AS355N - Training Manual (1998)

INSTRUCTION MANUAL BASIC 1 1

-

OVERVIEW OF THE HELICOPTER

2

-

STRUCTURE

3

-

MAIN ROTOR DRIVE SYSTEM

4

-

MAIN ROTOR

5

-

TAIL ROTOR DRIVE SYSTEM

6

-

TAIL ROTOR

7

-

FLIGHT CONTROLS

8

-

HYDRAULIC SYSTEMS

9

-

SERVO ACTUATORS

10 -

FUEL SYSTEM

11 -

ELECTRIC POWER

12 -

ENGINE INSTALLATION

13 -

FIRE PROTECTION

14 -

HEATING AND VENTILATION

15 -

PITOT STATIC SYSTEM AND INSTRUMENTS

16 -

INTERIOR AND EXTERIOR LIGHTING

17 -

WINDSHIELD WIPERS

18 -

AUTOPILOT

This document is the property of the Eurocopter Training Centre and it must not be reproduced without its permission This manual is intended for instruction purpose and will not be kept up-to-dated It cannot replace manufacturer's documents

Issue 1998

WHAT TO EXPECT FROM THIS INSTRUCTION MANUAL

This helicopter Instruction Manual discusses all of the aircraft systems from a functional standpoint with a pedagogical approach. This is the purpose of the Instruction Manual Purely technological aspects, self-evident descriptions and secondary features are not discussed here, nor are maintenance or servicing considerations, for which the reader is referred to the Maintenance Manual

THM

1

OVERVIEW OF THE HELICOPTER

1.1 -

DESCRIPTION OF THE HELICOPTER

1.2 -

MAIN DIMENSIONS AND WEIGHTS

1.3 -

AIRFRAME REFERENCE POINTS

1.3.1. 1.3.2. 1.3.3. 1.3.4.

HELICOPTER DATUM REFERENCES C.G. LIMITS LEVELLING STRUCTURAL ALIGNMENT POINTS

1.4 -

SPECIAL HELICOPTER CONFIGURATIONS

1.4.1. 1.4.2. 1.4.3. 1.4.4.

TOWING - GROUND HANDLING PICKETING OPEN-AIR PARKING HOISTING

1.5 -

COCKPIT LAYOUT

1.5.1. 1.5.2. 1.5.3. 1.5.4. 1.5.5.

INSTRUMENT PANEL FAILURE WARNING PANEL GRIP CONTROLS ON CYCLIC PITCH STICK AND COLLECTIVE PITCH LEVER OVERHEAD PANELS CONSOLE

1.6 -

HELICOPTER OPERATING PUBLICATIONS

1.6.1. 1.6.2. 1.6.3.

HELICOPTER PUBLICATIONS ENGINE PUBLICATIONS SPECIFIC EQUIPMENT PUBLICATIONS

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.

1.1

THM

1.1 - DESCRIPTION OF THE HELICOPTER

THE AS 355 N IS A MULTIPURPOSE LIGHT HELICOPTER

With appropriate systems or equipment, this helicopter can fulfil the following missions: - Personnel transport (5 passengers), - VIP transport (4 passengers), - Internal load transport, - External sling load transport, - Search and rescue - Casualty evacuation (2 stretcher cases), - Observation, - Flight training, - Tourism.

Tail rotor drive shaft fairings

MGB cowlings (on LH & RH sides)

Engine cowlings

Air inlet to engine and MGB oil coolers

Canopy

Horizontal stabilizer Vertical fin

Tail boom

Bottom structure and cabin floor

Body structure (with fuel tanks)

Cockpit doors (on LH & RH sides)

Rear structure

Sliding doors (on LH & RH sides)

Skid landing gear mounted on anti-resonance dampers

1.2

Tail guard

Rear baggage compartment doors

LH baggage compartment door (same on RH side)

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.

THM

1.1 - DESCRIPTION OF THE HELICOPTER (Cont.) MAIN ROTOR AND ITS DRIVE SYSTEM

MAIN ROTOR HUB (MRH) Starflex semirigid, bearingless hub (laminated glassresin star) without a drag damper. No grease nipples. Modular, fail-safe design.

MAIN GEARBOX (MGB) Modular design. Attached by flexible bidirectional suspension. Two reduction gear stages (1 bevel gear drive, 1 epicyclic gear train). Pressure lubrication with oil cooling system. Includes the servo actuators, rotor brake and hydraulic pump drive.

MAIN ROTOR BLADES Spar made of fiberglass roving, glass fabric skin and foam core. Fail-safe design.

MAIN ROTOR MAST Removable subassemblies. Mast casing attached by 4 suspension bars which "support" the helicopter.

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.

1.3

THM

1.1 - DESCRIPTION OF THE HELICOPTER (Cont.)

TAIL ROTOR GEARBOX (TGB) Angle reduction gear with splash lubrication. TAIL ROTOR Two-blade, hingeless, greaseless seesaw rotor with glass roving spar. Pitch change by spar twisting. Fail-safe design.

Engine No. 1

Engine No. 2

ENGINES ARRIUS 1A Free-turbine engines installed in 2 separate fireproof bays. Modular design with external oil tank and cooling system. Max. takeoff power (MTOP) .............................. 256 kW Max. continuous power (MCrP) ......................... 239 kW

1.4

MGB

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.

THM

1.2 - MAIN DIMENSIONS AND WEIGHTS 12.94 m (42.45 ft.) ∅ 10.69 m (35.07 ft.)

0.59 m (1.93 ft.)

3.22 m (10.56 ft.)

3.34 m (10.95 ft.)

∅ 1.86 m (6.10 ft.)

0.73 m (2.39 ft.)

10.93 m (35.86 ft.)

3.05 m (10 ft.)

NOTE: For the low landing gear version, decrease height dimensions by 0.2 m

MAXIMUM PERMISSIBLE WEIGHT ....... 2540 kg - 5600 lb. EMPTY WEIGHT, STANDARD HELICOPTER .................... 1205 kg - 2380 lb.

The maximum permitted takeoff and landing weights (which vary with altitude and temperature) may be less than - but must never exceed - this value.

2.28 m (7.48 ft.)

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.

1.5

THM

1.3 - AIRFRAME REFERENCE POINTS 1.3.1. HELICOPTER DATUM REFERENCES The helicopter datum are specified in the 3 planes X, Y and Z. • X is the datum for the longitudinal dimensions. Its origin is 3.40 m forward of the main rotor centre, perpendicular to the helicopter centerline. • Y is the datum for the lateral dimensions. Its origin is in the helicopter's plane of symmetry. • Z is the reference for the vertical dimensions. Its origin is a horizontal plane located 2.60 m above the cabin floor datum.

Vertical axis

Rotor axis tilted 2° forward

1.3.2. C.G. LIMITS 0.09 m (6.3 in) L

atera l

1.3.3. 0.16 m (3.5 4 in )

LEVELLING

The helicopter is levelled on jacks for weighing.

Clinometer

Blocks (military version only)

5m 3.2 9 in) 7. (12

Aft re/ o F

5m 3.4 8 in) 5. (13

1.3.4. STRUCTURAL ALIGNMENT CHECKS Mainly after hard landings, the alignment of the tail boom with the body structure must be checked. On civil versions, the TGB alignment relative to the tail rotor drive bearings is also checked using a sight installed on the TGB and target bearings. On military versions, holes on the sides and bottom of the structure are used for alignment with a sight and plumb lines after the helicopter is levelled.

1.6

Alignment holes

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.

THM

1.4 - SPECIAL HELICOPTER CONFIGURATIONS 1.4.1. TOWING - GROUND HANDLING

Two types of twin-wheel systems can be used depending on the type of ground (see Maintenance Manual), as well as a towing fixture (towing bar or cable).

1.4.2. PICKETING

A

Normal picketing: 2 upper points A High wind picketing: tiedown at A and B

1.4.3. OPEN-AIR PARKING B

Exhaust nozzle blanks Air inlet covers

Ventilation air inlet blank Main rotor blade socks (3)

Cabin cover, plus total and static pressure port blanks (not shown)

Tail rotor lock system

1.4.4. HOISTING The helicopter can be hoisted from a ring at the centre of the main rotor hub. It is advisable to reduce the weight: - by defueling the helicopter, - by removing the main rotor blades.

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.

1.7

THM

1.5 - COCKPIT LAYOUT

Overhead panels (fuses + push-button)

Control quadrant

Compass Outside air thermometer

Instrument panel

Console

Demisting control

Heating control

1.5.1. INSTRUMENT PANEL

2 1

18

7 11 17

30

20 26

31

32

1 - Failure warning panel (4α) 2 - Galvanometers (AP) 3 - Fuel contents gauge - Forward tank 4 - Fuel contents gauge - Rear tank 5 - Digital NG, failure annunciator 6 - Δ NG indicator 7 - Gyro servo 8 - Fuel pressure - LH Engine 9 - Fuel pressure - RH engine 10 - Copilot's NR indicator 11 - Engine control unit 12 - Oil pressure - LH engine

1.8

4

5

8

9

5

12 13

10

25 24

3

21 22 23 2 7 28 3 3

35

14

18 6 15

7

16

17 19

29

34

25 24

30

13 -Oil pressure - RH engine 14 -T4 temperature indicator 15 -Dual torquemeter 16 -NR, NF1, NF2 indicator 17 -AP/CPL. monitoring panel 18 -Alarm repeater 19 -TACAN distance indicator (optional) 20 -Radionavigation 21 -Oil temperature - LH engine 22 -Oil temperature - RH engine 23 -Electrical master switch

26

31

32

24 - Airspeed indicator 25 - Gyro horizon 26 - Altimeter 27 - Electric panel 9α 28 - Timer 29 - Stand-bys horizon 30 - Radioaltimeter 31 - HSI 32 - Vertical speed indicator 33 - Radio beacon (Marker) 34 - Fuel flowmeter (option) 35 - RMI

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.

THM

1.5.2. FAILURE WARNING PANEL

Light test push-button

The failure warning panel notifies the crew of a system failure by illuminating the relevant caption light. A push-button on the panel can be used to test the lights and the engine and MGB fire detection lines. The amber lights indicate: - degraded performance of an essential system, - an abnormal functional configuration. The red lights warn of a serious functional hazard. NOTE: An alarm repeater flashes whenever a red light illuminates on the failure warning panel. 67α α

67α α

DIM NORM

ALARM REPEATER

ALARM REPEATER (IFR version)

+28 V POWER PACK

+28 V

Detectors (Circuit surveillance)

ACTIVATION OF AMBER ALARMS

Power pack for failure warning panel

CLEAR

ACTIVATION OF RED ALARMS

FLASHER F/WARNING PANEL

Pressing the pilot's or copilot's alarm repeater cancels the flashing so that the repeater can indicate any other alarm.

1.5.3. GRIP CONTROLS ON CYCLIC PITCH STICK AND COLLECTIVE PITCH LEVER CYCLIC PITCH STICK GRIP

11

1 2

10 9 8 7 6 5

3

4

1 -Open sling hook 2 -AP disengagement 3 -Not used 4 -Radio/ICS PTT switch 5 -Not used 6 -Not used 7 -AP trim load release 8 -AP 4-way switch 9 -AP coupler disengagement 10 -Hoist UP/DOWN control 11 -Flare release or weapon firing

COLLECTIVE PITCH LEVER GRIP 2 3 4 1

5

10

9

8

6

7

1 - Not used 2 - Tail rotor servo actuator hydraulic cutoff 3 - Emergency release (hoist) 4 - Landing light ON/OFF 5 - Light swivel control 6 - Emerg. Float. Gear switch 7 - MCP/ICP control 8 - Not used 9 - Not used 10 - Wiper ON/OFF

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.

1.9

THM

1.5.4. OVERHEAD PANELS ( 1 ) Controls and indicators CONTROL QUADRANT

LH SIDE PANEL 5α1

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

- Not used - Pitch trim - Trim loads - Not used - Roll trim - LH engine cranking - F/extinguish 1 (LH eng.) - Not used - Not used - F/extinguish 2 (LH eng.) - Not used - Strobe light - Not used - Elapsed time counter - Copilot's instrument panel lighting 16 - Not used 17 - Copilot w/s wiper 18 - Not used

1 - Engine 1 fuel shutoff cock 2 - Engine 1 fuel flow control lever 3 - Red light indicating failure of engine 1 digital governor 4 - Rotor brake lever 5 - Engine 2 fuel flow control lever 6 - Red light indicating failure of engine 2 digital governor 7 - Engine 2 fuel shutoff cock

1

2

3

1

2

3

4

5

6

4

5

6

7

8

9

7

8

9

10 11 12

10 11 12 13 14 15

AC voltmeter

RH SIDE PANEL 5α2

2

16 17 18

3

5

16 17 18

7

1

3

4

7

8

9

5

6

1

2

3

4

10 11

7

8

9

10 11

LH FRONT PANEL 15α

1 2 3 4 5 6 7 8 9 10 11

- Not used - Acc. (compensator test) - LH alternator - Generator - LH engine pump - LH ext. pwr/battery - Horn - Servo actuators test - Copilot's gyrocompass - Copilot's horizon - Stand-by horizon

AC voltmeter selector

DC voltmeter Ammeter

ENGINE 1 Starting selector Governor selector 2

- Not used - Not used - Fuel crossfeed - Not used - Not used - RH engine cranking - F/extinguish 1 (RH eng.) - Not used - Not used - F/extinguish 2 (RH eng.) - Not used - LH & RH s/lights - Not used - Console lighting - Pilot's instrument panel lighting 16 - Not used 17 - Pilot's w/s wiper 18 - Pitots

13 14 15

6

4

1

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

5

6

ENGINE 2 Starting selector Governor selector

RH FRONT PANEL 14α

1 2 3 4 5 6 7 8 9 10 11

Mission selector

LIGHTING

- RH ext. pwr/battery - RH engine pump - RH generator - RH alternator - TAC (Optional) - Not used - Direct battery - Pilot's horizon - Pilot's gyrocompass - Position lights - Collision light

DC ammeter and voltmeter selector

Lighting dimmers

1.10

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.

THM

1.5.4. OVERHEAD PANELS (Cont.) ( 2 ) Fuse panels CENTRAL PANEL 10α LH PANEL Side 2X1

Vertical 7α1 RH PANEL Side 2X2 Side 7α1

Vertical 7α2 & 8a

Side 7α2

1.5.5. CONSOLE

AUTOPILOT (AP) CONTROL UNIT VHF/VOR RADIOCOMPASS TRANSPONDER VHF I/C SYSTEM

HF SET

"Direct Battery" fuses Direct battery panel Pilot's stand-by static cock

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.

1.11

THM

1.6 - HELICOPTER OPERATING PUBLICATIONS As pilots and technicians, you will have to service, fly or maintain a new helicopter. To allow you to perform your tasks as safely and as efficiently as possible, you will be given a set of manuals that methodically set down the rules and instructions for maintenance, and the limitations and the procedures specified by the manufacturer - none of which can be ignored without risk. ALWAYS KEEP IN MIND THAT: - a limitation cannot be unaccountably exceeded, - the service life limit of a part is not just a theoretical consideration, - a maintenance instruction often has more effect than meets the eye, - and last of all, never forget that ... IMPROVISATION OF ANY KIND IS BANNED. The set of publications for your helicopter includes the following: HELICOPTER PUBLICATIONS

EQUIPMENT PUBLICATIONS

ENGINE PUBLICATIONS

1.6.1. HELICOPTER PUBLICATIONS 3 families of publications

Operating publications

Maintenance publications

Identification catalogues

• Operating publications - The FLIGHT MANUAL (PMV) is the pilot's basic reference document and describes the limitations, normal and emergency procedures and performance data. The Flight Manual is approved by the Airworthiness Authorities. - The MASTER SERVICING RECOMMENDATIONS (PRE) are specifically for the maintenance manager; they detail the inspection intervals and schedules, oil change and monitoring intervals, and operating time limits.

For the pilot

For the maintenance manager

• Maintenance publications These manuals are for the maintenance technicians. They provide the data necessary for maintaining the helicopter in flightworthy condition. The following manuals are required: - DESCRIPTION AND OPERATION MANUAL (MDF) - WIRING DIAGRAMS AND FAULT ISOLATION MANUALS (MCS/MFI) - STANDARD PRACTICES MANUAL (MTC) - MAINTENANCE (MET), REPAIR (MRR) AND STORAGE (MST) MANUALS - INDEX OF MODIFICATIONS (SIM) For the maintenance technicians

1.12

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.

THM

1.6.1. HELICOPTER PUBLICATIONS (Cont.) - The Maintenance (MET), Repair (MRR), and Storage (MST) Manuals detail the operations which can be performed at the different maintenance levels. - The Fault Isolation Manual (MFI) gives advice on diagnosing and localizing complex failures.

- The Standard Practices Manual (MTC) specifies the standard application, maintenance, checking and repair procedures applicable to all helicopters.

• Identification Catalogues These manuals provide the procurement specialists with the reference numbers of: - helicopter parts: ILLUSTRATED PARTS CATALOGUE (IPC) - special tools: TOOLS CATALOGUE (ICO) - standard articles: ADDITIONAL SUPPLY CATALOGUE (ICA)

For the procurement specialists

• Services Bulletins (SBT) Service Bulletins allow users to quickly implement all directives issued after a new event (e.g. incidents, modifications, etc.). They supplement the helicopter publications and are incorporated in them by revisions.

• Service Letters (SLT) Service letters keep users informed about current topics of interest; as such, they form temporary supplements to the standard documentation and are integrated when revisions are issued. Service letters with an important technical content have a blue crosshatched border.

1.6.2. ENGINE PUBLICATIONS - MAINTENANCE MANUAL - ILLUSTRATED PARTS AND TOOLS CATALOGUES - SERVICE BULLETINS

1.6.3. SPECIFIC EQUIPMENT PUBLICATIONS - EQUIPMENT DESCRIPTION, MAINTENANCE AND OVERHAUL MANUAL (MCM)

NOTE: All the publications comply with the overall recommendations of the ATA 100 specification. In consequence, all the helicopter maintenance manuals and identification catalogues follow the same ATA breakdown in Chapter/Section/Subject. 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.

1.13

T HM

2

STRU C TUR E

2.1 -

G ENERAL

2.1.1.

S T R U C T U R AL S U B A S S E MBLIE S

2.1.2.

DIM E N SIO N S O F A C C E S S D O O R S A N D PA N E LS

2.1.3.

U S A BL E A R E A S A N D V O LUM E S - P E RMIS SIBL E F L O O R L O A D S

2.2 -

B O DY STRU C TUR E

2.3 -

B O TT OM STRU C TUR E A ND C A BIN F L O O R

2.4 -

C ANOPY

2.5 -

R E A R STRU C TUR E

2.6 -

TAIL B O O M

2.7 -

TAIL U NIT

2.8 -

D O O RS

2.8.1.

C A BIN D O O R J E T TIS O N S Y S T E M

2.8.2.

L O C KIN G IN DIC AT O R S F O R SID E B A G G A G E C O MPA RTM E N T D O O R S

2.9 -

C O W LIN G S, FAIRIN G S, B U L K H E A D S

2.10 -

S KID T Y P E L A N DIN G G E A R

2.10.1.

G E N E R AL - A S S E MBLY O F LA N DIN G G E A R

2.10.2.

LA N DIN G G E A R FIT TIN G S

2.10.3

G R O U N D R E S O N A N C E A N D F U N C TIO N O F T H E S H O C K A B S O R B E R S

2.10.4.

LA N DIN G G E A R S H O C K A B S O R B E R S

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

2.1

T HM

2.1 - G E N E R A L 2.1.1.

S T R U C T U R A L S U B A S S E M B LIE S

1 - Canopy 2 - Stabiliz ers 3 - Tail boom 4 - R e ar structure

5 - Body structure 6 - Landing gear 7 - Bottom structure and cabin floor

2

1

3 4

5

MAT E RIALS 7

Altuglass 6

Light alloy Laminates (reinforced plastics) Titanium

The wide use of plastics should be noted. In particular the entire canopy is made of polycarbonate. A F E W W O R D S A B O U T T H E S E N E W MAT E RIALS

They are synthetic resins divided into 2 main classes: - Thermoplastics which soften when he ated and harden when cooled, e.g. polyamides (Nylon, Rilsan), polycarbonates, etc. - Thermosetting resins which, under the combined action of he at and a hardener, hot-cure irreversibly to form a new product, e.g. epoxy resins, silicone, etc. Laminates and laminated honeycomb are reinforced plastics with very good mechanical strength properties. Laminated materials are produced from thermosetting res-

2.2

Thermoplastics (polycarbonate, polyamide) Ste el ins and reinforcing materials (glass, carbon, graphite, boron or other fibers). The reinforcing fibers are formed in lay-ups or woven, then impregnated with the basic resin. S everal lay-ups or fabric layers are stacked up, placed in a mould and cured. The direction of the reinforcing fibers depends on the loads applied. Laminated honeycombs have a honeycomb core (metal, glass fabric, Nomex, etc.), e ach face of which receives one or more preimpregnated layers of fabric. The whole assembly is oven-cured.

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

T HM 2.1.2. DIM E N SIO N S O F A C C E S S D O O R S A N D PA N E L S

C a bin height 1.35 m

Width H eight

: 0.78 m : 1,10 m

w : 0.94 m h : 1,10 m

w : 1.30 m h : 0,70 m

w : 0.42 m h : 0,60 m

DIM E N SIO N S O F A C C E S S D O O R S A N D PA N E LS

2.1.3. U S A B L E A R E A S A N D V O L UM E S - P E RMIS SIB L E F L O O R L O A D S R H C O MPA RTM E N T

L : W: h : V :

length width height volume

F W D: 0.380 m A F T: 0.160 m - V = 0.200 m3

R E A R C O MPARTM E N T

L = 1.000 m - W

L = 0.800 m - W

h = 0.740 m

h = 0.700 m

P ermiss. distributed load = 100 kg

-

F W D: 1.200 m A F T: 0.700 m V = 0.565 m3

P ermissible distributed load = 80 kg

LH C O MPA RTM E N T C A BIN F L O O R

Usable are a = 2.600 m⇢ F loor structural strength = 600 kg/m⇢

L = 1.300 m - W h = 0.740 m

F W D: 0.380 m A F T: 0.100 m

- V = 0.235 m 3

P ermiss. distributed load = 120 kg 11 tiedown points, e ach with capacity of 1000 daN

T O TAL V O LUM E O F 3 C O MPA RTM E N T S = 1.000 m 3

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

2.3

T HM

2.2 - B O D Y S T R U C T U R E FN This is the strongest part of the airframe since it directly carries the flight loads (i.e. lift F N and weight P) and the landing loads. T H E B O D Y F O RMS A RIGID B O X S T R U C T U R E

It also supports the main transmission components (M G B and rotor), landing ge ar, cabin floor and re ar structure, and contains the fuel tanks.

1 7

P

2

6

3

5

1 - Transmission deck 2 - R e ar bulkhe ad. Attachment of re ar structure 3 - Longitudinal be ams (1 e ach on LH & R H sides). Attachment of bottom structure be ams 4 - F W D and R E A R structural fuel tanks 5 - Front bulkhe ad inclined 15° re arward 6 - Upper bulkhe ad inclined 7° forward 7 - Longitudinal bulkhe ads. Thick plates.

4

2.3 - B O T T O M S T R U C T U R E A N D C A BIN F L O O R The bottom structure supporting the cabin is cantilevered out from the body structure. Two be ams, laterally stiffened by cross members, are riveted to the body structure side be ams and support the front part of the landing ge ar.

These be ams carry the front jacking pads (balljoints)

2.4

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

T HM

2.4 - C A N O P Y The following canopy components: - cabin roof (1), - nose (3) - uprights (2) are made of fiberglass-reinforced polycarbonate. They are hot-molded and assembled by welding. The canopy structure bolts onto the cabin floor and onto the body structure bulkhe ad.

4

1

2

5

1 - C abin roof consisting of 2 half-shells inside which the cabin ventilation air is ducted 2 - Windshield uprights 3 - Nose 4 - Roof windows (Makrolon) 5 - Windshield panels 6 - Lower windows on LH & R H sides (transparent polycarbonate)

3

6

2.5 - R E A R S T R U C T U R E The re ar structure consists of 3 frames joined by be ams. The re ar and forward frames support the engine. The tail boom bolts onto the 3rd junction frame and can be e asily removed. The rear structure is arranged as a baggage compartment.

1

2

3

4

13

9 5 12

6

The aft jacking point is on the junction frame

1 - E ngine deck (titanium) 2 - B e am under engine deck 3 - Anchor points of engine access platform (same on R H side) 4 - Tail boom junction frame 5 - S kin 6 - R e ar frame 7 - Access to baggage compartment

11

10

9

8

7

8 - E MI shielding for engine computers 9 - R ecessed footstep for access to transmission deck 10 - B aggage compartment floor (access to electrical master units) 11 - C omputer mounting frames 12 - Forward frame 13 - E ngine mounting be am

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

2.5

T HM

2.6 - TAIL B O O M The tail boom is constructed of circular frames covered with skin. O verall bending rigidity is provided by plate stiffeners. The tail boom supports: - the tail ge arbox (T G B), secured to 2 frames, - the horizontal stabilizer, mounted between 2 mainframes, - the tail rotor drive shafts, - the fins.

1 - T/R drive shaft be aring mounts 2 - Are a strengthened by stiffeners 3 - T G B forward mount 4 - Horizontal stabiliz er mounting doublers 5 - S kin 6 - H atch to c.g. balance weights 7 - Mainframes 8 - Tail cone 3

2 8

1

4 5 7

B allast plates may be mounted inside the tail cone to correct the c.g. position of the empty helicopter.

6 E F F E C T O F TAIL B O O M S T R A K E

The strake (1) is secured longitudinally from the forward frame to the horizontal stabiliz er. It is designed to generate a pressure equal to the static pressure on the R H side of the tail boom. Main rotor airstre am

1

In sideways flight to the left, the main rotor airstre am is deflected and accelerated over the RH side of the tail boom, which induces a negative pressure of approximately 1 mbar/ cm⇢ along the entire tail boom. This reduces the effect of the tail rotor by roughly 5%. A strake added at 45° causes the main rotor downwash flow to separate and restores the pressure to the static value. The effect of the strake is thus to regain the 5% moment and to improve the tail rotor efficiency (including in hover).

45°

A erodynamic gain

View looking forward

2.6

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

Tail boom

T HM

2.7 - TAIL U NIT The tail unit consists of: - a horizontal stabiliz er (1), - a dorsal (upper) fin (2), - a ventral (lower) fin (3).

2

In excessively nose-up landings, a tail guard (4) protects the ventral fin. These vertical and horizontal airfoil sections act as stabiliz ers, i.e. when subject to a relative wind, they tend: - to counteract any changes to the helicopter's attitude, - to bring the helicopter back to its original attitude after any deviations.

1

3

4

S P E CIAL F E AT U R E O F H O RIZ O N TAL S TA BILIZ E R

This stabiliz er has an asymmetric N A C A airfoil, set at -1°40' to the horizontal datum; when subject to a relative wind V, the airfoil generates an a erodynamic force F tending to right the helicopter.

S P E CIAL F E AT U R E O F FIN S In cruise flight, the asymmetric N A C A airfoil of the dorsal fin generates an a erodynamic force F 1 that opposes the main rotor's counter torque C R and thus reinforces the tail rotor thrust. This allows the tail rotor pitch to be reduced and power to be saved. The ventral fin has a symmetric N A C A airfoil to stabiliz e the helicopter about its yaw axis.

H oriz ont al

V

1°40'

N os e-up mom e nt

F

CR

D O R S AL FIN

V

F1

CR

V E N T R AL FIN

V

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

2.7

T HM

2.8 - D O O R S The helicopter has the following doors: - two cabin doors (1), one on either side, accessing the pilot se ats, - two subdoors (2), one on either side, accessing the re ar of the cabin, - a laminated LH baggage compartment door (4) and a symmetric laminated R H baggage compartment door, - a laminated re ar compartment door (5). All the above doors have a key-operated safety lock.

5

4

3

The LH and R H baggage compartment doors are hinged along their top edges and can be held open by a rod (3) which clips on the inside of the door for stowage.

1

2

C ertain missions (hoisting and casualty evacuation) require better access to the rear of the cabin. This is achieved by replacing the LH standard door and LH subdoor by a narrower pilot door and a wider sliding door running on rails. The sliding door may be opened, and locked open, in flight.

C A BIN D O O R S 1

2

1 - " Cle ar vision" window, Altuglass transparency (LH and R H doors) 2 - Door transparency (Altuglass)) 3 - Handle 4 - Spring rod 5 - Hinges

5

3

The compressed air expands to assist the opening of the door (extension force = 15 da N) and to hold it open. The air is compressed when the door is closed.

E xtension 4 Piston C ompre s sion

C ylind er

2.8

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

T HM

2.8 - D O O R S (C o nt.) 2.8.1. C A BIN D O O R J E T TIS O N S Y S T E M The two front doors are fitted with a jettison system. When operated, a handle (1) on the door jamb pulls out the hinge pins and neutraliz es the door closure lock. The spring rod does not have lock pins at its two ends. In the locked position, the handle is held by a polycarbonate guard (2), which is secured by 3 lugs (3).

2 1

3

2.8.2. L O C KIN G IN DIC AT O R S F O R SID E B A G G A G E C O MPA R TM E N T D O O R S The baggage compartment doors are kept closed by 2 locks, e ach of which controls a microswitch.

When the locks are not engaged, the parallel-connected microswitches illuminate a warning light on the failure warning panel.

Front lock C entral lock

DOORS

C entral lock microswitch Front lock rod Front lock microswitch C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

2.9

T HM

2.9 - C O W LIN G S, F AIRIN G S A N D B U L K H E A D S

1

2

4

3

6

5

H a ndling b ar

7

8

9 11

10

MAT E RIALS Light alloy Laminate (reinforced plastics) G lass fabric

1 - M G B compartment air inlet, secured by bolts 2 - M G B upper cowlings, attached by D Z U S fasteners. 3 - Opening engine cowlings, hinged on firewall. Held open by 1 rod. Locked by Hartwell fasteners and toggle. 4 - Junction fairing, secured by D Z U S fasteners. 5 - Tail rotor drive shaft fairings (3 sections), secured by D Z U S fasteners. 6 - T G B fairing, secured by D Z U S fasteners. 7 - Tail boom end fairing, secured by bolts. 8 - O pening engine cowlings (LH & R H), hinged on engine upper cowlings, held open by rod and locked by H artwell fastener and toggle. 9 - R e ar lower cowling, secured by toggle fasteners. 10 - Two-section intermediate lower fairing, secured by bolts. 11 - Front lower fairing, laminated, secured by toggles. 12 - B aggage compartment firebarrier walls

2.10

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

12

T HM 2.9 - C O W LIN G S, F AIRIN G S A N D B U L K H E A D S (C o nt.) E N GIN E FIR E B ULK H E A D S 1

2

3

4

1 - Front titanium bulkhe ad, removable in 3 parts 2 - G askets 3 - R e ar titanium bulkhe ad 4 - O pening for engine noz zle 5 - R emovable vertical central bulkhe ad 6 - Protective titanium tunnel for tail rotor drive shaft 7 - Bulkhe ad brace with grip 8 - O pening for flared housings with gasket

5 8

6 7

2.10 - S KID T Y P E L A N DIN G G E A R 2.10.1. G E N E R A L - A S S E M B LY O F L A N DIN G G E A R The landing ge ar supports the helicopter, protects the airframe on landing and damps out vibration when the helicopter is on the ground with the rotor spinning. The landing ge ar assembly comprises: - a front cross tube (2) and a re ar cross tube (4) - two skids (1) - two hydraulic shock absorbers (3)

1 - Skid, light alloy 2 - Front cross tube, ste el 3 - Hydraulic shock absorber 4 - R e ar cross tube, ste el 5 - Attachment point stop 6 - Structure 7 - Upper lining, elastomer 8 - Landing ge ar cross tube 9 - Lower lining, elastomer 10 - H alf-clamp

Clamped to lateral be ams Shock absorbers secured on 15° frame

6 4

3

7 2 5

1 Clamped to lateral be ams

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

8

9 10

2.11

T HM

2.10.2. L A N DIN G G E A R FIT TIN G S 2

1

3

5

1 - Support bolt for handling whe el fittings 2 - E ngine access re ar footstep. 3 - F lexible ste el strip 4 - Ste el we ar pads 5 - C abin entry footsteps

4

4

Installation holes for handling whe els for different helicopter c.g. positions

2.10.3. G R O U N D R E S O N A N C E A N D F U N C TIO N O F T H E S H O C K A B S O R B E R S When the helicopter is in flight, the rotors, engine and drive shafts generate vibrations that propagate through the airframe, whose components vibrate at their own natural frequency varying mainly with their weight, stiffness or flexibility (i.e. their shape, dimensions and materials). The helicopter is thus subjected to a complex pattern of vibrations, which can sum up (vibration amplitude incre ases) or subtract (vibration amplitude decre ases). The designer obviously attempts to reduce the vibration level by "tuning" the natural frequency of the helicopter components. When the helicopter is in flight, it is isolated and the vibrational level always stabiliz es in given flight conditions neither incre asing nor decre asing. In contrast, when the helicopter is on the ground with its rotor spinning, the vibrations have a support point via the landing ge ar; if the natural frequency of the landing ge ar coincides with the principal vibrational frequencies of the main rotor, the vibrations are augmented every blade revolution as they receive a new "reflected" impulse. The vibration amplitude then incre ases very rapidly, the vibration becomes divergent and the resulting oscillations can destroy and overturn the helicopter. This phenomenon is called G R O U N D R E S O N A N C E . A flexible ste el strip bent downwards behind the skids incre ases the landing ge ar stiffness and changes its natural frequency so that ground resonance can never occur. In addition, the function of the shock absorbers betwe en

2.12

A mplitud e a pproxim ately 1 mm Leg distorts

Ste el strip bent downward

the landing ge ar's "soft" front leg and the structure is to absorb the vibration energy and hence prevent all divergent oscillations. Another point to note is that the flexibility of the cross tubes, skids and ste el strip attenuates the helicopter's vertical deceleration at touchdown where as the impact energy is absorbed by the shock absorbers and by the rubbing action of the skids on the ground.

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

T HM

2.10.4. L A N DIN G G E A R S H O C K A B S O R B E R S Attachment fitting on 15° frame

The main characteristic of the shock absorber is its damping velocity. When a 500 da N load is applied: - the piston moves through ± 2 mm - at a velocity of 35 mm/s - and a frequency of 3.1 H z

R od-e nd b e aring

S p a c er 1

F WD

Bolt locking clamp on L/G cross tube

2

7

3

4

C hamfered washers 5

1 - F illing plugs 2 - Hydraulic fluid reservoir 3 - Plug 4 - Piston 5 - Cylinder 6 - Shock absorber casing 7 - Filling and ble ed non-return valve 8 - O verpressure spring washer 9 - O verpressure spring washer 10 - Normal throttling orifice

6

O P E RATIO N 1 - Load < 550 da N D amping is produced by throttling fluid through the calibrated orifice (10). 2 - Load > 550 da N O verpressure spring washers (8) and (9) move up to significantly incre ase the fluid flow are a: - upward load: washer (9) moves up - downward load: washer (8) moves up. 3 - Non-return valve (7) automatically ble eds off and fills the working chambers from the fluid reservoir (2). It should be noted that external le akage cannot occur because the fluid recovered betwe en the shock absorber casing and cylinder is fed back into the reservoir (2).

R od-e nd b e aring

8

10

9

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

2.13

T HM

3

MAIN R O T O R DRIV E SYST EM

3.1 -

M AIN R O T O R D RIV E S Y S T E M F U N C TIO N S

3.2 -

E N GIN E/MG B C O UPLIN G

3.2.1.

C O U P LIN G P RIN C IP L E

3.2.2.

E N GIN E/M G B C O U PLIN G C O MP O N E N T S

3.3 -

MAIN G E A R B O X (MG B)

3.3.1.

M G B D RIV E T R AIN

3.3.2.

M G B C O MP O N E N T S

3.3.3.

M G B E Q UIPM E N T

3.4 -

MAIN G E A R B O X LU B RIC ATIO N SYST EM

3.4.1.

LU B RIC ATIO N S Y S T E M O P E R ATIN G P RIN CIPL E

3.4.2.

LU B RIC ATIO N S Y S T E M C O MP O N E N T S

3.5 -

ROTOR BRAKE

3.5.1

R O T O R B R A K E O P E R ATIN G P RIN CIPL E

3.5.2.

R O T O R B R A K E S P E CIFIC ATIO N S

3.5.3.

R O T O R B R A K E C O MP O N E N T S

3.6 -

MAIN G E A R B O X SUSP E NSIO N

3.6.1.

G E N E RAL

3.6.2.

M G B S U S P E N SIO N C O MP O N E N T S

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

3.1

T HM

3.1 - M AIN R O T O R D RIV E S Y S T E M F U N C TIO N S MAIN R O T O R F R E E-W H E E L C O U PLIN G S H A F T

LU B RIC ATIO N S Y S T E M

OIL C O O L E R S

E N GIN E 2 FANS

MGB

ROTOR BRAK E

TAIL ROTOR E N GIN E 1

F R E E-W H E E L

The main rotor drive system transmits power from the engines to the main rotor and to the tail rotor drive shaft.

3.2 - E N GIN E/M G B C O U P LIN G

C O U PLIN G S H A F T

It comprises: - the engine/M G B coupling shafts - the main ge arbox (M G B) - the M G B lubrication system, including its oil coolers and fans

3.2.1. C O U P LIN G P RIN CIP L E E ach engine/M G B coupling assembly comprises: - a flared coupling (4) - a gimbal ring (2) connecting the coupling (4) to the M G B.

- a drive shaft (3) which transmits the engine torque to the M G B via the input pinion (1) equipped with a fre ewhe el. THE NE ED F OR THE GIMB AL/F LA R E D C O U PLIN G

MGB displacement

E N GIN E 1

2

3

3.2

The M G B is mounted on a flexible suspension system (§ 3.6) and is therefore subject to low-amplitude oscillations in flight. The gimbal/flared coupling is designed: - to m a int a in th e M G B/e ngin e dist a nc e constant, - to align the drive shaft with the input pinion. - to oppose the engine overturning moment. In these conditions, the drive shaft only transmits the engine torque.

4

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

T HM

3.2.1. C O U P LIN G P RIN CIP L E (C o nt.) T H E R O L E O F T H E F L E XIBL E C O U PLIN G S B E T W E E N T H E D RIV E S H A F T A N D T H E M G B IN P U T PINIO N

The flexible couplings ("flector" type) deform to absorb the small misalignments betwe en the engine drive shaft and the M G B power takeoff. The flex couplings are subject to high loads as they must not only transmit the engine torque but also deform in case of misalignment. As this deformation is repeated every

shaft revolution, the couplings are subjected to cyclic fatigue stresses and they must therefore be regularly monitored (as per the Master S ervicing R ecommendations). Nonetheless they are designed to be fail-safe and to deteriorate very gradually.

0.2 - 0.3 mm thick

in a stack...

Stainless ste el disks...

The flexible coupling deforms to absorb the small shaft alignment errors

...are mounted betwe en 2 triangular coupling flanges integral with the shafts

3.2.2. E N G IN E /M G B C O U P LIN G C O M P O N E N T S MG B 1

2

1 - G imbal pins 2 - F lex coupling assembly 3 - C oupling flange 4 - E ngine/M G B coupling shaft 5 - G imbal ring 6 - G imbal flange 7 - Splined flange 8 - Flared coupling 9 - Sliding flange 10 - F lex coupling assembly

3

7

4

6

5

8

ENGINE 9 10 C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

3.3

T HM

3.3 - M AIN G E A R B O X (M G B) 3.3.1. M G B D RIV E T R AIN MAIN ROTOR

The M G B transmits power from the engines to the rotors and reduces the rotational speed. The gearbox casing also transmits the main rotor counter torque from the rotor mast to the airframe. The M G B also drives its own lubrication pump and two hydraulic pumps.

394 rpm

1707 rpm E picyclic reduction ge ar module Hydraulic pump drive s B evel reduction ge ar module

E N GIN E 2 6016 rpm

Lubric a tion pump

E N GIN E 1 6016 rpm

TAIL R O T O R D RIV E S H A F T 6125 rpm

3.3.2. M G B C O M P O N E N T S C ombin er g e arbox modul e

( 1 ) Interc h a n g e a ble M G B m o d ule s T h e M G B is a m o d ul a r d e s ig n , i. e . c o n s is tin g o f subassemblies that can be replaced without adjustment or special tooling, and without returning the ge arbox to the factory. This results in lower maintenance costs.

( 2 ) C o m bin er g e arb o x B e v el g e ar

O il pump modul e

Fre ewhe el 2

Input pinion

E N GIN E 2

H ydra ulic pump Tail rotor driv e H ydra ulic pump

E N GIN E 1

Interm e diate pinion Input pinion

3.4

Fre ewhe el 1

The combiner ge arbox couples the power delivered by the 2 engines at the bevel ge ar input pinions, which are equipped with fre ewhe els. The intermediate pinions drive the hydraulic pumps.

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

T HM

3.3.2. M G B C O MP O N E N T S (C o nt.) ( 2 ) C o m bin er g e arb o x (C o nt.)

2

F R E E W H E E LS IN T H E D RIV E T R AIN

• When both engines are running, fre ewhe els (1) and (2) are engaged: the rotors and accessories are driven. • When one engine is shut down, the corresponding fre ewheel is disengaged: the rotors and accessories are driven by the second engine. • In autorotation, both fre ewhe els are disengaged: the tail rotor and accessories are driven by the main rotor.

Tail rotor

1 F R E E W H E E L O P E R ATIO N

The fre ewhe els only transmit motion from the engine to the rotor. The fre ewhe el shaft (3) rides in two be arings (5-6) in the input pinion (1). Bosses machined on the fre ewhe el shaft form retainers for the fre ewhe el rollers (2) which are pressed against the pinion bore by a spring (4) to ensure smooth engagement. • When the fre ewhe el is engaged, the rollers (2) are held tightly betwe en the tops of the bosses on the fre ewhe el shaft (3) and the input pinion bore (1). The pinion is driven by the shaft. • When the fre ewhe el is disengaged (autorotation or an engine shut down), pinion (1) is driven by the rotor or by the second engine, fre eing the rollers which act like a roller be aring: the engine is isolated from the ge arbox

1

FRE EWHE EL ENGAG ED

2 3

4

F R E E W H E E L DIS E N G A G E D

5 6

VIE W O F C A SIN G F R O M M G B SID E A

C O MBIN E R G E A R B O X F E AT U R E S

When the helicopter is equipped with a freon air conditioning system, a compressor drive pulley is bolted to the R H input pinion only. The standard blanking plate is replaced by a se al retainer and a magnetic se al.

Pulley

B

C

• Pinio n m o nitorin g The combiner ge arbox housing is equipped with inspection plugs (A-B-C) for borescope examination of the power pinion te eth. This type of examination is intended to determine the origin of metal particles in the oil, and to guide maintenance operations.

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

3.5

T HM

3.3.2. M G B C O MP O N E N T S (C o nt.) ( 3 ) R e d u ctio n g e ar train

Stationary ring ge ar

Rotor shaft 394 rpm

100 te eth

Planet carrier (5 planet ge ars)

30 te eth 394 rpm

E picyclic re duction g e ar Sun ge ar 1707 rpm B e v el p air Ring ge ar 61 te eth

6125 rpm

Pinions 17 te eth

Spe ed ratio: 61 17

The sun ge ar drives the planet ge ars, which rotate in the stationary ring ge ar and drive the planet carrier and hence the rotor shaft at 394 rpm. Spe ed ratio:

= 3.59

30 + 100 30

= 4.33

3.3.3. M G B E Q UIP M E N T 1 5

2

6

3 4

7

3.6

9

8

1 - O il filter 2 - 3-way union (distributes oil to M G B combiner ge arbox) 3 - Low pressure switch 4 - Borescope port plug 5 - O il filler spout and vent 6 - O il level sight 7 - O il pump pressure relief valve 8 - Oil temperature switch 9 - Drain plug and chip detector

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

T HM

3.4 - M AIN G E A R B O X L U B RIC ATIO N S Y S T E M The M G B ge ars and be arings are cooled and lubricated by a pressuriz ed oil system. At the ge arbox oil outlet, the oil is very hot (about 120°C) and must be cooled in an external he at exchanger, which removes the he at equivalent of 16 kW.

IMP O RTANT N O T E O nly the oils authoriz ed for use by the manufacturer (refer to the F light Manual) ensure satisfactory operation. The oil check procedures are indicated in the Master S ervicing R ecommendations.

3.4.1. L U B RIC ATIO N S Y S T E M O P E R ATIN G P RIN CIP L E P < 1 bar 1

P P11

3

MGB P P P12

6 2

4

18

7

5

8

9

10 14

13

15

16

12

MG B CHIPS

ˇ 

17

P P11

P P12

MGB T

t >115° C

11

3.4.2. L U B RIC ATIO N S Y S T E M C O MP O N E N T S

1 - O il inlet for 2 rotor mast be arings 2 - V ent orifice 3 - "Low oil pressure " warning light 4 - Pressure switch 5 - F low restrictor orifice plate 6 - F ilter bypass valve set at 4.5 bar (opens in case of filter clogging) 7 - O il filter 8 - Two oil coolers connected in parallel 9 - C ooling fans driven by tail rotor drive shaft

10 - O il level sight (system capacity = 7.3 liters) 11 - " Oil overhe ating" warning light 12 - Bimetallic thermal switch 13 - Pressure relief valve set at 8 bar 14 - G e ar pump (flow = 2400 liters/hour) 15 - Strainer 16 - S elf-se aling magnetic chip detector, also used as a drain plug and for spectrometric oil analysis samples 17 - C hip detector warning light 18 - V ented oil filler neck

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

3.7

T HM

3.4.2. L U B RIC ATIO N S Y S T E M C O MP O N E N T S (C o nt.) ( 1 ) O il filter

F iltered oil

1

Unfiltered oil

2 3

4 5 C L O G G E D FILT E R: BYPASS VALV E O P E N

C L E A N FILT E R

6 7

1 - Bypass valve (set at 4.5 bar) 2 - F ilter mounting bracket 3 - O-ring se al 4 - F ilter element 5 - O-ring se al 6 - O-ring se al (for filter bowl) 7 - Filter bowl grip ring 8 - F ilter bowl

8

( 2 ) O il c o oler s y ste m The fan assembly comprises two fan-stator modules and is driven by the first tail rotor drive shaft element. Air drawn from the M G B compartment and fed via 2 ducts to the engine and M G B oil coolers.

5 4

6

3

2

1

7 8 9

10

3.8

1 - Drive shaft 2 - Two-stage fan assembly 3 - C ooling air ducts 4 - M G B oil return line 5 - M G B oil coolers 6 - Access panel 7 - LH engine oil cooler 8 - O il line from M G B 9 - Scre en protection for 2nd fan impeller 10 - Accelerometer mount

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

T HM

3.5 - R O T O R B R A K E The rotor brake is designed: - To quickly stopping the rotor spinning after engine shutdown. N.B. Without a brake, the rotor's kinetic energy would keep it spinning. - To prevent wind from turning the rotor in the open air.

B ra kin g prin ciple: The rotor's kinetic energy is absorbed by F errodo friction pads rubbing against a disk driven by the M G B/tail rotor shaft coupling. Since the resulting friction transforms the kinetic energy into he at, there is an rpm limit above which rotor braking is not authoriz ed (too much he at would be dissipated with a risk of damage to the disk and brake).

3.5.1. R O T O R B R A K E O P E R ATIN G P RIN CIP L E A slotted cage (2) secured to the M G B housing (1) supports the rotor brake assembly. A mobile slotted cage (4) carrying the brake pads fits inside the first cage. The mobile cage cannot rotate but can move axially to force the pads against the brake disk. Spring (3) rests on the fixed cage and returns the mobile ring to its "brake off" position when the brake lever is released. C o ntrol a ctio n : Actuated by fork end control (7), ring (8) slides on the fixed cage to push back the mobile cage via diaphragm (5): this forces the brake pads against the disk. 1

6

8

2

7

3

4

O

When the fork is activated in the "braking" direction, roller (6) moves through an arc of a circle with center O and, supported by the fixed cage, pushes back ring (8), which results in B R A KIN G. 6

7

8

5

F unction of diaphragm (5) O nce the required braking force is generated, the diaphragm deforms under constant load and hence: T H E B R A KIN G T O R Q U E IS C O N S TA N T.

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

3.9

T HM

3.5.2. R O T O R B R A K E S P E CIFIC ATIO N S W eight ............................................................. 2.100 kg Braking torque .............................................. 8.2 m.da N Max. braking spe ed .......................................... 170 rpm

C ompulsory time betwe en 2 brake applications ... 5 min. P ad/disk gap ..................................................... 0.5 mm Brake force on pilot's control ............................ 15 daN

3.5.3. R O T O R B R A K E C O MP O N E N T S F L E XIBL E B ALL T Y P E C O N T R O L Moving part of control.

F lexible stainless ste el strip slides betwe en 2 series of balls.

Rotor brake control

1

2

3

e 4 5

1 - M G B input flange 2 - Diaphragm (spring ste el) 3 - Mobile slotted cage 4 - Brake pad support (F errodo sintered iron brake pads, useful thickness = 2 mm) 5 - Brake disk 6 - C ontrol ring 7 - C ontrol lever (fork end) 8 - Lever swivel pin 9 - C ontrol roller 10 - Stationary slotted cage 11 - Laminated shim for adjusting gap (installation side) e - O peration cle arance

11

3.10

10

9

8

7

6

N O T E - The brake is shown above: - rele ased in the upper half - applied in the lower half

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

T HM 3.6 - M AIN G E A R B O X S U S P E N SIO N 3.6.1. G E N E R A L The M G B supports the rotor mast casing in which the rotor shaft is mounted. The rotor shaft transmits cyclic periodical vertical and horizontal loads to the M G B (normal rotor vibrations at n where is the rotor angular velocity). If the M G B was rigidly attached to the transmission d e ck, this vibration would b e tra nsmitte d to th e airframe. The solution consists of inserting a flexible suspension betwe en the M G B and airframe to absorb most of the vibrations. Such systems are said to filter out the vibrations. The main rotor/M G B assembly is thus secured to the airframe at 2 points: - at the rotor mast by 4 rigid bars that transmit the lift to the airframe. - on the M G B by a flexible suspension betwe en the ge arbox bottom and the airframe. The suspension absorbs the forces F x, F y, the moments Mx, My and the main rotor counter torque C R .

The M G B is suspended like a pendulum and oscillates about the point O (where the 4 suspension bars intersect).

G e arbox bottom

Y

FX

X

FY

X'

CR

MX

MY

Y'

The basic element of the flexible suspension is a laminated cylindrical pad consisting of a bonded stack of thin rubber and dural disks. D ural

Rubber

O Suspension bar

O ne end of e ach of the 4 laminated pads is fixed to the M G B and the other to the airframe.

MGB F lexible suspension

AIR F RAME

The vibrations are absorbed radially by the pads which deform in she ar.

The main rotor counter-torque (C R ) is transmitted through the pads by compression.

MGB MGB

The laminated pads are flexible in she ar

CR

The laminated pads are stiff in compression

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

3.11

T HM

3.6.1. G E N E R A L (C o nt.) A R R A N G E M E N T O F LAMIN AT E D PA D S

M G B bottom

T O P VIE W

R I2

I2 Lateral axis

FWD L2 L1

L2 T T

FWD

I1

Longitudinal axis

- Two laminated pads (L1, L2) re act she arwise the loads F x, My along the longitudinal axis. -Two other pads (I1, I2) re act she arwise the loads F y, Mx acting along the lateral axis. The 4 laminated pads re act the main rotor counter torque (C R ) in compression. The 2 pairs of laminated pads are linked by a cross member (T), which closes the load path and is loaded almost entirely in tension. This type of suspension is called "bidirectional" as it acts along the longitudinal and lateral axes.

L1 R esistive torque (tail rotor)

I1

R

CR

3.6.2. M G B S U S P E N SI O N C O M P O N E N T S

2

1

3

4

5

I2 L2

To transmit the autorotation torque which changes direction, e ach laminated pad is paired with a second pad that is only compressed when the torque changes sign. If a laminated pad is destroyed, the assembly is held in position by a block (3) and continues to transmit the rotor torque in compression.

1 - Cross member 2 - Structure fitting 3 - Laminated pad support 4 - Laminated pads 5 - Attachment bolt

AV

L1

I1

N.B. The longitudinal pads (L) and the lateral pads (l) have different thicknesses.

3.12

T O P VIE W

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

T HM

4

MAIN R O T O R

4.1.

O V E RVIE W

4.2 -

M AIN R O T O R M A S T

4.2.1.

G E N E RAL

4.2.2.

MAIN R O T O R MA S T C O MP O N E N T S

4.2.3.

MAIN R O T O R MA S T A S S E MBLY

4.2.4.

MAIN R O T O R S H A F T/M G B C O U PLIN G

4.2.5.

S W A S H PLAT E A S S E MBLY

4.3 -

M AIN R O T O R H U B (MR H)

4.3.1.

" S TA R F L E X " R O T O R H U B

4.3.2.

R O T O R H U B D Y N AMIC S

4.3.3.

MR H C O MP O N E N T S

4.4 -

MAIN R O T O R B L A D E S

4.5 -

R O T O R SP E E D MO NIT O RIN G

4.5.1.

R O T O R R PM (N R) D E T E C TIO N

4.5.2.

N R MIN/MA X A U R AL ALA RM S Y S T E M

4.5.3.

C O MP O N E N T L O C ATIO N S

4.6 -

VIB R ATIO N A B S O R B E RS

4.6.1

G E N E RAL

4.6.2

C A BIN R E S O N AT O R S

4.6.3

R O T O R H U B S P RIN G T Y P E VIB R ATIO N A B S O R B E R

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

4.1

T HM

4.1 - O V E R VIE W The main rotor provides the lift of the helicopter and powers its forward flight. The main rotor comprises: - the main rotor mast (3) - the rotor hub (2) - 3 rotor blades (1).

1

2

The main rotor mast is secured to the M G B. It drives the main rotor hub and transmits the rotor lift to the airframe. The hub is attached to the rotor shaft and supports the blades. It is located at the center of the resultant lift of the blades and it absorbs the forces induced by the rotor rotation (centrifugal forces, flapping and drag (le ad/lag) loads). The blades convert the mechanical engine power into aerodynamic forces (lift).

S O M E FIG U R E S N = 390

+4 rpm (spe ed governed in ste ady flight) -5

3

W EIG H T O F R O T O R S U B A S S E MBLIE S - Main rotor mast .............................................. 55.7 kg - Rotor hub ......................................................... 57.5 kg - Blade .............................................................. 33.9 kg - Anti-vibration device ........................................ 28.4 kg

Blade sle eve Bla d e Rotor diameter = 10.69 m

R O T O R ID E N TIFIC ATIO N

The blade sle eves are balanced to compensate for the weight of the rotating scissors. The sle eves and blades are also functionally paired by adjusting their pitch change rod. To prevent the settings being lost on removal/installation of these components: - the rotor hub can only be mounted in one position on the rotor mast (se e 4. 3. 3.). - e ach blade/sle eve/rod forms an assembly that is identified by a different color (in the order: yellow, blue, red). These colors can also be used when tracking the blades, to identify the trace of e ach blade on the tracking flag.

Pitch change rod

" BLA D E/SL E E V E/R O D " A S S E MBLIE S ID E N TIFIE D B Y C O L O R E D A D H E SIV E TA P E

4.2

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

T HM

4.2 - M AIN R O T O R M A S T 4.2.1. G E N E R A L The main rotor mast consists of: - the rotor shaft (9) driven by the M G B. - the swashplates, i.e. the rotating star (3) and the stationary star (4). The stationary star is actuated at 3 points (indexed at 90°) by the flight controls (5). It is mounted on a balljoint (12) and can: - pivot about the balljoint to vary the cyclic pitch. - move along the shaft to vary the collective pitch; the balljoint then slides up or down on a guide (11). The rotating star rotates on be aring (13) and copies all the movements of the stationary star, transmitting them via 3 pitch change rods (2) to the blade control horns (1) on the blade sle eves. A casing assembly (10) extends beyond the swashplate guide to rigidly connect the mast to the M G B. The main rotor shaft is attached to the housing by a guiding roller be aring (6) and a 4-contact be aring (8) that carries the rotor lift in flight and the rotor weight on the ground. These loads are transmitted by 4 suspension bars (7) secured to the transmission deck.

1 2 3 13

4

12

5

6

11

7 8

10

9

S WA S H PLAT E O P E R ATIN G DIA G R AM F ORWARD

1

2

The upper scissors (1) is attached to the rotor shaft and drives the rotating star. The lower scissors (2) is attached to the casing and stops the stationary star rotating.

Simulta n e ous action on the 3 controls

C O LL E C TIV E PIT C H VA RIATIO N The balljoint slides along the rotor mast. The pitch change is the same on all 3 blades. In the above diagram, the pitch is increasing.

Action on the fore/ aft control

C Y C LIC PIT C H VA RIATIO N The balljoint does not move but the swashplate pivots about it. In the diagram above, the pitch decreases to the front and incre ases to the re ar.

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

4.3

T HM

4.2.2. M AIN R O T O R M A S T C O MP O N E N T S Although the suspension bars are not part of the rotor mast, they are assumed to be so functionally for explanatory purposes.

Rotor shaft Swashplates

Swashplate guide

C a sing a ss e mbly

Suspension bars (s/ste el)

R e ar attachments

S O M E S P E CIFIC F E AT U R E S O F T H E R O T O R MA S T

O nly one be aring in the control linkage

Swashplate guide covered with Teflon-coated glass fabric: N O LU B RIC ATIO N

The usual hinge be arings (low r e li a b ilit y) a r e r e p l a c e d b y b alljoints a nd s elf-lubric ating be arings. HIG H E R R E LIA BILITY N O LU B RIC ATIO N

N.B. E xcept for the normal visual checks, the rotor mast requires no servicing.

4.4

F urthermore, you can replace all defective parts by your own me ans (no more factory returns).

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

T HM

4.2.3. M AIN R O T O R M A S T A S S E M B LY 4 P OIN T C O N TA C T B ALL B E A RIN G S 1

2

Periodically lubricated via grease nipple C. D istributing th e lo a ds to 4 points d ecre ases the specific pressures.

3

B E TT E R R E LIA BILITY.

21 20

4 19 C 18

5

17

6

7 16

8

15 9

1 - Scissors drive 2 - Rotor shaft (ste el) 3 - Rotating scissors 4 - B alljoint 5 - Stationary scissors 6 - Spacer 7 - Roller be aring 8 - Slotted (phonic) whe el 9 - O il tube 10 - E lectric chip detector 11 - Thrust be aring 12 - Planet ge ar 13 - V ent 14 - Borescope port plug 15 - N R magnetic sensor 16 - Upper casing (light alloy) 17 - Swashplate balljoint guide 18 - S elf-lubricating adhesive tape 19 - Stationary swashplate 20 - Rotating swashplate 21 - Pitch change rod

14 10

13

ˇ 

12

R O T O R MAST C hip detector

11

P P11 ˇ 

CHIP MG B

P P12

MGB C hip detector C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

4.5

T HM

4.2.4. M AIN R O T O R S H A F T/M G B C O U P LIN G 1 2 4 3

17 5 16

6

15 7 14

8

13

10

11

12

9

1 - Lip se al 2 - B e aring cup lock bolt 3 - Plug for checking oil le akage from lip se al (1) 4 - Roller be aring 5 - Slotted (phonic) whe el 6 - O il slinger for be arings (4) & (9) 7 - E lectric "metal chip" detector 8 - B e aring housing 9 - Thrust be aring (4-contact) 10 - C hip collector 11 - Planet ge ar carrier/mast assembly 12 - Oil scavenge bowl 13 - Planet ge ar 14 - Air vent 15 - Plug for borescope inspection 16 - N R magnetic sensor 17 - Light alloy upper casing

4.2.5. S WA S H P L AT E A S S E M B LY

7 9

11

8 10

A

7

1

Two ball sockets (1), made of self-lubricating material, allow the swashplate assembly to oscillate on balljoint (2). The 4-contact be aring (3) is lubricated by gre ase nipple (4). Protectors (5, 11) ke ep out rain and dust. A tapped hole (10) on e ach arm of the rotating star is used to fit struts for flight control rigging. A pulse-generating tab (6) integral with the rotating star synchroniz es the strobe light flashes in blade tracking checks. The rods have 2 end-fittings (7) with opposite-hand threads for blade pitch adjustment by rotating rod body (8) (with locknuts (9) unscrewed). Turning the rod in the direction marked "+" on the rod body incre ases the blade pitch: a rotation of one flat on the rod body changes the blade track by approximately 6 mm.

2 6

5

4

3

A : Laminated shim for adjusting play of ball sockets (1)

4.6

D O N O T A DJUST TH E L E N G TH O F Y E LL O W PIT C H C H A N G E R O D A S IT IS TH E D ATUM R O D

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

T HM

4.3 - M AIN R O T O R H U B (MR H) 4.3.1. " S TA R F L E X " R O T O R H U B The basic component of the rotor is the S TA R with its 3 arms F L E Xible in the flapping direction (hence its name " Starflex"). O n the Starflex rotor hub, rigid sle eves join the blades to the star arms so that the hub performs the following functions WIT H O U T B E A RIN G S:

- F LA P PIN G, D R A G, PIT C H C H A N G E The sle eve must also transmit the blade centrifugal loads to the rigid center part of the star. F or this purpose, flexible couplings are fitted betwe en the sle eve (3) and the star arm (2), i.e.: - a laminated spherical stop (1) (sandwich structure of ste el cups and thin elastomer she ets). - elastomer blocks (4), called frequency adapters. Positive flapping Manufacturing coning Theoretical plane of rotation N egative flapping

1

2

3

4

O nly parts required for the functional explanation are shown or outlined

1 - L a min a t e d sph eric al stop, which is fle xible in torsion, flapping and drag but rigid in compression. It is the "he art" of the hub as it absorbs all the loads and displacements. 2 - Star arm (star made of "glass resin" laminate). F abrics molded and oven-cured. 1

2

3 - Sle eve (glass resin yarn roving). 4 - E la stom er blocks distorting sh e arwis e (in-pla n e dragwise damping and stiffness). 5 - S elf-lubricating balljoint, centering the sle eve at the end of the star arm.

3

4

5

BLA D E

Some advantages of the Starflex hub compared to the hinged rotor hub: - Practically maintenance-fre e (hingeless, gre aseless, etc.). - F ail-safe design through the use of composite materials (any damage evolves very slowly and is visible).

- O n-condition maintenance (No overhauls). - Modular design with all parts bolted together for e asy replacement of critical elements (spherical stop, elastomer blocks). - Low weight of 55 kg (In comparison, the Alouette 3 MR H weighs 105 kg).

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

4.7

T HM

4.3.2. R O T O R H E A D D Y N A MIC S The Starflex rotor hub is comparable to a hinged rotor, with elastic return in the flapping and drag directions (the star arms and elastomer blocks act as springs). F LA P PIN G F U N C TIO N

The star arms are flexible in flapping and are bent upward or downward by the flapping forces...

ˇ

...causing the blade/sle eve assembly to flap about the center O of the laminated spherical stop, which distorts elastically.

IN-PLA N E D R A G F U N C TIO N

The star arms are rigid in-plane (dragwise).

U n d e r th e a ctio n of the drag forces...

ˇ the elastomer blocks deform in she ar...

. . a n d th e bl a d e /sl e e v e a s s e m bly pivots a bout th e c e ntre " O " of th e l a m i n a t e d s p h e ri c a l s t o p , w h i c h deforms elastically.

4.8

The elastomer blocks provide: - both stiffness to adjust the natural frequency - and damping to limit the oscillation amplitude.

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

T HM

4.3.2. R O T O R H U B D Y N A MIC S (C o nt.) PIT C H C H A N G E

The star arms are rigid in torsion

Actuated by the blade horn...

ˇ

...the laminated spherical stops deform in T O R SIO N...

ˇ

...and the sle eve rotates about an axis going through the laminated spherical stop center O and the balljoint centre O'.

ˇ N O T E : Since the end of the blade control horn (E) is directly opposite the spherical stop center O , there is no geometric pitch/flapping coupling (no K-link)



R E A C TIN G T H E C E N T RIF U G AL L O A D S

The centrifugal loads are re acted via the sle eve by the laminated spherical stop. The stop is stiff in compression and transmits the centrifugal loads to the thick center section of the star where they balance e ach other out. The star arms are thus not stressed.

Fc

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

4.9

T HM

4.3.3. M R H C O M P O N E N T S All the rotor hub parts are either perfectly symmetrical or foolproofed :

1 - Star (glass-resin) 2 - Spherical stop (laminated elastomer) 3 - Sle eve flange (glass-resin) 4 - Frequency adapter (3 elastomer layers) 5 - Blade attach pin 6 - Light alloy washers (replaced by balance weights, if necessary) 7 - S elf-lubricating balljoint centered in bush 8 - Blade horn lever 9 - Thrust fitting (droop restrainer) 10 - Droop restraining ring 11 - Hub locating boss 2

1

N O E RR O R IS P O SSIB L E IN DIS A SS EMB LY/R E A SS EMB LY

5

4

3

11 7

6

Location for balancing plates

8 10

9 Tungsten carbide coating Bonded bush with m e ch a nic a l locking Teflon coating 1

R O T O R H U B IN S TALLATIO N O N R O T O R MA S T

2 11

3 4

1 - Star attach bolt 2 - Flanged ring 3 - Anti-corrosion washer 4 - Bush 5 - Ring nut 6 - R etaining ring for nuts (5) 7 - Droop restrainer ring 8 - C lamp for stirrups (9) 9 - Stirrup for retaining ring (7) 10 - Stud for sle eve electrical bonding braid 11 - Bolt attaching star and stirrup (9)

4.10

5

10

6

7

9

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

8

T HM

4.4 - M AIN R O T O R B L A D E S C onstruction ................................. composite materials W eight ............................................................... 33.9 kg Airfoil .................................................................. O A 209 Chord ................................................................ 350 mm

n AIR F OIL O A 2 X X O N E R A.

Type 2

Thick./ chord ratio

e = n% of C

C = 350 mm

Polyurethane protector on underside

Le ading edge protector

Bonding braid (polyurethane coated)

C enter of gravity mark Blade folding prop position marks

5th and 6th tab set at 0°, can be cambered for blade adjustment on MR H

First 4 tabs are c a mb ere d during dyn a mic b a l a ncing

Blade attach pin bushings

Static and dynamic blade balance weights

Glass roving tape wound around attach inserts and forming the le ading edge spar and the trailing edge ledge

Tracking finger for blade tracking flag check

Stainless ste el cuff

Glass fabric layup forming blade skin

Blade strobe-tracking target mounting screw

Roving spar

Polyurethane strip integrated in airfoil

Spar box structure (gla ssfib er)

Glass fabric skin

F oam core

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

Roving trailing edge ledge

4.11

T HM

4.5 - R O T O R S P E E D M O NIT O RIN G 4.5.1. R O T O R R PM (N R) D E T E C TIO N The pilot's instrument panel includes a triple rpm indicator displaying the main rotor spe ed (N R) and the fre e turbine spe ed for e ach engine (N F 1-N F 2)*. The copilot's instrument panel includes a single pointer N R indicator. An aural alarm sounds when the rotor spe ed is outside the minimum or maximum rpm limits. A test light confirms proper operation of the electronic circuitry. * N F is the rpm of the generator fre e turbine.

3 4

5

NR

1 - Slotted phonic whe el on main rotor shaft 2 - Magnetic sensor 3 - Pilot's triple rpm indicator (N R - N F 1 - N F 2) 4 -Indicator light 5 - Horn 6 - E lectronic detection unit 7 - C opilot's N R indicator

1

FRE QUENCY C OMPARATO R

2

6 7 P P13 NR

( 1 ) O p eratin g prin ciple of pilot's s elf-c o ntain e d N R in dic ator C opilot's N R indicator

1 2

FRE QUENCY/ V O LTA G E C ONVERTER

F

The phonic whe el (1) is driven by the main rotor shaft. As e ach tooth passes in front of sensor (2), it induces an alternating electric current whose frequency is proportional to N R. The frequency signal (F) is applied to a frequency/voltage converter, which supplies an output current with a voltage (U) proportional to the rotor spe ed.

NR G ALVAN OME T E R P O W E R SUPPLY

G

This voltage is transmitted via a power supply circuit to a galvanometer that controls the rpm indicator display. T H E S E L F-C O N TAIN E D TA C H O M E T E R IN DIC AT O R WILL DIS PLAY T H E R O T O R R PM E V E N IN T H E E V E N T O F A T OTAL AIR C R A F T E L E C T RIC P O W E R S Y S T E M FAILU R E .

( 2 ) O p eratin g prin ciple of c o pilot's a u xiliary N R in dic ator

1

FRE QUENCY/ V O LTA G E C ONVERTER

A

F

M

2 B

The rpm sensor (2) is not powerful enough to drive 2 selfcontained indicators.

4.12

MO T O R SLAVIN G C IR C UIT

P O W E R S U P PLY

P P13

Since the copilot's N R indicator is only fed a we ak signal from the second winding (B), it requires external slaving power.

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

T HM

4.5.2. N R MIN/M A X A U R A L A L A RM S Y S T E M The N R min/max aural alarm system warms the pilot when the rotor is overspe ed above the maximum limit (410 rpm) or underspe ed below the minimum limit (360 rpm), corresponding to the rotor's mechanical and a erodynamic rotor limits. ( 1 ) N orm al o p eratio n SL O T T E D WHE EL

FAILU R E W/PA N E L 4

SENSOR

HORN

NR "HORN" pushbutton 15

30 A

N R alarm printed circuit

P P11 B C

10 P P12

A - Horn light ground B - N R MA X (overspe ed) detection C - N R MIN (underspe ed) detection (horn)

The frequency of the current induced in the double sensor windings is transmitted to the N R indicator and to the electronic N R MIN/MA X detection unit. D epending on the sensor's output frequencies, the detection unit triggers the (2)

horn in the following rpm ranges: - 250 rpm < N R < 360 rpm (continuous audio signal) - N R > 410 rpm (intermittent audio signal)

O p eratio n s elf-te st SL O T T E D WHE EL

FAILU R E W/PA N E L 4

SENSOR

HORN

NR "HORN" pushbutton 15

30 N R alarm printed circuit

A P P11 B C

10

A - Horn light ground B - N R MA X (overspe ed) detection C - N R MIN (underspe ed) detection (horn)

P P12

O v ers p e e d d ete ctor o p eratin g te st T h e syst e m runs a s e lf-t e st of th e ov ersp e e d a nd underspe ed alarm electrical circuits as the engine accelerates after starting with the " H O R N " switch off, but without re aching the overspe ed rating (410 rpm).

When the " H O R N " pushbutton is off, oscillator (B) in the detection unit is connected to the " H O R N " light causing it to flash betwe en 250 and 360 rpm inste ad of 410 rpm.

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

4.13

T HM

4.5.2. N R MIN/M A X A U R A L A L A RM S Y S T E M ( C o nt.) (3)

Dro p of N R b etw e e n 360 a n d 250 rp m SL O T T E D WHE EL

FAILU R E W/PA N E L 4

SENSOR

HORN

NR "HORN" pushbutton 15

30 A

N R alarm printed circuit

P P11 B C

10 P P12

A - " H O R N " light ground B - N R MA X (overspe ed) detection C - N R MIN (underspe ed) detection (horn)

In this rpm range with the " H O R N " pushbutton O N, the detection unit directly energiz es the audio alarm via the busbars P P11 and P P12. T h e s o u n d is c o ntin u o u s.

( 4 ) O v ers p e e d c o nfig uratio n (N R > 410 rp m) SL O T T E D WHE EL

FAILU R E W/PA N E L 4

SENSOR

HORN

NR "HORN" P ushbutton 15

30 N R alarm printed circuit

A P P11 B C

10

A - H O R N light ground B - N R MA X (overspe ed) detection C - N R MIN (underspe ed) detection (horn)

P P12

The frequency of the induced current corresponds to an overspe ed condition, causing the detection unit oscillator to energiz e the horn, which s o u n d s intermitte ntly.

4.14

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

T HM

4.5.2. N R MIN/M A X A U R A L A L A RM S Y S T E M ( C o nt.) ( 2 ) In dic atin g lo gic a n d h orn o p eratio n

• " H O R N " lig ht s e q u e n c e d urin g o p eratin g te st

NR

ˇ ˇˇ 

ˇ 

HORN

ˇˇ  ˇ 

ˇˇ  ˇˇ 

HORN

ˇ 

HORN

The illumination sequence of the " H O R N " light indicates: - the horn is not active - the alarm circuit test is O K.

Light flashes from 250 to 360 rpm

• H orn o p eratio n (" H O R N " switch O N)

NR

Intermitte nt o v ers p e e d w arnin g above 410 rpm ˇ ˇˇ 

ˇ  ˇˇ  ˇ 

ˇˇ  ˇˇ 

ˇ 

C o ntin u o u s u n d ers p e e d w arnin g from 250 to 360 rpm C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

4.15

T HM

4.5.3. C O M P O N E N T L O C ATI O N S

Magnetic sensor

N R MIN/MA X alarm printed circuit (on 30D)



ˇ   





Horn pushbutton

   ˇ 

   ˇ 

 ˇˇ 

 ˇ 

 

ˇ  





 ˇ

ˇ 

HORN 

   ˇ

ˇ ˇ ˇ

 ˇˇ ˇ  ˇ ˇ

ˇ ˇ 

C O PIL O T'S N R IN DIC AT O R

4.16



PIL O T'S N R-N F 1-N F 2 IN DIC AT O R

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

Horn

T HM

4.6 - VIB R ATIO N A B S O R B E R S 4.6.1 G E N E R A L As you know, periodic cyclic loads act on the blades about the flapping and in-plane drag axes. These loads induce stresses and re actions at the rotor hub, i.e.: - bending and torsion moments on the rotor shaft, - she ar loads on the shaft. The rotor hub cyclic stresses and re actions are repe ated regularly every revolution and on e ach blade. Their frequency is 3 since there are 3 blades with an angular velocity of , The rotor hub re actions are transmitted through the rotor mast, suspension bars and M G B housing and generate vertical and horizontal vibrations that propagate through the airframe.

These vibrations are felt in the cockpit (particularly the vertical component which is the most troublesome), i.e. in the very place where a comfortable environment is essential. ALWAY S B E A R IN MIN D that these 3 vibrations are perfectly normal and are due to the operating principle of the rotor; moreover, they are in no way related to the static and a erodynamic balance. In other words, we either have to live with them or try and attenuate them. W e have alre ady se en that the M G B bidirectional suspension is designed to filter out the vibration but some always "gets through". W e have therefore attempted to further improve the vibration level by me ans of vibration absorbers based on the resonator principle.

( 1 ) R e s o n ator prin ciple F1

The dynamic behaviour of the airframe can be represented by a spring K and a weight M suspended from the rotor, which excites the airframe by a dynamic load F 0 at frequency of 3 . The response of the weight M to this excitation (load F 1) varies with M and with the natural frequency of the spring K/weight M system (a function of M and the spring stiffness). Thus depending on the airframe dynamics (M and K), the vibrations will either be amplified or attenuated but they will always be present. If a weight m is now added via a spring k to weight M (m < M), the vibration characteristics are altered (such a system is called a resonator). W eight m is excited by weight M but it counteracts and tends to reduce the excitation load F 0; it can even cancel it out if the resonator's natural frequency is equal to the 3 excitation (the resonator natural frequency = k/m). In other words if the resonator frequency is equal to the excitation frequency, the airframe does not respond since the weight M does not vibrate, i.e. th e re s o n ator c a nc els o ut th e vibratio n s.

R esponse of weight M

K

M

F0

K F2

M k

m

O bviously, such a simple system does not exist. From the dynamic point of view, the structure consists of a series of dissimilar weights (like M) and springs (like K); thus, to filter out all the vibrations, it would be necessary to provide a resonator for every "M/K " system, which of course is not fe asible. However what can be done is to limit the number of reso-

3 w rotor excitation

if

k m

=3

.... F 2 = F 0 and F 1 = 0 F0

nators by locating them so that they minimiz e the vertical vibration component in the cabin. The 3 resonators on the E cureuil are therefore are installed : - under the pilot and copilot se ats to make the cabin a "calm" are a. - on the main rotor hub at the source of the excitation loads.

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

4.17

T HM

4.6.1

G E N E R A L (C o nt.)

( 2 ) Prin ciple of th e c a bin re s o n ators The figure gives you an ide a of how the vertical vibration amplitude varies when there are no cabin resonators. The amplitude curve is se en to include anti-nodes (high vibration) and nodes (zero vibration). You can also se e that the vibration level in the cabin is high. The cabin resonators (a weight m at the end of a flexible ste el blade k) are therefore located under the pilot's and copilot's se ats; since the resonator is tuned to the 3 frequency, it cancels out the vibration a t th e a tt a chm e nt point of spring k , thereby generating a node under the pilot's and copilot's se ats and reducing the vibration level in the cabin.

A nti-nod e

N od e

Node fixed by resonator

The weight m vibrates in a ne arly vertical plane

m

k

( 3 ) Prin ciple of th e rotor h u b vibratio n a b s orb er Main rotor hub axis

In this case, the resonator acts on the excitation loads themselves. A weight m is located on the rotor hub axis and is held by 3 springs k allowing it to flap (to vibrate) in the horizontal plane and in the other directions. The weight m/springs k system is excited by the periodic cyclic loads on the rotor hub, and responds at the excitation frequency by counteracting the excitation loads.

k k m

1

2

3 k

7

6

4 5

4.18

123456-

Vibration absorber fairing C oil spring (3 springs) Vibrating weight C ylinder centering and retaining balljoint (5) B alljoint, guiding weight (3) in horizontal plane Protective boot ke eping out external agents (e.g. dust, rain, etc.) 7 - Rotor hub star

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

T HM

4.6.2 C A BIN R E S O N AT O R S

5

1

4

2

1 - Bottom structure be am 2 - Attachment backing plate 3 - Attachment plate 4 - F lexible ste el blade 5 - Resonator weights

Chamfers for movement of blade (4). C omply with installation direction.

3

The helicopter vibration level can be enhanced by moving the resonator weights on the ste el blades as specified in the Maintenance Manual instructions.

4.6.3 R O T O R H U B S P RIN G T Y P E VIB R ATIO N A B S O R B E R

1

2

3 4 9 8

123456-

F airing Upper flange W eight Mount assembly Lower flange C enter rod holding weight in horizontal plane 7 - B alljoint 8 - E xterior stop of spring (9) 9 - Spring C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

5

6

7

4.19

T HM

5 TAIL R O T O R DRIV E SYST EM

5.1 -

FROM THE MG B TO THE TG B

5.2 -

TAIL R O T O R D RIV E S Y S T E M

5.3 -

TAIL G E A R B O X

5.3.1.

T G B C O MP O N E N T S A N D M O U N TIN G

5.3.2.

PIT C H C H A N G E S PID E R A N D H U B

5.3.3.

TAIL R O T O R D RIV E C O MP O N E N T S

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

5 .1

T HM

5.1 - F R O M T H E M G B T O T H E T G B 2090 rpm

The tail rotor is driven from the M G B by: • The M G B T G B coupling shafts • The tail ge arbox (T G B)

6125 rpm

5.2 - TAIL R O T O R D RIV E S Y S T E M The system comprises 4 drive shafts: a stainless ste el forward shaft (1), a fan drive shaft (2) riding in 2 ball be arings (3), an intermediate shaft (4), and a very long re ar shaft (5) riding in 6 ball be arings (6), mounted in elastomer bushes to absorb the assembly vibration. All the shafts are connected by flexible couplings (7). The forward and re ar shafts (1, 5) have splined end fittings (8), which slide in the coupling flanges (9) for e asy removal of the drive shafts.

TGB

7 5 9

8

7 6

4

6 be arings along tail boom

2

7 3

1 7

B e aring (stainless ste el) 9

E la stom er bush E la stom er sle e v e

8 TGB

Driv e shaft

B all be aring B e aring support bra ck e t

Access panel to re ar flex coupling on shaft (1) for installation, inspection and balancing.

5 .2

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

T HM

5.3 - TAIL G E A R B O X (T G B) The T G B is basically an angle reduction ge ar (spiral bevel ge ar) mounted in and protected by a light alloy casing. The bevel ge ar shafts rotate in standard Timken tapered roller be arings which absorb the radial loads and axial thrust. Both the bevel ge ar and the other ge ars are splashlubricated. T h e h e a t g e n era t e d by th e g e arbox in op era tion is completely dissipated by radiation from the casing.

Hub attachment Tapered roller b e arings

Power takeoff

Tapered roller b e arings

" Gle ason" spiral bevel ge ar

Velocity ratio:

44 = 2.93 15

5.3.1. T G B C O MP O N E N T S A N D M O U N TIN G

3

The condition of the bevel ge ar can be checked using a borescope inserted through the filler neck (strainer removed).

4

1

2

F ORWARD MOUNTS

1 - O-ring 2 - O il level sight (Pyrex glass) 3 - O il filler cap (elastomer) 4 - Strainer (perforated brass she et) 5 - G asket 6 - Drain plug and magnetic element

5

6

REAR MOUNTS

P P11

TGB CHIP

P P12

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

ˇ 

5 .3

T HM

5.3.2. PIT C H C H A N G E S PID E R A N D H U B

1

2

3

4

5

6

The rotating plate (4) is driven by the rotor via 2 pitch change links (5) and is fre e to slide along the rotor shaft (7). The stationary plate (2) is actuated by a pitch change bellcrank (1) hinged on the T G B casing. It is fre e to slide axially and hence moves the rotating plate but it is prevented from rotating by the bellcrank. The stationary and rotating plates are separated a ball be aring. The figure shows the pitch linkage movements to incre ase the pitch angle . The directions are reversed to decre ase the pitch angle.

7

1 - Pitch change bellcrank 2 - Stationary plate 3 - B all be aring 4 - Rotating plate 5 - Pitch change link 6 - Hub 7 - Rotor shaft

Sliding motion on self-lubricating bushes Life-lubric ate d b e aring

S elf-lubric ating b a lljoint

S elf-lubric ating b a lljoint

5 .4

Yaw control

The maintenance of the control assembly has been minimiz ed. Apart from the standard visual inspections, no routine maintenance is required. There are no lubrication points thanks to the use of selflubricating balljoints, a life-lubricated be aring and self-lubricating sliding be arings.

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

T HM

5.3.3. TAIL R O T O R D RIV E C O MP O N E N T S 1

1 - Rotor mounting bolt 2 - Hub 3 - S elf-lubricating balljoint 4 - Pitch change link 5 - Dust protector wiper se als 6 - S elf-lubricating friction bushes 7 - Hinge on shock mounts 8 - B e aring protective baffles (grease-filled) 9 - Rotor shaft (ste el) 10 - V-ring dust protector 11 - Thre aded baffle joint 12 - Timken tapered roller be arings 13 - T G B casing 14 - B evel ring ge ar (case-hardened ste el) 15 - T G B cover (light alloy) 16 - B evel pinion (case-hardened ste el) 17 - V ented plug 18 - Magnetic se al 19 - B e aring spacer 20 - Pitch change bellcrank 21 - E xpansible bolt 22 - Nut joining stationary/rotating plates 23 - Stationary plate (light alloy) 24 - D e ep groove ball be aring 25 - Rotating plate (light alloy)

2

3 4

5 6 25

7

24 23

8

22 21 5

20

9 10

19

11 12

18

13 14 17 16

12 12 A

B

C

D

15

E

IN S TALLATIO N A N D O P E R ATIN G P RIN CIPL E O F T H E MA G N E TIC S E AL

T h e c arbon s e a ling ring (D) is h e ld by th e rotating bush (E). The ring is magnetically attracted onto magnetic bush (A), which is integral with nonmagnetic se al holder (C), itself held by lock ring (B). C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

5 .5

T HM

6 TAIL R O T O R

6.1 -

G ENERAL

6.2 -

TAIL R O T O R D E SIG N P RIN CIP L E S

6.3 -

TAIL R O T O R F U N C TIO N A L A N D S C H E M ATIC D E S C RIP TIO N

6.3.1.

PIT C H C H A N G E

6.3.2.

BLA D E C O NIN G A N G L E

6.3.3.

PIT C H/F LA P PIN G C O U PLIN G (K LIN K)

6.3.4.

E F F E C T O F T H E B O S S (" C HIN E S E ") W EIG H T S

6.4 -

TAIL R O T O R C H A R A C T E RIS TIC S

6.5 -

TAIL R O T O R C O MP O N E N T S

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

6 .1

T HM

6.1 - G E N E R A L The tail rotor controls the helicopter about its yaw axis. The forces acting are the main rotor's counter torque (Cr), a nd th e t a il rotor thrust (Ty) with a mom e nt M = L.Ty about the c.g. The tail rotor is a flexible se esaw type, mainly constructed of composites (carbon, K evlar etc.) with only a few metal connecting parts. The conventional pitch and flapping hinges have be en eliminated and, with them, the maintenance-intensive be arings. In fact, the tail rotor offers the same advantages as the main rotor (described in § 4.3.1.), i.e. almost maintenance-fre e, fail-safe design, on-condition maintenance, etc.

L . T y > Cr Cr G L

Ty

L . Ty > Cr

• L . Ty = Cr, the helicopter is in equilibrium • L . Ty < Cr, the helicopter turns to the left • L . Ty > Cr, the helicopter turns to the right.

6.2 - TAIL R O T O R D E SIG N P RIN CIP L E S The basic rotor component is a glass-resin roving spar on which the 2 blades are molded. The spar is clamped (at its center) betwe en 2 half shells. O ne of the shells has a hole for se esaw-mounting the blade assembly on the rotor shaft hub yoke.

S e esaw b olt H alf-shells

T H E S PA R IS A T HIN BLA D E T H AT IS

...fl e xibl e in th e bl a d e thrust (Ty) direction. This fl e xibilit y a b s orb s t h e thrust-induc e d b e nding loads.

Sp ar Bla d e

...torsionally flexible over its central portion. This flexibility acts as the pitch change hinge (thrust control).

Yok e

Bla d e

Ty

Ty

R etre ating blade

0.29 R Twisting are a

S e esaw a xis

C oning

The se esaw mounting performs the flapping function. The blade assembly pivots about the seesaw bolt and "balances itself" every half revolution, i.e. when the advancing blade lifts above the plane of rotation, the retre ating blade drops below this plane. N.B. The flapping motion compensates for the thrust asymmetry betwe en the advancing and the retre ating blade.

FWD A dv a ncing bl a d e F la pping

6 .2

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

T HM

6.3 - TAIL R O T O R F U N C TIO N A L A N D S C H E M ATIC D E S C RIP TIO N The glass fabric blade skin (1) blends into the le ading edge of the spar (8) over the main non-twisting section. The core (2) betwe en the spar and skin is filled with synthetic alkyd isocyanate foam. The skin is secured by a light alloy flanged ring (4) on the blade shank. The ring supports the blade control horn (7), connected to the tail rotor pitch change link, and 2 large boss-type weights (9) (also called " C hinese " weights). The spar is

clamped betwe en 2 metal half-shells (6) on the se esaw axis. The half-shells and ring are separated by 2 laminated, natural rubber/metal half-be arings (5) that deform in torsion and she ar. In the twisting are a, a cavity (3) in the foam filler allows the fre e spar to distort.

3 1

2

5

4

8

7 T WIS TIN G A R E A (Initial twist = 10°)

9

6.3.1. PIT C H C H A N G E

K link

5

7

When actuated by a pilot input, the blade control horn (7) rotates the blade shank flanged ring about the laminated half-be arings (5) which distort in torsion. The pitch change load is transmitted from the flanged ring to the blade's main non-twisting section and then on to the spar's torsion section, which twists to incre ase or decre ase the pitch.

6

10°

Blade axis

Spar centerline at clamp

Incre a sing pitch

6.3.2. B L A D E C O NIN G A N G L E The spar bending loads are picked up in the clamping are a by the 2 laminated half-be arings, which locate the coning axis and limit the coning angle. The arrows in the figure show the directions of the loads exerted on the be arings, which are stiff in compression but flexible in she ar. C oning axis C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

6 .3

T HM

6.3.3. PIT C H/F L A P PIN G C O U P LIN G (K LIN K) Since the blade horn is offset from the seesaw axis (flapping axis), flapping and pitch will couple with e ach other. Blade flapping causes the blade horn to move out of the plane of rotation (which contains the flapping axis) and to change the pitch of: - the advancing blade, which lifts and its pitch decre ases, - the retre ating blade, which drops and its pitch incre ases. The K link has the same a erodynamic effect as blade flapping (R efer to the theory of the helicopter) and therefore tends to stabiliz e it.

6.3.4. E F F E C T O F T H E B O S S ( " C HIN E S E " ) W EIG HTS These weights balance out the z ero pitch return moment of the blades and reduce the pitch control loads; this is particularly useful in case of failure of the tail rotor servo actuator, which le aves the pilot without hydraulic power assistance. E X PLA N ATIO N O F BLA D E Z E R O PIT C H R E T U R N M O M E N T

C onsider 2 blade elements A and B , e ach of mass m, in the same airfoil section. They are roughly at the same distance r from the center of rotation O . The centrifugal FC

F1

F0

FC

K link K link FWD S e esaw a xis

K link d e cre a s e s pitch

A dv a ncing bl a d e

F la pping a ngl e

force F c (F c = m 2r) acting on elements A and B can be resolved into 2 components A et B: - F o, parallel to the blade spanwise axis, - F 1, perpendicular to this axis. The F o components have no effect on the airfoil position, but the F1 components generate a moment about the blade hinge line that tends to return the blade to its flat or z ero pitch ( = 0) position. When the blade is flat, the moment generated by these forces is z ero.

O

A

A F1

B

F0

K link incre a s e s pitch

R etre ating bl a d e

r

B F1

F1 Hinge line

E F F E C T O F T H E B O S S W EIG H T S

The purpose of the boss weights, located perpendicular to the airfoil, is to generate a moment counteracting the blade z ero pitch return moment so that the airfoil is stabi-

liz ed at all pitch angles . The figures show cle arly that the effect of the boss weights is to counteract the blade z ero pitch return moment. FC

Boss weights

F1

F0 O

F0 FC

6 .4

F1

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

T HM

6.4 - TAIL R O T O R C H A R A C T E RIS TIC S Rotor diameter .................................................... 1.86 m W eight ................................................................. 4.6 kg Airfoil ......................................... symmetric N A C A 00.12

185 mm chord, extended by a trailing edge tab D esign twist .............................................................. 0° Spar in twist are a preset to ...................................... 10°

6.5 - TAIL R O T O R C O MP O N E N T S T h e construction of th e tail rotor bla d e s is similar to th at of the main rotor blades, i.e.: - glass roving spar (longitudinal roving layup) - foam core - glass fabric skin laid at ± 45° (2 layers). The blade assembly is molded and then hot-cured. 4

2

Blade cuff - R einforced twist are a (glass fabric under skin) 5

6

3

1

4

5

C 6

A 0 & B 0 : Attachment points of the rotor hub chordwise balancing weights. C : Attachment point of the spanwise balancing weights.

1 - Impact finger 2 - O utboard rib 3 - Spanwise balancing weights 4 - Lower surface protection - polyurethane she et 5 - Skin (2 glass fabric layers) 6 - Leading edge protection (bonded stainless steel) 7 - Glass roving spar 8 - Alkyd isocyanate foam 9 - Mounting plate for blade assembly balance weights 10 - Blade control horn 11 - Boss weights 12 - Tab

12

8

7

B0

10

9

11

11 10

A0

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

6 .5

T HM

6.5 - TAIL R O T O R C O MP O N E N T S (C o nt.)

A S S E MBLY O F TAIL R O T O R

Laminated taper be arings B alljoint

6

7

8

9

10

11

12

Ste el insert

E la stom er

3

1

1 2 3 4 5 6 7 8

9 10 11 12

6 .6

-

S e esaw half-shell Blade root ring with boss weights Laminated half-be aring Blade spar S e esaw clamp Blade control horn S e esaw bolt (rotor attachment) Tight-fit, laminated taper be aring. Inner ring is made integral with the rotor by bolt (7). The be aring is designed to attenuate blade swinging. - Hub yoke Woodruff key - Rotor shaft - Pitch change link

5

4

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

2

T HM

7 F LIG HT C O NTR O LS

7.1 -

O P E R ATIN G P RIN CIP L E O F T H E F LIG H T C O N T R O L S

7.2 -

MAIN R O T O R C O NTR O LS

7.2.1.

G E N E R AL D E S C RIP TIO N

7.2.2.

O P E R ATIO N O F T H E MAIN R O T O R C O N T R O LS

7.2.3.

MAIN R O T O R C O N T R O L C O MP O N E N T S

7.2.4.

MAIN R O T O R C O N T R O L RIG GIN G P R O C E D U R E

7.3 -

TAIL R O T O R C O N T R O L

7.3.1.

G E N E R AL D E S C RIP TIO N A N D O P E R ATIO N

7.3.2.

TAIL R O T O R C O N T R O L RIG GIN G P R O C E D U R E

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

7 .1

T HM

7.1 - O P E R ATIN G P RIN CIP L E O F T H E F LIG H T C O N T R O L S FN

The flight controls modify the pitch angle of the main and tail rotors so that the pilot can control the helicopter's attitude, velocity and he ading. The collective pitch lever (1) controls the main rotor lift F N by collectively varying the pitch. F N can be resolved into a "lift" vector S and an " airspe ed" vector V, whose direction and amplitude are controlled by the cyclic pitch stick (2). The cyclic stick tilts the rotor disk (cyclic pitch variation).

S

V

The yaw control pedals (3) modify the tail rotor thrust Ty , i.e. the helicopter he ading.

( 1 ) A ctio n of th e m ain rotor c o ntrols • Mo vin g th e c y clic stic k fore or aft drives a pitch linkage controlling the helicopter about its pitch axis via point B on the swashplate. F or instance, moving the stick forward causes point B to move down but points A a n d C re m ain e d fix e d. The resulting cyclic pitch change tilts the rotor forwards. • Mo vin g th e c y clic stic k laterally drives two roll linkages controlling the helicopter about its roll axis via points A and C on the swashplate. F or instance, moving the stick to the right causes point A to move down and point C to move up through equal distances. Point B re m ain s fix e d. The resulting cyclic pitch change tilts the rotor to the right.

• Mo ving th e c olle ctiv e pitc h le v er displaces the 3 points A , B and C simultaneously through the same distance, F or instance, pulling the lever up to incre ase the collective pitch will cause these 3 points to move up. H igh pitch

• Moving the collective pitch lever actuates the swashplate at A, B and C so that it moves parallel to itself without changing the cyclic pitch.

Low pitch

Pitch axis X Swashplate

• Moving the stick fore or aft actuates the swashplate at B so that it rotates about the X axis. • Moving the stick laterally actuates the swashplate symmetrically at A and C so that it rotates about the Y axis.

A

Y

60°

FWD

FWD

S w a shpla t e hinge line in roll control

Roll axis 30°

B

90°

C Swashplate hinge line in pitch control

( 2 ) A ctio n of th e tail rotor c o ntrol In this case the control action is simpler, i.e. pushing the R H pedal forward increases the tail rotor pitc h a n d h e n c e th e thru st Ty; p u s hin g th e L H pedal forward has the opposite effect.

7 .2

S ervo actuator

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

Ty

T HM

7.2 - M AIN R O T O R C O N T R O L S 7.2.1. G E N E R A L D E S C RIP TIO N 1

The control linkages betwe en the cyclic stick (10), collective pitch lever (11) and swashplate (1) consist of rigid rods interconnected by bellcranks and reversing levers. E ach control linkage acts on the swashplate through a hydraulic servo actuator (2, 3, 15) that exerts the necessary control forces. The standard version of the helicopter is fitted with single-action controls without an autopilot (dual action controls and an autopilot are options).

Pitch control linkage Roll control linkage C ollective pitch control. Downstre am of the mixing unit, the collective control utiliz es the roll and pitch linkages (the collective pitch lever moves e ach of the 3 linkages equally).

2

15

3

14

13

4

12

11 10

T h e la t era l b e llcra nk is a rock er arm a ss e mbly th at reverses the movement of the LH and R H roll systems.

5

RH control

LH control

1 - Swashplate 2 - LH roll servo actuator 3 - Pitch servo actuator 4 - Mixing unit 5 - " Quick fit" copilot collective pitch lever (dual controls) 6 - C ollective pitch levers torque tube 7 - " Q uick fit" copilot cyclic pitch stick 8 - C yclic pitch sticks torque tube 9 - Lateral bellcrank 10 - Pilot cyclic pitch stick 11 - Pilot collective pitch lever 12 - R eversing levers of cyclic pitch linkages 13 - " C ollective pitch/engine governor" coupling (se e C hapter 12) 14 - S ervo actuator input rods (stainless ste el) 15 - R H roll servo actuator

9

8

7

6

T h e m i x i n g u n it is th e int erf a c e for th e cyclic a nd colle ctiv e pitch controls. It e n a ble s th e m to op erate independently of e ach other without mutual coupling, i.e. a change in collective pitch does not modify the swashplate tilt and hence the cyclic pitch is not altered; conversely, moving the cyclic stick does not affect the collective pitch (the swashplate tilts but its height is unaltered).

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

7 .3

T HM

7.2.2. O P E R ATIO N O F T H E M AIN R O T O R C O N T R O L S The simplified schematic of the linkages cle arly illustrates the effect of moving the cyclic stick and the collective lever. E XAMPLE S:

Y

( 1 ) L ateral m o v e m e nt of th e c y clic stic k Moving the stick to the right displaces both the roll linkages by the same amount but in opposite directions; the swashplate therefore tilts to the right about the Y axis (which passes through the pitch servo actuator). ( 2 ) F ore/aft (lo n gitu din al) m o v e m e nt of th e c y clic stic k Moving the stick forward causes the pitch linkage to tilt the swashplate forward about the X axis (which passes through the 2 roll servo actuators).

X

AV

( 3 ) Mo v e m e nt of th e c olle ctiv e pitc h le v er Pulling the collective lever up (i.e. increasing pitch) causes the pitch and roll linkages downstre am of the mixing unit to move through equal distances in the same direction. This moves the swashplate upwards parallel to itself.

O P E R ATIO N O F T H E MIXIN G U NIT

C yclic stick to right

C yclic stick forward

C ollective pitch lever up

R

The roll bellcrank pivots about the colle ctiv e pitch b ellcra nk which is fixed. This motion is reversed on the other bellcrank.

7 .4

The pitch bellcrank pivots about the collective pitch bellcrank which is fixed.

The mixing unit shaft and the collective bellcranks rotate, displacing the pitch and roll bellcranks through the same distance.

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

T HM

7.2.3. M AIN R O T O R C O N T R O L C O MP O N E N T S ( 1 ) C y clic pitc h stic k

F RIC TIO N M E C H A NISM 1

The cyclic stick fe atures an adjustable friction mechanism, allowing the pilot to modify the load required on the control (It should be noted that the hydraulic power system eliminates the control loads).

2 3 4

N O T E : O n helicopters fitted with an autopilot, the friction is rele ased. 1 - Friction adjusting nut 2 - Elastomer spring washer 3 - Friction cap 4 - Moving cup 5 -Inner cup 6 - Threaded sleeve 7 - R etaining nut of cup (5) 8 - Lock ring of nut (7) 9 - Lock bolt of sle eve (6) 10 - F ixed friction cup

5 6

7 8 10

9

(2)

F ore/aft (lo n gitu din al) c o ntrol

13

12

3

1

2

3

4

10 5

11

6 9 8 7

1 - Stick lateral pivot bolt 2 - Yoke 3 - B all be arings 4 - Trim unit bellcrank (A P option) 5 - F ore/aft torque tube 6 - F ore/aft bellcrank 7 - Lateral link rod for 2 sticks

8 - C yclic stick lever end 9 - Rod 10 - Intermediate bellcrank 11 - C ollective pitch tube 12 - Rigging hole 13 - Adjustable stops

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

7 .5

T HM

7.2.3. M AIN R O T O R C O N T R O L C O MP O N E N T S (C o nt.) ( 3 ) L ateral b ellcra n k

1

3

2

1 - B ellcrank mount 2 - B ellcrank pivot tube 3 - Rigging holes 4 - Bush-type be aring (Ertacetal) 5 - Lateral bellcrank 6 - Adjustable stop assembly on 2 sides of bellcrank

4

5

6

( 4 ) C olle ctiv e pitc h le v er Note the friction adjusting grip (2) and the "low pitch lock" strip (14).

1 - C ollective pitch lever 2 - Friction adjusting grip 3 - Elastomer spring washer, compressed by grip (2) to generate frictional pressure 4 - Friction pad assy with 2 pads rubbing on (9) 5 - C over strip 6 - C over strip retention spring 7 - Rigging hole 8 - Lever control end with bellcrank 9 - Friction plate 10 - Rigging hole 11 - C ompensating spring 12 - C opilot's lever control end 13 - Adjustable stop for low pitch 14 - Lock strip

1 2 3 4 5 6 7 8

9 10

11 12

14 13

7 .6

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

T HM

7.2.3. M AIN R O T O R C O N T R O L C O MP O N E N T S (C o nt.) ( 5 ) Mixin g u nit a n d re v ersin g le v ers u n d er pilot's flo or MIXIN G U NIT

1 - Summing bellcranks 2 - R H lateral bellcrank 3 - Pivot be arings (Ertacetal) 4 - F ore/aft bellcrank 5 - LH lateral bellcrank 6 - B all be aring 7 - C ollective pitch lever 8 - Mixing unit torque tube

2

1

3

4 8

6

5 3

7

1

1 3

6 LAT E R AL R E V E R SIN G L E V E R S 11

10 9

9

9

9 - Pivot be arings (Ertacetal) 10 - LH lateral reversing levers 11 - R H lateral reversing levers

F O R E/A F T R E V E R SIN G L E V E R S

12 12

12

14 13

12 - Pivot be arings (Ertacetal) 13 - F ore/aft reversing lever 14 - F ore/aft rigging hole

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

7 .7

T HM

7.2.4. M AIN R O T O R C O N T R O L RIG GIN G P R O C E D U R E RIG GIN G : " T H E P O SITI O N S O F T H E C O N T R O L S A N D O F T H E S WA S H PLAT E " • D atu m s ettin g s of c o ntrol lin k a g e s : O ne rigging pin per control linkage. With the rigging pins fitted, the cyclic stick is in the neutral position and the collective lever at mid-travel (50 %). • D atu m s ettin g s of s w a s h plate : a special fixture locks the swashplate in its datum position (i.e. perpendicular to the rotor shaft, servo actuator at mid-travel). E ach servo actuator input lever is centered betwe en its stops by a rigging pin. • Rig gin g p oints: - the 3 pitch control rods - the 3 servo actuator input rods • Rigging: - betwe en the swashplate and rotor: fit the tool shim betwe en the star and sle eve upper flange (se e figure) and adjust the pitch control rods to an angle setting given by the tool shim. - betwe en control linkage and servo actuator: adjust the length of the servo actuator input rods so that they can be connected without forcing.

C O N T R O L T R AV E L A DJU S TM E N T

This adjustment ensures the minimum and maximum pitch angles are actually achieved when the controls are on their travel limit stops. • D atu m p oints : two fixed index marks on the M G B ring gear opposite the forward and LH servo actuator input rods. • A dju stm e nt p oints: C ontrol travel limit stops. • A dju stm e nt: Adjust the stop screws with e ach control at its travel limit to obtain the travel X (and hence the pitch), as specified in the Maintenance Manual for this control position.

S ervo actuator rigging pins (input rod centered betwe en its stops)

Swashplate locking fixture Adjustable rods

C ollective pitch rigging pin

C ollective control stops

X

F ore/aft cyclic stops

Ind e x m ark Lateral cyclic rigging pin

The control linkage rigging pins fit in clo s e-tolera n c e holes in the structure and control component. With the pin inserted, the control is secured to the structure and hence fixed.

7 .8

F ore/aft cyclic rigging pin Lateral cyclic stops

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

T HM

7.2.4. M AIN R O T O R C O N T R O L RIG GIN G P R O C E D U R E (C o nt.)

Swashplate locking fixture

IN S TALLIN G T O O L S HIM

Travel X

A DJU S TIN G C O N T R O L T R AV E L C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

7 .9

T HM

7.3 - TAIL R O T O R C O N T R O L 7.3.1. G E N E R A L D E S C RIP TIO N A N D O P E R ATIO N The tail rotor control pedals (1) are interconnected by a rocker arm (2) so that when one pedal moves forward the other moves backward. Downline of the rocker arm, the control linkage includes: a control rod (3), a bellcrank (4), a flexible ball-type sliding control (5) and, at the servo output (7), a rod (9) actuating bellcrank (10) on the tail rotor pitch change spider.

The load compensator (8) is connected in parallel with the input rod (9) to reduce the control loads that the pilot has to apply in case of hydraulic pressure loss. N ote: The operation of the load compensator is explained in chapter 9.7.

2

1

10 9

5 4 3

7 6

8

1 - Tail rotor control pedals 2 - Rocker arm 3 - Rod 4 - B ellcrank 5 - F lexible ball-type sliding control 6 - Dual control installation (option) 7 - S ervo actuator 8 - Load compensator 9 -Input rod to bellcrank (10) 10 - C ontrol bellcrank 11 - Engine governor/yaw pedal coupling potentiometer (se e chap. 12)

7 .10

11

- When the R H pedal is pushed forward (as shown), the tail rotor pitch change spider is moved closer to the fuselage by bellcrank (10) : the tail rotor blade pitch therefore incre ases. - C onversely when the LH pedal is pushed forward, the pitch change unit moves away from the fuselage and the blade pitch decre ases.

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

T HM

7.3.2. TAIL R O T O R C O N T R O L RIG GIN G P R O C E D U R E RIG GIN G T H E P O SITIO N S O F T H E P E D ALS A N D O F T H E PIT C H C H A N G E S PID E R

C O N T R O L T R AV E L A DJU S TM E N T (W H E N R E Q UIR E D)

• P e d al d atu m s ettin g : The pedals are aligned and secured at mid (50%) travel (i.e. medium pitch) using the special fixture (Make sure the load compensator accumulator is discharged). • Pitc h c h a n g e s pid er d atu m s ettin g : The tail rotor blades are locked in the medium pitch position by a special fixture. This blade angle of attack corresponds to one position of the pitch change spider. The servo actuator is pinned (input lever centered between its stops) as per the type of servo actuator. • A dju stm e nt p oint: A single point on the end-fitting of the flexible ball sliding control attached to the servo actuator. • A dju stm e nt: With the pedals and tail rotor blades locked by their fixtures (as above) and the servo actuator pinned, the adjustment is limited to screwing or unscrewing the flexible control end-fitting until it can be connected without forcing to the servo actuator input lever.

This adjustment ensures that the low and high pitch angles are actually re ached when the pedals are on their travel stops. • D atu m p oint: dimension M is me asured betwe en the pitch change spider and the T G B. • A dju stm e nt p oint: stops on bellcrank. These stops are fixed since misadjustment is highly improbable. • A dju stm e nt: Push the LH and R H pedals in turn onto their forward stops and me asure dimension M (S e e Maintenance Manual) in e ach position. If M is out of tolerance, the stops must be re adjusted.

A djust a ble end-fitting

Fixed stops S ervo actuator rigging pin (if servo has no mechanical locking system) Special fixture (P edals at 50%) C h e ck dim e nsion

Special fixture (Tail rotor blades at medium pitch)

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

7 .11

T HM

8 HYDR A ULIC SYST EMS

8.1 - HYDR A ULIC SYST EM F UN C TIO N A L O R G A NIZ ATIO N 8.2 - HYDR A ULIC SYST EM C OMP O N E NTS 8.3 - HYDR A ULIC SYST EM O P E R ATIO N

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

8. 1

T HM 8.1 - H Y D R A U LIC S Y S T E M F U N C TIO N A L O R G A NIZ ATIO N Two hydraulic systems supply hydraulic power to the servo actuators.

LH S Y S T E M

• T h e L H s y ste m supplies the upper cylinders of the main rotor servo actuators. The pump (2), driven by the M G B LH intermediate pinion, draws hydraulic fluid from reservoir (1).

RH SYSTEM

1

3

2

• T h e R H s y ste m supplies the lower cylinders of the main rotor servo actuators and the single-cylinder tail rotor servo actuator. Hydraulic fluid from reservoir (3) is pressuriz ed by pump (4), driven by the M G B R H intermediate pinion. Solenoid valve (5) remains open during normal operation. If the tail servo actuator distributor seiz es, the pilot will notice incre ased pedal loads; he must then energiz e the solenoid valve which isolates the servo actuator.

4

MAIN R O T O R S E RV O A C T U AT O R S Upper cyl Low er cyl Upper cyl Low er cyl

5

Upper cyl Low er cyl Tail servo act.

C ompensator

7

8 1

2

6

3 5

4

N ote: The LH hydraulic system pipes have protective fireresistant sle eving.

8 .2

1 - R H hydraulic unit 2 - R H system reservoir 3 - R H system pump 4 - LH system reservoir 5 - LH system pump 6 - LH hydraulic unit 7 - Main rotor servo actuators 8 - Tail rotor servo actuator (with compensation system)

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

T HM

8.2 - H Y D R A U LIC S Y S T E M C O MP O N E N T S LH S Y S T E M

RH SYSTEM P P11

P P12 1

1

HYD.

2

6 l/min

2

3

6 l/min

3 LIMIT

4

4

6 35 b ar

P 31.5V

REGUL GEN RESET

RESET

28P1

U>31.5V

U>32V

U +1V REV. CURR.

RESET

CRP1

CRP2 + GEN 1

28P2

+ GEN 2

m3P

m4P

G1

G2

ing and for engine starting (when a ground power unit is available). The standard procedure is as follows: Power supply via the external power receptacle → Pre-starting checks and tests → Engine starting→ "Disconnection" of the ground power unit → Automatic generator coupling (the helicopter is now electrically self-sustaining and ready for flight). 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.

11.15 /16

THM 11.1.4. DC POWER SYSTEM OPERATION (Cont.) ( 2 ) Power supply from battery

GEN. 1

BAT

DELEST. BUS G.

PP11 PP12

BAT T. 1

T° BATT.

PP11 PP12

FUS. BATT.

DIRECT. BATT. PP11 PP12

PP11 PP12

DELEST. BUS D

GEN. 2

PP11 PP12

1P

BAT 1

BATT. 2

PP11 PP12

PP21

BAT 2 29P

35P

L/SHED PP9

1

F15

19P1

PP10

G1

GEN 2

PP10 23P1

10P1

F13

F16

PP19

PP11

G2

PP13

Voltmètre

Voltmètre

8P

PP8 23P2

12P1 12P2

F5

1

19 P2

PP11 PP12

2 PP9

GEN 1

F1 5PaU 6PaU

PP8

PP14

DEM.1

10P2

2

F4

F2

PP1 2

PP20 9P

Voltmètre

DEM.2

20 P

COUPE-TOUT RL5

F6

RL7

RL3

RL2

SYSTEM CONFIGURATION Both load-shedding switches (1 - 2) are tripped. The two Battery/Ext. power switches are ON: Battery contactors 19P1 & 19P2 close, buses PP8 & PP9 are supplied from the battery and the BATT lights are out. The bus coupling function between PP8 and PP9 via PP10 is performed by the closures of load-shedding contactors 23P1 and 23P2, energized by their respective primary buses. The GEN lights are illuminated.

GEN.1

AUX DEM.1

AUX DEM. 2

VENTIL.1

VENTIL.2 BATT PARC G

GEN. 2

BATT PARC D

21P2

21P1

F14

RL4

RL8

F3

DEM

REMARKS 22P1

• When in the normal position, the EMERG. CUTOFF switch allows the battery relays to be energized. • The battery supply configuration is the standard for ground testing and engine starting when no ground power unit is available. The standard procedure is as follows: Power supply from battery → Pre-starting checks and tests → Engine starting → Generator coupling after starting the 2nd engine. NOTE: If the battery charge is insufficient to start the 2nd engine while complying with the limitations, cut in the generator of the 1st engine before starting the second engine.

DEM

22P2

F17 F11

U +1V CONJ.

REGUL U>31.5V

REGUL REARM. GEN

REARM

28 P1

U>31.5V

U>32V

U +1V CONJ.

REARM

CRP1

CRP2 + GEN 1

28P2

+ GEN 2

m3P

m4P

G1

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.

G2

11.17 /18

THM 11.1.4. DC POWER SYSTEM OPERATION (Cont.) ( 3 ) Power supply from helicopter generators, Coupling of 1st generator

GEN. LH

LH BUS SHED

PP11 PP12

BAT. LH

BAT. TEMP.

PP11 PP12

BAT. FUSE

DI RECT. BAT.

BAT. RH

PP11 PP12

PP11 PP12

RH BUS SHED

GEN. RH

PP11 PP12

1P

PP11 PP12

PP21

BAT 29P

BAT 1

BAT 2

35P F15

19P1

F1 5PaU 6PaU

L/SHED PP9

PP10

PP8

8P

PP9 PP19

G1

GEN 2

PP10 23P1

10P1

F13

GEN 1

19P2

F16

PP13

Voltmeter

Voltmeter

PP8 23P2

12P1 12P2

F5

PP11

PP11 PP12

START 1

PP14

10P2

F4

F2

PP12

F6

PP20 9P

Voltmeter

START 2

G2 20P

EMERGENCY CUT-OFF RL5

RL7

RL3

RL2

ASSUMPTIONS • The system is initially in the battery power configuration. • The RH engine is not running. • The LH engine is starting.

AUX START 1 CRANK 1

SYSTEM CONFIGURATION • The GEN 1 & GEN 2 switches are ON. • Excitation relays RL5 & RL2 make contact: the excitation and regulation circuits of the generators are active. • When generator 1 voltage exceeds the battery voltage by 0.5V, the cut-in system grounds line contactor 22P1.

AUX START 1 CRANK 2 LH EXT PWR BAT

RH EXT PWR BAT

21P2

21P1 RL4

RL8

F14

F3

START

• Generator 1 is coupled to bus PP9 and to bus PP8 via the 2 battery contactors 19P1 & 19P2.

START

22P1

22P2

• The bus coupling function with PP10 is ensured by loadshedding contactors 23P1 & 23P2. • The GEN1 light goes out.

F17 F11

U +1V

REMARKS • As soon as one generator is coupled, the battery becomes a consumer, i.e. reverts to charging mode.

REV. CURR.

• The voltage on all the system buses is equal to the generator G1 output voltage of 28 ± 0.5V.

REGUL

REGUL U>31.5V

GEN RESET

RESET

28P1

U>31.5V

U>32V

U +1V REV. CURR.

RESET

CRP1

CRP2 + GEN 1

28P2

+ GEN 2

m3P

m4P

G1

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.

G2

11.19 /20

THM 11.1.4. DC POWER SYSTEM OPERATION (Cont.) ( 4 ) Power supply from helicopter generators, Coupling of 2nd generator

GEN. LH PP11 PP12

BAT

BAT 1

LH BUS SH ED

BAT. LH

BAT. TEMP.

PP11 PP12

BA T. FUSE

DIRECT. BAT.

BAT. RH

PP11 PP12

PP11 PP12

GEN. RH

PP11 PP12

1P

BAT 2

RH BUS SHED PP11 PP12

PP21

29P

35P

PP9

PP10

F15

19P1

L/SHED

F1

19P2

5PaU 6PaU

PP8 8P

PP11 PP12

PP9 F16

PP19

GEN 1 G1

GEN 2

PP10

10P1

F13

PP8

12P1 12P2

23P1 PP11

PP13

Voltmeter

Voltmeter

10P2

23P2

F5

START 1

F4

F6

F2

PP14

PP12

PP20 Voltmeter

START 2

9P

G2 20P

EMERGENCY CUT-OFF RL5

ASSUMPTIONS

RL7

RL3

RL2

Generator 1 is coupled and supplying the 3 buses PP8, PP9 and PP10. Engine 2 is driving generator 2, which is not energized. AUX START 1

SYSTEM CONFIGURATION Pressing the "GEN 2" switch activates the excitation and regulation circuits of generator 2, by closing excitation relay RL2. For the cut-in system to detect a generator 2 overvoltage of at least 0.5V, an additional "U + 1 volt" circuit offsets the voltage regulation threshold while line contactor 22P2 is in break position. Generator 2 is coupled into the system. All the indicator lights are off. • The voltmeter reading is the same in with the reading selector set to RH PRIMARY, LH PRIMARY, L/SHED because the generators are coupled.

CR ANK 1 RH EXT PWR BAT

21P2

21P1 F14

RL4

RL8

F3

START START 22P1

22P2

F17 F11

U +1V REV. CURR.

REMARKS

• When the generator's second contactor is in make position, the balancing system cut-in system is grounded via the auxiliary contacts of the system contactors. The balancing line controls the voltage regulating circuits to balance the generator outputs within ± 10%.

CRANK 2 LH EXT PWR BAT

• The ammeter indicates the load current of each generator when the selector is set to LH GEN, RH GEN.

• If a generator fails, the cut-in system opens when the reverse (bus to generator) current exceeds 8 ± 2 A. When the coupling conditions are realized again, the generator is automatically recoupled.

AUX START 1

REGU L

REGUL U >31.5V

U >31.5V

GEN RESET

RESET

28P1

REV. CURR.

RESET

CRP1

CRP2 + GEN 1

G1

28P2

+ GEN 2

U. SHED

m3P

U>32V

U +1V

m4P

U. RH PRIM

LH GEN

U. LH PRIM

RH GEN

V

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.

G2

A

11.21 /22

T HM

11.1.3. D C P O W E R S Y S T E M C O MP O N E N T S (C o nt.) ( 1 ) C o ntrol a n d m o nitorin g O V E R H E A D PA N E L P U S H B U T T O N S

1 - G enerator 1 contactor pushbutton 2 - B attery 1 contactor pushbutton 3 - Voltmeter/ammeter selector 4 - Direct battery contact pushbutton with built-in indicator light 5 - B attery 2 contactor pushbutton 6 - G enerator 2 contactor pushbutton 7 - Voltmeter 8 - Ammeter

8

7 

ˇ 

ˇ  









 

1



2

3

5

4

6

P U S H B U T T O N PA N E L LH-RH GEN RESET

EMERGENCY CUT-OFF

1

2

RH BUS SHED.

3

LH BUS SHED.

4

1 - G enerator reset pushbutton 2 - R H load-shedding contactor pushbutton with built-in indicator light 3 - LH load-shedding contactor pushbutton with built-in indicator light 4 - C oupled LH-R H system emergency cutoff pushbutton

ˇ    ˇ 

 

 



 

 

 

 

 



 

ˇ    



 

 

 

 











 

 

 

 





  





FAILU R E WA R NIN G PA N E L C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

11 .11

T HM

11.1.3. D C P O W E R S Y S T E M C O MP O N E N T S (C o nt.)

E xternal power receptacle

G enerator

B attery detecting fuse

BATT E RY

11 .12

E L E C T RIC AL MA S T E R U NIT S

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

T HM

11.1.3. D C P O W E R S Y S T E M C O MP O N E N T S (C o nt.)

E L E C T RIC AL MA S T E R U NIT S

O V E RV OLTA G E T E ST PUSHBUTTON

G E N E R AT O R V OLTA G E A DJU S TM E N T

RETURN CURRENT TEST PUSHBUTTON

+ G E N E R AT O R V OLTA G E JA C K C ONNE CTOR

N E G ATIV E JA C K C ONNE CTOR + B ALA N CIN G JA C K C ONNE CTOR

ˇ˛˝ ˇ  ˇ ˝ ˝ 

ˇ ˝



 ˇ

 

ˇ  ˇ ˝

B ALA N CIN G A DJU S TM E N T

 ˛

ˇ

ˇ  ˇ

ˇ˝ 

ˇ 

RH MA ST E R UNIT

ˇ ˝ˇ



˝  ˇ ˝

 

˝ 

˛ 

 ˇ 

ˇ ˝



ˇ 

 

ˇ  ˛ ˇ ˝ˇ ˝ˇ 

ˇ˛  ˇ˝ˇ 

ˇ ˝ˇ

 ˇ 



ˇ ˝

ˇ   ˇ

ˇ 

ˇˇ 

N E G ATIV E JA C K C ONNE CTOR   ˇ    ˇ

 



+ G E N E R AT O R V OLTA G E JA C K C ONNE CTOR



+ B ALA N CIN G JA C K C ONNE CTOR

ˇ 

ˇ 

LH MA ST E R UNIT ˝ˇ 

B ALA N CIN G A DJU S TM E N T

 



RETURN O V E RV OLTA G E T E ST CURRENT TEST PUSHBUTTON PUSHBUTTON

G E N E R AT O R V O LTA G E A DJU S TM E N T

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

11 .13 /14

T HM

11.1.4. D C P O W E R S Y S T E M O P E R ATIO N (C o nt.) ( 5 ) P o w er s u p ply fro m aircraft g e n erators : d e-e n ergizin g a n d re s ettin g + (P P9) 

ˇ 

ˇ 



ˇ ˇ 

ˇ

 ˇ 

 ˇ 

ˇ 









ˇ˛˝¸ ˇˇ¸ 

ˇ 



 

ˇ 

ˇ˛˝¸



˛ 

The system is shown in self-contained reset configuration



¸ 

Without going into unnecessary detail about relatively complex operation of the voltage regulator, it is important to know that excitation relay RL5 is controlled by a bistable relay RL7 and the E M E R G E N C Y C U T O F F switch. R elay RL5 bre aks the generator excitation circuit: - if an overvoltage exce eding 31.5 V is detected, - or if the pilot actuates the E M E R G C U T O F F switch. D E-E N E R GIZIN G C O NDITIO NS • O v erv olta g e If the voltage exce eds 31.5 V, an electronic circuit causes bistable relay RL7 to trip: - Line contactor 22P1 opens - E xcitation relay RL5 opens. • E m erg e n c y c utoff When the E M E R G C U T O F F switch is tripped open: - E xcitation relay RL5 opens. - Line contactor 22P1 opens.

R E S E TTIN G A " G E N R E S E T' pushbutton activates an electronic circuit shared with the self-contained reset function to reset the bistable relay and thus restore the generator excitation current. R esetting is possible even if the primary bus is de-energiz ed (self-contained reset). S ELF-C O NTAIN E D R E S E T F UN C TIO N In the event of a generator fault with loss of voltage on the primary bus, this circuit uses the generator remanence to supply a current pulse to the excitation circuit via the bre ak contact of relay RL5. When the generator voltage is high enough, bistable relay RL7 is supplied together with excitation relay RL5. Line contactor 22P1 closes, and the generator is coupled to the system. N O T E that the G E N 1 switch remains "on" throughout this procedure.

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

11 .23

T HM

11.1.5. D C P O W E R DIS T RIB U TIO N ( 1 ) Prin ciple

Primary bus (generation)



The utiliz ation circuits, protected by fuses, are supplied from a distribution bus which in turn is supplied from the primary power buses. The distribution buses and fuses are located on distribution panels on the cockpit ceiling and console.

Supply cable Distribution bus

Utiliz ation circuits

B us e s P P 8 a nd P P 9 supply bus e s P P12, P P20 and P P11, P P19 respectively for the essential utiliz ation circuits. All these utiliz ation circuits have redundant (dual) power supplies. Bus P P10 supplies buses P P13, P P14, whose secondary utiliz ation circuits are located on two panels (pilot's and copilot's circuits) and may be shed from the system in flight. Safety-related utilization circuits (e.g. fire extinguishing) are supplied from the "direct battery" bus P P21.





ˇ ˇ ˇ

16



( 2 ) Distrib utio n s y ste m org a niz atio n



DIR E C T BATT E RY

ˇ˛˝

LH MAST E R U NIT

ˇˇ ˛

R H MA S T E R U NIT

ˇˇ˝

ˇˇ˛

ˇ ˝ˇ

ˇ ˝ˇ

˛

7

ˇ ˝

7

ˇˇ˛

ˇˇ˛

10 SE C ONDARY utiliz ation circuits ( C opilot)

ˇˇ˛˛

ˇ ˝



SE C ONDARY utiliz ation circuits (Pilot)

ˇˇ˛

8 ˇˇ˛˝

ˇˇ

ˇˇ 

E S S E N TIAL utiliz ation circuits (R edundant supply)

( 3 ) F u s e p a n el lo c atio n 7 1 V ertic al Spare fuses 7 1 Horizontal

8

+ 7 2 V ertical

7 2 H oriz ontal 10

11 .24

16

Direct battery panel

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

T HM

11.2 - SIN G L E-P H A S E A C P O W E R G E N E R ATIN G S Y S T E M (26 V A N D 115 V, 400 H z) 11.2.1. O P E R ATIN G P RIN CIP L E Two static inverters supplied by the D C power system each generate: - single-phase 26 VA C - single-phase 115 VA C E ach inverter is connected to a separate distribution system supplying radionavigation equipment requiring A C power. Both inverters are powered in normal operation. If one inverter fails, the remaining inverter is capable of supplying both systems: the systems transfer function is automatic. The system may be equipped with an optional manual transfer provision.

STATIC IN V E R T E R 2

STATIC IN V E R T E R 1

26 V

26 V

115 V

115 V SYSTEM 2

SYSTEM 1

Inverter transfer options are indicated by broken lines.

11.2.2. A C P O W E R S Y S T E M C O MP O N E N T S LH INV P P19

1

2 LH INV

5

1X P10 A

115V 26V

3

4

U50% 14 Q 2 30 K 2

13 Q 2 To main injectors

To starting injectors

O verspe ed protection

Cranking is controlled by push-button (1) on overhe ad panel 5 . When pressed, it grounds the starting contactor (21P2) via the de-energiz ed generator excitation relay (RL5). The starter is supplied from bus P P8 and drives the engine. The main solenoid valve (14 Q 2) " O P E N " winding is energiz ed from P P14 via the " O F F " position of the starting selector: the fuel pressure is returned to the engine LP pump.

( 5 ) Ma n u al g o v ernin g G overnor selector (27K2) can be used to simulate a governor failure, in which case starting is no longer possible.

C e document est la propriété d'E U R O C O P T E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation pré alable écrite d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998.

12 .23

T HM

12.4.4. L O C A TIO N O F S T A R TIN G S Y S T E M C O MP O N E N T S

Microswitch of Static Braking (starting inhibited)



ˇ



G overnor computers + relays 53K and 56K



ˇ



 







Starting selectors (O F F - T R AININ G - F LIG H T)

Starter-generator

Starting solenoid valve

Starting fuel injectors (4 off)

Manifold for main injectors (10 off) Metering unit with built-in high-pressure fuel pump

12 .24

High-energy igniters (2 off)

C e document est la propriété d'E U R O C O P T E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation pré alable écrite d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998.

T HM

12.5 - E N GIN E P O W E R M O NIT O RIN G N1

T4.5

G as generator rotation spe ed

E xhaust gas temperature

N2

Fre e power turbine rotation spe ed

Cm

E ngine torque

12.5.1. G A S G E N E R A T O R R O T A TIO N S P E E D (N1) Me a s ure m e nt prin ciple The gas generator spe ed is me asured by an electromagnetic sensor opposite a slotted (phonic) whe el) driven by the rotating assembly whose spe ed is to be me asured. As the te eth move past the sensor they modify the magnetic field, inducing an alternating current in the coil, with a frequency proportional to the rotation spe ed. (The principle is the same for N R me asurement). O n this type of engine, the gas generator spe ed is me asured using 3 phonic whe els and a triple sensor. The

phonic whe els are mounted on the starter drive shaft. Two signals are transmitted to the computer, and a third to the N1 indicator via the electronic failure analysis unit. The N1 indicator includes two 5-digit displays (1 for e ach engine). The four right-hand digits display the N1 value in tenths of a percent; the leftmost digit re ads " S " when the overspe ed protection system is not enabled.

Phonic whe el/ electromagnetic sensor assembly for one engine N1 signal from second engine

N1 signal N1 A N D F AILU R E E L E C T R O NIC U NIT



Mode selector

ˇ  



ˇ

 ˇˇ





E L E C T R O NIC G O V E R NIN G U NIT



C e document est la propriété d'E U R O C O P T E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation pré alable écrite d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998.

12 .25

T HM

12.5.2. F R E E T U R BIN E R O T A TIO N S P E E D (N2) The principle is the same as that used for N1 me asurement.

The N2 signal is received from a set of 3 phonic whe els and 2 triple sensors mounted on the end of the fre e turbine shaft.

P P14

P P13

N2 detector    ˇ

ˇ ˇ ˇ

 ˇˇ

P P13

P P14

ˇ 

E N GIN E 1 E L E C T R O NIC G O V E R NIN G C O MP U T E R

ˇ ˇ

ˇ ˇ

NF2 Index

NF1 Index

NR Pointer

Triple in dic ator (N F + N R) In normal operation, the N F 1 and N F 2 indexes are always superposed and aligned (synchroniz ed) with the N R pointer, even if the engine power varies. An engine remains synchroniz ed despite engine power variations, i.e. N2 R E MAIN S C O N S T A N T A N D O NLY T H E E N GIN E T O R Q U E V A RIE S.

E N GIN E 1 E L E C T R O NIC G O V E R NIN G C O MP U T E R





from engine-driven alternator

In the event of an engine power failure, its N2 value will obviously drop out of synchronisation. D esynchroniz ation may also occur in the unlikely event of failure of the engine/M G B coupling shaft: the fre e turbine would then no longer be under load, and its spe ed would incre ase until the overspe ed safety.

12.5.3. E X H A U S T G A S T E MP E R A T U R E (T4.5) The true temperature value from e ach thermocouple circuit is corrected by balancing resistors (R) installed by the engine manufacturer in the junction box.

The current produced by the thermocouples (4 sensors for T4.5 indicator + 4 sensors for computer) inserted in the gas stre am is applied to the T4 indicator; the current voltage is proportional to the T4.5 temperature T4.5 signal to computer 2

R H E N GIN E

D O U BL E T4 IN DIC A T O R

T4.5 signal to computer 1

LH E N GIN E

˛˛

ˇ˛˛

˛˛

R

˛˛

˛˛

 ˛˛

P P13

12 .26



P P12

R

˛

P P11

C e document est la propriété d'E U R O C O P T E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation pré alable écrite d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998.

T HM

12.5.4. E N GIN E T O R Q U E (C) ( 1 ) T orq u e m eter o p eratin g prin ciple The engine torque (C m) represents the mechanical load applied to the drive shafts and ge ars. As the rotor rotation spe ed is roughly constant, it is also representative of the power W furnished by the engine (W = C ). This is an important flight control parameter since the mechanical power transmission components are subject to stress limitations, and the torquemeter allows the pilot to avoid exce eding the permissible limits. The engine torque is me asured at the reduction ge ar intermediate pinion. The helical ge ar te eth are subjected to axial thrust (P A) from the opposing effects of engine torque and rotor drive resistance. Oil from the engine lubrication system enters the torquemeter me asurement chamber (A) and flows out by throttling action. The thrust shaft, which is integral with the reducing ge ar intermediate pinion, moves axially and modifies the flow cross section of the oilway le ading from me asurement chamber A into the shaft. • If the engine torque C m incre ases, the axial thrust (P A) also incre ases, limiting the flow cross section and causing the oil pressure to rise in the me asurement chamber (A). The torquemeter transmits this variation to the torque indicator. • The opposite occurs if the engine torque decre ases.

Axial thrust

O il pressure inlet

PA

Transmitter

C hamber A

Thrust shaft

( 2 ) T orq u e m e a s ure m e nt s y ste m s E ach engine includes a pie zo-resistive pressure transmitter (1). The instrument panel indicator (2) comprises two galvanometers, e ach slaved to one of the transmitters. The resistance of the pie zo-resistive pressure transmitter varies with the pressure variations in chamber (A),

modifying the position of the corresponding torque indicator pointer accordingly. When the sum of the E ngine 1 + E ngine 2 torque values re aches 160%, the "LIMIT " light illuminates on the failure warning panel.

LIMIT R H E N GIN E

LH E N GIN E

P O W E R S U P PLY S/P R O C E S SIN G SLA VIN G

1

Pressure in chamber A

M

P P11

2

P O W E R S U P PLY S/P R O C E S SIN G SLA VIN G

1

Pressure in chamber A

M

P P12

C e document est la propriété d'E U R O C O P T E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation pré alable écrite d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998.

12 .27

T HM

12.5.5. L O C A TIO N O F E N GIN E M O NIT O RIN G C O MP O N E N T S T4.5 T E MP E R A T U R E M O NIT O RIN G

N1 sensor

Junction box N2 sensors

Torque transmitter Thermocouples

T RIPL E IN DIC A T O R NR - NF1 - NF2

N1 IN DIC A T O R S

  ˇ 

ˇ ˇ ˇ

ˇ ˇ ˇ  ˇ ˇ

ˇ ˇ 

NR Pointer

NF1 Index

E ngine 2  ˇ 



E ngine 1

 





E ngine 2

  



E ngine 1 T4 IN DIC A T O R

12 .28

T O R Q U E IN DIC A T O R

C e document est la propriété d'E U R O C O P T E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation pré alable écrite d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998.



NF2 Index

T HM

13 FIR E PR O T E C TIO N

13.1 -

MO NIT O R E D A ND PR O T E C T E D A R E A S

13.2 -

FIR E D E T E C T O RS

13.3 -

MG B C OMPA RTM E NT FIR E D E T E C TIO N SYST EM

13.3.1.

O P E R ATIO N O F M G B FIR E D E T E C TIO N

13.3.2.

L O C ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S

13.4 -

E N GIN E FIR E D E T E C TIO N SY ST EM

13.4.1.

E N GIN E FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S

13.4.2.

E N GIN E FIR E D E T E C TIO N S Y S T E M O P E R ATIO N

13.5 -

E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M

13.5.1.

FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S

13.5.2.

FIR E E X TIN G UIS HIN G DIS T RIB U TIO N S Y S T E M

13.5.3.

FIR E E X TIN G UIS H E R U NIT

13.5.4.

E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M O P E R ATIO N

13.5.5.

E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S

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

13 .1

T HM

13.1 - M O NIT O R E D A N D P R O T E C T E D A R E A S

MG B C OMPARTME NT 1 fire detection circuit

E N GIN E C O MPA RTM E N T 1 fire detection circuit per engine 1 fire extinguishing system per engine

C A BIN 1 portable fire extinguisher

13.2 - FIR E D E T E C T O R S The fire detectors are bimetallic-strip temperature sensors located at critical points in the engine and M G B compartments. D E T E C TO R O P E RATIO N • Slo w te m p erature ris e Both bimetallic strips (2, 7) distort in the same way. When the detection threshold is re ached, insulated strip (7) re aches the stop (1) while bare strip (2) continues to distort: the contacts separate and the detection circuit is broken. • F a st te m p erature ris e The bare metal strip (2) he ats faster than the insulated strip (7) and thus distorts more quickly. C ontact is broken when the detection threshold is re ached.

1

2

3

4

9

8

7

6

5

1 - Adjustable temperature threshold stop 2 - Q uick-distorting bare bimetallic strip 3 - Insulator 4-5 - Terminals 6 - G lass fabric 7 - Slow-distorting insulated bimetallic strip 8 - Low-temperature stop 9 - Bimetallic strip contacts

13.3 - M G B C O MPA R TM E N T FIR E D E T E C TIO N S Y S T E M M G B C ompartment

FIR E warning light

Direct b attery bus

13 .2

D etectors

Two detectors are installed close to e ach other, and thus open simultaneously when the temperature exceeds 160°C in the MG B compartment. As long as one of the detectors remains closed, the FIR E warning light is shortcircuited. This provision is designed to prevent possible illumination of the warning light due to accidental operation of one detector.

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

T HM

13.3.1. O P E R ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M ( 1 ) Mo nitorin g circ uit e n ergiz e d

P P21

R elays K1 and K2 are de-energiz ed; the current passes through detectors D1 and D2 which are closed and to the ground through resistor R1. Light (2), which is short-circuited, is out.

1

K1

K2

1 - T E S T pushbutton 2 - M G B FIR E warning light R1 - R esistor D1-D2 - F ire detectors (set at 160°C) K1-K2 - R elays for simulating detectors "open" for the test function

2

R1 D1

D2

P P21

1

K1

K2

( 2 ) Te m p erature > 160°C Simultaneous opening of both detectors D1 and D2 illuminates the warning light (2) via the break contacts of relays K1 and K2.

2

R1 D1

D2

P P21

( 3 ) O n e d ete ctor o p e n or lin e c o ntin uity fa ult 1

K1

K2

• Momentary opening of one detector The warning light remains short-circuited by the second closed detector, and therefore does not illuminate unnecessarily. • Line continuity fault (as shown in the F igure) The result is the same as above, but this condition is detected by the system test function.

2

Line bre ak

R1 D1

D2

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

13 .3

T HM

13.3.1. O P E R ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M (C o nt.) P P21

K1

( 4 ) S y ste m te st Pressing the T E S T pushbutton (1) energiz es relays K1 and K2, and thus bre aks the short-circuits inhibiting the warning light (2). The light illuminates, since all of the detection loops are energiz ed: any dormant system faults are detected in this way.

K2

1

2

R1 D1

D2

13.3.2. L O C ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S E ngine/M G B FIR E test pushbutton

ˇ  

ˇ  

ˇ  

  ˇ

   

 



16 DIR E C T B AT T E RY

M O NIT O RIN G U NIT

DETE CTORS

13 .4

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



T HM

13.4 - E N GIN E FIR E D E T E C TIO N S Y S T E M 13.4.1. E N GIN E FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S M O NIT O R E D P OIN T S

Pushbutton for M G B + E N G 1 & 2 fire test

A ˇ  

ˇ  

ˇ  

 ˇ 

   

  



B 

Two separate but identical detection systems each include: - 4 temperature sensors - a relay unit - a FIR E warning light - a T E S T pushbutton used to check the system by simulating fire conditions

The 2 sensors in the front zone are set at 200°C . The 2 sensors in the re ar zone are set at 400° C . These sensors monitor the ventilation airflow around the engine and in zones where a flammable liquid le akage ha z ard exists.

13.4.2. E N GIN E FIR E D E T E C TIO N S Y S T E M O P E R ATIO N P P11 P P12

P P11

T E MP E R AT U R E < 200°C

P P12

T E MP E R AT U R E > 200°C

FIRE ENG. LH

FIRE ENG.LH

3 1

3

2 4

The system is shown in normal operating condition: T° < 200°C , monitoring relay (2) energiz ed FIR E light (3) off. T E S T F U N C TIO N : Pressing pushbutton (4) simulates opening of a temperature sensor to check operation of the engine and M G B fire detection systems.

1

2 4

The detector opens and the monitoring relay (2) is deenergiz ed the FIR E light (3) illuminates. 1 - Polariz ed capacitor (prevents accidental illumination of the FIR E warning light) 2 - Monitoring relay 3 - FIR E indicating light 4 - Pushbutton for testing the M G B and engine fire detection systems

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

13 .5

T HM 13.5 - E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M 13.5.1. FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S The fire extinguishing system includes: - Two freon fire extinguishers and their distribution lines le ading to a spray noz zle in e ach engine compartment. - a discriminating electric percussion circuit.

E ach fire extinguisher can be discharged into either engine compartment as selected by the pilot (direct or crossfeed delivery).

R H extinguisher

R H engine e xtinguishing

RH

ˇ

ENGINE



MGB LH engine e xtinguishing

C OMPARTMENT LH



ENGINE

ˇ C OMPARTMENT

LH extinguisher

13.5.2. FIR E E X TIN G UIS HIN G DIS T RIB U TIO N S Y S T E M

RH ENG 1

LH ENG 2 EXT 2

R H E N GIN E 1

2

3

LH E N GIN E

RH ENG 2

LH ENG 1

EXT 1

4

A pressure gauge (4) is provided to check the freon pressure before flight.

13 .6

E ach fire extinguisher is equipped with two electric pyrotechnical cartridge percussion he ads (1). When power is supplied to the he ad resistor, the percussion of the cartridge bre aks a rupture disk (2) and rele ases pressuriz ed freon. E ach freon distribution system to the engine bay spray noz zles is connected to one percussion he ad of e ach fire extinguisher by pipes with two non-return valves (3) that isolate the extinguishers from e ach other. Schematically, here is how the system works: • LH engine, first percussion: Pressing pushbutton "LH E N G 1" guisher 1 into the LH engine bay. • LH engine, second percussion: Pressing pushbutton "LH E N G 2" guisher 2 into the LH engine bay. • R H engine, first percussion: Pressing pushbutton " R H E N G 1" guisher 2 into the R H engine bay. • R H engine, second percussion: Pressing pushbutton " R H E N G 2" guisher 1 into the R H engine bay.

discharges extin-

discharges extin-

discharges extin-

discharges extin-

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

T HM

13.5.3. FIR E E X TIN G UIS H E R U NIT

1 - Pressure gauge 2 - Pressure-temperature correspondence chart 3 - P ercussion he ads 4 - C harging valve with pressure-relief rupture disk 5 - Pyrotechnical cartridges

1

4

SP E CIFIC ATIO NS Tank volume .................................................. 0.983 dm3 W eight of freon 13B1 gas ................................. 0.620 kg Charging pressure ................................................ 45 bar Rupture disk bursting pressure ..................... P > 91 bar C artridge-priming resistor rating ............... 1.15 ± 0.25

Threads

2

3

5

Bayonet

The pyrotechnical cartridges are color-coded to prevent assembly errors.

13.5.4. E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M O P E R ATIO N E x a m ple s h o w n, a fire in th e L H e n gin e b a y persists after the LH extinguisher is fired (1st percussion); the pilot therefore fires the second extinguisher (2nd percussion). LH E N GIN E

R H E N GIN E

P P21 (B AT) EXT 2 LH ENG

EXT 1 LH ENG

EXT 1 RH ENG

EXT 2 RH ENG

P P12 P P11

C urrent-limiting resistors in case of short-circuit after firing (wiring protection)

LH engine bay

R H engine bay

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

13 .7

T HM

13.5.5. E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S

E N G. 1 FIR E E X TIN G UIS HIN G PUSHBUTTONS

E N G. 2 FIR E E X TIN G UIS HIN G PUSHBUTTONS

1 st percussion

1 st percussion

2 nd percussion

2 nd percussion



ˇ 

ˇ  









 



1

1 - Fire extinguishers 2 - Spray noz zles 3 - D elivery lines 4 - Non-return valves

13 .8

4

3

2

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

T HM

14 H E ATIN G A ND V E NTIL ATIO N

14.1 -

H E ATIN G A N D D E MIS TIN G S Y S T E M

14.2 -

C A BIN V E NTIL ATIO N

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

14 .1

T HM

14.1 - H E ATIN G A N D D E MIS TIN G S Y S T E M Hot air bled from the centrifugal compressor outlets of e ach engine (T1, T2) is mixed with outside air drawn in through two induction noz zles (2, 7) underne ath the cabin floor and diffused inside the cabin via : - 2 he ating outlets (3) - 2 windshield demisting diffusers (1) The hot compressor ble ed air flows are adjusted by two valves (4, 8) located next to the pilot's se at. C alibrated orifice plates (5) limit the maximum compressor ble ed air flow to 2.25 % of the total compressor air flow. The engines are isolated from one another by non-return valves (6).

3

1

T1

5

2

4

8

7

T2 1

3

6

5

T1 P2

T2

P2 airflow acceleration cre ates suction pressure that draws in cabin air 8 7 9 5

4

1

3 2

6

1 - D emisting diffuser (1 on e ach side) 2 - D emisting induction noz zle 3 - H e ating outlet (1 bene ath e ach front se at) 4 - D emisting control valve 5 - H e ating control valve

14 .2

5

4

6 - H e ating induction noz zle 7 - Dual non-return valve to isolate engines from e ach other 8 - Hot air ble ed line with orifice plate (1 for e ach engine) 9 - P2 air ble ed for option

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

T HM

14.2 - C A BIN V E N TIL ATIO N C abin ventilation is ensured by outside air entering the cabin : - at fro nt through a scre ened airscoop (10): the air flow rate is controlled by a flap actuated by a pull-knob (13) bene ath the pilot's instrument panel. - o n th e c a bin c eilin g through a ram airscoop (1). The ventilation air flows betwe en the polycarbonate skin panels of the cabin roof to swiveling, adjustable-flow and closable ventilation outlets (5, 6).

The ram airscoop (1) is equipped with water separators (2) to drain off most of the water outside the aircraft. The airscoop includes a summer/winter air flow adjustment provision: rotating the condensation water bowl (4) opens or closes air le akage slots (3).

1

2

5 3

Summer position: slots open 6

9

8

Winter position: slots clos e d 13

4

W ater

7

10

13 11

12

1 - R am airscoop 2 - W ater separator 3 - Air le akage slot 4 - Rotating water condensation bowl 5 - C enter vent diffuser and light fixture 6 - Side-mounted vent diffuser 7 - Front airscoop flow regulating flap 8 - Diffuser 9 - F lap (7) control cable 10 - V entilation airscoop 11 - Protection scre en 12 - W ater drain 13 - F lap (7) control pull-knob

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

14/4.3

T HM

15 PIT O T-STATIC SYST EM A ND INSTRUME NTS

15.1 -

D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M A N D IN S T R UM E N T S

15.1.1.

O P E R ATIN G P RIN CIPL E

15.1.2.

PIT O T-S TATIC S Y S T E M C O MP O N E N T S

15.1.3.

L O C ATIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S

15.1.4.

D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S

15.2 -

PIT O T H E ATIN G S Y S T E M

15.2.1.

PIT O T H E ATIN G S Y S T E M C O N T R O LS A N D M O NIT O RIN G

15.2.2.

C O MP O N E N T L O C ATIO N

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

15. 1

T HM

15.1 - D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M A N D IN S T R UM E N T S 15.1.1. O P E R ATIN G P RIN CIP L E

AIR S P E E D IN DIC AT O R

The pitot-static system instruments indicate: - the helicopter's altitude on the ALTIM E T E R - the helicopter's spe ed relative to the air on the AIRSP E E D INDIC AT O R - the helicopter's rate of climb or descent on the V E RTIC AL SP E E D INDIC AT O R The operating principles of these instruments are illustrated in the figure opposite. - the airspe ed indicator me asures the dynamic pressure of the air P D = P T - P S - the altimeter me asures the static pressure P S - the vertical spe ed indicator me asures the pressure difference P S - P S1 , a function of the helicopter's rate of climb or descent.

ALTIME T E R

V E R TIC AL S P E E D IN DIC AT O R

ˇ

PS

PS

P S1 PS

P artial vacuum

PT

C apillary tube

Pitot he ad

Static pressure port

P T : Total pressure P S : Static pressure P S1 : Static pressure with lag induced by capillary tube

15.1.2. PIT O T-S TATI C S Y S T E M C O M P O N E N T S 4

2

5

3

Total pressure copilot's system

PIL O T'S S Y S T E M

1

6 7

2 2 Total pressure pilot's system

1

3 5

8

2 2

4

Note: The pilot he ad is mounted on the left of the helicopter centerline where the airflow perturbations are the le ast.

15 .2

AUXILIARY SYST EM (C O PILO T) 1 - Pitot he ad 2 - Drains (for condensation) 3 - V ertical spe ed indicator 4 - Airspe ed indicator 5 - Altimeter 6 - Pilot's standby static valve 7 - Static pressure port 8 - A P air data system

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

T HM

15.1.3. L O C ATIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S

1

2

1

2

3

3

5

6

8

7

1 - Airspe ed indicator 2 - Altimeter 3 - V ertical spe ed indicator 4 - Pilot's standby static valve 5 - Total pressure line 6 - Pitot he ads 7 - Static pressure line 8 - Static ports

4

15.1.4. D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S PIT O T H E AD • Electrical resistance he ating (anti-icing provision) • R esistor power rating: 35W-55W

1

1 - Mounting bracket (positions the Pitot he ad parallel to the airstre am deflected by the aircraft nose) 2 - E lectrical le ad 3 - Hose fitting 4 - Pitot (total pressure) tube 5 - H e ating resistor with mica insulator 2

5

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

3

15. 3

T HM

15.2 - PIT O T H E ATIN G S Y S T E M D E S C RIP TIO N 15.2.1. PIT O T H E ATIN G S Y S T E M C O N T R O L S A N D M O NIT O RIN G The projecting Pitot tubes are highly susceptible to icing. To prevent any risk of icing which would cause immediate loss of airspe ed information, the Pitot he ads are equipped with a he ating resistor. A warning light illuminates to indicate a resistor power supply fault.

E X PLA N ATIO N O F CIR C UIT DIA G R AM

PIL O T'S PIT O T H E A D: The PIT O T switch (1) is "on", resistor (3.1) is supplied, monitoring relay (2.1) is energiz ed and the PIL PIT O T warning light is off. C O PIL O T'S PIT O T H E A D: Power supply fault in circuit to resistor (3.2), relay (2.2) is de-energiz ed and A U X PIT O T light is illuminated.

P P12

P P11

PIL. PITOT

P P20

P P19

1

AUX. PITOT 2.2

2.1

Lin e continuity fault

3.1

Note the redundant power supply to the pilot's Pitot he ating resistor. PIL O T'S PIT O T H E A D

3.2

AUXILIARY PIT O T H E A D

15.2.2. C O M P O N E N T L O C ATI O N

1

  

ˇ   ˇ   

  ˇ   



 

 

 

 

ˇ

ˇ







2

 

 ˇ 



3

1 - A U X PIT O T fuses 2 - Pitot he ating push-button 3 - PIL PIT O T fuses

15 .4

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

T HM

16

INT E RIO R A ND E XT E RIO R LIG HTIN G

16.1 -

IN T E RIO R LIG H TIN G

16.1.1.

IN T E RIO R LIG H TIN G S Y S T E MS

16.1.2.

O V E R H E A D LIG H TIN G

16.1.3.

P RIN CIPL E O F LIG H T G E N E R AT O R A N D LIG H T DIF F U SIO N

16.1.4.

PIL O T'S IN S T R UM E N T PA N E L A N D O V E R H E A D PA N E L LIG H TIN G

16.1.5.

C O PIL O T'S IN S T R UM E N T PA N E L LIG H TIN G

16.1.6.

C O MP O N E N T L O C ATIO N S

16.2 -

E X T E RIO R LIG H TIN G

16.2.1.

P O SITIO N LIG H T S

16.2.2.

C O LLISIO N LIG H T

O N IN S T R UM E N T PA N E L

16.2.3.

PA R KIN G LIG H T

16.2.4.

LA N DIN G LIG H T

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

16 .1

T HM

16.1 - IN T E RIO R LIG H TIN G 16.1.1. IN T E RIO R LIG H TIN G S Y S T E MS The interior lighting consists of 4 separate systems: - pilots and passengers overhe ad lighting - copilot's instrument panel lighting - pilot's instrument panel lighting - overhe ad panel, console, compass and thermometer lighting.

O verhe ad p a n els

Instrument panel - pilot - copilot

C onsole

16.1.2. O V E R H E A D LIG H TIN G E ach dome unit has 2 swivelling lamp-holder/light diffusers, e ach light being individually controlled. E ach light in the pilot's dome unit is individually controlled by a switch and a dimmer. N.B. The pilot's lighting is maintained in the event of failure of the generator or battery contactor.

P P21 P P13

DIR E C T BAT. PILO TS O V E R H E A D LIG H T

PA S S E N G E R S OVERHEAD LIG H T

16.1.3. P RIN CIP L E O F LIG H T G E N E R AT O R A N D LIG H T DIF F U SIO N O N IN S T R UM E N T PA N E L The light from a 70 W iodine light, reflected by reflector (1) is picked up by cone (2) linked to an optical glass fiber loom (3). E a ch ele m e nt of this loom termin ate s in a

4 1

2

3

5

16 .2

plexiglas light-diffuser (4) mounted on the instrument panel (5) ne ar the instrument to be lit .

Light propagation through the black-painted glass fiber (the light is captive within the fiber)

Diffusion of light

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

T HM

16.1.4. PIL O T'S IN S T R UM E N T PA N E L A N D O V E R H E A D PA N E L LIG H TIN G ( 1 ) N orm al o p eratio n The overhe ad panels, console and O AT indicator are lit when switch (1) is set to on. The brightness is adjusted by potentiometer (P1) which controls dimmer (3).

The pilot's instrument panel and compass lighting is controlled with switch (2). Potentiometer (P2) controls dimmer (4). P P20

P P14

1

P1

3

2

F1

P2

4

F2

C omp a ss

OVERHEAD PA N E L

to radion a vig ation T h ermom et er (O AT)

C ONSOLE

Light generator

( 2 ) B u s P P14 failure If the power supply from P P14 is lost, the overhe ad panel, console and O AT indicator lighting goes out. The pilot must set the switch of the failed circuit to " O F F " (in this example, switch 1) so that the system can now be supplied from bus P P20.

The brightness of all the lighting is now controlled by potentiometer (P2). Note that fuses F 1 and F 2 protect against short-circuits in the failed system. P P20

P P14

2

1

P2

P1

3

F1

F2 4

C omp a ss OVERHEAD PA N E L

C ONSOLE

to radion a vig ation T h ermom eter (O AT) Light generator C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

16 .3

T HM

16.1.5. C O PIL O T'S IN S T R UM E N T PA N E L LIG H TIN G P P 13

Note the single power supply to the light generator Potentiometer

1

1 - Switch 2 - Dimmer 3 - Fuse

2 Light generator

3

16.1.6. C O M P O N E N T L O C ATI O N S

C opilot's instr./panel lighting pushbutton

C onsole lighting pushbutton

Pilot's instr.panel lighting pushbutton U L/S H E D U 115V U 26V

LH

U 26V U 115 V

LH

RH

I. LH G E N.

U RH E SS

RH

I. RH G E N.

U LH E SS

LIG HTIN G C opilot I/panel

C o ns ol e

C opilot's instrument panel lighting pote ntiom eter

Pilot I/panel

Pilot's instrument panel lighting pote ntiom eter C onsole lighting pote ntiom eter

Pilot's light g e n erator

C opilot's light g e n erator Pilot's dimmer

16 .4

C opilot's dimmer

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

T HM

16.2 - E X T E RIO R LIG H TIN G 16.2.1. P O SITI O N LI G H T S 2



ˇ 

ˇ  









 

3

4



1

5

6

8

7

P P11

1

P P12

1 - C ontrol pushbutton 2 - R e ar light support 3 - G lobe gasket 4 - Globe-lamp assembly 5 - Clamp 6 - G lobe gasket 7 - Side light globe-lamp assembly 8 - Cover C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

16 .5

T HM

16.2.2. C O L LISIO N LIG H T Night or day, the collision light indicates the aircraft's presence at a gre at distance. The unit emits flashes of red light which draw attention much better than a fixed light. The xenon gas tube is supplied from a flashing unit (2). The light is controlled by pushbutton (1).

45 flashes per min. visible over 360°

3

4 5 6 7 8

2 

ˇ 

ˇ  









 



P P14

1 - C ontrol pushbutton 2 - High voltage generator 3 - G lobe made of he at resistant glass 4 - F araday shield 5 - X enon tube 6 - Printed circuit 7 - Seal 8 - Mount

1

HV G ENERATOR

58 L

O p eratio n of th e hig h v olta g e (H V) g e n erator: the H V generator supplies the lamp via an electronic circuit. The electronic circuit transforms the 28 V input voltage into high voltage and charges the capacitors.

16 .6

When the capacitors are charged, a timer controls ioniz ation of the xenon and discharge of the capacitors 45 times per minute.

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

T HM

16.2.3. PA R KIN G LIG H T A fixed light is installed under the structure on the LH side of the aircraft. The be am from the light illuminates a wide zone in front of the aircraft. The light is equipped with a 150 watt iodine lamp which projects an elliptical be am 40° wide in a zimuth and 10° wide in elevation. The be am axis is positioned at -8° relative to the helicopter's horizontal datum line.

ˇ  







P P13 

16.2.4. L A N DIN G LIG H T A fixed landing light is installed under the structure on the R H side of the aircraft and equipped with a 450 W iodine lamp. The conical be am of this light is positioned at -23° relative to the helicopter's horizontal datum line. This light is controlled by switch (1) on the pilot's and copilot's collective lever grips.

P P19

1

P P20

P P11

1

1

P P12

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

16 .7

T HM

17 WINDSHIE LD WIP E RS

17.1 -

WIN D S HIE L D WIP E R S

17.2 -

WIN D S HIE L D WIP E R C O N T R O L S

17.3 -

F U N C TIO N A L DIA G R A M O F WIN D S HIE L D WIP E R C O N T R O L CIR C UIT

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

17 .1

T HM

17.1 - WIN D S HIE L D WIP E R S The windshield wiper installation improves visibility in rainy we ather by wiping the two front windshields . The wiper arms (1) are driven by electric motors (3) whose rotary motion is converted into reciprocating motion by a rod and crank mechanism (2).

WIP E R D RIV E LIN K A G E

1 Wiper pivot

2

R od

Motor driv e

3 C ra nk

17.2 - WIN D S HIE L D WIP E R C O N T R O L S

1

2



ˇ 

ˇ  









 



1 - Pilot's windshield wiper arming pushbutton 2 - C opilot's windshield wiper arming pushbutton 3 - C ontrol pushbutton

17 .2

3

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

T HM

17.3 - F U N C TIO N A L DIA G R A M O F WIN D S HIE L D WIP E R C O N T R O L CIR C UIT The pilot's and copilot's installations are identical. The copilot's circuit has a single power supply.

PILO T

C O PIL O T

2.1

1.1

1.2

2.2 3.1

4.1

4.2

3.2

F

F 5.1

5.2

6.1

6.2 S

S

5 6 F S

1 - C ontrol circuit arming pushbutton 2 - C ontrol switch 3 - Power relay control relay 4 - Power relay

- Motor stop microswitch - Motor fitted with a stop cam - Motor power supply: fast - Motor power supply : slow

1) S witc hin g o n th e win d s hield wip er With arming pushbutton (1) and switch (2) set to " O N ", relays (3) and (4) are energiz ed; the motor (6) is supplied by the high spe ed winding. Microswitch (5) operated at e ach rotation by the cam has no effect. 3

2

1

4 F 5 6 S

( 2 ) Sto p pin g th e win d s hield wip er

3 2

4

S etting control switch (2) to " O F F " de-energiz es relays (3 and 4). The motor is supplied by the low spe ed winding until the motor cam opens microswitch (5). This system stops the windshield wiper straightaway in the "park" position.

1

F 5 6 S C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.

17 .3

T HM

18 A UT O PIL O T

18.1 -

O V E R VIE W O F A U T O PIL O T

18.2 -

A U T O PIL O T F LIG H T C O N T R O L C O MP O N E N T S

18.2.1.

C Y C LIC C H A N N E LS

18.2.2.

YAW C H A N N E L

18.2.3.

C O LL E C TIV E PIT C H/YAW M E C H A NIC AL C O U PLIN G

18.3 -

A U T O PIL O T D E T E C TIO N A N D A MP LIFIC ATIO N U NIT S

18.4 -

A U T O PIL O T C O N T R O L S A N D M O NIT O RIN G

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

18 .1

T HM

18.1 - O V E R VIE W O F A U T O PIL O T The autopilot (A P) is designed to replace the human pilot in controlling the helicopter on the 3 flight control axes (pitch, roll and yaw). It ensures the following primary functions based on pilotselected references values: - attitude and he ading hold, - altitude hold, - airspe ed hold, - coordin a t e d turns (no sid e slip, with sid e slip b a ll centered). When coupled to certain radionavigation systems, it performs automatic capture and tracking of radio guidance beacons. The A P includes fly-through control provisions that allow the pilot to resume flight control and override the system.

Prin ciple s of th e A uto m atic Pilot (A P) The A P transmits electrical signals to electric control actuators series-mounted in the flight control linkage. The control actuators are supplied directly by the A P computer. The pitch and roll channels also include parallelmounted actuators, called " T RIM A C T U AT O R S " and connected to the A P computer via an actuator control unit. These trim actuators move the anchoring point of the pilot's cyclic stick to enhance the limited action of the control actuators.

A U T O PIL O T

MAIN R O T O R S E RV O A C T U AT O R S

Control unit A C TU AT O R S

Position sensor Coupled radionavigation systems

Computer

Coupler

P RIN CIPL E O F A P " F E E D B A C K L O O P "

Actuator control unit

H/copter deviates from its theoretical position

Position s ensor

E lectric order to cancel deviation

Deviation signal C omput er

18 .2

L A T E R

TRIM

TRIM

Yaw actr.

TAIL R O T O R S E RV O A C TUAT O R

The control channel is actuated to cancel the deviation

S ervo actuator

L O N G

N O T E : The system uses the S FIM autopilot with only one control lane. In the IF R version a failure monitoring unit ensures surveillance. • The sensor me asures the deviation direction, amplitude and rate, and outputs a deviation signal. Sensors include: gyroscope (attitude deviation), compass (he ading deviation), air data module (altitude deviation). • The computer processes the deviation signal and generates an electric signal to cancel the deviation.

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

T HM

18.2 - A U T O PIL O T F LIG H T C O N T R O L C O MP O N E N T S 18.2.1. C Y C LIC C H A N N E L S R O LL C H A N N E L Trim actuator with anchoring system

Roll actuator PIT C H C H A N N E L Trim actuator with anchoring system

Pitch actuator

18.2.2. YAW C H A N N E L P e d al motion sensor

Spring rod

Yaw control actuator

C ollective pitch/yaw coupler Friction system

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

18 .3

T HM

18.2 - A U T O PIL O T F LIG H T C O MP O N E N T S (C o nt.) 18.2.3. C O L L E C TIV E PIT C H/YAW M E C H A NIC A L C O U P LIN G The tail rotor blade incidence varies with the collective pitch setting. Main rotor counter torque variations are compensated at all times by a mechanical coupling betwe en the collective pitch channel and the yaw channel. C oupling with the collective pitch is via a summing crank lever (1) that pivots on a bellcrank (2) secured to a torque shaft (3). This shaft is connected to the collective pitch bellcrank by a spring rod (4), which allows collective lever operation if the yaw control seiz es.

Tail servo 2

3 1 4

Pedals

To mixing unit P E D AL IN P U T WIT H C O LL E C TIV E L E V E R S TATIO N A RY

B e ll cr a n k ( C ), c o n tr o l l e d b y the collective lev e r, i s f i x e d . Crank lever (1) rotates about (A) and transmits pedal movement to the tail servo actuator.

1

C O LL E C TIV E L E V E R IN P U T WIT H P E D ALS S TATIO N A RY

Point (D) is fixed. B e llcra nk ( C ) is D moved by the coll e ctiv e l e v e r. Crank lever (1) rotates about (B) and transmits a movement proportional to that of the collective lever to the output rod.

C

A

1 B C

18.3 - A U T O PIL O T D E T E C TIO N A N D A MP LIFIC ATIO N U NIT S F ailure monitoring unit

Dire ction al gyro

F lux v alv e

Sid e slip detector C D V 85 coupler

C omput er

Trim control unit

18 .4

Air data unit

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

V ertical gyro

T HM

18.4 - A U T O PIL O T C O N T R O L S A N D M O NIT O RIN G Trim artificial fe el rele a s e/e ng a g e m e nt

Trim actuator O N/O F F

Trim actuator O N/O F F 

ˇ 

ˇ  









 

A N N U N CIAT O R PA N E L ROLL

PITCH

G alv a nom eters indicating position of control actuators

YAW

ˇ ˇ

 









 



ˇ



 

  

C h ann el dis eng a ge d indicator lights

ˇ

 



ˇ 

 

ˇ 



ADI RADIO ALTIME T E R

(Hover transition)

ˇ

























 ˇ

 



ˇ 

 ˇ

ˇ˛˝¸ 





ˇ 



ˇ 



ˇ 

 ˇ









A P A N D F D C C O N T R O L PA N E L

(O n console)

H SI

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

18 .5

T HM

18.4. A U T O PIL O T C O N T R O L S A N D M O NIT O RIN G (C o nt.)

Illuminates when mode is enabled

A U T O PIL O T & F LIG H T DIR E C T O R C O U PL E R C O N T R O L PA N E L

ˇ

























 ˇ

 



ARM CAP

ˇ 

ˇ 

ˇ˛˝¸ 



ˇ 



ˇ 



ˇ 



ˇ 





Illuminates on capture of guid a nc e b e a m

 

A N N U N CIAT O R PA N E L

(IF R version) ˇ ˇ









 

 



ˇ





IN T H E V F R V E R SIO N O NLY T H E A P- T RIM - ALT - H D G - A S A N N U N CIAT O R S A R E IN C LU D E D



  



ˇ 



ˇ 

 ˇ



C O LL E C TIV E L E V E R G RIP

C Y C LIC S TIC K G RIP 4 position b e e p-trim switch



A P rele ase

Trim rele ase

C oupler rele ase (IF R version)

G O - AROUND E ng a g e/Dis e ng a g e

18 .6

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