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and an impending bypass capability and an impending
bypass filter indicator. Each sump has a chip detector/
temperature sensor and temperature transducer.
Pressure is measured downstream of each heat exchanger.
Oil passing through the heat exchanger.
mounted inboard on each engine firewall, is air cooled.
The heat exchangers have thermal bypass provisions
for cold starts. A third oil pump, driven by the accessory
drive, lubricates the accessory gears during APU operation.
This pump draws oil from the right oil system
sump.
CAUTION
TM 1-1520-238-10
Figure 2-32. Power Train
b. Main Transmission Caution Lights. Sensors in
the transmission sense adverse conditions which are
displayed as caution lights (fig 2-44) in the crew stations
The pilot station has six caution/warning lights:
OIL PSI MAIN XMSN 1, OIL PSI MAIN XMSN 2,
OIL HOT MAIN XMSN 1, OIL HOT MAIN XMSN 2,
CHIPS MAIN XMSN, and OIL PSI ACC PUMP. Activation
of any of these lights, except the OIL PSI ACC
PUMP, simultaneously illuminates either MAIN 1,
MAIN XMSN 2, or CHIPS MAIN XMSN on the CPG
caution/warning panel.
2.40.3 Rotor Brake. The rotor brake reduces turnaround
time for aircraft loading and servicing and prevents
windmilling of the rotor system during gusty
wind conditions. The rotor brake disc is visible at the
aft end of the transmission.
With rotors turning, do not place the
RTR BK switch in LOCK position.
NOTE -
l
l
When engaging rotor lock, pause in the
BRAKE position until the RTR BK
caution/warning light has illuminated
prior to placing the switch in the lock
position. The PWR levers will not advance
past the ground idle detent with
the rotor brake switch in the LOCK
position.
When operating engines with the rotor
brake locked, monitor the main transmission
temperature. If the transmission
temperature reaches 130 °C (266
°F), secure operation, or release the rotor
brake and turn the rotors until
transmission temperature returns to
normal.
2-57
CAUTION
CAUTION
TM 1-1520-238-10
a. Rotor Brake (RTR BK) Switch. The rotor brake
is controlled by the RTR BK switch on the pilot PWR
lever quadrant (fig 2-19). The switch has three positions:
OFF, BRAKE, and LOCK. When set at LOCK
with full utility hydraulic system pressure, the brake
prevents the gas turbines from driving the power turbines
when both engines are at idle. When the rotor is
stopped, the switch may be set at LOCK which causes
solenoid valves in the manifold to deenergize and all
available utility hydraulic system or accumulator pressure
to be applied to the brake. A system of interlocks
prevents the rotor brake from being locked when the
PWR levers are in any position except IDLE and OFF.
When the switch is set at BRAKE, solenoid valves in
the utility hydraulic manifold operate to actuate the
brake. With the switch at OFF, the only hydraulic pressure
to the brake is 30 psi from the pressurized air system
which, when operating, pressurizes the return side
of the utility hydraulic system.
b. Rotor Brake Solenoid and Pressure
Switch. Rotor brake electrical solenoids and the pressure
switch receive 28 vdc from the emergency dc bus
through the RTR BRK circuit breaker on the pilot
overhead circuit breaker panel. If this circuit breaker is
open, or if helicopter emergency electrical power is lost
for any reason, the rotor brake, if previously set at
LOCK, will remain locked as long as accumulator pressure
is available.
2.40.4 Tail Rotor Drive Shafts. There are four tail rotor
drive shaft sections. Three tail rotor drive shafts
lead from the transmission to the intermediate gearbox.
Two are of equal length. The last shaft is installed
on the vertical stabilizer between the intermediate and
tail rotor gearboxes. Hanger bearings support the longer
shafts. They are covered by aerodynamic fairings
which may be opened for maintenance and inspection.
The two equal-length shafts incorporate friction dampers
and antiflails. Flexible couplings, attached to the
shaft ends, are capable of accommodating shaft misalignments
throughout the power range.
2-56
Prolonged out of ground effect hovering
(20 - 30 min.) with outside air
temperatures above 75 °F (24 °C) may
cause the intermediate gearbox to
overheat.
2.40.5 intermediate Gearbox. The intermediate
gearbox, at the base of the vertical stabilizer, reduces
the rpm and changes the angle of drive. A fan mounted
on the gearbox input shaft draws air from an inlet on
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