EC 135 Training Manual [PDF]

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EC 135 Training Manual Intro



EC 135 -- Training Manual



EUROCOPTER DEUTSCHLAND GmbH Helicopter Training Center P.O. Box 1353 D--86603 Donauwörth Phone: (0049) 906 71--4481 Fax: (0049) 90671--4499 For training and information only



July 2002



Intro



1



EC 135 Training Manual Intro



Foreword



Modules



Welcome to the EUROCOPTER EC 135 Training Course. This course was designed to instruct pilots and maintenance personnel on the EC 135 helicopter.



00



General Information



01



Lifting System



02



Fuselage



03



Tail Unit



04



Flight Control



Annotation to the Training Manual



05



Landing Gear



This training manual is not a subject for revision service. It is the manufacturer’s practice to improve continously its products and therefore the right is reserved to make without notice alterations in design or manufacture which may deemed necessary.



06



Power Plant



07



Standard Equipment (not applicable for this manual)



08



Optional Equipment (not applicable for this manual)



09



Electrical System



10



Inspections



The training manual is comprised of 9 modules and takes into consideration, to a certain extent, ATA 104 specifications. It correlates to the sequence of the factory training you will receive.



All rights reserved. Reproduction or translation in whole or in part of the contents of this publication without permission of EUROCOPTER is not authorized. 1. edition



December 2000



1. revision



June 2002



2. revision



July 2002



For training and information only



July 2002



Intro



2



EC 135 Training Manual Intro



Abbreviations A



CDS



Cockpit Display System



A



Ampere



CG



Center of gravity



a/c, acft



Aircraft



CPDS



Central panel display system



AC



Alternating current



CSAS



Control stability augmention system



AEO



All Engines Operative



CT



Continuous test



Ah



Ampere hours



CTR



Center



AR



Auto



CW



Clockwise



ARIS



Anti resonance rotor isolation system



D



ATA



Air Line Transport Association



DC



Direct current



DCU



Data control unit



B B.A.



Bleed air



DG



Directional Gyro



BAT



Battery



DISCH



Discharge



BIT



Built in test



E



B.L.



Buttock line



EEC



Electronic engine control (P&W)



EECU



Electronic engine control unit (TM)



C CAD



Caution and advisory display



EFIS



Electronic flight instrument system



CAS



Calibrated airspeed



e.g.



For example



Cat.



Category



EGT



Exchaust gas temperature



CCW



Counter clock wise



EHA



Electronic hydraulic actuator



For training and information only



July 2002



Intro



3



EC 135 Training Manual Intro EMER



Emergency



GEN



Generator



ENG



Engine



GRP



Glassfibre reinforced plastic



EPU



External power unit



GS, gs



Ground Speed



EXT



External; extinguisher



GSE



Ground service equipment



F



H



FADEC



Full Authority Digital Engine Control



h; hr



Hours of time



FCDM



Flight control display module



hPa



Hectopascal



FCDS



Flight control display system



HTG



Heating



Fh



Flight hours



HTR sw



Heater switch



FLIR



Forward looking infra red



HUMS



Health and Usage Monitoring System



FLI



First limit indication



HV



Height velocity



FLI



Flight manual



HY, HYD, HYDR



Hydraulic



FMM



Fuel metering module



I



FMS



Flight manual supplement



IAC--AR



FMU



Fuel metering unit



Interstate Aviation Commitee --Aviation Register



FRP



Fibre reinforced plastic



IAS



Indicated airspeed



F.S.



Fuselage station



IC



Intercommunication



ft



Foot (feet)



ICP



Instrument control panel



ICS



Intercommunication system



i.e.



That is (id est)



IFR



Instrument flight rules



IFCO



In Flight Change Over



G GA



Go around



GAL; gal



Gallon



For training and information only



July 2002



Intro



4



EC 135 Training Manual Intro IGE



In ground effect



LDG



Landing



IMC



Instrumental meteorolocical conditions



LDP



Landing decicion point



Imp.



Imperial



LEP



List of effective pages



in.



Inch



LH



Left hand



IND



Indicator



LOAP



List of applicable publications



INV



Inverter



LRM



Line replaceable module



ISA



International Standard Atmosphere



LRU



Line replaceable unit



LVDT



Linear voltage differential transducer



J JAR



Joint Airworthiness Requirements



K



M m



Meter



KCAS



Knots calibrated airspeed



MAN



Manual mode of operation



kg



Kilogram



max



Maximum



KIAS



Knots indicated airspeed



MC, mc



Maximum continuous



km



Kilometer



MCP



Maximum continuous power



kt



Knot



MEL



Minimum equipment list



KTAS



Knots true airspeed



MFD



Multi function display



kW



Kilowatt



MGT



Measured gas temperature



MHS



Mechano--hydraulic servo actuator



MIL



Military standard, military specification



min.



Minimum



MISC



Miscellaneous



MM



Mast moment



L L, l, LTR, ltr



Liter



lb



Pound



LBA



Luftfahrt Bundesamt



For training and information only



July 2002



Intro



5



EC 135 Training Manual Intro mm



Millimeter



OGE



Out of ground effect



MMC



Metal matrix compose



OPT



Optional equipment



MMEL



Master minimum equipment list



OVHT



Overheat



MOD



Modification



P



MSL



Mean sea level



PA



Pascal



MTBF



Mean time between failure



PA



Pressure altitude



MTOW



Maximum take-off weight



PAX



Passanger



N



pb



Push button



NACA



PEC



Position error correction



N1, n1, Ng, ng



Gas generator speed



PFD



Primary flight display



N2, n2, Np, np



Power turbine speed



PLA



Power lever angle



NAV



Navigation (radio)



P/N



Part number



ND



Navigation display



POR



Point of regulation



NMS



Navigation management system



R



No., no.



Number



RA



Radio altimeter



NORM



Normal mode of operation



RAI



Registro Aeronautico Italiano



NR, NRO



Rotor speed



R/C



Rate of climb



NVG



Night vision goggles



RCU



Reconfiguration control unit



R/D



Rate of decent



O OAT



Outside air temperature



RD



Reference datum



OEI



One engine inoperative



Rev.



Revision



For training and information only



July 2002



Intro



6



EC 135 Training Manual Intro RH



Right hand



std



Standard



RPM, rpm



Revolutions per minute



SW, sw



’Switch



SYS



System



S s, sec.



Seconds of time



V



SAR



Search and rescue



VH



Maximum horizontal speed



SAS



Stability augmention system



VHF



Very high frequency



SB



Service bulletin



VMC



Visual meteorolocical conditions



SEL



Selector



VMO, VMO



Maximum operating speed



SEMA



Smart electro-mecanical actuator



VNE, VNE



Never exceed speed



SGL



Single



VOR



VHF omnidirectional radio ranging



SHED



Shedding



VRM



Video and radar module



SHP



Shaft horse power



VTOSS



Take-of safety speed



SL



Sea level



VY



Best rate-of -climb speed



SMD



Smart multifunction display



W



S/N



Serial number



W.L.



Waterline



SOV



Shut-off valve



WXR



Weather radar



SPAS



Stick position augmention system



SPIFR



Single pilot IFR



sq



Square



SRU



Shop repalcement unit



STA.



Station



STBY



Stand-by



For training and information only



X XMSN



Transmission



XPDR/XTR



Transponder



July 2002



Intro



7



EC 135 Training Manual General



General Description



For training and information only



July 2002



00 -- 1



EC 135 Training Manual General



Table of Contents First Limit Page (FLI) P1/T1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . First Limit Page (FLI) P2/T2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page for Electrical and Engine Parameters (ELEC/VEH) . . FLIGHT REPORT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAUTION/BACKUP Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAUTION/FUEL FAIL Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPDS Switch Over Functions . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Derivative Mode with one VEMD Line off . . . . . . . . . . . . . . . . Derivative Mode with CAD off . . . . . . . . . . . . . . . . . . . . . . . . . . Derivative Mode with CAD and one VEMD Lane off . . . . . . . Derivative Mode with both VEMD Lines off . . . . . . . . . . . . . . . Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overlimit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transfer Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Function Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A/C CONFIG Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPDS Software Versions Overview . . . . . . . . . . . . . . . . . . . . . H/C Serial Number Changes Overview . . . . . . . . . . . . . . . . . . Warning Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switch Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhead Console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pitot--Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



The Development of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . General Description of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . Maintenance Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Documentation of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference Planes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cockpit Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrument Panel with CPDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrument Panel with CDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Triple Rotor RPM Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dual TOT Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dual nN1 Indicator T1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dual N1 Indicator P1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Temperature and Pressure Indicator . . . . . . . . . . . . . . . . . Cockpit Display System (CDS) . . . . . . . . . . . . . . . . . . . . . . . . . . CDS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CDS Caution Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CDS Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display Select Switch / Scroll Button . . . . . . . . . . . . . . . . . . . . Torque Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Power Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outside Air Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mast Moment Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Quantity Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central Panel Display System (CPDS) . . . . . . . . . . . . . . . . . . . Function of the CPDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPDS Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAUTION / FUEL -- Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



4 6 10 12 16 18 20 24 26 26 26 28 28 30 32 36 38 40 40 44 44 44 44 44 46 50 56 56



For training and information only



July 2002



60 64 70 74 76 80 82 84 84 86 88 90 92 94 96 98 100 102 104 106 108 109 110 116 118 122



00 -- 2



EC 135 Training Manual General Handling of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacking of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Towing and Pushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



For training and information only



124 124 126 126 128 130 132 134



July 2002



00 -- 3



EC 135 Training Manual General



The Development of the EC 135 History



Engine Versions



The first EUROCOPTER (ex. MBB, ex. BÖLKOW) helicopter with glass fiber rotor blades was the single blade helicopter BO 102, a captive trainer, operating for the first time in 1957. In 1961 the single seater BO 103 followed, the only helicopter to fly with one rotor blade.



The following engine versions are possible: -- EC 135 P1 equipped with Pratt & Whitney PW 206 B engines. -- EC 135 P2 equipped with Pratt & Whitney PW 206 B2 engines. -- EC135 T1 equipped with Turbomeca ARRIUS 2B1, 2B1A, 2B1A_1 -- EC135 T2 equipped with Turbomeca ARRIUS 2B2 engines.



In 1962/63, a new hingeless rotor system was created, and successfully tried on an Alouette II, in Marignane, France. From 1960 to 64 the high speed helicopter BO 46 was designed with the Derschmitt rotor system. In 1964 these helicopters were followed by the multi purpose 2 1/2 ton twin engine helicopter BO 105. To substitute the BO 105 after 20 years in duty, the BO 108 was created and flown on Okt. 15th, 1988 for the first time. Consultations with potential customers -- operators of EUROCOPTER products and of competing types -- showed that cabin volume should be increased and visibility improved and that greater emphasis would have to be put on mission flexibility (the cabin floor, for instance should be flat and unobstructed to allow easy conversion from passengers to cargo roles). In late 1992, the design was modified to provide accommodation for max. six passengers, instead of the BO 108’s three, and two crew. The Aerospatiale developed Fenestron Anti Torque system was adapted, and the EC 135 as it is today took shape.



Both engine types are in the 450 KW class. The maximum take-off weight for both standard versions is 2720 kg (upgrade to 2835 kg MTOW is possible), with external load 2900 kg.



Cockpit Versions Two major cockpit versions are possible: -- CPDS (Central Panel Display System with multifunction screens) together with analog flight instruments. As an option, the CPDS can be combined with FCDS (Flight Control Display System). -- CDS (Cockpit Display System) with analog flight instruments or EFIS (Electronic Flight Instrumentation System)



In the middle of 1996, the certification by the German (LBA) and the American Airworthiness Authorities (FAA) was completed.



u NOTE For training and information only



July 2002



CDS Standard cockpit has been replaced by CPDS cockpit.



00 -- 4



EC 135 Training Manual General EC 135 Variants



EC135 P1 Pratt&Whitney Engine 206 B



EC135 P2 Pratt&Whitney Engine 206 B2



CPDS



CDS



CPDS+FCDS



CPDS



Analog EFIS Instruments For training and information only



EC135 T1 TURBOMECA Engine ARRIUS 2B1, 2B1A, 2B1A_1



CPDS+FCDS



CDS



CPDS



CPDS+FCDS



EC135 T2 TURBOMECA Engine ARRIUS 2B2



CPDS



CPDS+FCDS



Analog EFIS Instruments July 2002



00 -- 5



EC 135 Training Manual General



General Description of the EC 135 General



Tail Rotor System



The EC 135 is a light multi purpose twin engine helicopter in the 2.5t class. There are five seats in the basic version, they can be extended up to eight seats.



The helicopter is equipped with a “Fenestron” tailrotor system. There are 10 blades rotating in a housing integrated in the tail boom.



Engines The EC 135 T is powered by two engines Turbomeca ARRIUS 2B, the EC 135 P is powered by two engines Pratt & Whittney PW 206 B. They are equipped with a digital engine control system.



Transmission



The Fenestron is controlled via a “Flexball” type cable, routed from the pedals to the input control rod of the Fenestron.



Tail Boom The tail boom can be separated from the fuselage, and consists of tail boom cone, the horizontal tail plane with end-plates, vertical fin with integrated tail rotor, tail rotor gearbox and fairing.



The main transmission is a two-stage flat gearbox (produced by Zahnradfabrik Friedrichshafen ZF), which is mounted by an anti-resonance rotor isolation system (ARIS) on the transmission deck.



Main Rotor The helicopter is equipped with a four-bladed hingeless and bearingless main rotor (BMR). The inboard flexbeam enables movement of the blades in all axes. Blade pitch angles are controlled through integrated glass/carbon fibre control cuffs. The main rotor control linkage system is of conventional design. The hydraulic system for the main rotor controls is designed as a duplex system with tandem piston (both systems are active). In case of a failure of one system, the remaining system has sufficient power to ensure safe flight operation and a safe landing.



For training and information only



July 2002



00 -- 6



EC 135 Training Manual General Dimensions



2.00m



2.65m



1.56m



3.20m 12.16m 10.20m



5°



3.51m



3.35m 3°



0.66m



5.87m 10.20m



For training and information only



July 2002



00 -- 7



EC 135 Training Manual General



Fuselage The primary structure consists mainly of sheet metal design. Cabin frame, bottom shell, doors, engine cowling, nose access panel and the entire tail boom are made of composite material. The cabin is accessible through six doors: two hinged doors for the front occupants, two sliding doors for the rear passengers, and two aft clamshell doors for the rear compartment.



Fuel System The fuel system comprises of two fuel tanks, a fuel supply system, a refueling and grounding equipment and a monitoring system. The main tank and the separated supply tank with overflow to the main tank are installed under the cabin floor.



Electrical System The fully redundant electrical 28 V DC system is supplied by two generators and the battery.



Landing Gear The EC 135 has two cross tubes and two skids. The crosstubes are constructed to be bent to absorb forces during touch down of the helicopter.



Dimensions Figure 2 and 3 shows the principal dimensions of the EC 135.



For training and information only



July 2002



00 -- 8



EC 135 Training Manual General Cabin Dimensions



1.15 m



1.26 m



1.79 m



2.32 m



0.74 m 1.05 m



1.50 m



1.23 m



0.89 m



1.22 m 0.97 m



4.11 m



For training and information only



July 2002



00 -- 9



EC 135 Training Manual General



Maintenance Concept General



Intermediate Level



“Maintenance” covers all scheduled and unscheduled maintenance activities. It also applies to the on condition maintenance. It is based on condition monitoring by visual checks/inspections and diagnostic features such as chip detectors, filter bypass indicators, boroscope access, failure code indications, built-in tests, warning lights etc.



The intermediate level covers repairs on/off helicopter, extended periodical inspections as specified in the aircraft maintenance manual. To fulfill these tasks, maintenance facility, qualified personel, test equipment and special tools are required. u NOTE



Maintenance Levels EC 135 maintenance is split into three maintenance levels:



Depot Level (D)



-- Organizational Level (O) -- Intermediate Level (I) -- Depot Level (D)



Depot level covers major repair or overhaul at the manufacturer or at authorized service stations under industrial premises. More extensive tools/test equipment and specialized personnel are necessary.



Organizational Level The organizational level covers tasks of the daily servicing, maintenance checks, inspections for condition, exchange of components (LRU’s) and quick, simple repairs as specified in the aircraft maintenance manual (AMM). The work generally takes place at the operators site. After a “on the job training” these checks can be carried out by pilots, mechanics and operators.



For training and information only



The maintenance manual covers all tasks of organizational level and intermediate level.



u NOTE



Documentation and spares for depot level tasks will be delivered to authorized customers only.



u NOTE



Information about inspections and intervals are to be found in chapter 10 of this training manual.



July 2002



00 -- 10



EC 135 Training Manual General Maintenance Concept



Maintenance Scheduled Unscheduled On Condition



Organizational Level (O)



Intermediate Level (I)



Daily servicing, maintenance checks inspections for condition, exchange of LRU‘s. acc. to AMM -- Can be carried out by a mechanic or by the pilot (i.e. main transmission servicing).



Repair on/off the helicopter extended periodical inspections acc. to AMM -- maintenance facility, qualified personnel, test equipment and special tools are required (i.e. main transmission change).



Manufacturer/authorized customers only Depot Level (D)



For training and information only



Major repair or overhaul at the manufacturer or at authorized service stations acc. to special documentation. Tools/test equipment and specialized personnel are neccessary (i.e. main transmission overhaul).



July 2002



00 -- 11



EC 135 Training Manual General



Documentation of the EC 135 General



Page Number Blocks



The documentation of the EC 135 consists of two main groups:



Page number blocks are used for the different sections of the maintenance manual to logically place the activities in sequence as follows: Procedures have either a brief subtopic or a combination of subtopics i.e. Removal/Installation, Inspection/Test. If subtopics are brief, then they are combined in one topic under Maintenance Practices. If the subtopics become lengthy so that a combination would require numerous pages, the topics are broken out into page number blocks.



-- EC 135 helicopter documentation written by EUROCOPTER -- Other manufacturers documentations



Layout The whole documentation library is prepared in general compliance with Air Transport Association Specification 100 and ATA 2100. The customized documentation is available for certain H/C serial numbers or a group of H/C serial numbers. A part of the documentation library is delivered on CD ROM.



-----------



Revision Reissue Changes in the helicopter equipment, maintenance practices, procedures etc. update and replace the manual content. To ensure that the EC 135 manuals continue to show the latest information, twice a year the CD ROM is replaced by a reissue. The preceding issue then becomes obsolete and must be discarded.



ATA Numbering The numbering system provides a procedure for dividing material into chapter section subject and page. The number is composed of three elements, which have two numbers each. The chapter and section element are established by ATA 2100. Subject and unit element numbers are assigned by ECD.



For training and information only



Pageblock 1--99 Pageblock 101--199 Pageblock 201--299 Pageblock 301--399 Pageblock 401--499 Pageblock 501--599 Pageblock 601--699 Pageblock 701--799 Pageblock 801--899 Pageblock 901--999



u NOTE



July 2002



System Description Troubleshooting Maintenance Procedures Servicing Removal/Installation Adjustment/Test Inspection Cleaning/Painting Repair Storage



Element 1, element 2 and the pageblocks are set by the ATA 2100 schematic. The following elements can be defined by the aircraft manufacturer as required.



00 -- 12



EC 135 Training Manual General ATA Numbering



1. Element



2. Element



3. Element



28 -- 10 -- 00 Chapter



For training and information only



Section



July 2002



Subject/Unit



00 -- 13



EC 135 Training Manual General



Mechanic’s Documentation



Operator’s Technical Control Documentation



The mechanic has available (CD or hardcopy):



The following documents are kept by the operator’s technical control:



------



Systems Description Section (SDS) Aircraft Maintenance Manual (AMM) Master Servicing Manual (MSM) Wiring Diagram Manual (WDM) Illustrated Parts Catalog inclusive Tools Catalog (IPC)



-----



Historical Record LOAP (List of applicable publications, hardcopy) Service Bulletins / Alert Bulletins, (hardcopy) Service Informations / Alert Service Informations, (hardcopy)



Pilot’s Documentation



Other Manufacturer’s Documentation



The pilot has four documents available (hardcopy):



The other manufacturers (engines, Avionics and optional equipment) deliver their own documentation:



-- The Flight Manual (FLM) according Helicopter Association International, HAI -- Log Book -- Pilot’s Checklist (PCL) -- Master Minimum Equipment List (MMEL) u NOTE



The Flight Manual, the Pilot’s Checklist and the Log Book are hardcopies and must always be present in the helicopter.



For training and information only



------



Engine Maintenance Manual Engine Illustrated Parts Catalog Engine Service Bulletins / Service Letters Avionics Manuals Special optional equipment (e.g. external hoist system)



u NOTE



July 2002



The valid manuals incl. the revision status are published in the LOAP (list of applicable publications).



00 -- 14



EC 135 Training Manual General



ECD Helicopter Documentation EC 135



Mechanic



Operator



WDM IPC + Tools



CD--ROM



SI/ASI SB/ASB



AMM SDS MSM



For training and information only



LOAP Historical Record



July 2002



Pilot



MMEL PCL T1, CDS/CPDS T2 CPDS P1, CDS/CPDS P2 CPDS Log Book FLM T1, CDS/CPDS T2 CPDS P1, CDS/CPDS P2 CPDS



00 -- 15



EC 135 Training Manual General



Reference Planes General



Buttock Lines (+/-- Y Coordinates, Lateral)



The frame coordinates of the EC 135 are defined in accorance with LN 65619 (Luftfahrtnorm). All dimensions are given in the metric system (mm).



Buttock lines (BL) are vertical planes perpendicular to, and measured to the left and right along the lateral axis of the helicopter.



The reference planes are used to determine locations on and within the helicopter.



Definitions Locations on and within the helicopter can be determined in relation to fuselage stations, buttock lines and waterlines, measured in millimeters (mm) from known reference points. Fuselage stations, buttock lines, and waterlines are planes perpendicular to each other. Reference plane is the plane at the longitudinal centerline of the helicopter perpendicular to the cabin floor.



Fuselage Stations Fuselage stations (FS) are vertical planes perpendicular to, and measured along, the longitudinal axis of the helicopter.



Buttock line (0) is the plane at the longitudinal centerline of the helicopter.



Waterline (+ Z Coordinates, Vertical) Waterlines (WL) are horizontal planes perpendicular to, and measured along, the vertical axis of the helicopter. Waterplane (0) is a plane 1505 mm below the cabin floor at fuselage station 2160 mm.



Reference Datum (+ X Coordinates Longitudinal) The reference datum (RD) is an imaginary vertical plane foreward of the helicopter nose. The station is located is located 4000 mm in front of the leveling point (center of double frame #4). u NOTE



Station 0 is an imaginary vertical plane forward of the nose of the helicopter, from which all horizontal distances are measured for balance purposes (see also “reference datum”).



For training and information only



July 2002



The standard helicopter is well clear to the reference planes in order to avoid negative coordinates (X; Z) after exterior optional equipment is mounted.



00 -- 16



EC 135 Training Manual General Reference Planes



X 1099.32



X 4000



Z 1505 Z Y+



X



X 2160



Y-For training and information only



July 2002



00 -- 17



EC 135 Training Manual General



Cockpit Arrangement General The EC 135 is provided with several units for monitoring, warning and control purposes. These units are installed to certain control panels.



Control Panels The control panels installed in the EC 135 are subdivided into: -----



Overhead Panel Instrument Panel Slanted Console Center Console



For training and information only



July 2002



00 -- 18



EC 135 Training Manual General Cockpit Arrangement (CPDS; FCDS) Overhead Panel



Center Post



Instrument Panel



Cyclic Stick Slant Console DH T S T



DH



BARO EXT SOURCE NAV PFD ND



CRS



S T D POS



T S T



BARO EXT SOURCE NAV PFD ND



CRS



S T D POS



Center Console



Collective Pitch For training and information only



July 2002



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EC 135 Training Manual General



Instrument Panel with CPDS General



RH Section



The instrument panel contains most of the displays and instruments and some of the control units installed in the helicopter. The configuration of the instrument panel varies according to operators needs and the associated equipment.



The RH section of the instrument panel contains the instruments/displays for flight control and navigation. A number of switches may be provided for controlling the radio/navigation system. A nozzle is provided for regulating fresh air supply.



System Components



LH Section



The instrument panel consists of:



The LH section of the instrument panel is specified for the copilot. The configuration of the LH section varies according to helicopter equipment.



-- Center Console -- RH section -- LH section



Center Console The center console of the instrument panel contains the CDS (Cockpit Display System) in earlier versions or the CPDS (Central Panel Display System) with analog back up instruments and the warning unit to display system/engine conditions. A chronograph is also included. A number of switches for engine and electrical system operation are located on the center console, too.



For training and information only



July 2002



00 -- 20



EC 135 Training Manual General Instrument Panel (CPDS, Analog Flight Instruments) Antiglare Device Analog Clock



Warning Unit Airspeed Indicator



Triple Speed Indication N2/NRO



Artificial Horizon Altitude Indicator D-- HUMS



Vertical Speed Indicator HSI CAD



c



VEMD Nozzle



Switch Unit



LH SECTION For training and information only



CENTER SECTION July 2002



RH SECTION



00 -- 21



EC 135 Training Manual General



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



00 -- 22



EC 135 Training Manual General Instrument Panel (CPDS, FCDS)



Warning Unit



Antiglare Device



Analog Instruments Primary Flight Display



Navigation Display



CPDS



DH



T S T



NAV SOURCE



PFD



S T D



ND



CRS



DH



BARO



EXT



POS



T S T



BARO



EXT



NAV SOURCE



For training and information only



S T D



ND



CRS



POS



Nozzle



Switch Unit



LH SECTION



PFD



CENTER SECTION July 2002



RH SECTION



00 -- 23



EC 135 Training Manual General



Instrument Panel with CDS General All the instruments and indications to monitor the helicopter systems are installed in the center section of the instrument panel.



Configuration -- The following instruments, indicators and switches are installed in the center section of the instrument panel: -- Warning unit -- Triple rotor RPM indicator (incl. N2 indication for eng. 1/2) -- Torque indicator -- Dual TOT indicator -- Dual nN1 indicator (T1 engine only) -- Dual N1 indicator (P1 engine only) -- Chronograph -- Switch unit -- Oil temperature and pressure indicator for engines and main transmission (Different limit markers with the different engines) -- Cockpit Display System (CDS)



For training and information only



July 2002



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EC 135 Training Manual General Instrument Panel (CDS, P1, EFIS Cockpit)



Warning Unit Airspeed Indicator



Antiglare Device Oil Temperature/Pressure Indicators



EFIS PITCH



MASTER



DAMPER



CAUTION



SYSTEM I



MISC



SYSTEM I



SYSTEM II



SYSTEM II PAGE



TQ DC VOLTS GEN AMPS BAT AMPS



OAT F U E L



CAUTION PAGE



MM



LOW KG LB SPLY 1



FREE KG LB MAIN



LMT LOW



VOLT AMP



XFER



KG LB SPLY 2



KG LB AUX



Vne MASS GROSS HOOK LOAD



Altitude Indicator



Vertical Speed Indicator



SCROLL DISPLAY SELECT P OPT F 1 M 2



RAD ALT CABLE LENGTH



T



WEIGHT (Vne)



CDS FAIL BRIGHTNESS



Switches CDS



c



Analog Instruments: System/Engine Nozzle Switch Unit



LH SECTION For training and information only



CENTER SECTION July 2002



RH SECTION



00 -- 25



EC 135 Training Manual General



Triple Rotor RPM Indication



Torque Indicator



General



General



The triple rotor RPM indicator is part of the speed sensing system. It is a 3--pointer instrument and indicates the RPM of the following:



The torque indicator indicates the torque, measured at each engine output shaft. It is a 2--pointer instrument. The pointers are labelled “1” and “2”.



-- Rotor RPM [ % ] -- Power turbine speed engine 1 [ % ] -- Power turbine speed engine 2 [ % ]



The indication range is 0 to 140 %.



Operation



Dual TOT Indicator



The system comprises of inductive pickups at the engines and at the main transmission, each generating a voltage peak whenever the appropriate interruptor passes.



General



Rotor RPM The rotor RPM is indicated by the small pointer labelled “R”. The indication range is 0 to 120 %.



Power Turbine Speed



The TOT indicator indicates the turbine outlet temperature at each engine. It is a 2--pointer instrument. The pointers are labelled “1” and “2”. The indication range is 0 to 100 °C x 10. u NOTE



The limit values might be different according to the engine version installed.



The power turbine speed of engine 1 and engine 2 is indicated by 2 pointers, labelled “1” and “2”. The indication range is 0 to 120 %.



For training and information only



July 2002



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EC 135 Training Manual General Engine Monitoring Instruments TM



Triple Rotor RPM Indicator



Torque Indicator



N1 Indicator



TOT Indicator



For training and information only



July 2002



00 -- 27



EC 135 Training Manual General



Dual nN1 Indicator T1



Dual N1 Indicator P1



General



General



The Dual n N1 indicator is part of the speed sensing system. It is a 2--pointer instrument and indicates the RPM of the following:



The Dual N1 indicator is part of the speed sensing system. It is a 2--pointer instrument and indicates the RPM of the following:



-- n gas producer RPM between the max. allowed (computed by the FADEC) RPM and the present RPM for engine 1 and engine 2. It is a 2--pointer instrument. The pointers are labelled “1” and “2”. The indication range is from -- 8 % to + 4 %.



For training and information only



-- Gas producer RPM for engine 1 and engine 2 It is a 2--pointer instrument. The pointers are labelled “1” and “2”. The indication range is from 0 % to + 120 %. u NOTE



July 2002



The limit values might be different according to the engine version installed.



00 -- 28



EC 135 Training Manual General Engine Monitoring Instruments P1



Torque Indicator



Triple Rotor RPM Indicator



N1 Indicator



For training and information only



TOT Indicator



July 2002



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EC 135 Training Manual General



Oil Temperature and Pressure Indicator General The oil temperature and pressure indicator is an instrument cluster indicating oil temperature and oil pressure for each engine and for the main transmission on six individual indicators. -- The temperature indicators are calibrated in °C -- The pressure indicators are calibrated in bar According to the engine type installed (TM or PW) the indicators have different scaling and different limit markers. The indicator illumination is adjusted with the aid of instrument illumination potentiometer INSTR in the overhead panel. More detailed description is given in the associated chapters.



For training and information only



July 2002



00 -- 30



EC 135 Training Manual General Oil Temperature-- and Pressure Indicator



Turbomeca



Pratt&Whitney



For training and information only



July 2002



00 -- 31



EC 135 Training Manual General



Cockpit Display System (CDS) Introduction The Cockpit Display System (CDS) provides indication of aircraft status information such as caution and advisory messages to the crew accomplished by operating data and indication of special operation modes. It consists of a self contained unit installed in the center section of the instrument panel. Various switches facilitate operation of the device and allow control of the indications. The brightness is automatically controlled with the aid of a sensor. An indication light flashes as soon as the CDS discovers an internal malfunction. The CDS is capable of identifying the type of engine installed according to the wiring of the connectors. The casing of the CDS is cooled by the cabin ventilation system or the air-conditioning system, if installed.



The switch CDS/AUDIO RES is installed in the grip of the cyclic control stick and enables the pilot and copilot (if dual pilot controls are installed) to acknowledge the CAUTION indications. -- Test Switch TEST/CDS The test switch TEST/CDS is installed in the overhead panel. It triggers the testing of the CDS indications. -- CDS OVTP indication light The CDS OVTP indication light is installed in the center part of the instrument panel below the CDS on the left side. The light comes on if the internal temperature is higher than 63 °C.



Power Supply In order to guarantee continuous operation even in the event of failure of one of the essential busbars, the CDS is supplied by both ESSENTIAL busbars via the circuit breakers located in the overhead panel.



Associated Controls and Indicators In order to provide proper function and handling, the following controls and indicators beside the CDS are available: -- MASTER CAUTION indication light The MASTER CAUTION indication light is installed in the center part of the instrument panel RH of the warning unit.



-- CDS/SYS 1 -- CDS/SYS 2



Data Storage An CDS integrated memory has two functions which are as follows:



-- Switch CDS/AUDIO RESET



For training and information only



July 2002



-- Storage of all of the CAUTION indications having occurred within the penultimate minute -- Storage of the failures reported to the CDS by the engine control units along with their respective failure codes.



00 -- 32



EC 135 Training Manual General CDS -- General Arrangement CDS



Master



OVTP



Caution



CDS AUDIO RES



Aircraft Data



Engine Data



CB CDS/SYS1



CB CDS/SYS2



ESSENTIAL I



For training and information only



ESSENTIAL II



July 2002



00 -- 33



EC 135 Training Manual General



Configuration



Colors of Indications



The CDS provides the crew with information while at the same time indicating the present state of various systems of the helicopter. The CDS performs the following tasks: -- CAUTION indication -- Advisory indication -- Indication of engine parameter (engine cycle counter), FADEC--MEM--codes and malfunction indications -- Indication of helicopter’s power supply voltage and current -- Outside air temperature indication -- Mast moment bargraph with limit warning light* -- Fuel system indication -- Calculation and indication of Vne velocity ** -- Radar altimeter indication -- Indication of length of rescue winch cable* -- Indication of load attached to external cargo hook* -- Engine operating hours counter



-- Amber The upper display which is the primary display is split into four sections. In the upper part CAUTIONS are displayed separately for SYST I/II and MISC. The color of the cautions is amber. -- Green The lower part of the upper display shows the ADVISORIES The color of the advisories is green. -- White The color in the lower display which is the secondary display in general is white. Exceptions are made with the mast moment indication which is green -- yellow -- red and fuel low indications in the fuel display which are red.



* Only available when the resp. systems are installed in the helicopter. ** The key Vne is installed in early CDS versions only. Current versions are provided with a key FUNCTION. The CDS is divided into several panels to enhance overall view. Each of these panels serve assigned functions. The basic brightness of the indications is controlled through the keys BRIGHTNESS.



For training and information only



July 2002



00 -- 34



EC 135 Training Manual General CDS -- Displays and Controls Caution Display SYST I, MISC, SYST II



Advisory Display



Engine Parameter Display Default Values: N1 for TM, TOT for P&W



Page Light



TORQUE Display



CAUTION PAGE Button Mast Moment Indication



Electrical System Display



VOLT/AMP Key



OAT Indication



Scroll Buttons



FUEL SYSTEM Display



Display Select Switch



Opt 1/2 Display Brightness Sensor



CDS FAIL Indication WEIGHT Key For training and information only



BRIGHTNESS Keys July 2002



00 -- 35



EC 135 Training Manual General



CDS Operation Power Supply and Self Test



Mast Moment Failure



The CDS is activated by setting the battery master switch BAT MSTR in ON position. This causes the CDS self test to be carried out. The CDS checks also the presence of the following engine cautions for SYS I and SYS II:



If there is a failure of the mast moment system detected, the caution MM FAILED comes up in the MISC field (depends on the part number).



ENG FAIL ENG OIL P FUEL PRESS HYD PRESS XMSN OIL P GEN DISCON



Continuity Test Continuity tests of the connecting cables between some sensors and the CDS are made during CDS power -- ON self test. A failure is indicated by displaying the respective detector name with an additional ...CT on the caution panel. If a ...CT -- caution is indicated, the monitoring circuit of the corresponding system must be assumed to be unable to activate the real system caution in case of system failure.



ENG FAIL ENG OIL P FUEL PRESS HYD PRESS XMSN OIL P GEN DISCON



CDS Test Switch



If the cautions have been successfully detected INP PASSED comes on on the advisory display below the message CDS PASSED and engine configuration (early CDS versions only). If a caution is missing, INP FAIL appears in the center column of the caution display, followed by the missing caution to the left/right.



The CDS test switch, located on the test switch panel of the overhead console provides test function of the display screens and lamps of the CDS. Activation of the test switch causes the screens and lamps of the CDS and the indication CDS OVTP to illuminate.



The pilot has to acknowledge the messages by pushing the CDS/AUDIO RES button on the stick grip. Subsequent to the acknowledgement the CDS starts normal operation. If the self test was not successful CDS FAIL will appear on the display. The indication light CDS FAIL comes on only when the CDS self test is faulty.



For training and information only



July 2002



00 -- 36



EC 135 Training Manual General CDS Self Test



SYSTEM I



MISC



ENG FAIL ENG OIL P FUEL PRESS HYD PRESS XMSN OIL P GEN DISCON



SYSTEM I



SYSTEM II



ENG FAIL ENG OIL P FUEL PRESS HYD PRESS XMSN OIL P GEN DISCON



MISC



HYD PRESS



SYSTEM II



INP FAIL



CDS PASSED (Engine config.)



CDS PASSED (Engine config.)* INP PASSED



Signal HYD PRESS Missing



All Parameters Available, Self Test Passed * Early CDS versions only SYSTEM I



MISC



SYSTEM II



CDS FAIL



Self Test Not Passed.



For training and information only



July 2002



00 -- 37



EC 135 Training Manual General



CDS Caution Display General



u NOTE



The cautions are displayed in the CAUTION display, separately for system 1, system 2 and miscellaneous. New cautions emerging on the screen are accompanied by flashing lines above and below the caution. Cautions, displayed before, are extinguished from the display but stored in the background. Each new caution indication causes the MASTER CAUTION light to come on (The master caution light is located right beside the warning panel).



The following two listings show all possible cautions/advisories at the time this manual has been printed. The caution configuration in the individual helicopter depends on the helicopter serial number, CDS configuration and optional equipment installed. The cautions will be explained in the respective chapters.



The cautions must be acknowledged by pressing the CDS/AUDIO RES button which is located on the cyclic stick. After pressing the CDS/AUDIO RES button the master caution light goes off and the CDS changes to the prioritized display mode. That means, that all active cautions are displayed in sequence of priority. If there are more acknowledged cautions than can be displayed on the screen simultaneously, the PAGE light illuminates and the additional cautions can be called up from the second page by pressing the CAUTION PAGE button. If the CAUTION PAGE button has not been pressed for 10 seconds, the top priority cautions are displayed.



For training and information only



July 2002



00 -- 38



EC 135 Training Manual General



Priority of Cautions SYS I/II



MISC



21



XMSN OIL P



DG



1



ENG FAIL



CDS PWR



22



OVSP



HOR BAT



2



ENG OIL P



XMSN CHIP



23



GEN OVHT



AP REDUCED



3



ENG CHIP



TRGB CHIP



24



GEN DISCON



ADC



4



FADEC FAIL



XMSN OIL T



25



INVERTER



FLOATS ARM



5



FUEL PRESS



ROTOR BRAKE



26



FIRE EXT



DECOUPLE



6



FUEL FILT



AUTOPILOT



27



FIRE E TST



AVAD FAIL



7



ENG O FILT



28



BUSTIE OPN



P/R SAS



8



ENG IDLE



DOORS



29



STARTER



YAW SAS



9



TRAINING



TRIM



30



ENG CHIP CT



XMSN CHP CT



10



TRAIN IDLE



GYRO



31



ENG OF CT



11



AUTOPILOT



ACTUATION



32



F FILT CT



XMSN OT CT



12



ENG MANUAL



F PUMP AFT



33



INP FAIL



TRGB CHP CT



13



TWIST GRIP



F PUMP FWD



34



INP PASSED



MM FAIL



14



F VALVE



F QTY FAIL



35



PITCH DAMP



15



F VALVE CL



F QTY DEGR



36



CDS TEMP



16



FADEC MINR (only PW)



HTG OVTEMP



37



ALT ALERT



17



DEGRADE (only TM)



EPU DOOR



38



MSG



18



REDUND (only TM)



BAT DISCON



39



AUX VALVE



19



PRIME PUMP



EXT POWER



20



HYD PRESS



SHED EMER



For training and information only



July 2002



00 -- 39



EC 135 Training Manual General



CDS Advisory Display General The section below the caution display contains the advisory display which keeps the pilot informed about operating conditions of additional equipment which is not essential for the flight.



Matrix of Advisory Combination Basic BLEED AIR Bleed air heating active LDG LIGHT Standard and/or optional landing light on P/S--HTR--P Heating of the pitot pilot side is active P/S--HTR--CP Heating of the pitot copiltot side is active LDG L RETR Search and landing light retracts at rest LDG L EXTD Search and landing light extended HOOK UNLD Load is < 5 kg



X X



Opt. Opt. Equipm. Equipm. DPIFR 1 DPIFR 2 X X



X



X X



2. Priority* X



AIR COND Air condition system active AUX XFER Aux. fuel valve is inopen position CA CUT ARM Cable cut circuit test is passed IR Infra red light is active IFCO The IR filter is active



X X



X X X



X



X



X



X



X



* 2. priority means: If all advisories are ON, the advisories of the 2. priority will not be displayed.



Display Select Switch / Scroll Button X



General The display select switch has six selectable positions which provide information and date about several engine parameters, failure codes, operation parameters etc.



X X



The informations can be displayed by selecting a certain switch position and pressing the scroll buttons to scroll in the menu.



Selectable Parameters X



For training and information only



X



The following table describes the possible parameters in dependency on the chosen display select switch position. July 2002



00 -- 40



EC 135 Training Manual General Display Select and Scroll Switch



Scroll Buttons SCROLL DISPLAY SELECT F



OPT 1



P



Display Select Switch



1



M



2



T



For training and information only



July 2002



00 -- 41



EC 135 Training Manual General Posi-tion P



Parameter PARAMS (Normal flight position)



Description Real time FADEC parameters can be sequentially selected by means of the scroll buttons. They are displayed on the engine parameter display. The display default upon power is N1 (TM) and TOT (PW) The possible parameters are listed below.



N1



Gas generator turbine RPM [%]



N2



Power turbine RPM [%]



TQT



Torque trim values of both engines [%] (TM only)



QMAT



Torque trim values of both engines [%] (P&W only)



EGT



Exhaust gas temperature [ûC] (TM only)



TOT



Turbine outlet Temperature [ûC] (P&W only)



T1



Air temperature measured at the compressor air inlet and provided to the engine control unit. [ûC]



CLP



Collective pitch resp. Linear--Voltage--Differential--Transducer--Position (LVDT) [%]



P0



Air pressure measured in both FADEC boxes [hPa]



N2T



Power turbine reference speed trim value [%]



N1C



N1 Cycle counter



N2C



N2 Cycle counter



MEM CODES Numerical Failure Codes



F



FAIL MSG



For training and information only



The Fail Message provides abbreviated messages for active failure codes. They are displayed on the advisory display. When viewing the FADEC failure messages and no fail code exists, a blank is displayed continuously. The indication scrolls automatically for 3 seconds each when more than one exists. All of the malfunction codes are stored. They are deleted with the next engine start when the N1 RPM exceeds 20 %.



July 2002



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EC 135 Training Manual General Posi-tion M



Parameter



MEM CODE



Description Stored failure codes can be selected by means of the scroll buttons and are displayed on the engine parameter display by means of numerical failure codes. These codes correspond to the abbreviated messages under FAIL MSG and are described in the respective maintenance manual. Mast moment exceedance MMEXC is displayed in the advisory display.



The Operating Time counter provides automatic timer function to continuously keep and indicate the engine operating time. The time is displayed on the engine parameter display. T OTh The counter starts when the resp. ENG FAIL CAUTION disappears and the collective lever position is above 10%. It stops when the collective lever position is below 10% and ENG FAIL CAUTION is active. Enables the operator to select between VNE and RAD ALT indication on the upper option line by OPT1 means of the scroll buttons. VNE* The VNE depends on gross mass, pressure altitude and OAT. The present VNE is calculated and permanently updated by the CDS. By pushing the WEIGHT button the pilot can choose between the symbols “>” or “” means that the gross mass is equal or greater than 2300 kg (standard presetting). “ 50 % -- XMSN oil pressure > 1bar -- Angle of collective lever CLP > 28.5% (Turbomeca) or > 17% (Pratt&Whitney).



Switch-on Sequence (Power up) The CPDS is activated as soon as the aircraft electrical system is energized on the ground. An internal self-test and an external self-test are run to establish the functional integrity of the CPDS: While the internal self-test is running, the message TEST IN PROGRESS will be displayed on the CAD/VEMD and the soft-- and hardware is checked.



For training and information only



July 2002



00 -- 50



EC 135 Training Manual General Functional Schematic CPDS VEMDSYS I



VEMDSYS II



CADSYS I



CADSYS II



P1



VOLTAGE ADJUSTMENT



ESS BUS I



P1



VOLTAGE ADJUSTMENT



ESS BUS II



CPDS OVHT



CAD



TEST CDS/ WARN UNIT



VEMD ARINC 429



MAINT. CONN ARINC 429



CDS/ AUDIO RES



Pelican Rack



TEMP Sensors Air Cond.



For training and information only



FCDM APM HUMS



Master Caution



July 2002



WARNING UNIT AUDIO GONG



2



1



FADEC



00 -- 51



EC 135 Training Manual General After the external self-test the functional integrity of the peripheral assemblies is tested. After the test has run, the following cautions will be displayed on the CAD: SYS I ENG FAIL+ ENG OIL P+ FADEC FAIL* FUEL PRESS+ HYD PRESS+ XMSN OIL P+ GEN DISCON+ INVERTER*** PITOT HTR



MISC F PUMP AFT** F PUMP FWD** EPU DOOR BAT DISCON EXT POWER



SYS II ENG FAIL+ ENG OIL P+ FADEC FAIL* FUEL PRESS HYD PRESS XMSN OIL P GEN DISCON INVERTER*** PITOT HTR



Test Pattern If the switch TEST CDS/WARN UNIT or TEST CDS/WU is set to position CDS, a test pattern appears with Cyclic Redundant Code (CRC), part number and configuration file number.



Cyclic Redundant Code Check sum for the configuration file deviations (manufacturer only).



Part Number Last two digits of the part number identify the software version. Example: B19030GB05 corresponds to software version V2001A



Configuration File



* only when the FADEC is switched off ** only when the fuel pumps are off or running dry *** only if the respective system is installed + only these cautions trigger the INP FAIL, if they are not active during the test. If an error occurs during the test, INP FAIL will appear at the bottom edge of column MISC and a yellow bar above and below the respective caution will flash. The corresponding caution will appear on the CAD. After 8 seconds, the ACK NEEDED prompt is displayed on the upper VEMD screen.



All software versions are delivered with a basic configuration file. Necessary changes (e.g. after installation of optional equipment) might require the upload of a customized configuration file delivered by EUROCOPTER. Example: Software version V2001A, Basic configuration file L316M30S0001 Customized configuration files L316M30SXXXX u NOTE



In case of a malfunction the respective caution will flash with a yellow bow, above and below. This message has to be acknowledged by the CDS/Audio Reset or the select button. For training and information only



July 2002



The CPDS description shows the latest standards. Major changes with part numbers and serial numbers are shown in an overview page at the end of the CPDS description.



00 -- 52



EC 135 Training Manual General Test Pattern (Example Software Version V2001A)



1 2 3 4 5 6 7 8



white yellow cyan green magenta red blue black



(8)



(1)



(7)



(8)



(1)



(1)



(8)



(4)



(3)



(5)



(2)



(6)



(8)



(1)



(1)



(8)



B19030GB05 (8)



(1)



4E2F60A6 (8)



(1)



L316M30S0001 (8)



(1)



Configuration File Number Cyclic Redundant Code Part Number



For training and information only



July 2002



00 -- 53



EC 135 Training Manual General



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



00 -- 54



EC 135 Training Manual General CPDS--Architcture for N1(nN1), TOT, TQ ENGINE 1



ENGINE 2 TOT Matching Resistor (only TM)



N1 Sensor



N1 Analog



N1 Analog VEMD Module 1



FADEC 1



TOT Matching Resistor (only TM)



N1/TOT/TQ Digital RS 422



Analog Signals



For training and information only



(Upper Screen)



N1 Duplex CROSSTALK



TQ nN1 (only TM) TOT (only PW)



VEMD Module 2 (Lower Screen)



FADEC 2 N1/TOT/TQ Digital RS 422



TQ CAD



July 2002



N1 Sensor



nN1 (only TM) TOT (only PW)



Analog Signals



00 -- 55



EC 135 Training Manual General



CPDS Modes



CAUTION / FUEL -- Page



General



The CAUTION / FUEL page is displayed automatically on the CAD. The fuel quantity parameters are displayed only on the CAD and are no longer available if the CAD fails. The units of measurement on this page can be changed in the configuration mode (A/C CONFIG page).



The following modes are available:



Flight Mode --------



CAU/Fuel (Caution and Fuel Page) FLI (First Limit Indicator) ELEC/VEH (Engine and Electrical Parameters) Flight Report System Status Caution Fuel Fail CAU Backup



Ground Mode (Engines Shut Down) In addition -- Maintenance Menu -- Configuration (AC Config Page)



The cautions inform the crew of defects in onboard systems. They appear in yellow characters in the three columns of the upper half of the CAD. The columns are divided as follows: -- Left column: messages relating to eng. 1 and system 1 -- Center column: messages relating to non-redundant systems -- Right column: messages relating to eng. 2 and system 2 Cautions are listed in the order of their appearance (i.e. oldest caution at the top). If there is not enough room on the page to display all the cautions, e.g., “1 of 2” will appear at the top of the center column to indicate the presence of a second page with cautions. This page can be accessed with the SCROLL key, but there will be an automatic return to page 1 after 15 seconds. When a new caution appears, all the acknowledged cautions on display will disappear, and a yellow bar will flash above and below the new caution. At the same time, the MASTER CAUTION caption next to the warning unit will illuminate. The crew have to acknowledge the caution(s) by operating the CDS/AUDIO RES switch on the cyclic stick or the SELECT key on the CAD. If the CAD has failed, the SELECT key on the VEMD must be pressed. This leads to all cautions being displayed normally in the order of their appearance. Also, the MASTER CAUTION caption will extinguish and is free for the next error message (caution).



For training and information only



July 2002



00 -- 56



EC 135 Training Manual General CAD -- CAUTION/FUEL Page



1 OF 2



CAUTION/ADVISORY Half Page



0



32



Fuel Indication



For training and information only



July 2002



00 -- 57



EC 135 Training Manual General



CPDS Cautions The following CPDS cautions can be displayed on the CAD or VEMD. No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.



SYS I/II FLI DEGR FLI FAIL ENG FAIL ENG OIL P ENG CHIP FADEC FAIL FUEL PRESS FUEL FILT ENG O FILT ENG IDLE TRAINING TRAIN IDLE ENG MANUAL TWIST GRIP FUEL VALVE FADEC MINR (only PW) DEGRADE (only TM) REDUND (only TM) PRIME PUMP HYD PRESS XMSN OIL P



For training and information only



MISC P DAMPER NMS XMSN CHIP TRGB CHIP XMSN OIL T ROTOR BRK TRGB CHP CT XMSN CHP CT DOORS F PUMP AFT F PUMP FWD F QTY FAIL F QTY DEGR ACTUATOR EPU DOOR BAT DISCON EXT POWER SHED EMER DG GYRO AUTOPILOT



22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43.



July 2002



OVSP GEN OVHT GEN DISCON INVERTER FIRE EXT FIRE E TST BUSTIE OPN STARTER ENG CHP CT ENG OF CT F FILT CT PITOT HTR F VALVE CL ENG EXCEED (only T2, P2)



DECOUPLE TRIM ACTUATION P/R SAS YAW SAS HTG OVTEMP T1 MISCMP (TM only) P0 MISCMP (TM only) P PITOT CAU DEGR CAD FAN VEMD FAN CPDS OVHT HOR BAT CA CUT ARM AUX VALVE RNAV OWS FAIL MSG CAT A (P2 only) FUEL XMSN OIL T CT



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EC 135 Training Manual General u NOTE



u NOTE



Advisories



Cautions with the letters CT at the end indicate negative continuity test of the respective caution circuit only. If the CAD and one VEMD screen fail only a degraded Caution list is available on the remaining screen (see respective FLM).



The advisories appear in green characters below the cautions in the MISC column and provide the crew with information about the operational status and optional equipment. In certain cases, instead of being displayed on the first page, the advisories may be displayed on the pages following pages. If a new caution appears, the advisories will disappear until the caution has been acknowledged. The green advisories appear initially in the lower part of the display fields and then form a column, one after another, under the cautions. The following advisories are possible (depending on optional equipment): BLEED AIR AIR COND HOOK UNLD S/L LIGHT S/L LT EXT IFCO IR ON SAND FILT AUX XFER TRAIN ARM



For training and information only



July 2002



Bleed air supply has been activated Air conditioning system is active No load on load hook Search and landing light is active Search and landing light is fully retracted IFCO filter is active The IR--screen of the SX 16 is active Sand filter is active Auxiliary tank fuel valve open Training mode is active (T2, P2 only)



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EC 135 Training Manual General



First Limit Page (FLI) P1/T1 The FLI page is displayed on the upper VEMD screen. It contains the following data: -- FLI zone for TOT, N1 (nN1 with T1), TRQ -- Mast moment indication -- Message zone



Message Zone The message zone displays messages concerning failures and detected overlimits that are either not visible on the current display page or require action by the crew e.g. to switch off a screen. The following list shows the messages in the order of their priority:



Mast Moment Indicator The mast moment indicator indicates the bending moment of the main rotor. When entering the yellow range (50% MM) a yellow line appears under the letters MM. When entering the red range (66% MM) the line reverts to red, the LIMIT symbol and the warning GONG come on. The time of exceedance and the maximum value (last flight and accumulation) can be displayed in the maintenance mode. u NOTE



A logbook entry and maintenance action is required if the red region has been entered. Periodical maintenance action is required if a helicopter is operated without or with a defective mast moment system.



For training and information only



July 2002



------------



LANE 1 FAILED PRESS OFF1 LANE 2 FAILED PRESS OFF2 CAD FAILED PRESS OFF CAUTION DETECTED VEH PARAM OVER LIMIT GEN PARAM OVER LIMIT (normal during engine starting) BAT PARAM OVER LIMIT DC VOLT PARAM OVER LIMIT CROSST TALK FAILED PRESS OFF2 VEMD BRIGHTNESS CONTROL FAILED CAD BRIGHTNESS CONTROL FAILED



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EC 135 Training Manual General First Limit Page P1/T1 (Example TM 2B1)



ENG FAIL FADEC FAIL ENG MANU IDLE TRAIN TRAIN IDLE may appear as CAUTION on both sides



ENG FAIL



Solid white rectangle marks the parameter represented by the pointer



T



FLI DEGR FLI FAIL FLI DEGR may appear as CAUTION on both sides Message Zone



LIMIT Warning LIMIT Counter



Mast Moment Indication



For training and information only



July 2002



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EC 135 Training Manual General



FLI ZONE P1/T1



Limit Light/Counter



The engine 1 and 2 parameters are generated by the two FADEC systems and are displayed on the screen as numerical values with the corresponding measurement units.



AEO above MCP



In addition, the parameter that is nearest to its limit is displayed as an analog pointer on a scale (i.e. First Limit Indication) and the numerical value of the parameter indicated by the pointer is marked by a white rectangle.



When the time limit is expired, the red box is fixed.



If a parameter fails, it is displayed in yellow characters without its associated numeric value.



Five seconds before the 5 min power (AEO) time limit is reached the red box, the limit light and the counter appear and the box flashes. OEI above MCP When entering the 2.5 min power (OEI) the counter appears immedeately. The limit light and the red box come on 5 sec before the time limit is reached. The box flashes and becomes fixed when the time limit is expired. When the pilot leaves the limited range the limit box and the audio tone stay for another 5 sec.



For training and information only



July 2002



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EC 135 Training Manual General FLI -- Marking Symbology on Analog Display P1/T1 (Example TM 2B1)



Max. TOT starting (appears only during starting) TOT starting transient (appears only during starting) TM max 5 sec, PW max. 2 sec. AEO Take-off Power Range, max. 5 min AEO Max. Takeoff Power OEI Max. Continuous Power OEI 2.5 min Power OEI Transient, max. 20 sec



T



T



Training Mode activated



For training and information only



July 2002



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EC 135 Training Manual General



First Limit Page (FLI) P2/T2 The FLI page is displayed on the upper VEMD screen. It contains the following data: -- FLI zone for TOT, N1 (nN1 with T2), TRQ -- Mast moment indication -- Message zone



Message Zone The message zone displays messages concerning failures and detected overlimits that are either not visible on the current display page or require action by the crew e.g. to switch off a screen. The following list shows the messages in the order of their priority:



Mast Moment Indicator The mast moment indicator indicates the bending moment of the main rotor. When entering the yellow range (50% MM) a yellow line appears under the letters MM. When entering the red range (66% MM) the line reverts to red, the LIMIT symbol and the warning GONG come on. The time of exceedance and the maximum value (last flight and accumulation) can be displayed in the maintenance mode. u NOTE



A logbook entry and maintenance action is required if the red region has been entered. Periodical maintenance action is required if a helicopter is operated without or with a defective mast moment system.



For training and information only



July 2002



------------



LANE 1 FAILED PRESS OFF1 LANE 2 FAILED PRESS OFF2 CAD FAILED PRESS OFF CAUTION DETECTED VEH PARAM OVER LIMIT GEN PARAM OVER LIMIT (normal during engine starting) BAT PARAM OVER LIMIT DC VOLT PARAM OVER LIMIT CROSST TALK FAILED PRESS OFF2 VEMD BRIGHTNESS CONTROL FAILED CAD BRIGHTNESS CONTROL FAILED



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EC 135 Training Manual General First Limit Page T2 (P2 highly similar) ENG FAIL FADEC FAIL ENG MANU IDLE TRAIN TRAIN IDLE may appear as CAUTION on both sides



ENG FAIL



Solid white rectangle marks the parameter represented by the pointer



T



FLI DEGR FLI FAIL FLI DEGR may appear as CAUTION on both sides Message Zone



LIMIT Warning LIMIT Counter



Mast Moment Indication



For training and information only



July 2002



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EC 135 Training Manual General



FLI ZONE P2/T2



Countdown Timer



The engine 1 and 2 parameters are generated by the two FADEC systems and are displayed on the screen as numerical values with the corresponding measurement units.



AEO above MCP



In addition, the parameter that is nearest to its limit is displayed as an analog pointer on a scale (i.e. First Limit Indication) and the numerical value of the parameter indicated by the pointer is marked by a white rectangle. If a parameter fails, it is displayed in yellow characters without its associated numeric value.



AEO Power Bands When entering the solid yellow range the max. continuous power band is left and the H/C is operating in the 5’ take-off power band.



OEI Power Bands If a OEI situation is detected the 30’’ power topping function is the default setting. Thus the 30’’ power band is available (small red triangle in the FLI pointing at the 30’’ power limit; indication OEI HI on the right side in the FLI, respective digital value(s) red blinking underlined when band is entered). If desired the pilot can select the 2’ power topping function (selector switch on the collective). The small red triangle appears at the 2’ power limit and the indication OEI LO is shown in the FLI (respective digital value(s) yellow steady underlined when band is entered).



5’ countdown timer Five seconds before the time limit is reached the red flashing box, the limit symbol and the counter appear. When the time limit is expired, the red box is fixed. OEI above MCP 2.5’ countdown timer (P2 only) Always becomes active if the power is above OEI MCP and within the 2’ power band without entering the 30’’ power band. In this case the 2’ power band is extended for 30’’ (derated 30’’ power). 2.5’ countdown timer (T2 only) The 2.5’ countdown timer is always active if the power is above the MCP. 2’ countdown timer (P2 only) Becomes active if the power is above OEI MCP and within the 2’ power band and there has been an uninterrupted usage of the 30’’ power band for more than 5 seconds during continued operation above OEI MCP. 30’’ countdown timer Becomes active if the power is above OEI MCP and within the 30’’ power band. Only one counter is presented to the pilot at a given time, providing the remaining time within the power band he is using. Internally the times in the 2’ and 30’’ power band are accumulated.



For training and information only



July 2002



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EC 135 Training Manual General FLI -- Marking Symbology on Analog Display (Example T2, P2 highly similar) Topping Symbol indicates the selected OEI 2.0 min. or 30 sec. power limitation



Max. TOT starting (appears only during starting) TOT starting transient (appears only during starting) TM max. 5 sec, PW max. 2 sec. AEO Take-off Power Range, max. 5 min AEO Max Takeoff Power OEI Max. Continuous Power OEI 2.0 min Power



OEI LO



OEI Transient, max. 30 sec



T



Training mode activated



T



OEI HI



OEI LO appears, when operating in the OEI 2.0 min. power band OEI HI appears, when operating in the OEI 30 sec. power band For training and information only



July 2002



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EC 135 Training Manual General



ENG EXCEED Caution EC135 T2 The ENG EXCEED caution appears on ground under the following conditions: Exceedance of a single time excursion in a OEI power band (2’ or 30’’). Significant exceedance of the 30’’ power band with reaching and maintaining the following values for more than 5 seconds: 136% Tq, 4.8% n N1 (only possible in case of topping function failure) or 1024 °C TOT. If due to the cumulated total time in on or both OEI power bands any engine parameter does not allow a minimum of 3 pulls with full single excursion time, i.e. if the remaining total time is less than 90s and 360s for the 30’’ and 2’ OEI power band respectively. EC135 P2 The ENG EXCEED caution appears in flight under the following conditions: Significant exceedance of the 30’’ power band with reaching and maintaining the following values for more than 5 seconds: 133% Tq, 104.3% N1 or 990 °C TOT (only possible in case of topping function failure).



engine parameter does not allow a minimum of 3 pulls with full single excursion time i.e. if the remaining total time is less than 90s and 360s for the 30’’ and 2’ OEI power band respectively. u NOTE



The ENG EXCEED caution is stored in the FADEC and appears at the next engine start up.



Warnings LIMIT symbol with box and audio warning GONG Two different limit conditions for the activation of the LIMIT light with box and the audio GONG are possible: -- A LIMIT symbol with box activation due to OEI/AEO time limit exceedance. As soon as only 5 s of the allowed time in either power band (5’, 2’ or 30’’) are left, a LIMIT symbol with a blinking red box appears. This provides the pilot with a precaution that the allowed time within the power band is about to expire. If the allowed single time excursion is consumed (counter reaches 0), the box stops blinking, turns into steady state. The audio GONG is triggered. -- A LIMIT symbol with box and activation due to limiting value exceedance.



Exceedance of a single time excursion in a OEI power band (2’ or 30’’). In the latest FADEC software version the caution disappears when the respective power band is left.



Exceedance of one of the engine or H/C limiting parameters (30’’ Power, 5’ take-off power, mastmoment) triggers the LIMIT symbol with the box in the steady state together with the audio signal at once.



The total allowed time in a OEI power band is expired.



u NOTE



The ENG EXCEED caution appears on ground under the following conditions: If due to the cumulated total time in one or both OEI power bands any For training and information only



July 2002



Whenever red limit has been reached or an exceedance is evident, a logbook entry and maintenance action is required. Depending on time and maximum value the lifetime of the major components can be reduced or totally expired.



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EC 135 Training Manual General Digital Data Display



A value within the normal operating range.



If a parameter is invalid, the numerical value disappears and a yellow failure symbol appears.



A solid white rectangle associated with a parameter indicates the parameter shown by the needle.



If operation in a yellow range is detected, a countdown timer is automatically switched on and the digital data is yellow underlined.



If operation in the red range is detected, the red underlining of the digits flashes.



For training and information only



July 2002



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EC 135 Training Manual General



Page for Electrical and Engine Parameters (ELEC/VEH) The page for the parameters of the engines and of the electrical system are displayed automatically on the lower VEMD screen. The units for the various parameters on this page can be selected in the configuration mode. The following parameters ca be displayed: -----



Outside air temperature OAT Load on cargo hook/cable length external hoist (options) Voltage and current Oil pressure and oil temperature of the engines and of the main transmission



The voltage and current indication automatically shows the voltage of the generators. This setting can be changed to generator current or battery current (i.e. BAT display) by operation of the SELECT and + and -- keys. If a value is invalid, “XXX“ is displayed in yellow characters. The oil pressure and temperature indication consists of a vertical bar with upper and lower limits for each parameter and a numeric display with associated unit of measurement.



For training and information only



July 2002



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EC 135 Training Manual General Engine and Electrical System Parameter



Outside Air Temperature



External Load: [kg, lb]



HOOK



kg



Generator Field: DC [V], GEN [AMPS], BAT [AMPS]



Bar Graph Markings for Pressure and Temperature [bar. psi. °C]



For training and information only



July 2002



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EC 135 Training Manual General



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



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EC 135 Training Manual General ELEC/VEH -- Bar Graph Display



Normal operation range



For training and information only



Warning range, the numeric value is yellow underlined



July 2002



Maximum range, the numeric value is red underlined (blinking) and the yellow and red markings grow



If there is an unvalid parameter, a yellow symbol appears



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EC 135 Training Manual General



FLIGHT REPORT Page The ELEC/VEH page will automatically switch to the FLIGHT REPORT page only if the engine N1 RPM drops below 50 % and the oil pressure in the main transmission is less than 1 bar. The page contains the following data: -----



Flight number and flight duration Gas generator turbine cycles Power turbine cycles Impeller cycles (Pratt&Whitney only)



The page is automatically cleared upon initiation of the next start phase. Returning from this page to the nominal page is possible only by operating the RESET key.



For training and information only



July 2002



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EC 135 Training Manual General FLIGHT REPORT Page



Engine 1



Engine 2



Duration of the last flight Number of Cycles N1 Total Number of Cycles N1 Number of Cycles N2 Total Number of Cycles N2 Number of Impeller Cycles (PW) Total Number of Impeller Cycles (PW) Refers to Mast Moment



For training and information only



OVER LIMIT DETECTED FAILURE DETECTED



July 2002



00 -- 75



EC 135 Training Manual General



SYSTEM STATUS Page The SYSTEM STATUS page is displayed on the lower VEMD screen and is called up by way of the SCROLL key. FADEC data from the respective engines are displayed. The units for the various parameters on this page can be selected in the configuration mode. The MSG and FAIL lines display messages and error codes. These lines can be accessed individually with the SELECT key. When a line is selected, the + or -- key can be pressed to continuously cycle the current messages and error codes for FADEC 1 and FADEC 2 simultaneously in their respetitive order. The values of the parameters of FADEC 1 and FADEC 2 are displayed below the MSG and FAIL lines and are continuously updated.



For training and information only



July 2002



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EC 135 Training Manual General SYSTEM STATUS Page (TM) MSG Indication: IDLE..... FADEC Failure Codes FADEC Ambient Air Pressure Exhaust Gas Temperature Torque Trim Power Turbine RPM N2 Ref. Speed Trim Value Engine Inlet Air Temperature Collective Pitch Position



SCROLL



--



EGT TRQtrim



SELECT



SELECT



--



activates “system failure” function



XXXXXX MSG XXXXXX



--



SCROLL XXXXXX FAIL XXXXXX



+ or -



+ or --



--



--



--



back to the previous page For training and information only



July 2002



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EC 135 Training Manual General



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



00 -- 78



EC 135 Training Manual General SYSTEM STATUS Page (PW)



MSG Indication: IDLE..... FADEC Ambient Air Pressure Collective Pitch Position Torque Gain Trim Power Turbine RPM N2 Ref. Speed Trim Value Engine Inlet Air Temperature TOT Trim N1 Derivated Torque Match



For training and information only



July 2002



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EC 135 Training Manual General



CAUTION/BACKUP Page The CAUTION/BACKUP page is displayed on the CAD only if the VEMD fails completely or has been deactivated. The following data are displayed: -----



Cautions (degraded indication only) Advisories Numeric readout of fuel contents in main and supply tanks. Engine 1 and 2 torque displays on analog scale with numeric limiting values.



If a torque channel fails, the associated pointer and numerical readout are faded out; the scale and TRQ parameter turn yellow. As this page represents an emergency operating mode, no other pages or data can be presented.



For training and information only



July 2002



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EC 135 Training Manual General CAUTION/BACKUP Page



CAUTION/ADVISORY Half Page



BACKUP Page



Supply Tank 1



Supply Tank 2 Main Tank



For training and information only



July 2002



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EC 135 Training Manual General



CAUTION/FUEL FAIL Page The CAUTION/FUEL FAIL page is displayed automatically on the lower VEMD screen if the CAD has failed. At the same time the n N1 information in the FLI (Turbo Meca Versions only) is lost and the FLI DEGR caution is triggered in the FLI and in the caution couple page in the system I and system II column. As the fuel information is only available in the CAD the caution couple page shows an empty yellow box where normally the fuel quantity is displayed. Furthermore only a degraded caution list is available, indicated by CAU DEGR in the miscellaneous field.



For training and information only



July 2002



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EC 135 Training Manual General CAUTION/FUEL Fail Page (Example TM)



FLI DEGR



For training and information only



CAU DEGR



July 2002



FLI DEGR



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EC 135 Training Manual General



CPDS Switch Over Functions General Depending upon how many screens of the CPDS are available, the pages on the CAD and VEMD can be switched manually and automatically. Three operating modes of the CPDS are possible: -- Nominal mode (3 screens available) -- Derivative modes (2 screens available) -- Backup mode (1 screen available)



Normal Mode In the normal mode all three screens are operative. All pages are available in a variety of combinations, except the CAUTION/COUPLE page. The pages can be selected manually via the SCROLL key. If the RESET key on the VEMD is pressed, the standard pages will reappear on the screen.



For training and information only



July 2002



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EC 135 Training Manual General CPDS -- Normal Mode



Normal mode in the phases “shut--down, start, relight, flight” CAUTION FUEL



FLI



SCROLL



CAUTION FUEL



FLI



ELEC



SYSTEM



VEH



STATUS



Exception: when shifting from “flight” to “shut--down” phase CAUTION FUEL



FLI



automatically



CAUTION FUEL



ELEC



FLI



FLIGHT REPORT



VEH



RESET



For training and information only



July 2002



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EC 135 Training Manual General



Derivative Mode with one VEMD Line off The VEMD consists of a housing with two integral screens and two processing modules (lanes) which are each plugged into one of the screens within the housing. Although they are logically linked, they can also operate independently of each other. Therefore, if a screen or a processing module fails, the part of the VEMD that is still functioning will still be able to present the most important data. If one of the VEMD screens fails in flight, the FLI page will continue to be displayed on the intact VEMD screen, the CAD will display the CAUTION/FUEL page (degraded caution indication), and the ELEC/VEH page will be available when the SCROLL key is actuated. On the ground, the page SYSTEM STATUS can also be selected. The FLI or CAUTION/FUEL pages will automatically switch to the FLIGHT REPORT page only if the engine RPM drops below 50 % and the oil pressure in the main transmission is less than 1 bar.



For training and information only



July 2002



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EC 135 Training Manual General Derivative Mode with one VEMD Lane off



--flight phase



CAUTION FUEL



FLI



--ground phase



--shut--down phase



CAUTION FUEL



CAUTION



FLI



FUEL



RESET



SCROLL



SCROLL FLI



SCROLL



ELEC



SYSTEM STATUS



VEH



ELEC VEH



For training and information only



FLI



ELEC VEH



FLIGHT REPORT



July 2002



ELEC VEH



FLI



SCROLL



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EC 135 Training Manual General



Derivative Mode with CAD off The CAUTION/FUEL FAIL page will appear automatically on the lower VEMD screen.



For training and information only



July 2002



00 -- 88



EC 135 Training Manual General Derivative Mode with CAD off



ground phase



FLI



CAU XXX



automatically



SCROLL



basic page



FLI



SYSTEM STATUS



FLI



FLI



SCROLL



ELEC



FLIGHT REPORT



VEH



For training and information only



RESET



July 2002



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EC 135 Training Manual General



Derivative Mode with CAD and one VEMD Lane off If one of the VEMD screens fails in flight, the FLI page will be presented on the intact VEMD screen. With the SCROLL button the CAUTION/FUEL fail page and the ELEC/VEH page can be selected.



For training and information only



July 2002



00 -- 90



EC 135 Training Manual General Derivative Mode with CAD and one VEMD Line off



flight phase



FLI



shut--down phase



SCROLL



automatically SCROLL



basic page



ELEC VEH



CAU



FLIGHT



SCROLL



REPORT



XXX



For training and information only



RESET



July 2002



00 -- 91



EC 135 Training Manual General



Derivative Mode with both VEMD Lines off If only the CAD is still operating, the CAUTION/BACK--UP page is displayed.



For training and information only



July 2002



00 -- 92



EC 135 Training Manual General Derivative Mode with both VEMD Lines off



CAU BACKUP



For training and information only



July 2002



00 -- 93



EC 135 Training Manual General



Maintenance Menu The maintenance menu is displayed on the VEMD (upper screen). The sub menues provide access to flight and failure dates. The following sub menues are possible: -------



Flight Report Failure (in preparation) Over Limit Funct. Times Trans Data Data Loading



The maintenance mode can only be entered when the engines are detected in the “shut-down” state. The VEMD screens must be switched off, the CAD must be switched on.



For training and information only



July 2002



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EC 135 Training Manual General Maintenance Menu Entry to Maintenance Menu: The operation must follow within two seconds



press both keys to switch off



simultaneous press the four keys and hold until RELEASE KEY appears



OFF1



SCROLL



OFF1



OFF2



RESET



OFF2



MAINTENANCE MENU FLIGHT REPORT FAILURE OVERLIMIT TRANS.DATA FUNCT. TIMES DATALOADING



SELECT



to scroll through the fields



For training and information only



July 2002



ENTER



enters the submenus



RESET



EXIT



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EC 135 Training Manual General



Flight Report Flight Report History Page The Flight Report History page shows CPDS flight numbers from 1 to 999 (starts from 0 again) and indicates duration of the respective flight. Duration counting starts if: -- N1 RPM engine 1 or engine 2 > 50% -- XMSN oil pressure is > 1 bar -- Angle of collective lever CLP > 28.5 (TM) or 17% (PW ). The Flight Report History can only be entered when the ground state is detected. The page stores the last 32 flights with failures. They are selectable with the + / -- button. u NOTE



No. 1 flight is always the latest flight.



For training and information only



July 2002



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EC 135 Training Manual General Flight Report History Page



FLIGHT REPORT HISTORY CPDS FLIGHT NO.: DURATION:



234 01 h 25 mn



PG 1 12 + 32



In Preparation



MM OVERLIMIT DETECTED FAILURE DETECTED EXIT PRESS



For training and information only



July 2002



RESET



00 -- 97



EC 135 Training Manual General



Overlimit The Overlimit page shows the last 8 flight numbers (0--999) . By selecting one flight number two counters (Mast Moment higher than 66% and Mast Moment higher than 78%) together with the maximum value are displayed for the respective flight. In addition the cumulated time for both ranges is shown in two lines below.



For training and information only



July 2002



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EC 135 Training Manual General Overlimit Menu Page



OVERLIMIT MENU



FLIGHT NUMBER.



MM OVERLIMIT FLT NO. 215



215 214 213 212 211 210 209 208



LIMIT MM > 66% MM > 78%



0 mn 15 s 0 mn 12 s



MM > 66% ACC. TIME: MM > 78% ACC. TIME:



SELECT NUMBER AND ENTER



For training and information only



TIME



EXIT



July 2002



MAX 68.9 % 79.9 % 31 mn 12 s 02 mn 12 s



PRESS RESET



00 -- 99



EC 135 Training Manual General



Transfer Data Transfer Data is used to copy data from one VEMD lane to the other in case one of the processor modules has been changed or a configuration difference between the processor lanes has been indicated.



For training and information only



July 2002



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EC 135 Training Manual General Transfer Data Page



TRANSFER DATA TRANS. DATA : TRANS. DATA :



1(L) 2(R)



2(R) 1(L)



NO / YES EXIT



For training and information only



July 2002



PRESS RESET



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EC 135 Training Manual General



Function Times The function times page shows the current flights and function times for the VEMD modules 1 and 2 and the function times for the CAD.



For training and information only



July 2002



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EC 135 Training Manual General Function Times Page



FUNCTIONAL TIMES MODULE 1 FLIGHT TIMES: XXXXXX h MODULE 1 FUNCT. TIMES: XXXXXX h MODULE 2 FLIGHT TIMES: XXXXXX h MODULE 2 FUNCT. TIMES: XXXXXX h CAD FUNCT. TIMES



EXIT



For training and information only



July 2002



XXXXXX h



PRESS RESET



00 -- 103



EC 135 Training Manual General



Data Loading With Data Loading a customized configuration file can be uploaded (e.g. modified caution list). u NOTE



With the Avionique Novelle Configuration Tool (software, board for PC, connecting cable to maintenance connectors) the customer can upload modified configuration files prepared by EUROCOPTER. The actual software version remains unchanged, only the basic configuration file will be overwritten.



For training and information only



July 2002



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EC 135 Training Manual General Data Loading Page



DATA LOADING



For training and information only



July 2002



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EC 135 Training Manual General



A/C CONFIG Page The A/C CONFIG page is displayed on the VEMD (upper screen). The selected setting option in an equipment data field is modified by the + and -- keys. The next data field to be modified can then be selected with the SELECT key. The modified configuration is stored by selecting the data field VALID with the SELECT key and then pressing the ENTER key. The system then skips back to the standard MENU page. However, if the data field ABORT is selected and the ENTER key is pressed, the options in the data fields remain unchanged and the standard MENU page is displayed again. The following parameters can be set on the A/C CONFIG page: -- AUXILIARY FUEL TANK (N/I), Signifies whether or not an auxiliary fuel tank is installed. -- BATTERY TEMP.PROBE (N/I), Signifies whether or not a temperature sensor is installed for battery. -- SECOND BATTERIE (N/I), Signifies whether or not a second battery is installed. -- EXTERNAL LOAD (N/I); HOOK, CABLE Signifies whether or not a cargo hook or an external hoist is installed. -- FUEL FLOW WITH SENSOR (N/I), Signifies whether or not a fuel flowmeter is installed. -- FUEL UNIT (LITER), (kg), (lb), (US GALLON), (IMP GAL.) Signifies which unit of measurement is used to indicate the tank contents. -- UNIT SYSTEM (SI), (IMPERIAL) Determines which system of measurement units is used. For training and information only



The CONFIG mode can only be entered when the engine is detected in the “shut-down” state and the VEMD screens must be switched off, the CAD must be switched on. Parameter Altitude Temp. (TOT, EOT) Rpm/Torque (N1, TRQ) Temperature (OAT) Fuel weight Fuel quantity



July 2002



Weights (general) Hour Minute Second Electrical power Flow rate Pressure (EOP)



SI m °C %



IMPERIAL ft °C %



°C Kg l, US gallon, IMP. gallon Kg h mn s W Kg/h, l/h, US gal./h, IMP gal./h bar



°F lb l, US gallon, IMP. gallon lb h mn s W lb/h, l/h, US gal./h, IMP gal./h psi



00 -- 106



EC 135 Training Manual General A/C CONFIG Page Entry to CONFIG--Mode: The operation must follow within two seconds



press both keys to switch off



OFF1



simultaneously press the four keys and hold until RELEASE KEY appears



SELECT



OFF1



ENTER



OFF2



and



OFF2



SELECT



to scroll through the fields



SELECT



+



--



installed



not installed



valid/abort



ENTER



For training and information only



July 2002



00 -- 107



EC 135 Training Manual General



CPDS Software Versions Overview The major features of the different CPDS software versions and some changes depending on h/c serial number are shown in the following listings:



Software Versions The software version can be identified with the last two digits in the part number (e.g. part number ...02 corresponds software version V1999).



V2001A (Part Number: ...05) Integration of PW 206B2 engine. Mast moment over limit recording. CPDS configuration change possible via ARINC 485 bus included.



V2001B (Part Number: ...06)



V1999 (Part Number ....02)



Mastmoment exceedance can be deleted.



Basic Version for EC135 T1 (TM 2B1 engines) and P1 (PW 206B engines).



Certification of the TRAINING MODE (single engine) for EC135 P1 (PW 206B engines) and EC135 T1 (TM 2B1 engines).



Mast moment indication > 50% yellow range, > 78% red range.



Caution FUEL is integrated.



Supply tank volumes reverts from blue into yellow if no transfer is provided or if the supply tanks volumes are below a certain value.



V2002 (Part Number: ...07)



V2000A (Part Number: ...03) Modified mast moment indication: > 50% MM yelllow underlined, > 66% MM red underlined and flashing, GONG, LIMIT in a red box)



Certification for Training Mode (dual engine) EC 135 T2 (TM 2B2 engines) and EC 135 P2 (PW 206B2 engines); integration of the modified fuel system. u NOTE



For the certification status of the software version and the respective features refer to Flight Manual.



Certified for TM engine upgrade 2B1A. Modified FLI: P1/T1 Transient torque layout change (red dot from 12.5 to 14)



V2000B (Part Number: ...04) Generator current limitation change: Gen. Amps underlined yellow when reaching 180 A (before 200 A). Certified for TM engine upgrade 2B1A_1 (TU45 installed). For training and information only



July 2002



00 -- 108



EC 135 Training Manual General



H/C Serial Number Changes Overview Up to SN 120 CPDS over temperature indication separate light (temperature sensor adjusted to 63 °C. Voltage adjustment unit installed under lh/rh cover of the instrument panel.



SN 121 and up CPDS over temperature indication integrated in the CAD caution list (temperature sensor adjusted between 51 and 55 °C. Voltage adjustment unit installed in the sensor units under the cabin floor.



SN 169 and up Only CPDS cockpit is available.



SN 218 and up Maintenance connector installed in front of the center console (possible retrofit back to SN 169).



SN 250 and up Modified fuel system (increased volume, modified vent lines and indication system).



For training and information only



July 2002



00 -- 109



EC 135 Training Manual General



Warning Unit General



Warning Indications



The warning unit centrally monitors several systems and provides visual and audio indications of arising malfunctions.



The warning unit accomodates eight warning indications. They appear red when illuminated and black when inactive. Each warning indication simultaneously initiates a gong.



The unit contains the indication and evaluation units for each monitored system as well as a power supply unit. One switch per engine facilitates closure of the fuel valve.



Power Supply The warning unit is supplied by the ESSENTIAL BUSBAR 1 and 2 via the overhead panel installed circuit breakers:



All warning indications may be dimmed with the potentiometer INSTR DIM BRT after engaging the associated switch on the overhead panel. The significance of the warning indications is outlined in the respective system chapters. The following are displayed:



-- WARN SYS I -- WARN SYS II



Test To test the function of the indicator lights and also the audio warnings, a test switch TEST/WARN UNIT is installed in the overhead panel.



For training and information only



July 2002



---------



LOW FUEL 1 LOW FUEL 2 AP. A. TRIMM (Autopilot) ROTOR RPM BAT TEMP BAT DISCH (Battery discharged) XMSN OIL P CARGO SMOKE



00 -- 110



EC 135 Training Manual General Warning Unit



Safety Guard



EMER OFF SW released shut off valve is closed white rim is visible



FIRE WARNING Eng. 1 EMER OFF SW 1 Press to release



EMER OFF SW pressed shut off valve is open white rim is not visible



EMER OFF SW 1 Illuminates together with instrument lights



Side-view EMER OFF SWITCH



ACTIVE Illuminates white, if the EMER OFF SWITCH has been released



For training and information only



July 2002



00 -- 111



EC 135 Training Manual General



AP. A. TRIMM



u NOTE



The warning AP. A. TRIMM indicates a failure of the autopilot system. It is illuminated for 10 seconds. The signal is triggered by the autopilot computers.



Rotor RPM The ROTOR--RPM warning monitors a total of three limit values. It reacts in various ways depending on which limit value is exeeded or dropped below. -- ROTOR RPM < 95% A steady red indication of ROTOR RPM and a pulsed tone is generated. (The pulsed tone can be switched off with AUDIO RES.) -- Rotor RPM ²106% The red indication ROTOR RPM flashes and a gong can be heard. (The gong can be switched off with AUDIO RES.) -- ROTOR RPM ²112% The red indication ROTOR RPM flashes and a continuous tone is generated. (The tone cannot be switched off)



BAT TEMP The red indication BAT TEMP comes on when there is a battery overtemperature detected (above 70 °C).



BAT DISCH



XMSN OIL P The red indication XMSN OIL P comes on when the oil pressure in the main gearbox is below 0,5 bar.



CARGO SMOKE The red indication CARGO SMOKE appears, when there is a signal from the smoke detector in the rear cargo compartment (optional).



FIRE--Warning with EMER OFF--Switch The unit consists of the fire warning logic circuit, FIRE indication with switch EMER OFF SW 1 and ACTIVE-indication resp. FIRE indication with switch EMER OFF SW 2 and ACTIVE-indication. The fire warning logic circuit displays individual fire warnings for engine 1 and engine 2 and if necessary activates the fire extinguisher system. Operation of the switch EMER OFF SW 1 cuts the fuel supply to engine 1 and the ACTIVE indication illuminates. Switch EMER OFF SW 2 cuts the fuel supply to engine 2.



N1 RPM Monitoring The N1 RPM is monitored for both engines separately. If the speed drops below 50 % signals are sent to the CPDS/CDS and



The red indication BAT DISCH comes on, when the battery is discharded more than 2 ampers.



For training and information only



BAT DISCH appears if the voltage of the EPU is below the voltage of the battery and the battery is discharded via the ESSENTIAL BUSSES only.



July 2002



-- the ENG FAIL caution is triggered -- the bleed air is switched off -- the fire extinguisher system is activated, if a fire warning is evident.



00 -- 112



EC 135 Training Manual General Warning Unit -- Adjustment



J1



J2



Top View



RTR 95 % RTR 106 % RTR 112 % N1 50%



For training and information only



July 2002



00 -- 113



EC 135 Training Manual General



LOW FUEL Warning



Audio Warnings



A LOW FUEL warning is triggered by a sensor in the respective supply chambers of the fuel tank. The warning informs the pilot that there is still a minimum of 16 kg fuel in the respective tank chamber available.



There are four kinds of audio warnings. They have different priority and some of them can be suppressed by the switch CDS AUDIO RES (located at the cyclic stick). But they recommence indicating with each new malfunction indication. The following exist in order of priority: -- Continuous tone The continuous tone has a frequency of approx. 2400 Hz and cannot be suppressed. This tone is only activated by the signal ROTOR RPM ≧ 112 %. -- Pulsed tone The pulsed tone has a frequency of approx. 600 Hz and is generated with a 5 Hz rhythm. Can be suppressed. The pulsed tone is activated when ROTOR RPM < 97% (P2/T2) or 95% (P1/T1). -- Gong The gong is generated every three seconds and can be suppressed. The gong is activated as soon as any warning light illuminates. In the case of ROTOR RPM only if the value of 106 % is exceeded. -- Warning bell Can be suppressed and is activated by fire warning. u NOTE



For training and information only



July 2002



When there is a rotor RPM warning simultaneously with a fire warning, the warning unit produces the acoustic warning signal for rotor RPM only.



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EC 135 Training Manual General



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



00 -- 115



EC 135 Training Manual General



Switch Unit General



DC Power Control Switches



A number of switches are arranged in the switch unit. They are provided for:



In the lower row of the switch unit the DC power control switches are installed. These are:



-- Engine control (upper row) -- DC power control (lower row)



-- Two switches (GEN I, GEN II) for generator control with the positions NORM--OFF--RESET -- One switch BAT MSTR to control the power supply from the battery and from an external power source with the positions ON--OFF--RESET.



Engine Control Switches For starting the engines two switches for each engine are provided: -- FADEC--switch (positions OFF--ON) To power the respective engine electronic system. -- ENGINE START SWITCH (positions OFF--IDLE--FLIGHT) For automatic engine start and FADEC controlled governing in ground idle or flight idle RPM.



u NOTE



The switch BAT MSTR must be in Position “ON”, even when the helicopter is supplied by an EPU.



To prevent inadvertant engine shut down, the engine start switches are protected by a manually operated safety guard (to be closed after engine start).



For training and information only



July 2002



00 -- 116



EC 135 Training Manual General Switch Unit Training Selector Switch with Safety Guard Start Switch ENG 1



FADEC Control Switch ENG 2



FADEC Control Switch ENG 1



Start Switch ENG 2



Safety Guard



Safety Guard



Control Switch Generator 1 Control Switch Generator 1



Control Switch Battery/Ext. Power



For training and information only



July 2002



00 -- 117



EC 135 Training Manual General



Overhead Console General The overhead console which is part of the electrical power system is installed in the center of the cabin roof. Busbars and circuit breakers supplying the electrical consumers are installed in the overhead console. Several systems are activated and/or controlled by switches in the overhead console.



Components The overhead console consists of four component brackets and the front panel containing the components and the busbars on the rear. The front panel consists of three parts with a background lightning and the labelling of the installed circuit breakers, switches and rheostats. -- Bus system 1 -- Bus system 2 -- Switch unit of the overhead panel



-- AC busbar 1 -- AC busbar 2 Consumers with low energy demand and vital consumers for emergency conditions are connected to the two ESSENTIAL busbars. Further DC power consumers are connected to the SHEDDING bus bars (not supplied when only the battery is available or in case of double generator failure). The overhead console is supplied with current by the PRIMARY busbars 1 and 2 or by the BATTERY busbar. The BATTERY busbar supplies the ESSENTIAL busbars 1 and 2. Further lines are lead from the electrical master box 1 and 2 to supply the SHEDDING busbars 1 and 2.



Bus Bars The following bus bars distribute the current to the individual consumers: -----



ESSENTIAL busbar 1 (PP10E) ESSENTIAL busbar 2 (PP20 E) SHEDDING busbar 1 (PP10S) SHEDDING busbar 2 (PP20S)



Additionally max. two bus bars/inverters can be installed for AC voltage (required for P&R SAS, weather radar, mechanical gyros...): For training and information only



July 2002



00 -- 118



EC 135 Training Manual General Overhead Console (Example)



Switch SHEDDING BUS Switch BUS TIE I Switch BUS TIE II Switch AC BUS SEL



AC BUS I



SHEDDING BUS II



SHEDDING BUS I



ESSENTIAL BUS II



ESSENTIAL BUS I



For training and information only



AC BUS II



July 2002



00 -- 119



EC 135 Training Manual General



Switch SHED BUS



Switch BUS TIE I / II



The Switch SHED BUS is a two position switch with the positions NORM--EMER. The NORM position is protected by a safety guard, which has to be opened before switching in the EMER position.



The switches BUS TIE I and BUS TIE II are three position toggle switches with the positions NORM--OFF--RESET. The switches are protected by a safety guard, which positions the switch in the NORM position. The following functions are provided:



-- NORM Both SHEDDING busbars are powered (the relays SBC1 and SBC2 are closed) when the electrical systems are supplied by a minimum of one generator or by an EPU. -- EMER This position is used in order to supply both SHEDDING busbars from the battery in case of double generator fail (the relays SBC1 and SBC2 are closed).



-- NORM Upon switching on the BAT MSTR, both bus tie contactors as well as the battery contactor close in order to connect the primary busbars and the battery busbar to each other. -- OFF The associated bus tie contactor opens/remains open in order to separate the two primary busbars. -- In order to reset fault messages and activated protective functions after a bus tie contactor had opened automatically by a system fault, the switch must be set to RESET before the contactor can be closed again by selecting the NORM position.



Switch AC Bus Select (if two inverters are installed) The switch AC BUS SELECT is a three position toggle switch with the positions NORM--INV 1--INV 2. In position NORM each inverter supplies it’s own bus bar. In case of inverter failure, the remaining inverter can be switched on in order to supply both bus bars.



For training and information only



July 2002



00 -- 120



EC 135 Training Manual General Overhead Console -- Switches and Controls (Example)



NORM O F



M A



F



X



EMER



For training and information only



July 2002



00 -- 121



EC 135 Training Manual General



Pitot--Static System General



Function



The pitot-static system picks up the dynamic and static pressure of the ambient air of the helicopter. A number of drain ports are provided to remove water from the lines. Electrical heating elements prevent the pitot and static pressure pickups from ice accumulation.



The static ports supply static pressure to the vertical speed indicator, altimeter and airspeed indicator. Ram-air pressure from the pitot tube and static pressure is supplied only to the airspeed indicator.



Components The system consists of: -------



With the static selector valve it is possible to select the pressure supply from ambient pressure to cabin pressure in case of polluted external static ports.



Pitot/Static Heating (Optional)



Pitot tube 2 Static ports Ambient pressure sensor Static selector valve (only pilot’s side) Hose lines Flight instruments



With the switch PITOT HEAT in the overhead panel the electrical heating for the pitot tube and the static ports can be switched on. There are two different versions for the indication in the cockpit: -- Version 1: A green advisory comes on in the CDS/CPDS if the heating is switched on. -- Version 2: A yellow caution appears in the respective field of the CDS/CPDS if the the heating is switched off.



Locations The pitot tube is located on the forward RH/LH side of the fuselage. The static ports are located one on each side of the fuselage below the equipment deck. The static selector valve is located on the right-hand side of the center part of the instrument panel.



For the dual pitot/static system two heating systems with two switches are installed.



The components are connected with hose lines. The pilot’s pitot-static-operated instruments are located on the right-hand side of the instrument panel.



For training and information only



July 2002



00 -- 122



EC 135 Training Manual General Pitot and Static Pressure System



Static Ports



Pitot Tube Copilot Pitot Tube Pilot



Vertical Speed Indicator Altimeter Air Speed Indicator



Static Selector Valve Ambient Pressure Port



Pitot Tube Pilot



Static Port Pilot Static Port Copilot



Drain Port Static Port Pilot Pitot Tube Copilot



Static Port Copilot



System for Copilot is optional



For training and information only



July 2002



00 -- 123



EC 135 Training Manual General



Handling of the EC 135 Lifting General The helicopter can be lifted with main rotor blades installed or removed. As a result the helicopter has different center of gravity positions. For lifting a hoisting device is necessary.



Procedure -- The hub cap must be removed. -- Carefully insert hoisting device with the stamp into the hub cap support on the rotor mast and attach with bolt. -- Secure the bolt with the safety pin. -- Carefully lift helicopter while observing balance. -- Avoid jerky movements under all circumstances. u NOTE



On early helicopter serial numbers the borehole in the support might be rotated to 45 and the tool can only be installed after the rotor blades have been removed.



u NOTE



Older hoisting device models might be limited to 2000 kg.



For training and information only



July 2002



00 -- 124



EC 135 Training Manual General Hoisting Device



Hoisting Device



Borehole for Bolt Hub Cap Support



Bolt



Safety Pin



Side View For training and information only



July 2002



00 -- 125



EC 135 Training Manual General



Jacking of the EC 135 General



Shoring



The helicopter can be jacked with four jacking brackets and four jacks.



General



Special Tools



The helicopter can be shored at the tail boom.



The following special tools are necessary:



Tools



-- Four jacking brackets -- Four jacks



-- Tail boom support



Procedure



Procedure -- The helicopter must be placed on a even and solid surface. In any case, the helicopter has to be grounded. -- The four jacking brackets must be attached to the fuselage landing gear fittings. -- The four jacks must be placed below the jacking brackets and the helicopter must be lifted evenly. Then the jacks must be locked and secured. u NOTE



-- Place the helicopter on a appropriate surface and on a ground with a ground cable. In any case the helicopter has to be grounded. -- Release the height adjustment lock of the tail boom support and retract the strut as required. -- Position the tail boom support behind the horizontal stabilizer and extend the strut until it touches the underside of the tail boom. Lock the strut using the height adjustment.



The jacks must be actuated evenly. Otherwise the helicopter may tilt and be damaged!



For training and information only



July 2002



00 -- 126



EC 135 Training Manual General Jacking and Shoring Jacking Bracket



Tail Boom Support



Jack



For training and information only



July 2002



00 -- 127



EC 135 Training Manual General



Weighing General



-- Determine individual weights of weighing bracket and of 2 jacking brackets. -- Attach 2 jacking brackets to the aft landing gear fittings. Attach weighing bracket in the center of the front cross tube. Position one jack each with installed force measuring device below the jacking brackets and below the weighing bracket. -- Jack helicopter. -- Apply spirit level or clinometer on cabin floor and level helicopter in horizontal position.



After completion of the leveling and dimensional check the helicopter must be weighed.



Tools The following tools are necessary for weighing: -------



Two jacking brackets One weighing bracket Three jacks Weighing device Spirit level Clinometer



u NOTE



Procedure -- The helicopter must be placed on a even and solid surface in a closed draft-free hangar. -- Remove ground handling wheels from helicopter. -- Establish empty weight condition of helicopter in accordance with Flight Manual (FLM). -- If installed optional equipment according to Equipment List (EL) is weighed with the helicopter, ensure that the equipment status is recorded at the time of weighing. -- Ensure that prescribed filling quantities for lubricants and hydraulic fluid are observed. Defuel helicopter using its own fuel pumps. After defueling appr. 9.45 l (2.5 gal U.S.) equiv. 7.6 kg (16.7 lb) of non-consumable residual fuel remains in the fuel tanks. For training and information only



July 2002



If weighing is performed with electronic force measuring devices, more exact measuring results are obtained by means of several weighing procedures. Between the weighing procedures the force measuring devices are to be interchanged in the counterclockwise direction. The final result of the weighing procedure is the mean value measured at the respective weighing point.



-- Read measuring values on the force measuring devices and record the weighing result in the weighing report (Form 204). Calculate net values and moments.



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EC 135 Training Manual General



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



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EC 135 Training Manual General



Leveling General The helicopter is leveled and dimensions are checked in accordance with specified procedure. This is to verify all design dimensions. The leveling data sheet must be kept in the historical record for future reference. This procedure must be repeated after major modifications or repairs after hard landings.



Procedure The following activities must be performed: ---------



Ground the helicopter. Remove external equipment if installed. Defuel the helicopter. The helicopter must be placed on a even and solid surface in a closed draft-free hangar. Level the helicopter. Check the horizontal and vertical measering points. Check the angles. Record all measuring results in the leveling record.



For training and information only



July 2002



00 -- 130



EC 135 Training Manual General Measuring Points 1



X 1766



Y



0



Z



--



2



X 5656



Y



0



Z



--



3



X



Y



0



Z 2800



4



X 3940



Y



--



Z 2350



5



X 3940



Y



--



Z 2350



6



X 5400



Y



--



Z 2350



7



X 5400



Y



--



Z 2350



8



X 2160



Y



--



Z 1400



9



X 2160



Y



--



Z 1400



10



X



--



Y 1200



Z 2632



11



X



--



Y -1200



Z 2632



--



For training and information only



July 2002



00 -- 131



EC 135 Training Manual General



Towing and Pushing General



Pushing



The EC 135 can be moved on ground by towing or pushing by manpower.



For pushing the helicopter there are the following pushing points in the fuselage area: -----



Tools -- Two transportation wheels -- Towing bar



Procedure -- Install the two transportation wheels on the skid tubes and lift the helicopter. -- Push the towing bar on LH and RH side on the skid tubes and lock it by use of the fixing bolt. u NOTE



Fenestron fairing, foreward and integrated control handles. LH and RH side shell below the engine deck LH and RH cabin structure Landing gear cross tube.



For pushing, the towing bar is not necessary.



For towing the helicopter at least one guide and one person stabilizing the rear structure must be available.



For training and information only



July 2002



00 -- 132



EC 135 Training Manual General Transportation Wheel and Towing BAR



Bolt Pushing Points Hydraulic Jack Hydraulic Jack Lever



Transportation Wheel



Skid Tube Fixing Bolt Towing Bar For training and information only



July 2002



00 -- 133



EC 135 Training Manual General



Parking and Mooring General



Procedure -- All the electrical equipment has to be switched off. -- The helicopter must be grounded at the ground connection with the ground cable. -- Then all doors, windows and access doors must be closed.



To protect the helicopter from environmental influence, it has to be covered and tied down depending on weather conditions. With the helicopter parked outdoors, it is recommended to moore the helicopter to the ground and secure the rotor blades by tie-downs.



Short-Time Covers All short-time covers are stowed in a storage sack, which should be carried on the helicopter during flights.



u NOTE



The engine outlets may be hot!



u NOTE



Attach the short-time covers with the notice REMOVE BEFORE FLIGHT so that the notice flag is clearly visible outside.



The following short-time covers are available: ---------



Short-time cover Fenestron Short-time covers engine outlet Short-time covers, NACA inlet Short-time covers, pitot tube Short-time cover, front windows Short-time cover, NACA inlet roof Short-time covers, engine inlet Short-time cover, NACA inlet cowling



For training and information only



-- The main rotor is tied down with a lashbag to the tail boom. -- The main rotor has to be turned in direction of rotation until one of the blades is aligned with the tail boom. -- The lashbag must be fitted over the end of the blade and secured to the tail boom by wrapping the attached belt and sack one full turn around the tail boom. u NOTE



July 2002



Turn the main rotor only in direction of rotation.



00 -- 134



EC 135 Training Manual General Covers Main Rotor



Direction of main rotor rotation



NACA Inlet



Fenestron Engine Inlet NACA Inlet



Engine Outlet



Ground Connection Transport Sack Front Windows



Pitot Tube



For training and information only



July 2002



00 -- 135



EC 135 Training Manual Lifting System



Lifting System



For training and information only



July 2002



01 -- 1



EC 135 Training Manual Lifting System



Table of Contents General Description of the Lifting System . . . . . . . . . . . . . . . Main Rotor Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driveshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LH and RH Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Rotor Output Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN Oil Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . XMSN Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN High Oil Temperature Caution . . . . . . . . . . . . . . . . . . . . XMSN Oil Chip Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN Low Oil Pressure Caution/Warning . . . . . . . . . . . . . . . Oil Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Rotor Hub Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mast Moment Measuring System . . . . . . . . . . . . . . . . . . . . . . . Rotor Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotor Brake Indication System . . . . . . . . . . . . . . . . . . . . . . . . . Main Transmission Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARIS Anti Resonance Isolation System . . . . . . . . . . . . . . . . . . Oscillation Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotor Blade Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



4 6 6 8 10 12 14 18 20 20 20 20 22 24 28 30 32 34 38 40 42 46 52 54 56 68



For training and information only



July 2002



01 -- 2



EC 135 Training Manual Lifting System



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



01 -- 3



EC 135 Training Manual Lifting System



General Description of the Lifting System General



Rotor Brake System



The lifting system of the EC 135 is located in the transmission compartment on top of the cabin roof, within the center-of-gravity area. Its main components are:



The rotor brake system permits stopping of the main-- and tail rotor, after the engines have been shut down.



-----



Main rotor drive Rotor brake system Main rotor system Monitoring system



It mainly consists of: ------



Main Rotor Drive The main rotor drive system transmits power from both engines to the main-- and tail rotor as well as to two cooling fans and two hydraulic pumps. It consists of: -- 2 driveshafts -- Main transmission -- Main transmission mounts



For training and information only



A cockpit mounted brake lever Flexball cable Brake cylinder Brake caliper Brake disk



Main Rotor System The main rotor system generates the lift and thrust of the helicopter. In conjunction with the tail rotor system, it provides directional control of the helicopter in flight. Driving forces and control inputs are transferred to the rotating main rotor through the system components.



Monitoring System For the important parameters (e.g. rotor RPM, oil pressure and oil temperature) several sensors are installed. The signals are transferred to the cockpit in order to trigger warnings and supply the indicating instruments.



July 2002



01 -- 4



EC 135 Training Manual Lifting System Lifting System -- General Arrangement



Main Rotor System



Swash Plate Main Transmission



RH Driveshaft



Rotor Brake Main Transmission Mounts



Tail Rotor Drive LH Driveshaft



For training and information only



July 2002



01 -- 5



EC 135 Training Manual Lifting System



Main Rotor Drive General



Driveshafts



The main rotor drive transmits power from both the engines to the main and tail rotors and the auxiliary units. Additionally it is a structural component of the helicopter and also transmits all static and dynamic loads between the main rotor system and the fuselage.



General



Components Main Rotor Drive The main rotor drive consists of the following: ------



2 driveshafts Main transmission Main transmission mounts Main rotor drive monitoring system Rotor brake system



For training and information only



Two driveshafts connect the engines to the freewheeling units of the main transmission. They transmit the power of the engines to the main transmission. In addition, they correct for any variations in length or misalignment between the engine outputs and the main transmission inputs. For this purpose two flexible couplings are attached to each end. Two different versions (type Bendix or Kaflex) are available.



July 2002



01 -- 6



EC 135 Training Manual Lifting System Engine Drive Shaft Side View Flange



Flexible Coupling Flange Flexible Coupling



Flexible Coupling Shaft Tube



Type Kaflex



For training and information only



Type Bendix



July 2002



01 -- 7



EC 135 Training Manual Lifting System



Main Transmission General



Leading Particulars



The main transmission transfers the power from both engines to the main rotor system, tail rotor and the auxiliary units. All mounting points, attachment fittings and oil lines are integral with the transmission casing. Two freewheel units incorporated in the input drives allow power to be transmitted only from the engines to the main transmission.



Weight



approx. 143.5 kg



Gear reduction



Main rotor



14.923



Tail rotor



1.183



Drive



5898 RPM



Main rotor



395 RPM



Tail rotor output



4986 RPM



Speed



Components The main transmission is of modular design. It mainly consists of: ------



LH and RH input drives Tail rotor drive Main gearbox Lubrication and cooling system LH and RH accessory drives



For training and information only



Oil quantity



approx. 8.0 l



Oil type



O--156; MIL--L--23699C



Material



Aluminium alloy



July 2002



01 -- 8



EC 135 Training Manual Lifting System Main Transmission -- Modules LH Hydraulic Pump Drive



LH Fan Gearbox RH Hydraulic Pump Drive



Main Gearbox



RH Fan Gearbox



FWD



LH Input Drive Tail Rotor Drive



RH Input Drive For training and information only



July 2002



01 -- 9



EC 135 Training Manual Lifting System



LH and RH Drives Assembly



Freewheel Unit



The drive consists of:



The engines drive the input drive shafts in clockwise direction. In this direction, the freewheel clutches are interlocking the driving and driven parts.



------



Freewheel shaft Freewheel unit Cover shaft with seal Ball bearing and roller bearing Drive pinion



The freewheel clutches are effective in the following situations:



Function The driveshaft connecting the engine to the main transmission is attached to the triangular flange of the free wheel shaft. The bevel gear of the drive pinion meshes with the bevel gear of the intermediate shaft. The correct gear mesh (gear backlash and gear tooth pattern) is ensured by placing a shim of the appropriate thickness between the ball bearing and transmission casing. The shaft seal in the cover seals off the rotating freewheel shaft at its outboards end.



For training and information only



July 2002



-- Starting the engines: Only one turbine drives initially and the freewheel clutch to the other drive is overrun. It will lock if both engines are running at the same RPM. -- One engine becomes inoperative: Its freeweel clutch is overrun and prevents the engine from being driven by the main transmission. -- Both engines become inoperative: Both freewheel clutches are overrun and the main rotor can turn without any additional friction from the engine (autorotation).



01 -- 10



EC 135 Training Manual Lifting System Freewheel Assembly



Drive Pinion



Seal Bearing Freewheel Unit Housing



Engine Shaft, Driving Part



Bearing



Clutch under Load



Engine Shaft Stopped



Clutch Free



Gearbox Drive Pinion, Driven Part Sense of Rotation



Gearbox Drive Pinion, decoupled from Engine Shaft For training and information only



July 2002



01 -- 11



EC 135 Training Manual Lifting System



Tail Rotor Output Drive General The tail rotor output drive consists of: -----



Connecting pad Cover with shaft seal Pinion Ball bearing



Assembly The connecting pad provides the attachment point for the rotor brake disc adapter and the tail rotor driveshaft. The pinion bevel gear meshes with bevel gear of the pinion shaft. The correct gear mesh (gear backlash and gear tooth pattern) is ensured by placing a shim of the appropriate thickness between the ball bearing on the pinion and transmission casing.The shaft seal in the cover seals off the rotating connecting pad at its outboard end.



For training and information only



July 2002



01 -- 12



EC 135 Training Manual Lifting System Tail Rotor Output Drive



Pinion O--Ring Shaft Seal Cover Spacer Connecting Flange



O--Ring Screw



For training and information only



July 2002



01 -- 13



EC 135 Training Manual Lifting System



Main Gearbox Power Flow



Gearbox



The engines drive both input drives of the main transmission. The input drive bevel gears mesh with the bevel gears of both intermediate shafts.



The following assemblies are installed in the gearbox for the purpose of transmitting power and reducing speed: -- Two intermediate shafts each with an integral bevel gear, a spur gear for driving the collector shaft, a larger spur gear located below the bevel gear for driving the intermediate spur gear, and a spline for driving the oil pump. -- A collector shaft with an integral spur gear which drives the pinion shaft of the tail rotor. -- A pinion shaft with integral spur gear and bevel gear for driving the tail rotor output drive.



An input shaft connects each intermediate shaft to its respective oil pump through a spline connection. The spur gears of the intermediate shafts drive the collector shaft, in which the main rotor hub--shaft is splined to the inside. Through its integral spur gear, the collector shaft drives the pinion shaft. The bevel gear of the pinion shaft meshes with the bevel gear of the tail rotor output drive. The large spur gear on each intermediate shaft drives an idler gear. The idler gears in turn mesh with the spur gears of driveshafts and drive both fan gearboxes. The hydraulic pump drives, which are splined to these driveshafts, rotate at the same speed. The bevel gears of driveshafts mesh with the output pinion gears. The flange-mounted fans are positively splined to the output pinion gears and rotate at the same speed.



For training and information only



The main rotor shaft is splined to the inside of the collector shaft and is held in position by a mast nut. Mounted on the upper casing of the gearbox is a support tube which surrounds part of the main rotor shaft. The support tube provides the sliding surface for the up and down motion of the swash plate.



July 2002



01 -- 14



EC 135 Training Manual Lifting System Main Gearbox -- Geartrain and RPM (at 100%)



Collector Shaft and Main Rotor Hub Shaft 395 RPM



Cooling Fan 1 Drive 12666 RPM Hydraulic Pump 1 Drive 5146 RPM



Hydraulic Pump 2 Drive 5146 RPM



Intermediate Shaft 1 and Oil Pump 1 Drive 1696 RPM



Cooling Fan 2 Drive 12666 RPM



LH Input Drive 5898 RPM



Tail Rotor Output Drive 4986 RPM



For training and information only



Intermediate Shaft 2 1696 RPM



RH Input Drive 5898 RPM



Oil Pump July 2002



01 -- 15



EC 135 Training Manual Lifting System Main Gearbox, Lateral Cut, View in Flight Direction Main Rotor Hub Shaft Sliding Sleeve Collector Shaft Intermediate Shaft



Intermediate Shaft



Oil Pump



Oil Pump For training and information only



July 2002



01 -- 16



EC 135 Training Manual Lifting System Main Gearbox, Longitudinal Cut



Inner Seal Ring Seal Upper Bearing Outer Race



Sliding Sleeve



Upper Bearing Inner Race Upper Roller Bearing



Spacer Tube Collector Shaft



Lower Ball Bearing Tail Rotor Output Drive



Lower Roller Bearing Hub Shaft Nut Hub Shaft Nut Locking Device For training and information only



Cover July 2002



01 -- 17



EC 135 Training Manual Lifting System



Lubrication System General



Oil Filter



The main transmission is provided with a wet sump oil system for lubrication and cooling. Because of redundancy, the lubrication system comprises two oil pumps located in the lower casing of the gearbox. The main components of the system are:



An oil filter located in the central oil passage separates the contaminants from the oil. The housing of the oil filter is fitted with a bypass valve (np 3.5 bar) and a mechanical filter contamination indicator (np 2.1 bar). If the filter becomes clogged, the oil will be rerouted through the bypass valve thereby maintaining the proper supply of oil to the system.



------



Filler neck Oil filter Spray tubes LH and RH oil pumps Oil sight glass



Oil is added to the system via the filler neck. The oil level is indicated by the oil sight glass. Oil is drained off through a valve which houses the magnetic plug.



Oil Pumps The main transmission is provided with a redundant lubrication system comprising two oil pumps located in the lower casing of the gearbox. These pumps are driven by the intermediate shafts through interconnected driveshafts. The oil pumps draw oil from the oil sump and convey it through a central oil passage. If either pump should fail, the remaining pump is able to convey enough oil to meet system demands. Failure of an oil pump is detected by a low-pressure switch and is visually indicated in the cockpit. In the central oil passage, an oil temperature transmitter measures the oil temperature and an oil temperature switch monitors the max. permissible oil temperature. The associated indicators are located in the cockpit.



For training and information only



An oil pressure transducer measures the oil pressure in the central oil passage. Visual indication of the pressure is provided in the cockpit. The oil is conveyed to both oil coolers and from there to the lubricating points through the integral oil passages in the casing. Installed at these lubricating points and accessible from the outside are spray tubes which provide for optimum lubrication of the components.



Oil Cooler The oil coolers are mounted to the RH and LH side of the main transmission. They are split into two sections. The smaller section of each cooler, which is connected directly to the main transmission, serves for cooling the main transmission oil (50% each side). For this, ambient air is drawn by the cooling fans and forced through the oil coolers via air ducts. From there the air is directed overboard via outlet ducts (See also chapter “Power Plant”, Oil Cooling System).



July 2002



01 -- 18



EC 135 Training Manual Lifting System Main Transmission -- Oil System Pop Out Indicator



Oil Filter with By-pass Valve



Oil Pressure Transducer Temperature Switch (Triggering at approx. 115 °C) XMSN OIL T CDS/CPDS Caution



Oil Cooler



Bearings



Temperature Transducer



Pressure Switch XMSN OIL P CDS/CPDS Caution



XMSN OIL P Warning Unit



Oil Tank Check Valves Pressure Switch XMSN OIL P CDS/CPDS Caution



Oil Pumps with By-Pass Valve (opens at approx. 8 bar)



Magnetic Chip Detector and Drain Valve XMSN CHIP CDS/CPDS Caution Supply Scavenge



For training and information only



July 2002



01 -- 19



EC 135 Training Manual Lifting System



XMSN Oil Temperature Indication



XMSN Oil Chip Caution



General



General



The oil temperature of the main gearbox is measured by a transducer mounted to the gearbox at the oil filter housing. The temperature is indicated in the cockpit on the oil temperature and pressure unit or on the VEMD in °C.



For the detection of magnetic chips in the oil system, a chip detector is fitted in the common suction line of both oil pumps. It is installed by a bayonet connection in the XMSN oil drain plug (a check valve closes when the chip detector is removed). Accumulation of particles bridge a contact gap of the detector magnet and close the circuit to the CDS/CPDS.



XMSN Oil Pressure Indication



The indication at the MISC CAUTION display will be:



General The oil pressure is measured by a transducer mounted to the gearbox in the central oil passage. The pressure is indicated in the cockpit on the oil temperature and pressure unit in bar. Minimum Continuous operation



-- XMSN CHIP



0.5 bar 0.5 to 7.8 bar



XMSN High Oil Temperature Caution General The oil temperature caution caption is triggered by an oil temperature switch installed at the main transmission oil filter housing. The switch closes the circuit to the CDS/CPDS at a temperature of approx. 115 ûC. The indication at the MISC CAUTION display will be: -- XMSN OIL T



For training and information only



July 2002



01 -- 20



EC 135 Training Manual Lifting System Main Transmission -- Monitoring



FWD



Main Transmission



Oil Pressure Transducer Oil Temperature Switch Oil Temperature Transducer



Speed Pickup for Rotor RPM Indication and Warning



Chip Detector



For training and information only



July 2002



01 -- 21



EC 135 Training Manual Lifting System



XMSN Low Oil Pressure Caution/Warning General To warn the pilot in case of low oil pressure in each of the XMSN lubrication systems two pressure switches are installed downstream of the oil pumps. The switches are installed at the lower front side of the main transmission.



Low Oil Pressure Caution Each oil pressure switch closes when the pressure at the associated pump outlet is below 0.5 bar. The associated indication are as follows: -- XMSN OIL P Caution SYS I or II on CDS/CPDS



Low Oil Pressure Warning In case of low oil pressure in both XMSN lubrication systems (both pump outlet pressure switches sense a pressure below 0.5 bar) a low pressure warning will be sent additionally to the CDS/CPDS caution captions. The associated indications are as follows: -- XMSN OIL P Caution SYS I and II on CDS/CPDS -- XMSN OIL P Warning on the warning unit -- Gong in the headset with 3 seconds intervals



For training and information only



July 2002



01 -- 22



EC 135 Training Manual Lifting System Main Transmission -- Oil Pressure Switches



Oil Pressure Switch SYS II Oil Pressure Switch SYS I



For training and information only



July 2002



01 -- 23



EC 135 Training Manual Lifting System



Oil Distribution System General The distribution system delivers oil to all bearings and gears in the main gearbox as well as to the accessory drives and the freewheel clutches. The system mainly consists of bores in the gearbox housing and spray nozzles, screwed into the gearbox housing. After lubricating the gears and bearings, the oil flows into the oil sump in the lower housing by gravity.



For training and information only



July 2002



01 -- 24



EC 135 Training Manual Lifting System Main Transmission -- Components of Lubrication System



Contamination Indicator Oil Filter FWD



Filler Neck



Spray Tubes Spray Tubes



Oil Cooler Spray Tubes



LH Oil Pump



Sight Glass For training and information only



RH Oil Pump July 2002



01 -- 25



EC 135 Training Manual Lifting System



Main Transmission Oil Service The following oil type is approved for the main transmission: -- MIL--L--23699 The oil quantity is approx. 8.0 liter.



Oil Level Sight Glass The main transmission oil level can be checked by a sight glass, located at the RH rear side of the main transmission. The “MAX” and “MIN” marks indicate an oil level of approx. 9, resp. 7 liters.



For training and information only



July 2002



01 -- 26



EC 135 Training Manual Lifting System Main Transmission -- Oil Service Oil Level Sight Glass



FWD



MAX



Cap



MIN



O--Ring Filler Neck



FWD



Chip Detector Electric Plug



Adaptor for Oil Drain Hose For training and information only



July 2002



01 -- 27



EC 135 Training Manual Lifting System



Fan Drive General A fan drive gearbox consists of: ------



Gearbox housing Idler gear with ball bearing Driveshaft with bevel gear and bearings Output pinion gear with ball bearings Cover with shaft seal



Configuration and Function The intermediate shaft of the main gearbox drives the idler gear and the driveshaft of the fan gearbox. The driveshaft is splined to the hydraulic pump. A cover fitted with shaft seals off the driveshaft at its upper end where the hydraulic pump is connected. The bevel gear of the driveshaft drives the output pinion gear of the fan, which is running in an oil bath.



For training and information only



July 2002



01 -- 28



EC 135 Training Manual Lifting System Fan Gearbox



Flange for Hydraulic Pump



Driving Wheel



Flange for Fan Housing



Idler Wheel



For training and information only



July 2002



01 -- 29



EC 135 Training Manual Lifting System



Oil Cooling System General



Oil Cooler



Both engines as well as the main transmission of the helicopter are equipped with internal, independent oil circuits. These ensure permanent lubrication and cooling of highly stressed components under all operating conditions. To keep the oil temperature within limits, a oil cooling system is installed in the helicopter.



The oil coolers are mounted to the RH and LH side of the main transmission. They are split into two sections. The smaller section of each cooler, which is connected to the main transmission by bushings directly, serves for cooling the main transmission oil (50% each side).



Independant cooling circuits are availble for the: -- LH Engine -- RH Engine -- Main Transmission



The larger section of each cooler is connected to the associated engine by oil hoses. This section serves for cooling the engine oil.



Cooling Air Flow Ambient air which enters the air intakes is drawn by the cooling fans and forced through the oil coolers via the inlet air ducts. From there the air is directed overboard by the outlet ducts.



Components The oil cooling system consists of the following: -------



2 cooling fans 2 inlet airducts 2 outlet airducts 2 dual section oil coolers (engine / main transmission) 2 thermal controlled bypass valves in the engine circuits several hoses and connectors



Cooling Fans The cooling fans are mounted on the front side of the main transmission RH and LH. They are driven by the main transmission geartrain (12665 RPM at 100%).



For training and information only



July 2002



01 -- 30



EC 135 Training Manual Lifting System Oil Cooling System -- General Arrangement



FWD



To/from Main Transmission Fan Drive



Outlet Duct



Cooling Fan



Oil Cooler



Inspection Door Inlet Duct



For training and information only



July 2002



To/from Engine



01 -- 31



EC 135 Training Manual Lifting System



Main Rotor Hub Shaft General



Bonding Jumper



The main rotor hub shaft transmits the driving moment to the main rotor blades which are connected to the hub. In doing so, it also performs the function of a rotor head.



Four bonding jumpers are screwed onto the hub cap support with one end and to bonding studs at the rotor blades. This allows static discharge of the rotorblades.



The main rotor hub shaft assembly consists of the following components:



Hub Cap Support



-- Rotor hub shaft with integral flanges -- Hub cap support -- Rotor hub cap



The helicopter can be lifted by a hoisting device attached to the hub cap support.



Configuration The main rotor hub shaft, which is hollow and is formed with two hub flanges at its upper end, is a one-piece forging made of steel alloy. The hub flanges provide for the attachment and securement of the main rotor blades. Formed 180° apart on the shaft are connectors which provide a mounting for the rotating scissor clamps. On the lower end of the shaft are the seating surfaces for the mast bearings and the mast spline which meshes with the main transmission. The upper hub flange is marked with the numbers 1 thru 4 at the blade attachment areas, with the numbers ascending in the clockwise direction. This identification is important for relating the blade attachment areas to their respective blades.



For training and information only



The hub cap support, which is manufactured from aluminum alloy, is attached by screws to the upper hub flange of the main rotor hub shaft, and seals off the open end of the hub shaft.



Rotor Hub Cap For aerodynamic reasons a rotor hub cap is installed. It is a composite construction which can be delivered in two different types. There are two different hub cap supports possible: -- standard rotor hub cap -- quick-removable rotor hub cap for blade folding system (optional) Attachment to their respective hub cap supports is by screws in the case of the standard hub cap and by bayonet connections and safety screws in the case of the quick-removable hub cap.



July 2002



01 -- 32



EC 135 Training Manual Lifting System Main Rotor Hub Shaft



Standard Rotor Hub Cap Standard Hub Cap Support Bonding Jumper Upper Flange



Teflon Covered Bushings



Lower Flange



Cap Connectors for Levers. Two off, 180° apart



Rotor Hub Shaft



Upper Hub Shaft Bearing Seating Spline



Thread for Shaft Mounting Nut For training and information only



July 2002



01 -- 33



EC 135 Training Manual Lifting System



Mast Moment Measuring System General



Mast Moment Indication CPDS



The mast moment indication system is used to measure and indicate any bending moments, which occur on the rotor mast.



The mast moment indication in the VEMD consists of a white marking with different ranges. The following ranges are allocated to single colors:



The system mainly consists of: ------



Strain gauge bridge Sensor amplifier Induction transmitter (stator and rotor) Signal processing unit Indication in the CDS/CPDS



Normal range



up to 50%



no color



Caution range



50% to 66%



yellow



Maximum



> 66%



red



u NOTE



50% equal 9500 Nm bending moment.



Function



Mast Moment Indication CDS



The signal processing unit (SPU) produces a certain frequency which is supplied to the strain gauge bridges, bonded into the rotor mast, via the stator and rotor of the induction transmitter and the sensor amplifier unit (SAU). Due to shaft bending, the resistance of the strain gauge bridge changes thus modulating the frequency. The modulated signal is transmitted back via the induction transmitter. The signal processing unit generates a voltage signal proportional to the bending moment. This voltage signal is sent to the CDS/CPDS for mast moment indication.



The CDS mounted mast moment indicator consists of a green, a yellow and a red bar and an additional red “limit light”.



u NOTE



The signal processing unit can be installed under the gearbox deck or above the avionics rack in the rear of the H/C.



For training and information only



Normal range



up to 50%



green



Caution range



50% to 78%



yellow



Maximum



78% to 100%



red



When the mast moment exceeds 63.15% and is below 77.80%, the red limit light flashes at approx. 3 flashes/second. When the mast moment is reduced to less than 63.15%, the limit light extinguishes. When the mast moment exceeds 77.80%, the limit light is turned on continuously. It remains on until a CDS cold start occurs. The actual cumulated counter value is stored in 200 ms periods in the CDS memory and can be displayed in the advisory display by turning the rotary knob to the “M” position. (Example: 0017 = 17 x 200ms = 3.5s)



July 2002



01 -- 34



EC 135 Training Manual Lifting System Mast Moment Measuring System PP 20E



Circuit Breaker MAST MM



Coupling Rotor--Stator Signal Amplifier Unit



Signal Processing Unit



MMEX XXXX



Cumulated Counter Value Green, Yellow, Red Bars and Limit Light Strain Gauge Bridge



Mast Moment Indication VEMD For training and information only



July 2002



01 -- 35



EC 135 Training Manual Lifting System



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



01 -- 36



EC 135 Training Manual Lifting System Mast Moment Measuring System



Sensor Amplifier Unit



Strain Gauge Bridge (bonded into the mast)



Rotor



Stator



Lower Gearbox Cover



Signal Processing Unit



For training and information only



July 2002



01 -- 37



EC 135 Training Manual Lifting System



Rotor Brake System General



Function



The hydro-mechanical rotor brake system enables the main and tail rotors to be brought to a standstill, and locks them against further rotation for a limited period of time. With the brake lever applied and locked, the hydraulic pressure in the rotor brake system will be maintained for a longer period of time before slowly dissipating. An electrical switch lights up a caption in the cockpit indicating system that the rotor brake has been engaged.



The rotor brake is actuated by a brake lever. Before it can be operated, the brake lever must be released from its detent by actuating a locking pawl which allows the brake lever to be pulled downward until it engages. The maximum force is limited by the damper spring after the brake lever has reached the mechanical end stop. To release the brake lever, the locking pawl on the brake lever must be pressed.



u NOTE



The rotor brake may only be operated under the following conditions: -- the engines have been shut down, -- the rotor speed is down to 50 % of its nominal speed -- OAT > --30 _C



u NOTE



The fluid reservoir must be filled with brake fluid DOT--4 only.



System Components The rotor brake system mainly consists of: --------



Brake lever (located in the cockpit) Bowdenflex cable Damper (force limiter spring) Brake cylinder with fluid reservoir Brake caliper Brake disk Micro switch for CDS/CPDS caution ROTOR BRK



For training and information only



July 2002



01 -- 38



EC 135 Training Manual Lifting System Rotor Brake System Reservoir for Brake Fluid



Hydraulic Hose



Brake Support



Brake Caliper



Bowdenflex Cable



Brake Disk



Brake Cylinder Lever



Damper Micro Switch



Tail Rotor Drive Shaft



Brake Lever For training and information only



July 2002



01 -- 39



EC 135 Training Manual Lifting System



Rotor Brake Indication System General The rotor brake indicating system indicates an engaged rotor brake. For this a microswitch is installed at the brake caliper mounting slideway. The slideway itself is installed in the rotor brake support in a way that it can move laterally against a spring by approx. 1 mm. If the rotor brake is engaged and the brake disk starts turning, the brake caliper will move together with the slideway against the spring and depress the microswitch. The indication at the CDS/CPDS MISC caution display will be: -- ROTOR BRK u NOTE



With an engaged rotor brake and a stillstanding rotor, the indication may be on because of manufacturing tolerances and has to be checked. It has to come on in the moment the rotor starts turning and the brake is engaged.



For training and information only



July 2002



01 -- 40



EC 135 Training Manual Lifting System Rotor Brake Indication System



Rotor Brake Support



Slide Bolt



Slide



Micro Switch Brake Caliper



SYSTEM I



MISC



SYSTEM II



ROTOR BRK



Break Support Micro Switch Top View For training and information only



July 2002



01 -- 41



EC 135 Training Manual Lifting System



Main Transmission Mounts General The main transmission is attached to the airframe by four ARIS (Anti Resonance Isolation System) Dampers, one side load strut (Y--Strut) and two torque struts. The components of the main transmission mounting serve to transmit the main rotor forces and moments into the helicopter airframe.



Gearbox Struts One (titanium) side load strut (Y--strut) carries all forces in lateral (Y) direction. The side load strut is attached to the airframe via a combined torque/Y--load bracket on the LH side of the transmission deck. On the inner side, the strut is attached to the main transmission by means of a bracket and screws. Two aluminum or titanium torque struts carry the main rotor reaction torque and all forces created by the main rotor system in longitudinal (X) direction. The torque struts are attached to the airframe and to the main transmission by bolts via spherical bearings. In case of a torque strut failure the emergency stop keeps the gear box in the position in order to prevent a total failure of the ARIS mounts.



For training and information only



July 2002



01 -- 42



EC 135 Training Manual Lifting System Main Gearbox -- Attachment



FWD



Vibration Isolator ARIS (Z Axis) Emergency Stop



Torque Strut (X Axis) Emergency Stop Side Load Strut (Y--Axis) For training and information only



July 2002



01 -- 43



EC 135 Training Manual Lifting System



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



01 -- 44



EC 135 Training Manual Lifting System Gearbox Struts



Main Gear Box



Gearbox Cover



Side Load Strut Bushing Bushing



Bolt



Torque Strut Bushing



Bracket on the Transmission Deck



For training and information only



July 2002



01 -- 45



EC 135 Training Manual Lifting System



ARIS Anti Resonance Isolation System Principle In order to isolate a vibration between the rotor system and the aircraft fuselage the principle of the spring/mass damper is used. The spring rate, the force transmitting unit and the mass weight have to be defined in such a way the main rotor frequency induces the anti resonance oscillation in the spring/mass system. Thus the H/C rotor system and the damping mass vibrate with the same frequency, only with 180° phase shifted. Therefore the forces generated by the rotor system in downward direction are compensated by the forces created by the damping mass in upward direction and vice versa. This system is only effective in the vertical axis (z--direction) and towards the adjusted frequency.



For training and information only



July 2002



01 -- 46



EC 135 Training Manual Lifting System Principle of Passive Anti--Resonance Vibration Isolation Vibration of transmission caused by rotational forces on the rotor system Oszillations of the mass damper Rotor induced forces



Fuselage forces



No forces



Equal forces acting in opposite directions



No forces



Equal forces acting in opposite directions



No forces



Fuselage vibrations



For training and information only



July 2002



01 -- 47



EC 135 Training Manual Lifting System



General The system consists of 4 uniaxial hydro-mechanical vibration isolaters. They carry all weight and lifting forces transmitted by the main transmission. They are attached to the airframe by 4 bolts each and to the main transmission by a special spherical bearing and one bolt each. For “fail safe” purposes an emergency stop is mounted around each damper. The purpose of the system is to reduce the loads and vibrations generated by the main rotor to the helicopter fuselage.



Function The vibrations generated by the main rotor cause periodic movements of the main transmission relative to the fuselage which in turn causes axial movement of the primary bellows. In response to the travel of the primary bellows, the secondary bellows produces a longer stroke as determined by the ratio of their respective cross-section areas. The resultant inertia forces (force generator) cause the pressure of the glycol solution in the vibration isolator to fluctuate. The spring and pressure forces on the isolator attachment point on the fuselage overlap each other. At the anti-resonance frequency, this results in the forces transmitted to the fuselage being cancelled and consequently the vibrations being reduced.



At the upper end of the secondary bellows is a mass jacket to which is attached a pendulum rod which acts as a guide for the mass and also accomodates the additional weights. A pre-loaded compression spring together with the secondary bellows produce an operating pressure within the self-contained unit of approx. 6 to 7 bar, thereby ensuring the functional integrity of the vibration isolator for all operating conditions. The emergency stop which is formed in the shape of a cylindrical pot and fits over the corrugated portion of the primary bellows is attached to the transmission deck of the fuselage by screws. If the primary bellows of the vibration isolator should fail, the transmission will be supported either by the fixed stop ring or the detachable emergency stop rings on the emergency stop. u NOTE



Earlier versions are equipped with a combination of 6 aluminium / steel weights used for fine tuning. In newer versions the pendulum rods are empty and the mass jacket weight is higher. These versions don’t require an adjustment.



The primary bellows are provided with an adapter at the bottom end for connecting them to the fuselage, while at the top end they are formed with a forked lug for connecting them to the main transmission. The forked lug is fitted with bushings. Above the bellows section, the primary bellows are formed with an integral ring above which is an annular groove which accomodates a split emergency stop ring.



For training and information only



July 2002



01 -- 48



EC 135 Training Manual Lifting System ARIS -- Vibration Isolators Filling and Bleed Port (Manufacturer only)



Emergency Stop Ring (Splitted) Emergency Stop



Vertical Movement of Mass/Spring Unit



Water/Glycol Solution Secondary Bellows



Pendulum with Tuning Mass (6 off)



Mass Jacket



Bearing Cage with Bearings Primary Bellows Compression Spring



Vibration Isolator



Locking Screw



For training and information only



July 2002



Pendulum Protrusion



01 -- 49



EC 135 Training Manual Lifting System



Clearance When ready installed the clearance between stop ring and emergency stop must be a certain measure. For measuring this clearence, a feeler gauge is used at four places 90° apart and the mean value has to be calculated. The clearance is adjusted with shims to the nominal value 1.0 --0.3 mm during installation. u NOTE



The clearance will change with the temperature and therefore can’t be used for failure detection.



Adjustment A main rotor speed of 100% NR means that the main rotor rotates at 6.6 revers per second. This results in a 4/rev vibration frequency of 26.3 Hz. The natural vibration frequency of the ARIS is adjusted to this figure.



Failure Detection At +20 °C the pendulum rod will prodrude for approx. 8--9 mm. The protrusion varies with the ambient temperature, but generally it can be stated, that as long as the pendulum rod protrudes the ARIS is still serviceable. In case of pressure drop (e.g. crack in one of the bellows) the internal spring and the inner bellows expand and the pendulum rod will disappear.



For training and information only



July 2002



01 -- 50



EC 135 Training Manual Lifting System ARIS -- Measurement of Clearance



Vibration Isolator Stop Ring



Measuring Points



Nominal Clearance 1.0 -- 0.3 mm



Emergency Stop Shim



Main Transmission Deck



For training and information only



July 2002



01 -- 51



EC 135 Training Manual Lifting System



Oscillation Damper General The aircraft is equipped with a mass/spring damper to reduce lateral vibrations (y direction). It is mounted to the fuselage and compensates for lateral vibration from the main rotor system.



A main rotor speed of 101.5% NR means that the main rotor rotates at 6.7 revers per second. This results in a 4/rev vibration frequency of 26.7 Hz. The natural vibration frequency of the y damper is adjusted to this figure. u NOTE



Location and Assembly The y--damper is mounted to the stringer below the LH floor panel. The damper assembly consists of two weights, which are adjustable for mass, bolted to the springs. The location of the weights on the springs is also adjustable. On each weight it is possible to attach up to 6 additional weights (adjusting sheets) for tuning. The springs, with the weights attached, are mounted to a common support.



If the H/C flies permanently in higher altitudes, the efficiency of the damper can be adjusted by removing a certain amount of tuning sheets (according service engineering information).



Function The damper is energized by lateral oscillations of the fuselage. The natural frequency of the damper can be adjusted by adjusting the mass of the weights or moving the weights on the springs. If the damper frequency is tuned to the same frequency as the fuselage oscillations, it will vibrate in exact opposition to the fuselage vibrations. This induced vibration of the damper will react in direct opposition to the fuselage vibrations and cause a reduction in fuselage lateral vibrations. The y--damper is adjusted, to give the lowest level of vibrations, at 101.5% NR instead of 100% NR. This is in order to achieve the best compromise of vibration levels when the rotor speed increases to 104% NR at high density altitudes.



For training and information only



July 2002



01 -- 52



EC 135 Training Manual Lifting System Y--Damper Y--Damper 2 Mass M 21 Tuning Sheets Support



Tuning Sheets Mass M 22



z Spring



Mass M 11



x



y



Spring Mass M 12 Y--Damper 1



For training and information only



July 2002



01 -- 53



EC 135 Training Manual Lifting System



Main Rotor System General



Swash Plate



The main rotor system consists of a bearingless, hingeless 4--blade main rotor, main rotor shaft with integral hub, control elements, and the rotor-related indicators. By using modern composite materials, this rotor system provides the flapping, lead-lag and blade pitch change functions without the installation of complicated ball and elastomeric bearings. This type of construction is beneficial in terms of maintenance, cost and weight.



The swashplate is the connecting link between the rotating rotor and the stationary components of the control system. It is mounted to a sliding sleeve, free to slide on a main gearbox mounted support tube.



System Components



The four rotating control rods transmit the control inputs from the swashplate to the main rotor blades. For flight control adjustment (track and balance), the control rods are length-adjustable.



Driving Unit



The components of the main rotor system are: ------



Rotating Control Rods



Two scissors assemblies provide for synchronous rotation of the swashplate bearing ring with the rotor mast.



Four main rotor blades Main rotor hub-shaft Swash plate Four rotating control rods Driving unit



Main Rotor Blades The four main rotor blades generate the lift and propulsion required for flight. Each blade is attached to the hub-shaft by two identical bolts.



Main Rotor Hub-- Shaft The main rotor hub-shaft transmits the driving torque from main transmission to the main rotor blades. It also takes up rotor forces and moments and passes them on to the main transmission.



For training and information only



July 2002



01 -- 54



EC 135 Training Manual Lifting System Main Rotor System



Hub-Cap Main Rotor Blade Hub-Cap Support



Swash Plate Scissors Assembly (Driving Unit)



Main Rotor Hub-Shaft



Rotating Control Rod



For training and information only



July 2002



01 -- 55



EC 135 Training Manual Lifting System



Main Rotor Blade General The main rotor blade is manufactured from fiber composite materials. A blade root having low bending and torsional stiffness (Flex Beam) performs the functions of both the flap and lag hinges and the blade pitch bearings. A pitch control cuff is integrated in the blade skin to provide a rigid connection with the airfoil section of the blade. The pitch angle of the main rotor blade is changed through a pitch horn on the pitch control cuff. During this feathering motion, the pitch control cuff is kept centered about the blade root by a bearing support and a spherical bearing.



Blade number 1 (yellow colour code) is the reference blade. The settings (pitch link length and trim tab position) must not be changed during maintenance in order to store the basic rotor adjustment (min./max. pitch angle). All blades can be replaced individually due to the manufacturer basic settings. The numbers and colour codes for the blades 2, 3 and 4 are mainly used as a reference for the track and balance equipment. u NOTE



Two elastomeric lead-lag dampers provide sufficient in--plane damping of the main rotor blade to prevent ground and air resonance. The surface of the main rotor blade is provided with a protective coat of PUR lacquer to protect the composite materials from solar radiation and environmental and weather influences.



Color to Number Code Realationship



Color Marking Each of the four main rotor blades is identified with a different color. The upper hub flange of the main rotor hub-shaft is coded with the numbers 1 thru 4 on the blade attachment areas. In order to avoid having to readjust the control settings and the blade track when removing or installing the same main rotor blades, the main rotor blades are reinstalled so that their respective colors are paired correctly with number codes on the hub flange.



For training and information only



If the basic adjustment is changed the relationship between the rotor thrust and the collective pitch lever position will be out of tolerance. Depending on the amount of deviation the autorotation RPM and the general H/C performance will be influenced.



July 2002



-----



Yellow Green Blue Red



= = = =



number 1 number 2 number 3 number 4



01 -- 56



EC 135 Training Manual Lifting System Main Rotor Blade



Airfoil Section Metallic Erosion Protection



Transition Area Pitch Control Cuff to Airfoil PU--Erosion Protection



Control Cuff Damper Connection with Pitch Horn



For training and information only



July 2002



01 -- 57



EC 135 Training Manual Lifting System



Blade Root The blade root has the following functional areas: -- Blade fitting area (1) Serves to attach the main rotor blade to the rotor hub of the main rotor shaft and is fitted for this purpose with two Teflon--coated bushings. -- Soft flapping section (2) This area enables the main rotor blade to flap up and down. -- Soft torsion section (3) Enables the main rotor blade to twist about its feathering axis to change the blade pitch angle. -- Soft lead-lag section (4) Enables in-plane motion of the main rotor blade.



Pitch Control Cuff The pitch control cuff is provided with a transition area where it is integrated with the aerodynamic portion of the blade, and with a damper connection at its open end. The pitch control cuff, which permits neither torsional nor lead-lag movements, surrounds the blade root and is rigidly connected to the adjacent airfoil section.



The in--plane rigidity of the pitch control cuff is obtained through the unidirectional orientation of its carbon fibers in the trailing and leading edge of the control cuff. Lead--lag rigidity is necessary to enable lead-lag movements of the main rotor blade to be transmitted directly to the lead-lag dampers without significant losses. To prevent denting of the pitch control cuff -- especially on the less curved upper and lower surfaces -- it incorporates a sandwich structure and a hard foam filler core. Two drain holes are provided on the underside of the pitch contol cuff at the outboard end adjacent to the blade airfoil section. These serve to vent the pitch control cuff and to allow water which has condensed in or penetrated the pitch control cuff to drain off. The integration (transition area) of the pitch control cuff into the blade body provides a positive and force transmitting connection which transmits the control inputs to the aerodynamic portion of the blade. Part of the forces and moments generated by the main rotor blade are transmitted through this connection to the pitch control cuff. A positive twist of +16° built into the blade in the region where the pitch control cuff joins the airfoil section provides the airfoil section with a corresponding preset pitch angle and brings the flexbeam into an unloaded (untwisted) mid position.



Torsional stiffness is required so that the control inputs can be transmitted through the pitch control cuff to the airfoil section of the blade.



For training and information only



July 2002



01 -- 58



EC 135 Training Manual Lifting System Main Rotor Blade -- Control Cuff



Sandwich Construction Inplane Stiffener



Flexbeam Filler Core



Inplane Stiffener



4



Control Cuff 1 2 3 4



Blade Fitting Area Soft Flapping Section Soft Torsion Section Soft Lead--lag Section



For training and information only



3 2 1



July 2002



01 -- 59



EC 135 Training Manual Lifting System



Blade Fitting Area



The pitch control cuff provides the following functions: -- Transmits control inputs to the aerodynamic portion of the blade to change the blade pitch angle. -- Transmits in-plane movements of the main rotor blade to the lead-lag dampers. -- Provides the blade root with an aerodynamic fairing.



A composite damper connection is integrated in the fiber structure of the pitch control cuff. In the areas where it connects to the lead-lag dampers, it is constructed with extreme stiffness to withstand compression loads. This is necessary because the lead-lad dampers have to be axially preloaded during installation. The damper connection is twisted 15° relative to the blade fitting plane in the direction of the pitch horn.



u NOTE



Formed on the damper connection is a pitch horn which connects to the rotating control rod. The pitch control cuff is supported at the blade fitting end by the damper installation consisting of the elastomeric lead-lag dampers and the bearing support which provides pivotal and tilting movements. When control inputs are made, the pitch control cuff rotates about this pivot point. Simultaneously, the flexbeam twists to feather the main rotor blade about its longitudinal axis and provide the required pitch angle.



For training and information only



July 2002



The blade bolt bushings are tilted 2.5° against the rotor blade longitudinal axis in order to cone up the blade. Thus the forces in the blade fitting are reduced when the rotor is turning.



01 -- 60



EC 135 Training Manual Lifting System Main Rotor Blade -- Blade Fitting Area and Pitch Control Upper Lead-Lag Damper



Bearing Support Spherical Bearing



Blade Bolt (2 off)



Special Nut Safety Pin (2 off) Control Cuff



Pitch Control Cuff Seal



Pitch Horn Blade Root Lower Lead-Lag Damper



For training and information only



Sleeve Expansion Bolt with Rubber Cap



July 2002



01 -- 61



EC 135 Training Manual Lifting System



Airfoil Sectional Cut Blade Core The hard-foam blade core provides the supporting structure for the blade contour and stabilizes the blade skin.



Blade Spar The blade spar consists of glassfiber rovings. They run from the blade tip to the blade root, around the bushings in the blade fitting area, and back to the tip. They absorb the tension and bending forces.



Lead Rod The lead rod in the blade leading edge determines the required position of the blade center of gravity in the chordwise direction.



Blade Skin The blade skin, which is made up of GRP plies, surrounds the spar, lead rod and blade core. It ensures that the aerodynamic portion of the blade is provided with the necessary torsional stiffness. The skin plies on the upper and lower surfaces of the blade converge at the blade trailing edge where they are squeezed together to complete a torsion box.



For training and information only



July 2002



01 -- 62



EC 135 Training Manual Lifting System Main Rotor Blade -- Airfoil Section



Airfoil Section



Control Cuff with Flex Beam Section Erosion Protection Lead Rod Spar Blade Core



Blade Skin Trailing Edge



For training and information only



July 2002



01 -- 63



EC 135 Training Manual Lifting System



Airfoil Section



Lightning Protector



The airfoil section generates main rotor blade lifting force. It has a rectangular blade geometry with a parabolic swept-back tip and a negative 2° twist per meter. The blade airfoil consists of:



In the event of lightning striking the blade tip, the electrical charge is discharged from the main rotor blade to the main rotor shaft through the erosion protection, a conductive strap in the blade skin, and a bonding jumper, respectively.



-- An homogenous section comprising the DM--H4 airfoil up to R = 4500mm. -- A transition area between airfoil DM--H4 and airfoil DM--H3 between R = 4500 and R = 4800mm. -- The blade tip comprising the DM--H3 airfoil between R = 4800 and R = 5100mm.



Erosion Protection A erosion protection is bonded on the entire length of the blade leading edge. Between the blade tip and approx. the middle of the homogenous airfoil section, the erosion protection is composed of nickel alloy or aluminum alloy on old-type blades. The surface of the aluminum alloy erosion protection is hardened. In the area adjacent to the Erosion protection, where there is less risk of erosion, an erosion protective tape (one or two parts) made of polyurethane (PU) is integrated in the blade skin. A PU erosion protective film is bonded on the paint coat covering the butt joint between both parts of the erosion protection and the forward edge of the pitch control cuff.



Balance Chamber A balance chamber is incorporated in the main rotor blade near the blade tip. Preliminary settings made in the balance chamber by the manufacturer ensure that the blades can be replaced individually. These presettings must not be changed by the customer.



For training and information only



Static Discharger A static discharger is riveted to the blade trailing edge in the blade tip area. It consists of an adapter, a threaded fitting, and the discharger rod. The static discharger enables the discharge of static electricity from the helicopter. A carbon-fiber strap is embedded in the blade skin to electrically connect the static discharger to the bonding jumper connecting point. The carbon-fiber strap runs along the erosion protection from the static discharger to the pitch control cuff. A flexible bonding jumper electrically connects the main rotor blade to the main rotor hub-shaft.



Trim Tabs Two metal trim tabs and one FRP tab are bonded and, in addition, riveted to the trailing edge near the blade tip. The trim tabs enable the track of the main rotor blades to be adjusted so that they all fly in the same tip path plane. Both trim tabs may be bent to make track adjustments.



Dynamic Balancing Washers The balance washers for dynamic balancing are attached to the pitch control cuff under a cover.



Blade Tip Mass and Tuning Mass The blade tip mass increases the rotor inertio and stabilises the rotor RPM (e. g. autorotation). The tuning mass changes the resonance frequency of the rotor blade in order to stay clear of other main frequencies in the rotor system.



July 2002



01 -- 64



EC 135 Training Manual Lifting System Main Rotor Blade 178.5 mm Blade Tip Mass



Static Discharger Stabilizer (Fixed Setting) Trim Tabs



R=4733 mm



713 mm



Balance Chamber



Tuning Mass



R=2560 mm



Between the conductive strap in the blade upperside and the nickel erosion protection, there is a defined gap of approx. 2 mm. This area seves as an indicator for a lightning strike (burnt area).



Balance Washers for Dynamic Balance (below cap)



R=0 Center of Rotation For training and information only



July 2002



01 -- 65



EC 135 Training Manual Lifting System



Lead Lag Dampers and Bearing Support The lead-lag dampers are attached to the damper connection on the pitch control cuff by screws installed through the bottom aluminum plates. The top steel plates of the dampers are connected by nuts to the ends of the bearing support, thereby connecting the lead-lag dampers to each other through the bearing support. Both lead-lag dampers are preloaded upon their connection to the bearing support. This prevents tension loading of the elastomer material during control inputs and blade flapping movements. Tension loads would greatly reduce the service life of the lead-lag dampers.



Operating principle of the lead lag damper and bearing support assembly explained on the basis of its response to blade lag movement: -- The damper connection of the pitch control cuff makes a lead movement in relation to the blade fitting, -- the bottom aluminum plate is deflected forward, while the top steel plate is restrained by the bearing support, -- the layers of elastomers sandwiched between the steel disks become deformed, absorb energy and, in doing so, dampen the lead motion of the main rotor blade.



The lead-lag dampers are installed at a tilt in relation to the rotor plane due to the canted damper connection (see View V). This layout enables a kinematic coupling to be obtained between the lead-lag motion and the pitch angle of the main rotor blade. This pitch-lag coupling effects a large part of blade lead-lag damping during flight. The bearing support is mounted in blade fitting through a spherical bearing which allows it to pivot and tilt. The bearing support together with the lead-lag dampers support the open end of the pitch control cuff and center it around the blade root.



For training and information only



July 2002



01 -- 66



EC 135 Training Manual Lifting System Pitch Control Cuff and Blade Root



A



A



V



10 9 8 7



14 11



13



12



6



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



Lead--Lag Damper Control Cuff Seal Blade Fitting Area Expansion Bolt with Cap Sperical Bearing Bearing Support Bottom Aluminum Plate Elastomer Layer Steel Disc Top Steel Plate Damper Connection on Pitch Control Cuff Flexbeam Balance Washers Bolt for Bonding Jumper 14



5



4 3 2 Section A -- A View V rotated 90, without Control Cuff Seal



1 For training and information only



July 2002



01 -- 67



EC 135 Training Manual Lifting System



Rotor Blade Adjustments Manufacturer Adjustments In the EC 135 main rotor all four blades can be replaced individually. On a rotor test stand the deviation of the dynamic behaviour from the master blade is detected and corrected. In order to stay within the manufacturer limits the following parameters have to be adjusted. Longitudinal Moment (Static Spanwise Balancing) The longitudinal moment can be adjusted by changing weights in the center of the balance chamber which is exactly in the center of gravity line in the longitudinal axis. To determine the individual setting a special weighing equipment is necessary. u NOTE



Any change of the longitudinal moment (e. g. application of paint in different radius stations of the rotor blade) will influence the blade behaviour significantly and abnormal vibrations can occur.



After the measurements on the rotor test stand weights can be shifted forward and backward in order to achieve the master blade track level. The plastic spacers between the metallic weights allow a lateral transfer of weight without influence on the longitudinal moment. Pretrack Value For the first rotor or blade adjustment the rotating pitch links normally are set to a basic length. As a fine tuning towards the master blade the basic length can be altered according the measurements on the rotor test stand. The pretrack value is a dimension in +/--[mm] for the change of the basic pitch link length and is stamped on the respective control cuff and the rotor blade log card. Thus the necessary flight time for the track and balance adjustment can be reduced. u NOTE



Lateral Moment (Chordwise Balancing) The lateral moment determines the lift and therefore the track level of the rotor blade under different pitch angles. With the adjustment of the lateral moment the characteristic of the master blade can be transferred to all production blades.



Every time one or more rotor blades are replaced the pretrack value has to be adjusted at first, even for blade number 1 (yellow reference blade). For any further track adjustment the pitch link length or the trim tab setting of blade number 1 must not be changed.



By shifting mass behind the longitudinal center of gravity line the increase of the lateral moment creates more lift with a higher track level and vice versa. When leaving the production line the balance chamber normally is equipped with 12 weights (6 in front, 6 behind the center of gravity line). To harmonise production tolerances brass or several combinations of brass and tungsten weights can be used. For training and information only



July 2002



01 -- 68



EC 135 Training Manual Lifting System Balance Chamber



Plastic Spacer



Metallic Weight for Lateral Moment



Metallic Weight for Longitudinal Moment



Blade Tip



Compression Spring For training and information only



July 2002



01 -- 69



EC 135 Training Manual Lifting System



Customer Adjustments



u NOTE



Track and Dynamical Balancing Track adjustment of the main rotor blades is performed on the helicopter by following means: -- Adjusting the length of the rotating control rod. -- Bending the trim taps. Dynamic balancing of the main rotor is performed on the helicopter by adding or removing balance washers to or from the pitch control cuff.



Normally the track adjustment has to be done prior to the balancing because a track change will again create an imbalance due to the moving center of gravity of the rotor blade when flying higher or lower. Modern track and balance computers are able to combine both adjustments and to reduce vertical vibrations by a certain track spread. This track spread and all other adjustments have to stay within the manufacturer limits given in the maintenance manual.



Track Level Adjustment The track level has to be measured in hover and in forward flight. The blade number 1 has to be taken as reference blade and all other blades have to be brought into the deviation tolerance given in the maintenance manual. The track level in hover flight is adjusted by changing the length of the rotating pitch links (longer pitch link makes the blade fly higher and vice versa). Further deviations to the blade number 1 in forward flight can be corrected by changing the trim tab setting (bending the trim tab up makes the blade fly higher and vice versa). Main Rotor Balancing Dynamic balancing of the main rotor is performed by adding or removing washers to or from the pitch control cuff. In order to eliminate an in plane imbalance weights can be found on one or two blades.



For training and information only



July 2002



01 -- 70



EC 135 Training Manual Lifting System Rotor Blade Adjustments



Stabilizer (fixed setting) Trim Tabs



Balance Washers



For training and information only



July 2002



01 -- 71



EC 135 Training Manual Fuselage



Fuselage



For training and information only



July 2002



02 -- 1



EC 135 Training Manual Fuselage



Table of Contents General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main Fuselage Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



4 6 8 14 20 22



For training and information only



July 2002



02 -- 2



EC 135 Training Manual Fuselage



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



02 -- 3



EC 135 Training Manual Fuselage



General Description General The fuselage serves as platform for the helicopter systems, crew, passengers and payload. The exterior shape of the fuselage is dictated by the major functions during operation and typical usage of light helicopters.



Components The components of the fuselage are: ------



Cabin structure Main fuselage structure Rear structure Doors and service covers Windows



Modular Concept The modular concept simplifies the assembly of the helicopter and permits the replacement of individual modules without the necessity of disassembling the entire fuselage.



Materials The following materials are used: -----



Aluminium Titanium Composit Materials (glass fiber and carbon fiber composite) Acrylic glas



For training and information only



July 2002



02 -- 4



EC 135 Training Manual Fuselage Fuselage



Main Fuselage Structure



Rear Structure Cabin Structure



For training and information only



July 2002



02 -- 5



EC 135 Training Manual Fuselage



Cabin Structure General



Control Post



The cabin structure comprises the forward section above the cabin floor. It is designed to function as a frame. It consists of:



The control post is installed between the cabin floor and the cabin roof. It only houses the vertical control rods for main rotor control. The control post is made of aluminum alloy. It is displaced slightly to the starbord side of the helicopter to allow the pilot to have an unobstructed view to the rear left.



-- Cabin framework -- Cabin ceiling -- Control post



u NOTE



Cabin Framework The cabin framework is a one-piece structural component. It is constructed as a hollow profile made of composite material (mainly carbon-fiber). The framework provides the structural support for mounting the windshields, the nose windows, the pilot/copilot doors and the sliding doors to the passenger compartment. The upper fork end of the windshield center post houses the overhead panel.



The control post is a non load carrying structure. It houses the control rods only.



Threaded inserts in the area of the window frame profiles are provided for installation of the front and nose windows.



Cabin Roof The cabin roof covers the cabin framework. It also functions as a fairing for the main rotor control rod system. The cabin roof is made of carbon fiber composite material (partly sandwich). The roof is riveted to the cabin framework. To allow access to the control rods and an upper guidance unit, a handhole is provided in the upper right side of the cabin roof dome. u NOTE



The cabin roof is a non load carrying structure. NO STEP!



For training and information only



July 2002



02 -- 6



EC 135 Training Manual Fuselage Cabin Structure Carbon Fiber Handhole



FWD Center Post Carbon Fibre Cabin Roof



Glass Fiber Plies in the Lower Section FWD



For training and information only



July 2002



02 -- 7



EC 135 Training Manual Fuselage



Main Fuselage Structure General



Side Panels



The main fuselage structure is the part of the fuselage that carries all the loads transmitted by the main transmission from the main rotor system and all the loads caused by the engines, landing gear and tail unit.



The side panels, which provide the framework on the sides of the body structure, consist of frames 4 thru 7 and stringers. The outer skin, which is aluminum alloy, is riveted to the frames and stringers.



Components The main fuselage structure consists of the following:



Integrated in the side panels are maintenance steps. The left-hand side panel also incorporates a housing for accomodating the fuel filler neck. The outer skin of each side panel is provided with cutouts for the aft window panes and the cooling vents.



-- Body structure -- Floor structure The body and floor structure are ridgidly attached to each other.



Attached to the outside of both side panels is a center door rail for guiding the respective sliding door.



Body Structure



Transmission Deck



The predominantly aluminum-alloy body structure is composed of individual assemblies which are:



The transmission deck, which takes up the load of the lifting system, consists of frames 4 thru 5 and longitudinal beams. It is attached by rivets to the side panels. On the transmission deck six mounts for main transmission installation are provided. The transmission deck skin is aluminum alloy.



------



Side panels (2 off) Transmission deck Engine deck Rear structure attachment cone Equipment deck



The body structural components are rigidly attached to each other.



For training and information only



July 2002



02 -- 8



EC 135 Training Manual Fuselage Main Fuselage Structure 4



4a



5



6



7



5a



8



Transmission Deck Equipment Deck



Rear Structure Attachment Cone RH Side Panel



Engine Deck



FWD



4



8 Frame 4 to Frame 8



LH Side Panel



For training and information only



July 2002



02 -- 9



EC 135 Training Manual Fuselage



Engine Deck The engine deck , which supports the engines, consists of frames 6 and 7 and longitudinal beams. It is riveted to the transmission deck and to the side panels.The engine deck is equipped with mounts to which the engine is attached through its mounting struts. Integral with the upper surface of the engine deck is the rear structure attachment cone. As the engine deck is part of the firewall-system, the skin is made from titanium sheet material.



Rear Structure Attachment Cone The rear structure attachment cone is rigidly connected to the transmission deck. The rear structure is connected to the main fuselage structure through connecting frame 8 which is riveted to the rear structure attachment cone. The rear structure attachment cone is stiffened by frame 5a.



Equipment Deck The equipment deck provides a mounting base for items of equipment such as the engine fire extinguishing system components, battery, etc. It is an aluminum honeycomb structure which is supported by a carbon fiber ring frame and is riveted to the engine deck through shear brackets.



For training and information only



July 2002



02 -- 10



EC 135 Training Manual Fuselage Airframe Structure



Engine Deck



Rear Structure Attachment Cone



Transmission Deck Transmission Mounts



RH Side Panel



Equipment Deck Frame 8



Floor Structure



Frame 7 LH Side Panel Frame 6 Frame 5 Frame 4a Frame 3 Frame 1



Frame 4



Frame 2 Landing Gear Fitting



For training and information only



July 2002



02 -- 11



EC 135 Training Manual Fuselage



Cabin Floor The cabin floor supports the seats and parts of the interior furnishings of the helicopter. It is an aluminum honeycomb sandwich construction and comprises the following sections: -- Foreward floor -- Aft floor -- Left and right cable channel cover Located in the forward floor are cutouts through which the flight control elements and wiring harnesses are routed. The forward floor provides the points of attachment for the pilot seats, controls and consoles. The bottom end of the control post is also bolted to the forward floor. Integrated into the removable aft floor are tracks running in a longitudinal direction. These enable the helicopter to be configured with passenger seats or items of special operational equipment. The removable side channel covers cover the area of the floor between the forward and aft floors and the cabin side shell.



The fuel tanks are located between frames 3 and 5 and behind frame 5, respectively.



Lower Shell The lower shell, which is a one-piece composite structure, encloses the subfloor structure and supports the fuel tanks. It is riveted to the subfloor structure. A maintenance hole is provided in the lower shell between frames 1 and 2 and between 2 and 3, respectively. Running laterally below each frame 2 and 5 is a tunnel which is occupied by a landing gear crosstube. In the area behind frame 3 and in front of and behind frame 5, the lower shell is stiffened to provide a firm mounting base for the fuel pumps. A lower door rail for guiding the respective sliding door is integrated in the upper edge of each side of the lower shell between frames 2 and 4.



Subfloor Structure The subfloor structure, which is a aluminum-alloy construction, supports the cabin floor and the landing gear. It is made up of frames 1 thru 6 and two longitudinal beams. The structure is riveted to the side panels through the frame and the lower shell. Disposed between the longitudinal beams behind frame 1 and in front of frame 2 is a transverse bridge. A forward and an aft landing gear fitting are riveted to each of the two longitudinal beams.



For training and information only



July 2002



02 -- 12



EC 135 Training Manual Fuselage Floor Structure



Cabin Floor



5



2



3



4



6



4a Subfloor Structure



1



Lower Shell FWD



For training and information only



July 2002



02 -- 13



EC 135 Training Manual Fuselage



Doors General



Cockpit Door Windows



The helicopter fuselage is fitted with six entrance doors to provide access to the cockpit, passenger cabin and cargo compartment.



The pilot door windows are made of 3--mm--thick acrylic glass. They are positioned on a layer of adhesive sealant in the door structure and secured to the latter by countersunk screws and dimpled washers.



Cockpit Doors The cockpit doors (pilot doors) are hinged doors located left and right at the foreward part of the cabin frame. In the standard version they can not be jettisoned. The cockpit doors are a carbon-fiber composite construction with a seal fitted to their circumference. They are installed to the cabin framework via two hinges with integral bearings and two clevis fittings. The upper one is attached by rivets and the lower one by screws.



The pilot door windows incorporate smaller sliding windows which are moved on rails by means of a handgrip bonded to the pane. The sliding windows are held by friction in the selected open position on the rails. A mechanical detent locks them in the closed position so that they cannot be opened from the outside.



The rear edge of the pilot door is fitted with locking devices at the top and at the bottom. They are operated through the exterior or interior door handle and the interconnecting lever and tubes. The claws of the locking devices engage with the mating fittings on the cabin framework. The pilot door can be locked with an integral door lock. A gas spring holds the unlatched pilot door wide open. In a second version the gas spring is removed and the door can be locked in the full open position in the vicinity of the pitot tubes.



For training and information only



July 2002



02 -- 14



EC 135 Training Manual Fuselage Pilot Door



Locking Device Top Hinges



Door Handle



Gas Spring



Handle for Locking Device



Locking Device



For training and information only



July 2002



02 -- 15



EC 135 Training Manual Fuselage



Sliding Doors



Emergency Exit



The sliding door is a carbon-fiber composite construction. It is fitted with a door seal around its entire circumference except for the edge adjacent to the pilot door. Fitted to the forward top and bottom corners of the sliding door are the upper arm and lower guide which are provided with a runner and a roller, respectively. The sliding door is moved on its upper arm and lower guide along an upper rail in the cabin framework and a lower rail in the lower shell. Another arm with an integral runner is fitted on the rear edge of the sliding door. By means of this arm, the sliding door also runs on a rail located aft in the side panel.



The clamping seal of the sliding door window is formed with four slits. Of these, the two lateral inner and outer slits are each fitted with a filler (PVC cord with matching profile) which expands the circumference of the clamping seal so that the window is held firmly in the door frame. The filler in the inner or outer lateral slit can be pulled out of the clamping seal by means of an emergency handle on the inside and outside of the the sliding door. To prevent of an inadvertant pulling, the emergency handles are protected by pushbutton-fixed covers. After the filler has been removed, the window pane can be pressed out of the sliding door.



The sliding door is opened and closed via the exterior door handle or interior door handle, and the associated locking mechanism. Latching of the sliding door is provided by an inner tube which matches with a fitting in the cabin framework above the sliding door, and by a lock which matches aft with a corresponding fitting in the side panel. For flight with open sliding door the locking mechanism for the open position has to be installed and the speed limits have to be obeyed.



Sliding Door Windows The sliding door windows are made of 3--mm--thick acrylic glass. They are fitted in the sliding doors with a peripheral clamping seal which enables them to be removed quickly to provide a mean of escape in the event of an emergency.



For training and information only



July 2002



02 -- 16



EC 135 Training Manual Fuselage Sliding Door Guard Cover



Upper Arm with Runner



Emergency Loop Strap



Sliding Door Pane Clamping Seal Filler



Lower Guide with Roller Aft Arm with Runner For training and information only



July 2002



02 -- 17



EC 135 Training Manual Fuselage



Rear Doors The rear door structure is a carbon fiber/glass fiber hybrid construction. The edges of the rear doors are fitted with a door seal. Attached by screws to each rear door are two fittings through which the rear doors are connected to the main fuselage structure. Attached by screws to the inside of each rear door is a fitting to which is installed a gas spring for holding open the unlatched rear doors. Two locking mechanisms are installed on the edge of the right--hand door which, when the doors are closed, clasp the mating sleeves on the edge of the left--hand door. Both rear doors are latched together from the outside and then locked with a key.



Rear Door Windows The rear door panes are made of 2 mm thick acrylic glass. They are bonded to the rear door structure and are secured by screws.



For training and information only



July 2002



02 -- 18



EC 135 Training Manual Fuselage Rear Doors Rear Door



Gas Spring



Door Fitting



Locking Mechanism



For training and information only



July 2002



02 -- 19



EC 135 Training Manual Fuselage



Service Covers



Middle Cover



General Installed on the fuselage are a number of service covers which can be removed to get access to components inside the helicopter.



Handhole Cover The handhole cover, which is constructed of GRP, has a seal bonded to its inside edges. It is attached by screws to the cabin roof cowling and when removed provides access to the upper main rotor control linkage.



Nose Cover The nose cover, which is of fiberglass honeycomb panel construction, has a seal bonded to its inside edges. Installed in the nose cover is a fixed position landing light. The nose cover is attached to the cabin framework by stud fasteners. Removal of the nose cover provides access to the landing light, instrument connections, components of the cabin heating and ventilation system, and the windscreen wiper motor.



Foreward Access Cover The forward access cover is a fiberglass honeycomb panel construction which is attached to the lower shell by stud fasteners. When the stud fasteners are opened, the nose cover hangs from the lower shell by means of four cables with snap hooks on their ends which clip onto brackets on the forward access cover and the lower shell. Removal of the forward access cover provides access to flight control components and to the blower of the cabin heating and ventilation system.



For training and information only



The middle cover is of aluminum sheet metal construction. It is attached to the lower shell by means of stud fasteners. Removal of the middle cover provides access to flight control components and to the engine emergency control connections. For helicopters equipped with a cargo hook the middle cover is fitted with a hood. A cover is attached to the hood to provide access to components of the cargo hook.



Tank Covers The forward main tank cover and the aft main tank cover are constructed of aluminum sheet metal. They are provided with a protective plastic edging. Each cover has a round opening in which the boot of the associated fuel drain valve is inserted. The covers are attached by screws to the lower shell. Removal of the covers provides access to the equipment plates of the fuel system. The supply tank cover is constructed of aluminum sheet metal. It has two round holes in which the boots of the fuel drain valves are inserted. The cover is attached by screws to the floor shell. Removal of the cover provides access to the two equipment plates of the fuel system.



Rear Structure Covers The RH and LH tail boom covers are of composite construction. They are attached by screws to the tail boom. Removal of the covers provides access to the antenna connections, wiring harnesses and the flux valve. The lower and aft vertical fin covers are of composite construction. They are attached by screws to the Fenestron structure. Removal of the covers provides access to the inside of the Fenestron structure for inspection purposes.



July 2002



02 -- 20



EC 135 Training Manual Fuselage Service Covers Tail Boom Cover RH Vertical Fin Covers



Handhole Cover



Tail Boom Cover LH



Tank Covers



Middle Cover (alternative with Cago Hook) Middle Cover (Standard)



Nose Cover



FWD Access Cover



For training and information only



July 2002



02 -- 21



EC 135 Training Manual Fuselage



Windows Windshields



Nose Windows



The windshields are made of 5 mm thick acrylic glass. Optional windshields with a hard, scratch--resistant surface coating are also provided. The windshields are positioned on a formed sealing strip and a layer of adhesive sealant in the cabin framework and secured to the latter by countersunk screws, dimpled washers and sealing washers. The bottom edge of the windshields is not attached by screws to the cabin framework, but is held against it by a metal retaining strip . A metal strip is installed between the windshild, which is attached by screws to the center post of the cabin framework. It is installed flush with the adjacent windshields to provide a flat, continuous surface for the windshield wiper. The joint between the windshields and the cabin framework is not rigid but designed to give the windshields a limited degree of movement relative to the cabin framework. In consequence:



The nose windows are made of 2--mm--thick acrylic glass and reinforced with 1 mm thick Orlon around the edges. They are positioned on a formed sealing strip and a layer of adhesive sealant in the cabin framework and secured to the latter by countersunk screws and dimpled washers. The upper edge of the nose windows is not attached by screws to the nose spar, but is held against it by a metal retaining strip which itself is attached by screws to the nose spar.



-- Varying degrees of heat expansion in the cabin framework and the windshields are compensated for and -- Stresses imposed on the windshields due to deformation of the cabin framework are prevented.



Side Windows The side windows are made of 2 mm thick acrylic glass. They are positioned on a layer of adhesive sealant in the side panels and secured to the latter by round-head screws and washers.



Cleaning of the Windows u NOTE



Use only approved cleaning agents. Unapproved cleaning agents may contain harmful solvents that could cause crazing.



For this purpose, the diameter of the washer holes is greater than the shank diameter of the mating countersunk screws.



For training and information only



July 2002



02 -- 22



EC 135 Training Manual Fuselage Windshield, Nose and Side Windows



LH Windshield Metal Strip



Metal Strip LH Side Window LH Nose Window For training and information only



July 2002



02 -- 23



EC 135 Training Manual Tail Unit



Tail Unit



For training and information only



July 2002



03 -- 1



EC 135 Training Manual Tail Unit



Table of Contents Principle of the Fenestron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Stabilizer with End Plates . . . . . . . . . . . . . . . . . . . . Tail Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Rotor Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Fin with Fenestron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Rotor Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Rotor -- Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



4 6 8 10 12 16 18 24 30



For training and information only



July 2002



03 -- 2



EC 135 Training Manual Tail Unit



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



03 -- 3



EC 135 Training Manual Tail Unit



Principle of the Fenestron General The counterclockwise sense of rotation of the main rotor results in a clockwise torque acting on the main gear box and the fuselage. Thus in hover or in flight with low forward speed the H/C nose tends to turn to the right. To counteract this movement the tail rotor thrust has to keep the H/C nose straight by creating a force on the tailboom to the right with the airflow from right to left. With higher foward speeds flying straight and level, the power demand for the tail rotor decreases significantly due to the aerodynamic shape of the vertical fin and the angle between endplates and the flight direction (leading egde pointing to the right).



For training and information only



July 2002



03 -- 4



EC 135 Training Manual Tail Unit Principle of the Fenestron



Thrust of Tail Rotor



Torque Main Rotor



Direction of Air Flow



Sense of Rotation Main Rotor



FWD



For training and information only



July 2002



03 -- 5



EC 135 Training Manual Tail Unit



Tail Unit General The rear structure is the aft section of the fuselage. It stabilizes the helicopter in flight by means of the vertical fin with the integrated Fenestron tail rotor and provides the lever arm on which the thrust of the tail rotor counteracts the torque of the main rotor system. The rear structure is mainly constructed of composite materials.



Components The rear structure of the EC 135 consists of the following assemblies: -- Tail boom -- Horizontal stabilizer with end plates -- Vertical fin with Fenestron structure



For training and information only



July 2002



03 -- 6



EC 135 Training Manual Tail Unit Rear Structure Fin Tip



Vertical Fin



Fenestron Structure Horizontal Stabilizer Stator Fairing Tail Bumper



Tail Boom



For training and information only



July 2002



End Plate



03 -- 7



EC 135 Training Manual Tail Unit



Horizontal Stabilizer with End Plates General The horizontal stabilizer dampens pitching motions of the helicopter around the lateral axis during forward flight. The horizontal stabilizer has an asymmetric profile which is curved on the underside and is equipped with a spoiler on both sides. The pitch angle is a permanent factory setting. The horizontal stabilizer aerodynamically stabilizes the pitch attitude of the helicopter in cruise flight and dampens pitch motion. When viewed in the direction of flight, the end plates are permanently offset to the right, thereby enabling them to reduce aerodynamically the thrust power required of the tail rotor system in cruise flight.



Design The horizontal stabilizer passes through the tail boom. Above and below the cutout on each side of the tail boom is an attachment bracket through which a single bolt is installed to secure the horizontal stabilizer to both sides of the tail boom. The horizontal stabilizer is a shell-type structure made of carbon fiber-reinforced plastics. Attached by 6 screws to each outboard end of the horizontal stabilizer is an end plate which is a honeycomb sandwich construction. Fitted to the outboard sides of the end plates are the navigation lights. For easy removal/installation the two parts of the spoiler are bolted on the R/S side while riveted only on the L/H side.



For training and information only



July 2002



03 -- 8



EC 135 Training Manual Tail Unit Horizontal Stabilizer and End Plates



Spoiler (Bolted)



Spoiler (Riveted) Horizontal Stabilizer



Bolt



End Plate



Nut



For training and information only



July 2002



03 -- 9



EC 135 Training Manual Tail Unit



Tail Boom General The tail boom connects the rear structure to the main fuselage structure. It supports the vertical fin, tail rotor systems and the horizontal stabilizer. Running along the top of the tail boom are the tail rotor drive shaft, hydraulic lines and the tail rotor flex ball control.



Design The tail boom is a sandwich structure consisting of a Nomex core with carbon fiber-reinforced facings in which is embedded copper foil to ensure electrical conductivity. The conically-shaped tail boom is built up of two half sections joined together by bonding and additionally secured by rivets. The aluminum-alloy connecting frame is riveted to the inside of the tail boom. To prevent corrosion, the mating surfaces are isolated from each other by layers of sealing compound. The tail boom is bolted to the connecting frame 8 of the main fuselage structure through its connecting frame.



Access to the interior of the tail boom is provided by maintenance covers. Routed inside the tail boom are cable ducts for the electrical cables. When communication/navigation systems such as the VHF, VOR, ADF, and radar altimeter (optional equipment) are installed, the tail boom is fitted with antenna connections to which the respective antennas are installed.



Fairing A detachable fairing made of fiber-reinforced plastic provides a covering for the tail rotor drive shaft, hydraulic lines, and the ball bearing control. The fairing is fitted by spring-loaded fasteners to the tail boom. On the connecting frame, a bulkhead plate is attached.



Fittings In the areas where the fittings are installed, the half sections are locally reinforced. The aft end of the tail boom is provided with two cutouts with integral fittings for attaching the horizontal stabilizer. Bolted at intervals along the top of the tail boom are five bearing supports for supporting the tail rotor drive shaft. The first three brackets are supported by vertical struts in the structure in order to stabilize the entire system.



For training and information only



July 2002



03 -- 10



EC 135 Training Manual Tail Unit Tail Boom



Fairing (Carbon Fiber) FWD Foreward Short Drive Shaft



Hydraulic Hoses Connecting Flange



Support Fitting



Long Drive Shaft



Bearing Support (Aluminium) Fitting for Horizontal Stabilizer Tail Boom



Maintenance Cover



Cable Duct



Antenna Attachment Tail Boom (Nomex Sandwich) Vertical Strut U--Profile Connecting Frame (Aluminium)



FWD Bulkhead Plate For training and information only



July 2002



03 -- 11



EC 135 Training Manual Tail Unit



Tail Rotor Drive General The tail rotor drive transmits the power from the main rotor transmission to the tailrotor through a system of shafts, flexible couplings and the tail rotor gearbox.



Components The tail rotor drive train consists of the following parts: -- 3 shafts with flexible couplings -- Tail rotor gearbox



Drive Shafts The tail rotor drive shaft assembly consists of: -- Foreward drive shaft with two couplings -- Center drive shaft with 6 bearings -- Aft drive shaft with two couplings



For training and information only



July 2002



03 -- 12



EC 135 Training Manual Tail Unit Tail Rotor Drive Shaft Bolted Flange



Center Drive Shaft



Bolted Flange



Foreward Drive Shaft



Gearbox Input Shaft



Aft Driveshaft



Flexible Coupling For training and information only



July 2002



03 -- 13



EC 135 Training Manual Tail Unit



Foreward-- and Aft Drive Shaft



Center Drive Shaft



The foreward and aft drive shafts are built up as follows:



The center drive shaft is built up as follows:



-- Tube -- Adapers -- Flexible Couplings



-- Tube -- Two removeable flanges -- 6 roller bearings with rubber sleeves



The tubes consist of carbon fiber. The three-armed adapters consist of titanium and are riveted and bonded to the ends of the tubes. The foreward drive shaft is connected via the flexible couplings and flanged couplings to the tail rotor output drive of the main transmission and to the center drive shaft. The aft drive shaft is connected via flexible couplings directly to the center drive shaft and to the tail gearbox input flange.



Flexible Coupling The flexible couplings consist of packs of steel discs which are held together by assembled flanged sleeves and washers. The flexible couplings correct for misalignment and variations in length.



For training and information only



The tube consists of steel. The bolted and the removable flanges consist of titanium. The removable flanges are connected to the tube by spring bushings which are secured by bolts, nuts and special washers. The center drive shaft is supported by 6 sealed roller bearings, which are mounted on top of the tail boom by bearing supports. The inner races of the bearings are embedded in rubber sleeves, which help to dampen vibrations, and account for misalignment.



July 2002



03 -- 14



EC 135 Training Manual Tail Unit Drive Shafts -- Tail Rotor



Center Drive Shaft



Flexible Coupling Foreward Drive Shaft Spring Bushing



Rubber Sleeve Ball Bearing



Adapter



Rivets



Flange



Aft Drive Shaft



Bolt



Flexible Coupling



Flange



Special Washer For training and information only



July 2002



03 -- 15



EC 135 Training Manual Tail Unit



Vertical Fin with Fenestron General The vertical fin together with the integral Fenestron structure form a unit. The upper region of the vertical fin has an aerodynamic function, while the Fenestron structure below it encloses the tail rotor system. The yaw control of the helicopter is made possible by the Fenestron.



Design The vertical fin is constructed of Nomex honeycomb with carbon fiber-reinforced facings. Embedded in the outer facing plies is a copper foil which ensures electrical conductivity. The vertical fin is built up of two half sections joined together by bonding and additionally secured with rivets. It is riveted to the tail boom via a connecting flange. A fin tip fairing, which incorporates the anti-collision light, is screwed to the open upper end of the vertical fin. Screwed to the underside of the Fenestron airframe is a tail bumper which increases the yaw stability and protects the tail boom against impacts, e.g. ground contact during flare. A static discharger is fitted at the fin tip fairing as well as at the tail bumber.



For training and information only



July 2002



03 -- 16



EC 135 Training Manual Tail Unit Vertical Fin with Fenestron Static Discharger



Fin Tip Fairing



Gearbox Cover



Vertical Fin Half Fairing



Support Fitting Guide Vane



Tail Bumper



Static Discharger Stator Hub



For training and information only



July 2002



03 -- 17



EC 135 Training Manual Tail Unit



Tail Rotor General



Leading Particulars



The tail rotor is a shrouded fan--in--fin rotor (Fenestron concept) which is installed in a duct in the Fenestron structure. It is installed on the RH side of the helicopter. It performs the following functions: -- Counteracts main rotor torque -- Controls the helicopter around the yaw axis The tail rotor generates the thrust required to counteract main rotor torque. This is achieved by changing the pitch angle of the tail rotor blades. The direction of rotation of the tail rotor is counterclockwise when viewed head-on from the right-hand side of the helicopter.



Weight incl. blades Nominal speed Power required Rotation Weight of one blade Quantity Material Profile



8.2 kg (18 lb) 3584 RPM max 110--120 kW counterclockwise (viewed head-on from starboard of helicopter) approx. 0.29 kg (0.64 lb) 10 off Aluminum alloy nonlinear airfoil, spanwise twist



The tail rotor is equipped with ten unevenly-spaced rotor blades. This arrangement produces overlapping of the acoustic vibrations, thereby providing a lower tail rotor noise level. A stator is installed in the duct of Fenestron structure. The stator consists of the stator hub and inclined vanes. The vanes straighten the airflow generated by the tail rotor, thereby improving its efficiency and keeping the noise level low through the inclined installation. Attached to the stator hub is the tail rotor gearbox. The tail rotor and the tail rotor gearbox are connected to each other through the splined hub flange and the output gear wheel.



For training and information only



July 2002



03 -- 18



EC 135 Training Manual Tail Unit Principle of Tail Rotor



FWD



Sense of Rotation Tail Rotor



Yaw Control



For training and information only



July 2002



03 -- 19



EC 135 Training Manual Tail Unit



Components



Fairing



The tail rotor consists of the following:



A fairing protects the components within the hub body and is fitted with fasteners and plate nuts. At the center of the fairing is a bore which is used to detach the fairing. The bore is sealed by a plug.



--------



10 tail rotor blades Hub body 10 inner bearings 10 outer bearings Pitch change spider Center flange Fairing



Tail Rotor Blades The tail rotor blades are constructed of aluminum alloy and consist of the blade air foil and the blade root. The tail rotor blade air foil is formed with a built-in spanwise twist. It has a nonlinear profile which progressively changes from the blade neck to the root twist. The blade root is hollow. It has two bearing surfaces and, a bore for receiving two bushings and the blade bolt, and a pitch horn. The tail rotor blades are supported in the hub body by the mating sliding bearings. This arrangement enables the tail rotor blades to feather and change their pitch angles. Bolted to the pitch horn is a ball segment which connects the tail rotor blade to the pitch change spider. The hollow blade root serves to accomodate the tension-torsion bar to which the rotor blade is attached by bushings and a blade bolt.



For training and information only



July 2002



03 -- 20



EC 135 Training Manual Tail Unit Tail Rotor



Inner Bearing Outer Bearing Output Gear Wheel



Tail Rotor Blade Pitch Change Spider



Guide Control Rod Thrust Nut Locking Washer Center Flange Fairing



For training and information only



July 2002



03 -- 21



EC 135 Training Manual Tail Unit



Thrust Nut



Hub Body with Bearings



The thrust nut is screwed to output gear wheel of the tail rotor gearbox and securs the tail rotor. It is prevented from rotating by the locking washer. The thrust nut transmits the tail rotor thrust to the Fenestron structure through the tail rotor gearbox and the stator.



The hub body houses the tail rotor components. In the hub body, the tail rotor blades are each supported in an outer and an inner bearing. On the hub body rear side 6 threads for bolts and balance washers are installed.



Pitch Change Spider The pitch change spider is attached to the pitch horn of the tail rotor blades through ball joints. It is the central pitch changing components for all of the tail rotor blades.



Center Flange The center flange is bolted to pitch change spider and is connected to the control rod and guide of the tail rotor gearbox. Interposed between the guide in the tail rotor gear box and the center flange is an setting shim by means of which the pitch of the tail rotor blades can be set. Control inputs move the control rod and the guide, which in turn move the pitch change spider axially through the interconnected center flange. Simultaneously, the pitch angle of all the blades is changed by the same amount via the pitch horns mounted on the pitch change spider.



Chinese Weights The Chinese Weights or propeller moment weights dynamically reduce the control forces. u NOTE



There are different chinese weights mounted to the left and to the right.



For training and information only



u NOTE



For balancing work the bolts have to be numbered from 1 to 6 beginning at the speed reference mark in counter--clockwise direction.



Splined Hub Flange The splined hub flange is connected to the hub body by screws and, through its internal spline, is splined to the pinion of the output gear wheel. It connects the tail rotor to the tail rotor gear box.



Tension-- torsion Bar The tension-torsion bar consists of a stack of steel laminates which are held together bay a shrink sleeve. The tension-torsion bars retain the tail rotor blades within the hub body and connect them to the hub flange. The tension-torsion bar absorb centrifugal forces. The low torsional stiffnes of its steel laminates enables pitch angle variation on all the tail rotor blades.



Attach Ring The attach ring together with the tension-torsion bars and the hub flange are attached to the hub body by bolts and associated nuts.



July 2002



03 -- 22



EC 135 Training Manual Tail Unit Tail Rotor Control



View from side of the tail rotor fairing 11 Bolt/Washer for Balancing



9



1



Thread for Bolt/Washer (6 Positions)



1



8 2 3 7



6



4



11 8 9



12



10 7 1 2 3 4 5 6



Hub Body Splined Flange Attach Ring Pitch Change Spider Bushing Tension--torsion Bar



7 8 9 10 11 12



For training and information only



3



6



Bushing with Chinese Weight Inner Bearing Ring Outer Bearing Ring Ball Joint Tail Rotor Blade Plate



5



4 10



July 2002



03 -- 23



EC 135 Training Manual Tail Unit



Tail Rotor Gearbox General



Design / Function



The tail rotor gearbox is a single-stage, spiral-toothed bevel gear. It does the following:



The gearbox housing is made of aluminum alloy. Installed in the housing are the input pinion gear and output gear wheel which are attached by the flanges of their supporting bearing outer races to the gearbox housing. The gearbox housing is provided with an input casing and an output drive casing which are both fitted with a shaft seal.



-- Drives the tail rotor -- Reduces the speed from the drive shafts -- Diverts the direction of power flow through 90° by means of two bevel gears -- Transmits tail rotor forces and moments through the stator to the fuselage The tail rotor gearbox houses the components which control the tail rotor. These components transmit the control inputs from nonrotating to the rotating parts of the tail rotor.



Components The tail rotor gearbox consists of the following: --------



Gearbox housing Input casing Output casing Input drive flange Input pinion gear Output gear wheel Control unit (comprising casing, control rod, guide)



For training and information only



July 2002



03 -- 24



EC 135 Training Manual Tail Unit Tail Rotor Gearbox Output Gear Wheel



Shim



Control Unit



Guide



Gearbox Housing



Output Casing



Input Pinion Gear



Sight Glass



Input Casing Lip Seal Input Drive Flange Drain Plug Electrical Chip Detector



For training and information only



July 2002



03 -- 25



EC 135 Training Manual Tail Unit



Input Drive Flange



Control Unit



The input drive flange which transmits torque to the input pinion gear, is formed with a three-arm flange and a splined shaft which meshes with the internal spline of the input pinion gear.



The casing, control rod and guide together comprise the control unit which is installed inside the output gear wheel. Control inputs cause the Fenestron actuator to move the contol unit in an axial direction. The control unit transfers control movements to the tail rotor.



Input Pinion Gear The input pinion gear, which drives the output gear wheel, consists of a spiral bevel gear, a double ball bearing, and a special nut secured by a locking ring.



Output Gear Wheel The output gear wheel, which drives the tail rotor, consists of a spiral pinion gear, a double ball bearing, and a special nut secured by a locking ring. The tail rotor is splined to the pinion of the output gear wheel through the splined hub flange.



The control unit casing comprises the casing itself and an integrated control rod which is connected to the input lever of the tail rotor control linkage so that the casing cannot rotate. Installed inside the casing is a control rod and a double ball bearing which is held in the housing by a special nut and secured by a nut retainer. The components inside the casing provide for the transition from nonrotating to rotating movement of the tail rotor controls. The axial movement of the control unit casing is transferred through the double ball bearing to the pivoted control rod and guide. The control rod and guide are connected to the tail rotor blades through the center flange and the pitch change spider of the tail rotor, causing them to rotate at the same speed as the tail rotor. An setting shim is interposed between the guide and the central flange. The thickness of the setting shim determines the position of the central flange and, when adjusted, affects the pitch of the tail rotor blades.



For training and information only



July 2002



03 -- 26



EC 135 Training Manual Tail Unit Tail Rotor Gearbox 1 1 Input Drive Flange 2 Input Casing 3 Input Pinion Gear 4 Output Gear Wheel 5 Guide 6 Control Rod 7 Casing of Control Rod 8 Output Casing 9 Gearbox Housing 10 Double Ball Bearing 11 Nut 12 Nut Retainer 13 Setting Shims 14 Pitch Change Spider



7



10



2 3



FWD



4



11 12



6



5



13



14



6



5



7 8 9



Control Unit



For training and information only



July 2002



03 -- 27



EC 135 Training Manual Tail Unit



Oil System Installed in the lower region of the gearbox housing is a valve incorporating a magnetic plug which is fitted with an electrical chip detector. The magnetic plug is retained within the valve by a bayonet coupling. When the magnetic plug is removed, the valve closes automatically to prevent oil from flowing out. The oil in the tail rotor gearbox is drained by means of a hose with an adapter which fits into the valve. An oil level sight glass, which has minimum and maximum markings, enables visual inspection of the oil level. The oil filler neck of the gearbox housing is fitted with a strainer and a cap. The gear wheels and bearings of the tail rotor gearbox are provided with splash lubrication. The tail rotor gearbox is cooled by the circulating oil and via the gearbox housing.



Balancing Installation For balancing the tail rotor a velocimeter and a magnetic speed pickup are installed at the tail rotor gearbox. The wiring leads to a receptacle in the circuit breaker panel 1 which is situated in a recess in the LH cargo compartment side cover. u NOTE



A dummy velocimeter pickup or a operating pickup can be installed.



For training and information only



July 2002



03 -- 28



EC 135 Training Manual Tail Unit Tail Rotor Gearbox Gearbox Housing Housing for Speed Sensor Magnetic Pickup Revolution Marker



Cap Strainer



Input Casing



Oil Level Sight Glass MIN and MAX Markings Adapter for Oil Hose



Input Drive Flange



Circuit Breaker Panel 1



Velocimeter Receptacle for Track&Balance 10



5



Velocimeter Magnetic Plug



3MJA



Electrical Plug



TR&BAL DC RECEPT INFLT



19VVA



For training and information only



July 2002



03 -- 29



EC 135 Training Manual Tail Unit



Tail Rotor -- Inspection Clearance Check of the Tail Rotor Blades The clearance at any position of the tail rotor blades and the Fenestron structure must not be less than 3.5 mm.



Procedure The clearance of all rotor blades is measured with a gauge at position 1 (lowest part of the Fenestron duct). The blade with the minimum clearence is rotated with 45° steps and the clearance is measured at each position.



Correcture Check whether paint was applied too thickly in the affected area of the Fenestron structure when the paint coat was previously renewed or touched up. If this is found to be the case, reduce the thickness of the paint coat by the excessive amount. However, the paint must not be removed to the point where the light blue primer coat is exposed. If this does not apply, disassemble the tail rotor and inspect screws and laminated tension-torsion bars for wear. Replace worn parts and reassemble the tail rotor. After the tail rotor has been reassembled, measure again the clearance between blade tips and the Fenestron structure.



For training and information only



July 2002



03 -- 30



EC 135 Training Manual Tail Unit Tail Rotor -- Clearance Check



1



8



positions at which clearance is measured



Tail Rotor Blade



5 6



4



7



3



2



Fenestron Structure



8 1



Allowable Clearance 3.5 mm



For training and information only



July 2002



03 -- 31



EC 135 Training Manual Flight Control



Flight Control



For training and information only



July 2002



04 -- 1



EC 135 Training Manual Flight Control



Table of Contents Principle of Flight Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Control of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Collective Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cyclic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mixing Lever Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Swash Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotating Control Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driving Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Track&Balance Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tail Rotor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Supply Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description of the Follow Up Principle . . . . . . . . . . . . . . . . . . . System Description MHA/EHA . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical Override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electro-- Hydraulic Actuator EHA . . . . . . . . . . . . . . . . . . . . . . . Indication and Testing System . . . . . . . . . . . . . . . . . . . . . . . . . . Fenestron Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Three Axis Stability Augmentation System SAS . . . . . . . . . . Yaw Stability Augmentation System . . . . . . . . . . . . . . . . . . . . . Pitch & Roll Stability Augmentation System . . . . . . . . . . . . . . Pitch Damper (DPIFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



4 6 8 12 14 18 20 22 24 26 32 38 42 52 52 56 60 64 68 70 72 72 76 80



For training and information only



July 2002



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EC 135 Training Manual Flight Control



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



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EC 135 Training Manual Flight Control



Principle of Flight Control General



Tail Rotor Control



The attitude and airspeed of the EC 135 is controlled by adjusting the angle of incidence of the main and tail rotor blades.



The tail rotor control is in principle the same as the collective control of the main rotor system. Adjusting the angle of incidence of the ten tail rotor blades collectively varies the thrust, reacting against the main rotor torque. The helicopter stands still in hover, if these forces are equal. If not, the helicopter will turn around its yaw axis.



Flight Control Three types of controls are necessary to fly the helicopter: -- Collective control of the main rotor -- Cyclic control of the main rotor -- Tail rotor control The pilot gives control signals by: -- Collective pitch lever (left hand) -- Cyclic control stick (right hand) -- Tail rotor pedals (feet)



Collective Control Changing the angle of incidence equally on all four main rotor blades increases or decreases the main rotor thrust. This is called collective control.



Cyclic Control The cyclic control adjusts the angle of incidence of two opposite blades periodically and inverse. By means of this results a horizontal force. The helicopter will tilt and move in the direction of the horizontal force. Cyclic control consists of lateral control (left and right movement) and longitudinal control (forward and backward movement). For training and information only



July 2002



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EC 135 Training Manual Flight Control Flight Control



Collective Control Main Rotor



Cyclic Control Main Rotor



Yaw Control Tail Rotor FWD



FWD



For training and information only



July 2002



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EC 135 Training Manual Flight Control



Flight Control of the EC 135 Components



Tail Rotor Control



The flight control of the EC 135 comprises the following systems:



The main components of the tail rotor control are the following:



-- Main rotor control -- Tail rotor control



-----



Main Rotor Control The main rotor control consists of two systems:



Pedal assembly Ball bearing control cable Electro-mechanical actuator (SEMA) Fenestron actuator



-- Collective control -- Cyclic control



Components The most important components of the main rotor control are: ---------



Collective lever Cyclic stick grip Trim system Control linkage, non boosted section One mechano-hydraulic actuators (MHA) Two electro-hydraulic actuators Mixing lever gear unit Control rods, boosted section



For training and information only



July 2002



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EC 135 Training Manual Flight Control Flight Control



EHA for SAS (Roll Axis)



MHA for Collective Control Tail Rotor Actuator



Control Rod Linkage EHA for SAS (Pitch Axis) Yaw Actuator Upper Guidance Unit Ball Bearing Cable



Collective Lever Cyclic Control Stick



Lower Guidance Unit



Cyclic Shaft Collective Shaft Pedal Assembly



Trim Actuator Lateral Trim Actuator Longitudinal For training and information only



July 2002



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EC 135 Training Manual Flight Control



Collective Control Signal Input



u NOTE



The collective signals are given by pulling the collective pitch lever upward or pushing downward. Pulling creates climb, pushing descent.



Collective Pitch Lever The collective pitch lever is located on the left side of the pilot seat. The second lever is located on the left side of the copilot seat. Both collective pitch levers are mechanically linked via a torsion tube.



Final adjustment of the collective pitch stop is determined during maintenance check flight. The actual mechanical stop is compared to the rotor thrust given by the measured torque under the respective outside air conditions (PA, OAT). If there is a difference to the calculated volume in the diagram, the mechanical stop can be adjusted by changing the number of shims under the flange.



Friction Brake To prevent undesired movement of the collective lever during flight, a friction brake acts on the torsion tube. The desired friction against the movement of the pitch lever can be set by the adjusting screw.



Collective Pitch Stop The collective pitch stop is an elastic stop which limits the angle of attack of the main rotor blades in fast, high density altitude flights. During an emergency condition i.e. autorotation landing it may be necessary to exceed this elastic stop. This will increase the collective control force because of a spring force to overcome.



For training and information only



July 2002



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EC 135 Training Manual Flight Control Collective Shaft



Bearing Lever for Collective Control Rod Seat for Collective Pitch Lever Friction Brake Connection to LVDT (Engine Control)



Cabin Floor Collective Shaft



Bearing Shim Pitch Stop Contact Lever Seat for Collective Pitch Lever (Copilot)



Spring Striker Plate



For training and information only



July 2002



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EC 135 Training Manual Flight Control



Control Transmission The signals are transmitted via a torsion tube, located underneath the cockpit floor, several control rods and bell cranks to the input control lever of the dual hydraulic boost unit. Here the signals are force amplified. The amplified signals are transmitted via a control rod to the collective control fork, which is part of the mixing lever assembly. The collective control fork lowers or lifts the sliding sleeve, which creates the intendet simultaneous variation of the angle of incidence on all four rotor blades.



For training and information only



July 2002



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EC 135 Training Manual Flight Control Collective Control



Main Rotor Actuator



Upper Guidance Unit



Control Rod



Control Rod



Collective Pitch Lever Collective Shaft



For training and information only



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EC 135 Training Manual Flight Control



Cyclic Control Signal Input The cyclic control signals are given by moving the cyclic stick left or right (lateral control) and by pushing or pulling it (longitudinal control).



Cyclic Stick The cyclic sticks are located in front of the pilot’s and copilot’s seat. Both sticks are linked via a torsion tube and a linkage mechanism underneath the cabin floor.



Control Transmission Longitudinal control inputs are transmitted via the cyclic shaft to a horizontal control rod which leads to the lower guidance unit beneath the control post. Lateral control inputs are transmitted via a linkage which is connected above the cyclic shaft to the control stick, to a bell crank and to a horizontal control rod which leads to the lower guidance unit beneath the control post.



The longitudinal control lever tilts about the axis of the corresponding bearing bushing and displaces the control ring of the swashplate forward to the right via a cyclic control link when pushing the stick forward or backward to the left when pulling the cyclic stick aft. The lateral control lever tilts the swashplate forward to the left when pushing the cyclic stick to the left and backward to the right when pushing the stick to the right.



Vibration Decoupling Unit The linkage for decoupling the vibrations is located between the upper guidance unit and the mouning plate of the main rotor actuator. This unit supresses control inputs induced by vibrations from the main gear box relatively to the fuselage. If there is a displacement between the main gearbox and the upper guidance unit, the decoupling rod causes a tilting of the guidance unit for compensation.



The lower guidance unit transfers longitudinal and lateral control inputs as thrust motions to one vertical control rod each. The left and the right bell crank of the upper guidance unit transmit the thrust motions to one horizontal control rod each. One horizontal control rod displaces the input lever of the longitudinal control piston (LH) and the other one displaces the input lever of the lateral control piston (RH) at the main rotor actuator. Boosted inputs are transmitted behind the pistons to the longitudinal control lever or to the lateral control lever of the mixing lever gear unit. For training and information only



July 2002



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EC 135 Training Manual Flight Control Cyclic Control



EHA for SAS (Roll Axis)



Vibration Decoupling Unit Horizontal Control Rod Roll Axis



Main Rotor Actuator EHA for SAS (Pitch Axis)



Upper Guidance Unit



Horizontal Control Rod Pitch Axis Cabin Floor



Vertical Control Rod (Lateral Control)



FWD



Lateral Trim Control Rod Lateral Control Rod



Lower Guidance Unit Cyclic Stick



Vertical Control Rod (Longitudinal Control)



Cyclic Shaft Bearing Support



Cyclic Shaft



Long. Trim Control Rod For training and information only



July 2002



Long. Control Rod



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EC 135 Training Manual Flight Control



Mixing Lever Assembly General The purpose of the mixing lever assembly is to transmit the three amplified main rotor control signals (collective, longitudinal and lateral) to the swashplate.



Main Components The main components of the mixing lever assembly are: -- Collective control fork -- Two cyclic control levers



Collective Control Fork The collective fork is supported by the hinged support mounted on top of the main transmission. At the forked end it is connected to the sliding sleeve.



Cyclic Control Levers The two cyclic control levers are mounted one on each side of the collective control fork. As seen in flight direction, the lateral control lever is mounted to the RH side and the longitudinal control lever is mounted to the LH side of the collective fork.



For training and information only



July 2002



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EC 135 Training Manual Flight Control Mixing Lever Assembly Swash Plate Short Control Rod Lateral Short Control Rod Longitudinal



Cyclic Lever Lateral Collective Fork



Main Gear Box



Connecting Rod Lateral Cyclic Lever Longitudinal



Connecting Rod Collective Connecting Rod Longitudinal



For training and information only



Shim Plate



July 2002



Hinged Support



04 -- 15



EC 135 Training Manual Flight Control



Transmission of Control Signals



u NOTE



Collective: For increasing the vertical lift of the helicopter the swash plate has to be raised evenly by the collective fork and the sliding sleeve (point 1 to point 1’).



Transmission of cyclic signals is totally independant of collective control inputs. Collective control signals are transferred to both, the sliding sleeve and the two short control rods.



Thus the pivot points of the lateral and longitudinal levers have to be raised as well in order to avoid a cyclic input to the swash plate (point 2 to point 2’ and point 3 to point 3’). Longitudinal input (example forward flight): The longitudinal lever raises point 3 to point 3’ and thereby tilts the swash plate. Thus the rotating pitch links, which are mounted at the loading edge of the rotor blades, provide the maximum input approx. 90° prior the tail position of the blades. Due to the gyroscopic effect, inertial blade mass and rotor characteristics the blades deliver the highest lift at the tail position. the lowest lift is evident at the nose position. The rotor plane tilts forward which causes the helicopter to fly forward. For a rearward flight the swash plate has to be tilted in the opposite direction (lowering of point 3) and the rotor plane will tilt to the rear according the principle described above. Lateral input: The lateral input for left and right follow the same principle as the longitudinal control. Point 2 has to be raised or lowered and the helicopter will turn left or right.



For training and information only



July 2002



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EC 135 Training Manual Flight Control Transmission of Cyclic and Collective Signals



Collective Control Signal



Swash Plate



2’



3’ 3’



2 Sliding Sleeve



Cyclic Control Signal



3



1’ 1



3



Short Control Rod



Lateral Lever Collective Fork Axis a



Axis a



Longitudinal Lever



Input: Increase Thrust



For training and information only



Input: Forward Flight



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EC 135 Training Manual Flight Control



Swash Plate



Swash Plate Bearing



General



The swash plate bearing is a douplex ball bearing which connects the nonrotating control ring to the rotating bearing ring.



The swash plate transfers the rotor blade pitch change control movements from the stationary cyclic or collective control input to the rotating blades.



Sliding Sleeve The collective control inputs move the sliding sleeve up or down. Inside the sleeve two teflon liners are attached, which permit easy sliding movement on the gearbox mounted support tube. Two bearing bolts at the top of the sliding sleeve retain the cardan ring. Two ball bearings at the lower side connect to the collective control fork of the mixing lever unit.



Cardan Ring



u NOTE



The swash plate bearing is the only rotating part of the helicopter that is lubricated by grease.



Bearing Ring The bearing ring is rotated synchronously with the rotor through the two scissors assemblies. The four forked lugs provide the attachement points for the rotating control rods. The connecting bolts from the two levers integral with the bearing ring provide the attachment points for the scissors assemblies. Located within the bearing ring is a soft-iron pin which provides the impulses for a magnetic pick-up for track and balance purposes.



The cardan ring contains four bearings, two for pivoting the sliding sleeve and two for pivoting the control ring. This arrangement constitutes a gimbal mounting which enables the interconnected control ring to tilt in all directions about the vertical axis.



Control Ring The stationary control ring transmits the cyclic inputs via the swash plate bearing to the rotating bearing ring. It is connected to the mixing lever assembly by two control rods. Also at the control ring provision is made for installation of a speed pickup for track and balance purposes.



For training and information only



July 2002



04 -- 18



EC 135 Training Manual Flight Control Swash Plate Assembly



Inner Ring Outer Ring Split Cover



Connecting Bolt for Scissors Assembly



Bearing Ring, Rotating Speed Pickup Mount Duplex Ball Bearing Control Ring, Nonrotating Cardan Ring



Control Fork Bearing



For training and information only



Teflon Bushing



July 2002



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EC 135 Training Manual Flight Control



Rotating Control Rod



u NOTE



General The purpose of the rotating control rods is to transmit the flight control signals to the main rotor blades. Four rotating control rods are installed between the rotating part of the swash plate and the pitch horns at the rotor blades.



Components Each rotating control rod consists of: -----



Two bearing rod ends Two counter nuts Two keyed washers Rod body



The metric threads of some high loaded bolted connections might be designed according the MJ standard. Due to modifications in the thread root area an improved stability is achieved. In addition the self locking behaviour has been improved due the selected relationship of thread diameter and pitch. For combinations or exchangeability of MJ and standard ISO M threads the remarks in the IPC have strictly to be followed. For identification the letters “MJ” are imprinted on bolts/nuts.



Y WARNING



The threads of the rod ends are marked by red paint. These red areas must not be visible after adjustment/installation.



Configuration The bearing rod ends are screwed into the rod body by a coarse thread (MJ10x1.25) on one side and a fine thread (MJ10x1.00) on the other side. The rod ends are secured in the rod body by a keyed washer and a counter nut on each side. The counter nuts are additionally lockwired. To prevent corrosion inside the rod body of, the upper end is sealed by a sealing compound. u NOTE



The coarse thread must be located on the top. If not, the adjustment for the blade track by rotating the rod body is not as described in the maintenance manual.



For training and information only



July 2002



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EC 135 Training Manual Flight Control Rotating Control Rod



Sperical Bearing with Coarse Thread



Counter Nut Keyed Washer



Rod Body



Spherical Bearing with Fine Thread



For training and information only



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EC 135 Training Manual Flight Control



Driving Unit General The driving unit connects the swash plate to the rotor mast. Its purpose is to drive the rotating part of the swash plate. The driving unit connects the bearing ring of the swash plate with the scissors clamp at the main rotor mast.



Attachment The driving unit is connected to the main rotor mast by two integrated lugs. Each of the two scissors assemblies are connected to the swash plate by means of a spherical bearing and a swash plate installed bolt. u NOTE



The lettering OUTER SIDE on the lever faces outboard.



For training and information only



July 2002



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EC 135 Training Manual Flight Control Driving Unit



Rotor Hub Shaft



Scissors Assembly



Lettering OUTER SIDE



Spherical Bearing



For training and information only



July 2002



04 -- 23



EC 135 Training Manual Flight Control



Track&Balance Installation General For balancing the main rotor two velocimeter and a magnetic speed pickup are installed. The wiring leads to a receptacle in the circuit breaker panel 1 which is situated in a recess in the LH cargo compartment side cover.



Lateral Velocimeter The lateral velocimeter is installed on the main transmission, the vertical velocimeter is located in the nose of the helicopter in the area below the copilot’s seat under the forward floor, next to the cyclic shaft.



Magnetic Pickup The magnetic pickup is installed at the control ring of the swash plate. An iron interrupter pin is mounted in the rotating bearing ring of the swash plate. u NOTE



Dummy velocimeter pickups or operating pickups can be installed.



For training and information only



July 2002



04 -- 24



EC 135 Training Manual Flight Control Track&Balance Installation Bearing Ring



Magnetic Pickup



Interrupter Pin Forward Floor Main Transmission



Cable Assy



Velocimeter M/R LAT



Circuit Breaker Panel 1 Receptacle for Track&Balance 10



5



3MJA



TR&BAL DC RECEPT INFLT



Receptacle for DC Power Supply T&B--Equipment



Cyclic Shaft



Velocimeter



19VVA



For training and information only



July 2002



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EC 135 Training Manual Flight Control



Trim System General As the EC 135 is equipped with hydraulic boost units for main rotor control, which amplify the control signals, no real control forces are necessary at the control stick. For better handling of the helicopter an artificial control force, giving the pilot a reference for stick displacement is desireable. For that reason trim actuators with artificial force feel springs are installed in the non--boosted section of the cyclic controls. During flight the pilot does not only move the stick for a short time, e.g. flying a turn, but also for along time , e.g. during cruise. Holding the cyclic stick against the artificial control force would fatique the pilot.



It is installed beneath the cabin floor off-center right in front of the torsion tube.



Control Board The control board for the trim system is installed beneath the cabin floor right behind the cross beam attached to the cabin floor. On the control board there are mounted two relays for control of the DC motors.



4-- Way Trim Switches The 4--way trim switches are installed on top of both cyclic control stick grips, respectively.



Therefore the artificial control force can be trimmed to zero in each stick position by electric motors and clutches in the trim actuators.



The desired trim position of the cyclic control is adjusted by the 4--way trim switches.



Trim Actuator



Push Buttons



The longitudinal trim actuator is installed beneath the cabin floor centered directly behind frame 1 and in front of the cyclic shaft. The identical lateral trim actuator is installed beneath the cabin floor centered behind the cyclic shaft and in front of frame 2.



The push buttons ATT TRIM REL to release the trim position are installed on top of both cyclic stick grips, respectively.



In the housing of an actuator there is mounted a DC motor, an electro-mechanical clutch, a eddy current brake, a position sensor and a spring for artificial force feel.



If dual controls are installed, the 4--way trim switch priority is set to trim aft / right, regardless whether the trim signal is triggered by the pilot or the copilot.



Trim Linkage



Circuit Breaker



The longitudinal trim rod connects the output lever of the longitudinal trim actuator with the torsion tube of the cyclic shaft for longitudinal control.



The circuit breakers TRIM ACT and ATT TRIM REL are mounted in the overhead console.



For training and information only



Dual Controls



July 2002



04 -- 26



EC 135 Training Manual Flight Control Trim System -- Locations



Circuit Breaker ATT TRIM ACT Circuit Breaker ATT TRIM REL CDS AUDIO RES



4--Way Trim Switch ATT TRIM Push Button ATT TRIM REL Cabin Floor



Trim Actuator Longitudinal



For training and information only



Trim Actuator Lateral



Cross Beam



July 2002



Trim System Control Board



04 -- 27



EC 135 Training Manual Flight Control



Function The function of the longitudinal and lateral trim actuator is identical. By operating the 4--way trim switch at the cyclic stick, the DC motor in the trim actuator drives the primary reducer (irreversible wormgear) and transmits the movement to the closed electrical clutch. With the clutch the primary reducer is connected to the secondary reducer and the motor movement is transmitted to the output shaft. Via the output lever and a control rod, the stick is moved into a new force free neutral position.



After releasing the ATT TRIM RELEASE push button, a new force free stick position is maintained. u NOTE



In case of accidental jamming of any internal trim actuator parts, a higher control force has to be applied to break a shear pin in the affected trim actuator output shaft. This allows free movement in the respective direction without an artificial control force. In that case the trim system in the associated direction is disabled, too.



The running direction of a trim motor is changed by a polarity reversal. The on--board circuitry with the relais and the two DC motors enables four running directions: Forward, aft, left, right. When operating the 4--way trim switch only one of the four contacts can be closed. When releasing the switch, all four contacts are again opened. During a cyclic control input the trim actuator output lever moves together with the cyclic controls. With the trim actuator deenergized no movement of the reduction geartrain is possible. By the relative movement between the two plates, the spring becomes twisted, thus creating an artificial control force. Depressing the ATT TRIM RELEASE push button at the cyclic stick energizes the electric clutch in the trim actuator. The clutch opens and separates the secondary reducer from the primary reducer. This allows the secondary reducer to turn and the spring to move in the force free position. To smooth this movement a damping device mounted with the secondary reducer gives a torque resistance proportional to speed.



For training and information only



July 2002



04 -- 28



EC 135 Training Manual Flight Control Trim System; Trim Actuator Side View Cabin Floor Frame 1 DC Motor Lateral Trim Rod



Longitudinal Trim Rod



FWD



Electrically Activated Coupling



Position Sensor



Centrifugal Friction Brake



Top View Cyclic Shaft



Gear with Shear Pin Spring Movable Gear Output Lever



Longitudinal Trim Actuator For training and information only



Lateral Trim Actuator July 2002



04 -- 29



EC 135 Training Manual Flight Control



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



04 -- 30



EC 135 Training Manual Flight Control Trim System -- Functional Diagram Push Button ATT TRIM REL (Pilot)



PP10E



PP10S 4--Way Trim Switch ATT TRIM (Copilot)



Push Button ATT TRIM REL (Copilot) Forward



Forward Left



Left 4--Way Trim Switch ATT TRIM (Pilot)



Right



Right



Rear



Rear



Control Board 4--Way Trim Switch ATT TRIM



H



Push Button ATT TRIM REL



V



M



Longitudinal Actuator For training and information only



July 2002



R



L



M



Lateral Actuator



04 -- 31



EC 135 Training Manual Flight Control



Tail Rotor Control General



Yaw Actuator



The tail rotor control changes the angle of incidence of the tail rotor blades collectively. The tail rotor control is used for the yaw control. Control inputs are made by the pilot via the pedal assembly. The pedal inputs are superimposed by inputs from the Yaw Stability Augmention System (YAW--SAS) via an electro-mechanical actuator. The inputs are boosted hydraulically and transmitted to the control spider which changes the blade angles.



The yaw actuator is an actuator with an integral position feedback (Smart electro-mechanical actuator, SEMA). It converts the stabilizing signal produced by the fibre optic gyro (FOG) into a corresponding mechanical input to the tail rotor control linkage.



Components



Following a stabilizing input, the yaw actuator automatically recenters within its maximum stabilizing stroke range to ensure full stabilizing input authority. The authority in the yaw actuator control is 8%.



The tail rotor controls consist of the following assemblies: -----



The series-connected yaw actuator operates between the ball bearing control and the hydraulic Fenestron actuator. In consequence, stabilizing inputs from the yaw stability augmentation system and the control inputs from the pilot are superimposed on each other.



Pedal assembly Ball bearing control cable Yaw--SAS actuator Fenestron actuator (booster)



Pedal Assembly The pedal assembly consists of: -- 2 pedals -- 2 pedal control rods -- Bellcrank lever The pedal assemblys of the pilot and copilot are linked by a connection rod.



For training and information only



July 2002



04 -- 32



EC 135 Training Manual Flight Control Tail Rotor Control



Yaw Actuator



Hydraulic Pressure Tube



Ball Bearing Control Cable



Fenestron Actuator



Bell Crank Lever



Coupling for Connection Rod to the Copilot’s Pedal Assembly



Pedal Assembly



For training and information only



Control Rod



July 2002



04 -- 33



EC 135 Training Manual Flight Control



Ball Bearing Control Cable The ball bearing control cable (FLEXBALL) consists of a double--row arrangement of steel balls leading through captive ball cages. The steel balls roll between two outer races and a center core. A flexball casing encloses the races. Due to this construction the center core is able to transmit identical tensile and compression forces.



For training and information only



July 2002



04 -- 34



EC 135 Training Manual Flight Control Ball Bearing Control Cable (Flexball)



Casing Outer Race



Center Core



Ball Cage



Steel Ball



For training and information only



July 2002



04 -- 35



EC 135 Training Manual Flight Control



Function of the Tail Rotor Control The angle of incidence of the tail rotor blades can be varied within a range of --16.8û thru +34.2û. If e.g. a control input “yaw to the left” is made by actuating the left pedal of the pedal assembly, this input is transmitted as a tension motion via control rods and the guidance unit to the ball bearing control. The ball bearing control actuates a control rod in the Fenestron and thus the input of the yaw actuator. The yaw actuator superimposes additional control inputs of the yaw stability augmentation system. The part of the control rod located behind the yaw control actuator pulls the input lever. The Fenestron actuator increases the force at the input lever and axially shifts the rotating control spider via its piston rod to the right. The levers of the control spider convert the axial motion into a positive twist of the rotor blades.



For training and information only



July 2002



04 -- 36



EC 135 Training Manual Flight Control Tail Rotor Actuator Pressure Pipe



Return Pipe



Bleed Valve



Input Lever



Control Rod



For training and information only



July 2002



04 -- 37



EC 135 Training Manual Flight Control



Hydraulic System General



Location



The hydraulic system is used to boost the manual control inputs of the pilot. At the same time the reset forces of the rotor blades are blocked.



The components of the hydraulic power system are installed on the front of the main transmission and in the cockpit. Two pressure supply systems are installed on top of the fan gearboxes. The fan gearboxes are attached to the left-hand and right-hand forward side of the main transmission. The main rotor actuator is installed in the center of the forward side of the main transmission. The Fenestron actuator is installed inside the stator hub of the Fenestron. Hydraulic lines connect the pressure supply systems to the main rotor actuator and the Fenestron actuator. The components of the indicating and testing system are part of the pressure supply systems. The related switches and displays are installed in the overhead panel and in the instrument panel.



Components The hydraulic system consists of the following components: -----



Two identical pressure systems Main rotor actuator Fenestron actuator Indicating and testing system



Leading Particulars Operating Pressure Return Pressure Hydraulic Fluid Fluid Capacity Reservoir Capacity u NOTE



103 bar 1.40 -- 1.75 bar acc. MIL--H 5606 (F) 1.0 l (SYS1), 1.2 l (SYS 2) 0.8 l



To prevent a contamination and blockage, it is recommended that hydraulic fluid stored in cans should not be used when it is older than 3 years.



For training and information only



July 2002



04 -- 38



EC 135 Training Manual Flight Control Pressure Supply System Pressure Supply System 2 Mixing Lever Unit



FWD



Pressure Supply System 1



Refill Port System 1 Input Lever Main Transmission Lateral Control Rod



Output Lever Refill Port System 2



Collective Control Rod



Actuator Longitudinal Control Rod



For training and information only



July 2002



04 -- 39



EC 135 Training Manual Flight Control



Redundancy Provision The hydraulic power system is a dual system. It has two identical pressure supply systems, system 1 and system 2, that operate independently. Under normal operating conditions both pressure supply systems simultaneously generate the entire pressure for boosting the main rotor controls. System 2 in addition also boosts the tail rotor controls. If one of the pressure supply systems fails, the remaining system continues to supply the main rotor actuator. This causes the operating force of the mechano-hydraulically operated main rotor actuator to decrease to half. Only the failure of system 2 causes the tail rotor control to operate without pressure. Failure of system 1 has no effect on the Fenestron actuator.



For training and information only



July 2002



04 -- 40



EC 135 Training Manual Flight Control Hydraulic Power System



System 1



Fenestron Actuator



Main Rotor Actuator System 2



Valve Block



Reser- Valve Block voir



Relais



Reservoir



Relais



Pump



Pump Test Switch



System 2



System 1 CDS/CPDS HYD PRESS



For training and information only



July 2002



HYD PRESS



04 -- 41



EC 135 Training Manual Flight Control



Pressure Supply Systems General The pressure supply systems 1 and 2 are two identical systems. They independently supply the hydraulic actuators with operating pressure.



Components Each pressure supply system consists of: -----



Hydraulic pump Reservoir Valve block Hydraulic lines



u NOTE



To prevent the hydraulic systems from contamination an external ground cart must not be connected. System tests can be carried out by operating the hydraulic pumps with a special tool. To refill the systems a container with a hand--pump and a fine filter is available.



For training and information only



July 2002



04 -- 42



EC 135 Training Manual Flight Control Pressure Supply System



Bleed Valve Sight Glass Level Indicator Solenoid Valve Filter MAX Marker



Pressure Switch



MIN Marker



Leak Oil Port



Reservoir Maintenance Port Return Line Port Supply Line Port Valve Block Pump



For training and information only



July 2002



04 -- 43



EC 135 Training Manual Flight Control



Hydraulic Pump



Leading Particulars



The hydraulic pump is an integral part of the pressure system. All connections (i.e. pressure line, suction line case drain) are made by channels and bores in the valve block. The pump is conventional piston type wherein a cylinder barrel containing nine pistons is driven by the accessory drive of the main transmission. The pistons are constrained by the rotating part of the backplate and ball--and--socket--joints shoes which are hydrostatically balanced. As the barrel rotates, the pistons intaking and discharding fluid through a stationary valve surface (control plate) on the port cap. The length of the piston stroke, and thereby the displaced volume is determined by the angle of the nonrotating part of the backplate. This angle is controlled by a spring acting against system pressure on the cam of the nonrotating part. u NOTE



Speed Preloaded pressure in the reservoir Reservoir Capacity Low pressure relief valve High pressure relief valve Pressure switch (increasing pressure) Pressure switch (decreasing pressure)



5145 RPM 1.40--1.75 bar 0.8 l Opens at 6.5 bar Opens at 122 bar Opens at 82.7 bar Closes at 69 +/-- 3.4 bar



The longer the stroke of the pistons, the larger the volume of fluid delivered.



For training and information only



July 2002



04 -- 44



EC 135 Training Manual Flight Control Hydraulic Pump



Outlet Port (to Valve Block)



Inlet Port (from Reservoir)



Pump Shaft Inlet Port (from Reservoir)



Outlet Port (to Valve Block)



Piston or Plunger Control Piston



Spring



Piston or Plunger Case Drain



Adjustment Screw (Factory Set) Backplate (Fixed Part) Seal Drain



For training and information only



Fluid Flow Decrease Barrel



Backplate (Rotating Part)



Fluid Flow Increase



Backplate (Rotating Part)



Splined Shaft Backplate, (Fixed Part)



July 2002



04 -- 45



EC 135 Training Manual Flight Control



Reservoir



Valve Block



The reservoir stores the hydraulic fluid. The necessary preload pressure is generated by the double actuated piston in the reservoir. The operating pressure applies a force on the smaller piston. As a result the larger piston pressurizes the reservoir. With the ratio between the both piston areas (1:60) and an operating pressure of 103 bar, a return pressure of 1.40 -- 1.75 bar is created in the reservoir to prepressurize the pump suction side.



The valve block contains all the valves and control lines to control and test the hydraulic system.



A pressure relief valve avoids a damage of the reservoir caused by overpressure. It opens at a pressure of 6.5 bar and relieves out hydraulic fluid to the leak oil port. Both the reservoirs with the valve blocks attached to their forward side, are installed on the hydraulic pumps. A support bracket also attaches them to the main transmission. The sight glass on the top of the reservoir serves as an indicator for the amount of air in the system. A fluid level indicator is installed on the rear side of the reservoir. u NOTE



Directly after the hydraulic pump there is a non return valve to prevent a reversal of the fluid direction. The filter prevents the system from contamination. The high pressure relief valve prevents overloading of the system. The valve opens at a pressure of 122 bar and excessive pressure is released to the return side. A solenoid valve, the shut off valve and the pressure switch are part of the indication and test system. Energizing the solenoid valve causes the shut off valve to close. The resulting decrease in pressure causes the pressure switch to close and to send a signal to the cockpit for low pressure caution indication.



Maintenance For maintenance purpose the following ports are available: -- Bleed valve/sightglass for detection and bleeding of trapped air (in system 2 a second bleed valve is mounted at the fenestron actuator). -- Maintenance port for pressure monitoring (high pressure side). -- Maintenance port for draining and refilling the system (low pressure side).



The sight glass must be half full of hydraulic fluid minimum. Otherwise the system has to be bled. A save flight operation is assured as long as fluid is visible in the sight glass.



u NOTE



For training and information only



July 2002



Due to internal piping the refill port is mounted at the actuator carrier plate in front of the main gear box opposite of the respective system.



04 -- 46



EC 135 Training Manual Flight Control Hydraulic Valve Block -- Non Pressurized Pressure Out Shut-Off Valve



Return In Sight Glass



High Pressure Relief Valve



Bleed Valve Pressure Switch Solenoid Valve Level Indicator Filter MIN



MAX



Low Pressure Piston Pressure Monitoring (Maintenance) Vent Reservoir



Non Return Valve



Low Pressure Relief Valve Port to Drain System



Pump Seal Drain For training and information only



July 2002



04 -- 47



EC 135 Training Manual Flight Control



Hydraulic Valve Block - Normal Operation The hydraulic pump delivers a constant pressure of 103 bar via the non return valve and the filter to following locations: Location 1: Small piston chamber (left section) of the reservoir piston unit Result: The force at the piston rod due to the high pressure in the small chamber creates the low pressure in the large piston chamber (right section) with a relationship of 60:1. Location 2: Right side of the shut off valve Result: The force generated by the high pressure piston (right side) and the spring force override the force created by the low pressure piston and keep the shut off valve in the opened position. Location 3: center section of the shut off valve Result: As the shut off valve is being kept in the open position the high pressure outlet is pressurized. The pressure switch is open and therefore the caution HYD PRESS in the CDS/CPDS is suppressed. In this situation the respective main rotor actuator system is supplied with high pressure. The returning fluid from the actuators is recycled by the hydraulic pump or led to the reservoir, depending on the flow demand. Location 4: Solenoid Valve inlet Result: In this situation none



For training and information only



July 2002



04 -- 48



EC 135 Training Manual Flight Control Hydraulic Valve Block -- Normal Operation



High Pressure Low Pressure



For training and information only



July 2002



04 -- 49



EC 135 Training Manual Flight Control



Hydraulic Valve Block - Test



u NOTE



Test Function activated: For the single system test on ground one system has to be shut off with the spring loaded test switch in the overhead panel. During the test the solenoid valve is activated and opens the high pressure inlet for the left side of the shut off valve.



Both hydraulic systems can be tested with this procedure. Only when testing system 1 (system 2 is inactive) there is no pressure supply to the fenestron actuator.



Y WARNING



Never activate the hydraulic test switch in flight.



Result: the piston of the shut off valve travels to the right end stop because the force created by the larger piston surface and the high pressure is greater than the force created by the spring and the smaller piston surface with high pressure applied. The Pressure outlet is blocked and the pressure switch closes (Caution HYD PRESS in the CDS/CPDS for the respective system comes on). The pressure outlet line and the main rotor actuator of the deactivated system are connected to the return pressure as long as the test situation is evident. Test function deactivated: The test switch is released to the norm position, the solenoid valve closes the high pressure inlet for the left shut off valve piston and the shut off valve reverts to the open position again. The fluid of the left piston chamber is pushed into the low pressure line which is opened simultaneously. Result: The pressure switch opens again (caution HYD PRESS goes off) and the main rotor actuators are supplied with high pressure again.



For training and information only



July 2002



04 -- 50



EC 135 Training Manual Flight Control Hydraulic Valve Block -- Test



High Pressure Low Pressure



For training and information only



July 2002



04 -- 51



EC 135 Training Manual Flight Control



Hydraulic Actuators General



Description of the Follow Up Principle



Due to the high reset forces which react on the controls when changing the blade pitch, hydraulic actuators transmit boosted control inputs to the rotor system.



Fluid Flow



The main rotor actuator consists of three adjacent hydraulic actuators. It is installed at the front part of the main rotor gearbox by means of an attachment and supply plate.



Assembly The hydraulic actuator mainly consists of: -- Servo valve -- Boost cylinder



System pressure is supplied from the pump via the valve block to the control spool. Depending on the control spool position the left or right side of the piston is pressurized. The boost piston moves in the corresponding direction. The low pressure fluid from the not pressurized chamber is led back to the return line into the reservoir. With the control spool in the neutral position, no boost piston movement is possible, because the pressure line as well as both return lines are closed. The boost piston is hydraulically blocked.



Control Input The input control rod is moved to the right. At the moment of the input, the boost piston cannot move, because it is still hydraulically blocked. Therefor, when the control input rod moves to the right, the control lever turns around the pivot point at the boost piston. The control spool in the control valve is pulled to the left by means of the connecting rod and the lever. This opens the right port of the servo valve, directing hydraulic pressure into the right chamber of the boost cylinder. In the same moment the return line of the left chamber opens and the fluid moves back to the reservoir.



For training and information only



July 2002



04 -- 52



EC 135 Training Manual Flight Control Hydraulic Actuator -- Basic System Function



Control Lever Connecting Rod



Reservoir



Output to Swash Plate Pivot Point



Pump



Boost Cylinder Boost Piston Input Control Rod Starting Input



Pressure Line Return Line



Lever Control Spool



For training and information only



July 2002



04 -- 53



EC 135 Training Manual Flight Control



Reaction of the Boost Actuator The hydraulic pressure in the right chamber of the boost cylinder causes the piston to move to the left. Low pressure fluid from the left boost cylinder chamber is ported to the servo valve and to the reservoir via the return line. With the boost piston moving to the left and a constant movement at the input control rod to the right, the middle point of the control lever becomes to the pivot point where the control lever turns around. The control spool remains pulled to the left end stop by the connecting rod as long as the input continues.



Input Stop When there is an input stop, the upper bearing of the control lever becomes the pivot point. As the control spool is still in the open position, the boost piston moves until the control spool is pushed back in the closed position by the connecting rod and the lever. With the control spool in the neutral postion no further hydraulic flow is possible and the boost piston becomes hydraulically blocked again. This short time delay is not feelable in the controls.



For training and information only



July 2002



04 -- 54



EC 135 Training Manual Flight Control Hydraulic Actuator -- Basic System Function



Pivot Point Connecting Rod



Control Lever Movement here



Pivot Point



Movement here until the control spool is in neutral position and blocks hydraulically the boost piston



Movement Input Control Rod Output to Swash Plate Pivot Point Boost Cylinder Pressure Line Continued Input Return Line



For training and information only



Boost Piston



Input Stop



Lever



July 2002



04 -- 55



EC 135 Training Manual Flight Control



System Description MHA/EHA Assembly The mechano-hydraulic actuator MHA (collective axis) consists of two independent systems which are mounted as a unit. Both systems have one common piston rod and are located opposite each other. System 1 with the respective mounting and supply plate is located on the top at the power piston output, system 2 with the respective supply plate is located below. For the longitudinal and lateral axis an electro-hydraulic actuator (EHA) is integrated in the MHA in order to superimpose the control inputs from the pilot with signals coming from the Pitch&Roll SAS.



Function The control linkages for collective, longitudinal and lateral control are connected to the input levers of the main rotor actuator. The piston rods of the main rotor actuator are connected to the mixing lever gear unit by means of control links. Without hydraulic pressure the system is switched off by the combined shut-off valve and bypass valve unit. Two springs with different spring rates keep the valves in the desired position. With the operating pressure increasing via the pressure port and the back pressure protection check valve the inlet chamber of the shut--off valve is pressurized. Via the hollow piston shaft and the restrictor the control chamber increases more slowly and causes at first the bypass valve to close with the compression of the weak spring. After the bypass contacts the conical seating the strong spring will be compressed and the two piston sections move relative to each other and open the shut-off valve. Thus the pressure is led through to the For training and information only



control spool. In this situation the boost piston is hydraulically blocked and counteracts all forces coming back from the rotor. A control input made at the input lever moves the control spool out of the neutral position and the operating pressure is directed to the respective boost piston chamber. The boost piston moves as long the input continues and the control spool remains in the open position. The opposite piston chamber is opened to the return line in order to allow the piston travel. When the input stops the boost piston pulls the control spool back into the neutral position via the connection rod and the boost piston movement stops (follow up principle). The boost piston is hydraulically blocked in the new position. The mechanical end stop for the boost piston travel is in the piston chamber and will be reached, if the control input is continued. In case of operating pressure drop (normal run down; system switched off for test purpose; broken hydraulic line; control line with operating pressure released to the return pressure) as a consequence the pressure in the control chamber drops and the strong spring closes first the shut--off valve, then the weak spring opens the by pass valve. The system is depressurized and the boost piston chambers are connected. If the second system is still operative the boost piston in the deactivated does not restrict the control movement.



July 2002



04 -- 56



EC 135 Training Manual Flight Control MHA -- Non Pressurized



Control Lever



Input Rod



Boost Piston Connecting Rod



Return Port R1 Pressure Port P1 with Check Valve



Input Lever



Pressure Port P2 with check Valve Return Port R2 Valve Sleeve Strong Spring Control Spool Shut-Off/Bypass Valve



Test Button



For training and information only



Weak Spring July 2002



04 -- 57



EC 135 Training Manual Flight Control MHA -- Pressurized, no Movement



For training and information only



July 2002



04 -- 58



EC 135 Training Manual Flight Control MHA -- Pressurized with Movement



For training and information only



July 2002



04 -- 59



EC 135 Training Manual Flight Control



Mechanical Override Purpose In order to assure the function of the hydraulic system in case one control spool jams, a mechanical override is installed to each system. Because the control spools of the two systems are mechanically linked to each other, a jammed control spool in one system would cause blocking of the corresponding control spool within the other system.



Assembly The control spool is moving in a valve sleeve, which is kept in position by two springs. A test button is installed to the springs housing.



Function In case of a jammed control spool, every control input will shift the control spool and the valve sleeve together against the spring forces. The first displacement of the valve sleeve causes the opening of the control line to return pressure, thus first the shut-off valve closes and then the bypass valve opens. A bypass around the boost piston chambers of the respective system is established. u NOTE



In case of a jammed control spool an increased control force in the affected axis will be observed.



For training and information only



July 2002



04 -- 60



EC 135 Training Manual Flight Control MHA -- Mechanical Override of System 1



Control Spool Blocked



Normal Situation



For training and information only



July 2002



04 -- 61



EC 135 Training Manual Flight Control



System Test A test button, installed to each spring housing allows checking the valve sleeve for free movement. Pressing the test button will first close the gap between button and sleeve then, increase of applied force will cause the displacement of the valve sleeve. The test button returns to its normal position because of the spring forces and after the return pressure has been built up. u NOTE



If, after closing the gap, no further movement is possible against the spring force, the valve sleeve may be blocked in the housing or the control spool may be jammed in the valve sleeve



For training and information only



July 2002



04 -- 62



EC 135 Training Manual Flight Control Valve Sleeve Test Test Button Springs for Mechanical Override



Spring compressed



Gap



Control Spool



Valve Sleeve



Normal Position For training and information only



Closed Gap Position July 2002



Displaced Valve Sleeve Position



04 -- 63



EC 135 Training Manual Flight Control



Electro-- Hydraulic Actuator EHA General In addition to the mechanical inputs by the pilot the gyro based Stability Augmentation System SAS superimposes the control output to the main rotor lateral and longitudinal axis in system 1.



Function The basic functions concerning boost piston and control spool are similar to the mechano-hydraulic actuator as described for the collective axis. In order to allow the control cylinder inputs to the control spool and thereby to the control output the mechanical linkage is modified. As long as the SAS is inactive the control cylinder is centered by two springs and the control spool moves only after an input coming from the pilot. When the supply line from P1 to the electro valve is pressurized the control pressure builts up via the solenoid valve and closes the by pass valve. Thus the operating pressure can be directed into one of the control piston chambers by the piston unit in the electro valve. The position of the piston unit is controlled by the SAS computer via electromagnetic signals to the servo valve coils. The position sensor signal is used as a feedback signal for the control loop in the SAS computer. With both control piston chambers connected no differential pressure build up and no influence from the SAS is possible.



For training and information only



July 2002



04 -- 64



EC 135 Training Manual Flight Control EHA -- Normal Operation with SAS Input



SAS Control Piston Shut-Off/Bypass Valve Solenoid Valve



Servo Valve



Control Pressure Chamber



Position Sensor



To SAS Computer For training and information only



July 2002



04 -- 65



EC 135 Training Manual Flight Control



EHA - SAS Decoupled The complete SAS (P&R and YAW SAS) can be switched off by the pilot manually. In this case the solenoid valve is activated directly by a switch in the cockpit. The control pressure will be relieved to the return line and the spring force will open the by pass valve. Then the control piston will be centered from present position. The restrictor in the by pass valve causes a delay in order to avoid a control input. Therafter the control spool and the boost piston move only after a mechanical input via the flight controls. u NOTE



In case of hydraulic system 1 failure the P&R SAS will be inoperative.



For training and information only



July 2002



04 -- 66



EC 135 Training Manual Flight Control EHA -- SAS Decoupled



For training and information only



July 2002



04 -- 67



EC 135 Training Manual Flight Control



Indication and Testing System General



Test Procedure



Each system has a pressure switch to monitor the operating pressure. Power is supplied through the busbar PP10E resp. PP20E and the related circuit breakers.



As both hydraulic systems operate simultaneously one system has to be switched off to test the other. Testing System 2 (test switch in position SYS 2) system 1 is switched off (and vice versa) via the solenoid valve. The pressure in System 1 drops and the pressure switch activates the CDS/CPDS caution HYD PRESS in system 1. With small control inputs on ground the pilot can test the response of the respective system.



With system pressure above approx. 83 bar, the pressure switch is open and the related relay is not energized. There is no CAUTION indication. System pressure of less than approx. 69 bar closes the pressure switch and energizes the related relay. The CAUTION indication HYD PRESS is displayed on display segment SYSTEM I or SYSTEM II on CDS/CPDS. The range of hysteresis between 69 and 83 bar is by means of the different friction in the pressure switches.



Components



u NOTE



Testing System 1 the pedal forces will increase because System 2 and therefor the fenestron actuator is switched off.



Y WARNING



The test has to be performed on ground only.



The components of the indicating and testing system are: --------



Pressure switch for System 1 / 2 Solenoid valve for System 1 / 2 Shut-off valve for System 1 / 2 Circuit breaker HYD--P SYS 1 / 2 Relay for System 1 / 2 Display system CDS/CPDS Test switch (spring loaded)



For training and information only



July 2002



04 -- 68



EC 135 Training Manual Flight Control Hydraulic System -- Indication and Testing System Relay (SYS II)



Relay (SYS I)



Circuit Breaker HYD P SYS I



Circuit Breaker HYD P SYS II Test Switch HYD SYS I/II



For training and information only



July 2002



04 -- 69



EC 135 Training Manual Flight Control



Fenestron Actuator General The Fenestron actuator is used for boosting the inputs for the tail rotor control. It is bolted to the tail rotor gearbox. It transmits pedal inputs to the control spider for changing the angle of incidence of the tail rotor blades. Integrated in the Fenestron actuator are the stops for the maximum and minimum control range. The actuator is supplied with pressure by the pressure system 2.



Function Without hydraulic pressure the two springs with different spring rate keep the bypass valve (weak spring) in the opened and the shut--off valve (strong spring) in the closed position. Thus the power piston can travel freely and the pilot is able to give inputs to the tail rotor rotor by means of the mechanical linkage only. When operating pressure fills the shut--off valve inlet chamber and the control chamber through the hollow piston rod, the valve unit starts to travel to the left. First the by pass closes (weak spring), second the shut-off valve opens and gives the pressure free to the control spool inlet.



The control spool closes as soon as the required position of the power piston has been reached (input lever stops the movement) due to the feedback of the control lever. The movement of the power piston is stopped and the power piston is kept in its position until a new control input is made. If the pressure drops in system 2, the shut-off valve closes and the by--pass valve opens. Both piston chambers of the boost cylinders are connected and the mechanical control can displace the power piston. The control spool normally travels in the valve sleeve which is centered by two springs. If the control spool is blocked the valve sleeve can be shifted against the spring pressure. Thus the control line is directly connected to the return line. If the pressure drops in the control line, the bypass valve switches the system off via the shut-off valve unit as described above. The pilot will feel slightly higher control forces in the affected axis because one of the springs at the valve sleeve has to be compressed. The function of the test button corresponds the System Test of the mechanical override in the MHA/EHA schematic.



The input lever is connected with the piston rod of the power piston via the control lever. Pulling the input lever displaces the control spool to the right and the operating pressure enters the left power piston chamber which causes again a movement to the right as long as the input lever continues to travel (and vice versa).



For training and information only



July 2002



04 -- 70



EC 135 Training Manual Flight Control Fenestron Actuator



Output Lever



Power Piston



Control Lever Input Lever



Control Spool



Test Button



Valve Sleeve



Weak Spring



Strainer



Return Port Pressure Port Bypass Valve Strong Spring



For training and information only



Control Line Control Chamber Shut-Off Valve



July 2002



04 -- 71



EC 135 Training Manual Flight Control



Three Axis Stability Augmentation System SAS General



Yaw Stability Augmentation System



The helicopter can be equipped with an optional 3-axis stability augmentation system (SAS).



General



The 3-axis stability augmentation system comprises the following independent subsystems: -- Yaw stability augmentation system (standard equipment) -- Pitch and roll stability augmentation system (option)



The yaw stability augmentation system applies limited authority control inputs to the tail rotor control linkage. The yaw SAS operates independently of the other flight control systems and provides the following functions: -- Enhancement of the dynamic yaw stability -- Damping of gust effects on the yaw axis The system is designed for “feet-on” operation, thereby requiring the pilot to provide helicopter yaw control by operating the pedals. In turn, the pilot experiences improved handling qualities while at the same time retaining full control input authority.



System Components The yaw stability augmentation system consists of the following components: ------



For training and information only



July 2002



Fiber optical gyro FOG Yaw actuator Circuit breaker YAW SAS Cut-off switch SAS DCPL Re-engagement switch SAS CONT



04 -- 72



EC 135 Training Manual Flight Control 3 Axis SAS (CDS Version) -- Locations



Yaw SEMA Roll EHA Pitch EHA Pitch SEMA (DPIFR) Overhead Panel Yaw Gyro



Cyclic Stick CDS



Pitch Gyro Roll Gyro



For training and information only



Pitch Gyro (DPIFR) P&R SAS Computer Trim Actuator Trim Actuator July 2002



04 -- 73



EC 135 Training Manual Flight Control



Fiber Optical Gyro FOG



Switch SAS DCPL



The fiber optical gyro (FOG) is installed on the engine deck within the structure of the tail boom attachment cone between frame 7 and frame 8. It can be accessed when the avionic plate is lowered.



The cut-off switch SAS DCPL is located on the extreme left on the upper end of the cyclic stick grip.



The fiber optical gyro controls helicopter acceleration around the vertical axis. A variation in the yaw rate within a specific frequency bandwidth causes the FOG to transmit an electrical stabilizing signal to the yaw actuator. The FOG is equipped with an electronic validity control loop to monitor the operational readiness of the system.



Yaw Actuator The yaw actuator is installed in the Fenestron structure. It is an actuator with an integral position feedback (SMART electro-mechanical actuator SEMA). It converts the stabilizing signal produced by the FOG into a corresponding mechanical input to the tail rotor control linkage. The series-connected yaw actuator operates between the ball bearing control and the hydraulic Fenestron actuator. In consequence, stabilizing inputs from the yaw stability augmentation system and the control inputs from the pilot are superimposed on each other.



In the case of blockage of the yaw actuator, the system can be disengaged through the cut-off switch SAS DCPL. The cut-off switch interrupts the engage signal to the FOG.



Switch SAS CONT The re-engagement switch SAS CONT is located in the top left--hand corner of the cyclic stick grip and is used to reactivate the system after the cut-off switch has been operated (reactivation is also possible by depressing circuit breaker YAW SAS) . The re-engagement switch reconnects the engage signal to the FOG.



CDS/CPDS Display The Caution YAW SAS appears in the MISC field if the Yaw SAS is decoupled



Following a stabilizing input, the yaw actuator automatically recenters within its maximum stabilizing stroke range to ensure full stabilizing input authority.



Circuit Breaker YAW SAS The circuit breaker YAW SAS is located in the top right-hand section of the overhead panel.



For training and information only



July 2002



04 -- 74



EC 135 Training Manual Flight Control Functional Schematic -- Yaw SAS PP20E



Re-engagement Switch



SAS DCPL Y RST



Cut-Off Switch



P&R



Cut-Off Switch Yaw Rate



FOG Blade Pitch Change



Flexball Cable Fenestron Actuator



SEMA Pilot Yaw Control Inputs



Pilot + Yaw Actuator Control Inputs YAW SAS



For training and information only



July 2002



CDS/CPDS Display



04 -- 75



EC 135 Training Manual Flight Control



Pitch & Roll Stability Augmentation System General The pitch and roll stability augmentation system, which is also an independent system, is used for stabilizing the attitude of the helicopter about the longitudinal and lateral axes. It applies limited authority stabilizing inputs to the main rotor controls.



System Components The pitch and roll stability augmentation system consists of the following components: -----



Pitch and roll SAS computer Electro-hydraulic actuators (EHA) (2 off) Circuit breaker P/R SAS for 28 V DC Circuit breaker ROLL SAS and PITCH SAS for 26 V AC / 400 Hz -- Cut-off switch SAS DCPL -- Re-engagement switch SAS CONT -- 2 Attitude gyros



control input. This prevents the SAS from working against pilot stick inputs. A position sensor (LVDT) in the electro--hydraulic actuators (EHA) supply the SAS computer with actuator position feedback signals.



Electro-Hydraulic Actuators The electro-hydraulic actuator (EHA) is integrated into the housing of the mechano-hydraulic actuator in the main rotor actuator. The electro-hydraulic actuator (EHA) in the pitch and the roll axes converts the electrical stabilizing signals to mechanical inputs. When the electro-servo valve is excited, a hydraulic control cylinder operates to move the control spool of the mechanical-hydraulic actuator MHA, thereby adding stabilizing inputs to the MHA of the respective axis. As a result, the stabilizing inputs from the pitch and roll stability augmentation system are superimposed on the pilot stick inputs. Following a stabilizing input, the EHA automatically recenters within its maximum stabilizing stroke range to ensure full stabilizing input authority.



Pitch and Roll SAS Computer



Circuit Breaker P/R SAS (DC System)



The pitch and roll SAS computer is located in the left--hand side channel in the floor structure and uses the input signals from the attitude gyros to compute the stabilizing input signals for the electro-hydraulic actuators (EHA). An integral electronic validity control loop within the SAS computer monitors operational readiness of the system. Position signals from both trim actuators are used by the SAS computer to determine whether the pilot is overriding an SAS



The circuit breaker P/R SAS is located in the upper LH section of the overhead panel. The busbar PP10E supplies the P&R SAS system 28 V DC through the circuit breaker P/R SAS.



For training and information only



July 2002



04 -- 76



EC 135 Training Manual Flight Control Functional Schematic -- Pitch and Roll SAS PP10E 26VAC II 26VAC I



SAS DCPL



Cut--Off Switch Y RST



Fast Erect



Pitch Attitude



Roll Attitude



Re-engagement Switch



P&R



VG / HOR VG / HOR



Cut--Off Switch



SAS Computer CDS/CAD P/R SAS Blade Pitch



Long. Trim Actuator



MHA for Pitch Axis



EHA Pilot Control Inputs



EHA + Pilot Control Inputs



Lateral Trim Actuator



MHA for Roll Axis



EHA



For training and information only



Blade Pitch



July 2002



04 -- 77



EC 135 Training Manual Flight Control



Circuit Breaker Roll SAS and Pitch SAS (AC System)



Attitude Gyros



The SAS computer is also supplied with 26 V AC / 400 Hz from busbar 26 V AC BUS I and II through the circuit breaker ROLL SAS and PITCH SAS .The circuit breaker ROLL SAS is located in the upper LH section, the circuit breaker PITCH SAS in the upper RH section of the overhead panel.



Depending on the equipment of the helicopter, there is one artificial horizon installed in the instrument panel and one vertical gyro installed in the subfloor assy. As an equipment variant there are two gyros installed in the subfloor assy.



The system is operative when its power supply is on. It becomes inoperative when the power is removed by pulling one of the three circuit breakers.



The attitude gyros detect changes in the pitch and roll attitude of the helicopter. These changes are applied to the SAS computer in the form of electrical signals. The roll signal comes from the vertical gyro 1, the pitch signal comes from the vertical gyro 2 or from the artificial horizon.



Cut-Off Switch SAS DCPL



CDS/CPDS Display



The cut--off switch SAS DCPL is located on the extreme left on the upper end of the cyclic stick grip.



The annunciation P/R SAS is displayed on the CDS/CPDS when the power supply is interrupted or a fault occurs in the EHS, SAS computer, or attitude gyro.



If the electro-hydraulic actuators should become jammed, the system can be disengaged by actuating cut-off switch SAS DCPL. The cut-off switch removes the engage signal to the SAS computer.



Re-engagement Switch SAS CONT The re-engagement switch SAS CONT is located in the top left--hand corner of the cyclic stick grip and used to reactivate the system after the cut-off switch has been actuated (reactivation is also possible by pulling and depressing the circuit breaker P/R SAS). The re-engagement switch reconnects the engage signal to the SAS computer.



For training and information only



July 2002



04 -- 78



EC 135 Training Manual Flight Control



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



04 -- 79



EC 135 Training Manual Flight Control



Pitch Damper (DPIFR) General For Dual Pilot IFR certification an additional pitch damper has to be installed in order to compensate excessive pitch changes (e.g. EHA runaway).



System Components



The actuator and a servo control loop are contained in the pitch SEMA casing. The electronics of the servo control loop includes a monitoring system which detects and corrects internal defects in the servo control loop itself and control signal errors.



The pitch damper system comprises the following: ------



The SEMA is installed in series with the pilot’s longitudinal control. It sends limited control signals directly to the actuator without the cyclic stick being moved.



Pitch Gyro Pitch SEMA Switch P&R / Y / P DAMPER RST Circuit Breaker PITCH DAMPER Indication P DAMPER



In the SAS mode, the pitch SEMA only works as a rate damper and is active when the pitch EHA is out of order and has not centered in the middle during NORM operation.



Switch P&R / Y / P Damper RST



Pitch Gyro The pitch rate gyro (FOG, Fibre Optic Gyro) is installed in the LH side channel near to the SAS computer and measures angular changes of the helicopter in its pitch axis.



The switch P&R / Y / P DAMPER is located on the left on the upper end of the cyclic stick grip. The 3--way switch is used to engage the individual functions.



Circuit Breaker



The pitch rate gyro provides digital signals for control of the pitch SEMA.



The circuit breaker PITCH DAMPER is installed in the overhead panel and supplied via the ESS. BUS II.



The power supply for the system is provided via the P DAMPER circuit breaker located in the overhead panel.



Indication PITCH DAMPER



Pitch SEMA The pitch SEMA is integrated in the horizontal control rod which leads from the upper guidance unit to the main rotor actuator for longitudinal control. For training and information only



A failure of the pitch damper is indicated with the caution P DAMPER in the MISC field of the CDS/CPDS. Additionally, the indication light PITCH DAMPER on the left side of the Warning Unit comes up.



July 2002



04 -- 80



EC 135 Training Manual Flight Control Pitch Damper -- Indication and Switch



3--Way Switch: Movement to engage the respective system.



2--Axis P&R SAS



Yaw SAS



P&R // Y // P DAMPER RST Pitch Damper SAS DCPL Warning Indication PITCH DAMPER



CDS/CPDS



PITCH D P/R SAS YAW SAS



For training and information only



July 2002



04 -- 81



EC 135 Training Manual Landing Gear



Landing Gear



For training and information only



July 2002



05 -- 1



EC 135 Training Manual Landing Gear



Table of Contents Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measurement of Ground Clearance . . . . . . . . . . . . . . . . . . . . .



For training and information only



4 8



July 2002



05 -- 2



EC 135 Training Manual Landing Gear



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



05 -- 3



EC 135 Training Manual Landing Gear



Landing Gear General



Crosstubes



The landing gear carries the the weight of the helicopter on the ground and absorbs landing impact loads. It is attached through four fittings to the lower part of the floor structure.



The two crosstubes of the landing gear cushion landing impact loads on the fuselage by bending.



To prevent the fuselage from beeing over--stressed during touch down, the bearing rings on the cross tubes are swivelling in their brackets, so that all forces are absorbed by bending the cross tubes. The landing gear consists of two aluminum cross tubes and two aluminum skids which are clamped together by aluminum skid shoes. In its basic configuration, the landing gear is equipped with parallel skids for landings on prepared surfaces. A skid track of 2.3 m provides the helicopter with good stability when standing on the ground. The landing gear can be fitted with optional equipments like Emergency Flotation System, Multi--Purpose Carrier or High Landing Gear to meet changing operational requirements. To meet changing ground conditions, the landing gear can be fitted with the optional supplementary landing provisions.



Components The landing gear consists of: ------



Two crosstubes Two skids Four skid shoes Four bonding jumpers Two entrance steps



For training and information only



The crosstubes are mounted laterally approx. 2 m (6.6 ft) apart. The landing gear is attached by the crosstubes to four landing gear fittings which are integral with the floor structure of the fuselage. Both crosstubes are hollow aluminum tubes of circular cross section. They are connected to the landing gear fittings through four bearing rings which are each held by two fitted bolts in the landing gear fittings. Each bearing ring is retained by a set screw ring clamped on the crosstube. For the purpose of jacking the helicopter, a jacking bracket can be positioned below each of the 4 landing gear fittings. The helicopter can be weighed by installing a weighing bracket centrally on the forward crosstube.



Touch Down Limitations The two aluminum cross tubes can absorb all forces, resulting from touch down speeds up to approx. 1m/s (depending on helicopter mass and ground harness). Higher touch down speeds will result in plastic deformations of the cross tubes. Touch down speeds between 1 m/s and 2.5 m/s will not damage the fuselage.



July 2002



05 -- 4



EC 135 Training Manual Landing Gear Landing Gear



Bushing Bearing Ring



Skid Shoe Bonding Jumper Crosstube



Skid



Entrance Step



Protection Plate For training and information only



July 2002



05 -- 5



EC 135 Training Manual Landing Gear



Skids



Entrance Steps



Both skids, which are aluminum tubes of circular cross section, are curved upward at their forward ends.



The two entrance steps which are crosstube--mounted above the skids, are provided to give boarding assistance to crew members and passengers. The aft end of each entrance step is raised somewhat to facilitate access to the lower maintenance step.



On the underside of each skid, one small aft and two bigger forward skid protective plates are attached by screws. The skid protective plates are exposed to a high degree of wear because they are in direct contact with the ground.



Skid Shoes



The V--profiles of the entrance step are of fiber composite construction and the upper part is made of aluminium. They are each attached to their respective crosstube by two fittings.



The four skid shoes connect the skids to the crosstubes to form a spatial frame. They make for a stiff connection, thereby giving the landing gear stability. Each skid shoe is connected to the crosstube by a single bolt. The saddle-shaped end of the skid shoe retains the skid through two split clamps which are each tightened by two screws.



Bonding Jumpers Bonding jumpers are installed between the crosstubes and skids and the crosstubes and the floor structure to electrically connect the isolated attaching hardware. The bonding jumpers enable static electricity to be discharged from the surface of the helicopter to the ground.



For training and information only



July 2002



05 -- 6



EC 135 Training Manual Landing Gear



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



05 -- 7



EC 135 Training Manual Landing Gear



Measurement of Ground Clearance General If deformation of cross tubes is evident or suspected, the ground clearance of helicopter must be measured. -- The ground clearance at the forward cross tube must not be less than 460 mm. -- The ground clearance at the aft cross tube must not be less than 360 mm



Procedure The measurement must be carried out from a point in the middle of the fuselage located directly in front or behind the cross tubes. If the minimum value is not reached, the respective cross tube must be changed. u NOTE



The measurement must be taken with a non loaded landing gear. For this purpose the helicopter must be jacked.



For training and information only



July 2002



05 -- 8



EC 135 Training Manual Landing Gear Measurement of Ground Clearance



Min. 460 mm



For training and information only



Min. 360 mm



July 2002



05 -- 9



EC 135 Training Manual Power Plant



Power Plant



For training and information only



July 2002



06 -- 1



EC 135 Training Manual Power Plant



Table of Contents General Description of Power Plant . . . . . . . . . . . . . . . . . . . . . Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Storage System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fueling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Supply and Monitoring of the Fuel Pumps . . . . . . . . . Fuel Supply Lines and Shut--Off Valves . . . . . . . . . . . . . . . . . Fuel Quantity Indication System . . . . . . . . . . . . . . . . . . . . . . . . Fuel Quantity Indication CDS . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Monitoring CDS . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Quantity Indication CPDS . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Monitoring CPDS . . . . . . . . . . . . . . . . . . . . . . . . . Low Level Warning CDS/CPDS . . . . . . . . . . . . . . . . . . . . . . . . Fuel Low Pressure Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Filter Contamination Caution . . . . . . . . . . . . . . . . . . . . . . Circuit Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Turbomeca ARRIUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduction Gearbox Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gas Producer / Power Turbine . . . . . . . . . . . . . . . . . . . . . . . . . Oil Subsytem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Fuel Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gas Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . .



4 6 6 8 14 16 20 24 26 26 28 28 30 32 32 32 34 34 36 38 40 42 48 50



Pratt & Whitney 206 B (2) Engine . . . . . . . . . . . . . . . . . . . . . . . . Reduction Gearbox Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gas Producer / Power Turbine . . . . . . . . . . . . . . . . . . . . . . . . . Oil Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Fuel Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque Indication (similar to TM, not described) Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Control T2/P2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Power Control T2/P2 . . . . . . . . . . . . . . . . . . . . . . . . Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control Unit (Overhead Panel) . . . . . . . . . . . . . . . . . . . . . . . . . Engine Control Panel -- Automatic Engine Starting . . . . . . . . Power Sharing of the Power Turbines N2 . . . . . . . . . . . . . . . . Droop Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Topping Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAT A Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Training Mode (Dual Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . Overspeed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitoring and Error Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . Engine Emergency Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . Major Differences between P2/T2 and P1/T1 Versions . . . . . Oil Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Firewalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire Extinguishing System (example single bottle system) Engine Drain Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



For training and information only



July 2002



52 54 56 58 60 64 66 70 76 78 80 82 82 84 84 86 90 92 94 98 100 104 108 114 118 122



06 -- 2



EC 135 Training Manual Power Plant



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



06 -- 3



EC 135 Training Manual Power Plant



General Description of Power Plant General The power plant system of the EC 135 comprises all systems and subsystems necessary for proper engine operation and control. The EC 135 is equipped with two identical engines (Version: P1, P2, T1, T2). They provide the driving power for the main and tail rotor and for all secondary units. The power plant system comprises the following components: ------------



Engines Engine indication Fuel system Power management Engine starting Ignition Oil cooling system Engine mounts Firewalls Fire protection Engine drain lines



Engines In the EC 135 the following engine variants are possible: -- T1 Turbomeca ARRIUS 2B, 2B1, 2B1A, 2B1A_1 T2 Turbomeca ARRIUS 2B2



For training and information only



-- P1 Pratt&Whitney 206B, P2 Pratt&Whittney 206B2 u NOTE



The following desciptions refer to the versions T2 and P2, major deviations from the earlier versionsT1/P1 are described in an overview page at the end of the chapter.



Training manuals for these engines are published by Turbomeca or Pratt&Whitney.



Engine Indication The engine indicating system provides the pilot with information on the performance parameters required during flight. The indicating system also provides information on engine malfunctions.



Fuel System The aircraft fuel system provides fuel storage and supply to both engines.



Power Management Power management and speed control of the engines is accomplished by a Full Authority Digital Engine Control (FADEC) per engine. This is achieved with one single channel Electronic Engine Controller (EEC of version P&W), resp. single channel Electronic Engine Control Unit (EECU of version TM). All control functions are monitored and implemented when requested either by the electronic or by pilots inputs. In the event of electronic failure or for training purposes control is maintained by reverting to a manual back-up mode. July 2002



06 -- 4



EC 135 Training Manual Power Plant Power Plant -- General Arrangement



Engine (P&W)



Oil Cooling System



Engine (T)



Firewalls Airframe Fuel System For training and information only



July 2002



06 -- 5



EC 135 Training Manual Power Plant



Fuel System Fuel Storage System



which connect the supply tank to the main tank. The tank is constructed to accomodate the fence.



General The fuel storage system comprises two bladder tank cells mounted in series in the lower shell of the fuselage. Access to the parts installed in the fuel cells (i.e. pumps, QTY--sensors, drain valves) is provided by four removable equipment plates through the helicopter floor shell. The impact-resistant bladder tanks are made of reinforced rubberiezed nylon fabric.



Flanges in the L/H and R/H side walls provide for engine supply lines connection. One flange in the R/H sidewall allows the connection of an auxiliary fuel tank (option). One flange on the R/H rear top provides for connection to the vent system.



Expansion Tank



Main Tank The main tank cell is located in the center bottom shell of the fuselage between frame 3 and 5. Threaded bolts, vulcanized into the topside of the tank, provide points for attaching the tank to the underside of the cabin floor. Velcro strips, bonded to the topside of the tank and to the underside of the cabin floor provide for additional stability. Two fexible hoses are routed from the fuel pumps to the rear of the tank. They are connected to the split supply tank. The hoses connected to the two sections of the supply tank are routed through the overflow channels located in the upper rear area.



Split Supply Tank Cell The split supply tank is located in the bottom shell between frames 5 and 8. To meet the certification requirements of total engine separation the tank consists of two sections separated by a fuselage mounted fence. The fence has about the same height as two overflow channels For training and information only



Two overflow channels, vulcanized into the front side of the tank cell, connect the supply tank to the main tank.



The expansion tank (approx. 14.5 l, polyethylene material) accommodates an inreasing fuel volume in case of a warm up and is fixed with a belt in an aluminium box to the R/H side of the cabin. Two venting hoses are routed in vicinity of frame 5 upwards and along the underside of the engine deck to the L/H side of the cabin, where they are connected to the port vent outlets in the bottom shell.



Venting System The refueling venting hoses of the main tank and the supply tank are fixed to the LH inner topside of the fuel cells and routed into the filler neck. In both hoses an air no fuel valve is integrated. On the RH upper side the supply tank and the main tank are connected to expansion tank by an additional vent line embedded into the cabin floor. From H/C SN 250 and up this vent line is separated between the two expansion tank inlets. In addition a short vent line between the main tank and supply tank is installed.



July 2002



06 -- 6



EC 135 Training Manual Power Plant Fuel System -- System Components Feed Line Engine 2 Vent Hoses



Shut-off Valve Engine 2



Equipment Plate System 2 Inlet for Aux. Fuel Tank (Option) Feed Line Engine 1



Vent Line separated (SN 250 and up) Expansion Tank



Shut--off Valve Engine 1



Overflow Channnels Rear Equipment Plate



Ground Connection



Hook--and--Pile Tape



Split Wall



Cabin Floor Embedded Vent Line



Vent Line (SN 250 and up) Equipment Plate System 1 Filler Neck Air No Fuel Valve 2 (not visible) Air No Fuel Valve 1 Front Equipment Plate For training and information only



Flexible Fuel Hose Venting Hose July 2002



06 -- 7



EC 135 Training Manual Power Plant



Fuel Distribution System General



Prime Pumps



The fuel distribution subsystem transfers fuel from the main tank into the split supply tank and from there via shut off valves to the engines.



The prime pumps deliver fuel to the engines via the feed lines during engine start. The pump in the left tank chamber supplies the left engine and the pump in the right tank chamber supplies the right engine. With both engines running, the engine driven pumps draw in the fuel through the prime pumps. Thus the prime pumps can then be switched off.



Components The fuel distribution subsystem comprises the following components: -----



Two main tank mounted transfer pumps Transfer lines Two supply tank mounted prime pumps Engine feed lines with shut-off valves



The prime pumps are identical to the main tank mounted transfer pumps, but there is no check valve installed in the pump outlet. u NOTE



Transfer Pumps The transfer pumps deliver fuel from the main tank to the split supply tank via transfer lines. The capacity of the transfer pumps is such that each of them delivers more fuel to the supply tank than the engines can consume. The surplus fuel returns to the main tank via the overflow tubes. This guarantees that the supply tank is always filled, as long as there is fuel in the main tank. The pumps are powered with 28 V DC and have a dry operating time of approx. 20 minutes.



The prime pumps are only to be switched on for engine start and some emergency procedures acc. to flight manual.



Foam Core An airframe mounted foam core is integrated in the RH supply tank shape and therefore the fuel quantity is reduced by 4 kg in order to avoid a simultaneous flame out of both engines when the fuel tanks become empty.



Transfer Lines Two flexible hoses are routed from the transfer pump outlet ports to the rear of the main tank. There they are connected to each other and to the split supply tank. The connecting hoses to the two sections of the supply tank are routed through two overflow channels in the upper rear area.



For training and information only



July 2002



06 -- 8



EC 135 Training Manual Power Plant Fuel Transfer System Overflow Channel



Adapter for Aux. Fuel Tank Check Valve Aft Transfer Pump



Rear View



Foam Core



to Engine 2 Prime Pump 2



Chamber Divider up to SN 250 FWD



FWD Transfer Pump Check Valve Transfer Line



For training and information only



SN 250 and up



Main Tank 452 kg



474.5 kg



LH Supply Tank 48 kg



49.0 kg



RH supply Tank 44 kg



44.5 kg



Total Fuel 544 kg



568.0 kg



Prime Pump 1 Filler Neck



to Engine 1



Shut--Off Valve



July 2002



06 -- 9



EC 135 Training Manual Power Plant



Equipment Plates



Low Fuel Sensor



The four equipment plates in the fuel tanks are identical and accomodate the fuel supply components. The components are:



The fuel sensors in the supply tank are eqipped with low fuel sensors (NTC--thermistors) used for the LOW FUEL indication.



-----



Fuel pump Fuel sensor Low fuel sensor (supply tank only) Drain valve



The equipment plates are interconnected respectively with a ground cable to the fuselage.



Check Valve The fuel pumps of the main tank are each equipped with a check valve attached to the pump outlet port. The check valve prevents fuel from flowing back to the main tank if a transfer pump should fail.



Fuel Sensors The four capacitive fuel sensors, unequal in size, are attached to the equipment plates in an upright position. u NOTE



Due to crash safety the fuel sensors must not contact the ceiling of the fuel cell. To increase the accuracy of the fuel indication when the system is completely filled, from SN250 and up, all four fuel sensors are longer. Therefore a cut out is integrated in the cabin floor above each sensor.



For training and information only



July 2002



06 -- 10



EC 135 Training Manual Power Plant Equipment Plates Engine Supply Hose Fuel Sensor



Foam Core



Transfer Hose



Low Level Sensor Transfer Pump



Equipment Plate Main Tank



Prime Pump



LH Equipment Plate Drain Valve with Rubber Collar Check Valve



For training and information only



July 2002



06 -- 11



EC 135 Training Manual Power Plant



Fuel Pumps



Y WARNING



The four fuel pumps are identical. They are powered by a 28 V DC motor, supplied by the electrical system. The DC motor of a pump is mounted in a separate compartment. It can be removed from the equipment plate without defueling the tank.



If the helicopter is parked on a slope water might be left in the tanks even after the tanks have been drained.



Two transfer pumps are attached to the equipment plates of the main tanks in an upright position. One fuel pump (prime pump) is mounted inside each of the two supply tank sections. This configuration makes provision for individual defueling of the sections. The fuel pumps of the main tank are each equipped with a check valve attached to the pump outlet port. The delivery rate of the earlier pump version is 6.6 l/min (manufacturer Globe Motors) and for newer versions 12.5 l/min (manufacturer Testfuchs) with a pressure of approx. 1 bar.



Drain Valve Two drain valves are located inside the main tank and two inside the supply tank. They are attached to the equipment plates, which are installed at the lowest point in the tank. Access to the valves is given from the underside of the fuselage through access doors. The drain valves are opened by depressing the valve body. An integrated valve spring automatically closes the drain valve after the valve body is released. u NOTE



Drain each tank into a container and check for presents of water, until only fuel emerges.



For training and information only



July 2002



06 -- 12



EC 135 Training Manual Power Plant Fuel Pump and Drain Valve



Pump Housing



Drain Valve



Closed Position



Motor Pump Cartridge Fuel



Locking Plug



Fuel



Valve Lever



Drain Tool Open Position For training and information only



July 2002



06 -- 13



EC 135 Training Manual Power Plant



Fueling System General



Ground Connection



The filler neck of the helicopter is used to fill the main tank. The ground connection provides static discharge after landing and during fueling the helicopter.



The ground plate is located on the outside of the LH rear side panel of the fuselage. The ground bushing extends outside and is located to the right of the access to the filler neck. The ground bushing is connected to the fuselage by a flexible ground strap.



Filler Neck The filler neck is located between frame 4 and 5 at the lower left end of the side panel. The access door can be locked by a key. The filler neck is constructed for gravity fuelling with a max. rate of flow of 100 liters per minute.



Y WARNING



Connect the ground cable before fueling the helicopter.



Air No Fuel Valve The air in the tank, displaced by fueling is bled through two venting ports on the topside of the tank as well as through venting hoses routed to the filler neck coming from the rear section of the tanks. If the fuel reaches the level of the venting valves the opening is closed via the ball mechanism and the fuel tanks can be filled up to maximum. The fuel coming from the front port of the main tank or the rear port of the supply tank causes the valves to open and drains back to the main/supply tank.



For training and information only



July 2002



06 -- 14



EC 135 Training Manual Power Plant Fueling System with Ground Connection Ground Socket



Ground Strap



Filler Cap Air No Fuel Valve



Ground Plate FWD



Filler Neck



Ground Connector



Cross-Sectional View of Air No Fuel Valve to the Filler Neck (ANV 1) or to Rear Port of the Supply Tank (ANV2)



from Front Port of the Main Tank (ANV1) or from Filler Neck (ANV 2) Ball Mechanism



Air No Fuel Valve 1 (ANV1) installed in Main Tank Air No Fuel Valve 2 (ANV2) installed in Supply Tank 1



Main Tank For training and information only



Outlet to Main Tank (ANV1) or Supply Tank (ANV 2)



July 2002



06 -- 15



EC 135 Training Manual Power Plant



Power Supply and Monitoring of the Fuel Pumps General The switches and circuit breakers for the fuel pumps are located in the overhead panel.



Switches and Circuit Breakers Main Tank The following switches/circuit breakers for the main tank are installed: -----



Switch FUEL PUMP XFER--F Switch FUEL PUMP XFER--A Circuit Breaker XFER--F--Pump Circuit Breaker XFER--A--Pump



Switches and Circuit Breakers Supply Tank The following switches/circuit breakers for the supply tank are installed: -----



Switch FUEL PUMP PRIME I Switch FUEL PUMP PRIME II Circuit breaker PRIME--P ENG I Circuit breaker PRIME--P ENG II



Precision Resistors The precision resistors (shunts) for the current measurement of the transfer pumps are located on the backside of the overhead panel in a mounting unit.



For training and information only



July 2002



06 -- 16



EC 135 Training Manual Power Plant Fuel Pumps -- Switches and Circuit Breakers



Circuit Breaker XFER--A--PUMP Circuit Breaker XFER--F--PUMP ENG I O F F



Circuit Breaker PRIME--P ENG I



M A X



Circuit Breaker PRIME--P ENG II



ENG II



Switch FUEL PUMP XFER--A Switch FUEL PUMP XFER--F Switch FUEL PUMP PRIME II Switch FUEL PUMP PRIME I For training and information only



July 2002



06 -- 17



EC 135 Training Manual Power Plant



Power Supply Transfer Pumps The transfer pumps are supplied via the following busbars: -- FWD transfer pump with Essential busbar 1 -- Aft transfer pump with Shedding busbar 2



Power Supply Prime Pumps The prime pumps are supplied via the following busbars: -- Transfer pump engine 1 with Essential busbar 1 -- Transfer pump engine 2 with essential busbar 2



Monitoring The electrical circuits of the transfer pumps are monitored. In case of a defective pump, a dry running pump, or a switched off pump caution indication is displayed at the CDS/CPDS MISC field. The indications are: -- F--PUMP AFT -- F--PUMP FWD The pumps are monitored via a shunt. When the power consumption is higher than 5 Amps (blocked pump), or longer than 3 min lower than 2 Amps (dry running pump), the caution will be triggered.



Indication As long as the prime pumps are switched on, in the CDS/CPDS Caution panel SYS I and/or SYS I the following indication will be displayed: -- PRIME PUMP



For training and information only



July 2002



06 -- 18



EC 135 Training Manual Power Plant Fuel Pumps -- Power Supply and Monitoring PRIME PUMP



F--PUMP AFT



1 2 17



PP 20S



OFF ON



16



4



M



0,1



3



OFF ON



15



0,1



5



PP 10E



6



14



M



PP 10E



PP 20E



13



7 8



OFF ON



OFF ON



M



12



11



For training and information only



M



9



10



July 2002



1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17



Warning Panel CDS/CPDS Main Tank Busbar PP 20S Circuit Breaker XFER--A PUMP Switch FUEL PUMPS XFER--A Precision Resistor Busbar PP 20E Circuit Breaker PRIME--P ENG II Switch FUEL PUMP PRIME--II Split Supply Tank Electrical Pump Motor Switch FUEL PUMP PRIME--I Circuit Breaker PRIME--P ENG I Busbar PP 10E Circuit Breaker F XFER PUMP Switch FUEL PUMP XFER--F Precision Resistor (Shunt)



06 -- 19



EC 135 Training Manual Power Plant



Fuel Supply Lines and Shut--Off Valves General



Shut-Off Valves



The fuel is supplied to the engines by two hoses, both equipped with shut off valves.



The fuel shut--off valves are used to perform emergency shutdown of the engines and also for normal maintenance activities. The valves are operated by a 28 VDC electrical motor.



Components



The shut-off valves are installed in sealed housings in the L/H and R/H side shell. The housings are vented to the ambient.



The fuel supply system consists of the following: -------



Engine feed lines Shut--off valves Switch EMER OFF SW I Switch EMER OFF SW II Circuit breaker FUEL --V ENG I Circuit breaker FUEL--V ENG II



Power Supply The shut--off valves are supplied by the following busbars: -- Shut-off valve engine 1 with Essential busbar 1 -- Shut-off valve engine 2 with Essential busbar 2



Engine Feed Lines The flexible fuel hoses are connected to the ports on both sides of the split supply tank. From the ports they are routed through the rear bottom shell, along the LH and RH side panel of the fuselage and up to the engine deck. All hoses are of size DN 08 and made of spiral fabric-- reinforced teflon tubing. All fuel hoses routed through the fuselage are protected with fuel resistant hoses (DN 32). Additional venting minimizes fuel vapor collecting in the hose system.The fuel hoses located above the engine deck are adapted to fit the specific installation requirements of engine. They are made of metal.



For training and information only



July 2002



06 -- 20



EC 135 Training Manual Power Plant Fuel Shut-Off Valves



Electrical Connector Circuit Breaker FUEL--V ENG I



Upper Port Circuit Breaker FUEL--V ENG II Fuel Shut--off Valve



Overhead Console



Lower Port Upper Fuel Hose Clamping Nut



Switch EMER OFF SW I Switch EMER OFF SW II Cover Warning Unit Frame 6 Housing Lower Fuel Hose



For training and information only



July 2002



06 -- 21



EC 135 Training Manual Power Plant



Operation The shut--off valves are controlled by the EMER OFF SWITCH I resp. EMER OFF SWITCH II, located in the Warning Unit. The switches are guarded push--to release switches (FIRE -- Buttons). -- When the switches are released, the valves close. -- When the switches are depressed, the valves are open.



Monitoring The positions of the shut--off valves are monitored and displayed at the CDS/CPDS SYS I/SYS II and at the warning unit adjacent to the EMER OFF SWITCHES. When the valves are open (normal position): -- No indication If an EMER OFF SWITCH is released, the following indications will appear: -- ACTIVE (Warning Unit) will be ON continously. -- FUEL VALVE on the CDS SYSI/II is displayed as long as the valve is transient. -- F VALVE CL on the CDS/CPDS SYSI/II is displayed when the valve is closed. u NOTE



When no FIRE Warning is evident, only the shut--off valve will close when operating the EMER OFF SWITCH.



For training and information only



July 2002



06 -- 22



EC 135 Training Manual Power Plant Fuel Shut--Off Valves -- Function



SYS I



MISC



SYS II



F VALVE CL



13



1



FUEL VALVE



Closing Operation



Fully Closed



M



M



PCB



PCB



2



12



3



2



Instrument Lighting



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



MS 1



1



MS 2



MS 1



12



Warning Panel SYSTEM II CDS/CPDS 11 Valve Actuator Limit Switch MS 1 (totally closed) Switch EMER OFF SW 2 Circuit Breaker FUEL--V ENG II Fuel Shut--Off Valve Position Indication Busbar PP 20E 10 Warning Unit Busbar PP 10E Circuit Breaker FUEL--V ENG I Switch EMER OFF SW 1 9 Limit Switch MS 2 (totally open) Waning Panel SYSTEM I CDS/CPDS



For training and information only



MS 2



RP



PR 4 5



FIRE I



EMER OFFSW I



EMER OFFSW II



ACTIVE



ACTIVE



FIRE II PP 20E



Fire Warning Logic within Warning Unit



PP 10E



1



2



1



July 2002



8



6 7



1



06 -- 23



EC 135 Training Manual Power Plant



Fuel Quantity Indication System General The fuel quantity indicating system provides the pilot with informations about the fuel quantity and system malfunctions. The relevant data is gathered with the aid of sensors, digitally processed and displayed on the CDS/CPDS. The fuel quantity indication system mainly consists of:



The measurement accuracy amounts to 6% with maximum fuel content and 4% with decreasing fuel content. Inaccuracies resulting from pitch-- attitudes of the helicopter are taken into account (attitude compensation). Inaccuracies resulting from different fuel types and temperatures (density) are within the 6% resp. 4%.



-- Four fuel transmitters -- Indication on the field FUEL of the CDS/CPDS



Fuel Quantity Transmitter Each fuel quantity transmitter consists of two concentric tubes, installed on the equipment plates in the fuel tank . The inner and outer tube form the plates of a capacitor. As the fuel level changes, the amount of fuel between the two capacitor tubes changes. This changes the value of the dielectricum, thereby varying the capacity of the fuel quantity transmitter. An oscillator circuit, consisting of a precision resistor and the transmitter, changes its frequency proportional to the fuel mass in the tank. The output frequency varying between 8 kHz with a full tank and 13 kHz with an empty tank is digitally processed and displayed in the CDS/CAD.



For training and information only



July 2002



06 -- 24



EC 135 Training Manual Power Plant Fuel Quantity Indication



Main Tank Processing Unit



CDS



Fuel Sensor



Processing Unit



Fuel Sensor



Processing Unit



CPDS



Processing Unit



Fuel Sensor Electronics



Electronics



Split Supply Tank For training and information only



July 2002



06 -- 25



EC 135 Training Manual Power Plant



Fuel Quantity Indication CDS



Fuel System Monitoring CDS



General



The caution FUEL QTY FAIL comes on if one supply tank sensor or both main tank sensors fail. The respective graph will reset to 0.



The fuel quantity indication (FUEL display) is located in the CDS. It is subdivided in the following sections: Numeric indications (white) for MAIN, SPLY 1, SPLY 2 and AUX (main tank, supply tank 1 supply tank 2 and optional auxiliary tank).



The caution FUEL QTY DEGR comes on if one of the main tank sensors fails.



Bar indication (white) for MAIN, SPLY 1, SPLY 2 and AUX. LOW warning indication (red) for SPLY 1 and SPLY 2. The LOW warning indication for SPLY 1 and 2 is triggered by the CDS software, when the respective supply tank chamber indication is less than 28 kg. FREE condition indication (white) for main tank. The FREE indication comes on when the free volume in the main tank and both supply tanks is greater than the current fuel volume of the auxiliary tank (if installed). XFER (white) if an auxiliary tank is installed. The XFER indication comes on when the auxiliary fuel tank valve is open. Unit indication (kg/lb). u NOTE



Through configuration the amount of fuel can be displayed in kg or lb.



The numeric indications display as maximum values: -- 448 kg for the main tank (nominal max. quantity 452 kg*) -- 48 kg for SPLY 1 -- 44 kg for SPLY 2 * 4 kg can not be displayed, because for crash safety the fuel sensors must not contact the fuel cell ceiling. For training and information only



July 2002



06 -- 26



EC 135 Training Manual Power Plant CDS Fuel Indication



FREE Indication Light Main Tank



SYSTEM I



MISC



SYSTEM II



FUEL PRESS FUEL FILT F FILT CT



F QTY FAIL FQTY DEGR



FUEL PRESS FUEL FILT F FILT CT



LOW Indication Light Bargraph Indication



XFER Indication Light Aux. Tank



Numeric Indication



Unit Kg/LB



For training and information only



July 2002



06 -- 27



EC 135 Training Manual Power Plant



Fuel Quantity Indication CPDS



Fuel System Monitoring CPDS



The display indicates the fuel quantity in the main tank and in both supply tanks. In addition to the symbolic display of the fuel contents in the tanks, a numerical display of the tank contents is provided in the selected unit of measurement.



The caution FUEL QTY FAIL comes on if one supply tank sensor or both main tank sensors fail. The respective graph will reset to 0.



Fuel Flow Indication and Endurance Calculation



CPDS software version V2002 and higher:



If a flow sensors is installed in each engine supply line, the actual fuel consumption and the calculated endurance is displayed in the CAD.



The caution FUEL comes on after 15 sec if the indication of supply tank 1 is below 40 kg or the indication of supply tank 2 is below 35 kg.



For training and information only



The caution FUEL QTY DEGR comes on if one of the main tank sensors fails.



July 2002



06 -- 28



EC 135 Training Manual Power Plant Fuel System Display CPDS



Possible CAUTION Indications



FUEL PRESS FUEL FILT F FILT CT



F QTY FAIL FQTY DEGR FUEL



FUEL PRESS FUEL FILT F FILT CT



CAUTION/ADVISORY Half Page



Numeric Indication Bargraph Indication



Possible Fuel Indications



For training and information only



July 2002



06 -- 29



EC 135 Training Manual Power Plant



Low Level Warning CDS/CPDS General



Function



The low level warning is an additional fuel level control to warn the pilot. The warning function can be checked with a test function. A visual and audio warning informs the pilot that:



The sensors are fixed at a defined height to the fuel level transmitters. They are supplied by 28 VDC. As long as the sensors are cooled by the fuel, their resistance is high resulting in a low current flow in the circuit. If the resistors become free (level low), they will be heated up by the current thus changing their resistance. As the resistors are “ntc--thermistors”, the resistance becomes low by the increasing temperature, so the current in the circuit increases and hence activate the LOW warning at the warning panel.



-- There are approx. 28 kg (SYS I) and 24 kg (SYS II) of fuel remaining in the supply tank chambers. From SN 250 and up the position of the sensors has been changed. Therefore approx. 32 kg (SYS I) and 28 kg (SYS II) of fuel remaining in the supply tank chambers. u NOTE



All configurations guarantee a minimum of 8 minutes remaining flight time.



At the same time an audio warning is given through the head--phones: A gong every 3 seconds.



Power Supply



Components



The low level warning is supplied with 28 V DC by the following busbars:



The low level warning mainly consists of: -- One low level sensor in each supply tank chamber. -- Red LOW caption at the warning unit for FUEL (SYS I and SYS II) -- Circuit breaker FUEL--L--SYS I / SYSII -- Circuit test function



For training and information only



July 2002



-- Essential Busbar PP 10E -- Essential Busbar PP 20E



06 -- 30



EC 135 Training Manual Power Plant Fuel Supply -- Low Level Warning



LOW LEVEL Indication SYSTEM 2 TEST



Warning Unit



Low Level Indication LOW FUEL SYSTEM 1



TEST



SYSTEM I



MISC



SYSTEM II



Low Fuel Sensor



F QTY FAIL F QTY DEGR



Warning Indication SYSTEM 2 Warning Indication SYSTEM 1 (internally triggered in the CDS) Supply Tank



Circuit Breaker FUEL--L SYS I Busbar PP 10E



Processing Unit



Processing Unit



Electronics



Electronics



PP 20E



PP 10E



For training and information only



Circuit Breaker FUEL--L SYS II Busbar PP 20E



July 2002



06 -- 31



EC 135 Training Manual Power Plant



Fuel Low Pressure Caution



Fuel Filter Contamination Caution



General



General



The fuel low pressure caution indicates low pressure between the engine driven low-- and high pressure pumps.



The fuel filter contamination caution detects clogged filter elements. The indication is given at the CDS/CPDS.



Fuel Pressure Switch TM



The differential pressure switch is attached to the fuel management module (P&W), resp. to the fuel control unit (TM). Differential pressure is tapped between the fuel filter inlet and outlet (valid for both engine types). When the filter element becomes dirty, the pressure difference increases. The switch closes reaching the pressure switch setting and the caution FUEL FILT comes on the CDS/CPDS.



The fuel pressure switch is attached to the fuel control unit. The pressure is tapped between the fuel filter outlet and the high pressure pump inlet. Whenever the fuel pressure drops below 1.3 bar, the pressure switch closes and activates the caution FUEL PRESS in the CDS/CPDS.



Fuel Pressure Switch P&W



Circuit Monitoring



If installed, the fuel pressure switch is attached to the fuel management module. The pressure is tapped between the low pressure pump outlet and the fuel filter inlet.



General



Whenever the fuel pressure drops below 0.6 bar, the pressure switch closes and activates the caution FUEL PRESS in the CDS/CPDS.



For training and information only



The electrical circuit of the fuel filter is automatically tested. If there is an interruption the caution F FLT CT will be displayed on the CDS/CPDS.



July 2002



06 -- 32



EC 135 Training Manual Power Plant Fuel Supply -- Monitoring



SYSTEM I



MISC



SYSTEM II



FUEL PRESS FUEL FILT F FLT CT



FUEL PRESS FUEL FILT F FLT CT



CDS/CPDS 2 1



CDS/CPDS Test Function for F FLT CT Caution



2



Interface Helicopter -- Engine



TM Fuel Pressure Switch



For training and information only



P&W Filter Differential Pressure Switch



July 2002



06 -- 33



EC 135 Training Manual Power Plant



Engine Turbomeca ARRIUS General Description



Configuration



Purpose



The engine is of modular design. Mainly it consists of:



The EC 135 T utilizes two ARRIUS turboshaft engines to supply energy (torque, bleed air, electrical power) to the helicopter systems.



General



-- The reduction gearbox module -- Gas generator and power turbine module -- Engine Subsystems



The ARRIUS is a lightweight, free turbine, turboshaft engine incorporating a single stage centrifugal compressor driven by a single stage compressor turbine and a single stage power turbine that drives the reduction gearbox and aircraft powertrain. Metered fuel from the Fuel Control Unit is sprayed into a reverse flow annular combustion chamber through twelve fuel nozzles (10 main plus 2 start nozzles) mounted around the gas generator case. A high voltage ignition unit and dual spark igniters are used to start combustion. A single channel, Full Authority Digital Engine Control Unit (FADEC) system with a mechanical backup FMM ensures accurate control of the engine output speed and fast response to changes in power demand. An electrically operated stepper motor located within the Fuel Control Unit works in conjunction with the FADEC and changes fuel flow as required.



For training and information only



July 2002



06 -- 34



EC 135 Training Manual Power Plant Engine Turbomeca ARRIUS Combustion Chamber Accessory Geartrain



Air Intake



Compressor Turbine (N1)



Reduction Gear Train



Output Shaft



Exhaust Compressor (N1)



Oil Tank



GAS GENERATOR AND POWER TURBINE



REDUCTION GEARBOX For training and information only



Power Turbine (N2)



July 2002



06 -- 35



EC 135 Training Manual Power Plant



Reduction Gearbox Module Purpose The reduction gearbox module reduces the power turbine speed (N2) to a suitable speed for the main transmission input. A second geartrain reduces the gas producer turbine speed (N1) to a suitable speed to turn all engine accessories.



Configuration The reduction gearbox consists of a front and rear light alloy casing. The lower part of the reduction gearbox forms the engine oil tank. A wall, located around the reduction gearbox rear casing, sperates the reduction gearbox module from the gas producer/power turbine module. The output shaft is inclined upward to suit the main transmission installation.



Operation The reduction gearbox has a two stage helical and bevel gear type reduction geartrain which changes power turbine speed to output shaft speed. The engine output shaft assembly is attached to the second stage reduction gear by internal splines. The accessory drive geartrain provides the appropriate speed reduction to turn all engine accessories, which are: -----



Starter/Generator Low pressure and high pressure fuel pump Oil pump Permanent magnet alternator



For training and information only



July 2002



06 -- 36



EC 135 Training Manual Power Plant Reduction Gearbox



Idler Gear Starter/Generator Gear 12334 RPM Oil Pump and Alternator Gear 12334 RPM



Intermediate Gear with Breather 23984 RPM



N2 Input Gear 44038 RPM



Fuel Pump Gear + N1 Phonic Wheel 11992 RPM



N1 Input Gear 54117 RPM



First Stage Gear 10616 RPM Second Stage Gear (Drive Shaft) 5898 RPM



For training and information only



July 2002



06 -- 37



EC 135 Training Manual Power Plant



Gas Producer / Power Turbine General This module provides the mechanical energy required to drive the accessory drive and the reduction geartrain.



Configuration The gas producer/power turbine module mainly consists of a single stage centrifugal compressor driven by a single stage compressor turbine and a single stage free spool power turbine.



Function Air enters the engine through a radial inlet plenum chamber, formed by the compressor inlet case where it is directed rearward to the centrifugal impeller. The accelerated air from the impeller passes through diffusor tubes which turn the air 90û and converts velocity into static pressure. This high pressure air surrounds the combustion chamber liner. The combustion liner has perforations which allow the pressurized air to enter. The airflow changes direction 180û and is mixed with fuel from two starter nozzles and 10 main nozzles. The fuel/air mixture is ignited and the resultant expanding gases are directed to the turbines. The expanding gases from the combustion chamber pass through the compressor turbine stator vanes to the single stage compressor turbine causing the turbine to rotate which drives the compressor. The still expanding gases continue rearward to the power turbine stator and turbine. The exhaust gas from the power turbine is directed through an annular exhaust plenum to the atmosphere.



For training and information only



July 2002



06 -- 38



EC 135 Training Manual Power Plant Engine ARRIUS -- Operation



For training and information only



July 2002



06 -- 39



EC 135 Training Manual Power Plant



Oil Subsytem General



Oil Tank



The oil system ensures lubrication and cooling of the engine. All the components are installed on the engine exept the cooling unit.



The oil tank is integral with the engine. It is formed by the lower sump of the reduction gearbox. On the R/H and L/H front side of the gearbox housing filler necks are provided (depending on the engine installation the not used filler neck is plugged, the other one is equipped with a filler cap). The R/H and L/H side of the oil tank is provided with an oil level sight glass (depending on the engine installation, one of the sight glasses will be visible). On the lowest point of the oiltank a drain plug is installed.



Lubrication Requirements Lubrication is required for the following components: -- Reduction gear train and accessory drive train (gears and bearings) -- Centrifugal compressor front bearing -- Compressor turbine rear bearings -- Power turbine front bearing



Configuration The oil system consists of: ------



Integral oil tank Pressure system Scavenge system Breather system Indication



Pressure System The pressure pump draws oil from the tank and delivers it under pressure to the system. A pressure relief valve limits maximum pressure by returning oil to the pump inlet. The oil is then delivered, through the filter and a calibrated orifice, to the engine sections which require lubrication. The oil is sprayed by jets onto the parts to be lubricated. It also supplies a squeeze film for the gas generator front bearing and the power turbine bearing.



Scavenge System After lubrication, the oil falls by gravity to the bottom of the sumps. The oil is then immediately drawn away by the scavenge pumps and returned to the tank through the cooling unit. Strainers protect the scavenge pump against any particles which may be held in the lubrication oil.



For training and information only



July 2002



06 -- 40



EC 135 Training Manual Power Plant Oil System ARRIUS



Pressure and Temperature Transmitter Low Oil Pressure Switch CAUTION ENG OIL P



Oilfilter Filter Bypass Valve



SUPPLY SCAVENGE BREATHING AIR VENT



Pressure Pump with Relief Valve



Strainer



Electrical Magnetic Plug CAUTION ENG CHP Aircraft Mounted Air Cooler with Temperature Bypass Valve Scavenge Pump (Two Stages)



For training and information only



Oil Tank with Sight Glass



Electrical Magnetic Plug CAUTION ENG CHP



Strainer



July 2002



06 -- 41



EC 135 Training Manual Power Plant



Engine Fuel Subsystem General



Fuel Pump Unit



The ARRIUS turboshaft engine is equipped with a single channel Full Authority Digital Engine Control (FADEC) system. This integrated powerplant control system incorporates all control units for complete automatic and manual control of the engine.



Fuel is delivered to the fuel pump unit by the aircraft fuel distribution subsystem.



The engine fuel subsystem delivers metered fuel to the engine. It is automatically controlled by the engine control subsystem. The engine control subsystem provides the capability to override the Full Authority Digital Engine Control (FADEC) function to provide for manual operation of the fuel subsystem.



Components The fuel and -- control subsystem mainly consists of the following components: --------



Fuel pump unit Fuel filter Fuel Metering Unit (FMU) Valve assembly Injection system Electronic Engine Control Unit (FADEC) Indicating



The fuel pump unit supplies fuel under determined conditions of pressure and flow. It is mounted on the front face of the reduction gearbox and driven by the N1 geartrain. The unit consists of a low pressure centrifugal pump, and a high pressure gear type pump. A pressure relief valve in the HP pump outlet opens in case of excessive pressure and reliefs fuel to the inlet inlet port of the HP--pump.



Fuel Filter The filter retains any particles that may be in the fuel in order to protect the metering unit components. It is mounted on the front face of the reduction gearbox. In the system, the filter is between the low pressure pump outlet and the high pressure pump inlet. In case of filter clogging a bypass valve opens and unfiltered fuel is supplied to the FMU. The filter is differential pressure monitored by an impending bypass switch for cockpit indication as well as by a mechanical blockage indicator at the filter housing. In case of a defect low pressure pump, a low pressure switch will close for cockpit indication.



Several sensors and electrical harnesses as well as cockpit discretes complete the control system.



For training and information only



July 2002



06 -- 42



EC 135 Training Manual Power Plant Engine Fuel System --General Arrangement ARRIUS



Fuel Filter with By-pass Valve Pre-blockage Pressure Switch and Blockage Indicator CAUTION FUEL FILT



Return Fuel



Fuel Metering Unit



Low Pressure Pump



Injection System



Low Pressure Switch CAUTION FUEL PRESS



High Pressure Engine Fuel Pump with By-pass Valve Fuel Tank with Prime Pump



For training and information only



July 2002



06 -- 43



EC 135 Training Manual Power Plant



Fuel Metering Unit The fuel metering unit is installed on the front face of the reduction gearbox. It is an hydromechanical unit which governs the fuel flow through the entire operational envelope of the engine. It uses EECU signals or twist grip position as input parameters. The FMU operates in two basic modes: the automatic mode, where the required fuel flow is commanded by the EECU, and the manual mode where the fuel flow is determined by the twist grip position. Pressurized fuel from the fuel pump is routed to the Fuel Metering Valve and to the bypass valve which keeps a constant pressure differential across the metering valve. -- Manual mode In manual mode the metering valve is controlled by a input lever, actuated by the collective lever mounted twist grip. -- Automatic mode In automatic mode the metering valve is controlled by a stepper motor which is commanded by the EECU. The FMU provides the following features: -- Enables engine start and shutdown -- Controls fuel flow as a function of power demand -- Fail fixed with no power change during transition from EECU mode to manual mode -- Full power selection range available in manual mode as well as in EECU mode -- Limits the rate of acceleration/deceleration to prevent engine surge/flame out during manual control mode



For training and information only



July 2002



06 -- 44



EC 135 Training Manual Power Plant Fuel Metering Unit -- Basic Function ARRIUS (Simplified)



Microswitch (Neutral Position)



Stop--Valve Actuator Fuel Outlet



LP and HP Pumps



Metering Valve



Manual Input from Twist Grip Metering Valve Control Lever



Constant nP Valve



Metering Valve Positon Feedback to EECU Stepper Motor



For training and information only



Fuel Inlet



July 2002



Fuel Return (to HP Pump Inlet)



Manual Control



06 -- 45



EC 135 Training Manual Power Plant



Fuel Valve Assembly The fuel valve assembly distributes metered fuel from the FCU to the injection system. It is located on a support at the upper part of the combustion chamber casing.



If during normal operation the fuel flow is reduced significantly, the main injector valve closes but the preference injector still delivers fuel to the combustion chamber, in order to avoid an engine flame out.



The valve assembly comprises the following valves: -- Start electro-valve The valve distributes fuel to the start injectors. -- Stop electro-valve The valve controls fuel flow to the injection system in general. -- No preference injector valve The valve closes fuel supply to the 9 main injectors during a rapid fuel flow decrease.



Injection System The injection system sprays fuel into the combustion chamber in order to give stable and efficient combustion. The injection system consists of 9 main injectors mounted around the combustion chamber by two half-manifolds and 1 preference injector. For engine start two start injectors are additionally mounted at 1 o’clock and 9 o’clock position around the combustion chamber. For engine starting only the start injectors deliver fuel to the combustion chamber. At 50% N1, the start electro valve closes the fuel flow to the start injectors and opens the vent line to the outside amosphere. Meanwhile the main injector valve is open and the main injectors together with the preference injectors deliver fuel to the combustion chamber.



For training and information only



July 2002



06 -- 46



EC 135 Training Manual Power Plant Fuel Valve Assembly and Injectors ARRIUS



Fuel Valve Assembly Injectors



Start Electro Valve



Fireproof Cover



Stop Electro Valve



Preference Injector



Injection System



Start Injector



Main Injector Valve Pressurizing Valve Stop Electro-Valve



Inlet from FMU



Fuel Inlet Main Injectors



Preference Injector Atmosphere



Left Half Manifold



Manual Purge Start Injectors



Right Half Manifold Main Injectors



Start Electro-Valve For training and information only



July 2002



06 -- 47



EC 135 Training Manual Power Plant



Torque Indication The torque measuring system measures the torque of the engine output shaft. An electromagnetic sensor with a confirmation box picks up the signal. This signal is processed by the FADEC and sent to the analog instrument and to the CDS or to the CPDS in the cockpit. The indication is in % TQ.



The torque measuring system is supplied with power respective from the busbars PP10E / PP20 via the circuit breakers TRQ ENGI/II or CAD/VEMD ENG I/II. The sensors are supplied with power via the respective FADEC and circuit breakers.



The torque measuring system consists of two concentric shafts each having a toothed wheel located at one end (phonic wheel) and a pulse pickup probe. The inner shaft (engine output shaft) is used to transmit engine torque and the outer acts as an unloaded reference shaft. The torsional deflection (twist) of the output shaft results in an angular displacement of the teeth between the loaded shaft and the reference shaft. The rotation of the phonic wheel formed by the teeth of each shaft, in front of the sensor produces a pulsed voltage in the sensor. This voltage is sent to the FADEC which measures the displacement between the pulses and determines the engine torque for internal use and cockpit indication. To compensate for material and manufacturing tolerances (no two shafts will twist in the same manner) a torque conformation box is installed on the engine. This box sends a trim value, which is determined on the test bench, to the FADEC. Since this value is specific to a unique torque shaft, the trim module cannot be transferred to an other engine. The pick--up is mounted in front of the reduction gear box near the output shaft.



For training and information only



July 2002



06 -- 48



EC 135 Training Manual Power Plant Torque Indication ARRIUS Confirmation Box



FADEC



Pick--Up



Analog Instrument



CDS



Analog Torque Signal Digital Torque Signal Reference Shaft



Torque Indication



Caution Backup Page Phonic Wheel Output Shaft



For training and information only



CPDS (CAD)



July 2002



CPDS (VEMD)



06 -- 49



EC 135 Training Manual Power Plant



Gas Temperature Indication This system provides an indication of the gas temperature at the gas generator turbine outlet. The gas temperature is an operating parameter, particulary during engine starting for fuel flow control. The four identically temperature sensors are located around the rear part of the combustion chamber casing. Each sensor houses two thermo elements. The four parallel--connected thermo elements supply their contact potential to the indication system. A confirmation box allows a corrected temperature indication for a given turbine entry temperature. The gas temperature indication is supplied with power respective from the busbars PP10E / PP20E via the circuit breakers TOT ENG I/II or VEMD ENG I/II.



CPDS Indication The confirmed value appears in the FLI (Eng 1 via VEMD line 1 and Eng 2 via VEMD lane 2). With one lane off the respective TOT indication in the FLI is lost. The non-confirmed TOT value is displayed in the SYSTEM STATUS page.



CDS Indication The confirmed value is shown in the analog indicator. The digital value can be selected in the parameter field of the CDS.



For training and information only



July 2002



06 -- 50



EC 135 Training Manual Power Plant Gas Temperature Indication ARRIUS CDS Cockpit T4



T5 Confirmation Box



T4/5



FADEC CPDS Cockpit



4 Double Sensors (Alumel/Chromel) at Position T4/5



For training and information only



July 2002



06 -- 51



EC 135 Training Manual Power Plant



Pratt & Whitney 206 B(2) Engine General The PW206B(2) is a lightweight, free turbine, turboshaft engine incorporating a single stage centrifugal compressor driven by a single stage compressor turbine and a single stage power turbine that drives the reduction gearbox and aircraft power train. Metered fuel from the Fuel Management Modul (FMM) is sprayed into a reverse flow annular combustion chamber through twelve individual fuel nozzles mounted around the gas generator case. A high voltage ignition unit and dual spark igniters are used to start combustion. A single channel, Full Authority Digital Engine Control Unit (FADEC) system with a mechanical backup FMM ensures accurate control of the engine output speed and fast response to changes in power demand. An electrical torque motor located within the FMM works in conjunction with the Electronic Engine Control (EEC) and changes fuel flow as required.



Configuration The engine is of modular design. Mainly it consists of: -- The reduction gearbox module -- Gas generator and power turbine module -- Engine subsystems



For training and information only



July 2002



06 -- 52



EC 135 Training Manual Power Plant Engine P&W 206(B)



Compressor Turbine (N1)



Accessory Geartrain



Output Shaft



Power Turbine (N2) Compressor



REDUCTION GEARBOX



For training and information only



TURBOMACHINERY



July 2002



06 -- 53



EC 135 Training Manual Power Plant



Reduction Gearbox Module General The reduction gearbox module reduces the power turbine speed (N2) to a suitable speed for the main transmission input. A second gear train reduces the gas producer turbine speed (N1) to a suitable speed to turn all engine accessories.



Configuration The reduction gearbox consists of three machined aluminum casings which are the front and rear housings and the output shaft cover. Front and rear housing are bolted together with the compressor inlet case. The rear face of the housing and the front face of the compressor inlet case form an integral oil tank. The output shaft cover supports the output shaft front bearings. It is bolted to the front housing. The output shaft is inclined at 26û upward to suit the main transmission installation.



Operation The reduction gearbox has a two stage bevel gear type reduction gear train which changes power turbine speed to output shaft speed. The engine output shaft assembly is attached to the second stage reduction gear by internal splines. The accessory drive geartrain provides the appropriate speed reduction to turn all engine accessories, which are: -- Starter/generator -- Permanent magnet alternator (PMA) -- Fuel management module For training and information only



July 2002



06 -- 54



EC 135 Training Manual Power Plant Reduction Gearbox P&W Permanent Magnetic Alternator 24,667 RPM N1 Input Shaft 58,000 RPM



Starter/Generator Drive 12,590 RPM



Fuel Pump Drive 6,680 RPM N2 Input Shaft 39,130 RPM



Second Stage Gear 5,928 RPM First Stage Gear



For training and information only



July 2002



Oil Pump Drive 4,200 RPM



06 -- 55



EC 135 Training Manual Power Plant



Gas Producer / Power Turbine General The turbomachinery module provides rotational drive to the reduction gearbox module.



Configuration The turbomachinery module mainly consists of a single stage centrifugal compressor driven by a single stage compressor turbine and a single stage free spool power turbine.



Function Air enters the engine through a radial inlet plenum chamber, formed by the compressor inlet case where it is directed rearward to the centrifugal impeller. The accelerated air from the impeller passes through diffusor tubes which turn the air 90û and converts velocity into static pressure. This high pressure air surrounds the combustion chamber liner. The combustion liner has perforations which allow the pressurized air to enter. The airflow changes direction 180û and is mixed with fuel from 12 fuel nozzles. The fuel/air mixture is ignited and the resultant expanding gases are directed to the turbines. The expanding gases from the combustion chamber pass through the compressor turbine stator vanes to the single stage compressor turbine causing the turbine to rotate which drives the compressor. The still expanding gases continue rearward to the power turbine stator and turbine. The exhaust gas from the power turbine is directed through an annular exhaust plenum to the atmosphere.



For training and information only



July 2002



06 -- 56



EC 135 Training Manual Power Plant Engine P&W -- Operation



For training and information only



July 2002



06 -- 57



EC 135 Training Manual Power Plant



Oil Subsystem Purpose The engine oil system is a dry sump system. It supplies a flow of filtered oil to the engine in order to cool, lubricate, and clean the various components.



Configuration The oil system consists of: ------



Integral oil tank Pressure system Scavenge system Secondary air system Indicating system



The main oil filter (not cleanable) traps particles picked up by the oil as it lubricates the engine components. The filter is equipped with a bypass valve as a safeguard against filter blockage. An impending bypass switch gives indication to the cockpit before the bypass valve opens. A pressure regulating valve (not field adjustable) is used to set the oil system pressure to a predetermined value for a specified speed and oil temperature. After passing a fuel heater, the pressurized oil is distributed to the lubrication points in the gearbox and to the bearings No. 4 and No. 5.



Oil Tank The oil tank is integrated into the engine and is formed by the annular cavity created between the air inlet case and and the reduction gearbox rear case. A drain plug located at the bottom of the inlet case permits drainage of the cavity. Oil level indication is provided by a sight glass.



Pressure System Oil is drawn from the tank, through a protective screen, to the inlet of a gear type pressure pump. A cold start valve, located at the pressure pump outlet provides a safeguard against excessive pressure build up due to high oil viscosity at low temperatures (pressure above 13.5 bar (200 psi) is released to the gearbox).



For training and information only



A P3 operated shut off valve prevents oil supply to the lubrication points upon engine start up and shut down (below ¶ 40% N1). This ensures that the most remote bearing cavities (No. 4 and No. 5) do not flood during motoring or rundown periods.



Scavenge System The scavenge system returns the oil to the gearbox. Approx. 80% of the used oil flows into the sump by gravity. Bearing No. 4 is scavenged by blowdown from lab seal bleed air. Bearing No. 5 is scavenged by a combination of a scavenge pump and blowdown. At high RPM’s an oil pump bypass valve opens allowing surplus oil to bypass the scavenge pump to the sump. One scavenge pump stage draws the oil from the sump via a protective screen and a magnetic chip detector. The oil then flows through an airframe-mounted oil cooler before it is returned to the oil tank.



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EC 135 Training Manual Power Plant Oil System P&W



Pressure Regulation Valve



Air Vent



Oil Cooler



Strainer



Oil Filter Blockage Indicator Oil Filter



Strainer



Shut--off Valve Fuel Heater



Oil Pumps



Pressurized Oil



Oil Pump Bypass



Scavange Oil Oil Tank Oil Temp. Indication CAUTION ENG OIL P CAUTION ENG CHIP Oil Press. Indication



CAUTION ENG O FILT Magnetic Plug For training and information only



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EC 135 Training Manual Power Plant



Engine Fuel Subsystem General



Modes of Operation



The engine fuel subsystem delivers metered fuel to the engine. It is automatically controlled by the engine control subsystem. The engine control subsystem provides the capability to override the Full Authority Digital Engine Control (FADEC) function to provide for manual operation of the fuel subsystem.



The FMM operates in two basic modes:



Components The Fuel and -- control subsystem mainly consists of the following components: -----



-- the automatic mode, where the required fuel flow is commanded by the EEC. -- and the manual mode where the fuel flow is determined by the twist grip position. Pressurized fuel from the fuel pump is routed to the Fuel Metering Valve and to the bypass valve which keeps a contant pressure differential of 3.4 bar (50 psi) across the metering valve. In manual mode the metering valve is controlled by a mechanical N1 governor. The N1 governor setting is influenced by a input lever, actuated by the twist grip.



Fuel Management Module (FMM) Fuel manifold and nozzles Fuel flow divider Electronic Engine Control (EEC)



In automatic mode the metering valve is controlled by a torque motor which is commanded by the EEC.



Fuel Management Module



The FMM provides the following features:



The FMM is installed on the accessory gearbox of the engine. It is an electro-mechanical unit which governs the fuel flow through the entire operational envelope of the engine. It uses EEC signals, twist grip position and ambient pressure as input parameters. The FMM has an integral fuel pump which delivers high pressure fuel to the metering portion of the unit.



For training and information only



July 2002



-- Enables engine start and shutdown -- Controls fuel flow as a function of power demand -- Fail fixed with limited power change during transition from EEC mode to manual mode -- Full power selection range available in manual mode as well as in EEC mode -- Limits the rate of acceleration to prevent engine surge during manual control mode -- Operates in speed govening modes



06 -- 60



EC 135 Training Manual Power Plant Engine Fuel System P&W



Fuel Metering Unit with Fuel Metering Valve Fuel Drain



CAUTION FUEL FILT



Fuel Flow Divider



Drive from Engine Gearbox Impending Bypass Switch



Jet Pump



Regenerative Fuel Pump



Gear Pump



By--pass Valve Main Air Blast Fuel Nozzles Hybrid Fuel Nozzles



Fuel Tank with Prime Pump



For training and information only



Low Pressure Filter CAUTION FUEL PRESS (if installed) July 2002



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EC 135 Training Manual Power Plant



Fuel Pump



Fuel Flow Divider



Fuel is delivered to the fuel pump by the aircraft fuel distribution subsystem. The engine driven low pressure fuel pump takes fuel from the supply tank, increases the pressure and pumps the fuel through the fuel filter.



The flow divider distributes the metered fuel flow from the FMM to the primary and secondary side of the fuel manifold. During engine start-up, the flow divider routes fuel flow to the primary nozzles only. As the engine accelerates, fuel pressure increases and the flow divider routes fuel to the secondary nozzles too.



The filter is differential-pressure monitored for cockpit indication by an impending bypass switch. A bypass valve will open if the filter becomes clogged. An engine oil heated fuel heater is installed in the line between the pump outlet and the filter inlet. At fuel temperatures below 43ûC a temperature controlled bypass valve is closed and the fuel has to flow through the heater (At fuel temperatures above 57ûC the valve is fully open and the heater is by-passed. In case of a defect low pressure pump a low pressure switch will close for cockpit indication. From the fuel filter, fuel is routed to the second stage of the fuel pump (high pressure stage) and delivered to the fuel metering module for flow control.



For training and information only



The fuel flow divider also prevents of fuel accumulation in the combustion chamber after engine shut-down. For this, residual fuel is kept in an accumulator. At the next start as the fuel pressure increases, the accumulator piston forces the fuel towards the manifold.



Fuel Manifold The fuel manifold distributes primary (start) and secondary (main) fuel to the engine combustion chamber. The fuel manifold is located on the engine gas generator case and consists of one inlet fuel nozzle, six secondary fuel nozzles and five primary (hybrid) fuel nozzles. The fuel nozzles are equally spaced around the combustion chamber for even fuel flow. Primary fuel flow from the primary nozzles remains constant during start-up and engine operation.



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EC 135 Training Manual Power Plant Fuel Metering Module, Fuel Manifold



1 Air Blast Nozzle 2 Hybrid Nozzle



Fuel Filter Impending Bypass Switch Low Fuel Pressure Switch Fuel Filter 1



2



Torque Motor 2



1



1 2 1



2



Primary Fuel Manifold Fuel Flow Driver Rear View of Engine



For training and information only



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EC 135 Training Manual Power Plant



Temperature Indication Exhaust Gas Thermocouple (T6) The exhaust gas temperature measuring system consists of twi identical harnesses with four thermocouple elements in parallel connected to an engine mounted terminal assembly. From the two junction boxes the signals are lead to the inlet temperature sensor box where they are paralleled and integrated with the signal from the T1 sensor. The T6 system provides an output signal which is proportional to the arithmetic average of the of the exhaust temperatures to which the eight thermocouples are exposed.



Inlet Temperature Sensor (T1) The T1 sensor incorporates a platinium resistance temperature element together with a cold junction for the T6 thermocouples. The active portion of the sensor is located near the inlet to the compressor inlet scroll, therby giving a signal proportional to engine air inlet temperature (T1). The signals provided by the T1 and T6 system are lead to the FADEC where the measured gas temperature (MGT) is computed.



CPDS Indication The digital TOT value is displayed on the FLI (Eng 1 via VEMD lane 1, Eng 2 via VEMD lane 2) In case of one lane off, the respective analog back-up value is displayed via the CAD.



CDS Indication The value is shown in the analog indicator. The digital value can be selected in the parameter field of the CDS.



For training and information only



July 2002



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EC 135 Training Manual Power Plant Temperature Sensors P&W T1



T6



CDS Cockpit



FADEC



Trim Box



Digital Signal Analog Signal



Terminal Box



8 Sensors (Alumel/Chromel) at Position T6



2 Sensors (Alumel/Chromel Cold Junctions) and 1 Temperature Element (Platinum) at Position T1



For training and information only



July 2002



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EC 135 Training Manual Power Plant



Engine Control T2/P2 General The helicopter is equipped with an electronic engine control system FADEC (Full Authority Digital Engine Control), that facilitates automatic control of both engines for all RPM and power ranges. The engine power parameters of the EC 135 are optimized with the aid of the electronic engine controls, i.e. engine power is adjusted to optimally fit flight profile and/or maneuver while simultaneously keeping fuel consumption to a minimum. In case of failure of the FADEC the pilot has the possibility of manual engine control.



System Components The engine control system consists of: -- Electronic power control FADEC -- Emergency engine control



For training and information only



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EC 135 Training Manual Power Plant Engine Control System ARRIUS



For training and information only



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EC 135 Training Manual Power Plant



INTENTIONALLY LEFT BLANK



For training and information only



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EC 135 Training Manual Power Plant Engine Control System P&W



For training and information only



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EC 135 Training Manual Power Plant



Electronic Power Control T2/P2 General Electronic power control ensure automatic operation of all engine-related hydro--mechanical and electrical components. A FADEC box (Turbomeca call it EECU, Pratt&Whitney call it EEC) per engine serves as central processor. The digital control unit is mounted in the helicopter and connected to the engines by wiring harnesses.



For training and information only



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EC 135 Training Manual Power Plant Functional Schematic -- Engine Control Starting --Ignition/Starter --Fuel injection --Acceleration --Idling speed control (N2/NRO) CDS/CPDS Ground Operation --Idling speed control --N2/NRO --Flight (Flat Pitch) Speed Control N2/NRO



Flight --Rotor Speed Governing N2/NRO --Acceleretion/Deceleration via N1/Fluel Flow Regulation --Overspeed Protection --Training Mode --CAT A Mode --Topping Selection



Manual Emergency Engine Control (Twist Grip)



TM (EECU)



P&W (EEC)



Digital Engine Control System



For training and information only



July 2002



Indicator NRO



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EC 135 Training Manual Power Plant



FADEC--Box The digital control unit controls the fuel supply and monitors the whole engine functions with sensors. The packages provide for ambient condition sensing, signal conditioning and excitation for external sensors, analog and frequency to digital conversion, and serial data transmission and reception.



Location FADEC-- Boxes The FADEC--Boxes are mounted with angle brackets and vibration dampers below the engine deck in the middle section of the fuselage between frame 5 and frame 6. They are positioned respectively to the left and to the right in front of the engines. There is a connection flange respectively for the control lines from the helicopter to the engines.



Function The digital control units FADEC for engine 1 and engine 2 provide the following functions: -- Automatic start-up of engines. -- Fuel supply depending on N1 gas generator RPM during starting of engines as well as in ground idle and flight RPM range (IDLE/FLIGHT). -- Automatic engine control in all RPM and power ranges. -- Monitoring of engine and power parameters. -- Limitation of the fuel flow after topping parameters have been reached.



For training and information only



July 2002



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EC 135 Training Manual Power Plant Engine Control -- Digital Control Unit FADEC



Engine Deck Wiring Harness to Engine Bracket FWD



Connector Plate



Plugs P0--Sensor Input



Port for Connection with the Engine Mounting for Ground Strap For training and information only



FADEC (TM) FADEC (P&W)



Identification Plate Port for Connection with the Helicopter



Port for Connection with the Helicopter July 2002



Port for Connection with the Engine



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EC 135 Training Manual Power Plant



Power Supply FADEC



Location



Power supply to the FADECs is made by the helicopters 28 V DC--system and by engine mounted alternators.



Engine TM: The alternator is mounted to the front of pump--filter support block. A permanent magnet rotor with eight poles is mounted on the oil pump drife shaft.



During engine starting (up to 35--40 % N1) or if there is a failure of an alternator the helicopter DC--system supplies the FADEC. During normal operation the alternator (AC) supplies the FADEC, a failure of the helicopter DC--system has no influence to the function. On ground with the engines not running power supply is made from the ESSENTIAL busbars 1/2 (PP 10E and PP 20E) via the circuit breakers FADEC 1/2 and the switches FADEC 1/2 located on the engine control panel. u NOTE



Engine P&W: The alternator is an integral part of the reduction gearbox having its rotor mounted directly onto the accessory drive gearshaft and the stator mounted into the reduction gearbox.



As long as the alternater delivers AC power the FADEC remains operative even when the FADEC switch in the engine control panel is in the off position. In this case the FADEC is disconnected from the H/C DC system only. The caution REDUND comes on in the CDS/CPDS (TM only).



For training and information only



July 2002



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EC 135 Training Manual Power Plant Alternator Engine P&W



Engine TM



Oil Pump Drive Shaft Rotor with Internal Magnet 8 Poles Alternator Body Electrical Connector



Alternator Body Electrical Connector



For training and information only



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EC 135 Training Manual Power Plant



Engine Ignition General



Leading Particulars



During engine start-up, the electronic engine control system automatically activates the engine ignition system through the engine starting system. On activating the engine ignition system the ignition circuit between the resp. busbar and the ignition unit is closed by the energized start relay. The high voltage ignition unit supplies pulsating high voltage to generate high-energy sparks through quick discharge across the related ignition plugs. After attaining self-sustaining speed of 50 % N1 the start relay disconnects the ignition circuit. From this point on, combustion of the fuel / air mixture continues without the aid of outside ignition.



Engine Supply Voltage Input Voltage Output Voltage Spark trigger off Spark discharge Energy generated



EC 135 TM 18--32 V DC 28 V DC 3 kV pulsating 5--8 % Ground Idle approx. 240 discharges per minute 0.5 J per spark



EC 135 P&W 18--30 V DC 28 V DC 2.5--3 kV pulsating 5--8 % Ground Idle approx. 210 discharges per minute 1.25 J per spark



Components and Locations The high voltage ignition unit is attached to mounting rails on the underside of the engine-mounted firewall. The two igniter plugs are installed on the outer rear section of the combustion chamber casing. They are connected to the high voltage ignition units through two flexible igniter cables. The circuit breakers IGN ENG I / II are mounted in the overhead panel. u NOTE



All functions of the ignition system are controlled by the electronic control system FADEC. There is no manual control possible.



For training and information only



July 2002



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EC 135 Training Manual Power Plant Ignition System -- Location P&W



TM



Ignition Unit



Circuit Breaker IGN ENG I Circuit Breaker IGN ENG II



Ignitor Plug (TM)



For training and information only



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EC 135 Training Manual Power Plant



Control Unit (Overhead Panel) General



-- Potentiometer N2 Adjust (Engine TM)



In order to control the engine over the complete operating range, the FADEC modulates the fuel flow for each particular operating condition. On the engine Mode selector panel, there are several operating conditions selectable.



After installation of a new engine or a FADEC the N2 speed has to be adjusted by the potentiometer N2 ADJUST. The potentiometer is installed in the control panel ENGINE MODE SELECT in the overhead panel. -- Dip switch N2 Adjust (Engine P&W)



-- Switch NORM/MAN ENGI / ENG II With the engine control switch in position NORM the automatic power management is engaged. Switching into position MAN the engine can be controlled manually with the twist grip.



The dip switche N2 ADJUST is installed in the control panel ENGINE MODE SELECT in the overhead panel.



-- Switch VENT/OFF/STARTMAN ENG I/II: The starter/generator could be activated in the switch position START MAN for a manually starting of the engines. (Function inactive and not certified). If the switch VENT/START MAN ENG I/II is set from OFF to VENT, the starter/generator will be powered through the electrical master box which controls the required operating voltage to the starter/generator. The starter/generator will begin to run up the gas generator assembly to approx. 20% N1, while the starting relay remains de--energized and the engine ignition system is deactivated. The fuel flow remains shut--off.



For training and information only



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EC 135 Training Manual Power Plant Engine Mode Selector



Switch START MAN/OFF/VENT ENG I / ENG II Dip Switch/Potentiometer N2 ADJUST



Switch NORM/MAN ENG I / ENG II



For training and information only



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EC 135 Training Manual Power Plant



Engine Control Panel -- Automatic Engine Starting General The FADEC controls the complete starting procedure including the increase of RPMs, fuel flow and thereby the increase of the TOT. The pilot has only to monitor the engine indicating system in order to abort the start in case of malfunction. The engine 1 starting cycle is described in the following. The engine 2 is started in the same way.



Automatic Engine Starting With the switch FADEC in ON position the electronic control is supplied with power. After the internal self test is passed the caution FADEC FAIL on the CDS/CPDS disappears.



When the collective is raised and the helicopter takes off the N2/NRO will increase automatically to 100% (Pitch Compensation).



Quick Start Procedure The pilot may preselect both engines the same time with the ENGINE CONTROL SWITCHES in FLIGHT position. The first engine accelerates until the N2/NRO reaches 98 %. When passing 50 % N1, the second engine will be activated automatically. Starting both engines the same time is not possible.



Manual Start The manual start is not certified and deactivated.



With the ENGINE CONTROL SWITCH I in position IDLE the starter, the engine ignition system and the automatic regulation of the fuel flow is activated and the caution STARTER appears on the CDS/CPDS in system I. At 50 % N1 the selfsustaining RPM is reached and the starter is switched automatically to the generator mode. At the same time the cautions STARTER, ENG FAIL and GEN DISCON disappear and the caution ENG IDLE comes on. The N1 RPM continues the acceleration until the N2/NRO reaches approx. 70 %. This value will be regulated by the FADEC and is called GROUND IDLE. After a successful start of engine 2 both ENGINE CONTROL SWITCHES have to be set into the FLIGHT position. Thereby the N1 of both engines accelerate until the N2/NRO reaches approx. 98 % and the cautions ENG IDLE disappear. For training and information only



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EC 135 Training Manual Power Plant Engine Starting



ON



FLIGHT I D L E OFF



ENG



OFF FADEC



A R ON M



FLIGHT



O F OFF F FADEC



TRAIN SEL



I D L E



OFF



ENG



ENG CONTROL



ENG FAIL GEN DISCON STARTER



For training and information only



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EC 135 Training Manual Power Plant



Power Sharing of the Power Turbines N2 The switch position FLIGHT provides power turbine speed at the nominal governing speed for normal flight (100 % N2). With density altitude between from 4000 ft to 9000 ft the N2 speed is automatically increased between 100% and 104%. The electronic control governs and optimizes the performance of the engines and adjusts the performance characteristic of both engines to each other. If there is a speed or torque difference between the two engines, the pilot is able to adjust the torque with the switch ENG TRIM. The adjustment is controlled by the engine indications. With a constant main rotor speed, there are two different trim operations possible: -- Increase power engine 1 (L+) and decrease power engine 2 (R--) -- Increase power engine 2 (R+) and decrease power engine 1 (L--)



Linear Transducer The linear transducer is a position sensor which transforms a mechanical deflection into a electrical signal. Both the linear transducers are located side by side to the right below the front cabin floor. They are connected to the collective shaft. Each movement of the shaft is transfered to the inner guiding cylinder in form of a lift. The operation of the tail rotor control moves a linkage to the outer guiding cylinder and causes a lift.



Crosstalk Capability Due to the extended crosstalk capability between the FADEC boxes the following features are available: Detection of: -----



The operation of the beep switch ENG TRIM is processed in the FADEC and routed to the N2 control unit of the engine. If the speed of one of the engines is increased a little, at the same time the speed of the other is decreased by the same value.



Droop Compensation



Automatic torque matching.



When there are control inputs from the collective lever (pitch) or from the tail rotor control (yaw) there is an additional load to the engines. The result is a decrease of the speed of the power turbine N2 respective the main rotor speed (NRO). To maintain the N2 speed independent from the engine load, the required change of load is adjusted automatically by the N2 control unit of the engine. This setting is realized by the FADEC, which takes input signals form the linear transducers. For training and information only



Manual Mode OEI Situation Training Mode activation Automatic Bleed Air Shut Off during OEI Situation



u NOTE



July 2002



If an OEI situation is detected, the remaining engine accellerates slightly to stabilize the rotor RPM according the AEO curve in the diagram below. In the earlier versions T1/P1 the droop compensation of the stopped or idling engine is lost and the rotor RPM is regulated according the OEI curve.



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EC 135 Training Manual Power Plant Torque Trim -- Beep Switch ENG TRIM View from Side



Speed Control Loop



Switch Unit Collective Lever



Front Cabin Floor Pedals



Linkage Beep Switch ENG TRIM



Variable Rotor Speed Automatically Controlled (Simplyfied Diagramm)



Collective Shaft Linear Transducer



Rotor rpm [%]



View from Top



only P1/T1



Pedals



Linear Transducer



Density Altitude Zσ [ft]



For training and information only



July 2002



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EC 135 Training Manual Power Plant



Topping Function The nominal limiting torque value of the 30’’ rating is set to 128% torque. If the rotor speed drops below 95%, the torque limiting function allows the torque to increase with decreasing rotor speed. The slope is 1% increase in torque per 1% decrease in rotor speed until NRO reaches 90%. This leads to almost constant power between 95% and 90% NRO. If the rotor speed drops below 90%, the torque remains at a constant value of 133%. This leaves a margin to the maximum certified engine torque value (T2: 136% TQ, P2: 135% TQ) and a 3% margin to the max. attainable torque limitation of the helicopter main gear box (136% TQ).



For a FADEC internal failure of CAT A function, the caution DEGRADE (T2) or FADEC MINR (P2) will appear on the CAD. Additionally a CAT_A_FLT (T2) message will appear on the System Status page of the CPDS. If the cross talk capability is not available, CAT A RPM mode is not available. If the cross-talk fails after the CAT A mode has already been activated, the engines also exit CAT A mode and return to RPM mode.



Note that the minimum continuous rotor speed power ON is defined to 97% RPM. Hence, with the torque increase starting at 95% RPM the value of 128% torque can be only exceeded if the pilot operates in the transient rotor speed range below 97% RPM.



CAT A Mode To improve CAT A capabilities a function is implemented which allows to set the reference value for the rotor speed manually to approx. 103.3%. The rate of change in rotor speed is 1% in NRO per second.The use of this function is restricted to CAT A take-off and landing procedures and velocities below 55 KIAS to avoid influence on the helicopter noise certification. The CAT A RPM mode is operational in normal, training and OEI mode. The CAT A RPM mode is activated by a double layer switch installed on the instrument panel. The CAT A switch is illuminated by a light. If activated additionally ON is illuminated. Successful activation of the FADEC CAT A function can be verified by monitoring the RPM increase and the absence of failure messages on the CAD. For training and information only



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EC 135 Training Manual Power Plant Torque Limiter Concept



CAT A Switch



CAT A Switch



Topping Select Switch



Collective Grip



For training and information only



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EC 135 Training Manual Power Plant



Training Mode (Dual Engine) A training mode is implemented to perform realistic OEI training. This training mode is based on a twin engine training concept featuring a so called TRAINING and a TRAINING IDLE engine. The training mode is designated in a way that the engine acceleration/deceleration and NRO governing mirror a real OEI situation.



Indication Variants



The combined power of both engines in training mode will not exceed the maximum power of the 30’’/2’ rating as long as the pilot operates within a “normal” NRO range. The load will be equally distributed between both engines.



Additionally a yellow inverted triangle appears next to the countdown timer. Cockpit indication logic for the 30’’/2’ OEI indication in twin engine training mirrors the indication of the real 30’’/2’ OEI rating. Note that while the FLI simulates OEI, the real engine parameters are avilable as digital values on both sides of the FLI gauge.



The training function is pre-selectable. If only the training pre-selection is activated, the engines stay in normal AEO mode. Training mode can only be entered if training has been pre-selected and confirmed by setting the main engine switch of one engine to position IDLE.



Engine TM: On the FLI, TRAIN will be indicated instead of TRAINING. Engine P&W: On the FLI, TRAIN will be indicated instead of TRAINING and IDLE instead of TRAINING IDLE (FLI constraints).



Training pre-selection is achieved by putting the training selector switch to ARM. Pre-selection of training is indicated by an advisory TRAIN ARM on the CAD. The TRAINING IDLE engine is chosen by switching the respective engine main selector to IDLE. If the FADEC has successfully entered training mode, the cautions TRAIN IDLE and TRAINING are indicated on the CAD to indicate the status of the TRAINING IDLE and the TRAINING engine, respectively. u NOTE



All ENG EXCCED cautions triggered during the training mode situation will be deleted automatically when the training mode is left.



For training and information only



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EC 135 Training Manual Power Plant FLI Indication in Training (Example)



P2 Indication Training Select Switch



TRAIN



TRAIN IDLE



IDLE ON



FLIGHT



53.3



I D L E



50.0



OFF



ENG



730



720



For training and information only



T



1



57



FLIGHT



O F OFF F FADEC



TRAIN SEL



I D L E



OFF



ENG



ENG CONTROL



OEI LO



100.1



OFF FADEC



A R ON M



TRAINING



TRAIN ARM



TRAIN IDLE



100.1



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EC 135 Training Manual Power Plant



Training Torque Limitation Engine TM: If the engine is operated in training and NRO is within the normal range necessary for training, the torque topping is set at a constant value of 128%. However, in case of excessive rotor speed drop which could e.g. occur if the pilot would pull too much collective pitch, torque is increased. The threshold for the start of torque increase is 90% NRO. The increase in torque is 1.5% per 1% decrease in N2 and thus guarantees constant power. Engine P&W: If the engine is operated in training and NRO is within the normal range necessary for training, the torque topping is set at a constant value of 128%. If the rotor speed drops below 92%, training is aborted: -- training indications disappear (TRAIN IDLE becomes IDLE as long as the ENG CONTROL switch is in idle position) -- FLI reverts to real AEO mode -- switches have to be set back to normal position Training idle engine in flight mode and train selector switch in OFF position. u NOTE



When the training mode is left due to RPM drop, for safety reason the training idle engine does not decellerate to a real idle speed although the selector switch of the respective engine is in idle position.



For training and information only



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EC 135 Training Manual Power Plant



INTENTIONALLY LEFT BLANK



For training and information only



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EC 135 Training Manual Power Plant



Overspeed Protection Engine ARRIUS The threshold for the activation of the over-speed fuel shut-off is 114%1% N2. If the free turbine speed exceeds this value, the EECU commands the shut-off valve to close which causes an engine shut down. Once the over-speed fuel shut-off device has been activated and one of the engines has been shut down, activation of the over-speed fuel shut-off device of the second engine is inhibited to avoid twin engine shut down during flight. The over-speed event is stored in the FADEC. Two three position switches (TEST--OFF--REARM) are installed in the overhead panel of the H/C to trigger the test of the over-speed fuel shut off device and rearm the system after the test.



Static Test At power-up, the EECU performs a static test of parts of the overspeed protection chain. If a failure is detected by the EECU, a caution OVSP appears on the CPDS. Putting the cockpit switch for the the overspeed protection into its REARM position has no effect on this signal and the caution OVSP will remain. As long as this failure does only effect the over-speed protection system, engine start will remain possible.



Dynamic Test This test is initiated by pushing the cockpit switch for the overspeed fuel shut-off device into its TEST position. The test is performed on



For training and information only



ground after the CPDS and EECU auto-tests have been successfully completed. The EECU only accepts the test if N2 is lower than 25%. This avoids unintended engine shut down. If the switch is pushed into TEST position, it simulates an N2 > 114% and therfore triggers an over-speed detection. If the test is successfully completed and the system works properly, the caution OVSP is indicated on the CPDS. The pilot can then rearm the system and extinguish the caution by pushing the three position switch into the REARM position. If, however, a failure is detected during the test, the signal for the OVSP caution remains regardless of the position of the three position switch. Nevertheless, engine start is possible as long as the failure within the overspeed protection system does not affect other systems and prohibits normal engine operation. The correct function of the O/S inhibition is tested by first triggering the O/S test for one engine and then triggering the O/S test for the other engine without rearming the system of the first engine. If the O/S inhibition of the first engine is operational, there will be no O/S indication for the second engine. An OVSP caution is indicated on the CPDS if an actual over-speed event has been detected, if a failure of the system has been detected during normal operation or test or if the over-speed fuel shut-off has been successfully tested.



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EC 135 Training Manual Power Plant



Engine Pratt&Whitney The PW206B2 control system features an independant over-speed limiting system to avoid overspeed of the engine output shaft. The system is part of the inertial EEC and available as long as the EEC is powered, i.e. in auto and in manual mode. The over-speed limiting system uses the data provided by the engine’s standard speed sensors. After detecting an over-speed event (N2 > 112.9%) the system reduces engine fuel flow to a minimum in a controlled manner. As soon as the reset RPM is reached, the fuel flow returns to a standard fuel flow control. The test of the overspeed protection is started using a single three position switch (OvspTestEng1--OFF--OvspTestEng2) which is installed in the overhead panel. As the pilot can monitor the correct function on his indicators for N2, no additional cockpit indication is installed. The usage of the over-speed test function is inhibited by the control system if N2 > 81.4%. The test procedure instructs the pilot to set the engine to IDLE and then to activate the over-speed test function. This lowers the threshold of the over-speed protection to a value of 72% N2. As the nominal value for ground idle is 74% N2, the pilot is able to check the correct function of the over-speed protection by observing an drop or oscillation of N2 on his cockpit indicators.



For training and information only



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EC 135 Training Manual Power Plant



Monitoring and Error Diagnostic With the FADEC all essential parameters of the engines and the performance are monitored and optimized (N1 --speed, torque, outlet temperature, total number of turbine cycles). Deviations of signals and parameters within the engines and the status of both the FADECs are announced with Mem--Codes through the data bus. The recorded data are stored in the FADEC and can be displayed on the CAD. After the flight it is possible to practice a troubleshooting with the help of these informations.



Cockpit Indications Engine TM



-- FADEC FAIL Indicates a total failure of the control system (freeze of stepper motor). In the FCU the same fuel flow than before the failure will be maintained. The pilot , now has the option of leaving the fuel flow fixed, or using the twist grip to modulate fuel flow.



Cockpit Indications Engine P&W There are two cockpit indications that the FADEC is in a faulty condition:



There are three cockpit indications to inform the pilot that the FADEC is in a faulty condition. The indications are provided to the CDS/CPDS via the data bus. The indications are:



-- FADEC MINR Indicates a change or a loss of a number of governing functions. The FADEC is operating with a system fault (non critical fault) which may result in degraded engine operation. Full rotor governing is maintained during this mode of operation. A fault code is stored and provided to aircraft indicating system. -- FADEC FAIL Indicates that the control system is not operating (critical fault). In this case, the system reverts to the manual mode. The torque motor in the Fuel Metering Unit is inhibited, the N1 governer takes over control and maintains the same fuel flow as that in the time before the malfunction. The pilot, then has the option of leaving the fuel flow fixed, or using the twist grip to modulate fuel flow.



-- REDUND Indicates a minor fault (loss of a protection or a secondary function with no effect on engine operation. Also with a loss of one power supply). A fault code is stored by the FADEC and provided to the aircraft indicating system for troubleshooting purposes. -- DEGRADE Degraded operation (reduced engine performance but the main functions are ensured from recovery laws). Full rotor RPM governing is maintained during this mode of operation. A fault code is stored by the FADEC and provided to the aircraft indicating system.



u NOTE



For training and information only



July 2002



With the indication FADEC FAIL the automatic acceleration and deceleration during power changes of the respective engine is inoperative.



06 -- 92



EC 135 Training Manual Power Plant FADEC Malfunction Indications (Engine TM)



REDUND DEGRADE FADEC FAIL



REDUND DEGRADE FADEC FAIL



Control of Stepper Motor Freeze



Manual Mode FADEC Inputs Mode Datum Metering Valve Position FADEC Self Test Results



Control of “FAIL” Ind. Failure Mode FADEC Inputs N1 Trim Control Mode N2 Demand



RS 422 Data Bus



Detection, Isolation, Writing and Transmission of a Fault Report and Recording For training and information only



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EC 135 Training Manual Power Plant



Engine Emergency Control General In case of failure of the electronic engine control the engine emergency control provides manual control of the fuel metering valve. The emergency control is designed to facilitate individual power control of each engine by the pilot.



detent “N” to the “MAX” and “MIN” positions. The twist angle of the version TM is +/--45°, of the version P&W is +/--55°.



Push Button STOP MIN FUEL



Engine shut-down can only be performed by the pilot. The electrical shut-off valve located in the engine is not automatically controlled by the digital control unit.



To prevent of an inadvertant engine shut down during manual operation the twist grips are equipped with a red “STOP” button (Pilot’s side only). When pressed, it releases a travel stop at the “MIN” position, enabling the pilot to rotate the twist grip further in order to close a shut off valve in the FMM. This cuts the fuel supply to the respective engine.



Components



Gear Box



The engine emergency control mainly consists of:



The gear box is bolted to the lower end of the collective control lever. It converts the circular motion of the torsion tubes inside the collective control lever into a longitudinal movement for controlling the ball bearing controls. The gearbox also gives the NEUTRAL position of the twist grips. The force necessary to turn the twist grips out of the neutral position can be adjusted at the gear box.



A twist grip to control each engine is installed on the collective lever.



-------



Twist grip for engine 1 and 2 Two red push-buttons STOP MIN FUEL Gear box at the collective lever Flex ball control cables Connection flex ball cables for dual flight control Connecting mechanism



Flex Ball Control Cables



Twist Grip There are two twist grips installed on the upper section of the collective control lever. The upper twist grip controls engine 1, the lower one controls engine 2. Both twist grips are coupled with torsion tubes, routed downwards inside the collective lever. To control the power manually the twist grips can be rotated independently from the neutral



For training and information only



To transmit the twist grip movement to the engine input levers, flex ball control cables are installed. They are routed from the gear box (collective lever) towards the R/H side panel. In the vicinity of frame 4 they are routed upwards to the main transmission deck and to engine 1 and engine 2. There they are connected to the emergency control input levers of the N1 fuel control unit.



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EC 135 Training Manual Power Plant Engine Emergency Control



Stop Ring for Neutral Position Twist Grip ENG 1



Push--Button STOP MIN FUEL Push--Button STOP MIN FUEL



Twist Grip ENG 2 Stop Ring for Neutral Position



Collective Stick Gear Box at the Lower End of Collective Lever



For training and information only



Outer Torsion Shaft Inner Torsion Shaft Connections to Flexball Cables



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EC 135 Training Manual Power Plant



Connection Flex Ball Cables The gearboxes at the collective levers are interconnected by flex ball control cables. It is possible to control both engines by both the twist grips.



If the engine is still operating in the NORM MODE the rotor RPM will be governed by engine 2 and a change of the power setting at engine 1 will result in a torque split only as long as engine 2 is able to compensate the changes in power demand. u NOTE



Connecting Mechanism Flexball to Engine The ball bearing control ends facing the engine are furnished with a connecting mechanism, comprising of the following: -----



Bracket angle (different for TM and P&W) Bracket hinge Boot with guiding sleeves Ball joint



Function The function of emergency control for engine 1 is shown: To manually control power of engine 1 the operating mode selector switch NORM/MAN ENG I must be switched from the NORM position to the MAN position. Thereby the actual position of the fuel metering cable is frozen. The indication on the CDS/CPDS appears: -- ENG MANUAL From this moment on the pilot takes charge of the power control by hand directly with the metering valve (TM) or a mechanical backup N1 governor (PW). Twisting the grip out of the NORM position in the direction MIN or MAX a warning indication is displayed on the CDS/CPDS:



With both engines in MANUAL mode there is no automatic power sharing (N2 --power turbine) and no automatic droop compensation possible. The N1 --/N2 speed and therby the rotor RPM must be regulated by manual control.



D TM: If there is unintentional movement of the twist grip with the operating mode selector switch in position NORM the caution TWIST GRIP comes up. In this case the electronic control detects the unintended use of the twist grip (Mixed Mode) and compensates the pilot’s inputs over the entire range of the stepper motor. After turning back the twist grip to the neutral position the engine runs again in the automatic mode. There is no reset necessary. D PW: Any movement of the twist grip out of the neutral position results in an immediate switch over to the manual mode. The indication TWIST GRIP and MANUAL MODE on CDS/CPDS comes up. For a reset back to the automatic mode the pilot has to turn the twist grip slowly back to the neutral position.



-- TWIST GRIP



For training and information only



July 2002



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EC 135 Training Manual Power Plant Engine Emergency Control



Engine TM



Engine P&W FWD



FWD Bracket Hinge Bracket Angle RH Engine Bracket Angle LH Engine



Boot with Guiding Sleeves Ball Joint Flexball Cable



For training and information only



Feedthrough Pocket



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EC 135 Training Manual Power Plant



Major Differences between P2/T2 and P1/T1 Versions 1. For EC135 T1 and P1 the following features are not available: -- Extended cross talk capability -- Dual engine training mode -- CAT--A mode -- Topping threshold selection -- 30’’ and 2’ OEI power (only 2.5’ OEI and transient torque (20 sec) Limiting values depend on engine version: P1: PW206B T1: Arrius 2B1; 2B1A; 2B1A_1 2. PW Engine 206B (P1) only: After the manual mode has been entered by turning the twist grip during normal flight condition out of the neutral position, the pilot has to turn back into the neutral position and to perform a reset at the engine mode selector switch in the overhead panel to return to the norm mode. 3. If the training mode is installed in P1 or T1 (2B1 engine only) versions only a single engine mode is available: The training engine will be topped at a lower level (AEO Power) and the idle engine decouples completely (no power sharing) but idles with a high idle speed (92% instead of 70% N2). Thus the rotor RPM can be recovered earlier in case of training engine failure.



For training and information only



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EC 135 Training Manual Power Plant



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EC 135 Training Manual Power Plant



Oil Cooling System General



Oil Cooler



Both engines as well as the main transmission of the helicopter are equipped with internal, independent oil circuits. These ensure permanent lubrication and cooling of highly stressed components under all operating conditions. To keep the oil temperature within limits, a oil cooling system is installed in the helicopter.



The oil coolers are mounted to the RH and LH side of the main transmission. They are split into two sections. The smaller section of each cooler, which is connected to the main transmission by bushings directly, serves for cooling the main transmission oil (50% each side).



Independant cooling circuits are availble for the:



For optimizing cold-start characteristics a thermal controlled bypass valve is installed in each engine oil cooling circuit.



-- LH engine -- RH engine -- Main transmission



At temperatures below approx. 85 ûC the bypass valve is open and allows the oil to bypass the oil cooler.



Components



Cooling Air Flow



The oil cooling system consists of the following: -------



The larger section of each cooler is connected to the associated engine by oil hoses. This section serves for cooling the engine oil.



Ambient air which enters the air intakes is drawn by the cooling fans and forced through the oil coolers via the inlet air ducts. From there the air is directed overboard by the outlet ducts.



2 cooling fans 2 inlet airducts 2 outlet airducts 2 dual section oil coolers (engine / main transmission) 2 thermal controlled bypass valves in the engine circuits several hoses and connectors



Cooling Fans The cooling fans are mounted on the front side of the main transmission RH and LH. They are driven by the main transmission geartrain. (12665 RPM at 100%)



For training and information only



July 2002



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EC 135 Training Manual Power Plant Oil Cooling System -- Functional Scheme SYSTEM I



Oil Temperature Indication Oil Pressure Indication (CDS, TM)



MISC



SYSTEM II ENG OIL P ENG CHIP ENG O FILT



ENG OIL P ENG CHIP ENG O FILT



CDS/CPDS



Oil Temperature Indication Oil Pressure Indication (CDS, P&W) VEMD Indication



Engine 1 with Sensors (TM) Front Firewalls



Engine 2 with Sensors (P&W) Temperature Bypass Valve System



Temperature Bypass Valve System



Oil Cooler with Fan



Oil Cooler with Fan Main Transmission For training and information only



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EC 135 Training Manual Power Plant



INTENTIONALLY LEFT BLANK



For training and information only



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EC 135 Training Manual Power Plant Oil Cooling System -- General Arrangement



Hose Arrangement to Engine TM



Hose Arrangement to Engine P&W



Thermal Bypass Valve



Firewall



To/From Main Transmission Outlet Duct



Oil Cooler



FWD



Inspection Door Inlet Duct For training and information only



July 2002



To/From Engine



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EC 135 Training Manual Power Plant



Engine Mounts General



Rear Mount Strut



The Engine mounts attach each engine to the helicopter structure. Each engine has an inboard and outboard forward mount that attaches the engine reduction gearbox to the fuselage fittings and a rear mount strut that attaches the turbine section to a fuselage fitting. They are designed to retain the engines in the event of a crash landing downward with a load factor of 20 g and forward with a load factor of 16 g.



The rear mount is the third engine attachment point. The strut is adjustable on the lower end for engine alignment (Engine output shaft must be aligned to the main transmission input shaft).



The engines are installed on the engine deck behind the main transmission. They are tilted at a V--angle of approximately 9° to the longitudinal axis of the helicopter and of 2° to the horizontal axis.



Inboard Mounts On the inboard side the engines are mounted by bearing blocks via spherical bearings. On each side the spherical bearing are attached to a mounting bracket on the tail boom mounting cone.



Outboard Mounts On the outboard side the engines are attached to “V”--shaped lateral struts, bolted to the engine compartment floor. A spherical bearing is installed on the upper side of the “V”--strut. u NOTE



The inboard and outboard mounting points form an axis, around which the engine can tilt.



For training and information only



July 2002



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EC 135 Training Manual Power Plant Engine Mounts TM Rear Fitting on Engine Spherical Bearing FWD Outer Mounting Block



Spherical Bearing



Rear Mount Strut



Spherical Bearing



V--Strut



Airframe Bracket FWD Inboard Mount For training and information only



July 2002



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EC 135 Training Manual Power Plant



Engine Alignment To ensure that the engines are properly aligned with the main transmission input flange, an engine alignment check is required, whenever: -- Replacement of an engine. -- Replacement or adjustment of the rear mounting strut. Engine alignment is performed with the alignment fixture. The alignment fixture is installed between the engine stub shaft flange and the transmission input flange, substituting the transmission shaft. u NOTE



An alignment of the engine is not necessary if the same engine is installed and the lengh of the rear strut remains unchanged.



Installation of the Alignment Device For Turbomeca engine an adapter has to be set on output flange of the engine stub shaft. The mandrel of the alignment device must be shifted back, after that the device must be attached to the output flange of the engine stub shaft. Now the centering disk is screwed to the flange of freewheel shaft. The connecting flange of freewheel shaft must be rotated until the marking line on the centering disk is in horizontal position. The mandrel must be extended until the tip of it almost contacts the centering disk. If the tip exactly points to the marking line, the engine is correctly aligned to the main gearbox. If a deviation in downward or upward direction is evident, the alignment must be corrected by adjusting the Z--strut.



For training and information only



July 2002



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EC 135 Training Manual Power Plant Engine Alignment TM



MAIN TRANSMISSION



Mandrel



Centering Disk



Adapter for TM Alignment Device



Knurled Screw to Lock the Mandrel ENGINE Marking Line



For training and information only



July 2002



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EC 135 Training Manual Power Plant



Firewalls General



Foreward Firewall Assembly



To prevent fire from spreading, in the event that one of the engines starts burning, the firewalls constitute a complete fire resistant cell around each engine. The firewalls are made of titanium because of its high melting point by low weight.



The fwd firewall assembly separates the engine compartment from the transmission compartment. It is designed with several holes, through which the drive shaft, the engine oil lines as well as the engine emergency control cables are routed. It houses also the generator cooling air inlet.



Configuration



The inner sheets of the forward firewalls isolate the engine air intake zone and separate the engine compartments from each other.



The firewalls are divided into several subassemblies: -- Airframe fixed firewalls -- Engine fixed firewalls To provide minimum effort during maintenance, certain parts of the firewalls are installed by camlock fasteners. All edges facing to the engine cowlings are provided with fire resistant seals.



Airframe Fixed Firewalls The airframe fixed firewalls are divided into several subassemblies: -- Foreward firewall assembly -- Aft firewall assembly -- Exhaust ejectors



For training and information only



July 2002



06 -- 108



EC 135 Training Manual Power Plant FWD Firewall Assembly Cover Plate



Inner Sheet



Bellow Air Wall



Air Inlet Sheet LH Outer Sheet



Emergency Control Cable Bellows



Drive Shaft Fairing



For training and information only



Fixed Sheet Frame 5



July 2002



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EC 135 Training Manual Power Plant



Aft Firewall Assembly The aft firewall assembly separates the engine compartments from the equipment deck. It is designed with several holes, through which the exhaust gas ducts and the tail rotor drive is routed.



Exhaust Ejectors The exhaust gases from each engine are routed rearward and overboard through exhaust ejector tubes. Air from the engine compartments is drawn by the exhaust gases entering the ejector tubes. This serves for engine compartment ventilation and engine hot section cooling. Additional the engine noise is muffled by this.



For training and information only



July 2002



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EC 135 Training Manual Power Plant Aft Firewall Assembly



Stiffening Angle Upper Firewall Sheet Ejector



Center Stiffening Sheet Assy



FWD Lower Firewall Sheet



For training and information only



July 2002



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EC 135 Training Manual Power Plant



Engine Fixed Firewalls The engine fixed firewalls form a fire and debris protection seal for the air inlet plenum. The firewalls are made of titanium sheet material. They are bolted to the engine. An access door is provided for engine compressor inspection. u NOTE



The general arrangement of the engine fixed firewalls is identical with the P and T versions, but the parts are of different design.



u NOTE



After reinstallation of the fire walls, check all bolts and camlock fasteners are fixed and tightened.



For training and information only



July 2002



06 -- 112



EC 135 Training Manual Power Plant Engine Fixed Firewalls Engine Firewall Sheets Side Firewall Sheet



Lower Firewall Sheet



Engine Firewall Sheet



Engine TM Engine P&W Upper Firewall Sheet



FWD



Access Door



For training and information only



July 2002



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EC 135 Training Manual Power Plant



Fire Warning System General Each engine is equipped with its own independant fire warning system. The systems consist of 2 thermal switches per engine, installed in the designated fire zones, and visual and audio warning devices in the cockpit. System function can be checked for continuity by test switches in the overhead panel.



Components The fire warning system consists of the following: -----



2 fire detectors per engine 2 fire warning lights (combined with the EMER OFF SW I/II) Test switches FIRE E/W 1, FIRE E/W 2 Circuit breaker FIRE--D ENG I, FIRE--D ENG 2



Locations The fire detectors are located beneath the starter--generator and beneath the combustion chamber casing.



Trigger Temperatures Reduction Gearbox Power Turbine



TM 210°C 271°C



For training and information only



P&W 204°C 260°C



July 2002



06 -- 114



EC 135 Training Manual Power Plant Fire Detectors -- Locations Engine TM



Engine P&W



FWD



FWD



Fire Detector



For training and information only



July 2002



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EC 135 Training Manual Power Plant



Function The following describes the functioning of the no.1 engine fire warning system. The no. 2 engine fire warning system functions in the same way. The test switch FIRE E/W 1 is set to OFF and circuit breaker FIRE--D ENG I is depressed. The no.1 engine electrical fire warning logic circuitry located in the warning unit is supplied with 28 VDC power from the ESSENTIAL--Busbar PP 10E. If overheating is detected on the engine, the respective fire detector completes the circuit to ground via test switch (OFF--Position) and the fire warning logic circuitry. The warning caption -- FIRE I on the pushbutton indicator EMER OFF SW 1 in the warning unit illuminates. At the same time, the circuit to the AUDIO control unit is completed and an alarm bell sounds in the pilot’s headsets.



For training and information only



July 2002



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EC 135 Training Manual Power Plant Fire Warning System



Firewarning Bell Indicator FIRE I



Test Switch FIRE E/W 1/2



Engine 1



OFF



CDS



Engine 2



SYS 1 N O R M



E X T EXT / WARN



1 FIRE E/W 2 TEST



WARN UNIT



SYS 2



HYD



Fire Detector



Fire Detector For training and information only



Indicator FIRE II



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EC 135 Training Manual Power Plant



Fire Extinguishing System (example single bottle system) General



Function



The fire extinguishing system is a semi automatic system with one extinguisher bottle for both engine compartments, installed on the equipment deck behind the R/H engine. A pressure gauge can be monitored through an opening in the cowling for preflight check routine.



In order to extinguish a fire, pilots will have to open the switch guard of the resp. EMERGENCY OFF SWITCH and to release the lighthead FIRE. Consequently the fuel shut off valve will be activated closing the fuel supply to the affected engine. The indication ACTIVE below the EMER OFF switch comes on showing that the circuit has been activated.



The extinguishant used is HALON 1301 and Nitrogen as propellant. Two outlet tubes (one per engine) are routed to the engine compartments. Two explosive cartridges in the outlet ports allow to discharge the extinguishant either to the L/H-- or to the R/H engine compartment.



u NOTE



When the lighthead FIRE is released, the resp. system will become “armed” but not “active” till the N1 RPM of the engine will drop below 50 %.



Components The fire extinguishing system mainly consists of: -- One extinguishing agent container with two explosive cartridges and two outlets, pressure gauge and pressure relief valve. -- Tubing with nozzles to the engine compartments -- Indication on the CDS/CPDS caution field FIRE EXT, FIRE E TST -- Test circuits for ENG 1 / ENG 2 -- EMER OFF switches for ENG 1 / ENG 2 -- N1 RPM control circuits for für ENG 1 / ENG 2



For training and information only



July 2002



06 -- 118



EC 135 Training Manual Power Plant Storage Bottle



Fire Extinguisher System -- Locations



Distribution Pipes



Pressure Gauge FWD



Storage Bottle



Cartridge



Circuit Breaker FIRE--D ENG I



For training and information only



Circuit Breaker FIRE--D ENG II Test Switch FIRE E/W 2 Test Switch FIRE E/W 1



July 2002



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EC 135 Training Manual Power Plant Two conditions are necessary to activate the fire extinguishing system: -- Fire warning caption FIRE on (signal from fire detector) -- N1 of the respective engine < 50 % When the two conditions are fulfilled a switch controlled by the N1 RPM control unit will be closed, causing activation of the fire extinguishing bottle by means of a explosive cartridge separately for L/H or R/H side. The extinguishing agent will be released to the respective engine compartment via tubes and nozzles.



System Test Two switches installed in the overhead panel allow to test the fire warning system as well as the fire extinguisher system for serviceability. The switches are 3--position toggle switches. The following positions and functions are availble: -- OFF: No test function, fire warning and extinguisher system is armed -- EXT: Fire extinguisher system will be tested. CDS/CPDS caution FIRE EXT will come on together with MASTER CAUTION -- EXT/WARN CDS/CPDS caution FIRE E TST comes on, FIRE EXT remains on. Additionally the fire warning circuit will be tested. Respective FIRE caption will come on together with the audio warning BELL.



As a result FIRE EXT caution will illuminate on CDS/CPDS caution display SYS I/II to inform the crew that the fire extinguisher was used and the bottle is empty. If one of the conditions is not fulfilled only the fuel shut--off valve closes when the switch FIRE is released.



The switches are spring loaded between the positions EXT and EXT/WARN. They must be switched back to the OFF position manually. u NOTE



For training and information only



July 2002



The weight of the bottle must be checked every 12 month.



06 -- 120



EC 135 Training Manual Power Plant Fire Extinguishing System



Firewarning Bell EMER OFF Switch SYS 2 EMER OFF Switch SYS 1



Fuel Shut--Off Valve N1 < 50%



M



N1 < 50%



SYSTEM I



MISC



FIRE EXT FIRE E TST



N1 Sensor



Fuel Shut--Off Valve



SYSTEM II



FIRE EXT FIRE E TST



CDS



SYS 1 N O R M



E X T EXT / WARN



1 FIRE E/W 2 TEST



WARN UNIT



SYS 2



HYD



Hose



Fire Detector



For training and information only



N1 Sensor



Test Switch FIRE E/W 1/2 OFF



Engine 1



M



Hose Fire Extinguisher System with Cartridges



July 2002



Fire Detector



Engine 2



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EC 135 Training Manual Power Plant



Engine Drain Lines General The engine drain lines ensure the necessary draining and disposal of minor fuel and lubricant leakage from the respective engine. Additionally the amount of sampled liquids in the drain bottles is for leakage detection of the system.



Components The engine drain lines comprises the following components: ------



Drain line Drain line Drain line Drain line Drain line



------



fuel pump seal combusting chamber output shaft sealing (TM) starter/generator output drive (P&W) fuel starting injectors



For training and information only



July 2002



06 -- 122



EC 135 Training Manual Power Plant Engine Drain Lines (Engine TM) Drain Line Fuel Starting Injectors



Drain Bottle FWD



Drain Line Combusting Chamber



Drain Line Output Shaft Sealing



Fuel Pump Drain Line



Drain Line Output Shaft Sealing For training and information only



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EC 135 Training Manual Power Plant Engine Drain Lines (Engine P&W)



A



Drain Bottle Combustion Chamber Drain Tube



A



Starter/Generator Output Drive Drain Line



For training and information only



Fuel Pump Seal Drain Line



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EC 135 Training Manual Power Plant



Fuselage Drain Lines The fuselage drain lines are made of transparent hoses leading from the engine deck in the rear right and left side shell downward. The outlets of the hoses are located respective in the left and right rear lower shell.



For training and information only



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EC 135 Training Manual Power Plant Fuselage Drain Lines



FWD



For training and information only



July 2002



06 -- 127



EC 135 Pilot’s Manual Standard Equipment QUIT



Table of Contents Standard Equipment



Chapter P07



Not Applicable for pilots training manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



Helicopter Training Center



06/99



RETURN



2



P07 -- 1



EC 135 Pilot’s Manual Standard Equipment QUIT



STANDARD EQUIPMENT



NOT APPLICABLE FOR PILOTS TRAINING MANUAL



P07 -- 2



06/99



RETURN



Helicopter Training Center



EC 135 Pilot’s Manual Optional Equipment QUIT



Table of Contents Optional Equipment



Chapter P08



Informations about optionals to be taken from special documents and added here . . . . . . . . . .



Helicopter Training Center



06/99



RETURN



2



P08 -- 1



EC 135 Pilot’s Manual Optional Equipment QUIT



OPTIONAL EQUIPMENT INFORMATIONS ABOUT OPTIONALS TO BE TAKEN FROM SPECIAL DOCUMENTS AND ADDED HERE



P08 -- 2



06/99



RETURN



Helicopter Training Center



EC 135 Training Manual Electrical System



Electrical System



For training and information only



July 2002



09 -- 1



EC 135 Training Manual Electrical System



Table of Contents Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC Power Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Master Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switches GEN I, GEN II, BAT MSTR . . . . . . . . . . . . . . . . . . . . CDS/CPDS Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warning Unit Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circuit Breaker Console 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . Function -- Complete System . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation with Battery (Emergency Operation) . . . . . . . . . . . Automatic Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation with One Generator . . . . . . . . . . . . . . . . . . . . . . . . . Operation with Generators Connected in Parallel . . . . . . . . . Operation with Separated Generators . . . . . . . . . . . . . . . . . . . Operation with External Power Unit . . . . . . . . . . . . . . . . . . . . . Connection of Shedding Busbar 1 and 2 . . . . . . . . . . . . . . . . . Fault Reactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AC Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



4 6 10 12 18 26 26 26 28 32 32 36 38 38 40 42 44 46 48 50 52 54



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EC 135 Training Manual Electrical System



INTENTIONALLY LEFT BLANK



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July 2002



09 -- 3



EC 135 Training Manual Electrical System



Electrical Power Supply General



Power Distribution



The electrical power supply systems generate and distribute power for operation and control of the helicopter systems. The EC 135 electrical systems operate on 28 V DC, when supplied by the battery, they operate on 24 V.



The power distribution consists of the following components: -------



An AC system is installed additionally.



Components The electrical power supply consists of: -----



Two master boxes Battery master box Two circuit breaker panels Overhead panel DC receptacle Terminal junctions



Several busbars are installed in the master boxes, the overhead panel and both circuit breaker panels, to which all electrical consumers of the helicopter are connected by means of circuit breakers.



Power generation External power receptacle Power distribution AC power system



AC Power System



Power Generation The power generation consists of two generators, a battery and the corresponding master boxes.



The AC power system generates two different AC voltages (26 V AC, 115 V AC) out of 28 V DC. The AC voltages are distributed to the consumers (navigation instruments) via modules and busbars.



External Power Receptacle It is possible to supply the electrical power system with DC power by an external power unit. The voltage of the EPU operates between 24 and 28 V DC. The voltage of the EPU must be higher than the voltage of the battery (UEPU > UBATT).



For training and information only



July 2002



09 -- 4



EC 135 Training Manual Electrical System Electrical Power Supply -- Locations Generator 1 FADEC 1 Overhead Panel Electrical Master Box 1 High Load Bus 1



Instrument Console



Generator 2



FADEC 2



Battery



Frame 1



2



3



4 4a



5



6 7 8



El. Master Box 2



Battery Master Box Inverter II



High Load Bus 2 EPU Receptacle



For training and information only



July 2002



09 -- 5



EC 135 Training Manual Electrical System



DC Power Generation General



Generator System 1/2



The DC power generation supplies direct current by means of two DC generators and a battery.



The generator system 1/2 consists of the following components: -------



Components The power generation consists of: -- Starter/generator, engine 1/2, with temperature switch and electrical master box 1/2 -- Battery with temperature switch, battery master box and fuse -- Switches (GEN I, GEN II, BAT MSTR) -- Central Panel Display System (CPDS) -- Warning unit -- Bonding system



For training and information only



Starter/generator 1/2 Electric master box 1/2 PRIMARY busbar 1/2 SHEDDING busbar 1/2 Fuses Relays



Battery System The battery system comprises the following components:



July 2002



-------



Battery with temperature sensor Battery master box Battery busbar Fuses ESSENTIAL BUS relay Battery relay



09 -- 6



EC 135 Training Manual Electrical System DC Power Generation



Electrical Master Box 1



SC1



Generator 2



Generator 1



GC1



GC2



Electrical Master Box 2



SC2



SBC1



HPC1



SBC2



BTC1



HLC1



HPC2



PRIMARY Busbar 2



PRIMARY Busbar 1



BTC2



Receptecal for EPU



EBC2



EBC1 BATC



PP10H



GPUC



F



F



PP10S



HLC2



Battery Master Box



PP10E



ESS. BUS HIGH L. Bus SHED. Bus



For training and information only



BATTERY-Busbar PP20E



PP20H



PP20S



Battery Abbreviations: BATC Battery Contactor BTC Bus Tie Contactor EBC Essential Bus Contactor GC Generator Contactor



July 2002



HLC HPC SBC SC GPUC F



High Load Bus Contactor High Power Contactor Shedding Bus Contactor Starter Contactor Ground Power Unit Contactor High Powert Consumer



09 -- 7



EC 135 Training Manual Electrical System



General Description of the DC Power Supply The battery is connected via the relays BATC, BTC1 and BTC2 to the PRIMARY busbar. The SHEDDING busbars are connected via two relays SBC1 and SBC2 to the PRIMARY busbar. Both the generators G1 and G2 are connected via two relays GC1 and GC2 parallel to the PRIMARY busbar. The EPU supplies the PRIMARY busbar via the relay GPUC and the two relays BTC1 and BTC2. When the EPU is connected to the helicopter’s electrical system (BAT MASTER SW in position ON), both the relays BATC, GC1 and GC2 are opened. By means of this automatically function the generators are insulated from the EPU. The relays SBC1 and SBC2 are automatically closed in the following configuration:



For the pilot there are three switches on the switch unit of the instrument console: The switch BAT/MSTR in position ON closes the relay BATC and the relays EBC1 and EBC2. Aditionally the relays BTC1 and BTC2 are closed, if the switch BUS TIE is in position NORM. The push button position RES engages the relay BATC after a failure again, if the coupling conditions are not fullfilled. The two switches GEN I and GEN II with their positions ON/OFF/RES closes the two relays GC1 and GC2. The push button position RES is used for engaging again a disconnected generator after a failure.



-- Power supply with an EPU -- Power supply with an active generator



For training and information only



July 2002



09 -- 8



EC 135 Training Manual Electrical System



Leading Particulars DC Power Supply Engine Generator weight Nominal data Speed range Max. speed (5 min) Temperature switch



EC 135 T 7.60 kg 30 V DC, 160 A 8,400--12,100 RPM 14,000 RPM 205 ±5.5 °C



Number of Batterys Voltage Capacity Assembly Temperature switch



Leading Particulars DC Power Distribution EC 135 P 9.5 kg 30 V DC, 200 A 7,050--12,000 RPM 14,000 RPM 205 ±5.5 °C



1 24 V 17Ah, 25 Ah, 26 Ah, 40 Ah 20 cells series connected 70 ±3 °C



Voltage range Point of regulation POR Fuses --in the masterboxes --in the overhead panel Total weight of the master boxes



Blowout fuses 50 A, 80, 100A (150A) Circuit breakers, different values 17 kg



Leading Particulars AC Power Supply Number of systems Input voltage Output voltage and power Max. current



For training and information only



26 -- 30 V 28 V DC 0.1 V



July 2002



1 or 2 optional 24--28 V DC 26 V AC, 400 Hz, 150 VA 115 V AC, 400 Hz, 350 VA 15 A DC input



09 -- 9



EC 135 Training Manual Electrical System



Starter/Generator General



Generator Mode



The DC power generation subsystem is designed to supply electrical energy from several sources. Depending on the operation mode all three master boxes determine the source from which the energy can be taken and which busbars are supplied. For this the three master boxes are connected to each other.



In the generator mode the starter/generator supplies the electrical system and loads the battery.



Starter/Generator The starter/generator can be used in two modes: -- Starter mode -- Generator mode



Starter Mode In the starter mode the starter/generator is used to start the engines. The starter input is supplied with current by means of an external power unit or the installed battery. The starter drives the engine gas generator assembly by means of the drive shaft.



The generator mode is only available when the engine is running, as the armature is driven by n1 geartrain of the engine. In the generator mode a magnetic field is built up in the armature via the exication input. If the armature is driven, voltage is induced. The brushes collect the induced voltage from the collector coil and transmit this voltage to the connectors of the generator. A compensating coil is connected in series to the armature to compensate for arcing. A fan cools the generator during operation. In the generator mode the generator supplies the PRIMARY busbar in the associated master box with current. The engines are equipped with the following starter/generators: -- Engine T 160 A (200 A optional) -- Engine P 200 A (160 A optional)



Temperature Switch The temperature switch monitors the temperature of the starter/generator cooling air and opens contact when the temperature is higher than approx. 205 °C. The caution GEN OVHT is displayed on the CAD.



For training and information only



July 2002



09 -- 10



EC 135 Training Manual Electrical System Starter/Generator Exiting Winding



D (Balance)



Temperature Switch Compensation Winding



(Excitation Input) A+ Generator Output B+



E-- (Ground)



Starter Winding (Starter Input) C+



Brush Holder



Armature



Fan



Drive Shaft



Engine T



Exciting Winding For training and information only



July 2002



Commutator



09 -- 11



EC 135 Training Manual Electrical System



Electrical Master Box Electrical Master Box System 1



Location



The electrical master box controls the function of the DC system 1 and regulates the voltage of the system to 28  0.1 V.



The electrical master box 1 is installed behind the LH interior paneling near frame 5.



The current supplied by starter/generator 1 is distributed depending on the operating mode to the other busbars via the PRIMARY busbar. Systems with a high current flow such as starter/generator 1 are directly connected to the PRIMARY busbar 1. The connections to systems and busbars are protected by fuses and controlled by several contactors.



Electrical Masterbox System 2



A control circuit disconnects the primary busbar 1 from the remaining system if a short-circuit occurs. The installed generator control unit controls and monitors the operation of starter/generator 1 and switches it off if a failure occurs. The electrical master box is electrically connected to the battery master box and the electrical master box 2. The BUS TIE function connects the PRIMARY busbar 1 to the PRIMARY busbar 2 and the BATTERY busbar.



The construction and function of the electrical master box 2 is similar to that of the electrical master box 1. The function of the electrical master box 2, however, may be extended by inserting an additional printed circuit board and a connector. This board controls and monitors the operation of an external power unit which is connected to the external power receptacle.



Location The electrical master box 2 is installed behind the RH interior paneling near frame 5.



Operating conditions of the system 1 are indicated by the electrical master box 1 on the CAD.



Test Function A built-in test function may be activated by a switch located at the master box housing (after removing the inner lining) and indicates possible failures in the electrical master box 1 by means of indicator lights.



For training and information only



July 2002



09 -- 12



EC 135 Training Manual Electrical System Electrical Master Boxes



Boards



Connectors for High Power Consumers



Bonding Jumper Frame 5 FWD



Power Supply Cable



Connector for EPU (Masterbox 2 only)



Plug For training and information only



July 2002



09 -- 13



EC 135 Training Manual Electrical System



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



09 -- 14



EC 135 Training Manual Electrical System Electrical Master Boxes 1 / 2 Electrical Master Box 1



Electrical Master Box 2



Fuse D F2 B F1 A E F H



Bus Tie Ess. Bus Generator Shed. Bus Starter High Load Bus High Power (Box1 Ext. Hoist, Box 2 A/C) EPU Connector



For training and information only



Z300



Z300 Z200 Z100



Z200 Z100



July 2002



Board



09 -- 15



EC 135 Training Manual Electrical System



Built-In Test



Failure Indications



The built-in test enables during maintenance on ground to check the functions of the master box. The following conditions are necessary:



The following failures can be indicated by the corresponding letters and numbers:



--------



The master box must be supplied by the EPU The generators are standing still The generator switch is in position NORM The switch BAT MST is in position ON The start relay is open The switch SHED BUS is in position NORM If high power consumers (e.g. external hoist, air conditioning syst.) are installed the systems have to be switched on



F E D C B



Test Procedure The TEST push button must be pressed for the duration of the test run. Minimum for 10 seconds. During the built-in test running the red LED “r” is illuminated. If the test was successful, the green LED “o” is illuminated for a short time. If there is a failure detected in the masterbox, a red LED of the corresponding failure and the red LED “f” comes on.



For training and information only



July 2002



A 9 8 7 6 5 4 3 2 1 f o r



not used not used not used Fuses of internal supply of Z 500 and Z 600 Distributing fuses (Essential bus, Shedding bus, High Load bus, high power consumers) not used Bus tie relay not used Shedding bus relay High load bus relay High power relay GEN relay Test and supply board Z 300 Logic and guard board Z 200 Generator control board Z 100 Test failed (red) Test successful (green) Test is running (red)



09 -- 16



EC 135 Training Manual Electrical System Electrical Master Box -- Built--In Test Indication



Red LED: Test is running Green LED: Test O.K. Red LED: Test failed



F E DC B A 9 8 76 54 3 2 1 f o r TEST



POR 28V 0V +



Test Switch Receptacle for Voltage Measuring



For training and information only



July 2002



Potentiometer for Generator Output Voltage



09 -- 17



EC 135 Training Manual Electrical System



Battery System General The battery supplies current for several functions: -- Starting the engines -- Supplying the vital electrical systems, if both generators fail -- On ground when the engines are not running



Components The battery system comprises the following components: ------



Battery with temperature switch Battery master box Blowout fuses Battery bus Essential bus relay EBC1/2 and battery relay BATC



Battery The battery consists of 20 nickel-cadmium cells installed in a housing which is ventilated/vented by two openings. A temperature switch is installed in the housing which closes contact at a temperature of 70 ±3 °C and thus activates the indication BAT TEMP in the warning unit. The battery is electrically connected to the DC power system via a power connector. The temperature switch has an individual connector which is connected to the warning unit.



For training and information only



July 2002



09 -- 18



EC 135 Training Manual Electrical System Battery



Cover



Fixing Nut with Pin



NC Cell Temperature Switch Mounting Bolt



Battery Housing Equipment Deck



Mounting Frame



Power Connector Connector for Temperature Switch



For training and information only



July 2002



Housing Ventilation



09 -- 19



EC 135 Training Manual Electrical System



Battery Master Box



Blowout Fuse



The battery master box controls the operation of the battery.



A fuse (325A) located in the battery bonding line melts when the current flow is excessive and thus prevents the system from being damaged.



The battery is charged, if at least one of the generators supplies current. If the battery is used for power supply, the battery busbar delivers current to the system.



The fuse is mounted next to the battery master box to the fuselage.



With connections from the battery busbar to both the ESSENTIAL busbars 1 and 2 the supply is done in case of failure of both the generators. The connections are fused by blowout fuses. By occuring failures the battery and the battery busbar are isolated automatically from the PRIMARY busbar. During operation the actual current or voltage provided by the generators or the battery is displayed by the VEMD. If the battery operates as the power source, it will be discharded. The warning display BAT DISCH illuminates at the warning unit. u NOTE



During long time opteration on ground with EPU it is recommended to disconnect the battery in order to avoid any discharging via the ESSENTIAL BUS or the power consumption in the battery master box. As the battery relay is open, the battery can not be charged by the EPU or vice versa. (EPU voltage < battery voltage)



The battery master box is installed in the lower part of the aft fuselage section below the battery.



For training and information only



July 2002



09 -- 20



EC 135 Training Manual Electrical System Battery Master Box



Support



Blowout Fuse 325 A



For training and information only



Power Supply Lines Plug



July 2002



Bonding Jumper



09 -- 21



EC 135 Training Manual Electrical System



INTENTIONALLY LEFT BLANK



For training and information only



July 2002



09 -- 22



EC 135 Training Manual Electrical System Battery Master Box



TB1 TB4 TB2 TB3 TB5



Battery Connector Essential Bus 2 Bus Tie 2 Bus Tie 1 Essential Bus 1



Z200



Built-In Test Unit



Z100



Bat. Bus



EB1 50 A EB2 50 A



Relay



For training and information only



Fuse



July 2002



09 -- 23



EC 135 Training Manual Electrical System



Built-in Test



Failure Indications



The built-in test enables during maintenance on ground to check the functions of the master box. The following conditions are necessary:



The following failures can be indicated by the corresponding letters and numbers:



-----



The battery master box must be supplied by the battery The generators are standing still The switch BAT MST is on position ON The start relay is open



Test Procedure The TEST push button must be pressed for the duration of the test run. Minimum for 10 seconds. During the built-in test running the red LED “r” is illuminated. If the test was successful, the green LED “o” is illuminated. If there is a failure detected in the battery master box, a red LED of the corresponding failure comes on.



For training and information only



July 2002



1 2 3 4 5 6 7 f o r



Stabilizing board Z 100 Power supply board Z 200 Internal supply fuses Z 500 Bonding fuse Essential distribution fuses BAT Relay circuit not used Test failed (red) Test successful (green) Test running (red)



09 -- 24



EC 135 Training Manual Electrical System Battery Master Box -- Built-In Test Indication



Battery Master Box Test Switch



LED Indication



TEST



765 4321f o r



DIST 1



DIST 2



DIST 3



DIST 4



DIST 5



DIR BAT



Circuit Breakers (Optional)



For training and information only



July 2002



09 -- 25



EC 135 Training Manual Electrical System



Switches GEN I, GEN II, BAT MSTR General The switches GEN I and GEN II are three position toggle switches with the positions: NORM--OFF--RESET. The position RESET is spring loaded to the position OFF. The switch BAT MSTR is a three position toggle switch with the positions: ON--OFF--RESET.



If a generator or the battery should be engaged after a failure, the respective switch must be set to the position RESET. This provides a reset of failure indications and of the protective functions. Subsequently the switch can be set to the position NORM.



CDS/CPDS Indication



Location



The voltage and the current of the generators and the battery are indicated on the CDS/CPDS. If there is a generator isolated from the helicopter’s power supply (with the electrical system is active), the caution GEN DISCON will be displayed in the SYSI / SYS II field of the CDS/CPDS.



The switches GEN I, GEN II and BAT MSTR are mounted to the switching unit in the middle part of the instrument console.



In case of overtemperature the caution GEN OVHT will be displayed in the SYSI / SYSII field of the CDS/CPDS.



The position RESET is spring loaded to the position OFF.



Function The position NORM of the switch GEN I/II activates the generator by the corresponding master box reaching the n1 speed of 50 %. In position OFF, the generator is disconnected from the power supply system. The position ON of the switch BAT MSTR connects the battery or the EPU via the battery master box to the power supply system. The position OFF disconnects the battery/EPU from the power supply system.



For training and information only



Warning Unit Indication The warning indications BAT TEMP and BAT DISCH are integrated in the warning unit display.In case of battery overtemperature (> 70 °C) the indication BAT TEMP comes up at the warning unit. If the battery operates as the power source, it will be discharged. At a current of more than approx. 2 A the warning BAT DISCH comes up at the warning unit display.



July 2002



09 -- 26



EC 135 Training Manual Electrical System Power Supply -- Switches and Indications Warning Unit



Discharge Warning of Battery I > 2 Ampere



Temperature Warning of Battery Temp > 70 °C



Switch Unit CDS



FLIGHT I D L E



Voltage and Current Indication OFF



OFF FADEC



ENG



CPDS



Switches for DC Power Supply



A R M ON



ON



O F OFF F FADEC TRAIN SEL



FLIGHT I D L E OFF



ENG



ENG CONTROL NORM



RESET



GEN I



O F F



ON



O F F



RESET



BAT MSTR



NORM



O F F



RESET



GEN II



DC POWER CONTROL



For training and information only



July 2002



09 -- 27



EC 135 Training Manual Electrical System



External Power Receptacle General



Power Connector



An external power receptacle is installed in the helicopter to connect an external power unit (EPU). It is protected by a cover. The external power unit should supply at least 24 V DC. The external power receptacle is designed to a (short-time) current flow of up to 700 A.



A mechanical safety-device prevents the socket from being inserted incorrectly. The negative pin of the power connector is connected to the bonding point E1 (connection to the bonding system) via a conductor rail. The two large pins are used for the negative and positive poles. The shorter pin (positive, +1) is used for engaging the battery master box. The current flows over the two large pins, until the contacts are closed savely.



The external power receptacle is installed on the RH side of the helicopter beyond the lower maintenance step.



Components The external power receptacle consists of: ------



Power connector Intercom socket Circuit breaker EXT PWR Switch EPU DOOR CDS/CPDS Indication



For training and information only



July 2002



09 -- 28



EC 135 Training Manual Electrical System External Power Receptacle



Switch



Receptacle



E1



Switch EPU DOOR Circuit Breaker



--



+



Ground Connection



+1



Circuit Breaker Intercom Socket Receptacle



For training and information only



July 2002



09 -- 29



EC 135 Training Manual Electrical System



Intercom Socket



Power Supply on Ground



An intercom may be connected to the aircraft intercommunication system. It enables the maintenance personnel to communicate with persons in the cockpit even during excessive noise levels (e.g. when the engines are running).



If power supply on ground is ensured by an external power unit, both starters/generators and the battery are disconnected (generator relay 1/2 and battery relay are open) from the PRIMARY busbars. They cannot be connected to these busbars together with the external power unit.



Circuit Breaker By means of the circuit breaker the control line for the external power receptacle is activated. When the circuit breaker is pressed, the electrical master box 2 disconnects the battery and both starter/generators from the PRIMARY busbars. On the CDS/CPDS the cautions BAT DISCON (MISC), GEN DISCON (SYSI/II) are displayed.



CDS/CPDS Display The display EXT PWR indicates that an external power unit is connected and activated. The display is controlled by the electrical master box 2. The display EPU DOOR indicates that the cover at the external power receptacle is open. It is activated by the EPU DOOR switch. Both displays are integrated in the CDS/CPDS and are indicated in the MISC area.



Starting the Engines If starting of the engines is effected by means of an external power unit, both starter/generators serve as starter for the engines, however, they are disconnected from the helicopter’s power supply system as soon as the engines are running and the starter/generators operate as generators, i. e. supply current. For starting the external power unit should supply currents of 500 -- 600 A at a nearly constant voltage level.



Function of the Ext. Power Receptacle The connection of an external power unit to the helicopter’s power supply system is controlled by the electrical master box 2. The following modes are available: -- Power supply on ground -- Starting the engines u NOTE



Charging the battery with the EPU is not possible.



For training and information only



July 2002



09 -- 30



EC 135 Training Manual Electrical System External Power Receptacle -- Function



EPU Power Connector



GEN DISCON



EXT PWR EPU DOOR BAT DISCON



EXT PWR



GEN DISCON



EPU DOOR +1 + Electrical Master Box 2 CDS/CPDS Switch Position: Door Open



For training and information only



July 2002



09 -- 31



EC 135 Training Manual Electrical System



DC Power Distribution General



Busbars



The DC power distribution system routes the direct current supplied by the battery, generators or the external power unit to the individual power consumers via several busbars.



The following busbars route the current to the individual consumers: -----



Overhead Panel General Busbars and circuit breakers supplying the consumers with current are integrated in the overhead panel. Several systems are activated and controlled at the overhead panel.



Assembly The overhead console consists of two component brackets and the front panel containing the components and the busbars on the rear. All circuit breakers, switches and rheostats are mounted on the front panel. The relays, fixed resistors and all other components are mounted on the component brackets. The front panel consists of three parts which each have background lighting and bear the decals of the installed circuit breakers, switches and rheostats.



For training and information only



ESSENTIAL busbar 1 (PP10E) ESSENTIAL busbar 2 (PP20 E) SHEDDING busbar 1 (PP10S) SHEDDING busbar 2 (PP20S)



Additionally, the following busbars are available at the overhead panel for AC voltage: -- AC busbar 1 -- AC busbar 2 The essential consumers are connected to the two ESSENTIAL busbars. Further DC power consumers are connected to the SHEDDING busbars. Consumers which require AC voltage are connected to the AC busbars. The overhead panel is supplied with DC voltage by the PRIMARY busbars 1 and 2 or the BATTERY busbar via the blocking diodes. The BATTERY busbar supplies the ESSENTIAL busbars 1 and 2. Further lines coming from the master boxes 1 and 2 supply the SHEDDING busbars 1 and 2.



July 2002



09 -- 32



EC 135 Training Manual Electrical System Overhead Panel Switch SHEDDING BUS Switch BUS TIE I Switch BUS TIE II



AC BUS II



AC BUS I



SHEDDING BUS I



SHEDDING BUS II



ESSENTIAL BUS I



ESSENTIAL BUS II



For training and information only



July 2002



09 -- 33



EC 135 Training Manual Electrical System



Switch SHED BUS The switch SHED BUS is a two position switch with the positions NORM / EMER. The NORM position is protected by a safety guard which has to be opened before switching to the EMER position. In position NORM the relays SBC1 and SBC2 are closed, as soon the first generator supplies power to the system. In position EMER the relays SBC1 and SBC2 are re-closed. This switch position is selected, if both generators should fail or if the system should be supplied by the battery.



Switches BUS TIE I / II The switches BUS TIE I / II are three position toggle switches with the positions NORM / OFF / RES. The switches are protected by a safety guard, which positions the switch in the NORM position. The switches allow the coupling or decoupling of the PRIMARY busbars 1 / 2 with the relays BTC1 and BTC2. In position NORM the respective bus tie relay is closed. The position OFF opens the respective bus tie relay. The position RES allows after a system failure again to close the respective bus tie relay.



For training and information only



July 2002



09 -- 34



EC 135 Training Manual Electrical System Overhead Panel -- Switches



NORM O



M



F



A



F



X



EMER



For training and information only



July 2002



09 -- 35



EC 135 Training Manual Electrical System



Circuit Breaker Console 1 and 2 General The HIGH LOAD busbar 1 is installed in the circuit breaker panel 1, the HIGH LOAD busbar 2 is installed in the circuit breaker panel 2. All circuit breakers which are connected to one of both HIGH LOAD busbars are installed in the respective circuit breaker panel. Consumers with high energy demand are connected to both HIGH LOAD busbars.



Circuit Breaker Console 1 Circuit breaker panel 1 contains the HIGH LOAD busbar which is directly supplied with DC voltage from PRIMARY busbar 1 in the electrical master box 1. It is also equipped with the 28V DC receptacle and a connector for the “Inflight Track & Balance” system.



Circuit Breaker Console 2 Circuit breaker panel 2 contains the HIGH LOAD busbar 2 which is directly supplied with DC voltage from PRIMARY busbar 2 in the electrical master box 2.



Locations The circuit breaker consoles are installed on the LH side and on the RH side of the cargo bay, respectively.



For training and information only



July 2002



09 -- 36



EC 135 Training Manual Electrical System Circuit Breaker Panel 1 and 2 Functional Schematic DC Receptacle DC RECEPT 10A



PP 10H



Bonding Connector 100 VV



Circuit Breaker



10



DC RECEPT



5



20



3MJA



5



TR&BAL INFLT



19VVA



Circuit Breaker Panel 1 For training and information only



DC Receptacle



July 2002



Circuit Breaker Panel 2



09 -- 37



EC 135 Training Manual Electrical System



Function -- Complete System General



Switch Positions



The following operating modes are possible in the DC power system:



The switches must be set to the following positions:



---------



Operation with battery (emergency function) Automatic engine starting One generator working Generators working in parallel (normal function) Generators working individually Operation with external power unit (EPU) Connection of SHEDDING busbars 1 and 2 System reactions due to malfunctions



BAT MSTR



ON



GEN I



SHED BUS



NORM/OFF in case of emergency operation NORM/OFF in case of emergency operation NORM



BUS TIE I



NORM



BUS TIE II



NORM



GEN II



Operation with Battery (Emergency Operation)



CDS/CPDS Cautions



The battery supplies the BATTERY busbar with current. Both ESSENTIAL and PRIMARY busbars are supplied by this busbar. The HIGH LOAD busbars 1 and 2 and the SHEDDING busbars 1 and 2 are not supplied with current.



The following cautions are displayed on the CDS/CPDS: SYS I GEN DISCON



MISC



SYS II GEN DISCON



The warning BAT DISCH is illuminated on the warning panel. The following electrical values are displayed on the CDS/CPDS: DC VOLT GEN AMPS BAT AMPS For training and information only



July 2002



SYS I 24 0



SYS II 24 0 current load



09 -- 38



EC 135 Training Manual Electrical System Operation with Battery



El. Master Box 1



SC1



Generator 1



GC1



Generator 2



GC2



El. Master Box 2



SC2



SBC1



SBC2



A/C (opt.)



F



Ext. Hoist (opt.)



BATTERY-Busbar



Switch Position For training and information only



BAT MSTR July 2002



NORM OFF RESET



Battery



PP20E



GEN I



PP20H



GEN II SHED BUS BUS TIE I



PP20S RESET OFF NORM



Battery Master Box



PP10E



ON OFF RESET



PP10H



F



EBC2 BATC



PP10S



GPUC



RESET OFF NORM



EBC1



HLC2 BTC2



NORM



BTC1



EMER ON



HLC1



HPC2



NORM OFF RESET



HPC1



PRIMARYBusbar 2



PRIMARYBusbar 1



BUS TIE II



09 -- 39



EC 135 Training Manual Electrical System



Automatic Engine Starting The engines can be started by means of the battery or an external power unit (refer to operation by means of an external power unit). The battery supplies the PRIMARY busbars 1 and 2 and the ESSENTIAL busbars 1 and 2 with current via the BATTERY busbar. To start the engines the starter/generator 1 is supplied with current from the PRIMARY busbar 1, the starter/generator 2 from the PRIMARY busbar 2. The engines can only be started successively. When n1 exceeds 50%, the battery master box disconnects the battery from the power supply circuit and the generator of the started engine supplies current to the electrical system.



Switch Positions



CDS/CPDS Cautions The following cautions for the respective engine during the start-up are displayed on the CDS/CPDS: SYS I GEN DISCON STARTER



SYS II GEN DISCON STARTER



CDS/CPDS Indications The following electrical values are displayed on the CDS/CPDS:



The switches must be set to the following positions: BAT MSTR



ON



GEN I



NORM



GEN II SHED BUS



NORM NORM



BUS TIE I



NORM



BUS TIE II



NORM



In addition: FADEC ENG CONTROL ENG I



ON IDLE/FLIGHT



For training and information only



MISC



DC VOLT GEN AMPS BAT AMPS



SYS I 24 0



SYS II 24 0 current load



The warning BAT DISCH illuminates on the warning unit.



July 2002



09 -- 40



EC 135 Training Manual Electrical System Automatic Engine Starting



El. Master Box 1



SC1



Generator 1



GC1



Generator 2



El. Master Box 2



SC2



GC2



SBC1



A/C (opt.)



F



Ext. Hoist (opt.)



Switch Position For training and information only



BAT MSTR



July 2002



GEN I



PP20H



PP20S



GEN II SHED BUS BUS TIE I



RESET OFF NORM



NORM OFF RESET



ON OFF RESET



Battery



PP20E



RESET OFF NORM



Battery Master Box



PP10E



Ext. Power Receptacle



F



BATTERY-Busbar



BATC



PP10H



GPUC



EBC2



EBC1



PP10S



HLC2 BTC2



NORM



BTC1



HPC2



EMER ON



HLC1



PRIMARYBusbar 2



PRIMARYBusbar 1



NORM OFF RESET



HPC1



SBC2



BUS TIE II



09 -- 41



EC 135 Training Manual Electrical System



Operation with One Generator The HIGH LOAD busbars 1 and 2 are disconnected from the system. The battery is again charged via the BATTERY busbar. Generator 1 supplies PRIMARY busbar 1 and, via the BUS TIE connection PRIMARY busbar 2 with current. The SHEDDING busbars 1 and 2 and the ESSENTIAL busbars 1 and 2 are supplied with current by the PRIMARY busbar 2. If the defective generator 2 is operative, it can be connected again (set GEN II switch first to position RESET, then to NORM). Automatic deactivation of the HIGH--LOAD busbars and (optional) high-current consumers (except Ext. Hoist) prevents overload of the generator still in operation.



Switch Position The switches must be set to the following positions: BAT MSTR



ON



GEN I



NORM



GEN II SHED BUS



NORM/OFF/RESET NORM



BUS TIE I



NORM



BUS TIE II



NORM



CDS/CPDS Cautions The following cautions are displayed on the CDS/CPDS: SYS I



MISC



SYS II GEN DISCON



CDS/CPDS Indications The following electrical values are displayed on the CDS/CPDS: DC VOLT GEN AMPS BAT AMPS



For training and information only



July 2002



SYS I SYS II 28 28 current load 0 charging current, if provided (negative)



09 -- 42



EC 135 Training Manual Electrical System Operation with One Generator



SC1



Generator 1



GC1



Generator 2



El. Master Box 2



SC2



GC2



SBC1



Ext. Hoist (opt.)



Switch Position For training and information only



BAT MSTR



July 2002



NORM OFF RESET



ON OFF RESET



Battery



PP20E



GEN I



PP20H



PP20S



GEN II SHED BUS BUS TIE I



RESET OFF NORM



Battery Master Box



PP10E



Ext. Power Receptacle



F



BATTERY-Busbar



BATC



PP10H



GPUC



EBC2



EBC1



PP10S



BTC2



A/C (opt)



F



HLC2



NORM



BTC1



HPC2



EMER ON



HLC1



PRIMARYBusbar 2



PRIMARYBusbar 1



NORM OFF RESET



HPC1



SBC2



RESET OFF NORM



El. Master Box 1



BUS TIE II



09 -- 43



EC 135 Training Manual Electrical System



Operation with Generators Connected in Parallel Both starter/generators operate as power sources and supply current to their respective PRIMARY busbars, which in turn supply all the other busbars with current. The battery is charged via the BATTERY busbar. The system load is shared equally by both generators due to the connection of PRIMARY busbar 1 to PRIMARY busbar 2, i. e., the BUS TIE I and II switches are set to NORM.



Switch Position The switches must be set to the following positions: BAT MSTR



ON



GEN I



NORM



GEN II SHED BUS



NORM NORM



BUS TIE I



NORM



BUS TIE II



NORM



CDS/CPDS Indications The following electrical values are displayed on the CDS/CPDS: DC VOLT GEN AMPS BAT AMPS



SYS I SYS II 28 28 current load current load charging current, if provided (negative)



The current load on generator 1 and generator 2 is identical.



For training and information only



July 2002



09 -- 44



EC 135 Training Manual Electrical System Operation with Parallel Connected Generators



El. Master Box 1



SC1



Generator 1



GC1



Generator 2



El. Master Box 2



SC2



GC2



SBC1



BTC1



HLC1



PRIMARYBusbar 2



PRIMARYBusbar 1



HPC2 BTC2



A/C (opt.)



F



HLC2 GPUC



Ext. Power Receptacle



F



Ext. Hoist (opt.) EBC2



EBC1



BATTERY-Busbar



Switch Position For training and information only



BAT MSTR



July 2002



GEN I



PP20H



NORM



ON OFF RESET



Battery



PP20E



PP20S



RESET OFF NORM



Battery Master Box



PP10E



NORM OFF RESET



PP10H



NORM OFF RESET



PP10S



EMER ON



BATC



GEN II SHED BUS BUS TIE I



RESET OFF NORM



HPC1



SBC2



BUS TIE II



09 -- 45



EC 135 Training Manual Electrical System



Operation with Separated Generators With the BUS TIE I in the OFF position both PRIMARY busbars are disconnected. Each generator supplies the respective PRIMARY busbar only and the generator load will be different. Generator 2 additionally charges the battery.



CDS/CPDS Cautions The following cautions are displayed on the CDS/CPDS:



The HIGH LOAD busbars 1 and 2 are disconnected from the helicopter power supply system.



Switch Position ON



GEN I



NORM



GEN II



NORM



SHED BUS



NORM



BUS TIE I



OFF



BUS TIE II



NORM



SYS II



CDS/CPDS Indications



The switches must be set to the following positions: BAT MSTR



MISC



SYS I BUSTIE OPN



The following electrical values are displayed on the CDS/CPDS: DC VOLT GEN AMPS BAT AMPS



SYS I SYS II 28 28 current load current load Charging current, if provided (negative)



In position NORM the BUS TIE switches are protected by means of a cover against unintended operation.



For training and information only



July 2002



09 -- 46



EC 135 Training Manual Electrical System Operation with Separated Generators



El. Master Box 1



SC1



Generator 1



GC1



Generator 2



El. Master Box 2



SC2



GC2



SBC1



SBC2



A/C (opt.)



F



Ext. Hoist (opt.)



Switch Position For training and information only



BAT MSTR



July 2002



GEN I



PP20H



PP20S



GEN II SHED BUS BUS TIE I



RESET OFF NORM



NORM OFF RESET



ON OFF RESET



Battery



PP20E



RESET OFF NORM



Battery Master Box



PP10E



Ext. Power Receptacle



F



BATTERY-Busbar



BATC



PP10H



GPUC



EBC2



EBC1



PP10S



BTC2



NORM



BTC1



HLC2



EMER ON



HLC1



HPC2



NORM OFF RESET



HPC1



PRIMARYBusbar 2



PRIMARYBusbar 1



BUS TIE II



09 -- 47



EC 135 Training Manual Electrical System



Operation with External Power Unit The electrical master box 2 connects the external power unit to the PRIMARY busbar 2. If the BUS TIE I and BUS TIE II switches are set to NORM, the PRIMARY busbar 1 is again supplied with current. All other busbars, except the BATTERY busbar, are supplied with current by both PRIMARY busbars. The BATTERY busbar is only connected to the battery and both ESSENTIAL busbars and disconnected from the remaining power supply system as long as the external power unit is connected. The battery cannot be recharged by means of the external power unit.



CDS/CPDS Cautions



Both starter/generators are also disconnected from the power supply system, as long as the external power unit supplies current. They can not be connected.



CDS/CPDS Indications



The following cautions are displayed on the CDS/CPDS: SYS I GEN DISCON



DC VOLT GEN AMPS BAT AMPS



The switches must be set to the following positions: ON



GEN I



NORM/OFF



GEN II SHED BUS



NORM/OFF NORM



BUS TIE I



NORM



BUS TIE II



NORM



SYS II GEN DISCON



The following electrical values are displayed on the CDS/CPDS:



Switch Position BAT MSTR



MISC BAT DISCON EXT POWER EPU DOOR



SYS I 28



SYS II 28 0



There is no load indication of the EPU.



In addition, the circuit breaker on the external power receptacle must be activated to enable the external power supply to be connected through the electrical master box 2.



For training and information only



July 2002



09 -- 48



EC 135 Training Manual Electrical System Operation with External Power Unit



El. Master Box 1



SC1



Generator 1



GC1



Generator 2



El. Master Box 2



SC2



GC2



SBC1



Ext. Hoist (opt.)



Switch Position For training and information only



BAT MSTR



July 2002



GEN I



PP20H



PP20S



GEN II SHED BUS BUS TIE I



RESET OFF NORM



NORM OFF RESET



ON OFF RESET



Battery



PP20E



RESET OFF NORM



Battery Master Box



PP10E



Ext. Power Receptacle



F



BATTERY-Busbar



BATC



PP10H



GPUC



EBC2



EBC1



PP10S



BTC2



A/C (opt.)



F



HLC2



NORM



BTC1



HPC2



EMER ON



HLC1



PRIMARYBusbar 2



PRIMARYBusbar 1



NORM OFF RESET



HPC1



SBC2



BUS TIE II



09 -- 49



EC 135 Training Manual Electrical System



Connection of Shedding Busbar 1 and 2 Switch SHED BUS controls the power supply of the SHEDDING busbars 1 and 2. In position EMER ON they are constantly supplied with current, in position NORM the supply depends on the operational mode of the DC system. In position NORM the switch is protected by means of a cover against unintended operation.



CDS/CPDS Indications The following electrical values are displayed on the CDS/CPDS: DC VOLT GEN AMPS BAT AMPS



Switch Position The switches must be set to the following positions: BAT MSTR



ON



GEN I



SHED BUS



NORM (OFF in case of emergency operation) NORM (OFF in case of emergency operation) EMER ON



BUS TIE I



NORM



BUS TIE II



NORM



GEN II



SYS I 24 0



SYS II 24 0 current load



Warning Unit The warning BAT DISCH illuminates on the warning unit.



CDS/CPDS Cautions The following cautions are displayed on the CDS/CPDS: SYS I GEN DISCON



MISC SHED EMER



For training and information only



SYS II GEN DISCON



July 2002



09 -- 50



EC 135 Training Manual Electrical System Additional Switch On of Shedding Busbars 1 and 2



El. Master Box 1



SC1



Generator 1



GC1



Generator 2



GC2



El. Master Box 2



SC2



SBC1



HLC1



BTC1



PRIMARYBusbar 2



PRIMARYBusbar 1



HPC2 BTC2



A/C (opt.)



F



HLC2 GPUC



Ext. Power Receptacle



F



Ext. Hoist (opt.) EBC1



EBC2



BATTERY-Busbar



Switch Position For training and information only



BAT MSTR July 2002



GEN I



PP20H



NORM



ON OFF RESET



Battery



PP20E



PP20S



RESET OFF NORM



Battery Master Box



PP10E



NORM OFF RESET



PP10H



NORM OFF RESET



PP10S



EMER ON



BATC



GEN II SHED BUS BUS TIE I



RESET OFF NORM



HPC1



SBC2



BUS TIE II



09 -- 51



EC 135 Training Manual Electrical System



Fault Reactions Primary Busbar Fails



Defect in the Bus Tie Line



If the PRIMARY busbar 1 fails (e.g. due to a short-circuit), it is immediately disconnected together with generator 1 from the BATTERY busbar and the PRIMARY busbar 2. The SHEDDING busbar 1 and the HIGH LOAD busbar 1 are also disconnected from the PRIMARY busbar 1. The ESSENTIAL busbar 1 is supplied with current by the PRIMARY busbar 2 via the BATTERY busbar. The battery is charged again via the BATTERY busbar. If PRIMARY busbar 2 fails, the operating mode is identical.



If a defect occurs in the BUS TIE line, i.e. in the connection line between both systems, the system disconnects it from the PRIMARY busbars and the BATTERY busbar. Both generators supply current to the consumers of their system; the battery supplies the BATTERY busbar. The HIGH LOAD/HIGH POWER (except Ext. Hoist) busbars are disconnected from the power supply. The following cautions are displayed on the CDS/CPDS: SYS I BUS TIE OPN



The following cautions are displayed on the CDS/CPDS: SYS I GEN DISCON BUS TIE OPN



MISC



SYS II



u NOTE



Both Primary Busbars Fail



MISC BAT DISCON



SYS II BUS TIE OPN



If the BUS TIE line was faulty, for reengaging the BUS TIE switches must be placed in the RESET position and then back to OFF (e.g. try again to reengage).



If both PRIMARY busbars fail, only the busbars BATTERY and ESSENTIAL 1 and 2 are supplied by the battery. All other busbars are isolated from the power supply. The following cautions are displayed on the CDS/CPDS: SYS I GEN DISCON BUS TIE OPN



MISC



For training and information only



SYS II GEN DISCON BUS TIE OPN



July 2002



09 -- 52



EC 135 Training Manual Electrical System Fault Reactions (Ex. Defect Bus Tie Line)



El. Master Box 1



SC1



Generator 1



GC1



Generator 2



El. Master Box 2



SC2



GC2



SBC1



SBC2



A/C (opt.)



F



Ext. Hoist (opt.)



Switch Position For training and information only



BAT MSTR



July 2002



GEN I



PP20H



PP20S



GEN II SHED BUS BUS TIE I



RESET OFF NORM



NORM OFF RESET



ON OFF RESET



Battery



PP20E



RESET OFF NORM



Battery Master Box



PP10E



Ext. Power Receptacle



F



BATTERY-Busbar



BATC



PP10H



GPUC



EBC2



EBC1



PP10S



BTC2



NORM



BTC1



HLC2



EMER ON



HLC1



HPC2



NORM OFF RESET



HPC1



PRIMARYBusbar 2



PRIMARYBusbar 1



BUS TIE II



09 -- 53



EC 135 Training Manual Electrical System



AC Power System General The AC power system generates 26 V and 115 V AC voltage with 400 Hz each out of 28 V DC voltage. The helicopter is equipped with one system (SYS 2) or two systems (SYS 2 and SYS 1). The AC voltages are distributed via busbars and modules. The alterning voltages are used for navigation instruments and for the Stability Augmentation System (SAS).



Components The system 2 of the AC power system consists of the following: -------



Static inverter Circuit breaker INV 2 Switch INV 2 AC busbar Modules CDS/CPDS as display unit



For training and information only



July 2002



09 -- 54



EC 135 Training Manual Electrical System AC (400 Hz) Power System



Switch AC BUS SEL AC--Busbar 2



AC--Busbar 1



Circuit Breaker INV 1 Circuit Breaker INV 2 Switch INV 1 Switch INV 2



ENG I O F F



M A X ENG II



Static Inverter



Plug For training and information only



July 2002



09 -- 55



EC 135 Training Manual Electrical System



Static Inverter



CDS/CPDS Cautions



The static inverter 2 collects DC voltage from the ESSENTIAL busbar by pushing the circuit breaker INV 2 PWR and closing the INV 2 switch. It converts the supplied 28 V DC into two AC voltages 26 V and 115 V with 400 Hz each. The voltages are then stabilized in the static inverter 2. They are distributed to the consumers via modules and the AC busbar 2.



If the static inverter 2 is defective, INVERTER is displayed in the SYS II area of the CDS/CPDS. If there is 28 V DC at the CDS/CPDS input, the caution will disappear. The following conditions at the signal output of the inverter are possible:



The static inverter 2 is installed on the RH side behind the interior paneling behind frame 4.



-- 28 V DC: -- Open circuit:



CDS/CPDS Caution off CDS/CPDS Caution on



Circuit Breaker The circuit breaker INV 2 is installed in the overhead panel.



Switch The switch INV 2 is installed in the overhead panel.



AC Busbar The AC busbar 1 and 2 are integrated in the overhead panel. They distribute the AC voltage to their consumers as long as the inverter select switch is in the NORM position (2 inverters installed). After a failure of one inverter the remaining inverter can be selected for the complete AC system by switching to position INV1/INV2.



Modules The modules for AC high/low are installed in the cabin roof.



For training and information only



July 2002



09 -- 56



EC 135 Training Manual Electrical System AC (400 Hz) Power System -- Functional Schematic



INV 1 PWR



26VAC 400 Hz



INV 1



ESSENTIAL Busbar 1



INV 2 NORM INV 1



26VAC 400 Hz



Inverter 1 115VAC 400 Hz



INVERTER



115VAC 400 Hz



INVERTER



Modules



CDS/CPDS



115VAC 400 Hz INV 2 PWR



ESSENTIAL Busbar 2



INV 2



Inverter 2



115VAC 400 Hz 26VAC 400 Hz



For training and information only



July 2002



INV SEL AC BUS SPLY



26VAC 400 Hz



09 -- 57



EC 135 Training Manual Inspections



Inspections



For training and information only



July 2002



10 -- 1



EC 135 Training Manual Inspections



Table of Contents Types of Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scheduled Checks and Inspections . . . . . . . . . . . . . . . . . . . . .



For training and information only



3 4



July 2002



10 -- 2



EC 135 Training Manual Inspections



Types of Inspections Visual Inspection



Inspection for Cracks



The purpose of a visual inspection is to give information about the external condition of a system (excessive leakage, deformation, damage or missing parts). It is performed without removing any parts of a system.



Inspections for cracks are performed in order to detect material defects due to fatique or overstress at an early stage. Three different procedures are executed:



The various systems (hydraulic system, air cooling system, engines etc.) are accessible through several panels and doors.



Condition Inspection



-- Visual inspections with the bare eye or with the aid of a magnifying glass -- Penetrant crack inspection -- Magnetic particle inspection



The condition inspection is an extended visual inspection. As supplementary steps, parts or specified units and components must be inspected for corrosion, damage, wear, secure installation etc. For most inspection steps special equipment is needed (measuring instruments, magnifying glass etc.) Removal of parts may be neccessary.



Functional Tests Functional tests check the correct operation of units, systems and subsystems e.g. engine ground run.



For training and information only



July 2002



10 -- 3



EC 135 Training Manual Inspections



Scheduled Checks and Inspections General



Preflight Check



To guarantee the airworthiness of the EC 135 helicopter, checks and inspections have to be carried out according to chapter 05 of the AMM.



The preflight check is to be performed by the latest prior to the first flight of the day.



The EC 135 inspection system in general is split into:



The checklist is included in the flight manual, resp. pilots checklist and can be carried out by the pilot or a mechanic. Only “on the job” training is neccessary.



-- Checks To be carried out by the pilot or a mechanic without the need of an inspector. -- Inspections. To be carried out by a mechanic and signed by an inspector.



Complementary Checks A) Every 50 flight hours a complementary check has to be performed. The time limit of 50 h may be exceeded by up to 10 flight hours.



Types of Checks and Inspections



The complementary check 50 Fh can be carried out by the pilot or a mechanic. Only “on the job” training is neccessary.



The following checks and inspections have to be carried out according to the maintenance manual/flight manual:



B) Every 100 flight hours a complementary check has to be performed. The time limit of 100 h may be exceeded by up to 10 flight hours.



--------



Preflight check (O--level) Complementary check 50 Fh (O--level) Complementary check 100 Fh (O--level) Intermediate inspection 400 Fh (I--level) Periodical inspection 800 Fh or 2 years (O/I--level) Supplementary inspections acc. to operating time Inspections after operation under special environmental conditions -- Special inspections after maintenance activities -- Ground run / functional check flight For training and information only



The complementary check 100 Fh can be carried out by the pilot or a mechanic. Only “on the job” training is neccessary.



Intermediate Inspection An intermediate inspection has to be performed: -- After 400 flight hours TSN (time since new) -- then 400 flight hours after due time of a periodical inspection The time limit 400 h may be exceeded by up to 80 flight hours. If performed at the same due time, the intermediate inspection is replaced by the periodical inspection. July 2002



10 -- 4



EC 135 Training Manual Inspections Inspections



SCHEDULED INSPECTIONS Preflight Check



05--21--00, 6--2 Complementary Check 50 Fh 05--21--00, 6--3 Complementary Check 100 Fh



05--23--00 12--Month Inspection



05--22--00 Intermediate Inspection 400 Fh 05--24--00 Periodical Inspection 800 Fh or every 2 Years 05--25--00 Supplementary Inspections acc. to Operating Time



For training and information only



July 2002



10 -- 5



EC 135 Training Manual Inspections



12--Month Inspection



Conditional Inspections after Operational Incidents



An12--month inspection is to be performed acc. to AMM 05--23--00 page 601:



These inspections have to be performed after specific operational incidents either prior to the next flight or at specified time intervals.



The time limit of 12 month may be exceeded by up to 3 month.



The inspections ensure that airworthiness will be maintained or may be restored as a result of specific maintenance activities.



If performed at the same due time, the 12--month inspection is replaced by the periodical inspection.



Periodical Inspection



Ground Run and Functional Check Flight Section 05--60--00 contains the procedures for ground check run and functional check flight.



Aperiodical inspection is to be performed -- After 800 flight hours TSN or two years TSN, whichever comes first -- then 800 flight hours or every 2 years, wichever occurs first



Supplementary Inspection acc. to Operating Time Supplementary inspections are to be performed. The given time limit may be exceeded by 10% of the resp. interval.



The description for both helicopter models is provided in forms and arranged as a test report, that may be equally used for performing and recording purposes. The scope of ground check run and functional check flight may be restricted depending on maintenance measures performed. Possible restrictions are listed in front of test reports.



Conditional Inspections after Maintenance Activities Conditional Inspections have to be performed, due to performance of a maintenance measure after time limits of parts and components have been reached. The given time limit may be exceeded by 10% of the resp. interval.



For training and information only



July 2002



10 -- 6



EC 135 Training Manual Inspections



CONDITIONAL INSPECTIONS 05--51--00 Conditional Inspections after Operational Incidents 05--52--00 Conditional Inspections after Maintenance Activities GROUND RUN AND FUNCTIONAL FLIGHT 05--60--00 Ground Run and Functional Check Flight



For training and information only



July 2002



10 -- 7