.2mdaN — Pad/disk gap i . 0.5 mm Max. braking speed 170 rpm Brake force on pilot's:contro! 15 daN 5.5.3 ROTOR BRAKE COMPONENTS FLEXIBLE BALL TYPE CONTROL Moving part of control. Flexible stainless steel strip slides NOTE -The brake is shown above: ~ released in the upper half ~ applied in the lower 1-MGB input flange 2-Diaphragm (Stee! spring) 3-Mobile slotted cage 4~-Brake pad support (Ferodo sintered iron brake pads, useful thickness = 2 mm) 5-Brake disk 6-Control ring 7-Lever swivel pin 8 Control lever (fork end) 9-Control roller 10-Stationary slotted cage 11 -Laminated shim for adjusting gap FOR INSTRUCTION ONLY Iss. Ce oomer es opt ¢ ETS tn pet te cane Ade ep sr Prat re ele ¢ ETS 41-2008 “ator cotunre paste Sulu te cacurert se pogey ctETS opr et sb praetor wt 5.13 ‘nu prt nn eobranan ES ngs cantare be seed © Ero Pang Sere 208 THM Sage = MAIN ROTOR 6.1 MAIN ROTOR 6.2 MAIN ROTOR MAST 6.2.1 MAIN ROTOR MAST COMPONENTS 6.2.2 MAIN ROTOR MAST ASSEMBLY 6.2.9 MAIN ROTOR SHAFTIMGB COUPLING 6.2.4 SWASHPLATE ASSEMBLY 6.3 MAIN ROTOR HUB (MRH) 6.3.1 “STARFLEX” ROTOR HUB 6.3.2 ROTOR HEAD DYNAMICS 6.3.3 MRH COMPONENTS 64 MAIN ROTOR BLADES 64.1 GENERAL INFORMATION ON ROTOR BALANCING 64.2 BALANCING THE BLADES 6.4.3 AERODYNAMIC BALANCING OF THE ROTOR 6.5 MAIN ROTOR BLADES 6.6 ROTOR SPEED (NR) MONITORING SYSTEM 6.6.1 NR MONITORING SYSTEM COMPONENTS 6.6.2 OPERATING PRINCIPLE OF NR MONITORING SYSTEM 0.6.9 OPERATING PRINCIPLE OF NR MIN/MAX MONITORING SYSTEM G7 VIBRATION ABSORBERS 67.1 GENERAL 6.7.2 CABIN RESONATORS 6.7.3 ROTOR HUB SPRING TYPE VIBRATION ABSORBER FOR INSTRUCTION ONLY Iss. Ce mane et prop TS put ie corr er aes repro sine Fastin pr ee g ES et 41-2006 ‘eon cone pa te ag, The crs fe reset e7ETS opt echt repaid enero xt ‘9 peas pr wm susan of27S escorts tbe ached © Eas Ting Snes 052008 ma ral 6.1 MAIN ROTOR ‘The main rotor provides the lft of the helicopter and pow- ers its forward fight. The main rotor compris ‘The main rotor mast is secured to the MGB. It drives the main rotor hub and transmits the rotor lit to the alr- frame. ‘The hub is attached to the rotor shaft and supports the blades. itis located at the center of the resultant tof the blades and it absorbs the forces induced by the rotation (centritugal forces, flapping and drag (leadilag) loads). The blades convert the mechanical engine power into aerodynamic forces (i). et ‘SOME FIGURES WEIGHT OF ROTOR SUBASSEMBLIES: ~Anti-vibration device... ow 28.4 kg) = Main rotor mast 55.7 k Rotor hub. 57.5 kg ~ Blade... 33.9 kg Rotor diameter = 10.69 m ROTOR IDENTIFICATION ‘The blade sleeves are balanced to compensate for the ‘weight of the rotating scissors. The sleeves and blades {are also functionally paired by adjusting their pitch change rod. To prevent the settings being lost on removal/instal- lation of these components: = the rotor hub can only be mounted in one position on the rotor mast (see 4. 3. 3). each bladelsleevelrod forms an assembly that is iden- . . tified by a different color (in the order: yellow, blue, red). "BLADE/SLEEVE/ROD" ASSEMBLIES — IDENTIFIED BY COLORED ADHESIVE TAPE FOR INSTRUCTION ONLY Iss, Cesoninet eta api ¢ ES net tre ru Ge er es Ho ars averaten prae te $ETS é 63 2006 WSocounsne foe sais. hs Gartner) ETS rapt fat red erroiedwht at ‘exon pawns arson ofS neocons tne rod © Bowser Fang ace 052008 eurocopter a1 Treining Services: THM 6.2 MAIN ROTOR MAST ‘The main rotor mast consists of: the rotor shaft (9) driven by the MGB. - the swashplates, ie. the rotating star (3) and the stationary star (4). ‘The stationary star is actuated at 3 points (indexed at 90°) by the fight controls (5), It is mounted on a balijoint (12) and can: = pivot about the balljoint to vary the eyclic pitch move along the shaft to vary the collective pitch; the balljoint then slides up or down on a guide (11). The rotating star rotates on bearing (13) and copies all the movements of the stationary star, transmitting them via 3 pitch change rods (2) 0 the blade control hhoms (1) on the biade sleeves. ‘Acasing assembly (10) extends beyond the swash- plate guide to rigidly connect the mast to the MGB. ‘The main rotor shaft is attached to the housing by a guiding roller bearing (6) and a 4-contact bearing (8) that carries the rotor lif in light and the rotor weighton the ground. These loads are transmitted by 4 suspen- sion bars (7) secured to the transmission deck. ‘SWASHPLATE OPERATING DIAGRAM = |—————______— The upperscissors (1)is attached | COLLECTIVE PITCH VARIATION CYCLIC PITCH VARIATION to the rotor shaft and drives the rotating star. The balljoint slides along the rotor | The balljoint does not move but the The lower scissors (2) is attached | mast. The pitch change is the same | swashplate pivots about it. In the dia- tothe casing and stops the station- | on all3 blades. In the above dlagram, | gram above, the pitch decreases to the ary star rotating. the pitch is increasing. {ront and increases to the rear. FOR INSTRUCTION ONLY 64 Ge doomen eatin ppt # £18 ne pete smut a rou ea as avert pal ct ¢ 1S Iss. ¥ “orcas pa re Sa, is arc rer) o ES. ra prof ta renee emt mia 41-2006 ‘esi ror man arene oS ars onto shal hab ceed Boece ang Secs O88 THM © surcconte = 6.2.1 MAIN ROTOR MAST COMPONENTS Altfiough the suspension bars are not part of the rotor mast, they are assumed to be so functionally for ‘explanatory purposes. Rotor shaft ‘Swashplates Casing assembly The usual hinge ( 6 ts eee N.B. Except for the normal visual checks, the rotor mast Furthermore, you can replace all defective parts by your requires no servicing, ‘own means (no more factory returns). FOR INSTRUCTION ONLY Rev. ae aa prop ETS pe crn ht a poset eta ETS es 47-2010 ‘torus nf bee Susp cea propery of Era pat ocala rant won! eurocopter ‘Training Services| THM 1 6.2.2 MAIN ROTOR MAST ASSEMBLY Drive scissors ‘Swashplate assembly Stationary scissors ‘Swashplate guide covered with selfubricating adhesive tape ‘Suspension bar attachment fitting (4 bars) ‘Slotted rpm whee! (for monitoring Nr) Rotor mast ‘Sensor upper casing 4-contacts bearing The entire helicopter is sus- ‘pended on this bearing Rotor mast lower casing Epleyclic reduction gear module Attachment fiting of servo actua- tors (3) FOR INSTRUCTION ONLY sooner et pot 73 pee onan sr pt a erein i rt € Rev. 66 youre bn Se Fi eer be ry SES rep in npr eer 17-2010 ‘Suess pr re cS and rr al ‘Strona Sra eurocopter THM Ee Services, oar 6.2.3 MAIN ROTOR SHAFT/MGB COUPLING 4 Lip seal 2-Bearing cup lock bolt 3-Plug for checking oll leakage from li seat (1) 4-Rolier bearing 5- Slotied rpm whee! 6 -Oil jot for bearings (4) & (9) 8 9-Thrust bearing (4-contact) 10 Oil scavenge trey 11 -Planet gear carrierimast assembly 12-0il scavenge bow! 13-Planet gear 14-Air vent 15 -Plug for borescope inspection 16 -NR magnetic sensor 17 -Light alloy upper casing Two cups (1), made of sel-lubricating material (Torlon), allow the swashplate assembly to oscillate on baljoint (2). The 4-contact bearing (3) is lubricated by grease nipple (4). Protectors (5, 11) keep out rain and dust ‘tapped hole (10) on each arm of the rotating staris used to fit struts for Might control rigging. ‘A pulse-generating tab (6) integral with the rotating star ‘synchronizes the strobe light flashes in blade tracking checks, The rods have 2 end-fitings (7) with opposite-hand threads for blade pitch adjustment by rotating rod body () (with locknuts (8) unscrewed). Turning the rod in the direction marked "+" on the rod body increases the blade pitch: a rotation of one flat on the rod body changes the blade track by approximately 6 mm. ‘A: Laminated shim for edusting play of cups (1) a FOR STRUCTION ON 44-2006 statin kee soaps isso epenery ETS espa ct eros pn create ae 67 ‘ie oni: pr wie sito ETS on crs Sa ot bo Gucosed © rcp Panny Srv: 052008 a1 6.3 MAIN ROTOR HUB (MRH) 6.3.1 "STARFLEX" ROTOR HUB The basic component of the rotor is the STAR with its 3 ‘arms FLEXibe in the flapping direction (herice its name *Starflex"). On the Starfiex rotor hub, rigid sleeves join the blades to the star arms so that the hub performs the following functions eurocopter ‘Training Services THM 1 “The sieeve must also transmit the blade centrifugalloads to the rigid center part ofthe star. For this purpose, flexible couplings have been fitted be- ‘woen the sleeve (3) and the star arm (2), i.e. = a laminated spherical stop (1) (Sandwich structure of steel cups and thin elastomer sheets). elastomer blocks (4), called frequency adapters. Positive Napping Manufacturing pre-seting Theoretical plane of rotation Negative flapping Only parts required for the functional expla- nation are shown or outlined 1 Laminated spherical stop, Thrust Bearing - which is flexible in torsion, flapping and drag but rigid in Compression. itis the ‘heert‘ofthe hub as tebsorbs 3 -Sleeves.: Glass resin yarn roving. 4--Elastomer blocks - Frequency Adaptor - distorting shearwise (in-plane dragwise damping and rigid- all the loads and displacements. ity). 2--Star arm (star made of “glass resin” laminate). 5 -Selt-lubricating ballioint, centering the sleeve at the Fabrics molded and oven-cured. end of the star arm. 1 2 3 4 8 09 ‘Some advantages of the Starflex hub compared to the hinged rotor hub: - Practically maintenance-free (hingeless, greaseless, ete.) ~ Fail-safe design through the use of composite materials, (any damage evolves very slowly and is visible). I BLADE ~ On-condition maintenance (No overhauls). = Modular design with all parts bolted together for easy replacement of critical elements Thrust Bearing , Fre- quency Adaptor ~ Low weight of 55 kg (In comparison, the Alouette 3 MRH weighs 105 kg). FOR INSTRUCTION ONLY 6s pce atropine ae aa aa unt natin lb itn dE Ge cnc ptr abnor ES tds catow ate dened ease ry Sovese O08 Rev. 23-2009 THM eee —s 6.3.2 ROTOR HEAD DYNAMICS ‘The Starflex rotor hub is comparable to a hinged rotor, with elastic retum in the flapping and drag directions (the star ‘arms and elastomer blocks act as springs). The star arms are flexible in flapping and are bent upward or downward by the flapping forces... the center O of the laminated spherical stop, which distorts elastically. The star arms are rigid in-plane (dragwise) Under the action of the drag forces... The elastomer blocks provide: -both stiffness to adjust the natural frequency and the blade/sleeve assembly and damping to timit the pivots about the centre "0" of the cosoliation amplitude. laminated spherical stop, which deforms elastically. FOR INSTRUCTION ONLY Iss. (Ce osama aa pop ¢ ETS: na peut tre cm des nr oo pri a vin rl vind ETS 69 41-2006 sehen poe near pony a toa! eurocopter a Training Service THM Tete 1 6.3.2 ROTOR HUB DYNAMICS (CONT'D) Actuated by the blade horn... ..and the sleeve rotates about an axis going through «the laminated spherical ‘stops deforms in TORSION. the laminated spherical stop center © and the balljoint centre The centrifugal loads are reacted via the sleeve by the laminated spherical stop. The stop is stiff in compression and transmits the centrifugal loads to the thick center section of the star whare they balance each other out. The star arms are thus not stressed. a a= et) nm " Iss. FOR INSTRUCTION ONLY Gani “ca dott at rtd ETS 06 ps re conmruni es er atcerpe srraraten preabe St ¢ ETS ss ‘or cova pou ate Su, Ts cemetery of ETS. naa ta be node! vera w the spar pr wn nnrartan ETS and ocr sh ah cand Stee ary Sores 08008 41-2008 THM 1 6.3.3 MRH COMPONENTS 1 Siar (glass-resin) 2-Thrust bearing (laminated elastomer) 3-Sleeve flange (glass-resin) 4-Froquency adepter (3 elastomer layers) 5-Blade attach pin 6 -Light alloy washers (replaced by balance weights, itnecessary) 7 ~Selt-lubricating balljoint centered in bush 8-Blade horn ‘9-Thrust fitting (droop restrainer) 10 -Droop restraining ring 11 ~Hub locating mounting pad 1z9_so7_00 ROTOR HUB INSTALLATION ON ROTOR MAST 1 -Star attach bolt 2-Flanged ring 3-Anti-corrosion washer 4-Bush 5-Ring nut 6-Retaining ring for nuts (5) 7 -Droop restrainer ring 8-Clamp for stirups (9) 9 Stirup for retaining ring (7) 10 -Stud for sleeve electrical bonding braid 11 -Bolt attaching star and stirrup (9) eurocopter ‘Training Services NO ERROR IS POSSIBLE IN DISASSEMBLY/REASSEMBLY FOR INSTRUCTION ONLY Ce ocala pop TS ie put tr car rou opr saree ral et ETS ‘ton ontrcr udev hp I cesmcibw ponory TS repo ctl bo mre eter miu 611 ‘Soenmous er mn earnon EV ante cas hatte Goes © Earner Pan Serene 8308 a 6.4 MAIN ROTOR BLADES eurocopter Treining Service: 6.4.1 GENERAL INFORMATION ON ROTOR BALANCING ‘Awell balanced rotor RUNS TRUE, i. AT CONSTANT PITCH AND ROTATIONAL SPEED, the inertia and aero- dynamic loads on each blade are equal: in particular, the li and centrifugal forces generated by each blade are the same. In practice, this results in: identical racking ofthe blades. The blades are subjected to the same lt F, they move up by the same amount and CONVERSELY, a rotoris out of balance when the loads are not equal on all the blades. The rotation then induces periodical load variations generating vibrations, whose ‘make coinciding marks on the tracking check flag on the ground or visually inflight with a stroboscope. ‘There is no out-of-balance as the centrifugal forces Fc of the blades are equal. IN CONCLUSION. The rotor blades are balanced when they produce the same aerodynamic and inertia effects. ‘They are then functionally identical. Fe wo” Blade track amplitude depends on the blade load differences, The lifts Fr are not equal. CONSEQUENCE : AERODYNAMICALLY INDUCED VIBRATIONS. NOTE: Vibrations are dangerous becaus + the rotor components operate in high stress conditions (tisk of fatigue damage). “the helicopter becomes difficult to control. ‘The centrifugal forces Fe are not equal CONSEQUENCE : OUT-OF-BALANCE WITH WEIGHT-INDUCED VIBRATIONS PRINCIPLE OF BLADE WEIGHT AND AERODYNAMIC. ADJUSTMENT Ifall the blades were strictly identical weightwise (same ‘weight and same weight distribution) and aerodynamically {same airfoll geometry), there would be no problems and the blades would by definition be funotionally identical, FOR INSTRUCTION ONLY 6412 eon tarot ¢ ETS tn pet re crm ce tr eu ted ane aston pai ete ETS ‘sen even po regu Tie crs rere ETS ut tC be receded woot 44-2008 ‘he spas rom suboatans E nd artr naltaleosed © Eos ay Seer O08 " THM aeecee? as 6.4.2 BALANCING THE BLADES Such ideal blades do not exist as even the tight produc- tion tolerances cannot eliminate small differences in the blade weight and aerodynamic characteristics. ‘THESE DIFFERENCES ARE COMPENSATED BY BALANCING THE BLADES STATICALLY AND DYNAMICALLY BLADE STATIC BALANCE The blades should have the same static moment, defined as the product of the blade weight (p=mg) and the lever arm *?* (distance of c.g. G from rotor axis). ° P=mg P= static moment Balance weights are installed as required at the blade tips to obtain equal static moments. The weights modify both the blade weight P and the blade c.g. location, ie. its static moment BLADE DYNAMIC BALANCE. The distance (d) between the c.g. (G) and the center of thrust (CP) induces a twisting moment d.Fn, which deforms the blade (modifying its geometry and hence its lit) and generates stresses. One requirement for dynamic balance Is that the distance (4) is the same on all blades in order to produce the same twisting moment. This con- dition is satisfied by adding blade tip balance weights at the front and rear of the airfoil. These weights move the chordwise c.g. to adjust the distance (4). BLADE AERODYNAMIC BALANCE, ‘To obtain equal it on each blade (at.a given pitch angle), allowance is made for the small manufacturing deviations, by adding trailing edge tabs near the blade tip (0.8 r) When the tab is not aligned with the airfoil, it generates, an aerodynamic force F and a corresponding moment |. F that twists the blade tip and modifies the aerodynamic characteristics to increase or decrease the lift. Tabs When the static moments are equal : 11, mt. g = r2. m2. g and the blades are in equilib- rium. This condition also makes the centrifugal forces {Fo= mvé 1) equal since the product mis the same for all the blades. mig dFn= Twisting moment ea sste00 ae LIFT DECREASES FOR INSTRUCTION ONLY Rev. 03-2008 Cedoimert eta opi € ETS ute cri des as i po san asotin piss rte ¢ ETS ‘son earn pet he Snes. Tht dacgretc he owe af ETS pate abe rps Paani wet ‘Sense pr wren oT ETS oe crs Sa te Bact © Ec 6.13 "pty enone oe a eurocopter Training Services THM " 6.4.3 AERODYNAMIC BALANCING OF THE ROTOR Blades are delivered functionally identical (within toler- ances). However 3 blades - selected at random and in- stalled on the rotor hub sleeves whose geometry, despite the tight tolerances, is not strictly identical - can generate slight differences in lit (at @ given collective pitch) that induce vibrations. To eliminate these lift differences, the relative length of pitch change rods is varied to match the blade angle of attack to its aerodynamic characteristics. Les_o0s21_09 Fn blue blade > Fn yellow blade BLADE TRACKING CHECK with tracking flag CAUTION: fe ADT HO eS NEVER ALTER: MOE EN ANGE WEIGHTS He ee ‘One blade (by convention the yellow blade) is used as the datum; thus in practice, itis only necessary to align the tracks of the blue and red blades withthe track of the yellow datum blade: - Toincrease the lift ofa blade, lengthen its pitch change red = To decrease its lift, shorten its pitch change rod Fn red blade < Fn yellow blade REQUIRED ACTIONS NOTE that if there is no vibration, your rotor is correctly balanced and a tracking check is not needed. FOR INSTRUCTION ONLY 614 esos ropi ETS 179 te crue de et el st asain alt be ETS Iss. ‘eis fetere argu Tudor at pany oT no puro a opens Pani wen ‘tees: pew sina cE ear alba ana © Ease Pang Secs 08208 41-2006 THM 1 6.5 MAIN ROTOR BLADES B1, B2, B3 & BA versions : composite materials AIRFOIL: OA 2 09 ONERA Asymmetrical — Thickness % airfoil chord sc. ses.20 Polyurethane protection ‘Stainless steet cutis Fist 4 tabs are cembered during blade dynamic balancing Bonding braid protectd ‘by polyurethane tape mecmnlsanits ‘Shand 6th tab set at 0° can ‘on underside for be cambered during blade lade folding prop austment on MRH Foam ‘Stee! inserts Glass roving tape wound prick

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