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United nit ed State States s Ar my Aviation A viation Warfightin arfigh ting g Center Center Fort Rucker, Alabama Alabama February 2008 2008
UH-60A STUDENT HANDOUT UH-60 UH-60A A Powert rain/ rain / Roto Roto r Syst em 4745-3
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releasable to students from all requesting foreign countries without restrictions. Terminal Terminal Learning Objective: Objective:
Ac ti on : Describe the operational procedures that pertain to the UH-60 Powertrain and Rotor system Condition: Without reference, given the aircraft systems examination and an answer sheet.
Standard: Be able to describe the operational characteristics that pertain to the UH-60 Powertrain/ system. This includes the operational characteristics of the Main Transmission System, Transmissio Lubrication System, Transmission Chip Detector System, the Gust Lock, and Main and Tail Rotor Components. Safety Requirements: Use care when operating training aids and/or devices. Risk Assessment L evel: Low. Environmental Considerations: It is the responsibility of all soldiers and DA civilians to protect the environment from damage.
Evaluation: You must answer (4) out of (6) questions correctly on in this scorable unit on the system examination to receive a "GO". You will have one hour to complete the the system examination.
Learning Step/Activity 1. Describe the operational characteristics of the Main Transmission System a. Main Transmission System
(1) The components of the power train system are the inputs from the two engines, a main transmission, intermediate gear box, tail gear box, and connecting drive shafting. The main Transmis (XMSN) is mounted on top of the cabi n between the two engines. The main XMSN mounts and powe the main rotor head, changes the angle of drive from the engines, reduces the rpm from the engines powers the tail rotor drive shaft and drives the accessory modules. (2) The XMSN system carries engine torque to the main rotor and tail rotor. It consists of a main transmission with oil cooler, intermediate gear box, tail gear box, and drive shafts.
(3) The XMSN system has oil pressure and oil temperatureSign indicating systems, hot oil and low o up to vote on this title pressure warning systems, and a chip detector system The main Useful the main rotor, tail ro useful XMSN drives Not main XMSN oil cooler fan, No. 1 and No. 2 hydraulic pump modules, and No. 1 and No. 2 generators (4) The Transmission consists of five modules: a main module, two input modules, and two
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b. Main Module
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(1) The main module is a single-stage planetary, gear-type XMSN. The components of the main Unlock full access with a free trial. module are a main bevel gear and planetary gears. The upper bevel gear is driven by the two input modules which drives the planetary gears and tail rotor. This assembly is referred to as the main bev gear. Download With Free Trial
(2) The planetary gears are driven by the sun gears on the lower end of the outer shaft. The XMS mast is directly connected to the planetary gears and passes back up through the outer shaft after th final gear reduction occurs.
(3) The helicopter's power to the XMSN begins at the engines. The engine Np section, turning at Sign up to vote on this title 20900 RPM (100% Nr), provides the power to the input module, which then the input module drives Not useful main module and accessory modules. The input module reduces engine input rpm to 5750 rpm and Useful allows the drive angle to be changed from the engine to the main module.
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c. Input Modules
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(1) The two input modules are mounted on the left and right front side of the main module. They Unlock full access with a free trial. connect the main module to the engines by shafting and gears. (2) Each input module is identical and directly interchangeable. Download With Free Trial
(3) The internal body of the input module has an input bevel pinion and gear, and free-wheeling The free-wheeling unit allows for engine disengagement during autorotation, or in case of a nonoper engine or engine malfunction.
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(4) The accessory module is driven by the bevel gear of the input module, and during autorotatio the accessory module will continue to be driven by the main rotor, providing drive for the accessories installed on the accessory module. The input drive module provides the first gear reduction between engine and main module. You're Reading a Preview (5) Free Wheeling Unit
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(a) Engaged: The free-wheeling unit is engaged by the input drive gear of the engine and a Download Free Trial compression spring. As the engine drive gear turnsWith the spring, it assists in forcing the rollers out of th cage, which forms a coupling between the engine input drive gear and transmission cam.
(b) Disengaged: When the engine input drive gear slows down below the speed of the transmission cam, the rollers are forced back into their cage. This disengages the engine drive from transmission drive in the input module and allows the main rotor to continue to drive the accessory a main modules during autorotation or single-engine operation. Sign up to vote on this title d. Accessory Modules
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(1) The input module provides the drive to the accessory module. The accessory module is mou
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You're Reading a Preview (4) The accessory modules drive the electrical generators and the hydraulic pump modules. Both modules also contain a chip detector to monitor lubricating oil for possible metal contamination. Unlock full access with a free trial.
Learning Step/Activity 2: Describe the operational characteristics of the Main Transmission Lubrica System. Download With Free Trial a. Main Transmission Lubrication System
(1) The main XMSN is a wet sump lubrication system that cools and filters the oil to all the gears bearings. Signby up way to vote on this title (2) The No. 1 and No. 2 generators also receive oil for cooling of internal lubrication lines Notand useful The oil is pumped through internally cored oil lines, except for theUseful oil cooler outlet lines. inlet (3) The main XMSN has an oil capacity of about 7 gallons. A dipstick is used for checking oil
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(1) The main XMSN lubrication system has two oil pumps that are connected into a common ma You're Reading a Preview (combining their output) for pressure lubrication and a common oil return manifold for oil scavenging (2) Each pump is located in the XMSN sump case,with onea free on the Unlock full access trial.left hand side and one on the righ hand side. The main XMSN lubrication pumps, driven internally by the main module, are combination pressure and scavenge vane-type pumps, operating in parallel.
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(3) Characteristics (a) The pressure side of the pumps supply oil at 15 Gallons Per Minute (GPM) at 50-55 psi. scavenge side returns oil at a rate of 7 GPM, at a pressure between 50-55 psi to the sump.
(b) The main XMSN oil pressure may fluctuate when the aircraft is known to be in anose-up Sign up to vote on this title attitude (i.e., slope landings or hover with an extreme aft Center of Gravity (CG). Useful Not useful
(c) With a loss of all oil, the main XMSN will continue to operate in flight for another 30 minut
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(1) The two-stage oil filter, located at the right rear section of the sump and accessible from insid cabin, protects the lubrication system by removing lubricant contaminants.
(2) The filter elements are pa per, throw-away types. The UH-60A and EH-60A model aircraft hav two models of filters available for use. (3) Both filters have these similar characteristics.
(a) When the primary filter begins to clog, and pressure drops between 9 - 15 psi, the indicat button extends from the bottom of the filter bowl. (b) The indicator cannot be reset unless the filter elements are replaced. A thermal lockout prevents the red indicator button popping when oil is cold and thick. (c) The first stage filter will protect the system up to a differential pressure of 16 - 24 psi.
(d) At this point, the flow is bypassed to the second stage filter element, which will protect the system up to 30 - 40 psi differential pressure. e. Oil Flow
(1) The two oil pumps pick up the oil and pressurize the system, while the manifold combines the pressure output of the two pumps, and routes the oil to the filter.
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(2) Oil is then forced through the first and second stage elements of the oil filter to the oil cooler. Unlock full access withthermostatic a free trial. control bypass valve. (3) As oil enters the oil cooler, the oil is routed to the
(4) If the oil temperature is below 71 º ±1C or the oil cooler is clogged, the oil will bypass the oil Download With Free Trial cooler. Should the temperature be above 71 º ±1C, the oil is routed from the oil cooler back into the module pressure manifold.
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(5) As oil enters the main pressure module manifold, the oil is divided between the lubrication jet You're Reading a Preview the main module and oil passages to the input modules, accessory modules, and the AC generators Unlock full access with a free trial.
(6) The high oil temperature switch controls the transmission oil temperature caution light, MAIN XMSN OIL TEMP. This switch causes the caution light to illuminate if the o il temperature exceeds th safe operating temperature (120 ºC). Download With Free Trial
(7)The main XMSN oil pressure switch controls the transmission oil pressure caution light, MAIN XMSN OIL PRESS. This switch causes the caution light to i lluminate if the oil pressure drops to a minimum of 14±2 psi.
(8) The left and right hand accessory chip detectors con trol the caution lights CHIP ACCESS MD Sign up to vote on this title LH and CHIP ACCESS MDL-RH on the caution/advisory panel. Useful Not useful
(a) The left and right hand input module chip detectors control the caution lights CHIP INPUT MDL-LH and CHIP INPUT MDL-RH on the caution/advisory panel.
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(1) The oil cooler and fan, in the rear of the main rotor pylon, consists of a radiator, duct, fan and Reading a Preview shafting. The fan, driven by the tail rotorYou're drive shaft, forces air through the radiator. Unlock full access with a free trial.
(2) Also, if the radiator becomes clogged, the oil will bypass. Oil is routed from the oil cooler to th main module manifold to be divided between the lubrication jets in the main module and the oil pass to the input modules, accessory modules, and generators. Download With Free Trial
(3) When inspecting the oil cooler, debris (i.e. dirt and grass) may become trapped inside the po between the fan blades. A build up of debris can affect the balance of the oil cooler fan. g. Oil Pressure and Monitoring System
Sign upswitch, to vote sensor, on this title (1) The oil pressure monitoring system has a XMSN oil pressure indicator, and caution light. Useful Not useful (a) The sensor is a transmitter, located in the left rear of the main module that converts fluid pressure to an electrical pressure reading to the cockpit indicator.
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(2) Located on the central di splay unit, the indicator is a Vertical Instrument Display System (VID You're Reading a Preview indicator with markings that range from: Minimum (Red) 0-20 psi, Idle and Transient (Amber) 20-30 Continuous (Green) 30-65 psi, Precautionary (Amber) 65-130 psi, and Maximum (Red) 130 psi. Unlock full access with a free trial.
(a) Verify all limitations referenced with the most current TM 1-1520-237-10, Chapter 5.
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h. Oil Temperature Monitoring System
(1) The oil temperature monitoring system has a XMSN oil temperature switch, sensor, indicator caution light.
(a) The sensor is a wet bulb sensor, located in the bottom forward side of the main module o Sign up to vote on this title sump. As oil increases in heat, the oil creates gases in the temperature bulb to expand and increas Useful Not useful their electrical impulse output to the instrument. (b) Without a fluid flow and heat, the sensor becomes inoperative.
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Learning Step/Activity 3. Describe the operational characteristics that pertain to the UH-60 Main Transmission Chip Detector System. a. Chip Detector Switches
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(1) The XMSN chip detector systemDownload consists ofWith chip Free detectors Trialon the left and right input modules and right accessory modules, and the main gearbox module.
(a) These detectors provide warning of chips in any of the five areas of the main XMSN syst
(b) Each chip detector, with the exception of the main module chip detector, incorporates a s sealing sleeve so that it can be removed for visual inspection without loss of oil. Sign up to vote on this title
useful (c) The magnetic plugs on each chip detector attract ferrous particles at any of the detector Useful Not locations.
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(2) Metal chips that accumulate within the chip detector gaps, close an electrical circuit that illuminates the CHIP MAIN MDL SUMP capsule on the caution/advisory panel.
(3) The main XMSN chip detector is connected to a 30 second time delay relay to allow small ch and fuzz to burn off and/or wash away. c. Input Module Chip Detector (1) Two chip detectors on the sump assembly constantly monitor the lubricating oil for the input modules, for possible metal contamination. (2) Any metal chips that accumulate within the chip detector gaps, close an electrical circuit that either the CHIP INPUT MDL - LH or CHIP INPUT MDL - RH capsule on the caution/advisory panel. d. Accessory Module Chip Detector
(1) There are two chip detectors, one mounted on each accessory module, which constantly mo the lubricating oil for possible metal contamination in the accessory modules.
(2) Any metal chips that accumulate within the chip detector gaps, close an electrical circuit that either the CHIP ACCESS MDL-LH or CHIP ACCESS MDL-RH capsule on the caution/advisory pane e. Built In Test NOTE: The MASTER CAUTION PRESS TO RESET caution may or may not disappear after being You're Reading a Preview pressed to reset while the chip detectors BIT is in progress. Unlock full access with a free trial.
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of test.
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f. Caution Lights
(1) The transmission chip detector system consists of chip detectors on the left and right input modules, left and right accessory modules, the main module, and cautions marked CHIP INPUT MD CHIP INPUT MDL-RH, CHIP ACCESS MDL-LH, CHIP ACCESS MDL-RH, and CHIP MAIN MDL SUM
(2) The caution light will illuminate when the gap is closed on the chip detector switch. The pilot o maintenance personnel must check for caution/advisories before removing power to determine the location of the chip.
Learning Step/Activity 4. Describe the operational characteristics that pertain to the UH-60 Gust Lo System. a. Gust Lock
(1) The locking portion of the gust lock assembly is located at the tail rotor takeoff flange on the m XMSN.
(2) The gust lock control handle is located in the cabin ceiling, aft left hand side of the main XMS with a release button as part of the handle. (3) The gust lock prevents the blades from rotating when the helicopter is parked.
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(4) The gust lock is designed to withstand torque from one engine at idle, thus allowing engine Unlock fullrotation. access with a free trial. maintenance checks independent of drive train
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(1) A micro switch, located in the control handle linkage, controls the GUST LOCK caution light o caution/advisory panel.
(2) When the gust lock is engaged, the micro switch plunger is depressed, causing the GUST LO caution light to illuminate.
(3) When the gust lock is disengaged, the micro switch plunger is released, extinguishing the ligh (4) Operation. (a) To engage the gust lock system, press the release button, then move the handle up.
(b) To disengage the gust lock system, press the release button, then move the handle down c. Gust Lock Limitations (1) Dual-engine operation with the gust lock engaged is prohibited.
(2) Single-engine operation with the gust lock engaged will be performed by authorized pilot(s) a IDLE only. (3) The gust lock shall not be disengaged with the engine running.
Learning Step/Activity 5. Describe theYou're operational characteristics Reading a Preview that pertain to the UH-60 Tail Ro System. Unlock full access with a free trial.
a. Tail Rotor Drive Shafts
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runs up from the intermediate gear box to the tail rotor.
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(b) The drive shafts are broken down into four sections containing six shafts, and transmit to from the engines to the tail rotor. The sections are joined together by flexible couplings which elimina universal joints. Each shaft is dynamically balanced tubular aluminum.
(c) The shafts are ballistically tolerant if hit by a projectile, and are suspended at four points i viscous-damper bearings mounted in adjustable plates bolted to the fuselage support brackets. (2) Section l Drive Shaft
(a) The Section I drive shaft of the tail rotor drive shaft system is a single section of drive sha located between the aft section of the transmission and the transmission oil cooler. (b) This drive shaft is not interchangeable with any other drive shafting. (3) Section ll Drive Shaft
(a) The Section II drive shaft of the tail rotor drive shaft system is made up of three section o drive shafts located between the transmission oil cooler and the Section III drive shaft, which is forwa the intermediate gear box. (b) These three drive shafts are identical and interchangeable. (4) Section lll Drive Shaft
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Unlock fullrotor accessdrive with ashaft free trial. (a) The Section III drive shaft of the tail system is a single section of drive sh that connects the Section II drive shafts to the intermediate gear box.
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(b) This drive shaft is not interchangeable with any other drive shafting. (5) Section lV Drive Shaft (a) The Section IV drive shaft of the tail rotor drive shaft system is a single section of drive shafting that connects the intermediate gear box to the tail rotor gear box. Sign up to vote on this title (b) This drive shaft is not interchangeable with any other drive Usefulshafting. Not useful
b. Flexible Couplings
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upper portion of the bearing containing the fluid (0 to 1 inch bubble is serviceable, 1 to 2 inch bubble requires servicing, and a 2 inch or greater bubble requires replacement of the bearing). d. Intermediate Gear Box
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(1) The intermediate gear box is mounted at theWith baseFree of the tail pylon. Download Trial
(2) The intermediate gear box carries main transmission torque to the tail rotor gear box and cha the angle of drive about 58°.
(3) The intermediate gear box also reduces tail rotor drive shaft input speed of 4110 rpm to 3319 pylon shaft output speed. Sign up to vote on this title (4) Intermediate Gear Box Lubrication
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(a) Lubrication of the intermediate gear box is accomplished by a splash type lubrication sys
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(c) The intermediate gear box may run at cruise flight for 30 minutes with loss of all oil. The intermediate gear box is serviced with oil (MIL-L 23699 or MIL-L 7808) at the filler plug located on th hand side of the housing.
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e. Intermediate Gear Box Chip Detector Operation Unlock full access with a free trial.
(1) The intermediate gearbox has a chip detector/temperature sensor located on the right hand s Download Free Trial for inspection without the loss of o of the gear box. The chip detector is self-sealing to With permit removal
(2) The chip detectors incorporate a fuzz burn-off feature which eliminates false warning due to f and small particles. When a chip is detected and will not burn off, the CHIP INT XMSN caution will appear. (3) The oil temperature sensor is a bimetal strip that reacts to temperatures. When the oil temperature reaches 140 ºC, a switch cl oses and activates the INT XMSN OIL TEMP caution. Sign up to vote on this title f. Tail Rotor Gear Box
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(1) Located on top of the tail pylon is the tail rotor gear box. The tail gear box mounts the tail rot and servo, changes the angle of drive 105º, and gives a gear reduction from 3,319 RPM input to 1,1 RPM output. (2) The tail rotor gear box transmits torque to the tail rotor head. (3) It also enables pitch changes of the tail rotor blades through the flight control system. (4) Lubrication of the gear box is accomplished by a splash-type lubrication system.
(5) The gear box housing is magnesium, has an oil sight gauge for a fluid level check, and a fille for servicing and venting of the gear box. (6) The tail gear box may run at cruise flight for 30 minutes, with the loss of all oil.
(7) An internal fuzz suppression metal chip detector/temperature sensor detects metal particles, gear box over temperature conditions, to il luminate caution lights marked CHIP TAIL XMSN and TAI XMSN OIL TEMP. g. Tail Rotor Assembly (1) The tail rotor assembly incorporates two cross beam tail rotor blades with flexible spars that accommodate flapping and pitch change. This eliminates the use of bearings.
(2) A pitch change beam, on the pitch control shaft, changes the angle of the tail rotor blades thr You're Reading a Preview the pitch change links. Unlock full access with a free trial.
(3) Tail Rotor System Function
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(a) The tail rotor head and blades are installed on the right side of the tail pylon, canted 20° upward.
(b) In addition to providing directional control and anti-torque reaction, the tail rotor provides of the total lifting force at a hover. (Approximately 400 pounds) This allows for a shorter nose, provid longer Center of Gravity (CG) travel, and provides a greater hover and low speed flight capability. Sign up to vote on this title (c) Spring loaded feature. If both tail rotor control cables fail, a centering useful will position t Useful Notspring tail rotor servo linkage to provide 10.5 degrees of pitch. This will allow trimmed flight at about 25 KIA and 145 KIAS (these speeds will vary with gross weight).
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(b) A bonding cable is mountedYou're with the each pitch change link at the pitch beam and paddle Reading a Preview pitch horn for grounding purposes and static electricity discharge. Unlock full access with a free trial.
(3) Retention Plates
Download With Free Trialthe tail rotor blades to the tail roto (a) The two retention plates, inboard and outboard, attach assembly. (b) The outboard retention plate, and the inboard retention plate, provides installation and security of the two tail rotor paddle spars.
(c) The outboard retention plate compresses the two tail rotor blade Sign up to votespars on thistogether. title (4) Inboard Retention Plate
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(a) The inboard retention plate is centered on the tail rotor pitch change shaft by the two sets
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(d) The tail rotor blade spar is a graphite structure. The graphite structure of the tail rotor bla eliminates the use of bearings, allowing for the pitch change motions and flapping of the tail rotor.
(e) The tail rotor blade pivots at the torque rib on the blade, transmitting the inputs from the p change links to the blade spar through the pivot bearing. (f) The blade cover is fiberglass, the inboard fiberglass section is not bonded to the spar, however, the outboard section is bonded to the spar over the blade core.
(h) The tip cap of the tail rotor paddle is made of Kevlar and is replaceable in the field. The outboard end of the paddle has a core of Nomex and aluminum honeycomb. The aluminum honeyco covers the top and bottom near the spar, while the Nomex is used aft of the spar.
(i) Filler and lead weights cover the leading edge of the spar. The filler provides shape, and t weights balance the paddle with the master weight.
(j) For a de-ice system, the paddle has a de-ice heater mat and a de-ice electrical connector de-ice heater mat is an electro thermal blanket that is bonded into the paddle leading edge. The elec connector provides the electrical continuity between the de-ice heater blanket and the de-ice system
(6) Pivot Bearing. The pivot bearing maintains the blade centered during pitch changes. The piv bearing is bolted to the blade and held to the spar by means of a bonded retention plate.
(7) Tail Rotor Boot. The tail rotor boot prevents the entry of dirt and debris at the pitch change ho the tail rotor paddle and is held in placeYou're with a tie wrap on each end. Reading a Preview
Unlock full access a free trial. (8) Pitch Change Links. The pitch change links arewith attached to the outboard ends of the pitch be and the pitch horn of each the tail rotor blades.
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(a) Four pitch change links are installed on the tail rotor assembly. Each link connects an ar the pitch change beam to a pitch control horn on the paddle. (b) The links transmit movement necessary for paddle pitch changes from the pitch change beam. Each link consists of two rod ends, locking devices, and a link. The rod end that is connected the pitch change beam is marked for proper installation. Sign up to vote on this title (9) Counter Weights. Useful Not useful
(a) The counter provides a centering function for the tail rotor blade in the event of a pitch co rod failure.
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stops, anti-flap restrainers, dampers, and four fully articulating blades. (2) The principal components of the main rotor head are the bifilar vibration absorber, main rotor spindle modules, droop stops, antiflap restrainers, dampers, and four fully articulating blades. b. Bifilar Assembly
(1) The bifilar assembly is a vibration absorber located on top of the main rotor mast, and secure the mast extension. (2) The bifilar assembly absorbs main rotor vibrations and stresses, which contributes to the life components and provides a smoother ride for the crew and passengers.
(3) The bifilar is a cross shaped aluminum forging. A steel weight pivots on two points at the end each arm. Weights are secured to the arms of the bifilar by two pins.
(4) During operation, the weights are placed in a balanced position by centrifugal force to dynam absorb vibrations created by the main rotor. c. Hub Assembly
(1) The hub assembly is the mounting platform for the spindles, dampers, pitch control rods, anti flapping assemblies and bifilar assembly. (2) The hub assembly is a titanium, one-piece casting with four arms for installation of the four spindles. Internal splines mate with theYou're external splinesaofPreview the mast extension. Reading
Unlock full access with free trial. (3) Each arm is prelagged and preconed 7 degrees to areduce the torque bending movement from head and also reducing vibrations.
d. Spindle Module
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(1) The main rotor spindle module is the mounting platform for the blade, and has an elastomeric bearing.
(2) The spindle and liner assembly contains the anti-flap assembly, droop stop support ring, bala weights and bracket, damper bracket, spindle horn, spindle cuffSign lug,upand the tie to vote on rod. this title
Useful Not useful (3) The tie rod is attached through the elastomeric bearing and the bearing allows the blade to le lag, flap, and permits movement of the blade about its axis for pitch changes.
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(b) The first is providing the main rotor blades an attachment point. The main rotor blades a attached to lugs on the outboard end of the spindle module. (c) The second part is pitch change.
(d) The third and fourth are hunting, and flapping. Hunting, or lead and lag, is provided by module during the rotation of the main rotor head. Flapping is also a purpose provided by the spind module.
(e) Lastly, the spindle module absorbs centrifugal force loads with the aid of the expandable (6) Droop Stop Location/Purpose
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access withbearing a free trial. (a) The droop stop is mounted Unlock to the full elastomeric ears, with the droop stop support r mounted to the spindle.
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(b) The droop stops prevent excessive blade droop during low rotor rpm or when the rotor st
(c) During run up, as the rotor rpm accelerates above 58 percent, the centrifugal force starts override the spring tension, causing the droop stop to start moving outward.
(d) As the rotor rpm continues to increase (70 to 75 percent Nr), the centrifugal force increas Sign up to vote on this title sufficiently move the stops to the full "OUT" position, allowing full vertical movement to the main roto blade. Useful Not useful (e) During low rotor rpm at 50 percent Nr, the return spring tension overrides the centrifugal forcing the droop stop to move into the "IN" position.
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(a) The anti-flap restrainer is mounted to the upper portion of the spindle and liner assembly
(b) These are spring-loaded locks that prevent the blade from flapping when the rotor is at a speed or stopped.
(c) Anti-flap Restrainers Operation. The anti-flap restrainers operate in the same way as the droop stops, except the operating rpm is lower. (d) Above 35 percent Nr, the anti-flap restrainer moves out of the "LOCK" position to permit flapping and coning of the main rotor blades. (e) Below 35 percent Nr, the anti-flap restrainer moves back to the "LOCK" position.
CAUTION: During engine start and run-up, ensure that cyclic is kept in neutral, collective no more th You're Reading a Preview one inch above full down and pedals centered until % RPM R reaches 50% minimum to prevent dam to anti-flap bracket bushings. To prevent damage to anti-flap stops, do not increase collective pitch Unlock full access with a free trial. any time during rotor coast-down. e. Damper
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(3) They will also absorb rotor head engagement loads and absorb some of the shock to the rotor system when collective inputs are made.
(4) The stops of the dampers allow for a 17-degree lag and a 3-degree lead of the main roto blade. (5) The damper is a hydraulic type, and is supplied with pressurized fluid from a reservoir mounted on the side of the damper. The reservoir is serviced with MIL- H-5606 hydraulic fluid, and be checked for fluid level by an indicator attached to the reservoir.
(6) A visible gold band on the indicator piston indicates the reservoir does not require servici f. Main Rotor Blade Description
(1) The main rotor blade is 24 feet 4 inches in length, weighs 214 lbs, the chord is 21.75 inch and the rotor disk is 53 feet 8 inches. (2) Main Rotor Blade Expandable Pins (a) The main rotor blade is attached to the spindle by two expandable pins.
(b) No tools are required for removal or installation of the expandable pins. When inspec the expandable pins, check the expandable pin arm (locking handle) for positive locking.
(c) As the arm of the pin is You're openedReading or closed, sleeves around the pin expand or cont a the Preview to ensure a secure attaching point between the blade and the spindle. Unlock full access with a free trial.
(d) Adjustments to the expandable pin are accomplished by the adjustment nut, located the bottom of the pin.
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(3) Main Rotor Blade Construction
(a) The main rotor blade is constructed of a one piece titanium alloy spar, nickel abrasive strip, wire mesh for lightning protection, heater mat for blade de-ice, fiberglass skin covering aft of th leading edge, and a Nomex honeycomb core. Sign up to vote on this title (b) An 18 degree negative twist is built into the main rotor Not usefulequal lift acro Usefulblade, providing the blade span during main rotor operation. (c) An adjustable trim tab is located on the trailing edge of each blade to allow for rotor
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(b) The nitrogen charge provides a means of monitoring the main rotor blade for an unforese combination of events that may impair the structural integrity of the spar, or a llow nitrogen to escape through leaking seals.
(c) A spar (BIM) Blade Inspection Method is located on each main rotor blade at the root end the trailing edge.
(d) The BIM indicator provides a visual indication when the spar structural integrity is degrad If a spar cracks or a seal leaks, the nitrogen will escape from the spar. When pressure drops below t minimum, the indicator will show red bands.
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(e) The spar indicator BIM compares a reference pressure built into the indicator to the press within the spar. This compensates for temperature changes. Unlock full access with a free trial. (f) A daily check of the BIM is a visual, checking for yellow bands.
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g. Pitch Control Rods (1) The pitch control rods are adjustable flight control rods extending from the swashplate to the horn of the main rotor spindle.
(2) Control inputs made in the cockpit area are transmittedSign through flight controls, up tothe vote on this title swashplat pitch control rods, and to the blades. Useful Not useful (3) Pitch Control Rod Bearings
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control rods.
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(4) The swashplate is permitted to slide on the main rotor shaft and tilt in any direction following motion of the flight controls.
(5) Swashplate Assembly Components . The major components of the swashplate assembly can separated into three areas, uni-ball bearing, controls, and the swashplate bearing. (6) Swashplate Bearing.
(a)The swashplate bearing (duplex bearing) separates the stationary and rotating swashplat and is covered by an overlapping plate (stationary bearing retaining plate). This bearing is a lubricate type ball bearing that performs radial and axial load sharing.
(b) When inspecting the swashplate for signs of wear of the duplex bearings, visually inspec rotating and stationary disks at the stationary bearing retaining plate for metal particles in extruded grease.
(c) Extruded grease is not a cause for replacement of the swashplate, however, if metal part are found in the grease, or grinding is experienced, replace the swashplate. (7) Uni-Ball Bearing
(a) The uni-ball bearing is a spherical type bearing, contained in the stationary swashplate, a provides universal movement for the swashplate. You're Reading a Preview
fullthere accessiswith a free trial. (b) To maintain smoothness ofUnlock motion, a teflon liner between the swashplate guide t uni-ball, and uni-ball to swash plate.
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(c) When inspecting the uni-ball look for peeling of the plating or pieces of teflon coming out the bearing. Signs of a reddish brown powder between the swashplate and uni-ball are normal.
(d) A collective chatter (ratcheting) in the flight controls is an indication of binding between th uni-ball and the swashplate guide. A cyclic chatter (ratcheting) in the flight controls is an indication of binding between the uni-ball and stationary swashplate. Sign up to vote on this title (8) Controls Useful Not useful
(a) There are three servo links (forward, aft and lateral) which attach to the inner stationary r the swashplate.
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(3) The three control inputs connecting the primary servos to the main rotor swashplate are the forward, aft, and lateral control rods. The forward control rod is located on the right hand side of the bridge. The aft control rod is located at the center of the bridge. While the lateral control rod is locat the left hand side of the bridge. j. Scissors
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(1) There are two main rotor scissors located on the main Unlock full access with a freerotor trial. system attached at the rotating swashplate and lower pressure plate.
Download With Free Trial (2) The main rotor scissors are connected to the swashplate and the lower pressure plate.
(3) The rotating scissors change non-rotational input into rotational output to the main rotor head k. Main Mast Extension
redu (1) The main mast extension raises the main rotor 15 inches above the fuselage, Sign up tothe votetop on of this title vibrations caused by the main rotor. Useful Not useful
(2) The main mast extension (shaft extension) is a tubular component that is installed on the ma XMSN mast.
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