BLACK HAWK HELICOPTER

Johonny Fernando Parrado. Author∗

Aviation ARMY school, Bogota DC, 11011, Colombia

Cristian Danilo Fonseca Castro. Author†

Aviation ARMY school, Cucuta , Norte de Santander, 11011, Colombia

Daniel Felipe Amado Gutierrez. Author‡

Aviation ARMY school, Bogota DC, 11011, Colombia

These inform it’s about description and data regarding the main and tail rotor system
besides the power train system of the BLACK HAWK HELICOPTER.

I. Introduction
Helicopters are twin turboshaft engine aircraft. Their primary mission is the transportation of troops, litter patients,
and equipment. Helicopters are powered by two T700GE-700 engines, mounted above the mid-fuselage. The main rotor
group consists of a four bladed, fully articulated, elastomeric rotor. The tail rotor group consists of a canted crossbeam
tail rotor with two continuous composite spars running from blade tip to blade tip, crossing each other at the hub to form
the four tail rotor blades.
Forward, rear, lateral, and vertical flight is done by the main rotor system, while the tail rotor system counteracts
torque from the main rotor and provides directional control. Power to drive the main rotor is supplied from engine torque
transmitted by drive shafting to the input module of the main transmission.The tail rotor is driven by drive shafting
extending from the main module of the main transmission through the intermediate gear box to the tail gear box[1].

Fig. 1 systems description and data.

∗ Aeronautical engineer, Aviation ARMY school of Colombia, [email protected] (first author).
† Aeronautical engineer, Aviation ARMY school of Colombia, [email protected] (second author).
‡ Aeronautical engineer, Aviation ARMY school of Colombia, [email protected] (second author).

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Three separate hydraulic systems are used in the helicopter. The No. 1 and No. 2 hydraulic systems provide power
for the main rotor servos and the pilotassist servos. The No. 3 or backup hydraulic system provides backup power for
the No. 1 and No. 2 hydraulic systems and recharges the APU start subsystem. The backup hydraulic system also
provides power for ground checks without operation of the main transmission. Basic electrical power is supplied by two
ac generators mounted on the accessory module. Ac power is converted to dc power for operation of certain systems.

Fig. 2 systems description and data.

II. ROTOR SYSTEM

A. MAIN ROTOR SYSTEM DESCRIPTION AND DATA

The main rotor system consists of four subsystems: main rotor blades, hub, flight controls, and the bifilar vibration
absorber. Four titanium-spar main rotor blades attach to spindles which are retained by elastomeric bearings contained
in one-piece titanium hub. The elastomeric bearing permits the blade to flap, lead, and lag. Lag motion is controlled by
hydraulic dampers and blade pitch is controlled through adjustable control rods which are moved by the swashplate.
When the rotor is not turning, the blades and spindles rest on hub-mounted droop stops.
Upper restraints called antiflapping stops retain flapping motion caused by the wind. Both stops engage as the rotor
slows down during engine shutdown. Blade retaining pins can be pulled from the blade spindle joint and the blades
folded along the rear of the fuselage. The bifilar vibration absorber reduces rotor vibration at the rotor. The absorber is
mounted on top of the hub and consists of a four arm plate with attached weights. Main rotor dampers are installed
between each of the main rotor spindles modules and the hub to restrain hunting (lead and lag motions) of the main
rotor blades during rotation and to absorb rotor head starting loads. Each damper is supplied with pressurized hydraulic
fluid from a reservoir mounted on the side of each damper. The reservoir has an indicator that monitors the reserve fluid.
When the damper is fully serviced, the indicator will show full gold[2]. Four main rotor blades are installed on the main
rotor head (Figure 3). The main rotor blade has a pressurized titanium spar, Nomex honeycomb core, fiberglass skin,
nickel and titanium abrasion strips, a removable swept-back tip fairing, and a resistive heating mat used when the blade
deice system is activated. A wire mesh is bonded to the surface of the blade, to protect the blade from lightning. The
spar of the main rotor blade is pressurized with nitrogen through a servicing valve at the inboard end of the blade.
A BIM® (Blade Indication Method) pressure indicator visually indicates that the spar pressure has not dropped
below minimum. The nickel and titanium abrasion strips, bonded to the leading edge of the blade, prevent damage that
could occur from erosion. Each blade is statically and dynamically balanced to permit replacement of individual blades.
Balance strips painted around the blade locate the hoisting point. A titanium cuff and expandable or solid blade pins
attach the blade to the rotor head (Figure 4). With the use of a blade fold set, each blade can be folded manually[2].

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Fig. 3 Main Rotor Blade and Pressure Indicator.

B. BLADE INDICATION METHOD (BIM®) PRESSURE INDICATOR

The BIM® indicator is installed in the back wall of the spar at the root of the blade (Figure 1, Detail A). A color
indicates if the blade becomes unserviceable. The indicator compares a reference pressure built into the indicator with
the pressure in the blade spar. When the pressure in the blade spar is within the required service limits, indicating the
blade is serviceable, three yellow stripes show. If the pressure in the blade spar drops below the minimum permissible
service pressure, the indicator will show three red stripes (Figure 3)

C. MAIN ROTOR HEAD

The main rotor head transmits the movements of the flight controls to the four main rotor blades (Figures 4 and 5).
The main rotor head turns in a counterclockwise direction. The head is supported by the main rotor shaft extension. The
shaft extension is splined to the main transmission main shaft, which drives the head. The lower pressure plate and
cones, in conjunction with the main shaft nut, secure the shaft extension to the main shaft. The lower pressure plate also
provides attachment for the rotating scissors. The principal components of the main rotor head are the main rotor hub
(including the spindle modules), the droop stops, the bifilar vibration absorber, pitch control rods, dampers, antiflap
assemblies and swashplate[1].

D. MAIN ROTOR HUB

The hub consists of titanium spindle modules, hydraulic dampers, pitch control rods, antiflapping assemblies, and a
titanium housing (Figure 5). Each blade is hinged through elastomeric bearings (rubber and steel laminates) in the
spindle modules. The elastomeric bearings allow the blades to flap, lead, and lag. The bearing also permits the blade to
move about its axis for pitch changes. The spindle module titanium endplate contains the lugs for blade attachment.

E. ANTIFLAPPING ASSEMBLIES
An antiflapping assembly is installed on each of the four main rotor spindle modules, next to the hub (Figures 5 and
6). These are spring loaded locks that prevent the main rotor blades from flapping when the main rotor head is slowing
down or stopped. When the main rotor is rotating at above 35%, centrifugal force pulls the antiflapping assemblies
outward and holds them in their locked positions to permit flapping and coning of the blades.

F. DROOP STOPS
The droop stops, on the spindle module next to the hub, limit droop of the blades when the main rotor head is
slowing down or stopped (Figure 4).When the main rotor head is rotating between 70% to 75% Nr, centrifugal force
throws the droop stops out and permits increased vertical movement of the blade.

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Fig. 4 Main Rotor Blade Expandable and Solid Blade Pins.

G. PITCH CONTROL RODS

Four pitch control rods extend from the rotating swashplate to the blade pitch horn on the spindle (Figure 5). The
pitch control rods transmit all movement of the flight controls from the swashplate to the main rotor blades. Each rod is
adjustable. Rotation of the rod changes main rotor blade angle 2 minutes per notch. This allows for tracking adjustment.

H. DAMPERS
Dampers are installed between each of the main rotor hub and spindle modules to restrain hunting (lead and lag
motions) of the blades during rotation and to absorb rotor head engagement loads (Figure 4). Each damper is filled with
hydraulic fluid. An indicator mounted on the side of the damper monitors hydraulic fluid quantity. When the damper is
fully serviced the indicator will show full gold.

I. BIFILAR
The bifilar vibration absorber, absorbs vibrations and stresses. It not only contributes to longer life of all components
but to a smoother ride for the crew and passengers (Figure 5). The bifilar vibration support is a cross-shaped aluminum

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Fig. 5 Main Rotor Head and Main Transmission.

Fig. 6 Main Rotor Head.

forging. A tungsten weight pivots on two points at the end of each arm. The bifilar is bolted to the main rotor hub.

J. SWASHPLATE
The swashplate has stationary and rotating discs joined by a bearing (Figure 5). It transmits flight control movement
to the main rotor head through the four pitch control rods. The swashplate is permitted to slide on the main rotor shaft
and tilt in any direction following the motion of the flight controls.

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Fig. 7 Main Rotor Head Spindle Module - Cutaway.

III. TAIL ROTOR SYSTEM DESCRIPTION AND DATA

A cross-beam tail rotor blade system provides antitorque action and directional control. The blades are of graphite
and fiberglass construction. Blade flap and pitch change motion is provided by deflection of the flexible graphite fiber
spar. This feature eliminates all bearings and lubrication. The spar is a continuous member running from the tip of one
blade to the tip of the opposite blade.
Electro-thermal blankets are bonded into the blade leading edge for deicing. The tail rotor head and blades are
installed on the right side of the tail pylon, canted 20° upward. In addition to providing directional control and anti-torque
reaction, the tail rotor provides 2.5% of the total lifting force in a hover. A spring-loaded feature of the tail rotor control
system will provide a setting of the tail rotor blades for balance flight at cruise power setting in case of complete loss of
tail rotor control. The canted tail rotor head is driven by the tail gear box. A pitch change beam on the pitch control
shaft changes the angle of the tail rotor blades through pitch change links. Because of it’s canted design, the tail rotor
provides about 400 pounds of lift and more clearance for ground personnel.

Fig. 8 Tail Rotor System.

A. PITCH BEAM
A four-armed pitch beam is bolted to the end of the pitch change shaft. The pitch beam increases or decreases the
pitch of all blades simultaneously through pitch links connected to the blades.

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B. PITCH CONTROL LINKS
Four pitch control links are installed on the tail rotor head assembly. Each link connects an arm of the pitch beam to
a pitch control horn on the blade. The links transmit movement necessary for blade pitch changes from the pitch beam.
Each link consists of two rod ends with boots, locking devices, and a link. The rod end that is connected to the pitch
beam is marked for proper installation.

C. TAIL ROTOR BLADES

The tail rotor blades are built around two graphite composite spars running from tip-to-tip and crossing each other at
the center to form the four blades (Figure 8). The two spars are interchangeable and may be replaced individually. The
blade spars are covered with crossply fiber glass to form the airfoil shape. Polyurethane and nickel abrasion strips are
bonded to the leading edge of the blades. Blade pitch changes are made by twisting the spar.

Fig. 9 Tail Rotor Blade.

D. TAIL ROTOR QUADRANT/WARNING.

The tail rotor quadrant contains microswitches to activate the TAIL ROTOR QUADRANT caution if a tail rotor
cable becomes severed.Spring tension allows the quadrant to operate in a normal manner. If the helicopter is shut down
and/or hydraulic power is removed with one tail rotor cable failure, disconnection of the other tail rotor cable will occur
when force from the boost servo cannot react against control cable quadrant spring tension. The quadrant spring will
displace the cable and boost servo piston enough to unlatch the quadrant cable. Power to operate the warning system is
provided from No. 1 DC primary bus through a circuit breaker marked TAIL ROTOR SERVO WARN.

IV. MAIN ROTOR BLADE INSPECTIONS TM 1-1520-237-23-7

Rotor blade erosion protection kits are applied to the main and tail rotor blades when the helicopter is operating in
desert environments. The main and tail rotor blades can be protected by the application of polyurethane tape being
applied to the leading edge. The main rotor blade tip caps can be protected by the application of either a polyurethane
coating or polyurethane boots. The tail rotor blade tip caps can be protected by the application of a polyurethane coating.
The erosion protection kits provide a sacrificial surface that can be repaired or replaced. The blade deice system must
not be used when erosion protection kits are installed[3].
1) Damage to blade can be divided into two types, detectable and non detectable.
2) See Table 1 and Figure 3, Sheet 1, for reference to damage limits and repair on main rotor blade.
3) Detectable damage can be seen and felt as a blister, or dent.
a A blister can be seen as a raised bump above blade contour, indicating a separation between skin and core.
4 to 5 pounds of thumb pressure can move the skin against core without a crinkly sound.

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b A dent indicates a core crush. It can be felt and seen. 4 to 5 pounds of thumb pressure against dent will
result in a crinkly sound.
4) Nondetectable damage can be found with coin-tapping, but cannot be seen or felt.
a 4 to 5 pounds of thumb pressure will not make sound with nondetectable blisters.
b 4 to 5 pounds of thumb pressure will make crinkly sound with nondetectable dents.
5) After repairing blade, record repair on Aircraft Component Historical Record DA Form 2408-16 by doing this:
a Refer to Figure 1, Sheet 1, to find Zone of repair.
b Refer to Table 2 to find chordwise shim unbalance, and Table 3 to find spanwise weight unbalance.
c Record Date, Description of Damage, Zone, Repair kit Number, Chordwise Shim, and Spanwise Weight
unbal-ances as shown in Table 4.
6) Repairs to blade can affect blade track and blade balance, causing main rotor vibration. The total number of
repairs to the blade before adjusting weights will depend upon acceptable blade tracking and vibration levels
(TM 1-6625724-13&P).
7) If weights need to be adjusted, do this:
a Add chordwise shim adjustment numbers for all repairs on blade (if weights have been adjusted previously,
add all numbers from last new chordwise shim unbalance). Round this number down to nearest whole
number. Record remaining fraction under new chordwise shim unbalance
b Remove tip cap (WP 0576 00).
c Move whole number (obtained from above) of shims from rear chordwise studs, and install on front
chordwise studs (WP 0576 00).
d Add spanwise weight unbalances for all repairs on blade (if weights have been adjusted previously, add all
numbers from last new spanwise weight unbalance).
e Remove combination of shims from spanwise studs (WP 0576 00), whose weight comes closest to, but is
not greater than, total spanwise weight unbalances.
f Record difference between weight removed and total spanwise weight unbalances as new spanwise weight
unbal-ance.
g Install tip cap (WP 0576 00).
h Track and balance main rotor blades (TM 1-6625-724-13&P).
8) Replace blade if damage is greater than maximum patch limits.
9) Do all repairs carefully according to instructions. Even small repairs affect blade track and balance.
10) Damaged area for patch repair must be at least 1 inch from shaded area.
11) Damage not requiring patch may extend into shaded area.
12) Edge of new patch not to be closer than 1 inch from edge of previously installed patch on same side of blade[3].

A. MAIN ROTOR BLADE COIN TAPPING INSPECTION METHOD

NOTE: To verify suspected damage, use coin-tapping method to determine size and shape of disbonds/delaminations
between skin and spar, skin and honeycomb core, trim tab laminations, and tip cap and abrasion strip bond areas. Coin
is smooth disc of soft copper, or equivalent metal, 1 1/2 to 2 inches in diameter and 1/8 to 3/16-inch thick. Round and
smooth edge of coin to prevent damage to skin.
1) Hold coin loosely between thumb and finger, tap lightly along bond line or areas suspected of having disbonds /
delaminations, and listen for variations in tapping sound. A sharp solid sound indicates a good bond and a dull
dead sound indicates a bond separation.
2) Tap across suspected area in horizontal, vertical, and diagonal lines and with grease pencil, mark points on skin
where sound varies. Continue tapping and marking until outline of bond separation is completed.

B. INSPECT MAIN ROTOR BLADE SPAR REGION

1) Visually inspect skin for dents, gouges, scratches, and surface imperfections.
2) Using coin-tapping method, inspect skin over spar for disbonds/delaminations.
3) Check depth of dents and gouges to determine if damage has penetrated to spar.
4) Record location, dimensions and degree of damage, and surface area of disbonds/delaminations.
5) Spar region repaired by adhesive filling or skin patch (WP 0576 00).
6) Area damage limited to 6 inch diameter (for 8 inch diameter patch).
7) Two or more damaged areas falling within 6 inch diameter will be combined and patched as one repair.

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Fig. 10 Main Rotor Blade Inspection Areas (1).

8) New damage occurring within previously repaired damage with total diameter greater than 6 inches, will not be
repaired. Replace blade and send damaged blade to depot.

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Fig. 11 Main Rotor Blade Inspection Areas (2).

C. INSPECT MAIN ROTOR BLADE HONEYCOMB CORE REGION

1) Visually inspect reinforced plastic skin/honeycomb core area for dents, crushes, breaks, blisters, gouges and
holes.
2) Using coin-tapping method, inspect skin and area around tiedown fitting for disbonds/delaminations.
3) Record location, dimensions and degree of damage, and surface area of disbonds/delaminations.
4) Damaged area not greater than 6 inch diameter repaired by skin or plug patch (WP 0576 00).
5) Diameter of routed hole for plug patch must be confined to honeycomb core region. Overlapping skin of plug
patch may extend 1 inch beyond boundary of core.
6) Two or more damaged areas falling within 6 inch diameter will be combined and patched as one repair.
7) New damage occurring within previously repaired damage, with total diameter greater than 6 inches, will not be
repaired. Replace blade and send damaged blade to depot.

D. INSPECT MAIN ROTOR BLADE TRAILING EDGE REGION

1) Visually inspect for dents, gouges, and scratches, at top, bottom, and thickness of trailing edge.
2) Using coin-tapping method, inspect for disbonds/delaminations at trailing edge thickness. Check condition of
bond between trailing edge skin and trim tab.
3) Record location, dimensions and degree of damage, and surface area of disbonds/delaminations.
4) Visually inspect edges of trim tab for cracks in paint or adhesive running spanwise at front edge or chordwise at
the inboard and outboard ends of tab. If cracks are noted, check for bonding voids using coin-tapping method of
inspection.
5) Trailing edge region repaired by trailing edge patch, adhesive filling or injection(WP 0576 00).
6) Skin patches from honeycomb core region may extend to trailing edge.
7) Two trailing edge patches must be no closer than 5 inches along trailing edge.

E. INSPECT MAIN ROTOR BLADE ABRASIVE STRIP

1) Visually inspect for erosion, dents, holes, cracks, and scratches.
2) Using coin-tapping method, inspect for bonding voids in the leading and trailing edges, top and bottom.
3) Visually inspect for spanwise cracks in paint 2.2-inches from leading edge of abrasion strip on upper surface and
3.6-inches from leading edge of abrasion strip on lower surface. If cracks are noted, check for bonding voids
using coin-tapping method of inspection.
4) Visually inspect for spanwise cracks, small pits or voids in paint 4.5-inches from leading edge on upper and

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lower surface . If cracks are noted, check for bonding voids using coin-tapping method of inspection[3].

ANNEX No.1 MAIN ROTOR BLADE INSPECTION/REPAIR LIMITS.

V. TRANSMISSION SYSTEM POWERTRAIN

The helicopter’s power to the transmission begins at the front end of the engines. The engine input drive shaft,
turning at 20,900 RPM (100% Nr) provides the power to the input module, which then drives the main module and
accessory modules. The input module reduces engine input RPM to 5750 RPM and also allows the drive angle to be
changed from the engine to the main module. The main module then provides reduction for the main rotor head down to
258 RPM and a reduction for the tail drive and oil cooler to 4110 RPM. The intermediate gear box receiving the tail drive
shaft RPM then provides a reduction to 3319 RPM plus changes the angle of drive about 58°. The tail gear box provides
the remaining gear reduction for the tail rotor to 1190 RPM and a 105° change in drive direction. During operation of
the main transmission, the hydraulic pump modules are driven at 7188 RPM and the generators at 11,809 RPM[2].

Fig. 12 Main Rotor Blade Inspection Areas (1).

References
[1] US-ARMY, TM1-1520-237-23-1 GENERAL INFORMATION EQUIPMENT DESCRIPTION AND DATA THEORY OF OPERA-
TION, 17 APRIL 2006.

[2] US-ARMY, TM 1-1520-237-10, OPERATOR’S MANUAL, 17 APRIL 2006.

[3] US-ARMY, TM 1-1520-237-23-7, MAINTENANCE INSTRUCTIONS, 17 APRIL 2006.

[4] US-ARMY, TM 1-1520-237- 23-12, MAINTENANCE INSTRUCTIONS, 17 APRIL 2006.

[5] US-ARMY, TM1-1520-237-23P-3, REPAIR PARTS AND SPECIAL TOOLS LIST, 17 APRIL 2006.

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