TRAINING PUBLICATION PMC-3C-A0126-AF001-00

CHAPTER

63
MAIN ROTOR DRIVE

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SECTION 10
ENGINE/GEARBOX COUPLINGS

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GENERAL DESCRIPTION
The main drive shafts transmit the engine torque to the main transmission.
They are installed, using bolts, nuts and tapered washers, between the
engine power output of the engine accessory gearbox and the input adapter
(freewheel unit) of the coupling gearbox on the main transmission assembly.
Since the transmission and the engines are rigidly installed any slight degree
movement between them during operation, is absorbed by main drive shafts
flexible couplings.

SHAFT
We can consider the shaft like an assembly composed by:
• a sleeve of steel material, symmetrical design
• two flexible couplings, welded on each end with an integral flange.
The shaft is dynamically balanced by the manufacturer, an arrow printed-on
shows the right direction to install it. The shaft installation needs a pre-
compression that is obtained by inserting a not adjustable spacer (with
calculated thickness) between the engine output and/or freewheel, and the
shaft.
To replace the shaft a special tool must be used.

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ICN-ZK-A-631000-G-A0126-00467-A-01-1

LEFT/RIGHT MAIN DRIVE SHAFTS

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ICN-ZK-A-631000-G-A0126-00468-A-02-1

TRANSMISSION DISTANCE CHECKING

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00

SECTION 21
MAIN TRANSMISSION

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GENERAL DESCRIPTION
The Main Transmission consists of three primary sections:
• The Coupling Gearbox.
• The Main Reduction Gearbox.
• The Mast Housing.
The main Transmission has the following functions:
• Supports and drives the main rotor, transferring all flight and static
loads to the fuselage.
• Provides inputs for the power outputs of both engines.
• Couples the inputs to provide a common output to the reduction
gearbox section.
• Reduces the input R.P.M. (6000) to the designed rotor R.P.M. (384).
• Provides single engine drive to the main rotor without driving the
inoperative engine. (Free wheel unit)
• Provides mounting pads and take-off drives for accessories (two
hydraulic pumps, and transmission oil pump).
• Provides a take-off drive for the tail rotor.
• Provides an integral oil system for lubrication of the transmission gears
and bearings.
•  Provides the drive for oil cooler fan, through the free wheel adapters.

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ICN-ZK-A-632100-G-A0126-00479-A-04-1
AW109E – MAIN TRANSMISSION ASSEMBLY

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ICN-ZK-A-632100-G-A0126-00469-A-02-1
A109S/AW109SP – MAIN TRANSMISSION ASSEMBLY

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00
COUPLING GEAR BOX TAIL ROTOR DRIVE QUILL
This section, secured to a flange on the rear of the Main Reduction Gearbox This assembly consists of a spur gear, with an integral shaft on its rear face,
case. It takes-in the drive from both engines and, through its gear-train, supported inside a flanged housing sleeve by two single row bearings, one
couples them to the single input of the reduction gearbox. It incorporates, ball and one roller.
Free Wheel Units and a take-off drive for the tail rotor. The bearings are lubricated by pressure oil passing through a calibrated
orifice (nozzle) in the Sleeve which, on installation, aligns with one of the oil
HOUSING passages in the housing cover. The gear-shaft is splined and threaded
A two piece magnesium alloy casting consisting of a case and cover secured externally. The forward set of splines accommodates the rotor brake disk
together by bolts and nuts. The housing provides support for the gear-train flange, the rear an internally splined "T" adapter for the Tail Rotor Drive
and forms the sump for the transmission lubricating system. Internal oil Shafts. The threads are for the Bearing Retaining Nut and its lock ring.
passages in the case and cover, interconnected by transfer tubes, deliver The complete assembly is secured, to studs on a mounting pad on the
pressure oil from the main reduction gearbox to the oil nozzles which spray Housing Cover with its gear teeth engaging the teeth of the ring gear on the
the oil on to the gears and bearings. Located on the left front face is the rear face of the Center Gear.
transmission oil pump which is driven by the gear-train; on the right front
face is installed an oil level window. FREE WHEEL UNITS
Installed in the lower left rear face of the cover is a "finger-type" screen
which filters the oil before it passes into the scavenge section of the oil They are two identical assemblies, installed on each of the Input Gear
pump. Projecting into the center of the screen is a Magnetic Chip Detector shafts.
Plug. Their function is to transmit the drive from an operating engine to the
A Breather is installed in the top center of the case. gearbox, and to disengage should the gearbox "overspeed" an engine,
preventing drive being transmitted from the gearbox to the affected engine.
Each unit comprises Inner and Outer Races, Sprag Clutch and Support
GEARTRAIN Bearings.
This is a spur gear type train comprising two identical Input Gears driving The Inner Race (driven member) is a steel sleeve with internal splines and a
two identical Idler Gears which mesh with, and drive, a common Center Gear machined outer driving surface. The Race is installed on the external splines
splined to the Input Quill of the Main Reduction Gearbox. of the Input Gear shaft and secured by a nut.
The Input and Idler gears have integral shafts machined to form the inner Fitting over the Inner Race is the Outer Race (driving member), another steel
races for their support bearings. These are single row roller bearings with sleeve with a machined inner driving surface and an integral flange on its
flanged outer races which are secured to the case and covered by studs and rear end which provides the attachment point for the coupling of the Main
nuts. The rear shafts of the Input Gears are splined and threaded to accept Drive Shaft.
the Free Wheel Units. A splined Coupling Adapter, fitted into the front shaft Installed between the Races is the Sprag Clutch, a series of cam-shaped
of the left Idler Gear provides the drive for the oil pump. Bolted to the rear steel pawls (sprags) mounted in a cylindrical cage.
face of the Center Gear is a spur ring gear which drives the Tail Rotor Drive Springs hold the cams in place and bias them to the "engaged" position.
Quill. Support for the Outer Race is provided by two-single-row ball bearings
installed between the Races, one either side of the Clutch.
Lubrication for the Clutch and Bearings is provided by pressure oil from the
nozzle which lubricates the Input Gear-shaft bearings.
The Free Wheel Unit is a friction drive type, and has two operating
conditions:

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00

•  Engaged (Driving) - When the Unit is assembled dimension "X",

across the lobes of the pawls, is larger than dimension "Y", the
distance between the drive surfaces of the Races. Consequently, when
the Outer Races rotates the pawls attempt to move in a clockwise
direction (spring bias), but, because of their larger dimension, they
"lock" between the Races transmitting the drive from the Outer to the
Inner.
•  Disengaged (free wheeling) - If the Outer Race is stationary, or
rotating at a lower R.P.M. than the Inner, the pawls tend to move in an
anti-clockwise direction, away from their "locked" condition.
Thus, the Inner Race can rotate freely with no drive being transmitted
from it to the Outer Race.

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ICN-ZK-A-632100-G-A0126-00478-A-01-1

COUPLING GEARBOX ASSEMBLY

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ICN-ZK-A-632100-G-A0126-00477-A-01-1

TAIL ROTOR DRIVE QUILL

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ICN-ZK-A-632100-G-A0126-00476-A-01-1

FREE WHEEL UNIT

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ICN-ZK-A-632100-G-A0126-00475-A-02-1
FREE WHEEL UNIT

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00
MAIN REDUCTION GEARBOX the means of securing the center gear of the Coupling Gearbox to the Quill.
A three-row ball bearing set (Triplex) and a single-row roller bearing support
The main functions of this section are to take in the drive from the Coupling the pinion in the case input bore. Lubrication for the Triplex bearing set is
Gearbox, change its direction through 90°, reduce it and then transmit the provided by a calibrated orifice (nozzle) in the bearing liner which aligns with
reduced drive to the mast. a pressure oil passage in the case; the roller bearing is splash oil lubricated.
The Gleason Crown Assembly consists of a cast magnesium alloy support
Provisions are made for driving two Accessory Drive Quills from the
plate comprising a flanged hollow steel shaft with a helicoidal bevel ring gear
geartrain.
bolted to the flange;(A109E), while for the A109S/A109SP the helicoidal
It is also designed to transmit the torque reaction produced by the main rotor bevel ring gear is welded to the flange, the upper end of the shaft is splined
and geartrain to the fuselage of the helicopter. internally and has a spring ring installed in a groove below the splines, these
provide the drive and support for the Sun gear of the Planetary Reduction
MAIN CASE Assembly.
Support for the shaft of the gleason crown is provided by a two-row ball
A magnesium alloy casting designed to provide support for the geartrain. bearing set (Duplex) located in the center bore of the Support Plate, and a
Studded flanges on the case provide mounting points for the Coupling single-row roller bearing located in the bottom of the main case. The
Gearbox, Accessory Drive Quills, Gleason Crown Assembly, Mast housing, complete Crown Assembly is secured, by studs and nuts, to a flange on the
External Oil Filter, support brackets for flight control bell-crank levers, and inside of the main case.
RPM pick up. Lubrication of the Duplex bearing is provided by a calibrated orifice (nozzle)
Steel Liners, pressed and pinned into the case bores, provide the housings in the bearing liner which aligns with the pressure oil passage in the Support
for the geartrain support bearings. Plate; the roller bearing is splash oil lubricated. Gear-teeth mesh lubrication
On the rear right side is installed the rotor speed sensor. It provides an oil is supplied by two nozzles, connected to the case passages, which
output electrical signal for the main rotor speed. project into either side of the input bore of the main case.
Internal passages, in the casting, deliver pressure oil to the lubricating During manufacture Spacer Rings, are installed in order to fit the right
nozzles, and to the similar passages in the Coupling Gearbox. position of the Triplex and Duplex bearings in the assembly so that the
A large pipe, connected between the bottom of the case and the coupling correct gear teeth backlash between the Input and quill and the gleason
Gearbox housing, permits scavenge oil to drain from the case into the sump. crown is ensured.
Secured by bolts to the bottom of the case is a machined aluminium alloy The second stage of reduction and the drive to the mast, is provided by the
antitorque beam. When the transmission is installed on the helicopter the Planetary Reductlon Assembly, comprising the Sun gear.
extension arms of the beam are bolted to the transmission deck and the The Sun gear is a hollow steel shaft with spur gear teeth on the upper and
beam will transmit the torque reaction from the main rotor and geartrain lower ends, wlth the lower one engaged with the Gleason Crown internal
directly to the fuselage. spline, (receiving the drive from the latter) and the upper one which drives
the Planet Gear assembly.
The Planet Gear assembly is a spur epicyclical geartrain: consists of five
GEARTRAIN
identical Planet gears and the Planet Gear Carrier (Spider), The Carrier is a
It provides the change of direction through 90°; a two stage reduction, and steel plate which has five equidistant extension arms, with bores in their
the drive to the mast. The first reduction stage, and direction change, is extremities, and an integral hollow center shaft, splined internally. Each
provided by the small gear of an Input Quill Assembly engaging with the Planet Gear assembly is designed to form a bearing comprising an inner
larger gear of a Gleason Crown Assembly. race and an outer race. The bearings are double row of barrel rollers located
The Input Quill Assembly consists of a steel pinion with helicoidal bevel gear in a phosphor bronze cage on the A109E, while for the A109S/AW109SP is
teeth and an integral hollow shaft which is splined and threaded to provide

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made of steel. The outer race is a gear wheel with spur gear teeth which has
its inner bore machined to form the outer bearing surfaces.
The Planet Gears act as "idlers", running around a Fixed Ring, transmitting
the drive to the mast by the splines in the center bore of the Planet Gear
Carrier. The reduction is provided by the gear teeth ratio between the
smaller Sun gear and the larger Fixed Ring gear.
Support for the complete Planetary Assembly is provided by a single row ball
bearing with its inner race located against a shoulder in the bore of the Sun
gear. A skirted aluminium alloy Thrust Ring is fitted between the bearing
inner race and the center shaft of the Carrier to ensure complete surface
contact. The Fixed Ring Gear is a flanged steel ring with spur gear teeth
machined around its inner circumference which fits over and meshes with,
the gear teeth of the Planet Pinions. Its flange is secured to the studs on the
top of the main case.
Lubrication oil for the Planetary Assembly is supplied by two nozzles, one
located on top of the Gleason Crown Support Plate the other on the bottom
edge of the Bell Housing.
A magnetic pick up (three coils type) is installed on main case with screws
and washers. It senses the Gleason Crown speed and transmits the signal
to the DAU and ECU’s computers.

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ICN-ZK-A-632100-G-A0126-00474-A-02-1
MAIN TRANSMISSION HOUSING AND GEARTRAIN

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ICN-ZK-A-632100-G-A0126-00473-A-01-1

MAIN GEARBOX GEAR TRAIN AND BEARINGS

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00
MAST HOUSING MAST
This assembly has three primary functions: It is of a hollow steel shaft externally splined and threaded on its upper and
• Transmit the reduced drive from the Main Gearbox to the Main Rotor. lower ends.
The lower splines engage with the splines of the Planet Gear Carrier and the
• Transfer all static and lift loads from the Main Rotor to the fuselage. threads are for a bearing retaining nut.
• Provide a reservoir for the transmission oil system. The upper splines engage with the splines of the Main Rotor Hub and the
threads are for the hub retaining nut.
BELL HOUSING (UPPER CASE) A plastic cap closes off the top of the Mast.

This is a conical magnesium alloy casting, closed off at the bottom, and with
bores through the top and bottom centers for Mast installation. Flanges on BEARINGS
the bottom (drilled) and top (studded) provide the attachment points for the
The Mast is supported in the housing by two sets of bearings. Two bearings
housing to the Main Gearbox case and for the Swashplate Assembly.
form the lower bearing set; one is a single-row double-thrust ball bearing
Three mounting pads, around the bottom of the housing, form the
with a split inner race which takes all the static and lift loads, the other is a
attachment points for the Flight Control Servo Actuators.
single row roller bearing whose inner race is formed by an extension of the
Two faces, opposite each other at the top of the housing provide the
thrust bearing upper inner race.
installation points for the Transmission Mounting Plates. A studded mounting
The upper bearing set is a single-row roller bearing. The inner race for this
pad, on the front of the Housing, provides the attachment point for the
bearing is pressed on to the Mast and it extends above the bearing races to
support bracket of the Swashplate Fixed Scissors.
form a seal runner for the garlock seal that closes off the top of the housing.
Also mounted on the housing are the oil filler cap, an oil level window, supply
Lubrication of the bearings is provided by pressure oil from the upper
and return pipeline adapters, a finger-type supply screen with a Magnetic
Nozzle, directed on to the upper bearing set and draining down the Mast to
Chip Detector Plug in its center,and for the A109S/A109SP a thermostatic
the lower bearing set and Mast splines. To ensure complete lubrication of
by-pass valve (on the rear side).
the upper bearing a small extension passage is tapped from the main
An oil passage cast into the housing, interconnected through a transfer oil
passage to deliver oil to top of the bearing.
tube to the pressure oil passage of the main gearbox case, delivers pressure
oil to two nozzles.
Steel bearing liners are pressed and pinned into the top and bottom bores of
the housing.
Installed between the liners is a cylindrical aluminium alloy sleeve which
forms the inner wall of the oil reservoir. There are two holes in the sleeve,
one permits the upper nozzle to provide lubrication for the upper bearing, the
other permits the main gearbox case to "breathe" into the housing.
An oil pressure transducer and a low pressure switch are installed on a
bracket, at the base of the housing. The oil is delivered to the bracket by
means of a hose connected to the housing of coupling gear box.

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ICN-ZK-A-632100-G-A0126-00472-A-01-1

MAST HOUSING

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ICN-ZK-A-632100-G-A0126-00471-A-02-1
AW109E – MAST HOUSING ASSEMBLY

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ICN-ZK-A-632100-G-A0126-00470-A-02-1
A109S/AW109SP - MAST HOUSING ASSEMBLY

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ACCESSORY DRIVE QUILL ASSEMBLIES
These Assemblies provide drive and mounting pads for the transmission
driven accessories. There are two Assemblies, one mounted on the right of
the Main Gearbox Case, the other on the left.

RIGHT AND LEFT HAND ASSEMBLIES

These two assemblies provide a mounting pad and drive for the two Flight
Controls Hydraulic Pumps. Each assembly consists of:

HOUSING
It is of a magnesium alloy casting which provides support for the Pinion. The
Housing is designed with a flange for attachment to the Main Gearbox Case,
and a mounting pad with four studs for, the Hydraulic Pump. Two steel
bearing liners are pressed and pinned into the Housing bores.

PINION
It is a steel bevel gear wheel with an integral shaft which is splined internally
at its outboard-end to accommodate the Pump drive-shaft. The gear-teeth
mesh with, and are driven by, the teeth of the Input Driven Gear (Gleason
Crown).

BEARINGS
Two single-row ball bearings, separated by spacers, support the Pinion in
the Housing. Lubrication for the bearings is provided by splash oil from the
meshing gear-teeth.
NOTE
During manufacture, shims of a calculated thickness are secured, by
screws, to the Quill flanges and the mounting faces on the Main
Gearbox Case. These provide the desired back-lash between gear-
teeth of the Quills and the Input Driven Gear (Gleason Crown).

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00

SECTION 22
TRANSMISSION LUBRICATING
SYSTEM

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00
GENERAL DESCRIPTION FILLER ASSEMBLY
The main transmission is a "dry sump" system which supplies clean oil, A filler adapter, with a wire mesh screen, tapped into the top left of the
under pressure, to lubricate the transmission gears, bearings and splines. housing. The adapter is closed off a bayonet type Filler cap. A scupper, with
The system is composed by: a drain line to the underside of the helicopter, fitted around the adapter
• Reservoir. collects any spillage.

• Pump assembly.
Scavenge screen. OIL LEVEL WINDOW
•
External oil filter. A transparent plastic window, with a reflector, is located below the Filler
•
Assembly.
• Oil nozzles.
• Temperature sensors.
OUTLET SCREEN
• Pressure sensors.
A finger- type wire mesh screen projecting into the reservoir outer chamber,
The lubricating oil that is contained in the upper case flows to one section of on the lower left of the housing, which filters the oil before it passes to the
the dual pump (pressure pump), to the external filter, to all internal passages pressure pump.
and oil jets of the transmission cases, to the bottom of main case and
coupling gearbox and to the other section of the dual pump (scavenge
pump). From the scavenge pump the oil flows to the return lines and to the MAGNETIC CHIP DETECTOR PLUG
upper case through the thermostatic bypass valve and the oil cooler. The
This Plug, projecting into the center of the Screen, will complete the circuit to
bypass valve of the external oil filter permits the oil passage in case the filter
illuminate a caution message if ferrous metal particles are detected.
is blocked.
A lightly loaded check valve (0,5 p.s.i.) is located in the filter outlet passage.
When the system is static the valve is closed preventing transfer of oil, OUTLET ADAPTER
through gravity, from the delivery line to the sump. Under operating
conditions the valve will be opened by pump delivery pressure. A pipeline adapter, on the lower left of the housing, which delivers the oil
A pressure regulating valve, installed on the pressure pump, adjusts the oil from the reservoir, via a rigid line, to the inlet of the pressure pump.
operating pressure.
RETURN ADAPTER
RESERVOIR A pipeline adapter, to the right of the Filler Assembly, is connected by a rigid
The reservoir, formed by the bell housing, contains a sufficient quantity of oil line to the outlet of the oil cooler.
to provide adequate lubrication for the transmission components under all
flight conditions, and collects the oil returned from the system sump. It
incorporates the following:
PUMP ASSEMBLY
A two-stage spur gear positive displacement pump, is located on the left
front face of the Coupling Gearbox and driven by the left gear train Idler.

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One stage of the pump pressurizes the oil and delivers it, via the External Oil gravity, from the delivery line to the sump. Under operating conditions the
Filter, to the transmission pressure oil passages. valve will be opened by pump delivery pressure.
The scavenge stage takes the oil from the sump and delivers it, via the
Thermostatic By-pass Valve and Oil Cooler, to the reservoir.
Incorporated in the assembly is the Pressure Regulating Valve, a simple TEMPERATURE SENSOR
spring-loaded valve which, when the operating pressure is reached, opens Is a probe which senses the oil temperature and provides a signal for the
permitting flow from the outlet to inlet side of the pressure pump. instrument panel indication.

SCAVENGE SCREEN HIGH TEMPERATURE SWITCH

A finger-type wire mesh screen which projects into the inlet chamber for the Is an electrical switch which senses the oil temperature and will send an
Scavenge pump, on the left rear face of the Coupling Gearbox housing, electrical signal to illuminate a warning message if the temperature exceeds
filters the oil before it passes to the pump. Projecting into the center of the 115°C. (AW109E), 120°C (A109S/AW109SP).
Screen is a second Magnetic Chip Detector Plug which also controls a
caution message.

EXTERNAL OIL FILTER PRESSURE SENSORS

Located on a mounting flange on the top rear of the Main Gearbox Case is a Two pressure sensors are installed on a braked fitted on the right side of the
Filter Assembly with a disposable paper element. Incorporated in the filter reduction gearbox.
head are the following components:
PRESSURE TRANSMITTER
FILTER BY-PASS VALVE Is a sensor which senses the oil pressure and provides a signal for the oil
A spring-loaded plate valve which will open if the filter element is clogged temperature indication to the instrument panel.
permitting a flow of unfiltered oil to the transmission components.
LOW PRESSURE SWITCH
POP OUT BUTTON An electrical switch, fitted on the same bracket of pressure transmitter,
A mechanical pressure sensing unit with a white indicator button which senses oil pressure, and, if the pressure should fall below 30 psi, will send
projects at a specified differential pressure indicating to maintenance an electrical signal which illuminates a warning message.
personnel that the filter element is clogged.

MINIMUM PRESSURE CHECK VALVE

THERMOSTATIC BY-PASS VALVE (A109S/AW109SP)
A lightly loaded check valve 0,5 psi located in the filter outlet passage. When
This Valve is screwed in a housing fitted to a support. The support is
the system is static the valve is closed preventing transfer of oil, through
secured to the main case above the external oil filter.
The valve housing is connected to the scavenge section of the oil pump, to
the oil coolers and to the upper case of the main transmission through

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houses. Receives the oil from the Scavenge Pump, and the flow to the oil transmission forward cowling. The air enters an upper air intake and is
coolers is proportional to the oil temperature and the differential pressure drawn through the oil cooler by a fan fitted to the aft end of the oil cooler.
between the inlet and the outlet port. The exhaust air is expelled into the atmosphere through an exhaust duct
When the temperature is below 54 °C, the valve is fully open and the oil is connected to the fan.
directed to the reservoir. Above 54° C the valve begins to close and the oil is Each fan is driven by a rubber belt connected to the pulley drive of the main
directed to the coolers. At 74° C this valve is fully closed. drive shafts.
The valve also acts as a mechanical by-pass valve in case of cooler
blockage, opening and permitting a flow of uncooled oil to the reservoir,
preventing damage to the system. The by- pass valve threshold correspond LEADING PARTICULARS
to 20 psiD. AUTHORIZED TRANSMISSION OIL
The oils shown in Table below have been authorized for use with the main
OIL COOLERS AND FANS transmission and the tail rotor gearbox lubrication systems.
Oils limited to ambient temperature equal to or above -40°C (-54°F)
The main transmission oil cooling system includes two fans installed on the
coupling gearbox and two oil coolers mounted on either side of main NOTE
transmission.(A109S/AW109SP), a single cooler (with an integral Mixing of oils of different brands, type and manufacturers is
thermostatic by-pass valve) mounted on top of mast and bell housing prohibited.
(AW109E).
On the A109S/ AW109SP each cooler is divided into two separated
sections, one for the transmission oil and the other one for engine oil.
An air intake duct is connected to the forward part of each oil cooler.
External ram air enters through the two NACA air intakes located on the

Designation Specification

Exxon turbo oil 2380 MIL-PRF-23699

BP turbo oil 2380 MIL-PRF-23699

MOBIL JET oil II MIL-PRF-23699

MOBIL JET oil 254 MIL-PRF-23699

AEROSHELL turbine oil 500 MIL-PRF-23699

AEROSHELL turbine oil 555 DOD-L-85734

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Designation Specification

AEROSHELL turbine oil 560 MIL-PRF-23699

CASTROL AERO 5000 MIL-PRF-23699

BP turbo oil 2197 MIL-PRF-23699

• TOTAL SYSTEM CAPACITY: 12 lt.

• OPERATING PRESSURE
• Minimum ............................................................................... 30 PSI
• Normal continuous................................................................. 50 PSI
• Cautionary............................................................................. 70 PSI
• Maximum............................................................................... 70 PSI
• OPERATING TEMP. MAX ..................... 115°C (AW109E)
120°C (A109S/AW109SP)

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ICN-ZK-A-632300-G-A0126-00487-A-02-1

AW109E - MAIN TRANSMISSION LUBRICATING SYSTEM

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ICN-ZK-A-632200-G-A0126-00485-A-01-1

AW109E - MAIN TRANSMISSION LUBRICATING SYSTEM SCHEMATIC

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ICN-ZK-A-632200-G-A0126-00480-A-03-1

A109S/ AW109SP – MAIN TRANSMISSION LUBRICATING SYSTEM

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ICN-ZK-A-632200-G-A0126-00481-A-01-1

A109S/AW109SP - MAIN TRANSMISSION LUBRICATION SYSTEM - SCHEMATIC

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ICN-ZK-A-632200-G-A0126-00483-A-01-1

MAIN TRANSMISSION OIL PUMP

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ICN-ZK-A-632200-G-A0126-00482-A-01-1

MAIN TRANSMISSION EXTERNAL OIL FILTER

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 23
OIL COOLING SYSTEM

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00
GENERAL DESCRIPTION permitting the direct flow to the reservoir, so preventing damage of system.
Differential pressure is 20 psiD.
The main transmission oil cooling system includes two blowers installed on
the rear side of the coupling gearbox; one oil cooler, installed on the top of
the mast housing on the A109E; two coolers on the airframe, one on left and OIL COOLERS AND FAN
one on and right hand side on the A109S and the A109SP and the
The cooler on the A109E is fitted to the flange installed on the top of the
Thermostatic by-pass valve.
Mast Housing.
BLOWERS On the A109S and A109SP the two coolers are on the airframe. Each of
them is divided in two sections: the rear section is used for transmission
Two blowers provide the airflow necessary to cool down the transmission lubricating oil cooling, while the front one is for engine lubricating oil cooling.
lubricating oil. They are installed on the flanges in aluminum alloy, which are
screwed on the rear side, left and right, of the coupling gearbox.
Each blower is a centrifugai mechanical impeller, driven by a belt connected BELTS AND PULLEYS
to the pulley of the main drive shafts, and are fixed with special eccentric Each belt, teethed type, has the aim to connect and transmit the drive to the
bushing on the support. blower through two pulleys. The lower one is installed on the free-wheel
They are used to increase the cooling air flow; in addition on A109S and outer coupling; the upper one is fixed on the blower shaft. For maintenance
A109SP an air intake duct is connected to the forward part of the oil coolers. purposes the belt tension can be adjusted by acting on the special bushing.
External ram air enters through the two NACA air intakes located on the Due to the eccentric holes disposition on the bushing is possible to increase/
transmission forward cowling. The air enters the intake duct and is drawn decrease the distance between the two pulleys, allowing the belt tension
through the oil cooler by the fan, then is discharged into the atmosphere adjustment.
through the duct, behind the main transmission.

THERMOSTATIC BY-PASS VALVE

The Valve is integrated with the oil cooler on the A109E; is fitted on the mast
housing, above the external oil filter, on the A109S and A109SP.
The Scavenge Pump sends the oil to the valve, which will distribute the flow
to the oil coolers, proportionally to the oil temperature. An oil return line is
connected between the outlet port of the scavenge pump and the
thermostatic bypass valve.
When the oil temperature is below 54°C, the thermostatic valve is fully open
and the oil flows directly to the reservoir.
When the temperature reaches 74°C, the valve is fully closed and ali the oil
is directed to the oil coolers.
Between the two values, the oil flow is divided (part of the oil is cooled, the
other directly delivered to the reservoir).
The valve is also a mechanical by-pass valve: in case of cooler clogging, the
differential pressure between the inlet and the outlet will open the valve

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ICN-ZK-A-632300-G-A0126-00487-A-03-1

A109E - TRANSMISSION OIL COOLING SYSTEM

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ICN-ZK-A-632300-G-A0126-00488-A-01-1

A109E - TRANSMISSION OIL COOLING SYSTEM COMPONENTS

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ICN-ZK-A-632300-G-A0126-00486-A-01-1

A109S/AW109SP - TRANSMISSION OIL COOLING SYSTEM

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ICN-ZK-A-632300-G-A0126-00489-A-02-1

A109S/AW109SP - TRANSMISSION OIL COOLING INSTALLATION

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ICN-ZK-A-632300-G-A0126-00490-A-01-1

A109S/AW109SP – THERMOSTATIC – BYPASS VALVE

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ICN-ZK-A-632300-G-A0126-00491-A-01-1

OIL COOLER FAN INSTALLATION

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ICN-ZK-A-632300-G-A0126-00492-A-01-1

BELT TENSION CHECK

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ICN-ZK-A-632300-G-A0126-00494-A-01-1

ALIGNMENT OF THE DRIVE AND DRIVEN PULLEYS CHECK

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SECTION 24
ROTOR BRAKE SYSTEM

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GENERAL DESCRIPTION return line in order to prevent reverse operation of the valve should the
return line be pressurized.
The helicopter is equipped with a hydraulic main rotor brake system unit,
used to stop the rotation of the rotor during engine power-off conditions. This
circuit provides, through a Tri selector valve, the pressure to operate the ROTOR BRAKE CONTROL
Rotor Brake, the Park Brake and the Nose Center Lock as selected.
This is a Lever with a "T" handle located in a quadrant support on the
The oil pressure directed to the selector for the operation of the Rotor Brake
overhead panel on the left end side of the engine power lever, and
is tapped from the landing gear down control line; consequently this service
connected by a metal cable to its associated valve operating lever on the Tri
can only be operative when landing gear is selected DOWN.
selector Unit. It has two positions:
The Circuit is composed by:
• A Tri selector Valve (Triplex Selector Valve) with its associated cockpit • Forward Brake Disengaged
control and cable. • Rearward Brake Engaged.
• The Rotor Brake unit. The control lever assembly includes a support plate, a lever and two
mounting sectors bolted together. The lever at the end of its stroke includes
a spring loaded plunger that locks the lever at the end of its stroke in
TRI-SELECTOR VALVE UNIT (TRIPLEX SELECTOR VALVE) appropriate recesses in the mounting sectors. The plunger can be released
from recesses by means of a bottom. The lever, at the end of its rearward
This unit contains three independent valve assemblies, each with a separate
stroke (rotor brake applied) actuates a micro switch that supplies the
control system. The unit, located in the right aft side of the hydraulic utility
electrical signal for the caution message. (A109E/AW109SP)
compartment consists of:
• Valve housing
• Park emergency brake valve
• Nose wheel lock valve ROTOR BRAKE ASSEMBLY
• Rotor brake valve The function of this assembly is to slow down and stop the main and tail
rotors after engine shut down, it consists of the following:
ROTOR BRAKE VALVE • Brake disc
A chrome steel disc bolted to the tail drive quill flange.
This is a two position spool-type valve, with central fluid passages, located in
a sleeve in the outer bore of the valve body. The valve operating mechanism • Brake unit
is composed by a spring, spring guide and an operating lever. A twin cylinder unit mounted on the integral brackets of the tail drive
The inner guide contacts the valve stem through a small ball, and an output quill housing. The unit housing is designed with two
extension on the outer contacts a roller on the operating lever. diametrically opposed cylinders inside of which are spring loaded
When an ON selection is made, the lever movement is transmitted to the pistons. Secured to the ends of the pistons are brake plates to which
valve through the spring and the guide: the valve closes the return line and, are riveted circular brake pads (pucks) manufactured from friction
then, connects the pressure line to the rotor brake piston. material. On the A109S and A109SP, each brake pad is provided with
When released, the vslve and the lever are returned to OFF by the action of two microswitches that are responsible to provide indication about the
the spring, causing the valve to connect the rotor brake line to the return line operational condition of the brake assembly.
and closing the inlet pressure port. A standard check valve is installed on the When an ON selection is made pressure fluid will move the pistons
against their springs forcing the brake pads against the faces of the

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brake disc, slowing, and eventually stopping it. When selected OFF the
brake control fluid is directed to return and the springs will move the
pistons and pads away from the disc faces.
A bleed valve is tapped into the internal fluid passage which supplies
both cylinders.

ROTOR BRAKE INDICATIONS

With the rotor brake applied and the helicopter electrical system powered,
the warning message light “ROTOR BRK ON” (A109S/AW109SP), or the
caution message light “ROTOR BRK ON” (AW109E) will be illuminated on
the EDU1.
In case of rotor brake application degraded, the pilot will be advised by the
caution message “ROTOR BRK” that will be illuminated on the EDU1
(A109S/AW109SP).

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ICN-3C-A-632400-G-A0126-00501-A-04-1
ROTOR BRAKE SYSTEM

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ICN-ZK-A-632400-G-A0126-00499-A-02-1

ROTOR BRAKE LEVER ASSEMBLY

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ICN-ZK-A-632400-G-A0126-00498-A-01-1

ROTOR BRAKE DISK INSTALLATION

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ICN-ZK-A-632400-G-A0126-00497-A-03-1

ROTOR BRAKE UNIT

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ICN-ZK-A-632400-G-A0126-00496-A-01-1

A109S/AW109SP – CONTROL BRAKE SYSTEM MONITORING

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ICN-ZK-A-632400-G-A0126-00001-A-01-1

A109S/AW109SP - BRAKE SYSTEM MONITORING

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 30
MOUNTS, ATTACHMENTS

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GENERAL DESCRIPTION
The transmission is mounted on the decking formed by the roof on the main
structural box section of the center fuselage; it is secured rigidly to the
decking by an Anti-torque Beam on the bottom and Bi-pod Struts on either
side.
The Anti-torque Beam, a machined aluminium alloy plate, is bolted to the
underside of the Main Gearbox Case and has its extension arms secured to
the transmission deck by two bolts each side. This Beam transmits the
torque reaction loads from the Main Rotor, through the gear-train and Case,
directly to the fuselage.
All lift and static loads between the Main Rotor and fuselage are transmitted
by the Bi-pod Struts. The forward struts are manufactured from aluminium
alloy tubes, the rear struts are from machined aluminium alloy castings.
Clevis ends on the Struts provide the means of securing them to the self-
aligning spherical bearings on the Mounting Plates attached to the Bell
Housing, and the Mounting Brackets bolted to the Mount Fittings on the
transmission deck. Shims are fitted between the Brackets and Fittings,
during installation, to level the transmission.
The transmission installation is designed to give a 6° ±. 20' forward tilt to the
Mast which helps reduce nose down attitude during forward flight. Lateral
inclination 0° ± 20'.

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ICN-ZK-A-633000-G-A0126-00502-A-01-1

MAIN TRANSMISSION SUPPORT INSTALLATION (FWD LORD STRUTS)

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ICN-ZK-A-633000-G-A0126-00503-A-01-1

MAIN TRANSMISSION SUPPORT INSTALLATION

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SECTION 40
INDICATING

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GENERAL DESCRIPTION "XMSN OIL HOT"
The parameters of the Main Transmission oil pressure and temperature are The Warning message is displayed on the EDU 1 when the temperature of
shown on the Integrated Display System on the EDU 2. The Warning and the main transmission lubricating oil is above the maximum. When the circuit
Caution messages indicate a fault in the system and are displayed directly is activated, the MASTER WARNING light on the instrument panel comes on
on the EDU 1. In the event of a warning, an audio warning alarm and an Audio Warning Alarm is activated.
accompanies the warning message. The parameters of the NR (Rotor
speed) sensor are shown on the EDU 1.
"XMSN OIL CHIP"
The Caution message is displayed on the EDU 1 when metal chips are
MAIN ROTOR DRIVE SYSTEM INDICATORS detected in the lubricating oil of the main transmission. When the circuit is
"ROTOR HIGH" activated, the MASTER CAUTION light on the instrument panel comes on.

The Warning message is displayed on the EDU 1 when the main rotor speed
is higher than 105,5% in Power On, or more than 110,5% in Power Off. "XMSN OVTRQ"
When the circuit is activated, the MASTER WARNING light on the
The Caution message is displayed on the EDU 1 when the main
instrument panel comes on and an Audio Warning Alarm will be activated.
transmission torque is equal to or greater than maximum permitted. When
the circuit is activated, the MASTER CAUTION light on the instrument panel
“ROTOR LOW” (AW109E) comes on. In addition a tone (A109E) or a vocal message ‘transmission
overtorque’ (A109S/SP) will be activated.
The Warning message is displayed on the EDU 1 when the main rotor speed
is lower than 95,5% in Power On, or less than 89,5% in Power Off. When the
circuit is activated, the MASTER WARNING light on the cockpit display
comes on, an Audio Warning Alarm and an Aural signal will be activated.
MAIN TRANSMISSION MONITORING SYSTEM

"ROTOR LOW" (A109S/AW109SP) OIL TEMPERATURE INDICATING SYSTEM

The oil temperature indicating system includes a transducer installed on the
The Warning message is displayed on the EDU 1 when the main rotor speed
external oil filter.
is lower than 95,5% in Power On, or less than 94,5% in Power Off. When the
The oil temperature is displayed as a vertical scale on the EDU 2 “MAIN”
circuit is activated, the MASTER WARNING light on the instrument panel
Page.
comes on, an Audio Warning Alarm and an Aural signal are activated.

"XMSN OIL PRESS" OIL PRESSURE INDICATING SYSTEM

The oil pressure indicating system consists of a transducer installed on a
The Warning message is displayed on the EDU 1 when the main pressure of
support plate on the main transmission upper case right hand side. The
the main transmission lubricating oil is below the minimum. When the circuit
support plate is connected to a flex-ible hose that is connected to the
is activated, the MASTER WARNING light on the instrument panel comes on
coupling gearbox. A restric-tor is installed on the outlet port of the coupling
and an Audio Warning Alarm is activated.
gearbox to slow down the loss of the oil if the flexible hose cracks.

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The oil pressure is displayed as a vertical scale on the EDU 2 “MAIN” page.
NOTE
When a 50-hour cycle is completed with not more than two message
ROTOR SPEED INDICATING SYSTEM activations, a new cycle begins from the last message activation.
The NR (Rotor Speed) sensor is mounted on the RH side of the main Make an entry in the helicopter logbook to indicate the beginning of
transmission case. The sensor measures the revolutions per minute of the the new 50-hour cycle. Make an entry in the helicopter logbook for
Gleason crown and sends the signal to the indicating system. The reading of each message activation.
the sensor at 100% NR is 384 rpm.
The rotor speed is displayed as a vertical scale on the EDU 1. (A109S/AW109SP): THE SWITCH MUST NOT BE ACTIVATED MORE
THAN 3 TIMES PER FLIGHT.

CHIP DETECTOR CAUTION CIRCUIT

(A109E) TRANSMISSION OVER-TORQUE CAUTION CIRCUIT
The chip detector circuit consists of two chip detectors in-stalled on the main
transmission. When one of the chip detectors senses a metal chip in the The transmission over-torque circuit causes the “XMSN OVTRQ” caution
lubricating oil of the main transmission, the "XMSN OIL CHIP" Caution message to be displayed on the EDU 1 when the main transmission torque
message is displayed on the EDU 1. is equal to or greater than 202% (two-engine operation) or equal to or
greater than 143% (one-engine operation).

CHIP BURNER (IF INSTALLED)

(A109S/AW109SP) TRANSMISSION OVER-TORQUE CAUTION
The "CHIP BURNER" switch is located on the overhead con-sole and is
CIRCUIT
activated by the crew to burn away metal particles in the lubricating oil of the
main transmission. The transmission over-torque circuit causes the “XMSN OVTRQ” caution
message to be displayed on the EDU1 when the SUM of the two engines
torques is equal to or greater than 215% (two-engine operation) or equal to
CAUTION or greater than 162% (one-engine operation).
COMPLY TO THE FOLLOWING LIMITATIONS WHEN OPERATING
THE CHIP BURNER SWITCH OIL PRESSURE WARNING CIRCUIT
The oil pressure warning circuit consists of the low pressure switch installed
(A109E): THE SWITCH MUST NOT BE ACTIVATED AGAIN WITHIN 30
on a support plate on the main transmission upper case RH side. The
MIN FROM THE FIRST AC-TIVATION THE SWITCH MUST NOT BE
support plate is connected to a flexi-ble hose that is connected to the
ACTIVATED MORE THAN TWICE WITHIN A 50-HOUR PERIOD. MAKE AN
coupling gearbox. The sensor monitors the oil pressure of the main
ENTRY IN THE HELICOPTER LOG-BOOK FOR EACH MESSAGE
transmission. If the oil pressure falls below the minimum, the sensor
ACTIVATION.
generates a warning signal. The warning signal is displayed on the EDU 1,
and also an audio warning alarm will be activated.

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OIL TEMPERATURE WARNING CIRCUIT extended and IAS < Vy; 100% in the other cases) or 102 Reference Speed
(102%).
The oil temperature warning circuit consists of a temperature switch installed
on the external oil filter. The sensor monitors the oil temperature of the main
transmission.
If the oil temperature goes over 115°C (AW109E), or 120°C (A109S/
AW109SP), the sensor generates a warning signal. The warning signal is
displayed on the EDU 1, and also an audio warning alarm will be activated.

(A109E) ROTOR SPEED WARNING CIRCUIT

The rotor speed warning circuit consists of a RPM sensor in-stalled on the
right hand side of the main transmission case.
The sensor transmits the speed of the main rotor to the DAU and to the two
ECU.
If the speed of the main rotor is higher than 105,5% in Power On, or more
than 110,5% in Power Off the circuit is activated.
If the main rotor speed is lower than 95,5% in Power On, or less than 89,5%
on Power Off the circuit is activated. When the circuit is activated, the
MASTER WARNING light on the cockpit display comes on, an audio warning
alarm and an Aural signal will be activated.

(A109S/AW109SP) ROTOR SPEED WARNING CIRCUIT

If the speed of the main rotor is higher than 105,5% in Power On, or more
than 110,5% in Power Off the circuit is ac-tivated.
If the main rotor speed is lower than 95,5% in Power On, or less than 94,5%
in Power Off the circuit is activated. When the circuit is activated, the
MASTER WARNING light on the cockpit display comes on, an audio warning
alarm and an Aural signal will be activated.

ROTOR SPEED CONTROL

The NR speed can be changed by activating the “% RPM” switch installed
on the pilot collective lever box switches. The switch can be set on 100
Reference Speed (100%) or 102 Reference Speed (102%) (A109E/A109S).
In the AW109SP the switch (installed on the cyclic box switches) can be set
on 100 Reference Speed (100%) or AUTO (102% if Landing Gear is

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ICN-3C-A-634000-G-A0126-00511-A-01-1

MAIN TRANSMISSION OIL PRESSURE MONITORING SENSORS

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ICN-3C-A-634000-G-A0126-00510-A-03-1

MAIN TRANSMISSION OIL TEMPERATURE MONITORING SENSORS

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ICN-3C-A-634000-G-A0126-00509-A-01-1

MAIN TRANSMISSION CHIP DETECTORS

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ICN-3C-A-634000-G-A0126-00508-A-01-1

NR SENSOR

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ICN-3C-A-634000-G-A0126-00507-A-01-1

MAIN ROTOR SYSTEM MONITORING

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ICN-3C-A-634000-G-A0126-00506-A-01-1

MAIN TRANSMISSION OIL LUBRICATING SYSTEM INDICATING

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ICN-3C-A-634000-G-A0126-00505-A-01-1

MAIN TRANSMISSION INDICATING SYSTEM MONITORING

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 TRAINING PUBLICATION PMC-3C-A0126-AF001-00

ICN-3C-A-630000-G-A0126-00726-A-01-1
A109E CHIP BURNER SYSTEM

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ICN-3C-A-630000-G-A0126-00727-A-01-1
AW109SP ROTORBRAKE SYSTEM

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ICN-3C-A-630000-G-A0126-00725-A-01-1
A109S/AW109SP MAIN TRANSMISSION INDICATING SYSTEM

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