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MAIN POWER TRANSMISSION SYSTEM

4.1 - MAIN POWER TRANSMISSION SYSTEM

4.1.1. MAIN POWER TRANSMISSION SYSTEM INSTALLATION
4.1.2. MAIN POWER TRANSMISSION SYSTEM FUNCTIONS
4.1.3. FREEWHEEL FUNCTIONS IN TRANSMISSION LINKAGE
4.1.4. MGB COMPONENTS

4.2 - MGB ATTACHMENT AND SUSPENSION

4.3 - ENGINE-TO-MGB COUPLING SHAFTS

4.4 - MGB LUBRICATION SYSTEM

4.4.1. MGB LUBRICATION SYSTEM FUNCTIONING
4.4.2. MGB LUBRICATION SYSTEM COMPONENTS
4.4.3. MGB LUBRICATION SYSTEM CONTROL AND MONITORING

4.5 - MGB OIL COOLING UNIT

4.6 - ROTOR BRAKE

4.6.1. ROLE AND OPERATION PRINCIPLES
4.6.2. ROTOR BRAKE SYSTEM COMPONENTS AND MONITORING
4.6.3. THE ROTOR BRAKE HYDRAULIC SYSTEM, FUNCTIONAL ASPECTS

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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.1
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4.1 - MAIN POWER TRANSMISSION SYSTEM

From the engines, the main power transmission system drives the main rotor and the tail rotor drive shaft.

4.1.1. MAIN POWER TRANSMISSION SYSTEM INSTALLATION

MGB lubricating oil

cooling unit
MAIN ROTOR

to the tail rotor

FWD
Tail rotor drive shaft.

Coupling shafts

MGB
ENGINE 2

ENGINE 1
Flexible mounting plate

3 MGB attachment

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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.3
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4.1.2. MAIN POWER TRANSMISSION SYSTEM FUNCTIONS

( 1 ) Transmission Linkage

265 rpm
The MGB transmits the power from the engines to the
rotors while reducing the rotation speed.

to the rear
transmission components
820 rpm
RH
accessories

4919 rpm
D
FW LH
accessories
2405 rpm

ENGINE 2

23000 rpm 8011 rpm

ENGINE 1

Oil pumps

( 2 ) The LH and RH transmission linkages

Hydraulic Pump
4602 rpm Alternator
11683 rpm Oil Cooling Fan
8472 rpm

Hydraulic Pump
4602 rpm

Alternator
11683 rpm

Note that the accessories have «shear» shafts : i.e. they

have a fragile area which breaks off should the acces-
sory jam.

Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
4.4 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
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4.1.3. FREEWHEEL FUNCTIONS IN TRANSMISSION LINKAGE

• When both engines are operating, freewheels are en- • In autorotation both freewheels are disengaged : the
gaged : the rotors and accessories are driven. tail rotor and accessories are driven by the main rotor.

• When one engine is shut down, the corresponding free-

wheel is disengaged. The rotors and accessories are
driven by the second engine.

Freewheel
ENG. 2

RH
accessories

Rear
transmission

LH
accessories
ENG.1
Freewheel

FREEWHEEL OPERATION

The freewheels enable the movement to be transmitted

only in the engine-to-rotor direction.

• Freewheel Engaged : rollers are caught between the • Freewheel Disengaged (autorotation or one engine
input shaft, which is driven by the engine, and the output failed) : the output shaft which is driven by the rotor (or
shaft : the output shaft is driven. by the second engine), frees the rollers, the freewheel
acts as a bearing : the engine is not driven.

Rollers
to rotors

Output Freewheel
shaft Disengaged

ENGINE Cage Spring

SHAFT
The freewheel cage is brought back
under the action of return spring
which holds the rollers in contact with
Input shaft the output shaft guaranteeing the
smooth engagement of the freewheel
when the engine is started.

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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.5
 THM

4.1.4. MGB COMPONENTS

2 3

Power Pinion Monitoring Points

The MGB is fitted with inspection plugs

which enable the power pinion teeth to be
examined using an endoscope
This examination is particularly useful to
remove any doubts as to the origin of metal
chips found in the oil and to direct the
4
maintenance operations.

Visual inspection of the front reduction gears

7 Visual inspection of the summing gear
5 Visual inspection of the oil pump drive gears
Visual inspection of the main bevel pair
6

1 - Epicyclic reduction gear 6 - Oil reservoir 12 - Rotor brake disk

fixed ring 7 - Forward servocontrol mount 13 - RH alternator power takeoff
2 - Upper cover 8 - Power takeoff (RH engine) 14 - Tail rotor drive shaft coupling flange
3 - LH servocontrol mount 9 - RH servocontrol mount 15 - LH alternator power takeoff
4 - Main casing 10 - Torquemeter sensor (RH transmission linkage) 16 - LH hydraulic pump power takeoff
5 - Power takeoff (LH engine) 11 - RH hydraulic pump power takeoff 17 - Fan drive coupling flange

Epicyclic reduction
gear module

17

MBG interchangeable Modules 16

The MGB is of modular design. This means

that certain subassemblies may be re-
placed (without adjustments) without hav- 9
ing to return the gearbox assembly to the
works, thus reducing maintenance costs
and the grounding time. 10
Thus, the epicyclic reduction gear and ac-
cessory drive housing modules may be Main
replaced. module
11
15
RH
LH
14 accessory module
accessory module
13 12

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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
4.6 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
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4.2 - MGB ATTACHMENT AND SUSPENSION

The MGB which supports the rotor mast casing in which

the rotor shaft is housed, periodically receives from this
casing alternate vertical and horizontal stresses. A rigid
MGB attachment on the transmission deck would trans-
mit these vibrations to the entire structure. To prevent O
this, a flexible suspension, in which the majority of the
vibrations is absorbed, is fitted between the MGB and
the structure. This type of system is said to filter the
Suspension
vibrations.

The MGB - main rotor assembly is attached to the struc-

ture at two levels :
FWD a - at the rotor mast by three rigid bars which transmit to
the structure :
- in flight, the rotor lift
- on the ground, the weight of the rotor and MGB
b - at the MGB by a flexible mounting plate, which, lo-
cated between the bottom of the gearbox and the struc-
ture, picks up the main rotor reaction torque and the
longitudinal and transverse loads while damping the vi-
brations.

1 - Suspension bars (3)

2 - Fitting, RH.
3 - Fitting, LH.
4 - Flexible mounting plate 4
5
5 - Fitting, FWD

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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.7
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4.3 - ENGINE-TO-MGB COUPLING SHAFTS

1
The power is transmitted by a steel shaft (1) which is
coupled to the engine free turbine shaft and to the MGB ENGINE 2
power takeoff. The drive shaft rotates in a coupling tube
(2) which belongs to the engine and constitutes the aft
engine attachment to the MGB. This tube is in two sec-
tions connected by a gimbal ring which gives 2° freedom 2
between the engine and the MGB. MGB
COUPLING TUBE ENGINE 1
B
MG

Drive Shaft Particularities :

Gimbal ring • Flexible diaphragms (2) constitute areas which can be

E
GIN distorted and which take the slight misalignments be-
EN tween the engine and the MGB.

• The shaft attachment flange, engine end (1) is fixed.

2
However, the MGB end flange (4) slides on a splined
sleeve (5), which enables installation of the shaft without
stress and forward disengagement of the engine, (engine
removal).
4
3
• Should a diaphragm fail, the shaft remains centered on
the engine end by a flanged retaining ring (3) and MGB
end by a sliding flange (4).

Gimbal
Engine coupling tube Drive shaft ring MGB coupling tube
1 2 3 4 2 5

Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
4.8 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
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4.4 - MGB LUBRICATION SYSTEM

4.4.1. MGB LUBRICATION SYSTEM FUNCTIONING

The MGB gears and bearings are LUBRICATED and

COOLED by pressurized oil. After lubrication the oil is
very hot and must be cooled in an external system via a
heat exchanger. The external cooling system constitutes
the vulnerable section as regards leaks (length of lines,
number of unions). For this reason the lubricating system
is doubled :

• a main system, supplied by the main pump, which

passes through the heat exchanger
E
• an emergency system, supplied by an emergency X
C
pump, which does not use the cooling system. H
A
N
The emergency system operates automatically. Hence 22 G
E
in the event of either a main pump mechanical failure or liters R
main system leakage witch lead to a pressure drop, the
emergency system takes over.

Note that in second case the oil is no longer cooled down. 8 liters

Emergency
oil pump Main pump

( 1 ) The lubrication pumps

The internal gear pump has excellent meshing conditions Each pump consists of three GEROTOR stages with
due to their tooth profile. For this reason the noise level angular offsetting one to the other to prevent pressure
is very low. fluctuations.

• From A to B, the volume between the driving pinion

and the driven pinion increases : in this sector the pump
draws in.

• From B to A, the volume decreases : in this sector the

pump discharges.

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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.9
 THM

4.4.1. MGB LUBRICATION SYSTEM FUNCTIONING (Cont'd)

( 2 ) Lubrication System Components.

MGB. P. 2.5
4.1
7 M. P. S/B. P.
4
1 MGB/P
BAR
1 0 P<3.7 bar
6 7

3
P<0.4 bar 5 9 8
10
25µ
2
11
21 P<2.6 bar
10 12
CHIP 20 P<1 bar

22
13

14
19 18 16 15
23 3.3 bar 17 10 bar

10 28
5 17
°CX10
0 MGB
27
25
CHIP
DETECTOR N 26
S T>125°C
24 MGB. T.
29

1 - Oil pressure drop red warning light 15 - Pressure relief valve set to 10 bar
on 10WW panel (the MGB is no longer lubricated) 16 - Main oil pump
2 - Pressure switch (P<0.4 bar) 17 - Oil level sight
3 - Oil pressure transmitter 18 - Stand-by oil pump
4 - Oil pressure indicator (0 to 7 bar) 19 - Pressure relief valve set to 3.3 bar
5 - Lubrication ramp 20 - Intermodule magnetic plug
6 - Amber warning light "main low pressure" 21 - Oil deflector (prevents pollution due to particles)
on lubrication panel (P<3.7 bar) 22 - Amber warning light (on lubrication panel):
7 - Amber warning light "Stand-by low pressure" metallic chips
on lubrication panel 23 - Chips destruction switch
(2 thresholds : P< 2.6 bar or P< 1 bar) 24 - Detection and chip destruction unit
8 - Pressure switch (P<3.7 bar) 25 - Magnetic chip detector, self-sealing, also used as
9 - Oil filter (filtration 25 µ) a drain plug ,enables oil sampling for spectral
10 - Check valve (set to 0.1 bar) analysis (SOAP)
11 - Filter bypass, , P 8 bar (opens in the event of 26 - Excessive oil temperature detection probe
clogging) 27 - Oil temperature probe
12 - Dual thresholds pressure switch 28 - Oil temperature indicator
(P< 2.2 bar or P< 1 bar) 29 - Amber warning light excessive oil temperature
13 - "Oil-to-air" heat exchanger (on XMSN monitoring panel)
14 - MGB driven Fan

Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
4.10 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
4.4.1 MGB LUBRICATION SYSTEM FUNCTIONING (Cont'd)
( 3 ) Lubrication System Operation (see opposite page)
• Normal Operation : The main pump (16) discharges oil
through the heat exchanger (13). The cooled oil is dis-
tributed by ramp (5) to the different points to be lubri-
cated. On starting the rapid rise in temperature is ob-
tained via pressure valve (15) which opens (viscous oil :
over pressure) and limits the flow rate in the system.
• Emergency Operation : In the event of a main pump
pressure drop, the valve (10) of the main circuit closes,
and the valve of the emergency circuit (10) opens.
The stand-by pump (18) outputs directly into the lubrica-
tion system without passing neither through heat ex-
changer (13) nor filter (9).
The MGB is lubricated by hot oil. The "M. P" indicator
light (6) is lit for P< 3.7 bar due to pressure switch (8) :
the "cooling" function is lost.
• Filter (9) Starts to Clog : The flow rate is reduced at the
filter inlet, the pressure increases until by pass (11) which
is set to 8 bar, opens. The pressure can be read on the
oil pressure indicator (4).
• Magnetic Chips in the Oil : in order to reduce risks of
deterioration of the vertical shaft due to particles con-
tamination, the dropping return oil from the epicyclic
stages is deviated by means of a deflector (21) provided
with a magnetic trap to capture possible metallic parti-
cles. Closed to it is installed the inter-module magnetic
chip detector to be checked periodically.
( 4 ) Lubrication System monitoring
P>2.6 b
P>1 b
P>3.7 b
Stand-by pressure
Main pressure
A dual threshold pressure switch (12) illuminates the
"S/B.P." light in two cases:
- in normal operation when the stand-by pump (18) pres-
sure drops below 2.6 b
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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
• A chip detector (25) is fitted at the bottom sump of the
MGB. This detector lights the amber light "CHIP" (22) as
soon as a particle is retained. Then, pilot should bring
the chip destruction switch (23) to PULSE position in order
to create an electrical pulse between the two electrodes
of the detector. According to the origin of the failure,
there are two cases :
- if it is due to metallic dust, they are destroyed by the
pulse and so the light goes out,
- if there is a metal flake, the pulse is too poor to destroy
it and so the light remains on.
The pilot should always refer to the Flight Manual for the
appropriate procedure.
The system is checked by moving the switch (23) to the
"TEST" position, causing the warning light "CHIP" (22)
to illuminate.
• Abnormally High Oil Temperature. If the oil tempera-
ture reaches 125°C, the bimetal contact (26) lights the
"MGB.T" indicator light (29).
• Loss of Lubrication : IF THE PRESSURE IN THE LU-
BRICATION RAMP (5) DROPS BELOW 0.4 BAR, THE
"MGB.P" RED WARNING LIGHT COMES ON (1) : THE
MGB IS NO LONGER LUBRICATED
S/B P.
T
ESS
SEC
M. P.
T
- after a main pump (16) pressure drop (<3.7) when stand
by pump (18) pressure drops below 1bar.
In these conditions the MGB can operate for 2 hours at
minimum power rating.
4.11
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4.4.2. MGB LUBRICATION SYSTEM COMPONENTS

2 3 4
7

Oil
1 from cooler

From
emergency 8
pump

To MGB

4
5 12 11 10

1 - Stand-by system pressure switch 7 - Intermodule chip detector

2 - Filter element 8 - MGB filling port
3 - Main system check valve 9 - Oil sight glass
4 - Main system pressure switch 10 - Chip detector
5 - Bypass set at 8 bar 11 - Temperature switch
6 - Emergency system check valve 12 - Temperature transmitter

4.4.3. MGB LUBRICATION SYSTEM CONTROL AND MONITORING

XMSN MGB.P
CRANK 2 NR
OFFSET
XMSN
20 4 5
6 10

15
2 0
bar °Cx10
X10 bar
HYD 2 MGB MGB
0 -5

P T
RH.P M.P MGB.T U IGB.T E
S S
LVL S/B. P CHIP TGB.T
H T

Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
4.12 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM

4.5 - MGB OIL COOLING UNIT

From the MGB, a drive shaft (1) drives the fan (3) which The fan casing (3) is covered with glass cloth wich pro-
supplies the air flow required to cool the oil. The air dis- tects the surrounding in the event of fan blade rupture.
charged by the fan is directed by duct (4) towards the
heat exchanger (5). On the heat exchanger outlet side
5 6
an outlet duct (6) discharges the air outside.
Performance : the oil cooling unit maintains the oil tem-
perature below the maximum authorized value.

The drive shaft (1) is coupled, on MGB end and fan end, 4
by two flexible couplings (7) which enable slight
misalignments between the MGB flange and the fan
flange. Fan sliding flange (2) enables assembly with to
axial stress on flexible couplings. 3

FWD 5

6
1 - Protective screen
7
2 - Rotor fan
3 - Fan shaft bearing
4 - Fan casing
5 - Dipstick
6 - Drain plug
7 - Magnetic plug

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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.13
 THM

4.6 - ROTOR BRAKE

4.6.1. ROLE AND OPERATION PRINCIPLES
The rotor brake is controlled hydraulically by the LH. power generating system.

Two Types of Braking

• the dynamic braking : used to stop the rotor • the static braking : used to immobilize the rotor
rapidly after shutting down the engines. For dy- during parking and for starting in high winds. For
namic braking the hydraulic pressure is 21 bar. static braking the hydraulic pressure is 105 bar.

Note on "High Wind" Starting :

In high winds, blade flapping caused by the wind gusts is dangerous. The rotor must start to spin rapidly in
order to avoid the effects of the wind. For this, the rotor brake must be applied before the first engine is started
so that the free turbine is blocked. When the engine gas generator reaches a sufficient rpm the rotor brake is
released and the rotor rapidly reaches a speed at which there is no danger from the wind. Caution ! The rotor
brake must not be kept applied above the speed specified in the Flight Manual.

Three levers are available to the pilot to control the rotor brake (see figure below) :

• a rotor brake safety lever (1) which controls a safety
valve (5). Lever forwards (FLIGHT position) the valve is
closed and braking is inhibited.
• a braking lever (2) which acts on the progressive pres-
sure reducing valve (4) which regulates the braking pres-
sure : Flight position : no pressure, dynamic braking
position : 21 bar, static braking position : 105 bar.
• a static braking authorizing lever (3). In its low position
this lever limits the travel of braking lever (2) to 21 bar
notch. In its high position, it releases the braking lever
which can reach the 105 bar position.
System Safety : the pilot must operate two levers (1-2) in
order to brake, hence no untimely braking is possible in
flight. Moreover, for static braking, the pilot must actuate
a third lever (3), hence there is no danger of stopping the
rotor by static braking.
Specification Data :
• Maximum rotor speed for dynamic braking : . 120 rpm
• Braking time : .................................... 6 to 11 seconds
• Time between consecutive braking operations :
- between 1st and 2nd operations : ................... 5 min.
- between 2nd and 3rd operations : ................. 15 min.

Flight position RB. ARM

Light "ON"
105 bar
1 the safety valve is open.
21 bar

RB armed 4 5
RB. ON
2 Light "ON" the rotor
0 bar brake is pressurized.
21 bar
0 bar
105 bar

21 bar
105 bar

105 bar
The hydraulic pressure pushes the pistons
3 which squeeze the braking disk between the
friction linings. The resulting friction is rap-
idly dissipated in the form of heat, the rotor
21 bar kinetic energy (approx. : 570 kJ)

Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
4.14 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM

4.6.2. ROTOR BRAKE SYSTEM COMPONENTS AND MONITORING

Safety valve
control lever

RB. ARM RB.ON

Braking control lever

FWD

1
Static braking
inhibiting lever
1 - Pressure switch related to "RB.ON" light
2 - Safety valve control
3 - Pressure reducing valve control
4 - Microswitch related to "RB.ARM" light
2

3
4
Automatic clearance compensation tube
after lining wear (tube flares under Rotor brake hydraulic unit.
penetration of guide pin (2)) Includes the safety valve
and progressive pressure reducing valve

2 3 4 5 1 6
1

1 - Rotor brake disk (carbon composite)

2 - Mobile lining guide pin
3 - Return spring
4 - Piston submitted to hydraulic pressure which
supports the mobile linings (3 linings).
5 - Mobile friction linings
6 - Fixed friction linings

Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.15

4.6.3. THE ROTOR BRAKE HYDRAULIC SYSTEM, FUNCTIONAL ASPECTS (see next page)
( 1 ) Rotor Brake System Power Supply
The system is supplied from the LH power generating
systems which are described below. In this case it is
enough to know that the pressure is supplied, with the
rotor spinning, by a mechanical pump (P1) and when the
rotor is stationary (aircraft parked) by an accumulator
which can be re-pressurized.
( 2 ) System in Rest Configuration
Safety valve (15) control lever (1) in position A (FLIGHT),
the valve is closed opening the rotor brake to the reser-
voir return line. Braking lever (2) is in FLIGHT position (0
bar), pressure reducing valve (17) is closed (pressure :
0). None of the indicator lights is lit.
( 3 ) Dynamic Braking
Lever (1) is moved from A to B, opening the safety valve :
the RB.ARM. (11) indicator light comes on. Then braking
lever (2) is placed in the dynamic braking notch. The
pressure reducing valve spring (17) is compressed (cali-
bration : 21 bar) and the ball valve opens : pressure builds
up in the rotor brake : BRAKING. The RB. ON (12) indi-
cator light comes on.
( 4 ) Static Braking and "High Wind" Starting
The static braking inhibiting lever (4) is normally in its
low position (21 bar) : in this position lock (8) limits the
movement of braking lever (2) to the dynamic braking
notch. In order to reach the static braking notch, the con-
ROTOR BRAKE HYDRAULIC UNIT
in dynamic braking configuration (21 bar)
Static braking
1
FLIGHT
0 bar
21 bar
Dynamic braking
105 bar
105 bar
Static braking
21 bar
0 bar
From LH system
Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
4.16 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
trol must be freed by moving lever (4) upwards (105 bar).
The pressure reducing valve spring setting then reaches
105 bar.
( 5 ) Automatic Resetting of the Static Braking
Inhibiting Control (Detail A of Figure)
In static braking position, the bellcrank lever (6) is pulled
upwards by spring R (the assembly constitutes a but-
tress which holds the bellcrank in «unlocked» position).
When braking lever (2) is moved forwards (releasing
brake) stop (9) brings down yoke (6) of the bellcrank which
turns. When the lever (6) moves beyond the low point of
its travel (buttress neutral point) the spring is released
bringing the lever back to the 21 bar position.
( 6 ) Starting Inhibited with Rotor Brake Control in
Dynamic Braking Position (see figure below)
An electronic safety system de-energizes the electronic
starting units as long as the rotor brake is applied under a
21 bar pressure. This prevents damage, which could be
quite considerable, if attempts were made to start the
engines with the rotor brake lever in its mid-position.
This safety system allows the starting procedures from
the engine digital control units in some conditions :
- Zero pressure, i.e. brake lever in "FLIGHT" position and
the "RB.ON" light off.
- Lever in "Static Braking" position by overriding micros-
witch (1) which is installed on the control quadrant (when
starting in high winds).
STARTING
UNIT
STARTING
UNIT
RB. ARM
B
P>2.5 bar RB. ON
A
THM

4.6.3. THE ROTOR BRAKE HYDRAULIC SYSTEM, FUNCTIONAL ASPECTS (Cont'd)

DETAIL A

105 bar
1

3
FLIGHT R
21 bar 9
A
4
B 105 bar
2
105 bar
FLIGHT authorization
7
105 bar
0 bar
4
6
7
21 bar
21 bar 8
105 bar
5
21 bar
LH HYDRAULIC POWER
0 bar
GENERATING SYSTEMS 8

9
9

6
6 litres 11
10
2 litres RB. ARM

105 P>2,5 bar

P P1 B
21
A
0
RB.ON 12
13

230 14
bar

18 17 16 15

1 - Rotor brake safety lever 10 - Rotor brake safety indication microswitch

(A : Safety valve closed - B : valve open) 11 - Light which indicates that the safety valve is open
2 - Braking lever (3 positions : 0 bar, 21 bar, 105 bar) 12 - Light which indicates that the rotor brake system is
3 - Cable flexible control pressurized
4 - Static braking inhibiting lever (21 bar or 105 bar) 13 - Rotor brake pressure switch
5 - Rod 14 - Rotor brake
6 - 21 bar lock control lever 15 - Safety valve
7 - Slide 16 - Hydraulic unit (contains items : 10-13-15-16-17-18)
8 - Lock limiting braking pressure at 21 bar 17 - Progressive pressure reducing valve
9 - Stop 18 - Pressure relief valve

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transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 4.17