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Helicopter Transmission Systems

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Helicopter Transmission Systems

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AIR

SERVICE
TRAINING
(ENGINEERING)
LIMITED

A Subsidiary of Perth College

Helicopter Transmission Systems

Part 66 – B1:3/002 Part 3

BRAHAN BUILDING
CRIEFF ROAD
PERTH
PH1 2NX
TEL: 01738 877105
FAX: 01738 553369
2
© Air Service Training (Engineering) Ltd

Aeronautical Engineering Training Notes

These training notes have been issued to you on the understanding that they are
intended for your guidance, to enable you to assimilate classroom and workshop
lessons and for self-study. Although every care has been taken to ensure that
the training notes are current at the time of issue, no amendments will be
forwarded to you once your training course is completed. It must be emphasised
that these training notes do not in any way constitute an authorised document for
use in aircraft maintenance.

All Rights Reserved

The copyright in these technical training notes remain the physical and
intellectual property of Air Service Training (Engineering) Ltd, (AST). Copying,
storing in hard copy or electronic format, transmission to third parties and use for
teaching by establishments other than AST is forbidden, except with the written
permission of the AST General Manager.

M Haufe
Training Manager November 2006
© Air Service Training (Engineering) Limited
Part 66 – B1.3002 – Part 3 Helicopter Transmission Systems

CONTENTS PAGE

CHAPTER 1 : HELICOPTER TRANSMISSION SYSTEMS

SECTION 1 : Introduction 1
SECTION 2 : Transmission System Layouts & Types 3

CHAPTER 2
SECTION 1 : Functions Of Main Rotor Gearbox (MRGB) 11
SECTION 2 : Internal Gearing Of The MRGB 21
SECTION 3 : Lubrication System 33
SECTION 4 : Lubrication System Components 49
SECTION 5 : Maintenance 53

CHAPTER 3
SECTION 1 : Intermediate Gearbox 61
SECTION 2 : Tail Rotor Gearboxes 65
SECTION 3 : Combining Gearboxes 69

CHAPTER 4
SECTION 1 : Freewheel Units 73
SECTION 2 : Clutches 77

CHAPTER 5
SECTION 1 : Rotor Brakes 81

CHAPTER 6
SECTION 1 : Drive Shafts & Couplings 93

CHAPTER 7
SECTION 1 : Torquemeters 103

CHAPTER 8
SECTION 1 : Transmission System Health Monitoring 111

CHAPTER 9
SECTION 1 : Hazardous Incident Inspections 125

Issued February 2007 Contents 1

2 Contents Issued February 2007

CHAPTER 1 : HELICOPTER TRANSMISSION SYSTEMS

SECTION 1 : INTRODUCTION
Present day helicopters are usually powered by gas turbine engines, the power
developed by the engine being required to drive the main rotor(s), tail rotor and a
number of accessories such as hydraulic pumps, electrical generators, lubrication
pumps and cooling systems.
The transmission system consists of a number of different components which will
vary depending on the design/type of helicopter. Approximately 95% of helicopters
are of the conventional single main rotor and tail rotor transmission layout. The next
most common layout is the tandem twin main rotor layout used by the ‘Chinook’.
Contra rotating main rotors cancel the torque reaction of one another, thus removing
the need for a tail rotor. Twin rotors of the side-by-side layout used in early
helicopter development and by the Russians producing the MIL V-12 a very large
prototype helicopter. The Contra-rotating and Coaxial, twin rotor layouts are popular
with Russia and former ‘Eastern Block’ countries. The side-by-side rotor system has
been resurrected in ‘Tiltrotor’ aircraft.

SINGLE MAIN ROTOR/TAIL ROTOR

CO-AXIAL CONTRA-ROTATING

Issued February 2007 Chapter 1 : Section 1 1

TANDEM

TANDEM OVERLAPPING

FIG 1 TYPICAL HELICOPTER CONFIGURATIONS

2 Chapter 1 : Section 1 Issued February 2007

SECTION 2 : TRANSMISSION SYSTEM LAYOUTS & TYPES

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

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

CLUTCH Required for fixed power turbine or piston engined aircraft

ASSEMBLY

FREEWHEEL UNIT To prevent torque reversals in the transmission system

COMBINING To combine multiple engine inputs to give one drive output to

GEARBOX the main rotor.

THE MAIN ROTOR To mount and drive the main rotors

GEARBOX

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

INTERMEDIATE OR To change the direction of the drive to the tail rotor gearbox
ANGLE GEARBOX

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

Issued February 2007 Chapter 1 : Section 2 3

BLOCK DIAGRAM SHOWING TRANSMISSION SYSTEM OF SINGLE ENGINED HELICOPTER

4 Chapter 1 : Section 2 Issued February 2007

TYPICAL SINGLE ENGINED FIXED TURBINE SYSTEM

Issued February 2007 Chapter 1 : Section 2 5

TYPICAL TWIN ENGINED SINGLE ROTOR SYSTEM

6 Chapter 1 : Section 2 Issued February 2007

TYPICAL 3 ENGINED SINGLE ROTOR SYSTEM

Issued February 2007 Chapter 1 : Section 2 7

BLOCK DIAGRAM OF A TWIN ENGINED HELICOPTER WITH TANDEM MAIN ROTORS

8 Chapter 1 : Section 2 Issued February 2007

TYPICAL TANDEM ROTOR SYSTEM

Issued February 2007 Chapter 1 : Section 2 9

Multi Rotor Helicopters

The coaxial rotor helicopter has two rotors rotating in opposite directions thus
eliminating rotor torque reaction. The coaxial design has a smaller rotor
diameter - since there are two rotors – and the overall size of the machine can be
reduced hence the power requirements are less than the single rotor machine. The
disadvantage is that rotor hubs and controls become complex and heavy.
The side-by-side rotor has the advantage of reducing the power required in forward
flight. The disadvantage of this layout is high fuselage drag and/or high structural
weight and also the complex drive gearing and shafting tending to add to
transmission weight. Some types use intermeshing rotors which simplify
transmission but lose lifting efficiency.
Tandem rotors have the advantage of a low drag fuselage and a large centre of
gravity range. The useful load may be distributed between the two rotors.
Disadvantages of the tandem rotors include a loss of lift efficiency due to the rear
operating in the wake of the forward rotor. This loss can be reduced by setting the
rear rotor above the front rotor. In addition the complex gearing, shafting and
controls give rise to weight and response problems.
The main components for a tandem rotor transmission system are:
Forward transmission (rotor gearbox)
 Forward synchronizing shafting
 Rotor brake
 Combining transmission
 Engine transmission
 Aft synchronizing shafting
 Aft transmission (rotor gearbox)

10 Chapter 1 : Section 2 Issued February 2007

CHAPTER 2 :
SECTION 1 : FUNCTIONS OF MAIN ROTOR GEARBOX (MRGB)
THE MAIN ROTOR GEARBOX

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

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

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

Issued February 2007 Chapter 2 : Section 1 11

The main rotor gearbox may also be required to drive a number of accessories.
On the rear of the main rotor gearbox the accessories drive section may, typically,
mount and drive the following:
 Generators
 Hydraulic Pumps
 Lubrication Oil Pumps
 Torque Meter System Oil Pumps
 Rotor Tacho Generator
 Oil Cooler Fan Drives
 Tail Rotor Drive Shaft

Mounts and Drives the Main Rotor Head

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

Changes Angle of the Engine Drive and Reduces the Rpm from the Engines to the Main
Rotor Shaft
On certain helicopters such as the S61 and Puma, the engine(s) drive directly into
the main rotor gearbox at speeds of approximately 18,000 to 24,000 RPM. This
drive is reduced down by a factor of approximately 100:1. The gear reduction taking
place in several stages, with a bevel gear also serving to change the angle of drive
from the horizontal to the vertical. The engine inputs on multi-engined aircraft are
combined and reduced simultaneously within the early stages of the main rotor
gearbox unless a combining gearbox is used before the gearbox input.
Freewheel units may be built into each input of the main gearbox so that a single
engine operation is possible without driving the power turbine of the opposite engine.
These freewheel units also allow the rotor to disengage from the power turbines
during autorotation.

12 Chapter 2 : Section 1 Issued February 2007

MAIN GEARBOX

Issued February 2007 Chapter 2 : Section 1 13

Drives the Accessories Mounted on the Main Gearbox

On certain turbine engines there are no means or provision for any ACCESSORIES
OTHER THAN THOSE REQUIRED BY THE ENGINE ITSELF SUCH AS THE FUEL
pump, oil pump and tacho generators etc. This means that all; accessories required
for flight, aircraft operation or mission performance must be driven by some other
means.
By mounting the accessories on the gearbox they remain operational regardless of
engine failures. The drive coming from the main rotors during autorotation.
On other types of helicopters a through shaft is driven by one of the engines directly
to the accessories section. This through shaft and gear system incorporates a
selectable freewheel unit to disconnect the engine from the direct drive to the main
rotor. This enables a pilot to start one engine in accessories drive and obtain all
services before starting No 2 engine and engaging main rotor drive.
This motorising of the accessories also helps in pre-lubrication of the main gear box,
pressurises the hydraulic systems before the rotor head is turned. Cockpit checks of
the flight control and aircraft system are also made possible.

Drives the Tail Rotor Driveshaft

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

Mounts the Rotor Brake Assembly

By mounting the rotor brake disc on the end of the main input bevel gear assembly
and the brake calliper on a strong mounting on the gearbox casing, rather than
mounting the rotor brake assembly on the tail drive shaft, we are able to take higher
braking loads without affecting the possible alignment of the tail rotor drive shaft.

Mounts the Flying Control Servos

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

Supports the Engines

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

14 Chapter 2 : Section 1 Issued February 2007

INPUT HOUSING

Issued February 2007 Chapter 2 : Section 1 15

LOWER DRIVESHAFT AND BEARING SUPPORT

16 Chapter 2 : Section 1 Issued February 2007

EPICYCLIC GEARING

Issued February 2007 Chapter 2 : Section 1 17

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

1 Second stage cage 12 Needle roller

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

18 Chapter 2 : Section 1 Issued February 2007

UPPER HOUSING AND MAIN ROTOR SHAFT

Issued February 2007 Chapter 2 : Section 1 19

NOTES:

20 Chapter 2 : Section 1 Issued February 2007

SECTION 2 : INTERNAL GEARING OF THE MRGB

INTERNAL GEARING
Gearboxes are usually built-up from a number of housing assemblies which, on
certain helicopters, are considered to be of modular construction. With reference
to AWN No 3, the dismantling of gearbox casings (housings), except separation
of casings to obtain access for the purposes of internal inspections in accordance
with the manufacturer’s instruction, is not permitted.
The main components of a typical main rotor gearbox are the:
 Input housing
 Lower housing and bearing support
 Rear cover
 The epicyclic ring gear housing
 Upper housing
For this example the input and the ring gear housings are made of steel alloy and
the remainder are of magnesium alloy.
The input housing contains the input bevel gear, supported on taper roller
bearings and splined to receive a flexible input coupling.
The lower housing and bearing support carry the lower drive shaft, to which are
attached the input bevel gear, the sun gear for the first stage epicyclic, the take
off drive bevel gear, and the secondary hydraulic pump driving pulley.

Issued February 2007 Chapter 2 : Section 2 21

MRGB DRIVES

22 Chapter 2 : Section 2 Issued February 2007

The epicyclic gears reduce speed in two stages, the first or lower stage has four
planetary pinions, and the second or upper stage has eight. The epicyclic gear
system provides a large reduction in speed over a short distance. It is rigid and
strong in construction, and able to take the increasing torque as speed is reduced
to drive the main rotor head. Increasing the number or size of the planet gears
may be necessary to absorb the large amount of torque imposed by the reduction
in speed.
The upper housing supports the main rotor shaft by a pair of taper roller bearings.
The main rotor drive shaft lower end is splined into the carrier of the second
stage epicyclic planet gears, which in turn will drive the shaft at the final reduction
speed.
The rear cover on the lower housing supports a gear train of spur gears inside
the cover to drive the accessories.
The illustrations show the internal gears and shafting of a twin engined helicopter,
showing the various speeds at each stage in the gearbox. We can see it drives
two alternators, two hydraulic pumps, a fan which cools the lubricating oil and two
lubrication pumps.
This particular gearbox is made up of the following main housings:
 The left and right hand input reduction gears
 The main reduction gear (main bevel pair)
 The aft reduction gear
 The epicyclic reduction gear (2 stages)
 The accessories drive
The epicyclic reduction gear and accessories drive are of modular design. This
means that they may be replaced without adjustments or special tools or
returning to a workshop. Also the combined freewheel and torque motor shaft,
together with the lubrication pumps, can also be replaced.

NOTE: The operation of freewheels will be discussed in a later chapter.

Issued February 2007 Chapter 2 : Section 2 23

24 Chapter 2 : Section 2 Issued February 2007

Issued February 2007 Chapter 2 : Section 2 25

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

LYNX TRANSMISSION

26 Chapter 2 : Section 2 Issued February 2007

MAIN GEARBOX DRIVE PATHS

Issued February 2007 Chapter 2 : Section 2 27

MAIN GEARBOX ACCESSORIES CASING

28 Chapter 2 : Section 2 Issued February 2007

FREEWHEEL AND THROUGH SHAFT ASSEMBLY

Issued February 2007 Chapter 2 : Section 2 29

MAIN GEARBOX ACCESSORIES CASING

30 Chapter 2 : Section 2 Issued February 2007

MAIN GEARBOX LOWER ASSEMBLY

Issued February 2007 Chapter 2 : Section 2 31

MAIN GEARBOX HOUSING AND TOP COVER

32 Chapter 2 : Section 2 Issued February 2007

SECTION 3 : LUBRICATION SYSTEM

MAIN ROTOR GEARBOX LUBRICATION
Because of its size in relation to the other types of gearbox, the main rotor head
gearbox requires a separate lubrication system. It cannot, for instance, relay on
the type of lubrication system used for intermediate or tail rotor gearboxes, where
the gears are immersed in oil.
Any mechanisms that have surface contact with each other will generate heat,
due to friction of the two surfaces. The lubricating oil helps to remove this heat,
thus cooling the rotating parts.
Because of the extreme pressure created by the teeth of the gears, only certain
types of lubricating oil can be used.
Reference must always be made to the Maintenance Manual for the correct type
of oil to be used in any helicopter gearboxes.
A typical main rotor gearbox casing acts as an oil sump ie. similar to a motor
vehicle oil system, thus eliminating the need for a separate oil tank. The system
comprises the following major components:
 Oil Pump
 Oil Pressure Relief Valve
 Oil Filter Assembly
 Thermostatic Valve
 Oil Cooler – Heat Exchanger
 Cooling Fan
 Oil Pressure Temperature and Pressure Sensors
 Oil Pipelines and Jets
 Transmission Magnetic Chip Detectors
The lubricating system allows for the oil pump to draw the oil from the gearbox
sump. The pressurised oil is then directed through the filter assembly to the
thermostatic valve.
This valve, depending on the temperature of the oil, will either allow it to pass
through the oil cooler if hot, or bypass the cooler if cold (on start up).
A tapping of the oil pressure supply to the thermostatic valve is directed to the oil
pressure switch giving the flight crew a visual indication of the condition of
gearbox oil pressure.
The oil from the cooler bypass is then directed to the various oil jets within the
gearbox assembly.
Once the oil has lubricated the bearings or gears, it then falls to the bottom of the
gearbox, splashing the gears as it does so.
Once the oil has fallen to the bottom of the gearbox assembly, it is then drawn
into the pressure pump and the process starts again.

Issued February 2007 Chapter 2 : Section 3 33

Oil quantity is normally determined by using sightglass. The oil system

arrangement illustrated, relates to a basic system, so some differences may be
found in the system on your helicopters, but the basic principles remains the
same.

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

Scavenge Oil
Scavenge oil is the name give to the oil returning from the gears and bearings, or
going into the inlet of the oil pump from the oil storage (lower part) of the gearbox.
We can now determine, therefore, that the oil pump is situated at the lowest point
of the gearbox and will be below the level of the stored oil.

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

Spur Gear
The gears of the pump are housed in close fitting chambers within the pump
body, which allow the oil to be carried round by the gears when they rotate. The
pump is driven from the accessory gearbox.
The tips of the gears are slightly chamfered to relieve the pressure of the oil that
is trapped between the teeth of the meshing gears.
During operation, the rotating gears draw oil in from the sump and through the
action of the gears.
Some pumps may have a pressure relief valve fitted that provide flow during
operation, thus protecting the rotating gears from seizure or preventing the drive
shaft from shearing.
The setting of this relief valve is higher than the system regulating pressure relief
valve. This ensures that the pump will relieve only if the system regulator relief
valve fails.

34 Chapter 2 : Section 3 Issued February 2007

GEROTOR TYPE HYDRAULIC PUMP

Gerotor
The Gerotor pump is an internal gear pump with a 6 toothed (lobes) driving
pinion, offset from the centre of the pump. This pinion drives a 7 toothed (lobed)
pinion within the pump casing. The excellent meshing conditions due to their
tooth profile produces a pump with a very low noise level. With reference to the
diagram, as the pump rotates from A to B the volume between the driving pinion
and the driven pinion increases. In this section the pump is sucking through the
inlet part. Continuing from B back to A the volume is decreasing and this sector
is discharging oil to the system.
The pump may have a pressure relief valve integral with the pump body. Typical
flow rate of 7,200 litres/hr at 10BAR of pressure.

Oil Filters
Because of the rotating gears, a small amount of dirt and metal ‘fuzz’ is produced
during normal operation. Dirt in an oil system leads to a rapid reduction in
efficiency and over a period of time, if not checked, could cause failure of the
transmission system.
The oil from the pump is fed into a port on the filter body and is forced through
the filter discs of the filter assembly after which it is routed to the oil cooler. The
amount of filtration carried out will depend upon the micronic value of the filter
element. Incorporated into the filter unit is a bypass valve assembly. The
purpose of this valve is to allow unfiltered oil through to the lubricating system in
the event of a blockage of the filter element. At a predetermined differential

Issued February 2007 Chapter 2 : Section 3 35

pressure setting (spring pressure), the oil pressure forces the valve open and
allows filter inlet oil to be ported to the outlet line.

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

Oil Cooling
The oil cooler acts similarly to that of a car radiator. Cooling air being blown over
the heat exchanger matrix. The heat exchanger section is often combined with a
cooling fan within a series of ducts/housings. Once cooling has taken place the
cooling air is projected overboard.
The cooling fan can be driven by:
 A belt drive from the intermediate drive shaft
 A drive shaft from the accessories gearbox housing to the cooler assembly
 A direct drive from the gearbox to the gearbox mounted cooler assembly
 An electrical motor
Typical normal operating temperature of 120C with the cooling system capable
of keeping the oil temperature below a maximum (typically greater than 145C)
for ambient temperatures up to 50C.

36 Chapter 2 : Section 3 Issued February 2007

TYPICAL GEARBOX LUBRICATION SYSTEM

Issued February 2007 Chapter 2 : Section 3 37

MAIN GEARBOX LUBRICATION

38 Chapter 2 : Section 3 Issued February 2007

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

System Condition Indications

To determine the condition of the lubrication system during its operation, certain
features are included to warn flight and ground crews of an impending failure of
the lubrication system. These indications include:
 Oil pressure switches
 Oil temperature sensors
 Magnetic chip detectors

Oil Pressure Switch

The use of oil pressure switches is essential to the operation of the helicopter
main gearbox. Loss of this oil pressure will lead to a major failure of the gearbox,
therefore, some means must be provided to warn flight deck crews of low
gearbox oil pressure. This is normally accomplished by a warning light situated
within the flight deck area. The switches, are normally oil pressure operated.
The oil pressure switch consists of a spring loaded open shunt disc. The oil
pressure acts against the switch diaphragm to keep the shunt disc against the
contacts. If the oil pressure drops below the system operating pressure then the
shunt spring activates the shunt open. thus illuminating the low oil pressure light.
This switch is normally fitted in the pressure line to the gears and bearings,
ensuring that the oil pressure sensing is an accurate indication of the oil pressure
at the jets.

Oil Temperature Sensor

The oil temperature sensor, normally situated downstream of the oil cooler,
indicates to the crew, via a temperature gauge, the temperature of the oil.
Excessively high oil temperatures may be the result of:
 Incorrect oil levels within the gearbox
 Defective oil cooling system
 Blockage of oil filter
If the temperature is abnormally high, investigation into the causes must be
made.

Issued February 2007 Chapter 2 : Section 3 39

Magnetic Chip Detectors

Normally situated at the inlet to the gearbox oil pump or in the sump. this
detector attracts ferrous metals, that may be liberated within the main gearbox
assembly and are contained within the oil. The collection of these ferrous metals
on the magnetic sections of the detector provides a warning of impending failure
of the gearbox.
Some detectors are designed so that they can be removed for periodic
examination without having to drain the oil system. The detector fits into a self-
sealing housing and usually has a bayonet-type filling with ‘O’ rings being used
for sealing.
Some designs of detectors will illuminate a warning lamp in the cockpit when the
attracted ferrous particle bridges the contacts and completes an electrical circuit
to this warning lamp.
When a warning of a chip is made, the pilot has to follow laid down procedures
and checks. On certain aircraft a ‘Fuzz buster’ system may be linked to the
detector system. The pilot may press the system’s switch to supply a current to
the detector and burn off the small insignificant chip (Fuzz). If the warning
remains after this procedure, the chip must be of a size for some concern and
investigation by the engineers on landing.

40 Chapter 2 : Section 3 Issued February 2007

OIL PUMP

SCAVENGE FILTER

Issued February 2007 Chapter 2 : Section 3 41

OIL FILTER

42 Chapter 2 : Section 3 Issued February 2007

LUBRICATING OIL COOLER

Issued February 2007 Chapter 2 : Section 3 43

OIL COOLER

44 Chapter 2 : Section 3 Issued February 2007

COOLING FAN

Issued February 2007 Chapter 2 : Section 3 45

46 Chapter 2 : Section 3 Issued February 2007

THERMOSTATIC EXPANSION VALVE

Issued February 2007 Chapter 2 : Section 3 47

NOTES:

48 Chapter 2 : Section 3 Issued February 2007

SECTION 4 : LUBRICATION SYSTEM COMPONENTS

LARGE TWIN ENGINED MAIN ROTOR GEARBOX LUBRICATION SYSTEM
In a large twin engined helicopter with the high loads on the gears and bearings
the loss of the lubrication system could be catastrophic; although some
gearboxes may now be designed to run dry for a limited time period. Not only is
friction reduced by the lubrication system a large amount of heat has to be
dispelled by the cooling system; up to 50 Kw of heat equivalent for the Puma
helicopter.
Therefore to improve safety an emergency system is employed to back up the
normal system.

Example System (with reference to the diagram)

The Main system, supplied by the main pump which passes through the heat
exchanger.
The Emergency system supplied by an emergency pump does not pass through
the cooling system.
The emergency system operates automatically in the event of a pressure drop on
the main pump. Hence, in the event of leakage on the cooling system, the main
pump is unprimed and the remaining oil is saved. The MGB continues to be
lubricated but the oil is no longer cooled. In the same way, the emergency pump
takes over in the event of a mechanical failure on the main pump.
In the event of leakage on the cooling system, the level drops in the gearbox until
the main pump is unprimed, the remaining oil is saved. The emergency pump
takes over.
The main pump will draw oil down to the 8 litre level when the emergency pump
will take over using the oil down to the bottom of the gearbox

LUBRICATION SYSTEM OPERATION

Normal Operation
The main pump (16) discharges oil through the heat exchanger (13). The cooled
oil is distributed by diffuser (3) to the different points to be lubricated. The pump
(16) pressure closes distributor (20) which isolates the emergency pump (18)
suction line. A slight leakage flow lubricates this pump

Issued February 2007 Chapter 2 Section 4 49

Emergency Operation
In the event of a main pump pressure drop (unpriming or drive failure) distributor
(20) opens. The emergency pump(18) outputs directly into the lubrication system
without passing through heat exchanger (13)
The MGB is lubricated by hot oil. The MGB COOL indicator light is lit, the cooling
function is lost. In these conditions the MGB can operate for 2 hours at minimum
power rating.

Abnormally High Oil Temperature

If the oil temperature reaches 145 C, the thermal contact (23) lights the MGB.T
(TBTP) indicator light.

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

Filter (11) Starts to Clog

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

NOTE: that the bypass cannot open in Emergency operation since the
emergency pump pressure relief valve (19) is set to 3.6 bar.

Magnetic Chips in the Oil

The chips, attracted by the magnet, close the circuit to detector (24) : the counter
in the chip detection and destruction unit (23) increments by one digit and the
MGB.CH light illuminates.
When the pilot moves switch (22) to PULSE any fine metal particles are
destroyed. If the light remains on, the particles are too large. In this case, the
pilot should refer to the Flight Manual for the appropriate procedure.
The system is checked by moving the switch to the TEST position, causing the
warning light illuminate.

OPTION: A bypass +valve set at 4.5 bars allows the oil to warm up quickly when
starting at outside air temperatures below -30 C.

50 Chapter 2 : Section 4 Issued February 2007

Lubrication System Components

1 Oil pressure drop warning light (the MGB 20 Distributor controlled by the main pump
is no longer lubricated pressure (spring setting : 3 bar <P<5 bar)
2 Pressure switch 21 (Chip) indicator light
3 Main lubrication diffuser 22 3-position switch
NORMAL (stable position)
TEST (spring-loaded position) used to test
the system by incrementing the counter in
unit (23) and illuminating the ‘MGB.CH’
light (21)
PULSE (spring-loaded position) destroys
magnetic particles trapped by detector (24)
if particle mass is not excessive
4 Emergency system pressure indicator 23 Detection/Recorder and chip destruction
unit
5 Main system pressure indicator 24 Magnetic chip detector, self-sealing, also
used as a drain plug and enables oil
sampling for spectral analysis (SOAP)
6 Loss of cooling system indicator light 25 Two-metal strips thermal contact
7 Pressure switch 26 Variable resistance temperature probe
8 Pressure transmitter 27 Oil temperature indicator
9 Filter bypass, set at 8 bar (opens in the 28 Oil temperature abnormally high indicator
event of clogging) light
10 Check valve A Rotor shaft anchoring bearings
11 Filter (filtration 60) B Front reduction gears
12 Pressure transmitter C Accessory drive housings
13 (Oil to Air) heat exchanger
14 Fan driven by the MGB
15 Pressure relief valve set at 10 bar
16 Main oil pump (flow rate : 7200 1/hr)
17 Oil level sight
18 Emergency oil pump (flow rate : 7200
1/hr)
19 Pressure relief valve set at 3.6 bar

Issued February 2007 Chapter 2 Section 4 51

52 Chapter 2 : Section 4 Issued February 2007

LUBRICATION SYSTEM OPERATION (CONT’D)

Issued February 2007 Chapter 2 Section 4 53

SECTION 5 : MAINTENANCE
Servicing the main gear box consists of filling with lubricant and the levels
checked as specified in the Maintenance Schedule.
The S.76 helicopter is filled through a filler port on the upper right side of the gear
box. The level is checked on a Bulls eye type sight glass, marked on a sight
window below the filler part,

Draining
To carry out maintenance on a main rotor gearbox it is often a requirement to
drain the oil. It should be done with the gear oil warm to aid oil flow. The
aircrafts maintenance manual will give instructions on the procedure for each
style of helicopter.
Usually an adapter with a hose is provided to fit to the clip detector screen
housing or magnetic clip detector plug on the base of the gearbox. The adapter
de-seating the self sealing union and allowing the oil to now pour into a suitable
container.

Flushing
Main Rotor Gearboxes should be flushed when changing from any one of the
approved oils to another, when the box is contaminated with metal chips, when
preservation with an oil that is not compatible with the service oil.
Typically the procedure is as follows:
 Drain the gear box.
 Refit plug etc. and refill with the proper oil as stated in the Maintenance
Manual.
 Run the gearbox up to normal operating temperature for approximately
10 15 minutes.
 Drain gear box while oil is still warm.
 Remove, inspect, clean and install chip detectors/strainers.
 Removing and replace the oil filters.
 Remove, drain, clean and reinstall the oil cooler if this is possible and
authorised.
 Replenish and re-establish oil levels.

Main Gearbox Adjustment/Test

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

54 Chapter 2 : Section 5 Issued February 2007

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

GEARBOX CONTAMINATION

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

IDENTIFICATION OF METAL PARTICLES

General
Visual inspection will usually be enough to determine nature of contaminating
materials. Procedures that follow will provide additional identification information.
For a complete analysis of contaminating materials, services of a competent
analytical laboratory may be used.
Prepare for Identification of Metal Particles
 Special Tools and Equipment
 Magnet, Permanent
Identify Metal Particles

NOTE: Identification of contaminating material may be made through visual

inspection or a series of tests.

 Steel. Isolate steel particles with a permanent magnet.

WARNING : TO PREVENT INJURY, EXERCISE EXTREME

CARE WHEN USING ACIDS.

Issued February 2007 Chapter 2 Section 5 55

 Aluminium. Determine aluminium particles by their reaction to

hydrochloric acid. Aluminium in hydrochloric acid will fizz with a rapid
emission of bubbles. Particles will gradually be reduced to a black residue
(aluminium chloride). Copper, bronze and phenolic do not noticeably react
to hydrochloric acid.

NOTE: Magnesium reacts similarly to aluminium in hydrochloric acid.

 Copper, Bronze and Magnesium. Differentiate between copper, bronze

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

ANALYSIS

General
When particles are found in greater quantities than is considered normal, careful
inspection of gearbox is necessary.
Steel. Steel fuzz, too large to be burned off, may be found in chip
detector/strainers of any normal gear box as a result of normal wear. In small
quantities, steel fuzz does not affect serviceability of gear box. Steel in splinter or
granular form usually indicates component damage and need for gear box
change. Thin steel flakes, not over 20, may not require gear box change.
Copper, Silver and Cadmium. Copper, silver and cadmium are used in plating
gearbox parts and can usually be disregarded.
Aluminium, Magnesium and Phenolic. These particles, in granular form, may
result from use of these materials in mallets or drifts during gearbox assembly.
Aluminium or magnesium particles may also indicate oil pump interior surface
wear when found in quantity and may require pump replacement.
Brass and Bronze. Particles of brass or bronze in small quantities indicate
normal bearing cage wear. In larger quantities, combined with ferrous debris,
they indicate probable bearing fatigue.

56 Chapter 2 : Section 5 Issued February 2007

Gearbox Serviceability Check

Check serviceability. If further doubt exists as to serviceability of gearbox, the
Maintenance Manual may offer a procedure such as that outlined below:
 Drain and service gearbox.
 Run gearbox for 1 hour and inspect oil filter and chip detector/strainers. If
number of particles has increased, replace gearbox. If number of particles
has decreased, continue gearbox in service but continue inspections of
gearbox at increased frequency.
 Spectrometric Oil Analysis (SOAP) sampling may be used as a diagnostic
aid. Oil samples should be taken as soon as possible after transmission
shutdown.
 After 5 hours of normal operation or during daily inspection, whichever
comes first, drain gearbox filter oil through filter paper. Inspect residue on
filter element for particles. Inspect chip detector/strainers for particles.
 Clean and replace chip detector/strainers and service gearbox with proper
oil.
 Repeat this process at 5-hour intervals, or daily, whichever comes first, to
determine whether number of particles has increased or decreased.
 If number of particles has increased, change gearbox. If number of
particles has decreased, continue gearbox in service

Issued February 2007 Chapter 2 Section 5 57

GEARBOX CORROSION PROTECTION

General
Maintenance of metallic surfaces requires a comprehensive program of
preventive maintenance for specific helicopter operating conditions. Periodic
washing and cleaning, inspection, recognition and treatment of corrosion and
touch-up of surfaces that have lost their protective coating, will reduce the
possibility of corrosion. Corrosion of aluminium, magnesium and steel may be
caused by salts in sea air or spray, electrolytic action caused by contact of
dissimilar metals, engine exhaust and fretting.
Inspect gearbox surfaces:
 Inspect surfaces for scratches and other damage or wear.
 Inspect surfaces for condition of zinc chromate primer and paint.
 Inspect areas of dissimilar metal contacts for evidence of corrosion.
 Inspect area around bolts, screws and other fasteners for corrosion and
condition of primer and sealing compound.
 Inspect hidden surfaces whenever removal of any component or
equipment exposes area.
 Clean affected areas with an approved solvent.
 Touch up areas, as necessary, with primer.
 Apply sealing compound around joining areas, as necessary.
 Touch up with matching paint.
 Periodically apply corrosion-preventive compound, such as WD40 which
will give a protective film while displacing any water or moisture present.

58 Chapter 2 : Section 5 Issued February 2007

TYPICAL ACCESSORY GEAR TOOTH PATTERN

Issued February 2007 Chapter 2 Section 5 59

Back Lash and Gear Tool Patterns

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

Gear Tooth Patterns

The pattern of two gears is also very important and closely related to the
backlash. The backlashes and patterns are generally most critical where
directional changes are made with gears, because they are adjustable by moving
the gears inward or outward in order to obtain the correct relationship. The
pattern is the print that one gear leaves on another gear with which it mates.
Each gear tooth of a bevelled gear has a heel and a toe.
The heel is located at the largest diameter of the bevel gear, and the toe is
located at the smallest diameter of the gear. If the gears mate in such a manner
that the teeth ride too close to the heel or toe, the load will not be distributed
evenly and breakage of the teeth will occur. The diagram shows the pattern set
too close to the toe and to the heel. If it is a straight tooth bevel gear, the proper
pattern should be at the middle of the tooth.
However, most gears used in helicopters are not straight tooth gears, but are
helical in design. By being helical more strength may be developed in a smaller
gear. With this type of gear a different pattern is developed in a no load condition
then under a load. With this type of gear the ideal no load pattern is shown.
The patterns of these gears is taken by using Prussian Blue on the gears to leave
the imprint of the other gear on the teeth. Illustrated are some typical patterns
and movements required to correct the pattern. The thickness of the ships
determine the position of the gear and change the backlash pattern.

60 Chapter 2 : Section 5 Issued February 2007

Back Lash
BACK LASH or LASH is the play between two meshing gears and is defined as
the difference between the distance between two teeth and the width of the
engaging tooth. Back lash between two gears can be altered by changing the
centre distance between them. The correct amount of back lash is designed into
a gear system, which means that the distance between the centres must be
within tolerance.
If the teeth of one gear are set too tightly into the teeth of another, there will be no
back lash and the gears will not be properly lubricated because a film of oil must
be present between the teeth of the gears as they mesh. This will also cause
overheating of the gears.
If the gears are meshed too high in relation to the teeth the load will be
transmitted to the smallest portion of the tooth, causing the teeth to break. The
ideal placement of the teeth is in the middle area..
At this position the teeth will receive proper lubrication and loading. A typical
gear may have 0.003 to 0.004 in (0.08 to 0.1mm) back lash and this may be
measured with a backlash flag and dial test indicator.
Often these gears on which back lash and patterns must be obtained are
supplied and fitted as matched sets. Sometimes the teeth are marked with X’s
and O’s to ensure correct meshing.
Modern helicopter gearboxes have control rings which set the back lash and
pattern of the gears. The control rings are matched to a particular gearbox
casing. If a control ring is ever removed and lost, the casing will have to be
returned to the manufacturers for a new ring.

Issued February 2007 Chapter 2 Section 5 61

CHAPTER 3
SECTION 1 : INTERMEDIATE GEARBOX
The intermediate or angle gearbox usually consists of a magnesium alloy casting
incorporating gearing to alter the angle of the drive to the tail rotor gearbox.
Whilst the drive angle is changed there may be in certain rotorcraft, an alteration
to driveshaft RPM. For example the S76 changes the drive angle of the drive
shaft about 57 and reduces the RPM from 3299 to 3099.
The intermediate gearbox is lubricated by the wet sump principle, each gear
running in the oil and being lubricated by splash oil being supplied to the upper
bearings supporting the output gear wheels by either an archimedian screw or
slinger ring. On the EH101 helicopter the gearbox incorporates its own pump
and associated lubrication system.
Provision is made for topping up the oil by filler plug or cap and reading the level
usually by a sight glass. Some gearboxes may incorporate a dipstick in the filler
port. Indications of future/excessive wear are given by chip detectors and
temperature sensors in a manner similar to the main rotor gearbox. Cooling of
the oil in the gearbox is normally carried out by the airflow passing over fins on
the gearbox casting.

62 Chapter 3 : Section 1 Issued February 2007

INTERMEDIATE GEARBOX ASSEMBLY

Issued February 2007 Chapter 3 : Section 1 63

Adjustment/Test
Intermediate gearboxes are usually statically and dynamically bench tested after
building from new or overhaul. However when a new or overhauled intermediate
gearbox is installed on a helicopter, an operational check must be made before
the helicopter is released for flight. Post fitment checks are stated in the
appropriate type Maintenance Manual, however, a typical procedure is as follows:
 Operate helicopter on ground for ½ hour.
 Drain oil from intermediate gear box and strain through lint-free cloth.
 Remove and inspect chip detector for metal particles.
 Inspect gearbox for external abnormalities.
 Service gearbox with proper oil.
 If conditions appear normal, release helicopter for flight.

64 Chapter 3 : Section 1 Issued February 2007

NOTES:

Issued February 2007 Chapter 3 : Section 1 65

SECTION 2 TAIL ROTOR GEARBOXES

TAIL ROTOR GEARBOX
The tail rotor gearbox consists of a magnesium alloy casting incorporating
gearing to change the angle of drive through 90 degrees and to give the correct
tail rotor RPM.
As all the flight loads of the tail rotor are transmitted through the gearbox, the
casing must be strong enough to withstand them and the mounting on the
helicopter must be rigid and strong enough to absorb the stresses put upon it.
As with the other gearboxes it is lubricated on the wet sump principle. Like the
angle gearbox it is equipped with a sight glass, filler plug, chip detector and drain
plug.
Provision is made for the tail rotor pitch change mechanism. The diagram shows
the pitch change rod passing through the hollow output shaft of the tail rotor
drive. Other gearbox types such as the Eurocopter’s Squirrel mount the pitch
change mechanism externally.

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

66 Chapter 3 : Section 2 Issued February 2007

TAIL ROTOR GEARBOX ASSEMBLY

Issued February 2007 Chapter 3 : Section 2 67

TYPICAL TAIL ROTOR GEARBOX

68 Chapter 3 : Section 2 Issued February 2007

NOTES:

Issued February 2007 Chapter 3 : Section 2 69

SECTION 3 : COMBINING GEARBOXES

Combining gearboxes provide the mechanical interconnection between two or
more engines to one output to the main rotor gearbox. Usually used on aircraft
that have been modified from single engine installations. In addition to providing
the combining action and reducing the transmission speed to the main rotor
gearbox, the combining gearbox will possibly drive generators and hydraulic
pumps.
Two freewheel units are included, that allow the rotors and drive system to
operate even though either or both engines may be shutdown.
The gearbox may also form an attachment and support the engines. The
gearbox forms its own lubrication oil reservoir ie. a ‘wet sump’ system. Oil to the
main bearings and gears is positively supplied by a spur gear or gerotor type
pump. The oil then passes by ‘splash’ to lubricate the remaining gears and
bearings before returning to the sump.

70 Chapter 3 : Section 3 Issued February 2007

SCHEMATIC DRAWING OF A TYPICAL COMBINING GEARBOX

Issued February 2007 Chapter 3 : Section 3 71

COMBINING GEARBOX ASSEMBLY

72 Chapter 3 : Section 3 Issued February 2007

NOTES:

Issued February 2007 Chapter 3 : Section 3 73

CHAPTER 4 :
SECTION 1 : FREEWHEEL UNITS
FREEWHEEL UNITS
The free wheel units are fitted so that the main rotor CANNOT drive the engine
(torque reversal) in the event of main rotor RPM over-running the engine This
occurs during flaring the main rotors and when the engine(s) fail or have been
throttled back for practice autorotation.
There are two main types, the Roller and Sprag type. In certain applications a
selectable free wheel unit may be used. This normally allows an engine to be
started and drive the accessories without driving the main rotor whilst on the
ground.

Roller Unit
This unit consists of an inner drive from the engine on which is mounted a cam
ring and an outer drive to the rotor. Circumferentially interposed between the two
are caged rollers which act as the driving medium.
When the transmission drive from the engine rotates, the rollers ride up the
slopes of the cams and are jammed between the transmission drive shaft and the
rotor drive forming a positive coupling between them.
Whenever the rotor overruns the engine the rotor outer drive of the free wheel
unit is rotating faster than the inner engine drive thus releasing the rollers from
their wedging action and making the rotor side of the transmission independent of
the engine side.
will rotate without the engine. The same would happen if the engine stopped.

74 Chapter 4 : Section 1 Issued February 2007

PRINCIPLE OF SPRAG TYPE FREEWHEEL

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

Issued February 2007 Chapter 4 : Section 1 75

ACTUATING MECHANISM OF PORT FREEWHEEL ASSEMBLY

76 Chapter 4 : Section 1 Issued February 2007

Actuated Freewheel Units

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

Issued February 2007 Chapter 4 : Section 1 77

SECTION 2 : CLUTCHES
Transmission clutches are normally associated with Piston engined helicopters,
but will also be found on Fixed Turbine powered helicopters. Their purpose is to
allow the engine to be started in an ‘off load condition ie. not transmitting power
and movement to the main rotors.
The two types of clutches found are:
 The Mechanical clutch
 The Hydro-Mechanical clutch
The choice of the type of clutch assembly to be used will depend on the size of
the helicopter. Normally the mechanical method is suitable for the smaller type of
helicopter and the hydro-mechanical type is used on large helicopters where the
inertia loadings are high and a smooth engagement is required.

MECHANICAL CLUTCH ASSEMBLY

78 Chapter 4 : Section 2 Issued February 2007

PRINCIPLE OF MECHANICAL CLUTCH

THE HYDRO MECHANICAL CLUTCH

Issued February 2007 Chapter 4 : Section 2 79

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

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

Hydro-Mechanical Clutch Assembly

The hydro-mechanical system utilises a self contained hydraulic system to
produce the motive force to operate the clutch system.
The advantage of this type of clutch compared to the mechanical clutch is its
smoother automatic take up of the loads.
The fluid coupling port of the clutch uses two hemispherical discs equipped with
internal radial vanes.
The driving disc is connected to the engine, whilst the driven disc is connected to
the rotor head drive shaft. When the engine starts, the driving disc rotates and
the driven disc remains stationary.
On a selection by the pilot, hydraulic fluid is pumped into the lower driving disc by
an electrical pump. A controlled amount of fluid is then thrown by centrifugal
action from the vanes on to the driven disc.
The energy transmitted by this action causes the driven disc to accelerate the
rotor transmission up to a speed slightly less than the rotor speed.
The pilot then throttles back the engine and inertia keeps the rotors turning. This
action will release automatically the free wheel unit from its disengaged position
and place the rollers of the mechanism in a position ready for engagement. This
automatically operated ‘selectable’ free wheel unit is housed within the free wheel
and mechanical lock assembly. When the pilot throttles up now, to the
transmission speed for flight, the free wheel will engage. Any time the rotors
overspeed the engine the free wheel unit operates as described in previous
chapters.
When full engagement has been achieved the pilot switches off the electrical
pump of the hydraulic system allowing the fluid to drain back to the reservoir

80 Chapter 4 : Section 2 Issued February 2007

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

Issued February 2007 Chapter 4 : Section 2 81

CHAPTER 5 :
SECTION 1 : ROTOR BRAKES
The rotor brake performs three basic functions within the helicopter transmission
system. It:
 Stops the rotors from windmilling after landing and prevents blade sailing
 Stops the rotors from windmilling in high winds after the engine has been
shut down.
 In free turbine engines it holds the free turbine shaft stationary against the
gas flow through the engine when starting and at idle speeds. This
function however is restricted to gas turbine powered helicopters.
There are two categories of rotor brake system, they are:
 Hydraulic brakes
 Mechanical brakes
The rotor brake can be fitted at any place within the transmission system after the
free wheel unit. Normally the rotor brake may be found at the input drive into the
main gearbox in connection with the main input level gear. Alternatively the
brake may be found on the intermediate drive shaft at the rear of the gearbox.
To hold the brake on during periods of parking or in high wind conditions a
mechanical ratchet and pawl mechanism, a geometric lock, or a mechanical
detent will be incorporated in the system.

Typical Hydraulic Rotor Brake

Fluid pressure is pumped into the chambers behind the operating pistons moving
the pistons along the chambers and forcing the brake pads into contact with the
brake disc giving a braking action. At the same time the piston rod, which is
being gripped by the friction device moves the housing thus compressing the
return spring. To release the brakes the fluid pressure is allowed to return to the
reservoir and the return spring expands so releasing the braking action of the
brake pads on the disc.
When the brake pads wear, the pads have to move further and in turn this means
that the operating piston and rod also have to move further. As the piston rod
moves, it still compresses the spring but any further movement of the piston now
draws the rod further through the friction device.
The amount of wear on the brake pads can be found by measuring the amount of
protrusion of the piston rod through the gland nut. The minimum amount of
protrusion, giving maximum brake pad wear will be given in the helicopter service
manual. It is important that the gland nut torque loading should not be exceeded
otherwise there is a possibility of the piston rod not being able to pull through the
friction device thus giving progressively weaker brake action as the pads wear.

82 Chapter 5 : Section 1 Issued February 2007

TYPICAL HYDRAULIC ROTOR BRAKE

SCHEMATIC OF ROTORBRAKE HYDRAULIC SYSTEM

Issued February 2007 Chapter 5 : Section 1 83

ROTOR BRAKE

84 Chapter 5 : Section 1 Issued February 2007

Typical Rotor Brake Hydraulic System

The operation of the system starts with the operating lever being pulled down,
forcing the piston in the master cylinder to the right. This action sends fluid under
pressure to the brake unit, thus operating the brake as described earlier. A
reservoir is fitted to ensure an adequate head of fluid to the master cylinder so
ensuring that no air is induced into the system giving a spongy feel to the brake
operation and weak braking action.
When the helicopter is parked outside, on sunny or hot days, the pressure in the
system will rise due to the thermal expansion of the fluid. This excess pressure is
relieved by the volume of thermal relief valve effectively increasing the volumetric
capacity of the system and so bringing the pressure back to normal.
A pressure switch is incorporated to confirm to the pilot that there is pressure in
the system. A light illuminates in the cockpit when the brake is applied and
pressure is available.
If it is suspected that air has been introduced into system, the system must be
thoroughly bled using the bleed screw on the brake unit.
A filler plug located in the master cylinder allows for replenishment of the
hydraulic system. If the system should be disturbed in any way a bleed nipple is
provided at the brake unit to bleed the system. The Maintenance Manual must
be consulted in order to carry out this section
On certain helicopters when the rotor brake is applied hydraulic pressure from an
aircraft’s hydraulic system is selected rather than pressure generated in the
master cylinder. An accumulator and hand pump may be used to generate
pressure on the ground of the transmission driven pumps are not operating.
In the Puma helicopter rotor brake system is for stopping the rotors 21 BAR of
pressure is used, but for parking and high wind starts a static braking pressure of
100 BAR is selected. A safety system prevents the rotor brake from being
applied in flight

Typical Mechanical Rotor Brake

The mechanical rotor brake consists of a brake drum attached to the
transmission shaft to give a larger effective braking area, a centrally pivoted
brake operating lever on the adjacent structure, a brake friction lining wrapped
around the brake drum and attached to the operating lever.
To operate the brake, the operating lever is pulled in the direction of the arrow
thus pivoting about its centre. This causes the friction lining to be pulled tight
around the brake drum giving a braking action.

Issued February 2007 Chapter 5 : Section 1 85

MECHANICAL ROTOR BRAKE

86 Chapter 5 : Section 1 Issued February 2007

Inspection/Check Rotor Brake

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

Rotor Brake Disc

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

Rotor Brake Clearance Check

Cycle the Rotor Brake system on and off three times, leaving the master cylinder
in the off position, or Rotor Brake switched off. Measure the gap between the
brake disc and each lining (puck) on both sides of the disc.
For example, on the Goodyear Rotor Brake as fitted to the Sikorsky S76, this
clearance should not be less than 0.055 ins after initial installation and not less
than 0.045 ins after the first dynamic stop. If this is not achievable the Brake
Calliper should be removed and the brake lining self adjustor mechanisms re-
checked and adjusted.

Issued February 2007 Chapter 5 : Section 1 87

ROTOR BRAKE LININGS (GOODYEAR ROTOR BRAKE)

Rotor Brake Clearance Check

 On helicopters with electrical-hydraulic rotor brake, cycle rotor brake three
times by moving ROTOR BRAKE switch on master switch panel from ON
to REL to OFF, three times.
 On helicopters with manual-hydraulic rotor brake, cycle rotor brake three
times by moving master cylinder handle forward (two strokes required) and
back to detent three times.
 With ROTOR BRAKE switch OFF/master cylinder handle in detent (off),
measure gap between brake disc and each lining (puck) on both sides of
disc. Goodyear brake clearance should not be less than 0.055 inch on
initial installation and not less than 0.045 inch after first dynamic stop.
Goodrich brake clearance should not be less than 0.050 inch.

88 Chapter 5 : Section 1 Issued February 2007

ROTOR BRAKE SYSTEM (ELECTRICAL-HYDRAULIC)

Issued February 2007 Chapter 5 : Section 1 89

ROTOR BRAKE SYSTEM (MANUAL HYDRAULIC) – SIMPLIFIED SCHEMATIC DIAGRAM

90 Chapter 5 : Section 1 Issued February 2007

ROTOR BRAKE SYSTEM (MANUAL-HYDRAULIC)

Issued February 2007 Chapter 5 : Section 1 91

ROTOR BRAKE SYSTEM (MANUAL-HYDRAULIC)

92 Chapter 5 : Section 1 Issued February 2007

BLEEDING ROTOR BRAKE SYSTEMS

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

Electrical-Hydraulic Systems
Ensure the Hydraulic power unit shows full and place the Rotor Brake switch on.
Place a suitable container under the brake calliper and open the bleed screws
one at a time. Bleed until a steady stream of air free hydraulic fluid comes out.
Ensure the hydraulic power unit is not bled empty.
Place Rotor Brake switch to release and then off.
Replenish the hydraulic system for lost fluid and wirelock the bleed valves.

Issued February 2007 Chapter 5 : Section 1 93

CHAPTER 6
SECTION 1 : DRIVE SHAFTS AND COUPLINGS
DRIVE SHAFTS AND COUPLINGS
The engine power output is transmitted to the rotor system gearboxes by hollow
shafts. Each shaft is supported at several points along its length by bearings
attached to strengthened parts of the helicopter structure. Each shaft is
connected to its neighbour or associated gearbox by means of:
 A flexible coupling which allow minor structural movements to occur
without damaging the transmission and also absorbs the shock loadings
produced by torque variations.
 A splined coupling which allows for limited structural movement only but
which facilitates the removal of shafts or components.
All shaft bearings must be lubricated regularly to minimise bearing wear and
reduce friction. From time to time the shafts must be checked for bow with a dial
test indicator.
It is important that assembly instructions in the Helicopter Service Manual are
rigidly adhered to as incorrect assembly will result in and out of balance force
being set up in the shaft and adjacent components with the very real danger of
shaft or component failure.
The drive shaft is split into sections and could consist of the following depending
on helicopter design.
The MAIN DRIVE SHAFT is the shaft joining the engine, or combining gearbox to
the MAIN ROTOR GEARBOX.
The INTERMEDIATE DRIVE SHAFT transmits power from the main gearbox to
the intermediate gearbox.
The TAIL ROTOR DRIVE SHAFT transmits power from the intermediate gearbox
to the rotor gearbox.
The drive shaft arrangements will differ from one helicopter design to another as
discussed in previous chapters.

94 Chapter 6 : Section 1 Issued February 2007

EXPANSION COUPLING

Issued February 2007 Chapter 6 : Section 1 95

Expansion Couplings
On certain helicopter designs an expansion coupling may be utilised between the
hot turbine engine output coupling and the main drive shaft.
This allows the engine to expand during normal operation without causing undue
loads on the drive shaft. It can also be used in drive shafts where there is a need
for some tolerance in the positioning of other components such as gearboxes.
The drive is transmitted through four steel balls which are engaged by axial
grooves in the driving and driven parts of the coupling. Axial movement of the
two parts of the coupling due to thermal expansion can take place easily, the
balls continuing to transmit the torque between the two parts.

Flanged Coupling
Drive shafts may be required to cover long distances between gearbox
assemblies. To allow for ease of removal, the drive shafts may be divided into
smaller sections, each section being connected by a flanged coupling.
However, because of differences in gearbox assemblies and airframe
attachments, one drive shaft may fit one helicopter installation but not another.
The use of shims therefore is essential to ensure that no load or stress is applied
to the drive shaft on final torquing of the attachment bolts.

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

96 Chapter 6 : Section 1 Issued February 2007

Issued February 2007 Chapter 6 : Section 1 97

Universal Drive Coupling

This type of coupling is used where the drive shafts have a slight angular change
of direction. The universal joint illustrated, connects two drive shafts together via
a coupling assembly.
The coupling assembly is located into both drive shafts by bearing arms,
supported by a series of needle bearings which are set circumferentially around
each bearing arm. Because of their freedom of movement the change in
direction of the drive shaft during rotation is compensated for by the ability of the
bearing arms to move independently of each other. Grease points on each
bearing arm provide a means of lubrication for maintenance servicing purposes.

98 Chapter 6 : Section 1 Issued February 2007

TYPICAL FLEXIBLE COUPLING

Issued February 2007 Chapter 6 : Section 1 99

Flexible Couplings
Flexible couplings are used on many helicopter types to join sections of drive
shafting together and to the flanges of the gearboxes within the transmission
system. They permit some lateral and longitudinal flexing of the tail drive shaft as
the helicopter structure flexes.
They are constructed from a stack of stainless steel discs, with a flat machined
on them to ensure correction location on assembly. On the Bell 206, these flats
are alternated 90 on the initial assembly of the coupling. Each flat indicating the
grain direction within the disc. By having a number of grain directions, we have a
coupling of great strength as well as having some flexibility
On the S61 helicopter the discs are numbered so when the flats are aligned the
manufacturer has pre-arranged the alternating grain structure of the discs.
In both cases on removal of the discs their individual position/order/alignment
should be maintained if they are to be refitted. This will help with the balance and
vibration of the driveshafts.
This type of coupling with individual discs is known as a Thomas Coupling. On
other helicopters such as the Puma a flexible coupling of laminated metal discs is
supplied as a complete unit.
When making a coupling with a Thomas coupling it is important also to ensure
that convex washers are fitted either side of the flexible stainless steel discs
rather than plain washers. This will help prevent damage to the disc as they flex.
Any gaps whilst joining the shafts and flanges are taken up by selective
shimming. Unused shims being placed under the head of the bolt or nut as
directed by the maintenance manual.

100 Chapter 6 : Section 1 Issued February 2007

INTERMEDIATE DRIVE SHAFT

Issued February 2007 Chapter 6 : Section 1 101

Drive Shaft Support Bearings

One item remains to be considered in the transmission system. Although not in
fact a part of the transmission shaft system, it does play an important part in its
operation.
The drive shafts may sometimes traverse large distances and some means must
therefore be provided for their support.
A typical shaft support bearing has a bearing assembly fitted into an anti-vibration
mounting.
The whole assembly is attached to a support frame on the helicopter structure.
Shims are placed under the attachment flange to allow for any slight installation
discrepancies. Numerous support bearings may be found on the drive shaft, all
being an integral part of the shaft and fitted during manufacture.

Bearing Support
Bearing supports are bolted to brackets which are riveted to the fuselage; there
are roller bearings fitted to each support.
The aircraft manual specified the checks and clearances required on the bearing
support. Our typical example requires a run out check with a total allowance of
0.012 ins, the clearance between the bearing and the support bracket must be
checked. The unit may have a specified life.

102 Chapter 6 : Section 1 Issued February 2007

NOTES:

Issued February 2007 Chapter 6 : Section 1 103

CHAPTER 7
SECTION 1 : TORQUEMETERS
Most helicopters today have a torquemeter system that measures the shaft horse
power being applied by the engines to the transmission system, and is usually
stated as a percentage of total torque allowed.

Torquemeters
 Enable the pilot to match the torque input if more than one engine is fitted,
ie. they allow the load to be shared equally between the engines.
 Indicate the power which is applied to the main gearbox.
Torquemeters can be of the oil pressure, strain gauge or of the Hall effect probe
type.

Oil Pressure Type (hydro-mechanical)

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

Operation
The free (power) turbine of each engine is connected to the main gearbox by a
driveshaft. This driveshaft connects to the high speed input gear in the input
section of the main gearbox. The high speed input gear drives a spur gear on the
freewheel unit assembly. The freewheel unit helical gear is also driven, and this
gear meshes with the input bevel gear helical drive. The meshing of these two
helical gears can be compared to pushing two ramps or inclined planes together
– the harder one pushes against the other the farther up the surface it slides.
Thus the two gears tend to move apart, in opposite linear motions. Tapered roller
bearings hold the input bevel gear in place, preventing it from moving linearly
either direction.
The freewheel unit assembly is mounted in straight roller bearings that allow the
entire gear assembly to move linearly, so all of the gear reaction is taken up by
the freewheel unit assembly. As the unit moves forward (away from the inside of
the gearbox) it carries with it a piston that is mounted on the outer race of a ball
bearing.
This bearing allows the piston to remain stationary while the freewheel unit
rotates. A guide pin in the piston aligns with a hole in the gear box housing and
prevent the piston from rotating due to bearing drag. Spring-loaded against the
torquemeter piston is a torquemeter valve which will be compressed by the
forward motion of the piston.
A gear-type oil pump on the accessory section of the main gearbox pressurises
oil from the gearbox sump to 150 psi and supplies it to both torquemeter valves.
If no torque is being applied to the gearbox, the torquemeter valve will be closed.
As torque is applied, the torquemeter piston pushes against the torquemeter
valve, causing it to crack open.

104 Chapter 7 : Section 1 Issued February 2007

As the valve opens it allows some of the 150 psi to enter the valve, the amount of
pressure being proportional to the amount of valve opening. The oil pressure that
has been metered into the valve now flows out holes in the end of the valve and
into a metered oil chamber forward of the torquemeter piston. This chamber is
connected by a drilled passage to an outlet that leads to an externally mounted
pressure transmitter. The pressure transmitter measures this pressure and
operates a cockpit torquemeter gauge. The cockpit gauge reads in percent of
torque with 103% torque being equal to 1250 horsepower. The pilot and co-pilot
each have a dual torquemeter that indicates the number one and number two
engine inputs on the same gauge.
The torquemeter piston contains, in addition to the guide pin, a .040 ins bleed
hole through the piston. This bleed hole allows a fixed amount of oil to bleed out
of the metered chamber back into the gearbox. This small flow helps the
torquemeter system to drop off when torque input is decreased and also prevents
the torquemeter piston from becoming a stagnant, non-circulating system. Due
to the bleed hole and to the small size of the torquemeter valve metering holes,
the oil admitted into the metered oil chamber will never reach 150 psi. Cast iron
rings seal the inner and outer diameters of the torquemeter piston against
leakage out of the metered oil chamber.

Issued February 2007 Chapter 7 Section 1 105

HALL EFFECT PROBE

106 Chapter 7 : Section 1 Issued February 2007

Hall Effect Probe Torquemeter System (Phonic Wheel)

To measure the engine torque the torsion of the Main Rotor Gearbox power shaft
is measured under the opposed effect of the torque and the drive resistance of
the Rotors. In front of an electro-magnetic sensor, a mechanism reproduces the
torsion on the ends of the shaft. The signals from the sensor, proportional to the
torque are processed by a computer which gives an electrical output to the
cockpit gauge. This torque may be read as combined torque being applied by
the engines or as individual inputs.
The mechanism which reproduces the torsion includes a notched wheel attached
to the engine input end of the shaft and a toothed wheel attached to the rotor end
of the shaft. Each wheel has its own attachment sleeve. The toothed wheel
meshes with the notched wheel with a gap. The torsion of the shaft results in a
relative displacement of the two wheels and this modifies the widths of the gaps.
If the torque increases E1 is reduced. The gap passes in front of the sensor
(HALL EFFECT PROBE) causing variations in the magnetic field which induces
electrical pulses the shape of which is a reflection of the gap width, hence a
reflection of the torque. The computer transforms these signals into a DC voltage
proportional to the engine torque.

Issued February 2007 Chapter 7 Section 1 107

SCHEMATIC CIRCUIT ELECTRONIC TORQUEMETER

108 Chapter 7 : Section 1 Issued February 2007

Strain Gauge Electronic Torquemeter

The system operates from a 28 volt DC supply, which consists of the following
components:
 A moving coil indicator calibrated in lbs ft
 An electronic unit consisting of an 8K c/s crystal oscillator, two transistor
type amplifiers, meter balancing unit, demodulator and press to test
changeover relay.
 A torque transducer consisting of main shaft, complete with integral torsion
foil strain gauge and rotating transformer assembly.

Operation
With nil torque on main shaft the 28 volt dc will supply 8k c/s oscillator, input
amplifier, and input rotating transformer of transducer. There is no output from
rotating transformer of transducer.
However, with torque applied on main shaft, two arms of strain gauge will be
compressed and two extended. This will unbalance the electrical bridge of
transducer causing an output signal of output rotating transformer, which is then
amplified, demodulated, and so fed to the indicator. The strength of signal to the
indicator being proportional to the amount of torque exerted on main shaft
assembly.
A test facility is provided consisting of a press switch on main instrument panel.
On pressing switch, a relay is energised within the electronic unit, which
bypasses the normal input to transducer, and supplies a set value signal to the
indicator to indicate a test torque value.

Issued February 2007 Chapter 7 Section 1 109

Optical Electronic Torque Meter

In this system, torque is calculated in a similar technique to the hall effect probe,
by measuring the angular displacement between two plates. What is unique
about this system is that it uses a light source and optical sensor to measure the
displacement.
A shaft, often referred to as a torque liaison shaft normally fitted between the
engine and clutch/freewheel assembly, has a plate fixed to one end which has 3
projecting pins, a disc fixed to the other end of the shaft has 3 cut-outs. The
plates are fixed so that, at rest, when there is no twist in the shaft due to torque,
the pins align at one end of each cut-out as torque is applied and the shaft twists,
the relationship between pins and cut-outs changes.
A light source is placed at one side of the discs and a detector at the other, as the
shaft rotates the detector will sense the light frequency, as torque increases or
decreases the frequency will change. The sensor will produce an electrical signal
relevant to the light sensing frequency, which is sent to an indicator which
indicates the torque figure in percentages.

OPTICAL ELECTRONIC TORQUE METER

110 Chapter 7 : Section 1 Issued February 2007

NOTES:

Issued February 2007 Chapter 7 Section 1 111

CHAPTER 8
SECTION 1 : TRANSMISSION SYSTEM HEALTH MONITORING
As discussed in the preceding chapters, transmission systems are very complex and
contain hundreds of separate components, any one of which may fail and jeopardize
the safety of the aircraft, its passengers and crew. There is the need to monitor the
transmission system and identify the signs of potential failure, before such a failure
occurs.
There are several methods that may be used to monitor the health of transmission
components, the main ones being discussed in this chapter, and it is normal for
several of these to be used in any given system to provide a multi-layered approach
to health monitoring.
The main methods employed in health monitoring, which will be discussed in this
chapter, are:
 Magnetic Chip Detector
 Lubrication System Filter Monitoring
 Spectrometric Oil analysis
 Vibration monitoring
 Health and Usage monitoring system

112 Chapter 8 : Section 1 Issued February 2007

Magnetic Chip Detector (MCD)

Also referred to as a ‘Mag plug’, this device, as its name suggests will attract and
hold ferrous materials that may occur inside gearboxes and engines. A magnetic
probe is fitted to a quick-release plug, the shank of the plug usually has 2 annular
grooves to house ‘o’ ring seals to prevent oil leakage, and 3 pins which allow the
plug to lock into a housing fitted to the gearbox or engine casing. Chip detectors
usually have a knurled head to allow ease of removal and fitting, which may have 2
or 3 partially bored holes around it, these will line up with similar holes on the plug
housing, when the plug is correctly fitted and locked. An indication of correct fitment
is given when the holes on the plug and housing are aligned, and the plug cannot be
removed by a gentle pull. The MCD housing will usually incorporate a shut-off
device, which will prevent loss of oil when the detector is removed.
Later variations of the MCD incorporate magnetic probes which have central and
outer elements, an electrical lead provides power to one of the elements and should
a metallic chip of significant size lay across the elements a circuit will be formed
which will illuminate a warning light in the cockpit. As well as metallic chips of a
significant size, a series of small particles, which build up over a period of time due
to natural wear patterns in the rotating components, may illuminate the warning. To
prevent such ‘nuisance’ warnings many of these type of MC’s also provide a facility
known variously as ‘Fuzz busters’ or ‘zapper modules’ which will apply a higher
electrical current to the plug elements which will burn off such small particles, whilst
leaving the larger, more significant chips in place. If, after using such devices the
warning remains illuminated, flight crews will land as soon as possible until the cause
of the warning is determined.

MAGNETIC CHIP DETECTOR

Issued February 2007 Chapter 8 : Section 1 113

MCD Maintenance
MCD’s will be removed and inspected at the times specified in the maintenance
manual, or when maintenance staff have an indication of a fault that indicates
unusual wear, or damage within the gearbox or engine. In such cases the MCD may
provide an indication of abnormal wear, but the absence of any metallic debris or
chips should not be the sole factor which certifying staff will use to determine
whether to return the aircraft to service.
Whenever MCD’s are removed for inspection, it is advisable, in some cases
mandatory, to replace the seals. Any debris found on the MCD should be recovered,
and transferred to a specialist centre or laboratory for analysis, in some cases it will
be normal to transfer the complete MCD to such centres, fitting a new or serviced
plug in its place. Even if whole MCD’s or the debris recovered from them is normally
to be despatched to a specialist centre, the maintenance manual will usually offer
guidance for the on-site analysis of debris found, to allow a decision to be made
regarding the particular transmission remaining in service.
If permitted by the maintenance manual and/or maintenance organisation
procedures, debris may be recovered from an MCD, using the following procedure:
 Using a suitable solvent in a clean container, gently move the magnetic
detector end of the MCD through the solvent to remove all traces of lubricant.
Any particles o chips dislodged into the container must be recovered.
 Allow the solvent to air dry from the MCD, by natural evaporation, do not use
compressed air or blow onto it.
 Using a suitable piece of clear adhesive tape, gently press the MCD detector
onto the adhesive side of the tape, so that the metallic particles adhere to it.
This may be achieved by rolling the side of the detector along the length of
the tape, and then pressing the flat end of the detector onto it, ensuring that
all debris is collected.
 Secure the tape onto a clean piece of white card or stiff paper, so that the
debris is trapped between it and the adhesive tape.
 Examine the MCD to ensure that it is in a serviceable condition, paying
particular attention to the security of the locking pins.
 Use the aircraft Illustrated Parts Catalogue (IPC) to identify the correct seals
for the MCD, after removing the old seals fit the new seals, ensuring that they
are housed in the annular groove, and do not ‘roll’ or distort during fitting.
 Refit the MCD into its housing and ensure that it is correctly locked and
secured in accordance with the instructions in the maintenance manual.
Following the scheduled removal and refitting of an MCD, a specific leak check is not
normally required, however these must be undertaken whenever the maintenance
manual or organisation procedures require it, and may be done at the discretion of
the certifying engineer.

Filter Monitoring
Filters are normally fitted to larger or more complex transmission system
components, such as the main rotor gearbox or combining transmissions, which
have a pumped oil system rather than a splash or oil bath type. Filters will trap all

114 Chapter 8 : Section 1 Issued February 2007

debris above a certain size, which will be dependant on the filtration level, usually
measured in microns or fractions of microns.
The filters, which will be replaced or cleaned and refitted at periods specified in the
maintenance manual, provide a good indication of the wear or damage occurring
inside the transmission component to which they are fitted. Filters will trap all types
of debris, regardless of material type and can therefore provide an early indication of
excessive wear or damage to all components contained within the gearbox.
Depending upon the requirements of the maintenance manual and operator policy,
filters may either be removed and cleaned, or replaced with a new or bay serviced
item and despatched to a specialist centre for cleaning and debris analysis. If filters
are to be cleaned on-site, all materials and containers to be used must be
scrupulously clean before use. During this process solvents will be used that may
constitute a health hazard, therefore great car should be taken with personal
protection measures.
A typical sequence for on-site cleaning of filters is detailed below, this is a general
procedure and specific instructions within the aircraft maintenance manual or other
authoritative document should always be followed.
 Remove locking devices from the filter housing, if locking wire is used discard
carefully, so that it cannot constitute a loose article hazard.
 Remove the filter housing, taking care to minimise any spillage of oil. Such
spillages may cause faults to occur or adversely affect paints and protective
coatings, and they should be removed as quickly as possible. Spillage onto
rotor brake assemblies is particularly undesirable and care must be taken to
remove any oil contamination from them.
 Remove the filter element and place into a clean plastic bag or container.
 Flush out the remaining oil and debris from the filter housing, using a suitable
solvent, which should be poured into a container through a fine filter paper.
This filter paper will contain debris and must therefore be retained for
subsequent debris analysis.
 The filter element may be cleaned by hand in a container of solvent, using a
stiff bristle brush, once again pouring the solvent through a filter paper to
collect the debris. However, with modern filter elements, which have a very
fine filtration value, it is more normal to clean them in an ultra-sonic bath to
ensure complete removal of all debris.
 Once all debris is removed it can be collected and analysed, quite often the
debris is collected on adhesive tape and stuck on white card to aid analysis,
similar to the process used for MCD’s.
 Whether a new or cleaned filter element is to be fitted, all seals must be
replaced with new items, identified by use of the IPC, and examined for
correct fitment, prior to refitting the filter element and bowl.
 Finally, fit locking devices, and carry out a final check of the area for spilt oil
and correct fitment/locking of the filter bowl or housing. Whenever gearbox
filters and their housings are disturbed, it is normal to carry out a leak check.

Issued February 2007 Chapter 8 : Section 1 115

Once analysed, debris should not be discarded, as it may be retained to maintain a

history of debris and wear patterns within the transmission components, and may
also be required by transmission component or aircraft manufacturers during fault
analysis.

Spectrometric Oil Analysis (SOAP)

Whilst MCD’s and oil system filters may remove debris of a certain size, there will
inevitably be minute particles of metallic and non-metallic debris, which will be held
in suspension in the oil. These particles can only be detected by specialist
techniques. One such technique is spectrometric oil analysis, which may be used on
a regular scheduled basis to provide a further indication of wear within the
transmission component. This process uses a small amount of oil from a gearbox,
which is burned at high temperature in a carbon arc, the resultant flame colours are
analysed with a spectrometer, and a graph will show the amount of each material
held in suspension in the oil, which is graded in parts-per-million, (ppm).
This process is especially important with small or oil bath lubricated type
components, such as intermediate gearboxes as they usually only contain an MCD
and no filter, the process, often referred to as a Spectrometric Oil Analysis
Programme (SOAP), will sample lubrication oils at scheduled intervals. The oil
samples are taken from each transmission component in an aircraft, usually through
oil drain or MCD housings, all equipment and container used must be scrupulously
clean.
The samples are placed in separate bottles, which must be clearly labelled so that it
can be traced to the individual aircraft and component from which it was taken, other
details which must be supplied with the sample will usually include component
running hours, aircraft flying hours and the quantity of new oil used to replenish the
component since the last sample as taken. This last item is important, as when new
clean oil is added it will reduce the parts-per-million count of each material, and may
mask a serious fault within the component, it therefore follows that in order to provide
this information a proper record must be retained of all replenishments of
transmission oil.

Vibration Monitoring
Vibration monitoring of the aircraft can provide early indications of failure or faults
within transmission systems, which would otherwise be undetectable until they
became significant. This form of monitoring is often carried out at scheduled intervals
or after major component replacement, and may also be used to aid fault diagnosis.
There are many types of vibration analysis equipment available, all of them will
gather data from accelerometers fitted to the aircraft at pre-determined points, some
will scan a range of frequencies, whilst others may be tuned to read a particular
frequency. The equipment will display, and in some cases record, the frequency
(how often) and velocity (how much) of vibrations, which are then analysed against
limits set by the maintenance manual or vibration data sheet. As various parts of the
transmission system will be rotating at different speeds, therefore providing different
frequencies, it is possible to collect vibration data for each part of the system. Careful
analysis of results will enable operators to determine the frequency and velocity of
any vibration and therefore determine where it originates and if it is within stated
limits.

116 Chapter 8 : Section 1 Issued February 2007

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

Issued February 2007 Chapter 8 : Section 1 117

IHUM SYSTEM SCHEMATIC

118 Chapter 8 : Section 1 Issued February 2007

Health and Usage Monitoring System (HUMS)

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

CVR/FDR
The CVR/FDR only version of the installation is offered at 3 standards for
helicopters. Two meeting CAA or ICAO regulations, a 15 parameter version for
helicopters under 7,000 kg and a 33 parameter version for helicopters above 7,000
kg. For helicopters conforming to FAA requirements a 22 parameter version is
offered.
The single flight date acquisition and processing init (DAPU) provides acquisition and
processing necessary to feed the flight date parameters into a single accident
recorder which has an 8 hour capability of recording flight data and 3 one hour
channels for cockpit voice.
The data acquisition init meets all the flight data parameter requirements for the
FAA, the CAA and Eurocae. It meets the latest requirements by the CAA for built-in
test and has a bulk erase facility on the CVR to meet pilot union requirements.
There is also a full play back facility without the need to remove the crash recorder
from the aircraft.

Full IHUMS
With a full IHUMS capability, extra capacity is included in the Flight Data Acquisition
and Processing Unit (DAPU). In the GEC Plessey DAPU 5 cards are added.
The five additional cards’ functions are as follows:
 Two processor boards.
 One transmission vibration acquisition board, one airframe and engine
vibration acquisition board and a board for timing.
 Azimuth marking and optical blade tracker.
To perform the full IHUMS function additional line replaceable units (LRU’s) are
required:
 Either a control and display unit (CDU) or a pilot’s input panel (PIP) depending
on whether an interactive pilot function is required.
 12 transmission accelerometers.
 8 airframe accelerometers.
 4 engine accelerometers.
 A minimum of 2 azimuth markers with an option of 4.
 Quantity oil debris monitoring system with an Arinc 429 data feed.
 A card maintenance data recorder (CMDR) and a main rotor blade tracking
camera.

Issued February 2007 Chapter 8 : Section 1 119

With these extra sensors the airborne unit has the following functions, all considered
as usage:

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

Health
 Automatically acquires from up to 12 accelerometers vibration signatures
associated with each transmission shaft or gear combination or identified
accessory drive. The signature is both in time domain and as a signal
average. The parameters of each signal average acquisition is adjustable by
software changes as to duration, filtering requirements and convergency
thresholds.
 Automatically acquiring during 7 flight conditions track and balance
information for the main rotor from 3 accelerometer and tail rotor balance
vibration information from two accelerometers. This information is signal
averaged, recorded on the CNDR for subsequent analysis in the Ground
Station.
 In addition, time vibration signatures are recorded from all 8 airframe
accelerometers and recorded on the CMDR for analysis and diagnosis in the
Ground Station, this is the airframe and diagnostic vibration capability.
 Engines – High temperature accelerometers on each engine are sampled
approximately every 2 minutes and the RMS of the synchronised signal
compared with a threshold value which when exceeded raises a cockpit
caution, the pilot can then monitor the relative level of the vibration on his
CDU identifying which engine, in fact which section of the engine, is vibrating.
He can then shut down the engine if necessary. A proportion of these
signatures are retained on the CMDR for download and subsequent analysis.
 The combined system therefore provides in two basic units full FDR/CVR
meeting all known international requirements, plus a monitoring and recording
function within the single DAB giving digital recording of all life usage and
exceedance histories and a very large number of signal averages from 12
transmission accelerometers, airframe vibration from 8 airframe
accelerometers and engine vibration from 4 engine accelerometers.
All the maintenance data on the card together with any pilot input data at the Ground
Station is then processed for the line engineers and the following drawn to their
attention:

120 Chapter 8 : Section 1 Issued February 2007

 Any pilot entered defect or limit exceedance, whether accepted or not by the
pilot, places the aircraft unserviceable and alerts the line engineers that
maintenance action is required. No CMDR cards for this aircraft can be
reissued by the system until all the defects are rectified or deferred if this is an
acceptable procedure.
 The transmission diagnostics are conducted and a complete survey of the
vibration analysis of all the vibration acquisitions made. If any maintenance
thresholds are exceeded the aircraft is placed unserviceable and the line
engineers alerted, the defect identified with recommended remedial action.
 Full rotor track and balance diagnostics are conducted and if the preset
thresholds are exceeded maintenance action in addition to the necessary
adjustments is identified to the line engineers. The aircraft may or may not be
placed unserviceable at this time.
 The airframe vibration signatures are analysed to identify anomalies which
would result in prompting maintenance action for wear and tear defects in the
airframe itself.
 Engine vibration analysis of the download vibration data will be analysed and
if it exceeds the maintenance threshold the aircraft is placed unserviceable
and the line engineering staff advised.
 Engine power trending from the airborne acquired data will be carried out and
if a sudden deterioration identified, the aircraft will be placed unserviceable
and the engineers alerted.
 The latest power trend data is automatically uploaded as part of the pre-flight
disk information so the latest power trend data is always available to the pilot
on the aircraft.
 Quantity oil debris levels, will be analysed and trended, if thresholds are
exceeded maintenance investigation will be initiated. The aircraft may or may
not be placed unserviceable at this time depending on the trend and oil debris
level reached.
Beyond the line engineer alerts and displays, supervisory engineers have trended
data available for inspection at less frequent intervals, to look at the underlying
trends of all the basic airframe parameters. They therefore can take early remedial
action if a tendency to change is noted in any of the parameters, This will lead to
scheduled removals often in difficult locations from an engineering or logistics
aspect.

Issued February 2007 Chapter 8 : Section 1 121

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

Stage 1
 Carried out in flight, this is the primary analysis phase, at which data sampling
and averaging is synchronised to the rotational speed of each gear being
monitored. Accelerometers are positioned on each gearbox, one on the tail
and intermediate boxes, and 9 on the main. A magnetic probe tachometer,
sensing a one per revolution pulse of a target on the rotor brake disc flange,
provides the rotational speed signal.
 An ‘electronic gearbox’ calculates from the tacho signal the rotational speeds
of all monitored shafts. During the stage 1 analysis, the tachometer signal is
used to ‘chop’ the raw signal data into discrete sections, each section
corresponding to one revolution of the individual shaft being surveyed. Each
revolution is then sampled to produce a vibration signal, and after 200 to 300
revolutions, the signal sections are averaged to suppress non-synchronous,
ie. data values which do not occur at the same point in each sample, and thus
originates from other shafts. Discrete signatures of the Raw Signal Average
(RSA) are thus built up for each monitored shaft.

Stage 2
The secondary analysis phase, also performed in flight, examines the RSA for a
change in energy or signal pattern relative to the baseline. The RSA is processed to
provide a set of energy level indicators and Figures of Merit (FM Numbers),. Each
type of gearbox fault will cause a change in a characteristic combination of energy
indicators and FM numbers.

Stage 3
Carried out on the Ground Station Computer. This phase enables a history of the
aircraft to be established. Trends of results and exceedances are indicated to
quickly identify problem areas.

122 Chapter 8 : Section 1 Issued February 2007

SIGNAL AVERAGING PROCESS

Issued February 2007 Chapter 8 : Section 1 123

FM ANALYSIS PARAMETERS

124 Chapter 8 : Section 1 Issued February 2007

Diagnostic Indicators

Diagnostic Character Purpose

Indicator
RMS The rms level or standard All faults involving damage will
deviation of the signal increase the vibration level and
average raise this indicator
SO1 The energy of the signal Standard indicator for testing for
L average at the 1st shaft changes in imbalance
E order
V SO2 The energy of the signal Standard measure indicating
average at the 2nd shaft coupling misalignment
E order
L MFn The ratio of the energy in To detect faults in the system
S the 2nd harmonic of gear which alter the meshing action
mesh frequency relative to
the fundamental for gear n

P FM1A Overall modulation Detects Misalignment, Eccentricity,

A Swash, etc.
T FM1B Differences in planet-pass Detects planet gear load sharing
T modulation level failure
E FM2A The measure of multi- Detects general tooth damage
R &B mesh tooth damage
N patterns within the
average
FM3 Sub-harmonic meshing Detects parametric excitation,
M
heavy wear and drive line faults.
A
FM4A The measure of localised Detects tooth damage, eg.
T
tooth damage within the Spalling, Tooth fracture.
C signal
H
FM4B The measure of general or Detects general wear faults.
I distributed tooth damage
N within the signal average
G

Issued February 2007 Chapter 8 : Section 1 125

CHAPTER 9
SECTION 1 : HAZARDOUS INCIDENT INSPECTIONS
OVERSPEED OF THE TRANSMISSION
Overspeeding of the main rotor above limits laid down will require a serviceability
check of the Main Rotor Gearbox, Intermediate and tail rotor gearboxes. This may
consist of visual external inspections for leaks at joints, seals and an inspection of
chip detectors, scavenge screens, oil filters etc. Oil samples for Spectro analysis
may also be taken. Assessment of the contamination level and type of metal
particles found will then determine continued serviceability of the gearboxes.
Depending on the degree of overspeed a number of checks will be required on the
main drive, the intermediate, tail drive shafts and their respective e couplings and
bearings. The couplings may show elongation around their bolt holts and the
bearings, signs of overheating and ‘throwing’ of grease. Oil cooler fan belts may
have left signs of shifting on the pulley wheels during the overspeed and should be
replaced. Very high overspeeds may result in the automatic rejection of all the
transmission components.

SUDDEN STOPPAGE OF THE TRANSMISSION

General
Sudden stoppage of main rotor blades, tail rotor blades, and associated components
can occur in various degrees of speed and severity. Therefore, this procedure
cannot be all-inclusive. However, as a general rule, the following will require that a
sudden stoppage inspection be done:
 An installed main or tail rotor blade is damaged by striking an object
 Dynamic components are brought to an abrupt stop
 Dynamic components are rapidly decelerated by means other than the rotor
brake
 If rotor brake stops rotor head in 8 seconds or less at Nr greater than 45%.
(Typical figures from the S.76)

Main Rotor Drive System

If damage to main rotor blade is limited to tip cap area and there is no permanent
deformation, or distortion of spar, inspect as follows:
 Visually inspect blade tip cap attachment area, damper/spindle attachment
lugs and hardware and rotor head installation, particularly pitch control rods,
rotating and stationary scissors, for signs of damage such as cracks, loose
components, binding components, cracked paint, etc.
 If there is no damage to the blade tip cap area or to the blade damper/spindle
attachment areas or to the rotor head, return helicopter to active service.
 If damage is confined to the tip cap with no damage evident on the blade or
rotor head, replace tip cap and return helicopter to active service.

126 Chapter 9 : Section 1 Issued February 2007

 If damage to blade tip cap attachment area cannot be corrected by replacing

tip cap or if damage is evident at blade damper/spindle attachment areas or to
main rotor head, comply with provision of step (a) below.
If damage to main rotor blade results in permanent distortion, yielding, or
deformation of blade, do this:

NOTE: Clearly tag all components ‘BLADE DAMAGE INCURRED WHILE

ROTOR HEAD IN MOTION’ and also explain what the blades hit, if known,
and how badly helicopter parts were damaged.

 Remove blades, rotor head including swashplate, and main gearbox from
helicopter and send to overhaul and repair facility for detail inspection and
overhaul.
 Inspect airframe attachment points for deformation and damage.
 Visually inspect engine drive shafts, tail drive shafts, all associated flexible
couplings, bearings, and supports for cracks and distortion.

Tail Rotor Drive System

If damage to tail rotor blade is minor and there is no permanent distortion, yielding,
or deformation of spar confirmed by a coin tap test and in accordance with the
Manufacturer’s Manual for composite blades
 Inspect tail rotor system components using sudden stoppage inspection
requirements.
 Dye penetrant inspect all tail gearbox mounting lugs
 Visually inspect intermediate gearbox mounting, all drive shafts and
associated flexible couplings, and drive shaft bearings and supports for cracks
and distortion or buckling.
 Visually inspect control rods and pitch change beam arms for signs of
damage such as cracks, loose or binding linkage or control rods, cracking
paint etc.
If there is no damage to the tail rotor, tail rotor blades or drive system return to
service.
If there is damage to the tail rotor blades, extensive enough to cause permanent
distortion of the spar.
 Clearly tag all components ‘BLADE DAMAGE INCURRED WHILE TAIL
ROTOR IN MOTION’ and also explain what the blades hit, if known, and how
badly the helicopter parts were damaged.
 Remove pitch beam, pitch control rods, blade assemblies, retaining plate, tail
gearbox, intermediate gearbox, and entire tail drive shaft assembly from
helicopter and send to overhaul and repair facility for detail inspection and
overhaul.

Issued February 2007 Chapter 9 : Section 1 127

 Visually inspect vertical stabiliser for possible structural damage such as

loose rivets, cracks, etc. Inspect gearbox attachment points for deformation
and other signs of damage.
 Carry out a serviceability check of the main rotor gearbox.

Main Gearbox Torque and Temperature Limitations

The figures given are for a typical twin engined helicopter.

Main Gearbox Torque Limitations

Torque Limitations

Dual-Engined Operation
 Take-off Power: 100% torque, each engine
 Maximum Continuous Power: 100% torque, each engine

Single-Engine Operation
 2-1/2 Minute Power: 112.1% torque
 30-Minute Power: 104% torque
 Maximum Continuous Power: 100% torque

Transient Overtorque

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

 During single-engine operations, transient overtorque is permissible above

torquemeter readings of 112.1% for periods of not over 16 seconds for any
single instance.
 During dual-engine operations, transient overtorque is permissible up to
torquemeter readings of 115% output torque for periods of not over 5 seconds
for any single instance.

NOTE: Output torque is defined as:

% No 1 Engine + % No 2 Engine
2 2

128 Chapter 9 : Section 1 Issued February 2007

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

MAIN GEARBOX TEMPERATURE LIMITATIONS

General
Main gearbox temperatures over 105C (221F) indicate a malfunction in the main
gearbox or associated cooling system, or operation in high ambient temperatures. If
high temperature was a direct result of a malfunction in the main gearbox, the
gearbox should be sent to an overhaul and repair facility for evaluation. If high
temperature was a result of a malfunction in the external cooling system, such as a
malfunctioning thermostat or extreme operating conditions, the criteria for
acceptance of the main gearbox are as follows:
 Main gearboxes operating from 105C to 120C (221F - 248F), for other
than a short transient period, require an inspection of the main gearbox
systems as to the cause and necessary correction.
 Main gearboxes operating from 120C to 140C (248F to 284F) for a period
of over 30 minutes, require inspection of oil filter and chip detector/strainers
for contamination. Service main gearbox with proper oil.
 Main gearboxes operating above 140C (284F) for any length of time MUST
be replaced.

Issued February 2007 Chapter 9 : Section 1 129

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