PMC-39-A0126-AF001-00

CHAPTER

MAIN ROTOR DRIVES

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 10 - ENGINE/GEARBOX COUPLINGS

DESCRIPTION
Engine Drive Shaft And Gimbal Assembly
The drive shaft/gimbal assembly provides the drive and connection between
the engine and MGB.
The drive is provided by a steel drive shaft that connects a spline joint with the
engine power turbine output shaft. Dual O-ring seals provide a sealing function
at the spline joint.
A bolted flange joint to the pinion gear of the engine input module connects the
other end of the drive shaft to the gearbox.
The drive shaft is provided with a flexible coupling to compensate misalignment
due to engine installation or engine torque variation.
The support mounting function for the engine is provided by a steel torque tube,
which is connected to the engine casing at one end by a flange and through a
steel crosshead to the gearbox input module at the other.
An extension from the input module casing is shaped to give two mounting lugs
at 180° apart.
The torque tube is similarly shaped to provide a second pair of mounting lugs.
When assembled through the crosshead the torque tube lugs are positioned
between the input module lugs to give a lug spacing of 90°.
The steel crosshead is positioned at the plane of the mounting lugs and
connected to each of the four mounting lugs with a bolt and barrel nut.
Each connection to the crosshead includes a special bush that is of steel and
rubber to provide some flexibility in the connection.
The gimbal installation makes an universal joint which compensates for any
misalignment due to installation or MGB/engine relative movements.

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NUMBER 1 DRIVE SHAFT INSTALLATION

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MAIN ROTOR DRIVE: CROSSHEAD ENGINE N.1

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MAIN ROTOR DRIVE: CROSSHEAD ENGINE N.2

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MAINTENANCE INFORMATION
General
• The driveshaft is separated from the matching flange of the MGB input
module using three bolts as extractors.
• Barrel nuts on the crosshead must be replaced after crosshead removal.
• Gimbal/torque tube bushings are replaced using a tool

LEADING PARTICULARS
• Drive shaft speed.................................... 21000 RPM (100% Nf/Nr)
• Gimbal weight (including shaft)................................ 8.5 kg (18.7 lb)

SAFETY PRECAUTIONS
The materials that follow are dangerous. Make sure that you know all the safety
precautions and first aid instructions for these materials:
• Solvent
• Sealant
• Grease
Be careful when you use the compressed air. Dust and particles can cause
injury to your eyes. Always use applicable protective goggles.

SPECIAL TOOLS/TEST EQUIPMENT

• Extractors bolts (part of MGB gimbal replacement tool kit).
• Gimbal/torque tube bushings replacement tool.

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MAIN ROTOR DRIVE: ENGINE/GEARBOX COUPLINGS

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MAIN ROTOR DRIVE

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CROSSHEAD AND DRIVE SHAFT-REMOVAL / INSTALLATION

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TORQUE TUBE – REMOVAL/INSTALLATION

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SPECIAL TOOLS EQUPIMENT

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SECTION 20 - GEARBOXES

DESCRIPTION The tail rotor drive take-off pinion is directly driven by the collector gear and
also includes a simple bevel gear that drives the oil cooler fan.
The Main Gearbox (MGB) is a three stage reduction gearbox. The housing of the tail rotor drive take-off pinion also provides the support for
Two identical interchangeable engine input cases are installed on the MGB. the rotor brake actuator. The brake calliper is attached to a flange that is bolted
They receive the power from the engine drive shafts and perform the first speed to the MGB casing.
reduction through a spiral bevel gear set. The drive flange for the tail rotor drive shaft also permits the attachment of the
The gears also change the rotational axis toward the MGB body. rotor brake disc.
The input modules incorporate a centrifugal activated sprag type freewheeling On the housing of the tail rotor drive take-off is also installed an azimuth sensor
unit, which allows for MGB disengagement in case of engine failure or shut which works in conjunction with the accelerometers located on the gearbox to
down. provide the usage of the rotating parts.
For maintainability reasons the freewheel units are easily accessible for The collector gear also drives the PUMP 4, the two lubrication system pumps
inspection or replacement on the helicopter, without necessitating any major and, if fitted, the ECS compressor.
disassembly of adjacent systems/components. The input pinions on the engine input cases provide the drive to the other two
The input modules provide attachment to the engine gimbal assembly, react PUMP 1 and PUMP 2 and to the two alternators, if fitted.
their static and dynamic loads and also sustain the inertial loads generated by Three brackets that are bolted to the main case provide the lower mounting
the engines. points for the three main rotor actuators.
A low pressure switch is located at each engine input case.
The input pinion bearing of the engine input case is temperature monitored
through a bearing temperature sensor (thermocouple).
The output pinions from the engine input cases drive a collector gear and this
combination gives the second reduction stage, and changes the direction to a
vertical output.
The collector gear output shaft meshes with five planetary gears that provide
the third stage reduction and drive the output mast on which the main rotor hub
will be mounted.
Through the three stages the input speed of the engine shafts, at 21000 rpm,
is reduced to a rotor drive of 296 rpm.
An NR sensor is installed on the front of the main housing.
The MGB also provides an output drive to the tail rotor, and a number of
accessories.

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MAIN GEARBOX (SHEET 1 OF 2)

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MAIN GEARBOX (SHEET 2 OF 2)

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MAIN GEARBOX SCHEMATIC

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DRIVES

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MAIN GEARBOX SCHEMATIC

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PRIMARY COMPONENTS • The output pinions of the input modules and the collector gear (second
stage of reduction, this set of gears change the direction of the movement
The main gearbox group includes the primary components that follow:
to a vertical output)
• The main gearbox
• The output shaft of the collector gear and the five planetary gears of the
• The oil cooler upper module (third stage of reduction, this drives the main rotor mast).
• The oil cooler fan The input speed of the engine shafts (21000 rpm) is decreased, through the
three reduction stages, to the rotor drive of 296 rpm.
The drive quill installed in the main gearbox are:
MAIN GEARBOX • The front pump drive quill (number 3 pump)
The main gearbox includes a mechanical assembly and a lubrication system. • The left pump drive quill (number 1 pump)
• The right pump drive quill (number 2 pump)
MECHANICAL ASSEMBLY • The ECS compressor drive quill

The main gearbox is a set of cases which are the housings of the gears of the • The fan drive quill
reduction / transmission stages, the accessories and the other components of • The tail rotor drive quill.
the main gearbox. It is a three stages reduction gearbox.
Three brackets are installed on the main case, they are the supports of the
The main gearbox drives the main rotor mast, the tail rotor drive (and the rotor
three main rotor servo actuators.
brake), and the accessory both on the ground and in flight.
Four fitting on the upper module and an anti-torque beam are provided to attack
The cases are aluminium alloy castings with a thin wall and ribs that increase
the main gearbox to the fuselage.
their strength. They are:
The main gearbox includes some electrical sensors that monitor the condition
• The two (engine) input shaft modules cases (left input shaft module and of the main gearbox.
right input shaft module) These sensors are:
• The main case • The oil pressure switches (2 off)
• The upper module case • The oil pressure sensor
• The bottom cover • The oil temperature sensor
The primary internal assemblies of the main gearbox are: The oil temperature switch
•
• The input pinions and the gears of the left and right input modules (first The low oil level sensor
stage of reduction) •

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MAIN GEARBOX MECHANICAL ASSEMBLY (SHEET 1 OF 2)

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The bearing temperature sensors (thermocouples, 2 off) The freewheel unit is of the "sprag" type and the centrifugal force operates it.
• The chips detectors (3 off) It is installed between the gear and the input shaft. The freewheel has two ball
bearings that hold it and let it turn. The freewheel is lubricated through an oil
• The oil filter clogged sensor jet part of the cover.
• The rotor speed sensor
UPPER MODULE
LEFT AND RIGHT SHAFT MODULES The upper module of the main gearbox holds the planetary gears and the main
There are two input shaft modules installed on the main gearbox: the left input rotor mast. This module is installed on the main case of the gearbox.
shaft module and the right input shaft module. The primary components of the upper module are:
The two input shaft modules are interchangeable, because they have the same • The case
shape, configuration and components. • The mast-planetary assembly
The left and the right input shaft modules are installed on the related side of
the main gearbox. • The planetary gear assembly
The primary components of each module are: The case is a light alloy casting and is machined. In the walls of the case there
• The housing and the cover are the oil ducts for the lubrication of the components.
The collector gear (in the main case) engages the five planetary gears (third
• The gimbal
stage of reduction) that drive the main rotor mast.
• The input flange A ball bearing an a roller bearing hold the mast and let it turn.
The input pinion, the gear and their ball and roller bearings Four fittings are installed on the upper module, they are the attachments of the
• four rods of the main gearbox.
• The freewheel unit and its input and output ball bearings.
The housing is a light alloy casting and contains the components that turn (first
reduction stage).
The gimbal has the function to hold the crosshead and the torque tube and is
attached to the housing with eight washers and nuts.
The input flange receives the torque from the engine drive shaft and transmits
it to the input pinion. The input flange has internal splines and is installed on
the splined end of the input pinion. A duplex ball bearing and a roller bearing
hold the input pinion (28 teeth) and let it turn. The input pinion engages the
gear (85 teeth). A ball and a roller bearings hold the gear.
Three oil jets are installed in each input shaft module. They lubricates the
pinion, the gear and the related bearings.

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MAIN GEARBOX MECHANICAL ASSEMBLY (SHEET 2 OF 2)

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These sensors / components are installed in the upper module: flange to the pump case. The retaining ring, the locknut and the lock washer
• The chip detector hold in position the drive quill in the main gearbox.

• The oil cooler adapter

• The oil temperature switch ECS COMPRESSOR DRIVE QUILL
• The oil temperature sensor The ECS compressor drive quill is installed in the front of the main case of the
gearbox.
• The oil pressure transducer
The primary components of the ECS compressor drive quill are:
• The oil filter of the lubricating system • The case
• Four oil jets • The pinion (27 teeth)
• The oil filler cap • The flanged bearing
• The locknut, the lock washer and the retaining ring.
PUMP DRIVE QUILLS The collector gear (97 teeth) of the main gearbox drives the pinion (27 teeth)
of the drive quill. The pinion has internal splines at the other end. The external
Three pump drive quills are installed in the main gearbox. One is installed in spines of the compressor drive shaft engage the internal splines of the spiral
the left side of the main case, the second is installed in the right side, in bevel gear.
symmetrical position. The third drive quill is installed in the front of the main The flanged bearing, with two rows of balls, and a flange, with three attaching
gearbox. These pump drive quills have almost the same shape, components holes, hold the pinion. Three nuts and three washers attach the flange to the
and configuration. case.
The primary components of the drive quill are: The retaining ring, the locknut and the lock washer hold in position the drive
• The case quill in the main gearbox.
• The pinion (41 teeth)
• The flanged bearing
• The retaining ring, the locknut and the lock washer
• The seal cover
• The lip seal
The pinion has an internal splines that engage the external splines of the pump
drive shaft. The flanged bearing, with two rows of balls, and a flange, with three
attaching holes, hold the pinion. Three nuts and three washers attach the

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MAIN GEARBOX ELECTRICAL SENSORS

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FAN DRIVE QUILL The pinion engages the collector gear (97 teeth) (second reduction stage) and
drives the tail rotor shaft. A gear (53 teeth), installed on the pinion, drives the
The fan drive quill is installed in the rear of the of the main gearbox, just before fan drive quill.
and in the upper position of the tail-rotor drive quill. The flanged bearing, housed in the rotor-brake case, and the roller bearing,
The primary components of the fan drive quill are: housed in the main case, hold the pinion.
• The pinion (15 teeth) The flange, internal splined, engages the external spline of the pinion. The
• The flanged bearing flange is the connection point of the rotor brake disc.
The internal spline of the pinion engages the sliding adaptor that drives the tail
• The locknut, the lock washer and the retaining ring. rotor shaft.
A gear (53 teeth), installed on the tail rotor drive quill, engages the pinion (15 The retaining rings, the locknuts and the lock washers hold in position the
teeth) and turns the fan drive quill. pinion and the gear.
The flanged bearing, with two rows of balls, and a flange, with three attaching
holes, hold the pinion. Three nuts and three washers attach the flange to the
main gearbox. LUBRICATING SYSTEM
The retaining ring, the locknut and the lock washer hold in position the fan drive The lubricating system of the main gearbox is a self-contained system, with
quill in the main gearbox. the internal oil ducts in the walls of the cases. The lubricating circuit stars at
the sump and has pumps, filter and oil cooler. The end points of the circuit are
the oil jets, that supply oil under pressure to the components.
TAIL-ROTOR DRIVE QUILL
The circuit has two pumps (positive displacement) installed in the rear of the
The tail-rotor drive quill is installed in the rear of the main gearbox. The primary main case, check valves and two chip detectors. The chip detectors are in the
components of the tail-rotor drive quill are: sump and are installed in the first part of the suction ducts of the pumps.
• The rotor-brake case Another chip detector (the mast chip detector) is installed in the upper module,
in the oil collector of the main rotor. They pull (and monitor) the unwanted
• The pinion (29 teeth)
ferrous material contained in the oil.
• The gear (53 teeth)
• The flange
• The roller bearing
• The flanged bearing
• The seal case
• The lip seal
• The locknuts, the lock washers and the retaining rings.

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MAIN GEARBOX LUBRICATING SYSTEM (SHEET 1 OF 2)

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A low oil level switch is installed in the bottom case of the main gearbox. There Each lubrication pump is of the positive displacement type, with multiple
is also a sight glass on the front side of the bottom case; it shows two marks: elements to optimize the tip speed of the rotors. This is to decrease the risk of
MAX and MIN. The sump holds approximately 18 liters of oil. cavitation even in the most critical flight condition.
Each pump supplies the oil to the circuit through a pressure relief valve A spiral bevel gear (18 teeth) is installed on the drive shaft of the pump, and a
(adjusted to 700 KPa). This valve, if the flow of oil is too much, sends the key keeps it in position. A locknut, a lock washer and a retaining ring attach
unwanted oil back to the sump. the spiral bevel gear to the drive shaft. This spiral bevel gear (18 teeth) engages
After the pressure relief valves the oil flows through the check valves. Then the collector gear (97 teeth) (second reduction stage) and drives the lubrication
the oil from the two pumps is mixed and passes through the oil filter and the pump. Three nuts and their washers attach the pump to the main case of the
oil cooler. gearbox.
The lubricating circuit supplies the oil to the components that must be
lubricated through the oil jets.
There are 29 oil jets in the main gearbox group: OIL COOLER FAN
• 17 oil jets in the main case The oil cooler has a thermostatic bypass / relief valve for the oil. This valve
• four oil jets in the top case prevents the flow of the oil through the oil cooler when:
• The temperature of the oil is less than 80 °C.
• three oil jets in the left input shaft module and three in the right input shaft
module • The difference in the pressure at the oil input and oil output is higher than
one oil jet in the cover of the left input shaft module, one oil jet the cover 190 KPa (a restriction is present in the heat exchanger).
•
of the right input module. The mechanically driven fan decreases the temperature of the oil in the ducts
of the oil cooler.

OIL FILTER
The oil filter is installed on the upper module and the oil cooler on the main
case of the main gearbox.
The oil filter has a by-pass valve and a differential pressure switch. The filter
element will be by-passed if the oil pressure through the filter decreases more
than 170 ±28 KPa (filter clogged)

LUBRICATION PUMP
Two lubrication pumps are installed on the rear of the main gearbox, in
symmetrical position.

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MAIN GEARBOX LUBRICATING SYSTEM (SHEET 2 OF 2)

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MAIN GEARBOX LUBRICATION SCHEMATIC DIAGRAM

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MAINTENANCE INFORMATION • The lubrication pump is disassembled using a tool to remove the
lockwasher and a reaction tool and wrench to remove the ring nut
• The Main Gearbox removal/installation is carried out with the helicopter securing the gear on the shaft.
levelled on jacks such that the mast is vertical.
• The lubrication pump is assembled by tightening the ring nut to a set
• Before MGB removal, the PCM1 and PCM2 must be drained and the fan value, fully loosen it, tighten to a set value again.
duct removed.
• During lubrication pump removal/installation, don’t touch the components
• The MGB is removed using a sling installed on the top of the mast. made of metal with the bare hands. Put appropriate cotton gloves on
• During installation the bolts attaching the Main Gearbox through the anti- before touching the components. Contamination from bare hands will
torque beam are temporarily installed at the beginning of the procedure. cause corrosion of the metals.
Bolts are definitively tightened after the installation of the rods. • Installation of the lubrication pump is carried out by heating the mating
• During installation, bolts securing the rods are tightened after all the four area on the MGB, lubricating with oil mating surfaces and engaging the
rods are attached to their supports. bevel gear of the lubrication pump to the collector crown correctly.
• After MGB installation, the PCM1 and PCM2 must be refilled with fluid. • Put grease in the hole of the screws during installation.

• A ground run with a check for leaks from pumps and servoactuator • A ground run with a check for leaks must be carried out after lubrication
connections must be carried out after MGB installation. pump installation.
• When removing the oil cooler, the oil must drained in a container. Care • The relief valve is installed by tightening the valve to a set value, fully
must be taken to avoid damage to the paint removing any oil in contact loosen it, tighten to a set value again.
with painted surfaces immediately.
• A ground run with a check for leaks must be carried out after oil cooler
installation.
• Be careful not to damage the fan drive quill shaft during removal/
installation.
• A ground run with a check for leaks must be carried out after fan
installation.
• When removing the fan bracket, the position of the support brackets must
be recorded.
• When removing the lubrication pump, the oil must drained in a container.
Care must be taken to avoid damage to the paint removing any oil in
contact with painted surfaces immediately.
• The lubrication pump is removed using a set of jackscrews. Record its
position before removal.

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LUBRICATION PUMP AND RELIEF VALVE-REMOVAL/INSTALLATION

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LUBRICATION PUMP ASSEMBLY/DISASSEMBLY

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OIL FILTER REPLACEMENT

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A ground run with a check for leaks must be carried out after relief valve • The freewheel is installed by hand on the shaft. Be careful to install the
installation. freewheel with the arrow mark pointing towards the outer bearing (down
• Record the position of the oil filter head before removal. during installation).
• When replacing the oil filter, the oil must be drained in a container. • The freewheel assembly is installed in the crown gear using an alignment
and a pusher tool.
• A ground run with a check for leaks must be carried out after oil filter
replacement. • The engine input case cover installation is carried out by heating the
mating area of the engine input case. A ground run with a check for leaks
• Removal of the servoactuator supports is carried out by heating the must be carried out after freewheel assembly installation.
mating area of the MGB and using two jackscrews.
• The input pinion ring nut is removed/installed using a wrench and reaction
• Installation of the servoactuator supports is carried out by heating the tool. Installation is carried out by tightening the ring nut to a set value,
mating area of the MGB and using two alignment pins. fully loosen it, tighten to a set value again.
• Put grease inside the hole of the screw during installation. During installation make sure that the reference hole in the ring nut is
aligned with the reference hole in the input pinion.
• The position of the four brackets on the left support and the three brackets
on the right support must be recorded.
• Record the position of the low pressure switch brackets on the engine
input case cover before freewheel assembly removal.
• During freewheel removal/installation, don’t touch the components made
of metal with the bare hands. Put an applicable cotton gloves before
touching the components. Contamination from bare hands will cause
corrosion of the metals.
• The cover of the engine input case is removed using two jackscrews.
• The freewheel assembly is removed from the crown gear using an
extractor and reaction tool.
• The freewheel can be removed by hand, from the shaft using a base,
extractor, reaction tool and a press to remove the inner bearing from the
shaft.
• The freewheel shaft can be replaced using a base, extractor, reaction
tool and a press to remove the outer bearing from the shaft.
• The inner and outer freewheel bearings are installed on the input shaft
using a pusher and a press. Be careful to install the bearings with the part
number mark pointing down.

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SERVOACTUATOR SUPPORT – REMOVAL/INSTALLATION

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FREEWHEEL OPERATION

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FREEWHEEL AND SHAFT – REMOVAL (SHEET 1 OF 3)

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FREEWHEEL AND SHAFT – REMOVAL (SHEET 2 OF 3)

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ICN-39-A-632000-G-A0126-00816-A-01-1

FREEWHEEL AND SHAFT – REMOVAL (SHEET 3 OF 3)

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ICN-39-A-632000-G-A0126-00817-A-01-1

FREEWHEEL AND SHAFT - INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-632000-G-A0126-00818-A-01-1

FREEWHEEL AND SHAFT - INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-632000-G-A0126-00819-A-01-1

FREEWHEEL AND SHAFT - INSTALLATION (SHEET 3 OF 3)

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The input pinion flange is removed/installed using an extractor and an

installation tool.
• The gimbal is removed using an extractor tool.
• The gimbal input seal is removed from the gimbal using an extractor tool
and a press.
• The gimbal input seal is installed on the gimbal using a pusher tool and
a press. Care must be taken to avoid to dirty the seal with grease.
• A ground run with a check for leaks must be carried out after gimbal input
seal replacement.

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ICN-39-A-632000-G-A0126-00820-A-01-1

GIMBAL INPUT SEAL – REMOVAL/INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-632000-G-A0126-00821-A-01-1

GIMBAL INPUT SEAL – REMOVAL/INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-632000-G-A0126-00822-A-01-1

GIMBAL INPUT SEAL – REMOVAL/INSTALLATION (SHEET 3 OF 3)

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LEADING PARTICULARS • Particles to be burned................. smaller than 0.05 (0.002 inches)

mm diameter
• Oil filter.......................................................... 10 micron, disposable
• Engine input speed at 100% Nr...................................... 21000 rpm
• Oil filter impeding by-pass switch........................ 1.25 bar (18.1 psi)
• Engine input speed at 102% Nr.............................................. 21420
• Thermal lock-out......................... below 30°C no indication above
46°C indication • Mast output speed (100% NR)............................................ 296 rpm
• Oil filter by-pass valve......................................... 1.70 bar (24.6 psi) • Mast output speed (102% NR)............................................ 302 rpm
• Pressure relief valve............................................... 7 bar (101.5 psi) • PUMP 1/2.......................................................................... 9111 rpm
• Oil cooler by-pass valve...................................... 1.90 bar (27.5 psi) • PUMP 4............................................................................. 7731 rpm
• Oil cooler thermostatic valve.................................................... 80°C • Alternator speed.............................................................. 12050 rpm
• Oil temperature switch: • Oil pump speed................................................................. 7302 rpm
- increasing..................................................................... 109°C • ECS compressor speed.................................................... 4868 rpm
- decreasing...................................................................... 97°C • Cooling fan speed........................................................... 16014 rpm
• Oil low pressure switch:
• Tail drive output speed...................................................... 4532 rpm
- decreasing...................................................... 3.1 bar (45 psi)
• MGB max cont power AEO............................ 2000 SHP (1492 KW)
- increasing.................................................... 3.4 bar (49.3 psi)
• MGB take-off power (5 min)........................... 2200 SHP (1641 KW)
• Bearing temperature switch:
- increasing..................................................................... 140°C • MGB take-off power (5 MIN / CAT A/NR =
102%)............................................................ 2244 SHP (1674 KW)
- decreasing.................................................................... 135°C
• MGB max cont power OEI............................. 1400 SHP (1044 KW)
• MGB weight (dry)..................................................... 408 Kg (900 lb)
• MGB contingency OEI (2.5 min).................... 1600 SHP (1194 KW)
• Oil content......................................................... 19 l (20.1 US quart)
• Pressure sensor electrical supply.......................................... MAU 1
• Oil type.................................. MIL-PRF-23699 (i.e. EXXON turbo oil
2380) • Temperature sensor electrical supply................................... MAU 1
• Mast inclination................................................................ 5° forward • Low level sensor electrical supply............... MAIN BUS N.1 28VDC
• Tail drive take-off inclination................................................ 2° down

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• Chip detector sump 1/2 mast ESS BUS N.1 28VDC (through • MGC lubrication pump ring nut reaction tool and wrench (part of MGB
Electrical supply........................... Power Unit Chip Detector box) lubrication pump disassemble tool)
• Freewheel assembly and spacer removal extractor and reaction tool kit
(2)
SAFETY PRECAUTIONS Freewheel (inner and outer bearings) removal base, extractor and
•
The materials that follow are dangerous. Make sure that you know all the safety reaction tool kit (2)
precautions and first aid instructions for these materials: • Inner and outer freewheel bearings installation pushers (2)
• Solvent • Freewheel assembly installation alignment tool pusher kit (2)
• Oil • Freewheel assembly installation, installation pusher tool (2)
• Sealing compound • Input pinion ring nut removal/installation wrench and reaction tool (3)
• Grease • Input pinion flange removal extractor tool (3)
Make sure that the pressure in the rotor brake line is zero before main gearbox
removal. • Input pinion flange installation, installation tool (3)
Be careful when you use the compressed air. Dust and particles can cause • Gimbal removal extractor tool (3)
injury to your eyes. Always use applicable protective goggles.
• Gimbal input seal removal extractor tool (4)
Be careful when you use heat. Hot parts can cause injury to the persons.
Always use applicable protective clothing. • Gimbal input seal installation pusher tool (4)

NOTE A
SPECIAL TOOLS
a. Part of jackscrews kit.
• MGB sling b. Part of MGB freewheel replacement tool kit.
• MGB trolley c. Part of MGB gimbal replacement tool kit.
• MGB servoactuator support jackscrews (1) d. Part of MGB drive seals replacement tool kit.
• MGB servoactuator support alignment pins (part of MGB upper fitting
replacement tool kit)
• MGB lubrication pump/engine input case cover jackscrews (1)
• MGB lubrication pump lockwasher removal tool (part of MGB lubrication
pump disassembled tool)

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ICN-39-A-632000-G-A0126-00829-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 1 OF 10)

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ICN-39-A-632000-G-A0126-00830-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 2 OF 10)

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ICN-39-A-632000-G-A0126-00831-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 3 OF 10)

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ICN-39-A-632000-G-A0126-00832-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 4 OF 10)

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ICN-39-A-632000-G-A0126-00833-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 5 OF 10)

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ICN-39-A-632000-G-A0126-00834-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 6 OF 10)

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ICN-39-A-632000-G-A0126-00835-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 7 OF 10)

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ICN-39-A-632000-G-A0126-00836-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 8 OF 10)

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ICN-39-A-632000-G-A0126-00837-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 9 OF 10)

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ICN-39-A-632000-G-A0126-00838-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT (SHEET 10 OF 10)

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 PMC-39-A0126-AF001-00

SECTION 30 - MOUNTS AND ATTACHMENTS

DESCRIPTION
The mounts and attachments support and restrain the MGB.
These are an anti-torque beam that connects to the bottom of the MGB and
four rods that connect between the MGB upper casing and central fuselage.
The anti-torque beam principally absorb the torque load and the support rods
principally absorb the lift loads.
The torque beam is a flat plate with extensions on each side.
The plate fits on to studs that extend from the bottom of the MGB.
The extensions on each side of the plate allow the connection to the central
fuselage by four bolts which engage barrel nuts inside a lug in a support bolted
to the upper deck (inside main cabin).
Four fittings, bolted to the upper case, provide the upper attachment for the
forward and aft rods. Each fitting is attached to the MGB casing by four bolts.
Each fitting is angled downwards, and provides an extension lug for the
connection of the rod.
The rod connection to the gearbox fitting is made by one bolt.
Four supports, bolted to the upper deck, provide the lower attachment for the
forward and aft rods.
The forward supports are attached with three bolts while the aft supports with
four bolts.
The rod connection to the support is made by one bolt.
The MGB attachments are interfaced with the Main Gearbox and the central
fuselage.

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ICN-39-A-633000-G-A0126-00839-A-01-1

MAIN GEARBOX ATTACHMENT

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ICN-39-A-633000-G-A0126-00840-A-01-1

MAIN ROTOR DRIVE

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MAINTENANCE INFORMATION Be careful when you use heat. Hot parts can cause injury to the persons.
Always use protective clothing.
Record the position of the bracket on the aft left and forward right fittings before
removal.
The fitting is removed from the Main Gearbox using a grease adapter tool, SPECIAL TOOL/TEST EQUIPMENT
installed in the threaded hole of the fitting, and a grease gun. The grease gun
is operated until the fitting pillar slowly comes out from its seat on the Main • Fitting removal grease adapter tool
Gearbox. • Fitting installation alignment pins.
The fitting is installed using two alignment pins located in opposite positions in
the threaded holes used for the installation bolts.
Installation of the fitting is carried out by heating the mating area of the MGB
and keeping the fitting in the refrigerator for a specific period of time.
Rods are removed/installed from the fittings on the MGB and the supports on
the upper deck with the helicopter lifted in light tension.
Put grease inside the hole of the screw during installation.

LEADING PARTICULARS
• Attachments weight..................................................... 15 Kg (33 lb)

SAFETY PRECAUTIONS
The materials that follow are dangerous. Make sure that you know all the safety
precautions and first aid instructions for these materials:
• Grease
• Oil
• Solvent
• Sealing compound
Be careful when you use the refrigerator. Cold parts can cause injury to the
persons. Always use protective clothing.

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ICN-39-A-633000-G-A0126-00841-A-01-1

MGB ATTACHMENT REMOVAL/INSTALLATION (SHEET 1 OF 3)

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ICN-39-A-633000-G-A0126-00842-A-01-1

MGB ATTACHMENT REMOVAL/INSTALLATION (SHEET 2 OF 3)

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ICN-39-A-633000-G-A0126-00843-A-01-1

MGB ATTACHMENT REMOVAL/INSTALLATION (SHEET 3 OF 3)

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ICN-39-A-633000-G-A0126-00844-A-01-1

SPECIAL TOOLS/TEST EQUIPMENT

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 PMC-39-A0126-AF001-00

SECTION 40 - INDICATING

DESCRIPTION a normal condition and reports this to the MAU over the ARINC 429
interface.
The main gearbox (MGB) assembly is driven by two engines and drives the
• to burn the small particles. The burning pulse shall be delivered in
main rotor shaft at about 296 RPM and the tail rotor.
sequence to the sensors having the chip.
At each MGB input, a spring type freewheeling unit is installed allowing
override of each engine in case of engine shutdown or failure, so that the rotor • to self test the internal circuitry and chip sensors automatically.
is continuously driven by the remaining engine. • to test the chip sensors manually through an external switch on the box.
The MGB is monitored by the following sensors: The test consists of a continuity test resistor of 30 k that is provided
• 3 chip detectors with a Chip Detector Power Unit inside each sensor across pins A and B as close as possible to the
(DEBRIS WARNINGS SYSTEM) detector gap.
•
This resistor allows the testing and trouble shooting to check the
• 1 oil level sensor continuity of the cabling, connector and wire receptacle of each individual
• 1 oil pressure transducer sensor without need of accessing it.

• 1 oil temperature transducer

• 1 oil filter switch
• 1 oil temperature switch
• 2 oil pressure switches
• 2 thermocouple sensors (Bearing)
• 1 magnetic speed sensor (NR).
The DWS installed on the AW139 is formed by the 5 chip detectors, the power
unit chip detector box, a data bus ARINC 429 to MAUs and a control panel for
the chip burner.
The purpose of the power unit chip detector box is:
• to sense the detected ferrous debris introduced into the lubricating oil of
the transmission system by wear or failure of gears, bearings and other
oil wetted parts.
• to monitor the status of the five channels to determine if a short condition
(CHIP) is being detected, if there is an open condition (FAULT) or if it is

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MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 1 OF 5)

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ICN-39-A-634000-G-A0126-00846-A-01-1

MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 2 OF 5)

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ICN-39-A-634000-G-A0126-00883-A-01-1

MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 3 OF 5)

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ICN-39-A-634000-G-A0126-00884-A-01-1

MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 4 OF 5)

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MAIN GEARBOX INDICATING COMPONENT LOCATION (SHEET 5 OF 5)

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OPERATION The two oil pressure switches are installed to sense the low pressure of the
MGB and when one of the oil sensor pressure switch pressure switch senses
On the MGB three chip detectors are fitted: two in the sump and one close to the minimum value, the MAUs generate the caution alarm on the MFD.
the mast bearing. When the pressure value reaches the minimum value and the two oil pressure
When a particle is detected by any of the sensors, the relevant caution alarm switches sense this minimum value, the warning alarm will be represented on
is generated. the MFD.
For small particles a burning attempt can be performed by the crew through There are two thermocouple sensors installed on each MGB drive bearing 1
the manual use of a push-button fitted on the miscellaneous control panel. and 2.
If the signal is extinguished (burning successful), the relevant information of The sensing probes are metal sheathed type K thermocouples and are held
small particle captured together with the date and time, sensor name, number nearly in contact with the measured part by means of a helical spring.
of burning attempts are stored in the NVM. When the operating temperature range increases to a predetermined value the
The debris warning system can be tested before flight by the operator through MAUs generate the caution alarm on the MFD.
a switch located on the Power Unit Chip Detector box. The NR speed sensor is a triple coil magnetic speed sensor and provides 3
The oil level sensor is an optical sensor type which provides an electrical signal
independent frequency outputs directly related to the speed of the rotor gear
when the oil level in the reservoir and sump is below a predetermined minimum
to the MAUs and EECs.
level.
The NR value is represented on the triple tachometer on the MFD and the
The MAUs generate the caution alarm on the display.
During the pre-flight check, the flight crew uses the test panel to perform the PFDs.
MGB oil level test.
The oil pressure transducer is a strain-gauge type that provides an analog input
to the MAU NO.1.
When the pressure drops below a predetermined value, the warning / caution
alarm will be represented on the MFD.
The oil temperature transducer is a thermo-resistance type that provides an
analog input to the MAU N.1.
When the temperature rises above a predetermined value, the warning alarm
will be represented on the MFD.
An oil filter with a differential pressure sensor, microswitch type, senses the
differential pressure between the filter input and output and the MAUs generate
this caution alarm that is represented on the MFD.
The oil temperature switch senses the temperature of the MGB oil circuit and
when it reaches a predetermined value, the MAU NO.2 will generate a warning
alarm on the MFD.

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ICN-39-A-634000-G-A0126-00886-A-01-1

MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC (SHEET 1 OF 2)

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ICN-39-A-634000-G-A0126-00887-A-01-1

MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC (SHEET 2 OF 2)

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CONTROLS AND INDICATORS

The main gearbox (MGB) controls are located on the Miscellaneous Panel and
on the Test Control Panel both installed in the cockpit console.
The MFD (Main and Cruise Page) displays the MGB OIL TEMP/PRESS
parameters.
The MFD also provides the malfunction condition in the CAS message window
#1.
The Miscellaneous Panel provides the following function:
1 CHIP BURNER: ........................ when pressed a burning attempt
for the MGB CHIP MAST or MGB
CHIP SUMP is performed.
The Test Control Panel provides the following function:

2 MGB OIL LEVEL

• Push button test switch: ..... when pressed the caution MGB
OIL LOW in inverse video is
displayed in the CAS window.

NOTE A
This test is operative with the A/C on ground and NR < 2%.

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ICN-39-A-634000-G-A0126-00888-A-01-1

MAIN GEARBOX PANEL

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CAPTIONS 5 MGB CHIP SUMP: .................. when inside the MGB oil lubricating
system a chip is detected in the
The warning provided in the CAS is as follows:
SUMP.
1 MGB OIL PRESS: .................... when the MGB oil pressure in the
lubricating system is below 3.1 bar; 6 CHIP MAST FAIL: .................... when the channel relative to the
resets above 3.4 bar. CHIP MAST detector system is
sensed faulty.
2 MGB OIL TEMP: .................... when the MGB oil temperature in the
lubricating system is above 109°C; 7 CHIP SUMP FAIL: .................... when the channel relative to the
resets below 97°C. CHIP SUMP detector system is
sensed faulty.
NOTE B 8 MGB OIL FILTER: .................... when the differential pressure
When one of this warning is detected, besides the MWL between filter input and output
activation, the AWG shall provide the following: exceeds 1.25 bar.
- No tone + WARNING – WARNING (aural message) 9 MGB OIL LOW: ....................... when the MGB oil level is at
This sequence is transmitted once only. This message has minimum or during the MGB OIL
priority number 5. LEVEL TEST.
10 1(2) BRG TEMP: ................... when the MGB-Engine 1(2) input
stage bearing temperature is above
The caution provided in the CAS message window is as follows: 140°C; resets below 135°C.
11 AVIONIC FAULT: ................. when the loss of communications to a
3 1(2) MGB OIL PRESS: .............. when the oil pressure in the MGB
– Engine 1(2) input stage is below single MAU is detected for the CHIP
DETECTOR POWER UNIT. The
3.1 bar; resets above 3.4 bar.
maintenance message in the CMC is
NOTE C A429/RS 422 BUS.
With the A/C both on ground and flight the warning MGB OIL NOTE D
PRESS will suppress the caution 1-2 MGB OIL PRESS.
In case of double malfunction, caution message 1-2 BRG
TEMP will replace the 1 BRG TEMP and 2 BRG TEMP.
4 MGB CHIP MAST: .................. when inside the MGB oil lubricating
system a chip is detected on the
MAST bearing 12 XMNS OVTQ
• AEO: ................................. when in AEO condition, the
TQ1> 110% or TQ2 > 110%.

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• OEI: ................................... when in OEI condition, the TQ1>

160% or TQ2 > 160%.

NOTE E
This condition is set after 1 sec from the detection; is reset after
300 msec from when the malfunction is removed.

13 CHIP DET UNIT: .................... when the Chip Detector Power Unit
does not respond to the power up
built in test or continuous built in test
or responds to the manual test when
the push-button switch on the CDPU
unit is pressed.
14 CHIP DET TEST: .................... Chip Detector Power Unit responds
on manual test.
Caution will be displayed when test
switch on CDPU is pressed and all
is normal

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ICN-39-A-634000-G-A0126-03356-A-01-1

MAIN GEARBOX INDICATING (SHEET 1 OF 4)

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ICN-39-A-634000-G-A0126-03357-A-01-1

MAIN GEARBOX INDICATING (SHEET 2 OF 4)

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ICN-39-A-634000-G-A0126-03045-A-01-1

MAIN GEARBOX INDICATING (SHEET 3 OF 4)

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ICN-39-A-634000-G-A0126-03047-A-01-1

MAIN GEARBOX INDICATING (SHEET 4 OF 4)

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FUNCTION RANGE DIGITAL READOUT ANALOG SCALE

COLOR MARKINGS COLOR MARKINGS

MGB OIL PRESS digital readout 0 to 10.0 bar see Note

MGB OIL TEMP digital readout -50 to 150°C see Note

MGB OIL TEMP analog scale 110 to 150°C Red band

110°C Red line

1 to 109°C Green band

-50 to 0°C Amber band

MGB OIL PRESS analog scale 6.1 to 10.0 bar Red band

6.1 bar Red line

3.1 to 6.0 bar Green band

2.3 to 3.0 bar Amber band

2.2 bar Red line

0 to 2.2 bar Red band

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NOTE F
In normal condition the background is black and the numerals green;
the digital readout features an inverse video technique when an
exceedance occurs.
When the parameter is in amber or red band, the digital display
background turns amber or red respectively and the numerals are
black or white respectively.

LEADING PARTICULARS
• Chip detector Power Unit............................... 28 VDC (ESS BUS 1)

End of data module 39-A-63-40-00-00A-046A-T

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SECTION 50 - ROTOR BRAKE

DESCRIPTION A RBAA (Rotor Brake Actuation Assembly) is installed to move the calliper
"OFF" the rotating disc.
A Rotor Brake System is provided to keep the rotor from turning when the The RBA consists of one calliper assembly and one calliper support
helicopter is parked and to assist in stopping the rotors upon engines The caliper assembly includes the following parts: the support, the linkage to
shutdown. mate the RBAA, two wear ablative brake pads, four pistons, four pistons stops,
The system is composed by: hydraulic connections and bleed valves to remove air from the hydraulics
• RBA Rotor Brake Assembly. cavities of the RBA caliper, a four position switch to detect the brake pads
• RBD Rotor Brake Disk. correct reset status, one line electrical connector for the position switches.
The calliper support incorporates the housing for all the components and a
• RBCL Rotor Brake Control Lever. clevis for the caliper installation on the axis. The caliper support has two
• RBAA Rotor Brake Actuation Assembly. functions: to transfer the braking torque to the MGB structure and to allow the
Up / Down movement of the calliper.
• RBPI Rotor Brake Pressure Indicator.
The calliper is articulated on the hinge pin of the fix support (MGB flange
• RBCM Rotor Brake Control Module. support ).
RBRA Rotor Brake Reservoir Assembly. A caliper clevis is fitted with two conical splines on the caliper axis.
•
• RBCB Rotor Brake (Relays) Control Box.
BRAKE PADS
Two brake pads sintered bronze/iron compound deposit in the steel plate are
RBA ROTOR BRAKE ASSEMBLY furnished. A visual indicator of the brake pad wear can be seen on the lateral
The RBA Assembly, installed on the Main Gearbox, converts the hydraulic side of the pad.
pressure to a braking force. The RBA keep the rotors from turning when the
helicopter is parked and to assist in stopping the rotors upon engine shutdown.
It is also used during parking to prevent the wind- milling action of the rotors in
windy conditions.
The RBA produces a braking action when the lined opposing piston is actuated
hydraulically. This clamping acts on a rotating disc bolted to the tail rotor drive
shaft, take -off flange at the MGB.
Hydraulic pressure to operate the RBA is provided by a RBCM (Rotor Brake
Control Module).

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ROTOR BRAKE SYSTEM COMPONENT LOCATION

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CONTROLS AND INDICATORS 5 CALIPER UP amber led ............ lit when the calliper is up; it flashes
during the transition.
The rotor brake system control is housed on the right side of the overhead
panel. 6 HIGH PRESSURE underline: ....... lit when the pressure is equal or
The rotor brake pressure indicator also on the right side of the overhead panel above 50 bar.
provides the operating pressure and the calliper status. 7 PRESSURE DIGITAL READOUT: displays the operating pressure
The MFD provides the operative and malfunction condition in the CAS ....................................................... (0 ÷100 bar) in green.
message window #1.
8 LOW PRESSURE underline ......... lit when the pressure is equal or
The rotor brake control lever provides the following functions:
less than 20 bar.
1 OFF ...................................................... the rotor brake is released.
9 TEST push button ....................... when pressed, the two leds light.
2 PUMPING LIMIT
• When from OFF position, provides the movement of the RBA
pistons up the disc contact. The pressure generated is 8.3 bar.
• When the pumping movement between PUMPING LIMIT –
BRAKE after the dynamic braking. The pressure generated is
42.7 bar for the PARKING condition.
3 BRAKE
• At the first stroke (~28 bar), the dynamic braking is activated.
• After a pumping action, the parking is activated for about eight
hours.

NOTE A
The minimum parking brake pressure is 26 bar and may be
achieved after eight hours. Below this pressure is possible to
restore the correct one in the circuit, pumping again.

The rotor brake pressure indicator provides the following functions:

4 CALIPER DOWN green led ...... lit when the calliper is down; it
flashes during the transition.

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CONTROLS AND INDICATORS

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PISTON AND PISTON STOP Control lever OFF position switch.

A control lever OFF position switch is provided to monitor the lever rest
Four pistons provide the needed force on the brake pads. position. It is used to manage the RB electrical circuitry.
The piston stop will:
• avoid piston expulsion in case of pressurization without RBD presence
RBAA (ROTOR BRAKE ACTUATION ASSY)
• Allow the positive return of the brake pads when hydraulic pressure is
removed off the system An electromechanical actuator is provided to move the RBA caliper to its
• Guarantee a clearance between the brake pads and the disc when no operative and inoperative position by pushing or pulling the yoke clevis
pressure is applied when both disc and brake pads are new. The position switches, independent from the electrical power circuit of the
RBAA, deliver the following information:
• Actuator extended, caliper in "UP" position.
RBD ROTOR BRAKE DISC
• Actuator retracted, caliper in "DOWN" position.
A metal brake disc is bolted to the tail rotor drive shaft.

RBCL ROTOR BRAKE CONTROL LEVER

A RBCL control lever, installed in the overhead control panel, is provided to
generate the required hydraulic power.
The pilot or copilot will manually actuate this lever.
The RBCL has the following parts:
• "T" lever
Integrated on the Rotor Brake Control Lever the "T" lever, a spring loaded latch
device, automatically engages and locks the lever in the operative position
(OFF, BRAKE).
Removal of the latch shall be performed by means of knobs.
The "T" lever shall be connected to the RBCM via a control rod.
The "T" lever motion logic is as follows:
• BRAKE: FORWARD, system is powered.
• BRAKE OFF: REARWARD, system is released.
• PARKING: For pumping operation a sector from PUMPING LIMIT to
BRAKE is provided.

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ROTOR BRAKE CONTROL LEVER

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RBPI ROTOR BRAKE PRESSURE INDICATOR The second stage pump provides the braking pressure to the RBA
pistons. The pressure generated is 35 bar at BRAKE position. The
A RBPI is provided to control the RB hydraulic pressure and caliper status. The parking accumulator is partially charged. With a pumping movement it is
pressure indicator consists of: possible to fill the parking accumulator. The pressure generated will be
• A digital display for RBCM pressure (range 0 - 100 bar); The RBPI display 42.7 bar at PARKING end of pumping cycles. The second piston pumping
background is green color. is possible by the use of a non-return valve which keeps the accumulator
• An amber "LOW PRESS" indication for pressure < 20 bar alighted only inflated and permits fluid release from the reservoir.
when the caliper is in UP position
• An amber "HIGH PRESS" indication for pressure > 50 bar alighted only Hydraulic Accumulator
when the caliper is in UP position
• A green led to indicate the "CALIPER DOWN" position. A hydraulic accumulator to store fluid for temperature and leakage
compensation is provided.
• An amber led to indicate the "CALIPER ENGAGED" position. The accumulator will be sized to keep the RB circuit pressurized between 26
• A Test Push Button for the indications and LED test. Both the LED’s will to 46.5 bar in order to compensate for the fluid contraction when the helicopter
be flashing during caliper transit from down to up position and vice versa. is shutdown and left in parked and for any valve leakage.
The indication and pressure display is active when the helicopter is on ground The accumulator is a spring loaded piston type.
(WOW status).

RBCM (ROTOR BRAKE CONTROL MODULE)

A RBCM is provided to convert the pilot’s action in hydraulic power.

The RBCM has the following parts:

Dual-Stage Hydraulic Pump

A dual-stage hydraulic pump provide to generate the required pressure and
fluid displacement.
• First stage pump.
The first stage pump to provide the movement of the RBA piston up to
the disc contact. The pressure generated is 5 bar (end of stroke).
• Second stage pump.

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ROTOR BRAKE SYSTEM CONTROLS AND INDICATORS

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Thermal Relief Valve The following setting is required:

A thermal relief valve, will be used to limit the circuit pressure that can be • Cracking pressure: 8.3 bar.
generated by the pump. The following setting is required:
• OPEN at a pressure increase up to 62 bar. Bleeding Ports
• CLOSE at a pressure decrease down to 52 bar. RBCM is of self-bleeding design.
Bleed points, if necessary, are located on the RBCM
Circuit And Interlock Pressure Switch
A pressure switch is provided to detect circuit pressure. It is used:
• to give a caution message; RBRA (ROTOR BRAKE RESERVOIR ASSEMBLY)
• to manage the engine interlock circuit. The RBRA has a capacity of 80 cm3 and is used to store the fluid to
The following settings are required: compensate for fluid thermal expansion, small external leakage and mainly to
• close at 3.0 bar during pressure increase. provide the pressure head to the RBCM and RBA at ground.
3
• open before 1.0 bar during pressure decrease. The minimum level reservoir capacity is 24 cm .
The RBRA has the following parts:
• a fluid tank to store the fluid;
Pressure Transducer a transparent area to check the fluid level;
•
A pressure transducer is provided to monitor the pressure values in the circuit. • a filling port to refill the circuit;
Pressure transducer is a strain gauge type.
• a breather port open to atmosphere to vent the RB circuit;
• an hydraulic port;
Shut-Off Valve
• an filter inside the reservoir is used to prevent external leakage from the
A solenoid shut-off valve is provided to manage the RB circuit. The valve is cap.
OPEN when energized (in flight) and CLOSED when de-energized (on
ground).
RBCB ROTOR BRAKE CONTROL BOX
First Stage Relief Valve The RCBC is provide to manage the RBS for the required operations according
to:
A first stage relief valve is provided to control the hydraulic pressure in the first
pump stage. • the control signals coming from the RBCL;

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• the status of the RBS;

• landing gear WOW signal.

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ICN-39-A-635000-G-A0126-00853-A-01-1

ROTOR BRAKE CONTROL MODULE – REMOVAL/INSTALLATION

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RBA Caliper UP/DOWN position. circuit and in the accumulator up to a maximum parking pressure of
• Engine OFF position. 46.5 bar.
The RBCL and RBCM are connected via a control rod.
• RBS Pressure condition.
The RBA (Rotor Brake Assembly) provides the braking action when the Iined
• RBA pucks reset position. opposing pistons are actuated hydraulically. This produces a clamping action
• RBAA position for the end stroke switchs on the rotating disc bolted to the tail drive shaft take-off flange at the main
gearbox.
The RBCB is installed on the ceiling of the passengers cabin.
A RBAA (Rotor Brake Actuation Assembly) is provided to move and maintain
Using the provided inputs it generates the outputs to drive the external RB
the RBA caliper on its operative “UP” or “DOWN” positions.
components and provides the required signals to the MAU.
A RBPI (Rotor Brake Pressure Indication) is provided to control the RB
hydraulic pressure and caliper status.
OPERATION A RBCB (Rotor Brake Control Box) is provided to electrically control the RB
functions.
The system is manually controlled through a RBCL (Rotor Brake Control Lever) During flight the RB caliper is maintained in the “DOWN” position, far from the
positioned in the cockpit which generates the required hydraulic pressure. RB disc. The RB caliper moves to the “UP” position only when the helicopter
Hydraulic pressure to operate the rotor brake is supplied by a RBCM (Rotor is on the ground with WOW and the engines in OFF condition.
Brake Control Module) installed on the helicopter upper deck. The “UP / DOWN” caliper movement, is managed by a Rotor Brake Relay Box.
The RBCL has the following operational positions: Different helicopter electrical signals are used for the braking action; these
• OFF (RELEASE) signals are provided by:
• PUMPING (Forward detent and backward stop) • RCBL lever position
• BRAKE (fuII stroke stop position). • RBAA UP/DOWN position
The stroke between “PUMPING” and “BRAKE” position has two functions: • Engine Mode Selector
• Normal braking: • Landing Gear WOW (Weight-On-Wheel)
• To provide a pressure of 5 bar to the braking pistons in order to have
contact between pucks and rotor disc.
• To pressurize the system at 26-28 bar for dynamic braking by filling
the accumulator.
• Parking:
• To perform a pumping action by moving the Iever, between the
“PUMPING” and “BRAKING” positions, to increase the pressure in the

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SYSTEM SCHEMATIC AND OPERATION – IN FLIGHT

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SYSTEM SCHEMATIC AND OPERATION – ON GROUND

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ICN-39-A-635000-G-A0126-00856-A-01-1

SYSTEM SCHEMATIC AND OPERATION – PARKING

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SYSTEM SCHEMATIC AND OPERATION – FAILURE

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An electrical shut-off valve installed in the RBCM prevents inadvertent On Ground: After (Both) Engines Shut-Down
pressurization of the RBA when the helicopter is in flight.
On the ground no pressurization is generated in the RB system unless the • The RBCL is in the“OFF” position;
engines are OFF. • No hydraulic pressure is present;
The rotors stop is reached in 11 15 sec approx. (DYNAMIC braking).
• The caliper is raised automatically
An accumulator in the RBCM maintains the PARKING pressure for at least 8
hours, when starting from a pressure of at least 40 bar. lf hydraulic pressure • The SOV is closed (denergized).
decreases while parked, it is possible to restore the needed parking pressure The RBPI changes the status of the indicators display as follows:
by the manual action on the RBCL, without limitation.
• Switch-on of the CALIPER DOWN and CALIPER UP indications in
flashing mode during the transition phase;
OPERATION • Lighting of the indication light CALIPER UP in fixed mode (when the
caliper is in brake position) and switch off of the CALIPER DOWN
Ln Flight indication.
• The RBCL is in “OFF” position; • LOW PRESS indication lit.
• No hydraulic pressure is present;
• The Caliper is in the down position; On Ground: During A Braking Action
• The RBCM circuit shut-off valve remains open (energized). In this The rotor braking is carried out by the pilot pushing the RBCL forward.
condition the RB line is connected to the reservoir / atmosphere. With both engines OFF, as soon as the RBCL is moved from the “OFF” to the
• The indicator CALIPER DOWN is alighted (green light) on the RBPI. “BRAKE” position, the RB is operated as follows:
• The mechanical outlet valve is closed;
On Ground: With One Or Both Engines In Flight Or In Gi Condition
• Pucks are pushed against the rotating disc to generate the braking action;
• The accumulator is partially filled up (incomplete charge)
• The RBCL is in “OFF” position;
The normal pressure generated by a full stroke of the Iever is 26-28 bar (with
• No hydraulic pressure is furnished; new pucks and disk).
The Caliper is in down position; The LOW PRESS indication, on the RBPI, is switched off.
•
The digital display shows the pressure value applied to the brake.
• The SOV is still open (energized). The ROTOR BRAKE ON advisory indication is lit on the CAS.
The indicator CALIPER DOWN remains lit on the RBPI. If the RBCL is moved from the OFF position with one or both engines in flight:
• No hydraulic pressure is applied;

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• The Caliper is in down position; • the accumulator is discharged.

• The SOV is still open (energized). The indicator CALIPER UP remains lit on the RBPI.
The LOW PRESS indication, on the RBPI, is lit.
The indicator CALIPER DOWN remains lit on the RBPI.
The ROTOR BRAKE FAIL caution indication is lit on the CAS.
On Ground: After Engines Start
On Ground: “Parking” Braking • The RBCL is in “OFF” position;
PARKING condition (accumulator fully charged) is performed through a RBCL • No hydraulic pressure is present;
pumping action (backward and forward motion) in the pumping area until:
• The SOV is opened (energized);
• the hydraulic pressure in the circuit is > 40 bar;
• The caliper is lowered automatically.
• the RBCM accumulator is fully charged.
The RBPI changes the status of the indicator displays as follows:
The LOW PRESS indication, on the RBPI, is switched off.
The digital display shows the pressure value applied to the brake. • Switch-on the CALIPER DOWN and CALIPER UP indications in flashing
mode during the transition phase;
The ROTOR BRAKE ON advisory indication is lit on the CAS.
In this condition the RBCM accumulator provides hydraulic power to stop the • Lighting of the indication light CALIPER DOWN in fixed mode (when the
rotors from turning for a minimum of 8 hours. caliper is in down position) and switch off of the CALIPER ENGAGED
When the pressure reduces below 20 bar, the LOW PRESS caption of the indication.
RBPI is lit and the pressure in the circuit can be restored, by additional pumping
action.
If pumping action on the RBCL is beyond 40 bar, the maximum pressure of 62 R/B Operating Limitations
bar can be reached, value at which the system relief valve is opened. The RB is subject to the following operating limitations:
A HIGH PRESS yellow caption is alighted on the RBPI when the pressure • NORMAL BRAKING - during normal braking the rotor brake may be
overcome 50 bar. applied at 40% RPM rotor speed or less.
• PARKING - Starting for press > 40 bar, 8 hours minimum.
On Ground: Braking Release
The braking release is carried out by the pilot by moving the RBCL backwards.
As the RBCL is moved to the “OFF” position the RB is operated as follows:
• the mechanical outlet valve is opened; MAINTENANCE INFORMATION
• pucks are released; • Drain the rotor brake reservoir before reservoir and control module
removal.

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• Make sure that the rotor brake is disengaged before removal of:
• Rotor brake system control
• Rotor brake control module
• Rotor brake disc
• Rotor brake actuator assembly
• Rotor brake control caliper.
• Make sure that the rotor brake is engaged before removal of the rubber
stop.
• Drive shaft N. 1 must be removed before rotor brake disc removal.
• Drain rotor brake system before the replacement of:
• Rotor brake control module
• Rotor brake control caliper
• Hydraulic pipe and hose.
• In case of rotor brake actuator replacement, you must adjust the actuator
rod end.
• In case of rotor brake assembly replacement, the caliper centering shims
must be adjusted.

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ICN-39-A-635000-G-A0126-00858-A-01-1

ROTOR BRAKE

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ICN-39-A-635000-G-A0126-00859-A-01-1

RB DISC/ RB ACTUATOR/ RB RUBBER STOP/RB CALIPER – REMOVAL/INSTALLATION

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ICN-39-A-635000-G-A0126-00860-A-01-1

ROTOR BRAKE CALIPER SHIMMING

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RUBBER SHIM – REMOVAL/INSTALLATION

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CAPTIONS
The caution in the CAS message window is as follows:
1 ROTOR BRK FAIL
• Pads are activated, no pressure applied to brake;
• Not pressurized, but lever is not in OFF;
• 10 sec after shutdown both engines calliper is not UP;
• At least one Eng running for 10 sec, calliper is not in the DOWN
position;
• Rotor brake not engaged and one or more Lining Micro Switches are
active.

The advisory in the CAS message window is as follows:

2 ROTOR BRK ON
• Rotor brake is engaged.

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CAPTIONS

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