AW139 00 Chapter 63

AB/AW139 PWC - PT6 67C/D Main Rotor Drive
CHAPTER
63
MAIN ROTOR DRIVES
TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

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SECTION 63-10 - ENGINE/GEARBOX COUPLINGS

DESCRIPTION
Engine Drive Shaft And Gimbal Assembly
The drive shaft/gimbal assembly provides the drive and connection between the engine and MGB. (Fig. 1)
The drive is provided by a steel drive shaft that connects a splined joint with the engine power turbine output shaft. Dual O-ring
seals provide a sealing function at the splined joint.
A bolted flange joint to the pinion gear of the engine input module, connects the other end of the drive shaft to the gearbox.
The drive shaft is provided with a flexible coupling to compensate for misalignment due to engine installation or engine torque
variation. (Fig 4)
The support mounting function for the engine is provided by a steel torque tube, which is connected to the engine casing at one end
by a flange and through a steel crosshead to the gearbox input module at the other.
An extension from the input module casing is shaped to give two mounting lugs 180° apart.
The torque tube is similarly shaped to provide a second pair of mounting lugs.
When assembled through the crosshead, the torque tube lugs are positioned between the input module lugs to give a lug spacing of
90°.
The steel crosshead is positioned at the plane of the mounting lugs and connected to each of the four mounting lugs with a bolt and
barrel nut. (Figs. 2&3)
Each connection to the crosshead includes a special bush that of steel and rubber, to provide some flexibility in the connection.
The gimbal installation, a universal joint, compensates for any misalignment due to installation or MGB/engine relative movements.

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No. 1 DRIVE SHAFT INSTALLATION (No. 2 Engine Similar) (Fig. 1)

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MAIN ROTOR DRIVE: CROSSHEAD ENGINE No.1 (No. 2 Engine Similar) (Fig. 2)

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MAIN ROTOR DRIVE: CROSSHEAD ENGINE No.1 (No. 2 Engine similar) (Fig. 3)

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MAINTENANCE INFORMATION
General
• The driveshaft is separated from the matching flange of the MGB input module using three bolts as extractors.
• Barrel nuts on the crosshead must be replaced after crosshead removal.
• Gimbal/torque tube bushings are replaced using a tool
LEADING PARTICULARS
• Drive shaft speed.................................... 21000 RPM (100% NF/NR)

• Gimbal weight (including shaft)................................ 8.5 kg (18.7 lb)
SAFETY PRECAUTIONS
The materials that follow are dangerous. Make sure that you know all the safety precautions and first aid instructions for these
materials:
• Solvent
• Sealant
• Grease
Be careful when you use the compressed air. Dust and particles can cause injury to your eyes. Always use applicable protective
goggles.
SPECIAL TOOLS/TEST EQUIPMENT
• Special tools are detailed in the MM.

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MAIN ROTOR DRIVE: ENGINE/GEARBOX COUPLINGS (Fig. 4)

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TORQUE TUBE (Fig. 5)

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SECTION 63-20 - GEARBOX

DESCRIPTION
The Main Gearbox (MGB) is a three stage reduction gearbox, with 2 interchangeable engine input cases installed either side.
They receive the power from the engine drive shafts and perform the first speed reduction through a spiral bevel gear set.
The gears also change the rotational axis toward the MGB body.
The input modules incorporate a sprag type freewheeling unit, which allows for MGB disengagement in case of engine failure or
shut down.
For ease of maintenance, the freewheel units are easily accessible for inspection or replacement on the helicopter, without
necessitating any major disassembly of adjacent systems/components.
The input modules provide attachment to the engine gimbal assembly, counter their static and dynamic loads and also counter the
inertia loads generated by the engines. (Figs. 4 & 5)
A low pressure switch is located at each engine input case.
The input pinion bearing of the engine input case, is temperature monitored through a bearing temperature sensor (thermocouple).
The output pinions from the engine input cases drive a collector gear and this combination gives the second reduction stage, and
changes the direction to a vertical output.
The collector gear output shaft meshes with five planetary gears that provide the third stage reduction and drive the output mast on
which the main rotor hub will be mounted.
Through the three stages the input speed of the engine shafts, at 21000 rpm, is reduced to a rotor drive of 296 rpm.
An NR sensor is installed on the front of the main housing. (Fig. 31)
The MGB also provides an output drive to the tail rotor, and a number of accessories.
The tail rotor drive take-off pinion is directly driven by the collector gear and also includes a simple bevel gear that drives the oil
cooler fan.
The housing of the tail rotor drive take-off pinion also provides the support for the rotor brake actuator. The brake calliper is
attached to a flange that is bolted to the MGB casing. (Fig. 9)
The drive flange for the tail rotor drive shaft also permits the attachment of the rotor brake disc.
On the housing of the tail rotor drive take-off is also installed an azimuth sensor which works in conjunction with the accelerometers
located on the gearbox to provide the usage of the rotating parts for HUMS.
The collector gear also drives Hyd PUMP 4, the two lubrication system pumps and, if fitted, the ECS compressor.
The input pinions on the engine input cases provide the drive Hyd PUMP 1 and PUMP 2 and to the two alternators, if fitted.
Three brackets that are bolted to the main case provide the lower mounting points for the three main rotor actuators.

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MAIN GEARBOX - ISOMETRIC VIEW (Fig. 6)

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MAIN GEARBOX – PLAN VIEW (Fig. 7)

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MAIN GEARBOX SCHEMATIC (Fig. 8)

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ITEM Description (Location) RPM* Z ITEM Description (Location) RPM* Z

1A FIRST STAGE PINION (Eng. 1) 21000 28 11 COLLECT GEAR 1355 97
1B FIRST STAGE PINION (Eng. 2) 21000 28 12 SUN GEAR 35
2A FIRST STAGE GEAR (Eng. 1) 6920 85
2B FIRST STAGE GEAR (Eng. 2) 6920 85
13 PLANET GEAR 860 43
3A SECOND STAGE PINION (Eng. 1) 6920 19
3B SECOND STAGE PINION (Eng. 2) 6920 19
14 RING GEAR 125
4A HYDRAULIC PUMP 1 /GENERATOR DRIVE 6920 54
15 TR TAKE OFF PINION 4530 29
GEAR (Eng. 1)
4B HYDRAULIC PUMP 2/GENERATOR DRIVE 6920 54
GEAR (Eng. 2)
16 COOLING FAN DRIVE GEAR 4530 53
5A HYDRAULIC PUMP DRIVE PINION (Eng. 1) 9110 41
5B HYDRAULIC PUMP DRIVE PINION (Eng. 2) 9110 41
17 COOLING FAN DRIVE PINION 16010 15
6A GENERATOR DRIVE PINION (Eng. 1) 12050 31
6B GENERATOR DRIVE PINION (Eng. 2) 12050 31
18 INTERMEDIATE GEARBOX PINION 4530 29
7A OIL PUMP DRIVE PINION 7300 18
7B OIL PUMP DRIVE PINION 7300 18
19 INTERMEDIATE GEARBOX GEAR 3550 38
8 ECS COMPRESSOR DRIVE PINION 4870 27 20 TAIL ROTOR GEARBOX PINION 3550 22
9 HYDRAULIC PUMP DRIVE PINION (HPS 4) 7730 17
21 TAIL ROTOR GEARBOX GEAR 1435 53
10 MAIN ROTOR SHAFT 295
* Shaft speeds rounded to 5 rpm

Table 1 - MAIN GEARBOX SCHEMATIC LEGEND

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DRIVES (Fig. 9)

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PRIMARY COMPONENTS
The main gearbox group includes the primary components that follow:
• The main gearbox

• The oil cooler
• The oil cooler fan
MAIN GEARBOX
The main gearbox includes a mechanical assembly and a lubrication system.
MECHANICAL ASSEMBLY
The main rotor gearbox is a three stage reduction gearbox of aluminium alloy castings with a thin wall and ribs to increase their
strength. They house the gears of the reduction / transmission stages, the accessories and the other components of the main
gearbox in 5 cases:
• Engine input (x2),

• Main case,
• Upper module case,
• Bottom cover.
The main gearbox drives the main rotor mast, the tail rotor drive (and the rotor brake), and the accessory both on the ground and in
flight.
The primary internal assemblies of the main gearbox are:
• The input pinions and the gears of the left and right input modules (first stage of reduction)
• The output pinions of the input modules and the collector gear (second stage of reduction, this set of gears change the
direction of the movement to a vertical output)
• The output shaft of the collector gear and the five planetary gears of the upper module (third stage of reduction, this drives
the main rotor mast).
The input speed of the engine shafts (21000 rpm) is decreased, through the three reduction stages, to the rotor drive of 296 rpm.

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The drive quills installed in the main gearbox (Fig 11) are:
• The front pump drive quill (No. 4 pump).

• The left pump drive quill (No. 1 pump).
• The right pump drive quill (No. 2 pump).
• The ECS compressor drive quill.
• The fan drive quill.
• The tail rotor drive quill.
Three brackets are installed on the main case (Fig. 18), they are the supports of the three main rotor servo actuators.
Four fittings on the upper module and an anti-torque beam are provided to attach the main gearbox to the fuselage.
The main gearbox includes some electrical sensors (Fig. 12) that monitor the condition of the main gearbox.
These sensors are:
• The oil pressure switches (2 off)

• The oil pressure sensor
• The oil temperature sensor
• The oil temperature switch
• The low oil level sensor
The bearing temperature sensors (thermocouples, 2 off)
• The chips detectors (3 off)

• The oil filter clogged sensor
• The rotor speed sensor

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MAIN GEARBOX CASINGS (Fig. 10)

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LEFT AND RIGHT SHAFT MODULES (Fig. 10)

There are two input shaft modules installed on the main gearbox: the left input shaft module and the right input shaft module.
The two input shaft modules are interchangeable, because they have the same shape, configuration and components.
The left and the right input shaft modules are installed on the related side of the main gearbox.
The primary components of each module are:
• The housing and the cover

• The gimbal
• The input flange
• The input pinion, the gear and their ball and roller bearings
• The freewheel unit and its input and output ball bearings.
The housing is a light alloy casting and contains the components that give the first reduction stage.
The gimbal holds the crosshead and the torque tube and is attached to the housing studs with washers and nuts.
The input flange receives the torque from the engine drive shaft and transmits it to the input pinion. The input flange has internal
splines and is installed on the splined end of the input pinion. A duplex ball bearing and a roller bearing hold the input pinion (28
teeth) and let it turn. The input pinion engages the gear (85 teeth). A ball and a roller bearings hold the gear.
Three oil jets are installed in each input shaft module. They lubricate the pinion, the gear and the related bearings.
The freewheel unit is of the "sprag" type and operated by centrifugal force.
It is installed between the gear and the input shaft. The freewheel has two ball bearings that hold it and let it turn. The freewheel is
lubricated through an oil jet part in the cover.

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UPPER MODULE (Fig. 10)

The upper module of the main gearbox holds the planetary gears and the main rotor mast. This module is installed on the main
case of the gearbox.
The primary components of the upper module are:
• The case
• The mast-planetary assembly
• The planetary gear assembly
The case is a light alloy casting and is machined. In the walls of the case there are the oil ducts for the lubrication of the
components.
The collector gear (in the main case) engages the five planetary gears (third stage of reduction) that drive the main rotor mast.
A ball bearing and a roller bearing hold the mast and let it turn.
Four fittings are installed on the upper module, they are the attachments of the four rods of the main gearbox.

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MAIN GEARBOX QUILL DRIVES (Fig. 11)

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These sensors / components (Figs. 7&8) are installed in the upper module:
• The chip detector
• The oil cooler adapter
• The oil temperature switch
• The oil temperature sensor
• The oil pressure transducer
• The oil filter of the lubricating system
• Four oil jets
• The oil filler cap
PUMP DRIVE QUILLS

Three pump drive quills (Fig. 11) are installed in the main gearbox. One is installed in the left side of the main case, the second is
installed in the right side, in symmetrical position. The third drive quill is installed in the front of the main gearbox. These pump drive
quills have almost the same shape, components and configuration.
The primary components of the drive quill are:
• The case
• The pinion (41 teeth)
• The flanged bearing
• The retaining ring, the locknut and the lock washer
• The seal cover
• The lip seal

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The pinion has an internal splines that engage the external splines of the pump drive shaft. The flanged bearing, with two rows of
balls, and a flange, with three attaching holes, hold the pinion. Three nuts and three washers attach the flange to the pump case.
The retaining ring, the locknut and the lock washer hold in position the drive quill in the main gearbox.
ECS COMPRESSOR DRIVE QUILL (Fig. 11)

The ECS compressor drive quill is installed in the front of the main case of the
gearbox.
The primary components of the ECS compressor drive quill are:
• The case
• The locknut, the lock washer and the retaining ring.
The collector gear (97 teeth) of the main gearbox drives the pinion (27 teeth) of the drive quill. The pinion has internal splines at the
other end. The external spines of the compressor drive shaft engage the internal splines of the spiral bevel gear.
The flanged bearing, with two rows of balls, and a flange, with three attaching holes, hold the pinion. Three nuts and three washers
attach the flange to the case.
The retaining ring, the locknut and the lock washer hold in position the drive quill in the main gearbox.

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MAIN GEARBOX ELECTRICAL SENSORS (Fig. 12)

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FAN DRIVE QUILL (Fig. 11)

The fan drive quill is installed in the rear of the of the main gearbox, just before and in the upper position of the tail-rotor drive quill.
The primary components of the fan drive quill are:
• The locknut, the lock washer and the retaining ring.
A gear (53 teeth), installed on the tail rotor drive quill, engages the pinion (15 teeth) and turns the fan drive quill.
The flanged bearing, with two rows of balls, and a flange, with three attaching holes, hold the pinion. Three nuts and three washers
attach the flange to the main gearbox.
The retaining ring, the locknut and the lock washer hold in position the fan drive quill in the main gearbox.
TAIL-ROTOR DRIVE QUILL (Fig. 11)

The tail-rotor drive quill is installed in the rear of the main gearbox. The primary components of the tail-rotor drive quill are:
• The rotor-brake case

• The gear (53 teeth)
• The flange
• The roller bearing
• The seal case
• The lip seal
• The locknuts, the lock washers and the retaining rings.

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The pinion engages the collector gear (97 teeth) (second reduction stage) and drives the tail rotor shaft. A gear (53 teeth), installed
on the pinion, drives the fan drive quill.
The flanged bearing, housed in the rotor-brake case, and the roller bearing, housed in the main case, hold the pinion.
The flange, internal splined, engages the external spline of the pinion. The flange is the connection point of the rotor brake disc.
The internal spline of the pinion engages the sliding adaptor that drives the tail rotor shaft.
The retaining rings, the locknuts and the lock washers hold in position the pinion and the gear.
LUBRICATING SYSTEM
The lubricating system of the main gearbox is a self-contained system, with the internal oil ducts in the walls of the cases. The
lubricating circuit starts at the sump and has pumps (Fig 16), filter (Fig. 17) and oil cooler (Fig 13a). The end points of the circuit are
the oil jets, that supply oil under pressure to the components.
The circuit has two pumps (positive displacement) installed in the rear of the main case, check valves and two chip detectors. The
chip detectors are in the sump and are installed in the first part of the suction ducts of the pumps.
Another chip detector (the mast chip detector) is installed in the upper module, in the oil collector of the main rotor. They attract (and
monitor) the unwanted ferrous material contained in the oil.

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A = Oil Jet
B = Lubrication Pump
MAIN GEARBOX LUBRICATING SYSTEM (Fig. 13)

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A low oil level switch is installed in the bottom case of the main gearbox. There is also a sight glass on the front side of the bottom
case; it shows two marks: MAX and MIN. The sump holds approximately 18 litres of oil.
Each pump supplies the oil to the circuit through a pressure relief valve (adjusted to 700 KPa). This valve, if the flow of oil is too
much, sends the unwanted oil back to the sump.
After the pressure relief valves the oil flows through the check valves. Then the oil from the two pumps is mixed and passes through
the oil filter and the oil cooler.
The lubricating circuit supplies the oil to the components that must be lubricated through the oil jets.
There are 29 oil jets in the main gearbox group:
• 17 oil jets in the main case (Fig 13)
• four oil jets in the top case
• three oil jets in the left input shaft module and three in the right input shaft module
• one oil jet in the cover of the left input shaft module, one oil jet the cover of the right input module.
OIL FILTER (Fig. 17)

The oil filter is installed on the upper module and the oil cooler on the main case of the main gearbox.
The oil filter has a by-pass valve and a differential pressure switch. The filter element will be by-passed if the oil pressure through
the filter decreases more than 170 ±28 KPa (filter clogged)
LUBRICATION PUMP (Fig. 16)

Two lubrication pumps are installed on the rear of the main gearbox, in symmetrical position.
Each lubrication pump is of the positive displacement type, with multiple elements to optimize the tip speed of the rotors. This is to
decrease the risk of cavitation even in the most critical flight condition.
A spiral bevel gear (18 teeth) is installed on the drive shaft of the pump, and a key keeps it in position. A locknut, a lock washer and
a retaining ring attach the spiral bevel gear to the drive shaft. This spiral bevel gear (18 teeth) engages the collector gear (97 teeth)
(second reduction stage) and drives the lubrication pump. Three nuts and their washers attach the pump to the main case of the
gearbox.

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OIL COOLER FAN (Fig 13A)

The oil cooler has a thermostatic bypass / relief valve for the oil. This valve prevents the flow of the oil through the oil cooler when:
• The temperature of the oil is less than 80 °C.
• The difference in the pressure at the oil input and oil output is higher than 190 KPa (a restriction is present in the heat
exchanger).
The mechanically driven fan decreases the temperature of the oil in the ducts of the oil cooler.

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OIL COOLER (Fig. 13A)

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MAIN GEARBOX LUBRICATION SCHEMATIC DIAGRAM (Fig. 14)

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• The Main Gearbox removal/installation is carried out with the helicopter levelled on jacks such that the mast is vertical.
• Before MGB removal, the PCM1 and PCM2 must be drained and the fan duct removed.
• The MGB is removed using a sling installed on the top of the mast.
• During installation the bolts attaching the Main Gearbox through the anti-torque beam are temporarily installed at the
beginning of the procedure. Bolts are definitively tightened after the installation of the rods.
• During installation, bolts securing the rods are tightened after all the four rods are attached to their supports.
• After MGB installation, the PCM1 and PCM2 must be refilled with fluid.
• A ground run with a check for leaks from pumps and servo actuator connections must be carried out after MGB installation.
• When removing the oil cooler, the oil must drained in a container. Care must be taken to avoid damage to the paint removing
any oil in contact with painted surfaces immediately.
• A ground run with a check for leaks must be carried out after oil cooler installation.
• Be careful not to damage the fan drive quill shaft during removal/installation.
• A ground run with a check for leaks must be carried out after fan installation.
• When removing the fan bracket, the position of the support brackets must be recorded.
• When removing the lubrication pump, the oil must drained in a container. Care must be taken to avoid damage to the paint
removing any oil in contact with painted surfaces immediately.
• The lubrication pump is removed using a set of jackscrews. Record its position before removal.

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• The lubrication pump is disassembled using a tool to remove the lock washer, and a reaction tool and wrench to remove the
ring nut securing the gear on the shaft.
• The lubrication pump is assembled by tightening the ring nut to a set value, fully loosen it, tighten to a set value again.
• During lubrication pump removal/installation, don’t touch the components made of metal with the bare hands. Put appropriate
cotton gloves on before touching the components. Contamination from bare hands will cause corrosion of the metals.
• Installation of the lubrication pump is carried out by heating the mating area on the MGB, lubricating with oil mating surfaces
and engaging the bevel gear of the lubrication pump to the collector crown correctly.
• Put grease in the hole of the screws during installation.
• A ground run with a check for leaks must be carried out after lubrication pump installation.
• The relief valve is installed by tightening the valve to a set value, fully loosen it, tighten to a set value again.
A ground run with a check for leaks must be carried out after relief valve installation.

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LUBRICATION PUMP AND RELIEF VALVE (Fig. 15)

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LUBRICATION PUMP (Fig. 16)

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OIL FILTER (Fig. 17)

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• Record the position of the oil filter head before removal.

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

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SERVO ACTUATOR SUPPORT (Fig. 18)

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FREEWHEEL CROSS SECTION (Fig. 19)

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FREEWHEEL AND SHAFT (Fig. 20)

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The input pinion flange is removed/installed using an extractor and an installation tool.
• The gimbal is removed using an extractor tool.

• The gimbal input seal is removed from the gimbal using an extractor tool and a press.
• The gimbal input seal is installed on the gimbal using a pusher tool and a press. Care must be taken to avoid contaminating
the seal with grease.
• A ground run with a check for leaks must be carried out after gimbal input seal replacement.
• Refer to the aircraft MM for the process and tooling.
GIMBAL INPUT FLANGE (Fig. 21)

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GIMBAL INPUT SEAL (Fig. 22)

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LEADING PARTICULARS
• Oil filter 10 micron, disposable
• Oil filter impeding by-pass switch 1.25 bar (18.1 psi)
• Thermal lock-out Below 30°C no indication above 46°C indication
• Oil filter by-pass valve 1.70 bar (24.6 psi)
• Pressure relief valve 7 bar (101.5 psi)
• Oil cooler by-pass valve 1.90 bar (27.5 psi)
• Oil cooler thermostatic valve 80°C
• Oil temperature switch:
- increasing 109°C
- decreasing 97°C
• Oil low pressure switch:
- decreasing 3.1 bar (45 psi)
- increasing 3.4 bar (49.3 psi)
• Bearing temperature switch:
- increasing 140°C
- decreasing 135°C
• MGB weight (dry) 408 Kg (900 lb)
• Oil content 19 Lit (20.1 US quart)
• Oil type MIL-PRF-23699 (i.e. EXXON turbo oil 2380)
• Mast inclination 5° forward
• Tail drive take-off inclination 2° down
• Particles to be burned Smaller than 0.05 (0.002 inches) mm diameter
• Engine input speed at 100% NR 21000 rpm
• Engine input speed at 102% NR 21420 rpm
• Mast output speed (100% NR) 296 rpm
• Mast output speed (102% NR) 302 rpm

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• PUMP 1 / 2 9111 rpm

• PUMP 4 7731 rpm
• Alternator speed 12050 rpm
• Oil pump speed 7302 rpm
• ECS compressor speed 4868 rpm
• Cooling fan speed 16014 rpm
• Tail drive output speed 4532 rpm
• MGB max cont. power AEO 2000 SHP (1492 KW)
• MGB take-off power (5 min) 2200 SHP (1641 KW)
• MGB take-off power (5 min / CAT A/NR = 102%) 2244 SHP (1674 KW)
• MGB max cont. power OEI 1400 SHP (1044 KW)
• MGB contingency OEI (2.5 min) 1600 SHP (1194 KW)
• Pressure sensor electrical supply MAU 1
• Temperature sensor electrical supply MAU 1
• Low level sensor electrical supply MAIN BUS No.1 28V d.c.
• Chip detector sump 1/2 mast Electrical supply ESS BUS No.1 28V d.c. (through Power Unit Chip Detector box)
SAFETY PRECAUTIONS
materials:
• Solvent,
• Sealing compound,
• Grease, Oil.
Make sure that the pressure in the rotor brake line is zero before main gearbox removal. Be careful when you use the compressed
air. Dust and particles can cause injury to your eyes. Always use applicable protective goggles. Be careful when you use heat. Hot
parts can cause injury to the persons. Always use applicable protective clothing.
SPECIAL TOOLS
• Special tools associated with MRGB are detailed in the MM.

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SECTION 30 - MOUNTS AND ATTACHMENTS

DESCRIPTION
The mounts and attachments support and restrain the MGB. (Fig. 23 & 25)
These are an anti-torque beam that connects to the bottom of the MGB and four rods that connect between the MGB upper casing
and central fuselage.
The anti-torque beam principally absorb the torque load and the support rods principally absorb the lift loads (Fig. 26)
The torque beam is a flat plate with extensions on each side.
The plate fits on to studs that extend from the bottom of the MGB.
The extensions on each side of the plate allow the connection to the central fuselage by four bolts which engage barrel nuts inside a
lug in a support bolted to the upper deck (inside main cabin).
Four fittings, bolted to the upper case, provide the upper attachment for the forward and aft rods. Each fitting is attached to the MGB
casing by four bolts.
Each fitting is angled downwards, and provides an extension lug for the connection of the rod.
The rod connection to the gearbox fitting is made by one bolt.
Four supports, bolted to the upper deck, provide the lower attachment for the forward and aft rods.
The forward supports are attached with three bolts while the aft supports with four bolts.
The rod connection to the support is made by one bolt.
The MGB attachments are interfaced with the Main Gearbox and the central fuselage.

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MAIN GEARBOX FUSELAGE ATTACHMENT (Fig. 23)

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MAIN ROTOR DRIVE INSTALLATION ANGLE (Fig. 24)

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Record the position of the bracket on the aft left and forward right fittings before removal.
The fitting is removed from the Main Gearbox using a grease adapter tool, installed in the threaded hole of the fitting, and a grease
gun. The grease gun is operated until the fitting pillar slowly comes out from its seat on the Main Gearbox.
The fitting is installed using two alignment pins located in opposite positions in the threaded holes used for the installation bolts.
Installation of the fitting is carried out by heating the mating area of the MGB and keeping the fitting in the refrigerator for a specific
period of time.
Rods are removed/installed from the fittings on the MGB and the supports on the upper deck with the helicopter lifted in light
tension.
Put grease inside the hole of the screw during installation.
LEADING PARTICULARS
• Attachments weight..................................................... 15 Kg (33 lb)
SAFETY PRECAUTIONS
materials:
• Grease, Oil
• Solvent
• Sealing compound
Be careful when you use the refrigerator. Cold parts can cause injury to the persons. Always use protective clothing.
Be careful when you use heat. Hot parts can cause injury to the persons. Always use protective clothing.
SPECIAL TOOL/TEST EQUIPMENT
• Special tools associated with MRGB are detailed in the MM.

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TYPICAL MGB ATTACHMENT POINT (Fig. 25)

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ANTI-TORQUE BEAM (Fig. 26)

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SECTION 63-40 - INDICATING

DESCRIPTION
The main gearbox (MGB) assembly is driven by two engines and drives the main rotor shaft at about 296 RPM and the tail rotor.
At each MGB input, a spring type freewheeling unit is installed allowing override of each engine in case of engine shutdown or
failure, so that the rotor is continuously driven by the remaining engine.
The MGB is monitored by the following sensors (Figs 27 & 28) :
• 3 chip detectors with a Chip Detector Power Unit (DEBRIS WARNINGS SYSTEM)
• 1 oil level sensor
• 1 oil pressure transducer
• 1 oil temperature transducer
• 1 oil filter switch
• 1 oil temperature switch
• 2 oil pressure switches
• 2 thermocouple sensors (Bearing)
• 1 magnetic speed sensor (NR).
The DWS installed on the AW139 is formed by the 5 chip detectors, the power unit chip detector box, a data bus ARINC 429 to
MAUs and a control panel for the chip burner.
The purpose of the power unit chip detector box (Fig. 30) is:
• To sense the detected ferrous debris introduced into the lubricating oil of the transmission system by wear or failure of gears,
bearings and other oil wetted parts.
• To monitor the status of the five channels to determine if a short condition (CHIP) is being detected, if there is an open
condition (FAULT) or if it is a normal condition and reports this to the MAU over the ARINC 429 interface.
• To burn off the small particles. The burning pulse shall be delivered in sequence to the sensors having the chip.
• To self-test the internal circuitry and chip sensors automatically.
• To test the chip sensors manually via an external switch on the box. The test consists of a continuity test resistor of 30 KΩ
that is provided inside each sensor across pins A and B as close as possible to the detector gap.

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This resistor allows the testing and troubleshooting to check the continuity of the cabling, connector and wire receptacle of each
individual sensor without need of accessing it.
MAIN GEARBOX SENSOR COMPONENT LOCATION - LEFT SIDE (Fig. 27)

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MAIN GEARBOX SENSOR COMPONENT LOCATION - RIGHT SIDE (Fig. 28)

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OIL SIGHT GLASS (Fig. 29)

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CHIP POWER UNIT (Fig. 30)

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NR SENSOR (Fig. 31)

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

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MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC (Fig. 32)

Page 57 of 94
MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC (Fig. 33)

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CONTROLS AND INDICATORS (Fig. 34)

The main gearbox (MGB) controls are located on the Miscellaneous Panel and on the Test Control Panel both installed in the
cockpit console.
The MFD (Main and Cruise Page) displays the MGB OIL TEMP/PRESS parameters.
The MFD also provides the malfunction condition in the CAS message window #1.
The Miscellaneous Panel provides the following function:
1 CHIP BURNER: When pressed a burning attempt for the MGB CHIP MAST or MGB CHIP SUMP is
performed.
The Test Control Panel provides the following function:
2 MGB OIL LEVEL
• Push button test switch: When pressed the caution MGB OIL LOW in inverse video is displayed in the CAS
window.
NOTE A
This test is operative with the A/C on ground and NR < 2%.

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MAIN GEARBOX PANEL (Fig. 34)

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CAPTIONS
The warning provided in the CAS is as follows:
1 MGB OIL PRESS: When the MGB oil pressure in the lubricating system is below 3.1 bar; resets above
3.4 bar.
2 MGB OIL TEMP: When the MGB oil temperature in the lubricating system is above 109°C;
resets below 97°C.
NOTE B
When one of this warning is detected, besides the MWL activation, the AWG shall provide the following:
- No tone + WARNING – WARNING (aural message)
This sequence is transmitted once only. This message has priority number 5.
The caution provided in the CAS message window is as follows:
3 1(2) MGB OIL PRESS: When the oil pressure in the MGB – Engine 1(2) input stage is below 3.1 bar; resets
above 3.4 bar.
NOTE C
With the A/C both on ground and flight the warning MGB OIL PRESS will suppress the caution 1-2 MGB OIL PRESS.
4 MGB CHIP MAST: When inside the MGB oil lubricating system a chip is detected on the MAST bearing
5 MGB CHIP SUMP: When inside the MGB oil lubricating system a chip is detected in the SUMP.
6 CHIP MAST FAIL: When the channel relative to the CHIP MAST detector system is sensed faulty.
7 CHIP SUMP FAIL: When the channel relative to the CHIP SUMP detector system is sensed faulty.

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8 MGB OIL FILTER: When the differential pressure between filter input and output exceeds 1.25 bar.
9 MGB OIL LOW: When the MGB oil level is at minimum or during the MGB OIL LEVEL TEST.
10 1(2) BRG TEMP: When the MGB-Engine 1(2) input stage bearing temperature is above 140°C; resets
below 135°C.
11 AVIONIC FAULT: When the loss of communications to a single MAU is detected for the CHIP
DETECTOR POWER UNIT. The maintenance message in the CMC is A429/RS 422
BUS.
NOTE D
In case of double malfunction, caution message 1-2 BRG TEMP will replace the 1 BRG TEMP and 2 BRG TEMP. 12 XMNS OVTQ
12 XMNS OVTQ
• AEO: When in AEO condition, the TQ1> 110% or TQ2 > 110%.
• OEI: When in OEI condition, the TQ1> 160% or TQ2 > 160%.
NOTE E
This condition is set after 1 sec from the detection; is reset after 300 msec from when the malfunction is removed.
13 CHIP DET UNIT: When the Chip Detector Power Unit does not respond to the power up
built in test or continuous built in test or responds to the manual test when the push-
button switch on the CDPU unit is pressed.
14 CHIP DET TEST: Chip Detector Power Unit responds on manual test. Caution will be displayed when
test switch on CDPU is pressed and all is normal

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MAIN GEARBOX INDICATING (Fig. 35)

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CHIP DET TEST

END

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When a parameter being monitored exceeds

the normal range of operation (green band),
the colour of associated pointer matches the
colour of applicable range marking (i.e.
amber or red), in order to highlight that
particular critical condition

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DIGITAL READOUT ANALOG SCALE

FUNCTION RANGE
COLOR MARKINGS COLOR MARKINGS
MGB OIL PRESS digital readout 0 to 10.0 bar see Note
MGB OIL TEMP digital readout -50 to 150°C see Note
MGB OIL TEMP analogue scale 110 to 150°C Red band
110°C Red line
1 to 109°C Green band
-50 to 0°C Amber band
MGB OIL PRESS analogue scale 6.1 to 10.0 bar Red band
6.1 bar Red line
3.1 to 6.0 bar Green band
2.3 to 3.0 bar Amber band
2.2 bar Red line
0 to 2.2 bar Red band
Table 2 – MFD Legend

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NOTE F
In normal condition the background is black and the numerals green; the digital readout features an inverse video technique when
an exceedance occurs.
When the parameter is in amber or red band, the digital display background turns amber or red respectively and the numerals are
black or white respectively.
LEADING PARTICULARS
• Chip detector Power Unit 28 V d.c. (ESS BUS 1)

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SECTION 50 - ROTOR BRAKE

DESCRIPTION
A Rotor Brake System is provided to keep the rotor from turning when the helicopter is parked and to assist in stopping the rotors
upon engines shutdown.
The system is composed by:
• Rotor Brake Assembly. (RBA)

• Rotor Brake Disk. (RBD)
• Rotor Brake Control Lever. (RBCL)
• Rotor Brake Actuation Assembly. (RBAA)
• Rotor Brake Pressure Indicator. (RBPI)
• Rotor Brake Control Module. (RBCM)
• Rotor Brake Reservoir Assembly. (RBRA)
• Rotor Brake (Relays) Control Box. (RBCB)
ROTOR BRAKE ASSEMBLY (RBA)

The RBA, installed on the Main Gearbox, converts hydraulic pressure to a braking force. The RBA keep the rotors from turning
when the helicopter is parked and to assist in stopping the rotors upon engine shutdown. It is also used during parking to prevent
the wind-milling action of the rotors in windy conditions.
The RBA produces a braking action when the lined opposing piston is actuated hydraulically. This clamping acts on a rotating disc
bolted to the tail rotor drive shaft, take-off flange at the MGB. Hydraulic pressure to operate the RBA is provided by a RBCM.
The RBAA is installed to move the calliper "OFF" the rotating disc.
The RBA consists of one calliper assembly and one calliper support, and includes the following parts: the support, the linkage to
mate the RBAA, two wear ablative brake pads, four pistons, four pistons stops, hydraulic connections and bleed valves to remove
air from the hydraulics cavities of the RBA calliper, a four position switch to detect the brake pads correct reset status, one electrical
connector for the position switches.
The calliper support incorporates the housing for all the components and a clevis for the calliper installation on the axis.
The calliper support has two functions: to transfer the braking torque to the MGB structure and to allow the Up / Down movement of
the calliper.
The calliper is articulated on the hinge pin of the fix support (MGB flange support).
A calliper clevis is fitted with two conical splines on the calliper axis.

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BRAKE PADS
Two brake pads sintered bronze/iron compound bonded to a steel plate are fitted. A visual indicator of the brake pad wear can be
seen on the lateral side of the pad.
ROTOR BRAKE SYSTEM COMPONENT LOCATION (Fig. 39)

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CONTROLS AND INDICATORS

The rotor brake system control is housed on the right side of the overhead panel.
The rotor brake pressure indicator also on the right side of the overhead panel provides the operating pressure and the calliper
status.
The MFD provides the operative and malfunction condition in the CAS message window #1.
The rotor brake control lever (Fig. 40 & 41) provides the following functions:
1. OFF The rotor brake is released.

2. PUMPING LIMIT
• When from OFF position, provides the movement of the RBA pistons to disc contact. The pressure generated is
8.3 bar.
• When the pumping movement between PUMPING LIMIT – BRAKE after the dynamic braking. The pressure
generated is 42.7 bar for the PARKING condition.
3. BRAKE
• At the first stroke (~28 bar), the dynamic braking is activated.
• After a pumping action, the parking is activated for about eight hours.
NOTE A
The minimum parking brake pressure is 26 bar and may be achieved after eight hours. Below this pressure is possible to restore the
correct one in the circuit, pumping again.
The rotor brake pressure indicator provides the following functions:
4. CALIPER DOWN green LED Lit when the calliper is down; it flashes during the transition.
5. CALIPER UP amber LED Lit when the calliper is up; it flashes during the transition.
6. HIGH PRESSURE underline: Lit when the pressure is equal or above 50 bar.
7. PRESSURE DIGITAL readout: Displays the operating pressure (0 - 100 bar) in green.
8. LOW PRESSURE underline Lit when the pressure is equal or less than 20 bar.
9. TEST push button When pressed, the two LEDs light.

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CONTROLS AND INDICATORS (Fig. 40)

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PISTON AND PISTON STOP

Four pistons provide the needed force on the brake pads.
The piston stop will:
• Avoid piston ejection in case of pressurization without the presence of the disk.
• Allow the positive return of the brake pads when hydraulic pressure is removed off the system.
• Guarantee a clearance between the brake pads and the disc when no pressure is applied when both disc and brake pads are
new.
ROTOR BRAKE DISC

A metal brake disc that is bolted to the tail rotor drive shaft.
ROTOR BRAKE CONTROL LEVER

A RBCL, installed in the overhead control panel, is provided to generate the required hydraulic power.
The pilot or co-pilot will manually actuate this lever (Fig 41).
The RBCL has the following parts:
• "T" lever
Integrated on the Rotor Brake Control Lever the "T" lever, a spring loaded latch device, automatically engages and locks the lever in
the operative positions (OFF or BRAKE).
Pulling the spring loaded latch releases the lock from the OFF or BRAKE latch.
The "T" lever is connected to the RBCM via a control rod.
The "T" lever motion logic is as follows:
• BRAKE: FORWARD, system is powered.
• BRAKE OFF: REARWARD, system is released.
• PARKING: For pumping operation a sector from PUMPING LIMIT to BRAKE is provided.

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Control lever OFF position switch.

A control lever OFF position switch is provided to monitor the lever rest position. It is used to manage the RB electrical circuitry.
ROTOR BRAKE ACTUATION ASSY

An electromechanical actuator is provided to move the RBA calliper to its operative and inoperative position by pushing or pulling
the yoke clevis
The position switches, independent from the electrical power circuit of the RBAA, deliver the following information:
• Actuator extended, calliper in "UP" position.

• Actuator retracted, calliper in "DOWN" position.

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ROTOR BRAKE CONTROL LEVER (Fig. 41)
ROTOR BRAKE PRESSURE INDICATOR (Fig 40)

A RBPI is provided to control the RB hydraulic pressure and calliper status. The pressure indicator consists of:
• A digital display for RBCM pressure (range 0 - 100 bar); The RBPI display background is green colourr.
• An amber "LOW PRESS" indication for pressure < 20 bar alighted only when the calliper is in UP position
• An amber "HIGH PRESS" indication for pressure > 50 bar alighted only when the calliper is in UP position
• A green LED to indicate the "CALIPER DOWN" position.
• An amber LED to indicate the "CALIPER ENGAGED" position.
• A Test Push Button for the indications and LED test. Both the LED’s will be flashing during calliper transit from down to up
position and vice versa.
The indication and pressure display is active when the helicopter is on ground (WOW status).
ROTOR BRAKE CONTROL MODULE

A RBCM is provided to convert the pilot’s action in hydraulic power.
The RBCM has the following parts:
Dual-Stage Hydraulic Pump

A dual-stage hydraulic pump provide to generate the required pressure and fluid displacement.
• First stage pump.
The first stage pump to provide the movement of the RBA piston up to the disc contact. The pressure generated is 5 bar (end
of stroke).
• Second stage pump.
The second stage pump provides the braking pressure to the RBA pistons. The pressure generated is 35 bar at BRAKE
position. The parking accumulator is partially charged. With a pumping movement it is possible to fill the parking accumulator.
The pressure generated will be 42.7 bar at PARKING end of pumping cycles. The second piston pumping is possible by the
use of a non-return valve which keeps the accumulator inflated and permits fluid release from the reservoir.
Hydraulic Accumulator
A spring loaded piston type hydraulic accumulator stores fluid for temperature and leakage compensation purposes.

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The accumulator is sized to keep the RB circuit pressurized between 26 to 46.5 bar in order to compensate for the fluid contraction
when the helicopter is shut down and left in parked and for any valve leakage.
ROTOR BRAKE SYSTEM CONTROLS AND INDICATORS (Fig. 42)

Page 76 of 94
Thermal Relief Valve

A thermal relief valve, will be used to limit the circuit pressure that can be generated by the pump. The following setting is required:
• OPEN at a pressure increase up to 62 bar.

• CLOSE at a pressure decrease down to 52 bar.
Circuit And Interlock Pressure Switch

A pressure switch is provided to detect circuit pressure. It is used:
• To give a caution message;
• To manage the engine interlock circuit.
The following settings are required:
• Close at 3.0 bar during pressure increase.
• Open before 1.0 bar during pressure decrease.
Pressure Transducer
A strain gauge type pressure transducer is provided to monitor the pressure values in the circuit.
Shut-Off Valve
A solenoid shut-off valve is provided to manage the RB circuit. The valve is OPEN when energized (in flight) and CLOSED when
de-energized (on ground).
First Stage Relief Valve

A first stage relief valve is provided to control the hydraulic pressure in the first pump stage.
The following setting is required:
• Cracking pressure: 8.3 bar.
Bleeding Ports
RBCM is a self-bleeding design.
Bleed points, if necessary, are located on the RBCM

Page 77 of 94
ROTOR BRAKE RESERVOIR ASSEMBLY (Fig. 43)

The RBRA has a capacity of 80 cm3 and is used to store the fluid to compensate for fluid thermal expansion, small external leakage
and mainly to provide the pressure head to the RBCM and RBA at ground.
The minimum level reservoir capacity is 24 cm3
The RBRA has the following parts:

• a fluid tank to store the fluid;
• a transparent area to check the fluid level;
• a filling port to refill the circuit;
• a breather port open to atmosphere to vent the RB circuit;
• an hydraulic port;
• an filter inside the reservoir is used to prevent external leakage from the cap.
RBCB ROTOR BRAKE CONTROL BOX
The RCBC is provide to manage the RBS operations:
• Control signals coming from the RBCL;
• The status of the RBS;
• Landing gear WOW signals.

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ROTOR BRAKE CONTROL MODULE (Fig. 43)

Page 79 of 94
RBA Calliper UP/DOWN position.

• Engine OFF position.
• RBS Pressure condition.
• RBA pucks reset position.
• RBAA position for the end stroke switches
The RBCB is installed on the ceiling of the passengers cabin.
Using the provided inputs, it generates the outputs to drive the external RB components and provides the required signals to the
MAU.
OPERATION
The system is manually controlled through a RBCL (Rotor Brake Control Lever) positioned in the cockpit which generates the
required hydraulic pressure.
Hydraulic pressure to operate the rotor brake is supplied by a RBCM (Rotor Brake Control Module) installed on the helicopter upper
deck.
The RBCL (Fig. 41) has the following operational positions:
• OFF (RELEASE)
• PUMPING (Forward detent and backward stop)
• BRAKE (fuII stroke stop position).
The stroke between “PUMPING” and “BRAKE” position has two functions:
• Normal braking:
• To provide a pressure of 5 bar to the braking pistons in order to have contact between pucks and rotor disc.
• To pressurize the system at 26-28 bar for dynamic braking by filling the accumulator.
• Parking:
• To perform a pumping action by moving the Iever, between the “PUMPING” and “BRAKING” positions, to increase the
pressure in the circuit and in the accumulator up to a maximum parking pressure of 46.5 bar.
The RBCL and RBCM are connected via a control rod.
The RBA) provides the braking action when the Iined opposing pistons are actuated hydraulically. This produces a clamping action
on the rotating disc bolted to the tail drive shaft take-off flange at the main gearbox.

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The RBAA moves and maintains the RBA calliper on its operative “UP” or “DOWN” positions.
The RBPI controls the RB hydraulic pressure and calliper status.

The RBCB provides electrical control of the RB functions.
During flight the RB calliper is maintained in the “DOWN” position, far from the RB disc. The RB calliper moves to the “UP” position
only when the helicopter is on the ground with WOW and the engines in OFF condition.
The “UP / DOWN” calliper movement, is managed by a Rotor Brake Relay Box.
Different helicopter electrical signals are used for the braking action; these signals are provided by:
• RCBL lever position

• RBAA UP/DOWN position
• Engine Mode Selector
• Landing Gear WOW (Weight-On-Wheel)

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SYSTEM SCHEMATIC AND OPERATION – IN FLIGHT (Fig. 44)

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SYSTEM SCHEMATIC AND OPERATION – ON GROUND (Fig. 45)

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SYSTEM SCHEMATIC AND OPERATION – PARKING (Fig. 46)

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SYSTEM SCHEMATIC AND OPERATION – FAILURE (Fig. 47)

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An electrical shut-off valve installed in the RBCM prevents inadvertent pressurization of the RBA when the helicopter is in flight.
On the ground no pressurization is generated in the RB system unless the engines are OFF.
The rotors stop is reached in 11-15 sec approx. (DYNAMIC braking).
An accumulator in the RBCM maintains the PARKING pressure for at least 8 hours, when starting from a pressure of at least 40
bar. lf hydraulic pressure decreases while parked, it is possible to restore the needed parking pressure by the manual action on the
RBCL, without limitation.
OPERATION
In Flight (Fig 44)
• The RBCL is in “OFF” position;
• No hydraulic pressure is present;
• The Calliper is in the down position;
• The RBCM circuit shut-off valve remains open (energized). In this condition the RB line is connected to the reservoir /
atmosphere.
• The indicator CALIPER DOWN is lit (green light) on the RBPI.
On Ground: With One Or Both Engines In Flight Or In GI Condition
• No hydraulic pressure is furnished;
• The Calliper is in down position;
• The SOV is still open (energized).
The indicator CALIPER DOWN remains lit on the RBPI.
On Ground: After (Both) Engines Shut-Down

• The RBCL is in the “OFF” position;
• The calliper is raised automatically
• The SOV is closed (de-energized).
The RBPI changes the status of the indicators display as follows:
• Switch-on of the CALIPER DOWN and CALIPER UP indications in flashing mode during the transition phase;

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• Lighting of the indication light CALIPER UP in fixed mode (when the calliper is in brake position) and switch off of the
CALIPER DOWN indication.
• LOW PRESS indication lit.
On Ground: During A Braking Action

The rotor braking is carried out by the pilot pushing the RBCL forward.
With both engines OFF, as soon as the RBCL is moved from the “OFF” to the “BRAKE” position, the RB is operated as follows:
• The mechanical outlet valve is closed;
• Pucks are pushed against the rotating disc to generate the braking action;
• The accumulator is partially filled up (incomplete charge)
The normal pressure generated by a full stroke of the Iever is 26-28 bar (with new pucks and disk).
The LOW PRESS indication, on the RBPI, is switched off.
The digital display shows the pressure value applied to the brake.
The ROTOR BRAKE ON advisory indication is lit on the CAS.
If the RBCL is moved from the OFF position with one or both engines in flight:
• No hydraulic pressure is applied;
• The Calliper is in down position;
• The SOV is still open (energized).
The indicator CALIPER DOWN remains lit on the RBPI.
The ROTOR BRAKE FAIL caution indication is lit on the CAS.
On Ground: “Parking” Braking (Fig. 46)

PARKING condition (accumulator fully charged) is performed through a RBCL pumping action (backward and forward motion) in the
pumping area until:
• the hydraulic pressure in the circuit is > 40 bar;
• the RBCM accumulator is fully charged.
The LOW PRESS indication, on the RBPI, is switched off.
The digital display shows the pressure value applied to the brake.
The ROTOR BRAKE ON advisory indication is lit on the CAS.

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In this condition the RBCM accumulator provides hydraulic power to stop the rotors from turning for a minimum of 8 hours.
When the pressure reduces below 20 bar, the LOW PRESS caption of the RBPI is lit and the pressure in the circuit can be restored,
by additional pumping action.
If pumping action on the RBCL is beyond 40 bar, the maximum pressure of 62 bar can be reached, value at which the system relief
valve is opened.
A HIGH PRESS yellow caption is alighted on the RBPI when the pressure overcome 50 bar.
On Ground: Braking Release

The braking release is carried out by the pilot by moving the RBCL backwards.
As the RBCL is moved to the “OFF” position the RB is operated as follows:
• the mechanical outlet valve is opened;
• pucks are released;
• the accumulator is discharged.
The indicator CALIPER UP remains lit on the RBPI.

The LOW PRESS indication, on the RBPI, is lit.
On Ground: After Engines Start
• The SOV is opened (energized);
• The calliper is lowered automatically.
The RBPI changes the status of the indicator displays as follows:
• Switch-on the CALIPER DOWN and CALIPER UP indications in flashing mode during the transition phase;

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• Lighting of the indication light CALIPER DOWN in fixed mode (when the calliper is in down position) and switch off of the
CALIPER ENGAGED indication.
R/B Operating Limitations

The RB is subject to the following operating limitations:
• NORMAL BRAKING - during normal braking the rotor brake may be applied at 40% RPM rotor speed or less.
• PARKING - Starting for press > 40 bar, 8 hours minimum.
Drain the rotor brake reservoir before reservoir and control module removal.
Make sure that the rotor brake is disengaged before removal of:
• Rotor brake system control
• Rotor brake control module
• Rotor brake disc
• Rotor brake actuator assembly
• Rotor brake control calliper.
Make sure that the rotor brake is engaged before removal of the rubber stop.
Drive shaft No. 1 must be removed before rotor brake disc removal.
Drain rotor brake system before the replacement of:
• Rotor brake control module
• Rotor brake control calliper
• Hydraulic pipe and hose.
In case of rotor brake actuator replacement, you must adjust the actuator rod end.
In case of rotor brake assembly replacement, the calliper centring shims must be adjusted (Fig. 49).

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ROTOR BRAKE (Fig. 48)

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ROTOR BRAKE CALIPER SHIMMING (Fig. 49)

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RUBBER SHIM – DIMENSIONS (Fig. 50)

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The caution in the CAS message window is as follows:
1 ROTOR BRK FAIL

• Pads are activated, no pressure applied to brake;
• Not pressurized, but lever is not in OFF;
• 10 sec after shutdown both engines calliper is not UP;
• At least one Eng. running for 10 sec, calliper is not in the DOWN position;
• Rotor brake not engaged and one or more Lining Micro Switches are active.
The advisory in the CAS message window is as follows:
2 ROTOR BRK ON
• Rotor brake is engaged.
ROTOR BRAKE CAPTIONS (Fig. 51)

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List of Figures MAIN GEARBOX SENSOR COMPONENT LOCATION -

Fig. 27
Fig. 01 No. 1 DRIVE SHAFT INSTALLATION (No. 2 Engine Similar) LEFT SIDE
MAIN ROTOR DRIVE: CROSSHEAD ENGINE No.1 (No. 2 MAIN GEARBOX SENSOR COMPONENT LOCATION -
Fig. 02 Fig. 28
Engine Similar) RIGHT SIDE
MAIN ROTOR DRIVE: CROSSHEAD ENGINE No.1 (No. 2 Fig. 29 OIL SIGHT GLASS
Fig. 03
Engine similar) Fig. 30 CHIP POWER UNIT
Fig. 04 MAIN ROTOR DRIVE: ENGINE/GEARBOX COUPLINGS Fig. 31 NR SENSOR
Fig. 05 TORQUE TUBE Fig. 32 MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC
Fig. 06 MAIN GEARBOX - ISOMETRIC VIEW Fig. 33 MGB-IGB-TGB/INDICATING ELECTRICAL SCHEMATIC
Fig. 07 MAIN GEARBOX - PLAN VIEW Fig. 34 MAIN GEARBOX PANEL
Fig. 08 MAIN GEARBOX SCHEMATIC Fig. 35 MAIN GEARBOX INDICATING
Fig. 09 DRIVES Fig. 36 MAIN GEARBOX INDICATING
Fig. 10 MAIN GEARBOX CASINGS Fig. 37 MAIN GEARBOX INDICATING
Fig. 11 MAIN GEARBOX QUILL DRIVES Fig. 38 MAIN GEARBOX INDICATING
Fig. 12 MAIN GEARBOX ELECTRICAL SENSORS Fig. 39 ROTOR BRAKE SYSTEM COMPONENT
Fig. 13 MAIN GEARBOX LUBRICATING SYSTEM Fig. 40 CONTROLS AND INDICATORS
Fig. 13A OIL COOLER Fig. 41 ROTOR BRAKE CONTROL LEVER
Fig. 14 MAIN GEARBOX LUBRICATION SCHEMATIC DIAGRAM Fig. 42 ROTOR BRAKE SYSTEM CONTROLS AND INDICATORS
Fig. 15 LUBRICATION PUMP AND RELIEF VALVE Fig. 43 ROTOR BRAKE CONTROL MODULE
Fig. 16 LUBRICATION PUMP Fig. 44 SYSTEM SCHEMATIC AND OPERATION – IN FLIGHT
Fig. 17 OIL FILTER Fig. 45 SYSTEM SCHEMATIC AND OPERATION – ON GROUND
Fig. 18 SERVO ACTUATOR SUPPORT Fig. 46 SYSTEM SCHEMATIC AND OPERATION – PARKING
Fig. 19 FREEWHEEL CROSS SECTION Fig. 47 SYSTEM SCHEMATIC AND OPERATION – FAILURE
Fig. 20 FREEWHEEL AND SHAFT Fig. 48 ROTOR BRAKE
Fig. 21 GIMBAL INPUT FLANGE Fig. 49 ROTOR BRAKE CALIPER SHIMMING
Fig. 22 GIMBAL INPUT SEAL Fig. 50 RUBBER SHIM – DIMENSIONS
Fig. 23 MAIN GEARBOX FUSELAGE ATTACHMENT Fig. 51 ROTOR BRAKE CAPTIONS
Fig. 24 MAIN ROTOR DRIVE INSTALLATION ANGLE
Fig. 25 TYPICAL MGB ATTACHMENT POINT
Fig. 26 ANTI-TORQUE BEAM

Page 94 of 94

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What are the main components of the main rotor drive system?

What are the main components of the main rotor drive system?

How does the drive shaft connect the engine to the main gearbox?

How does the drive shaft connect the engine to the main gearbox?

AB/AW139 PWC - PT6 67C/D Main Rotor Drive

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SECTION 63-10 - ENGINE/GEARBOX COUPLINGS

Engine Drive Shaft And Gimbal Assembly

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

No. 1 DRIVE SHAFT INSTALLATION (No. 2 Engine Similar) (Fig. 1)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

• Drive shaft speed.................................... 21000 RPM (100% NF/NR)

SPECIAL TOOLS/TEST EQUIPMENT

• Special tools are detailed in the MM.

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

MAIN ROTOR DRIVE: ENGINE/GEARBOX COUPLINGS (Fig. 4)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TORQUE TUBE (Fig. 5)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SECTION 63-20 - GEARBOX

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

MAIN GEARBOX - ISOMETRIC VIEW (Fig. 6)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

MAIN GEARBOX – PLAN VIEW (Fig. 7)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

MAIN GEARBOX SCHEMATIC (Fig. 8)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

ITEM Description (Location) RPM* Z ITEM Description (Location) RPM* Z

* Shaft speeds rounded to 5 rpm

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

• The main gearbox

• Engine input (x2),

The primary internal assemblies of the main gearbox are:

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

• The front pump drive quill (No. 4 pump).

• The oil pressure switches (2 off)

The bearing temperature sensors (thermocouples, 2 off)

• The chips detectors (3 off)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

MAIN GEARBOX CASINGS (Fig. 10)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

LEFT AND RIGHT SHAFT MODULES (Fig. 10)

• The housing and the cover

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

UPPER MODULE (Fig. 10)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

MAIN GEARBOX QUILL DRIVES (Fig. 11)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

• The chip detector

• The oil cooler adapter

• The oil temperature switch

• The oil temperature sensor

• The oil pressure transducer

• The oil filter of the lubricating system

• Four oil jets

• The oil filler cap

PUMP DRIVE QUILLS