AB/AW139 PWC - PT6 67C/D Main Rotors

CHAPTER

62
MAIN ROTORS

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AB/AW139 PWC - PT6 67C/D Main Rotors

SECTION 62-00 - MAIN ROTORS

GENERAL DESCRIPTION
The main-rotor system includes the sub-systems that follow:

• The main rotor blades

• The main rotor head

• The rotating controls and swashplate assembly

Main Rotor and rotating controls are those elements that provide connection of the main rotor blades to the drive mast and the parts
that translate the output movements of the hydraulic servo actuators into pitch change of the rotor blades.

THE MAIN ROTOR IS A FIVE BLADED FULLY ARTICULATED TYPE. IT IS EQUIPPED WITH:

• Tension Link........................................................................... Qty: 5

• Elastomeric Bearing................................................................ Qty: 5
• Pitch Control Lever + Pitch Link.............................................. Qty: 5
• Damper................................................................................... Qty: 5
• Fixed Swashplate................................................................... Qty: 1
• Rotating Swashplate............................................................... Qty: 1
• Scissors.................................................................................. Qty: 2
• Nr sensor................................................................................ Qty: 1

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The blade lead lag damping motion is provided by self contained hydraulic damper units. The flapping motion is limited in upper
side by a flapping limiter support and a flapping limiter pin. On the lower side the flapping motion is limited by a droop stop bracket
and a sliding ring.

MAIN ROTOR SYSTEM (Fig 1)

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DESCRIPTION AND OPERATION OF MAJOR COMPONENTS –

BLADES
Five Main Rotor Blades provide the vertical lift components for altitude changes and the characteristic longitudinal and lateral
control. The rotor blades are formed predominantly from composite materials. Except metallic element such as the erosion shields,
the 2 trim tabs and the lightning conductor strip.

MAIN ROTOR HEAD

The Main Rotor Head assembly connects the hub to the rotor drive mast and provides the connections for the five rotor blades.
The major elements of the assembly are a hub, tension links, elastomeric bearings, hydraulic dampers, pitch lever assembly and a
flap limiting stop mechanisms.

ROTATING CONTROLS
The rotating controls comprise those items that operate to change the pitch of the main rotor blades.
The input can be an equal input to all five blades to make the collective pitch control changes, a variable input to specific blades to
tilt the rotor lift components for the cyclic pitch change requirements, or a combination of the collective and cyclic inputs.
The rotating controls receive an input from the three flight control servo actuators, and translate the input to give the required blade
pitch angle changes.
The rotating control system is composed of the following components:

• The five pitch links (one for each blade) are connected from the pitch control lever to the rotating part of the swashplate
assembly
• The two rotating scissors that transmits hub rotation to the swashplate assembly.
• The swashplate assembly that comprises a non rotating element (fixed swashplate) and a rotating element (rotating
swashplate). The spherical pivot is the part supporting the swashplate assembly, while allowing the tilting and translating
motions imposed by the servo-actuators.
• Four centring plates are fitted to the upper portion of the MGB case. The surfaces are in contact with the internal surfaces of
the spherical pivot allowing it to slide but not to rotate.
• A duplex bearing installed between the fixed and rotating part of the swashplate.

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SECTION 62-10 - ROTOR BLADES

DESCRIPTION
The blades (Fig 2 & 3) are made from composite materials except the metallic erosion shields, the 2 trim tabs (aluminium) and
some other minor parts. The blades are of the sealed type and the main subcomponents are:

• The spar with a “D” shaped cross section made from fibreglass tape straps wrapped by cross ply fibreglass tape to form an
anti-torsion box. The spar straps realizes the attachment holes at the root of the blade. The spar also carries the steel
erosion shield and option for a the heater mat bonded at the leading edge.
• The lower and upper skins are made from multilayered graphite tape covering an internal shape of honeycomb. The skins
are bonded to the spar to form the blade body.
• At the blade body a tip is bonded to complete the blade. The tip is composed of skins made from fibreglass covering an
internal honeycomb. The tip leading edge is covered by a nickel erosion shield.
• At the root of the blade a plastic (Nylatron) plate is installed on each side. The blades have a very long service life and are
statically balanced at the final manufacturing process to achieve an individual interchangeability. The blades are provided
with two tabs used for dynamic balance, as well as the installation bolts which are hollow (Fig 6), to house dynamic balancing
weights. The bolts are externally covered with a solid lubricant film.

Main Rotor Blade (Fig 2)

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MAIN ROTOR BLADE X SECTION (Fig 3)

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MAIN ROTOR BLADE INSTALLATION (Fig 4)

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MAIN ROTOR BLADE-LIGHTINING CONDUCTOR (Fig 5)

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MAINTENANCE INFORMATION
General

• Rotor brake must be set to ON when removing/installing the blade.

• The blade is removed/installed using a sling and installation pins.
• When removing the main rotor blade do not lift above its horizontal plane because a damage can occur.
• Each blade bolt and its related parts must be identified as a set with a permanent marking pen. Each blade bolt location
must also be recorded.
• The blade bolt must be handled with a cheesecloth otherwise the external layer of solid lubricant film can be damaged.
• If the solid film lubricant layer on the blade bolt is damaged on specific areas, the layer must be repaired or replaced.
• The blade must be supported at the points marked (Fig 8), by the correct ground equipment stands (Fig 11)
• A continuity check and a blade track check are required after installation.

LEADING PARTICULARS

• Airfoil.......................................... AR0212 at the root

AR0209 at the intermediate profile
AR0207 at the tip

• Total twist angle....................................................................... 9°30’

• Blade radius............................................................... 6.9 m (22.6 ft)

• Blade weight........................................................ 65.5 Kg (144.4 lb)

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AB/AW139 PWC - PT6 67C/D Main Rotors

MAIN ROTOR BLADE - REMOVAL/INSTALLATION (Fig 6)

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MAIN ROTOR BOLT SECTION (Fig 7)

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SAFETY PRECAUTIONS

• Make sure that the rotor brake is on when you remove/install the main rotor blade. An injury to persons and/or damage to
the equipment can occur if the main rotor head turns.
• Be careful when you remove/install the main rotor blade.
• The main rotor blade is heavy.
• An incorrect movement can cause injury to persons and/or damage to the equipment.
• In this procedure, get a second person to help you to stow the main rotor blade in the transport trolley.
• The solvent and corrosion inhibitor are dangerous materials. Make sure that you know all the safety precautions and first aid
instruction.

SPECIAL TOOL / TEST EQUIPMENT (Figs 8-11)

• Blade lifting sling

• Blade handling sling
• Blade transport trolley
• Blades stand
• Blade bolt installation/removal tool
• Steel hammer tapping inspection
• Aluminium hammer tapping inspection

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MAIN ROTOR BLADE – REMOVAL/INSTALLATION (Fig 8)

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SPECIAL TOOLS/TEST EQUIPMENT (Fig 9)

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SPECIAL TOOLS/TEST EQUIPMENT (Fig 10)

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SPECIAL TOOLS/TEST EQUIPMENT (Fig 11)

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AB/AW139 PWC - PT6 67C/D Main Rotors

SECTION 62-20 - ROTOR HEAD

DESCRIPTION
The main rotor head transmits the drive from the main gearbox to the main rotor blades. It also transmits the aerodynamic loads and
centrifugal forces from the main rotor blades to the main-rotor drive shaft.
It allows the blade pitch angle to be changed (flying control) and the flapping and lead-lag movements of the blades.
The main rotor head is a fully articulated assembly with an elastomeric bearing in each of the five tension links.
The elastomeric bearings are the components that make the blade torsion movements (pitch change) and the flapping and lead-lag
movements possible.

HUB (Fig 12)

The hub is a one-piece, forged, titanium unit, machined to its final form to provide the necessary attachments.
The centre of the hub is splined, to couple with splines on the drive mast from the main gearbox. It should be noted that there is no
master spline.
The outer circumference of the hub is reinforced by wound graphite, and formed to provide the mounting of the five elastomeric
bearings and the attachment of one end of the five hydraulic blade dampers.
The hub is supported on the drive mast by conical rings.
The inner and outer surfaces of the conical ring and hub splines are covered with a solid lubricant film.

TOP CONICAL (SPECIAL) RING (Fig 13)

The top, stainless steel alloy,conical ring is installed between the mast and the top side of the hub.
The internal surface of the top conical ring is cylindrical, its external surface is conical.
The top conical ring is installed around the mast. It engages its housing on the top of the centre hole of the hub.
The top edge of the top conical ring has a flange with four lugs. Each lug has a hole with a thread for the installation of an extractor.
The top conical ring attaches the hub to the top end of the mast.
The force that the twelve bolts apply to the washer holds the top conical ring in the correct position.
The top conical ring reacts to the rotor thrust. It also transmits the shear loads from the blades and the hub to the mast.
The control moments and the blade centrifugal forces cause the shear loads.

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MAIN ROTOR HUB (Fig 12)

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BOTTOM CONICAL (SPECIAL) RING
The bottom, stainless steel alloy, conical ring is installed between the mast and the bottom side of the hub.
The internal surface of the ring is conical, its external surface is cylindrical.
The bottom conical ring is installed around the mast. It engages its housing on the bottom of the centre hole of the hub.
The bottom conical ring holds the hub in position on the bottom of the mast.
It is structurally less critical than the top conical ring, because no rotor thrust is applied on it.

RING NUT AND PRESSURE PLATE

The hub is then retained by a pressure plate(washer) and ring nut combination.
The ring nut screws down (torque is applied by hands only)but does not directly load the upper conical ring.
The load on the top conical ring is applied by twelve bolts that screw through the ring nut and apply a force on the pressure plate
(washer), to load it on to the conical ring.
The bolts are tightened in cross sequential order to ensure an even loading on the top conical ring and ring nut combination.

RETAINING ELEMENT
To prevent rotation of the securing ring nut, a retaining element is part of the assembly.
The blocking ring has keys formed on its inner circumference.
These keys locate in keyways cut into the mast and, thus, prevent the ring from rotating.
The retaining element is assembled on top of the ring nut, and when the pressure bolts are fitted, they pass through the retaining
element, thus, effectively securing the retaining element to the ring nut.

CLOSURE FLANGE
The aluminium alloy closure flange is bolted onto the retaining element of the top conical ring.
The bolts are locked in pairs with wire and a corrosion inhibitor is applied on their heads.
The cylindrical body of the closure flange has a groove for the installation of a packing seal.
The bottom conical ring transmits the shear loads from the blades and the hub to the mast.

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MAIN ROTOR HEAD (Fig 13)

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SCISSORS ATTACHMENT FLANGE
The aluminium alloy scissors attachment flange is bolted to the bottom of the main rotor hub.
The scissors attachment flange has two lateral forks for the attachment of the rotating scissors. Two flanged bushes are installed in
the holes of each of the two lateral forks.
The flapping limiter supports attach the elastomeric bearings to the external surface of the hub. These supports transmit the
centrifugal force and the shear loads that are a result of the stiffness of the elastomeric bearing to the hub.
The external part of each flapping limiter support holds the flapping limiter, and attaches it to the hub.

SLIDING RING
The sliding ring is installed between the hub and the scissors attachment flange. Comprised of an inner ring and outer ring, with two
DU ‘Thrust’ washers on either side of the sliding ring, they are bonded together with adhesive.
The sliding ring is free to float in the groove of the hub and on the droop stop plates attached to the five tension links.

FLAP STOP PINS (Fig 14)

A steel flap stop pin is installed on the inner side of each pitch control levers. The pin is locked to the lever with wire.
An adjustable shim is installed between the pin and the pitch control lever.

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FLAP STOP PIN (Fig 14)

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TENSION LINKS (Fig 15)
The five tension links, one for each blade, are attached to the hub at their inboard ends, where the elastomeric bearings are
installed. The main rotor blades are attached to their outboard ends.
Each tension link assembly has these primary components:

• The composite tension link

• The droop stop support
• The four tension link bushes
• The four bushes.

The composite tension link is a lamination of unidirectional carbon-fibre strips, with external plies of quasi-isotropic glass fibre.
The droop stop support is an aluminium alloy part. A layer of adhesive compound attaches it to the shoulder of the composite
tension link.
The four flanged tension link bushes for the installation of the blade bolts and the pitch control lever are an interference fit.
The pitch control lever and the droop stop bracket are attached to the tension link with two bolts, four washers and two nuts. The
nuts are locked with cotter pins.

FLAPPING LIMITER ASSY (Fig 15)

Supports attach the flapping limiters to the external edge of the hub, and the elastomeric bearings to the internal edge.
Four washers and four bolts attach the support to the elastomeric bearing. The bolts are locked in pairs with wire.
A bead of sealing compound is applied on interfaces between the support and:

• The elastomeric bearing

• The hub
• The bottom side of the elastomeric bearing

Each flapping limiter is an aluminium forging that has a shape of a bracket. The flapping limiters are installed in the tension links
between the hub and the droop stop pin.
The flapping limiter pin, which has a pre-loaded spring, attaches the flapping limiter to its support. This support is installed on the
hub and also holds the elastomeric bearing.
The function of each flapping limiter is to give a limit to the flapping range of the main rotor blades. This prevents the main rotor
blades touching the aircraft structure when the rotor stops or turns at low speed.

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TENSION LINK (Fig 15)

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MAIN ROTOR SECTION (Fig 16)

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FLAP STOP PIN ADJUSTMENT (Fig 17)

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ELASTOMERIC BEARING
Five spherical elastomeric bearings are installed between the tension links and the hub. They provide a resilient connection
between the blades and hub and react the loads, while permitting lead/lag, flap and pitch change movements of the blades.
Each elastomeric bearing has an inner member, an outer member and an elastomeric section at the centre, with a centring pin for
its correct installation on the hub.

The inner member is of aluminium alloy and the outer member is of titanium alloy.

The elastomeric section is a lamination of titanium alloy strips and elastomeric material bonded together.

Fig 18

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ELASTOMERIC BEARING – DETAILED INSPECTION (Fig 19)

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ELASTOMERIC BEARING – TYPICAL DAMAGE (Fig 20)

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ELASTOMERIC BEARINGS – SHIM DEBONDING/DELAMINATION (Fig 21)

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DROOP STOP BRACKETS
The five aluminium alloy droop stop brackets are installed below the tension links, preventing excessive main rotor blade droop
when stopped.
Each droop stop bracket is bolted to the droop stop plate and the support of the related tension link.
The other end of the droop stop bracket is connected to the pitch control lever and the tension link. It is attached with two bolts, four
washers, two nuts and two cotter pins.

LAG DAMPERS (Fig 22)

Five lag dampers are connected to the hub and the pitch control levers.
Each damper includes an aluminium alloy body which contains a steel cylinder and a piston. The piston can move in the cylinder
between the two chambers which are filled with hydraulic fluid.
The piston has a bypass orifice through which hydraulic fluid can flow between the two chambers.
The steel piston rod has a titanium end with a self-lubricating spherical bearing which attaches the damper to the pitch control lever.
The piston rod end and a Teflon washer are attached to the pitch control lever with:

• A countersunk washer
• The lag damper bolt
• A washer
• A nut

The damper also includes a hydraulic fluid reservoir and a visual level indicator, which shows the level of the hydraulic fluid
contained in the reservoir.
The damper body has a fill and bleed plugs and a threaded fitting for the lightning conductor jumper.
Each lag damper controls the movement of the related main rotor blade in the plane on which the blade turns. It also sets a limit to
the travel of the blade.

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The lag damper applies a reaction load when the piston rod is pushed. The reaction load is related to speed at which the piston rod
moves. This is because the piston rod is connected to the pitch control lever of the blade.
At low speed of the piston rod (this is the usual condition), the damping characteristic is related to the calibration of the bypass
orifice in the piston.
At high speed, the two relief valves control the damping force
There is an end-stroke cushioning system in the lag damper. This system decreases the speed of the piston in the last millimetres
of its travel in the two directions. Thus the force of the piston is less when it hits the end surface.
The hydraulic reservoir has a spring which adjusts for thermal expansion of the hydraulic fluid and for external leakage.

LIGHTNING CONDUCTOR JUMPERS

Five lightning conductor jumpers are installed on the main rotor head. Each lightning conductor jumper is the discharge path for the
electricity if lightning hits the blade. It is necessary because the composite material of the blade is not an electrical conductor. Thus
the conductor jumper connects electrically the pitch control lever of the blade and the lag damper.

The position of each lightning conductor jumper is between a lag damper and the related damper bolt on the pitch-control lever
assembly.
A bolt and a washer attach one of the terminal lug of the conductor jumper to the lag damper. The other terminal lug is attached to
the damper bolt with a washer and a bolt.

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MAIN ROTOR LAG DAMPER SCHEMATIC (Fig 22)

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MAIN ROTOR DAMPER REMOVAL/INSTALLATION (Fig 23)

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BEANIE (Fig 24)
The aluminium alloy beanie is bolted onto the retaining element of the top conical ring, to prevent turbulence on the main rotor and
aerodynamic disturbance vibrations.
An index pin, on the retaining element, engages the index hole on the bottom flange of the beanie. This is to prevent the incorrect
installation.
A corrosions inhibitor is applied on the bolt heads.

BEANIE (Fig 24)

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MAINTENANCE INFORMATION

• The top and bottom conical ring, the rotor head and mast splines and the damper bolt must be handled with a cheesecloth
otherwise the external layer of solid lubricant film can be damaged.
• If the solid lubricant film layer on the top and bottom conical ring, rotor head and mast splines and damper bolt is damaged
on specific areas, the layer must be repaired or replaced.
• Identify the main rotor head installation bolts by writing on the head its number (1 thru 12) using a permanent marking pen.
• Main rotor installation bolts are tightened by subsequent torque increments in sequence, waiting 5 minutes between every
torque increment and then checking the torque value.
• The top conical ring is removed using a tool.
• The main rotor installation nut must be tightened by hands.
• The index pin of the main rotor installation blocking ring must be aligned with the slot on the main rotor hub.
• The beanie must be aligned with the index pin of the main rotor installation blocking ring.
• The main rotor head removal/installation and the flap stop pin adjustment are carried out with the helicopter levelled on jacks
such that the mast is vertical.
• Main rotor head lifting/lowering must be carried out carefully to avoid damaging the hub and the mast splines.
• Identify each adjustable shim (damper anti-rotation block and flap stop pin) using a permanent marking pen for re-installation;
calculate a new thickness of the shim in case of replacement.
• Main rotor head is removed/installed using a sling.
• The pitch control lever is installed inside the tension link using a tool.
• The bushes installed on the tension link and the pitch control lever are removed/installed using a tool. Bushes are put in
liquid nitrogen before installation.
• The flap stop pin adjustment is carried out using a tool to lock the sliding ring in a centred position.
• A blade continuity check, a blade track check and a rotating controls adjustment must be carried out after a replacement of:
• Main rotor head
• Scissors attachment flange.
• Sliding ring.

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• A blade continuity check and a flapping limiter clearance check must be carried out after a replacement of:

• Elastomeric bearing.
• Tension link.

• A blade track check and a flapping limiter clearance check must be carried out after a replacement of:

• Flap stop mass.

• Flapping limiter support.
• Pitch control lever.

• A blade track check must be carried out after a replacement of:

• Damper.
• Damper anti-rotation block.
• Droop stop bracket.
• Flap stop pin adjustment.

• A blade continuity check must be carried out after a replacement or reinstallation of the lighting conduction jumper.

• Damper is correctly refilled when the yellow/white band aligns with the reference line on the damper body (Fig 22). Fluid is
filled using an adapter and a manual pump until it flows out of the bleed port free from air bubbles.

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LEADING PARTICULARS

• Main rotor head weight............................................ 204 Kg (450 lb)

• Damper hydraulic oil............................................... MIL-PRF-83282

SAFETY PRECAUTIONS
The materials that follow are dangerous.
Make sure that you know all the safety precautions and first aid instructions for these materials:

• Sealing compound
• Corrosion inhibitor
• Solvents
• Grease
• Primer
• Solid lubricant film
• Liquid nitrogen

Be careful when you remove the main rotor head which is very heavy.
An incorrect movement can cause an injury to persons and/or damage to the equipment. Make sure to use all applicable
precautions when compressed air and liquid nitrogen is used.

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SECTION 62- 30 - ROTATING CONTROLS, ROTOR SHAFTS/SWASH PLATE ASSEMBLIES

DESCRIPTION (Figs 25-27)

Swashplate Assembly
The swashplate assembly consists of a non-rotating element and a rotating element that, together, can provide the collective and
cyclic pitch change outputs to the rotor blades, through the pitch links.

Spherical Pivot
The spherical pivot fits on to the top of the main gearbox casing. Four steel centring plates, attached to the gearbox casing by
screws, have a Teflon coating to provide a low friction contact.
The spherical pivot inner circumference has four, raised, flattened, bosses which locate with the centring plates on the casing, thus,
providing an essentially square form of location that allows the spherical pivot to slide vertically on the Teflon liners, while resisting
rotational forces.
The outer circumference of the spherical pivot is spherical, thus, providing a contour on which the swashplate assembly can tilt.

Fixed Swashplate
The fixed swashplate forms a ring that has three lugs extending from the outer circumference. These lugs form clevis attachments
for the main rotor actuators.
The fixed swashplate has to be located on the spherical pivot in a way that allows it to tilt, but not rotate in the horizontal plate. The
tilting is allowed by the spherical contour of the spherical pivot outer circumference.
To resist any rotational forces, two blocks are bolted to the inner circumference of the swashplate. These blocks locate in vertical
grooves in the spherical pivot, thus, the block can move vertically.
Due to the spherical contour of the pivot outer surface, the swashplate is fitted using matching lower and upper rings. The lower ring
is inserted into the inner circumference of the fixed swashplate and the upper ring has a flange that locates on the top of the inner
circumference of the swashplate, and is retained by bolts.
Between the upper ring flange and the inner locking ring installed on the inner top of the fixed swashplate a shim is installed, for
swashplate friction adjustment.
R
The N transducer is installed on the fixed swashplate to provide a phase signal to be used for vibration analysis and blade track.

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Rotating Swashplate
The rotating swashplate forms a ring that has five lugs extending from the outer circumference. These lugs form clevis attachments
for the pitch change links that are attached to the rotor blades. It is attached to the fixed swashplate through a duplex (dual row ball)
bearing. With the outer race of the duplex bearing, fitting on a shoulder of the rotating swashplate. An outer locking ring then fits at
the top of the outer race and is bolted to the swashplate to clamp the outer race in position.

The inner race of the duplex bearing then fits on a shoulder of the fixed swashplate. This is clamped in position by an inner locking
ring, together with the upper ring fitting the spherical pivot, i.e. the inner locking ring fits under the upper ring and the same bolts are
used to attach both the upper ring and the inner locking ring. The inner and outer locking ring are provided with a shim used to
preload the duplex bearing.
R
A N Interrupter/transducer is installed on the rotating swashplate to provide phase signal to be used for vibration analysis and
blade track.

Spherical Pivot And Swashplate Assembly Protections

The spherical pivot and the swashplate duplex bearing are protected by a flexible boot arrangement.
A lower boot attaches between the gearbox casing and the fixed swashplate, whilst the upper boot attaches to a top and bottom
adapter. At the bottom it is secured by the same bolts that clamp the outer locking ring of the ball bearing to the rotating swashplate.

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ROTATING CONTROLS (Fig 25)

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AB/AW139 PWC - PT6 67C/D Main Rotors

SWASHPLATE ASSEMBLY SECTION (Fig 26)

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ROTATING CONTROLS COMPONENTS (Fig 27)

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Pitch Links (Fig 28)

The swashplate collective and cyclic pitch change commands are translated to the five rotor blades by the pitch links.
These are conventional push-pull rods consisting of a tie - rod with two rod ends.
One end of each pitch link connects to the clevis lugs formed on the outer circumference of the rotating swashplate and the other
end connects to the pitch control lever (blade leading edge) that is part of the main rotor head.
At the angle between rod ends is a spring pin in the tie-rod of the pitch link. An index marker, used as a reference for pitch link
adjustment, is located on the upper rod end.

PITCH LINK – ROTATING SCISSORS (Fig 28)

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MAINTENANCE INFORMATION

• The swashplate assembly removal/installation is carried out with the helicopter levelled on jacks so that the mast is vertical.
• A blade track check and rotating control adjustment must be carried out after a pitch link replacement.
• The gap between the NR transducer and the interrupter must be checked and adjusted if necessary after a swashplate
installation.
• In case of a pitch link replacement, the new length must be adjusted to the value of the pitch link replaced using a tool.
• The bolts securing the pitch link must be installed with the head on the side of rotation.
• The swashplate is removed/installed using a sling.
• The sleeve attaching the rotating scissors is installed/ removed using a tool.

LEADING PARTICULARS

• Rotating controls weight......................................... 71 kg (156.5 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:

• Corrosion inhibitor
• Solvent
• Primer
• Adhesive

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AB/AW139 PWC - PT6 67C/D Main Rotors

SECTION 62 - 40 - INDICATING

DESCRIPTION
A rotor speed probe is used to provide an output for the indicating of the main rotor speed (Fig 29).
This probe provides three independent frequency outputs (3 independent coil windings) directly related to the speed of the gear.
The first output is to the EEC No.2; the second to the MAUs and the third to the EEC No.1.

OPERATION
The passage of the gear teeth across the probe, produces as near as possible a sinusoidal output whose frequency is 2190.58 Hz
at 100% NR.

MAIN ROTOR SPEED SENSOR (NR) (Fig 29)

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MAIN ROTOR SPEED CONTROLS AND INDICATION
The main rotor speed (NR) indication is represented on the triple tachometer displayed on the PFD (default page) and MFD (main
page).

The NR vertical scale is combined with NF, with one analogue pointer and one digital readout.
The MFD also provides the malfunction condition in the CAS message window.
The pilot collective grip provides the following function:

• 100% / 102% RPM selector switch:

o 100% = set the NR / NF to 100%

o 102% = set the NR / NF to 102%

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MAIN ROTOR SPEED CONTROLS AND INDICATION (Fig 30)

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MAIN ROTOR SPEED INDICATING – CAPTIONS (Fig 31)
The warning provided in the CAS is as follows:

1 ROTOR LOW : When the NR < 98% in POWER - ON condition

When the NR < 95% in POWER – OFF condition

When the NR < 90% in POWER – ON condition (OEI)

NOTE A
When this warning is detected, besides the MWL activation, the Aural Warning Generator (AWG) shall provide the following:

- Three tones (2700 Hz) + ROTOR LOW – ROTOR LOW (aural message)

This sequence is continuously repeated until the failure condition is corrected or the reset input activates. This message has priority
number 1.

2 ROTOR HIGH : When the NR > 104% in POWER – ON condition

When the NR > 110% in POWER – OFF condition

When the NR > 104% in POWER – ON condition (OEI)

NOTE B
When this warning is detected, besides the MWL activation, the AWG shall provide the following:

- Two tones (90 Hz) + ROTOR HIGH – ROTOR HIGH (aural message)

This sequence is transmitted once only. This message has priority number 4.

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The caution provided in the CAS is as follows:

3 NR MISCOMPARE ..................... when a discrepancy of 3% between the EECs (Electronic Engine Control) data and the
corresponding backup analogue data exists.

NOTE C
This caution shall be displayed only if NR EEC > 20% or NR BACKUP > 20%.

4 ENG ANALOG FAILURE .......... if the NR backup analogue parameter is declared invalid.

MAIN ROTOR SPEED INDICATING – CAPTIONS (Fig 31)

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NOTE D
When both EECs and MAUs detect an invalid or not available NR / NF input signal, the associated pointer is removed from the
display and amber dashes replace the numerical readouts.

NOTE E
If the NF sensor fails, the relative pointer is removed and replaced by the amber legend FAIL in reverse video.

NOTE F
The baseline of the triple tachometer is green at all times, even when the pointers are amber or red.

NOTE G
The triple tachometer scale is affected when in OEI / OEI TRAINING mode See Section 77-40 INTEGRATED ENGINE
INSTRUMENT SYSTEM for details.

NOTE H
When a parameter being monitored exceeds the normal range of operation (green band), the colour of associated pointer matches
the colour of applicable range marking (i.e. amber or red), in order to highlight that particular critical condition.

MAIN ROTOR SPEED LIMITATIONS – POWER ON CONDITION (AEO)

FUNCTION RANGE DIGITAL READOUT ANALOG SCALE NOTE

% RPM COLOUR MARKINGS COLOR MARKINGS

NR digital readout 0 to 120 See Note 1

NR/NF analogue scale 103 to 120 Red band

105 Red triangle

103 Red line UPPER LIMIT

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NOTE I

a. In normal condition the background is black and the numerals green; the digital readout features an inverse video technique
when an exceedance occurs.

a. At initial power up, the MFD displays the AEO mode by default.

MAIN ROTOR SPEED LIMITATIONS – POWER ON CONDITION (AEO)

FUNCTION RANGE DIGITAL READOUT ANALOG SCALE NOTE

% RPM COLOUR MARKINGS COLOR MARKINGS

NR/NF analogue scale 102 Amber band TAKE – OFF LIMIT (5 min)

98 to 101 Green band NORMAL RANGE

97 Red line LOWER LIMIT

95 Red triangle UPPER LIMIT

20 - 97 See Note 2 Red band

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MAIN ROTOR SPEED LIMITATIONS – POWER ON CONDITION (OEI & OEI TRAINING)

RANGE ANALOG SCALE

FUNCTION NOTE
% RPM COLOR MARKINGS

NR/NF analogue scale 103 to 120 Red band

105 Red band

103 Red line UPPER LIMIT

102 Amber band TAKE – OFF LIMIT (5 min)

98 to 101 Green band NORMAL RANGE

90 to 97 Amber band CAUTIONARY BAND

89 Red line LOWER LIMIT

85 Red triangle

20 to 89 Red band

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MAIN ROTOR SPEED LIMITATIONS – POWER OFF CONDITION (AUTOROTATION)

FUNCTION RANGE DIGITAL READOUT ANALOG SCALE NOTE

% RPM COLOUR MARKINGS COLOR MARKINGS

NR/NF analogue scale 111 to 120 Red band

116 Red triangle

111 Red line UPPER LIMIT

95 to 110 Green band NORMAL RANGE

94 Red line LOWER LIMIT

90 Red triangle

20 to 94 Red band

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NR SENSOR OPERATION (Fig 32)

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