AW139 00 Chapter 64

AB/AW139 PWC - PT6 67C/D Tail Rotor
CHAPTER
64
TAIL ROTOR
TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

Page 1 of 41
SECTION 00 - TAIL ROTOR
TAIL ROTOR – GENERAL (Fig 1)

The Tail Rotor (TR) compensates for the torque reaction caused by the main rotor and enables the aircraft to be controlled in its
yaw axis.
The TR is a four blade fully articulated rotor with elastomeric spherical bearings, which allow flapping, lead-lag and feathering
movements. The TR comprises:
• Tail rotor head

• Blades
• Rotating controls
TAIL ROTOR HEAD (Fig 2)

The tail rotor head is driven by the Tail Gear Box (TGB) shaft and includes:
• A splined hub connecting the TGB shaft to the four blades (Fig 9). The hub consists of four arms and secured in place by
locknut and bolts. An upper and a lower limiter are used to limit the flapping movements between - 10° and + 12°.
• Four elastomeric bearings connect between the blades and the hub and permit lead/lag, flap, pitch change and movement of
the blades. In the centre of the elastomeric bearing a titanium bolt is inserted that adds to the stiffness of the hub.
• Four elastomeric dampers are installed between the blades and the hub and dampen the lead-lag movements of the blades.
The limiting stops limit the flap movement of the blades to the maximum lateral flap position of the blades
• A cover, made by aluminium alloy, is installed on the top of the rotating controls

Page 2 of 41
TAIL ROTOR – GENERAL (Fig 1)

Page 3 of 41
TAIL ROTOR HEAD – MAIN COMPONENTS (Fig 2)

Page 4 of 41
TAIL ROTOR BLADE (Fig 3)

Page 5 of 41
ROTOR BLADES (Fig 4)

Page 6 of 41
BLADES (Fig 2 – 4 Inc.)
Four rotor blades react to centrifugal, bending and torsion loads. The blades are made of composite material (unidirectional
fibreglass tapes, wrapped in cross ply fibreglass layers). A thin nickel shield, bonded onto the outer surface of the leading edge,
gives protection against erosion.
An upper and lower fibreglass skins are bonded at the rear of the leading edge spar and extended back to join together and form
the trailing edge. The root section is formed in the spar by fibreglass strips that are wound so as to allow the attachment of the
elastomeric bearing.
The blade tip includes a pocket where weights are positioned to statically balance the blade; the same occurs in the root section.
A lightning conductor jumper is attached to the top of each blade attachment.
ROTATING CONTROLS (Fig 5 & 6)
The TR interfaces with the flight control system via the rotating controls. The rotating controls receive inputs from the TR actuator
and converts them to give the required blade pitch-angle changes.
The TR controls include:
• A spider installed over a sliding tube. The sliding tube is installed on the TGB mast and supplies the attachments for one end
of the rotating scissors.
• The rotating scissors supply a rotary drive force from the hub to the spider. At the same time the rotating scissors turn to
allow lateral pitch-change movement.
• Four pitch links, one for each blade, connect the TR blades to the spider.

Page 7 of 41
TAIL ROTOR – ROTATING CONTROLS (Fig 5)

Page 8 of 41
ROTATING CONTROLS (Fig 6)

Page 9 of 41
ELASTOMERIC BEARING
Elastomeric bearings provide a resilient connection between the blades and hub, and absorbs rotational loads while permitting
lead/lag, flap and pitch change movements of the blades.
The elastomeric bearings are located, within the “U” root section of the rotor blades (Fig 7). The larger shaped flange of the
elastomeric bearing has a recessed groove that engages with the closed end of the blade “U” section and is bolted to the pitch
change arm.
The pitch change arm has a clevis lug extending from the cap section. The clevis allows the attachment of the pitch link rod.
The blade, with elastomeric bearing attached, is fitted between the hub arms with the installation bolt passing through hub arms and
the bearing to make the attachment.
The installation bolt is hollow to house dynamic balancing weights, and is covered externally with a solid lubricant film.
Elastomeric Bearing Location (Fig 7)

Page 10 of 41
ELASTOMERIC BEARING – TYPICAL DAMAGE (Fig 8)

Page 11 of 41
TAIL ROTOR HEAD – REMOVAL / INSTALLATION (Fig 9)

Page 12 of 41
TAIL ROTOR HEAD – REMOVAL / INSTALLATION (Fig 10)

Page 13 of 41
SPIDER AND SLIDER ASSEMBLY – REMOVAL/INSTALLATION (Fig 11)

Page 14 of 41

Page 15 of 41
SLIDER BUSHING – REMOVAL/INSTALLATION (Fig 13)

Page 16 of 41
SAFETY PRECAUTIONS
• The materials that follow are dangerous. Make sure that you know all the safety precautions and first aid instructions for
these materials:
• Primer
• Corrosion inhibitor
• Solvent
• Liquid nitrogen
• 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 the liquid nitrogen. Cold parts can cause injury to the persons. Always use applicable protective
clothing.
SPECIAL TOOL/TEST EQUIPMENT
• Special tools associated with the TR head are detailed in the MM.

Page 17 of 41
SECTION 64 – 10. ROTOR BLADES

DESCRIPTION
The tail rotor blades are a composite material construction of a glass fibre former, which is then wrapped with cross-ply layers of
glass fibre (Fig 14).
The main element of the tail rotor blade is a “D”, cross section spar that extends from root to tip. The rounded side of the “D” forming
the blade leading edge.
The root end is formed by an open “U” shape for attachment to the tail rotor hub, utilizing an elastomeric bearing interface. The spar
tip is formed to give a swept back, aerodynamic curve.
A honeycomb core is bonded to the flattened side of the spar and extends back, tapered, to form a trailing edge.
The spar and honeycomb are then further wrapped with fibre glass fabric and tape, to form the finished airfoil with a constant chord.
A metal shield of nickel alloy, is formed around the leading edge, and bonded in place, to provide protection against erosion.
The blade is assembled together with the elastomeric bearing and the damper attachment; the whole assembly is removed or
installed at the same time.
The blades have a very long service life and are statically balanced during the manufacture process to achieve individual
interchangeability.
The blades are interfaced with the rotor head and can be provided with heating mats for anti-icing purposes.
ROTOR BLADES (Fig 14)

Page 18 of 41
FLAP LIMITING STOPS (Fig 15)

Tail rotor blade flap movement is limited by stops. These are fitted at each hub arm, where the elastomeric bearings attach, two
stops are fitted, one on each arm together with a shim.
Each blade root has a matching stop fitted, these are bolted to the damper attachment.
FLAP LIMITING STOPS (Fig 15)

Page 19 of 41
MAINTENANCE INFORMATION
• Each blade bolt and its related parts must be identified as a set with a permanent marking pen and their location recorded.
• Pushing or pulling the tail rotor blades is not allowed because it’s easy to cause damage. Main rotor is to be turned to set the
tail rotor to the necessary position.
• The tail rotor blade to be installed/removed must be in the horizontal position.
• The blade is installed inside the hub arms using a tool.
• The blade bolt is removed using a puller tool and installed with an installation pin tool.
• The blade bolt must be handled with a cheesecloth otherwise the external layer of solid lubricant film can be damaged.
• If the solid film lubricant layer on the blade bolt is damaged on specific areas, the layer must be repaired or replaced.
• A new hub flap stop shim thickness has to be calculated when replacing the:
• Elastomeric bearing
• Hub flap stop
• Hub
• Blade
• When installing a damper the eye-end with the yellow reference paint must be installed on the damper attachment on the
blade (with the same colour).
• A new bearing shim thickness has to be calculated in case of replacement of the elastomeric bearing or the tail rotor blade.
• When calculating a new bearing shim thickness make sure that the elastomeric bearing installation bolts do not touch the
end of the thread. If necessary, spacer washers must be used.
• The blade damper attachment bushes are removed using a tool.
• A blade dynamic check must be carried out after replacement of a tail rotor blade.

Page 20 of 41
LEADING PARTICULARS
• Blade radius............................................................. 1.35 m (4.43 ft)

• Total blade twist............................................................................ 8°
• Blade assembly weight (including elastomeric bearing and damper attachment)............................. 5.7 Kg (12.6 lb)

Page 21 of 41
TAIL ROTOR BALDE ASSEMBLY – REMOVAL/INSTALLATION (Fig 16)

Page 22 of 41
TAIL ROTOR BLADE ASSEMBLY – REMOVAL/INSTALLATION (Fig 17)

Page 23 of 41
BLADE DAMPER ATTACHMENT – REMOVAL/INSTALLATION (Fig 18)

Page 24 of 41
SAFETY PRECAUTIONS
• Be careful when you turn the rotors. Make sure that the rotors are clear. An injury to persons and/or damage to the
equipment can occur.
• Be careful when you remove/install the tail rotor blade. The tail rotor blade is heavy. An incorrect movement can cause an
injury to persons and/or damage to the equipment.
• In this procedure, get a second person to help you to put the tail rotor blade in position on the hub arm.
these materials:
• Primer.
• Corrosion inhibitor.
• Solvent.
• Sealing compound.
SPECIAL TOOL / TEST EQUIPMENT
• Special tools associated with the TR blades are detailed in the MM.

Page 25 of 41
SECTION 20 - ROTOR HEAD
DESCRIPTION
HUB (Fig 2)
The hub connects to the TGB mast and provides connections for the four rotor blades, via elastomeric bearings and elastomeric
blade dampers. Limiting stops for blade flap are also included in the assembly.
The hub is a one-piece, forged, titanium unit, machined to its final form. Its basic form is a central tube with four arms. The arms are
aligned as pairs to form a clevis, through which an attachment bolt will hold the elastomeric bearing and the blade.
At the ends of the arms a lug is formed in the same plane as the arm but extends at almost a right angle.
These lugs provide the attachment of a bracket that allows the connection of one end of the elastomeric damper.
On the outer side of the hub, two lugs are formed to provide the attachment points for scissors link that provides drive and
articulation with the pitch change mechanism movement. The centre of the hub is splined, to couple with splines on the TGB mast.
The hub engages with the mast and is supported on the mast by conical rings.
Two bottom half conical rings are installed within the inner side of the hub and locate on a shoulder inside the hub.
When the hub is fitted on the TGB mast, the inner conical face of the half rings locates on a ramp section of the mast.
A top conical ring is then fitted on the mast, and the conical, outer, circumference of this ring matches with a conical section at the
outer side of the hub.
The top conical ring, the bottom half conical rings and the hub splines are covered with a solid lubricant film.
The hub is then retained by a pressure washer and ring-nut combination.
The ring nut screws down but does not directly load the top conical ring. The load on the conical ring is applied by eight bolts that
screw through the ring nut and apply a force on the pressure washer, to load it on to the conical ring.
The bolts are tightened in a special sequential order to ensure an even circumferential loading. To prevent rotation of the ring nut, a
locking flange is part of the assembly.
The locking flange has two keys formed on its inner circumference. These keys locate in keyways cut into the mast and slider
bushing thus preventing the ring from rotating.
The locking flange is assembled on top of the ring nut, and when the eight bolts are fitted, they pass through the locking flange, thus
effectively securing the locking flange to the ring nut.

Page 26 of 41
ELASTOMERIC DAMPERS (Fig 19)
Elastomeric dampers fit between the blades and hub to dampen lead and lag movements of the blades.
The damper is fitted between the bracket on the hub and the attachment bracket on the blade root. Both ends are connected by a
bolt that passes through a spherical bearing.
The damper comprises a central shaft assembly within a tubular body. Damping is provided by two elastomeric elements, that are
bonded between the central shaft and an outer sleeve. The sleeve is fitted inside the body and held by a barrel nut.
Damping movements can take place between the body and shaft, with the elastomeric elements absorbing and regulating the load
transfer rates.
Stops within the dampers provide limits to the travel as needed.
ELASTOMERIC DAMPERS (Fig 19)

Page 27 of 41
• The top conical ring and the bottom half control rings must be handled with a cheesecloth otherwise the external layer of
solid lubricant film can be damaged.
• If the solid lubricant film layer on the top conical ring bottom half conical rings and hub splines is damaged on specific areas,
the layer must be repaired or replaced.
• Identify the tail rotor head installation bolts by writing its number (1 thru 8) on the head using a permanent marking pen.
• Tail rotor installation bolts are tightened by subsequent torque increments in sequence, waiting 5 minutes between every
torque increment and then checking the torque value. This operation is done twice.
• Tail rotor head removal/installation must be carried out carefully to avoid damaging the hub and the mast splines.
• Dynamic balance must be carried out after rotor head installation.
• When installing a damper, the eye-end with the yellow reference paint must be installed on the damper attachment on the
blade with the same colour.
• The damper elastomeric element is checked for radial and circumferential cracks as well as delamination/ separation and
damage (Fig 20)
• When replacing a damper you must adjust the length using a template.
• The top conical ring is removed using a tool.
• The rotor head is removed using a tool and a sling.
• The rotor head is installed using a sling.

Page 28 of 41
Typical Elastomer damage (Fig 20)

Page 29 of 41
LEADING PARTICULARS
• Tail rotor head weight (hub and dampers)............. 10.1 Kg (22.3 lb)
SAFETY PRECAUTIONS
• Be careful when you turn the rotors. Make sure that the rotors are clear. An injury to persons and/or damage to the
equipment can occur.
• Be careful when you remove/install the tail rotor group. The tail rotor group is heavy. An incorrect movement can cause an
injury to persons and/or damage to the equipment.
these materials:
• Primer
• Solvent.
• As per I.L. AW139-08-006, (task CM64-01, belonging to the Certification Maintenance Requirements CMR in Chapter 4 of
the AMPI). Has to be satisfied by recording the exact values of the Tail Rotor Damper bearing play and by following
thoroughly the instructions contained in AMP Data Module 39-A-64-21-00-00A-286A-A, Tail rotor head installation - Lag
damper spherical bearings-Detailed inspection, therefore avoiding qualitative methods.
It is thus recommended to use local means (electronic/paper tables) to keep track of the values measured during the
inspection, information that remains available to the operators for historical record keeping purposes.
The purpose of the inspection is, indeed, to guarantee that the bearing is in the condition to work properly in its seat, in order
to ensure the correct load path on the damper rod end. The design tolerances and the admitted values on allowable play of
the Tail Rotor Damper rod end bearing have been established in order to ensure this correct functioning.

Page 30 of 41
SECTION 36 - 40 - ROTATING CONTROLS
DESCRIPTION AND OPERATION (Fig 21)

The rotating controls consist of the following main components:
• Spider and slider assembly

• Rotating scissors
• Pitch links
SPIDER AND SLIDER ASSEMBLY (Fig 22)

The spider is a one piece machined forging, comprising of a hub from which extend four arms. Each arm forms a clevis, which
provides the attachment of one end of the pitch link.
The centre of the hub has a hole, which fits one end of the slider. The slider is a tube that has a flanged boss formed at one end.
When assembled to the hub together with the spider, the longer tube end will be inserted inside a slider bushing that is mounted
inside the TGB mast.
The flanged boss at the other end of the tube provides for the mounting for the spider, the housing of the duplex bearing and the
attachment of one end of the rotating scissors.
The spider fits over the outer diameter of the tube end and locates against an outer flange.
Four holes in the flange and the spider hub are aligned, to enable the connection of spider to slider with bolts together with the
cover.
The duplex ball bearing interfaces between the non-rotating tail rotor servo actuator pitch control rod and the rotating spider and
slider assembly.
The bearing outer race fits inside the end of the slider and locates on an inner flange.
When assembled the inner race of the bearing fits on the pitch control rod, locating on a shoulder formed on the rod.
A securing nut and washer then clamps the inner race to the pitch change rod providing the inner race preload.
At final assembly of the spider, a cover is fitted over the spider together with a shim used to provide correct bearing outer race
preload.
The cover has four holes that match with the spider and slider assembly, thus, a four bolt connection clamps the slider, spider and
cover together.

Page 31 of 41
An extension ring section on the cover fits inside the end of the slider.
The ring section butts against the outer race of the duplex bearing to provide the outer race preload.
The slider and its slider bushing are protected by a flexible boot arrangement, protecting from the ingress of contaminants.
The outer end of the boot, as installed on the aircraft, has a spring ring that loads it to the slider, and is further clamped by a locking
wire wrap. The inner end of the boot has a formed lip which locates in a groove in the slider bushing, and is also clamped in place
by a lock wire wrap.
A small breather hole in the boot, allows for air exchange with movement of the boot.

Page 32 of 41

Page 33 of 41
ROTATING SCISSORS
The rotating scissors provide a rotary drive force from the hub to the spider and at the same time articulates, to allow pitch change
movement.
The rotating scissors connect between bosses formed on the hub and to the slider boss with bolts.
A shim is provided between each half scissors.
PITCH LINKS
The pitch links are control rods that connect from the arms of the spider to each tail rotor blade pitch change arm.
The links comprise a tie rod with adjustable rod ends and spherical bearings.
• The bolts securing the pitch link must be installed with the head facing the direction of rotation.
• When removing the pitch link, keep the bolt and its related parts as a set.
• In case of a pitch link replacement, the new length must be adjusted to the value of the pitch link replaced using a template.
• When installing the rotating scissors, each fork with the yellow reference paint must be installed on the slider and on the hub
attachments with the same colour.
• The position of the bolts attaching the rotating scissor must be recorded before removal.
• A new shim thickness has to be calculated when replacing the rotating scissors. The clearance between the half scissor
flanges must be measured with the scissors installed (without shim), torqued and in the position where the maximum play
exists.
• A new shim thickness has to be calculated when replacing the cover. The thickness of the shim must be lower than the
clearance measured between the cover and the spider.
• In case of replacing either the spider and slider assembly or the duplex bearing, a check must be carried out after the
installation on the rotor head; the difference between the dimension X (measured between spider plane and slider plane) and
dimension Y (measure of the duplex bearing) must be equal to dimension Z (measured between the spider plane and the
duplex bearing) after torque loading the securing nut on the tail rotor servo actuator pitch control rod.
• The duplex bearing must be refrigerated at -40 °C for 1.5 hours before its installation on the spider and slider assembly.
• After cleaning the duplex bearing, it must be dried without letting it turn in order to avoid damage.
• The duplex bearing is removed using a tool.

Page 34 of 41
• The duplex bearing is installed using a tool and a press.
• The slider bushing must be put in liquid nitrogen for approximately 1 minute before its installation fully against the tail rotor
mast.
• The slider bushing is removed using a special tool.
• A blade dynamic balancing check must be carried out after a replacement of:
• Pitch link
• Spider and slider assembly.
LEADING PARTICULARS
• Rotating controls weights......................................... 5.1 Kg (11.2 lb)

Page 35 of 41
PITCH LINK – REMOVAL/INSTALLATION (Fig 23)

Page 36 of 41
ROTATING SCISSORS – REMOVAL/INSTALLATION (Fig 24)

Page 37 of 41

Page 38 of 41

Page 39 of 41
SLIDER BUSHING – REMOVAL/INSTALLATION (Fig 27)

Page 40 of 41
SAFETY PRECAUTIONS
The materials that follow are dangerous. Make sure that you know all the safety precautions and first aid instructions for these
materials:
• Primer
• Solvent
• Liquid nitrogen
• 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 the liquid nitrogen. Cold parts can cause injury to the persons. Always use applicable protective
clothing.
SPECIAL TOOL / TEST EQUIPMENT
• Special tools are detailed in the MM

Page 41 of 41

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AB/AW139 PWC - PT6 67C/D Tail Rotor

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SECTION 00 - TAIL ROTOR

TAIL ROTOR – GENERAL (Fig 1)

• Tail rotor head

TAIL ROTOR HEAD (Fig 2)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR – GENERAL (Fig 1)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR HEAD – MAIN COMPONENTS (Fig 2)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR BLADE (Fig 3)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

ROTOR BLADES (Fig 4)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

ROTATING CONTROLS (Fig 5 & 6)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR – ROTATING CONTROLS (Fig 5)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

ROTATING CONTROLS (Fig 6)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

Elastomeric Bearing Location (Fig 7)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

ELASTOMERIC BEARING – TYPICAL DAMAGE (Fig 8)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR HEAD – REMOVAL / INSTALLATION (Fig 9)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR HEAD – REMOVAL / INSTALLATION (Fig 10)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SPIDER AND SLIDER ASSEMBLY – REMOVAL/INSTALLATION (Fig 11)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SPIDER AND SLIDER ASSEMBLY – REMOVAL/INSTALLATION (Fig 12)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SLIDER BUSHING – REMOVAL/INSTALLATION (Fig 13)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SPECIAL TOOL/TEST EQUIPMENT

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SECTION 64 – 10. ROTOR BLADES

ROTOR BLADES (Fig 14)

FLAP LIMITING STOPS (Fig 15)

FLAP LIMITING STOPS (Fig 15)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

• Blade radius............................................................. 1.35 m (4.43 ft)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR BALDE ASSEMBLY – REMOVAL/INSTALLATION (Fig 16)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TAIL ROTOR BLADE ASSEMBLY – REMOVAL/INSTALLATION (Fig 17)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

BLADE DAMPER ATTACHMENT – REMOVAL/INSTALLATION (Fig 18)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SPECIAL TOOL / TEST EQUIPMENT

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

SECTION 20 - ROTOR HEAD

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

ELASTOMERIC DAMPERS (Fig 19)

ELASTOMERIC DAMPERS (Fig 19)

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

TRAINING NOTES ONLY NOT TO BE USED AS A REFERENCE

Typical Elastomer damage (Fig 20)