Training Manual
Intro
July 2002
Intro
EC 135
Training Manual
Intro
Foreword
Modules
00
General Information
01
Lifting System
02
Fuselage
03
Tail Unit
04
Flight Control
05
Landing Gear
06
Power Plant
07
08
09
Electrical System
10
Inspections
December 2000
1. revision
June 2002
2. revision
July 2002
July 2002
Intro
EC 135
Training Manual
Intro
Abbreviations
A
CDS
Ampere
CG
Center of gravity
a/c, acft
Aircraft
CPDS
AC
Alternating current
CSAS
AEO
CT
Continuous test
Ah
Ampere hours
CTR
Center
AR
Auto
CW
Clockwise
ARIS
ATA
DC
Direct current
DCU
B
B.A.
Bleed air
DG
Directional Gyro
BAT
Battery
DISCH
Discharge
BIT
Built in test
B.L.
Buttock line
EEC
EECU
C
CAD
EFIS
CAS
Calibrated airspeed
e.g.
For example
Cat.
Category
EGT
CCW
EHA
July 2002
Intro
EC 135
Training Manual
Intro
EMER
Emergency
GEN
Generator
ENG
Engine
GRP
EPU
GS, gs
Ground Speed
EXT
External; extinguisher
GSE
FADEC
h; hr
Hours of time
FCDM
hPa
Hectopascal
FCDS
HTG
Heating
Fh
Flight hours
HTR sw
Heater switch
FLIR
HUMS
FLI
HV
Height velocity
FLI
Flight manual
Hydraulic
FMM
FMS
IAC--AR
FMU
FRP
IAS
Indicated airspeed
F.S.
Fuselage station
IC
Intercommunication
ft
Foot (feet)
ICP
ICS
Intercommunication system
i.e.
IFR
IFCO
G
GA
Go around
GAL; gal
Gallon
July 2002
Intro
EC 135
Training Manual
Intro
IGE
In ground effect
LDG
Landing
IMC
LDP
Imp.
Imperial
LEP
in.
Inch
LH
Left hand
IND
Indicator
LOAP
INV
Inverter
LRM
ISA
LRU
LVDT
J
JAR
M
m
Meter
KCAS
MAN
kg
Kilogram
max
Maximum
KIAS
MC, mc
Maximum continuous
km
Kilometer
MCP
kt
Knot
MEL
KTAS
MFD
kW
Kilowatt
MGT
MHS
MIL
min.
Minimum
MISC
Miscellaneous
MM
Mast moment
L
L, l, LTR, ltr
Liter
lb
Pound
LBA
Luftfahrt Bundesamt
July 2002
Intro
EC 135
Training Manual
Intro
mm
Millimeter
OGE
MMC
OPT
Optional equipment
MMEL
OVHT
Overheat
MOD
Modification
MSL
PA
Pascal
MTBF
PA
Pressure altitude
MTOW
PAX
Passanger
pb
Push button
NACA
PEC
PFD
PLA
NAV
Navigation (radio)
P/N
Part number
ND
Navigation display
POR
Point of regulation
NMS
No., no.
Number
RA
Radio altimeter
NORM
RAI
NR, NRO
Rotor speed
R/C
Rate of climb
NVG
RCU
R/D
Rate of decent
O
OAT
RD
Reference datum
OEI
Rev.
Revision
July 2002
Intro
EC 135
Training Manual
Intro
RH
Right hand
std
Standard
RPM, rpm
SW, sw
Switch
SYS
System
S
s, sec.
Seconds of time
SAR
VH
SAS
VHF
SB
Service bulletin
VMC
SEL
Selector
VMO, VMO
SEMA
VNE, VNE
SGL
Single
VOR
SHED
Shedding
VRM
SHP
VTOSS
SL
Sea level
VY
SMD
S/N
Serial number
W.L.
Waterline
SOV
Shut-off valve
WXR
Weather radar
SPAS
SPIFR
sq
Square
SRU
STA.
Station
STBY
Stand-by
X
XMSN
Transmission
XPDR/XTR
Transponder
July 2002
Intro
EC 135
Training Manual
General
General Description
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
124
124
126
126
128
130
132
134
July 2002
00 -- 3
EC 135
Training Manual
General
Engine Versions
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
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
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.
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.
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.
July 2002
00 -- 6
EC 135
Training Manual
General
Dimensions
2.00m
2.65m
1.56m
3.20m
12.16m
10.20m
3.51m
3.35m
3
0.66m
5.87m
10.20m
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.
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
July 2002
00 -- 9
EC 135
Training Manual
General
Maintenance Concept
General
Intermediate Level
Maintenance Levels
EC 135 maintenance is split into three maintenance levels:
Organizational Level
The organizational level covers tasks of the daily servicing,
maintenance checks, inspections for condition, exchange of
components (LRUs) 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.
u NOTE
u NOTE
July 2002
00 -- 10
EC 135
Training Manual
General
Maintenance Concept
Maintenance
Scheduled
Unscheduled
On Condition
Organizational
Level (O)
Intermediate
Level (I)
July 2002
00 -- 11
EC 135
Training Manual
General
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.
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.
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
00 -- 12
EC 135
Training Manual
General
ATA Numbering
1. Element
2. Element
3. Element
28 -- 10 -- 00
Chapter
Section
July 2002
Subject/Unit
00 -- 13
EC 135
Training Manual
General
Mechanics Documentation
------
-----
Historical Record
LOAP (List of applicable publications, hardcopy)
Service Bulletins / Alert Bulletins, (hardcopy)
Service Informations / Alert Service Informations,
(hardcopy)
Pilots Documentation
------
u NOTE
July 2002
00 -- 14
EC 135
Training Manual
General
Mechanic
Operator
WDM
IPC + Tools
CD--ROM
SI/ASI
SB/ASB
AMM
SDS
MSM
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 (BL) are vertical planes perpendicular to, and measured
to the left and right along the lateral axis of 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.
July 2002
00 -- 16
EC 135
Training Manual
General
Reference Planes
X 1099.32
X 4000
Z 1505
Z
Y+
X 2160
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
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
00 -- 19
EC 135
Training Manual
General
RH Section
System Components
LH Section
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.
July 2002
00 -- 20
EC 135
Training Manual
General
Instrument Panel (CPDS, Analog Flight Instruments)
Antiglare Device
Analog Clock
Warning Unit
Airspeed Indicator
Artificial Horizon
Altitude Indicator
D-- HUMS
Vertical Speed
Indicator
HSI
CAD
VEMD
Nozzle
Switch Unit
LH SECTION
For training and information only
CENTER SECTION
July 2002
RH SECTION
00 -- 21
EC 135
Training Manual
General
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
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
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)
July 2002
00 -- 24
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
WEIGHT
(Vne)
CDS
FAIL
BRIGHTNESS
Switches
CDS
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
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:
-- Rotor RPM [ % ]
-- Power turbine speed engine 1 [ % ]
-- Power turbine speed engine 2 [ % ]
Operation
General
Rotor RPM
The rotor RPM is indicated by the small pointer labelled R. The
indication range is 0 to 120 %.
July 2002
00 -- 26
EC 135
Training Manual
General
Engine Monitoring Instruments TM
Torque Indicator
N1 Indicator
TOT Indicator
July 2002
00 -- 27
EC 135
Training Manual
General
Dual N1 Indicator P1
General
General
July 2002
00 -- 28
EC 135
Training Manual
General
Engine Monitoring Instruments P1
Torque Indicator
N1 Indicator
TOT Indicator
July 2002
00 -- 29
EC 135
Training Manual
General
July 2002
00 -- 30
EC 135
Training Manual
General
Oil Temperature-- and Pressure Indicator
Turbomeca
Pratt&Whitney
July 2002
00 -- 31
EC 135
Training Manual
General
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.
-- CDS/SYS 1
-- CDS/SYS 2
Data Storage
An CDS integrated memory has two functions which are as follows:
July 2002
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
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 helicopters 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.
July 2002
00 -- 34
EC 135
Training Manual
General
CDS -- Displays and Controls
Caution Display
SYST I, MISC, SYST II
Advisory Display
Page Light
TORQUE Display
VOLT/AMP Key
OAT Indication
Scroll Buttons
BRIGHTNESS Keys
July 2002
00 -- 35
EC 135
Training Manual
General
CDS Operation
Power Supply and Self Test
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:
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
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.
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
MISC
SYSTEM II
CDS FAIL
July 2002
00 -- 37
EC 135
Training Manual
General
u NOTE
July 2002
00 -- 38
EC 135
Training Manual
General
Priority of Cautions
SYS I/II
MISC
21
XMSN OIL P
DG
ENG FAIL
CDS PWR
22
OVSP
HOR BAT
ENG OIL P
XMSN CHIP
23
GEN OVHT
AP REDUCED
ENG CHIP
TRGB CHIP
24
GEN DISCON
ADC
FADEC FAIL
XMSN OIL T
25
INVERTER
FLOATS ARM
FUEL PRESS
ROTOR BRAKE
26
FIRE EXT
DECOUPLE
FUEL FILT
AUTOPILOT
27
FIRE E TST
AVAD FAIL
ENG O FILT
28
BUSTIE OPN
P/R SAS
ENG IDLE
DOORS
29
STARTER
YAW SAS
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
HTG OVTEMP
37
ALT ALERT
17
EPU DOOR
38
MSG
18
BAT DISCON
39
AUX VALVE
19
PRIME PUMP
EXT POWER
20
HYD PRESS
SHED EMER
July 2002
00 -- 39
EC 135
Training Manual
General
X
X
Opt.
Opt.
Equipm. Equipm.
DPIFR 1 DPIFR 2
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
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
Selectable Parameters
X
00 -- 40
EC 135
Training Manual
General
Display Select and Scroll Switch
Scroll Buttons
SCROLL
DISPLAY
SELECT
F
OPT
1
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
N2
TQT
QMAT
EGT
TOT
T1
Air temperature measured at the compressor air inlet and provided to the engine control unit. [C]
CLP
P0
N2T
N1C
N1 Cycle counter
N2C
N2 Cycle counter
FAIL MSG
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
00 -- 42
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).
< means that the gross mass is lower than 2300 kg.
RAD ALT *
A four digit display indicates the radar altitude from 0 to 2500 ft and a RAD ALT light will come on if
the radar altimeter is active.
Enables the operator to select between HOOK LOAD and CABLE LENGTH indication on the lower
OPT2
option line by means of the scroll buttons.
HOOK
A four digit display indicates the loading of the external cargo hook. In addition the illuminated HOOK
LOAD *
LOAD sign comes on.
CABLE
The display indicates the length of the lowered cable. If the rescue hoist is active the illuminated
CABLE LENGTH sign comes on and the moving mode of the hoist (lowering or retracting) is
LENGTH *
indicated.
*Only when the respective system is installed.
For training and information only
July 2002
00 -- 43
EC 135
Training Manual
General
Torque Indication
The CDS displays the fuel masses and fuel system status of the supply
tank 1, supply tank 2, main tank and (if installed) auxiliary tank. Each
of the tank displays contain a bargraph display and a numeric text
display.
July 2002
00 -- 44
EC 135
Training Manual
General
Outside Air Temperature, Mast Moment and Fuel System Indication
Outside Air
Temperature Display
Fuel Display incl.
Low Level Warning
incl.
FREE and XFER
Advisory
July 2002
00 -- 45
EC 135
Training Manual
General
Circuit Breakers
The CAD and the VEMD are supplied with voltage, each via two circuit
breakers, from the ESSENTIAL busbars 1 and 2. The circuit breakers
are arranged in the overhead panel.
The switch is installed in the grip of the pilots cyclic stick and, if dual
controls are installed, one is also installed in the copilots cyclic stick
grip.
Test Switch
Maintenance Connector
Two maintenance connectors are mounted to the rear part of the
slanted console.
The test switch triggers the CPDS to display the test page with the
complete color spectrum and the software version.
For training and information only
July 2002
00 -- 46
EC 135
Training Manual
General
CPDS -- Locations
Circuit Breakers
Test Switch
ENG I
O
F
F
M
A
X
ENG II
CAD
Switch
CDS AUDIO RES
CDS
AUDIO
RES
VEMD
Maintenance
Connectors
For training and information only
July 2002
Stick Grip
00 -- 47
EC 135
Training Manual
General
VEMD Operation
The range of colors used for displays on the screens of the CPDS
covers five different colors in addition to black and white. Each
individual color has a specific significance.
The VEMD is operated by the following keys located on the front panel
of the display monitor:
Black
White
Yellow
Red
Amber
Green
Cyan
Blue
CAD Operation
The CAD is operated by the following keys in the front panel:
Key
OFF
SCROLL
SELECT
BRT +
BRT --
Function
Switches CAD on/off
Selects different screen pages (e.g. second page with
cautions)
Acknowledges new cautions
Increases brightness of screen
Decreases brightness of screen
Key
OFF 1
OFF 2
SCROLL
RESET
SELECT
+ / -ENTER
BRT +
BRT --
July 2002
Function
Switches upper screen and processing module 1 on/
off
Switches lower screen and processing module 2 on/off
Cycles to next page, depending on operating mode
and status
Initiates return to normal screen display or to
previously displayed page (depending on the
operating mode)
Selects a particular data field
Input of values to data field
Acknowledges selection of a data field or a data entry
to a data field
Increases brightness of screen by continuous
adjustment
Decreases brightness of screen by continuous
adjustment
00 -- 48
EC 135
Training Manual
General
CPDS
8
6
10
12
14
16
2
0
CAD
VEMD
July 2002
00 -- 49
EC 135
Training Manual
General
After the internal self test is passed, the external self test is performed.
While the presence of the following parameters is verified the message
EXTERNAL SELF TEST IN PROGRESS will be displayed on the
CAD/VEMD.
SYS I
ENG CHIP
ENG FUEL FILT
FUEL OIL FILT
MISC
XMSN CHIP
TRGB CHIP
XMSN OIL TEMP
XMSN OIL FILT
SYS II
ENG CHIP
ENG FUEL FILT
FUEL OIL FILT
During the external test, the wiring of certain sensors is checked with
a continuity test (CT). If a failure occurs, the respective sensor is
displayed on the CAD as a caution with CT as a supplement.
FLIGHT Status:
-- n1 RPM engine 1 or engine 2 > 50 %
-- XMSN oil pressure > 1bar
-- Angle of collective lever CLP
> 28.5% (Turbomeca) or > 17% (Pratt&Whitney).
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.
FCDM
APM
HUMS
Master
Caution
July 2002
WARNING
UNIT
AUDIO
GONG
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.
Part Number
Last two digits of the part number identify the software version.
Example:
B19030GB05 corresponds to software version V2001A
Configuration File
July 2002
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)
July 2002
00 -- 53
EC 135
Training Manual
General
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
(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
Analog
Signals
00 -- 55
EC 135
Training Manual
General
CPDS Modes
General
Flight Mode
--------
July 2002
00 -- 56
EC 135
Training Manual
General
CAD -- CAUTION/FUEL Page
1 OF 2
32
Fuel Indication
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
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
00 -- 58
EC 135
Training Manual
General
u NOTE
u NOTE
Advisories
July 2002
00 -- 59
EC 135
Training Manual
General
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:
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
00 -- 60
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
FLI DEGR
FLI FAIL
FLI DEGR
may appear as
CAUTION on both sides
Message Zone
LIMIT Warning
LIMIT Counter
July 2002
00 -- 61
EC 135
Training Manual
General
Limit Light/Counter
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.
July 2002
00 -- 62
EC 135
Training Manual
General
FLI -- Marking Symbology on Analog Display P1/T1 (Example TM 2B1)
July 2002
00 -- 63
EC 135
Training Manual
General
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:
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
00 -- 64
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
FLI DEGR
FLI FAIL
FLI DEGR
may appear as
CAUTION on both sides
Message Zone
LIMIT Warning
LIMIT Counter
July 2002
00 -- 65
EC 135
Training Manual
General
Countdown Timer
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.
July 2002
00 -- 66
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
OEI LO
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
00 -- 67
EC 135
Training Manual
General
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
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.
u NOTE
July 2002
00 -- 68
EC 135
Training Manual
General
Digital Data Display
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.
July 2002
00 -- 69
EC 135
Training Manual
General
July 2002
00 -- 70
EC 135
Training Manual
General
Engine and Electrical System Parameter
HOOK
kg
Generator Field:
DC [V], GEN [AMPS], BAT [AMPS]
July 2002
00 -- 71
EC 135
Training Manual
General
July 2002
00 -- 72
EC 135
Training Manual
General
ELEC/VEH -- Bar Graph Display
July 2002
00 -- 73
EC 135
Training Manual
General
July 2002
00 -- 74
EC 135
Training Manual
General
FLIGHT REPORT Page
Engine 1
Engine 2
July 2002
00 -- 75
EC 135
Training Manual
General
July 2002
00 -- 76
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
--
SCROLL
XXXXXX FAIL XXXXXX
+ or -
+ or --
--
--
--
July 2002
00 -- 77
EC 135
Training Manual
General
July 2002
00 -- 78
EC 135
Training Manual
General
SYSTEM STATUS Page (PW)
July 2002
00 -- 79
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:
-----
July 2002
00 -- 80
EC 135
Training Manual
General
CAUTION/BACKUP Page
BACKUP Page
Supply Tank 1
Supply Tank 2
Main Tank
July 2002
00 -- 81
EC 135
Training Manual
General
July 2002
00 -- 82
EC 135
Training Manual
General
CAUTION/FUEL Fail Page (Example TM)
FLI DEGR
CAU DEGR
July 2002
FLI DEGR
00 -- 83
EC 135
Training Manual
General
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.
July 2002
00 -- 84
EC 135
Training Manual
General
CPDS -- Normal Mode
FLI
SCROLL
CAUTION
FUEL
FLI
ELEC
SYSTEM
VEH
STATUS
FLI
automatically
CAUTION
FUEL
ELEC
FLI
FLIGHT
REPORT
VEH
RESET
July 2002
00 -- 85
EC 135
Training Manual
General
July 2002
00 -- 86
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
FLI
ELEC
VEH
FLIGHT
REPORT
July 2002
ELEC
VEH
FLI
SCROLL
00 -- 87
EC 135
Training Manual
General
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
RESET
July 2002
00 -- 89
EC 135
Training Manual
General
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
RESET
July 2002
00 -- 91
EC 135
Training Manual
General
July 2002
00 -- 92
EC 135
Training Manual
General
Derivative Mode with both VEMD Lines off
CAU
BACKUP
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.
July 2002
00 -- 94
EC 135
Training Manual
General
Maintenance Menu
Entry to Maintenance Menu:
The operation must follow
within two seconds
OFF1
SCROLL
OFF1
OFF2
RESET
OFF2
MAINTENANCE MENU
FLIGHT REPORT
FAILURE
OVERLIMIT
TRANS.DATA
FUNCT. TIMES
DATALOADING
SELECT
to scroll through
the fields
July 2002
ENTER
enters the
submenus
RESET
EXIT
00 -- 95
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
July 2002
00 -- 96
EC 135
Training Manual
General
Flight Report History Page
234
01 h 25 mn
PG
1
12
+
32
In Preparation
MM OVERLIMIT DETECTED
FAILURE DETECTED
EXIT PRESS
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.
July 2002
00 -- 98
EC 135
Training Manual
General
Overlimit Menu Page
OVERLIMIT MENU
FLIGHT
NUMBER.
215
214
213
212
211
210
209
208
LIMIT
MM > 66%
MM > 78%
0 mn 15 s
0 mn 12 s
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.
July 2002
00 -- 100
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
July 2002
PRESS RESET
00 -- 101
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.
July 2002
00 -- 102
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
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
July 2002
00 -- 104
EC 135
Training Manual
General
Data Loading Page
DATA LOADING
July 2002
00 -- 105
EC 135
Training Manual
General
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
OFF1
SELECT
OFF1
ENTER
OFF2
and
OFF2
SELECT
to scroll through
the fields
SELECT
--
installed
not installed
valid/abort
ENTER
July 2002
00 -- 107
EC 135
Training Manual
General
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).
Basic Version for EC135 T1 (TM 2B1 engines) and P1 (PW 206B
engines).
Mast moment indication > 50% yellow range, > 78% red range.
July 2002
00 -- 108
EC 135
Training Manual
General
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).
July 2002
00 -- 109
EC 135
Training Manual
General
Warning Unit
General
Warning Indications
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:
-- 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.
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 1
Illuminates together with
instrument lights
ACTIVE
Illuminates white, if the EMER
OFF SWITCH has been released
July 2002
00 -- 111
EC 135
Training Manual
General
AP. A. TRIMM
u NOTE
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 106%
The red indication ROTOR RPM flashes and a gong can be
heard. (The gong can be switched off with AUDIO RES.)
-- ROTOR RPM 112%
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).
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.
July 2002
00 -- 112
EC 135
Training Manual
General
Warning Unit -- Adjustment
J1
J2
Top View
RTR 95 %
RTR 106 %
RTR 112 %
N1 50%
July 2002
00 -- 113
EC 135
Training Manual
General
Audio Warnings
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
July 2002
00 -- 114
EC 135
Training Manual
General
July 2002
00 -- 115
EC 135
Training Manual
General
Switch Unit
General
In the lower row of the switch unit the DC power control switches are
installed. These are:
-- 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.
u NOTE
To prevent inadvertant engine shut down, the engine start switches are
protected by a manually operated safety guard (to be closed after
engine start).
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
Safety Guard
Safety Guard
Control Switch
Generator 1
Control Switch
Generator 1
Control Switch
Battery/Ext.
Power
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:
-----
July 2002
00 -- 118
EC 135
Training Manual
General
Overhead Console (Example)
AC BUS I
SHEDDING BUS II
SHEDDING BUS I
ESSENTIAL BUS II
ESSENTIAL BUS I
AC BUS II
July 2002
00 -- 119
EC 135
Training Manual
General
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.
July 2002
00 -- 120
EC 135
Training Manual
General
Overhead Console -- Switches and Controls (Example)
NORM
O
F
M
A
EMER
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 tube
2 Static ports
Ambient pressure sensor
Static selector valve (only pilots 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.
July 2002
00 -- 122
EC 135
Training Manual
General
Pitot and Static Pressure System
Static Ports
Drain Port
Static Port Pilot
Pitot Tube Copilot
System for
Copilot is optional
July 2002
00 -- 123
EC 135
Training Manual
General
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
u NOTE
July 2002
00 -- 124
EC 135
Training Manual
General
Hoisting Device
Hoisting Device
Bolt
Safety Pin
Side View
For training and information only
July 2002
00 -- 125
EC 135
Training Manual
General
Shoring
The helicopter can be jacked with four jacking brackets and four jacks.
General
Special Tools
Tools
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
July 2002
00 -- 126
EC 135
Training Manual
General
Jacking and Shoring
Jacking Bracket
Jack
July 2002
00 -- 127
EC 135
Training Manual
General
Weighing
General
Tools
The following tools are necessary for weighing:
-------
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
00 -- 128
EC 135
Training Manual
General
July 2002
00 -- 129
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:
---------
July 2002
00 -- 130
EC 135
Training Manual
General
Measuring Points
1
X 1766
--
X 5656
--
Z 2800
X 3940
--
Z 2350
X 3940
--
Z 2350
X 5400
--
Z 2350
X 5400
--
Z 2350
X 2160
--
Z 1400
X 2160
--
Z 1400
10
--
Y 1200
Z 2632
11
--
Y -1200
Z 2632
--
July 2002
00 -- 131
EC 135
Training Manual
General
Pushing
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
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
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.
Short-Time Covers
All short-time covers are stowed in a storage sack, which should be
carried on the helicopter during flights.
u NOTE
u NOTE
-- 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
00 -- 134
EC 135
Training Manual
General
Covers
Main Rotor
NACA Inlet
Fenestron
Engine Inlet
NACA Inlet
Engine Outlet
Ground Connection
Transport Sack
Front Windows
Pitot Tube
July 2002
00 -- 135
EC 135
Training Manual
Lifting System
Lifting System
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
July 2002
01 -- 2
EC 135
Training Manual
Lifting System
July 2002
01 -- 3
EC 135
Training Manual
Lifting System
The rotor brake system permits stopping of the main-- and tail rotor,
after the engines have been shut down.
-----
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
Swash Plate
Main Transmission
RH Driveshaft
Rotor Brake
Main Transmission Mounts
July 2002
01 -- 5
EC 135
Training Manual
Lifting System
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
2 driveshafts
Main transmission
Main transmission mounts
Main rotor drive monitoring system
Rotor brake system
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
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
4986 RPM
Speed
Components
The main transmission is of modular design. It mainly consists of:
------
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 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
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.
July 2002
01 -- 10
EC 135
Training Manual
Lifting System
Freewheel Assembly
Drive Pinion
Seal
Bearing
Freewheel Unit
Housing
Engine Shaft,
Driving Part
Bearing
Clutch Free
July 2002
01 -- 11
EC 135
Training Manual
Lifting System
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.
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
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.
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%)
LH Input Drive
5898 RPM
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
Sliding Sleeve
Spacer Tube
Collector Shaft
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:
------
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.
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 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
July 2002
01 -- 19
EC 135
Training Manual
Lifting System
General
General
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.
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
July 2002
01 -- 20
EC 135
Training Manual
Lifting System
Main Transmission -- Monitoring
FWD
Main Transmission
Chip Detector
July 2002
01 -- 21
EC 135
Training Manual
Lifting System
July 2002
01 -- 22
EC 135
Training Manual
Lifting System
Main Transmission -- Oil Pressure Switches
July 2002
01 -- 23
EC 135
Training Manual
Lifting System
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
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
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
July 2002
01 -- 28
EC 135
Training Manual
Lifting System
Fan Gearbox
Driving Wheel
Idler Wheel
July 2002
01 -- 29
EC 135
Training Manual
Lifting System
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 to the main transmission by bushings
directly, serves for cooling the main transmission oil (50% each side).
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%).
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
July 2002
To/from
Engine
01 -- 31
EC 135
Training Manual
Lifting System
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.
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.
July 2002
01 -- 32
EC 135
Training Manual
Lifting System
Main Rotor Hub Shaft
Lower Flange
Cap
Connectors for Levers.
Two off, 180 apart
July 2002
01 -- 33
EC 135
Training Manual
Lifting System
Normal range
up to 50%
no color
Caution range
50% to 66%
yellow
Maximum
> 66%
red
u NOTE
Function
u NOTE
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
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
July 2002
01 -- 36
EC 135
Training Manual
Lifting System
Mast Moment Measuring System
Rotor
Stator
July 2002
01 -- 37
EC 135
Training Manual
Lifting System
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.
u NOTE
u NOTE
System Components
The rotor brake system mainly consists of:
--------
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
Brake Lever
For training and information only
July 2002
01 -- 39
EC 135
Training Manual
Lifting System
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
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.
July 2002
01 -- 42
EC 135
Training Manual
Lifting System
Main Gearbox -- Attachment
FWD
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
July 2002
01 -- 44
EC 135
Training Manual
Lifting System
Gearbox Struts
Gearbox Cover
Bolt
Torque Strut
Bushing
July 2002
01 -- 45
EC 135
Training Manual
Lifting System
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
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.
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.
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
Mass Jacket
Bearing Cage
with Bearings
Primary
Bellows
Compression
Spring
Vibration Isolator
Locking Screw
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
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.
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
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
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.
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
Spring
Mass M 12
Y--Damper 1
July 2002
01 -- 53
EC 135
Training Manual
Lifting System
Swash Plate
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
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)
July 2002
01 -- 55
EC 135
Training Manual
Lifting System
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.
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
Control Cuff
Damper Connection
with Pitch Horn
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.
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.
July 2002
01 -- 58
EC 135
Training Manual
Lifting System
Main Rotor Blade -- Control Cuff
Sandwich Construction
Inplane Stiffener
Flexbeam
Filler Core
Inplane Stiffener
Control Cuff
1
2
3
4
3
2
1
July 2002
01 -- 59
EC 135
Training Manual
Lifting System
u NOTE
July 2002
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
Special Nut
Safety Pin (2 off)
Control Cuff
Pitch Horn
Blade Root
Lower Lead-Lag Damper
Sleeve
Expansion Bolt
with Rubber Cap
July 2002
01 -- 61
EC 135
Training Manual
Lifting System
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.
July 2002
01 -- 62
EC 135
Training Manual
Lifting System
Main Rotor Blade -- Airfoil Section
Airfoil Section
Blade Skin
Trailing Edge
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.
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.
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.
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
July 2002
01 -- 65
EC 135
Training Manual
Lifting System
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.
July 2002
01 -- 66
EC 135
Training Manual
Lifting System
Pitch Control Cuff and Blade Root
10
9
8
7
14
11
13
12
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
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
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
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
July 2002
01 -- 70
EC 135
Training Manual
Lifting System
Rotor Blade Adjustments
Balance Washers
July 2002
01 -- 71
EC 135
Training Manual
Fuselage
Fuselage
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
July 2002
02 -- 2
EC 135
Training Manual
Fuselage
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
July 2002
02 -- 4
EC 135
Training Manual
Fuselage
Fuselage
Rear Structure
Cabin Structure
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.
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
July 2002
02 -- 6
EC 135
Training Manual
Fuselage
Cabin Structure
Carbon Fiber
Handhole
FWD
Center Post
Carbon Fibre
Cabin Roof
July 2002
02 -- 7
EC 135
Training Manual
Fuselage
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:
-- 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 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.
------
July 2002
02 -- 8
EC 135
Training Manual
Fuselage
Main Fuselage Structure
4
4a
5a
Transmission Deck
Equipment Deck
Rear Structure
Attachment Cone
RH Side Panel
Engine Deck
FWD
8 Frame 4 to Frame 8
LH Side Panel
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.
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.
July 2002
02 -- 10
EC 135
Training Manual
Fuselage
Airframe Structure
Engine Deck
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
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.
July 2002
02 -- 12
EC 135
Training Manual
Fuselage
Floor Structure
Cabin Floor
4a
Subfloor Structure
Lower Shell
FWD
July 2002
02 -- 13
EC 135
Training Manual
Fuselage
Doors
General
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.
July 2002
02 -- 14
EC 135
Training Manual
Fuselage
Pilot Door
Door Handle
Gas
Spring
Locking Device
July 2002
02 -- 15
EC 135
Training Manual
Fuselage
Sliding Doors
Emergency Exit
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.
July 2002
02 -- 16
EC 135
Training Manual
Fuselage
Sliding Door
Guard Cover
Upper Arm
with Runner
Emergency
Loop Strap
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.
July 2002
02 -- 18
EC 135
Training Manual
Fuselage
Rear Doors
Rear Door
Gas Spring
Door Fitting
Locking Mechanism
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.
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.
July 2002
02 -- 20
EC 135
Training Manual
Fuselage
Service Covers
Tail Boom Cover RH
Vertical Fin Covers
Handhole Cover
Tank Covers
Nose Cover
July 2002
02 -- 21
EC 135
Training Manual
Fuselage
Windows
Windshields
Nose Windows
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.
For this purpose, the diameter of the washer holes is greater than the
shank diameter of the mating countersunk screws.
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
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
July 2002
03 -- 2
EC 135
Training Manual
Tail Unit
July 2002
03 -- 3
EC 135
Training Manual
Tail Unit
July 2002
03 -- 4
EC 135
Training Manual
Tail Unit
Principle of the Fenestron
FWD
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
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
July 2002
End Plate
03 -- 7
EC 135
Training Manual
Tail Unit
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.
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
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.
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.
July 2002
03 -- 10
EC 135
Training Manual
Tail Unit
Tail Boom
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
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
July 2002
03 -- 12
EC 135
Training Manual
Tail Unit
Tail Rotor Drive Shaft
Bolted Flange
Bolted Flange
Gearbox Input
Shaft
Aft Driveshaft
Flexible Coupling
For training and information only
July 2002
03 -- 13
EC 135
Training Manual
Tail Unit
-- Tube
-- Adapers
-- Flexible Couplings
-- Tube
-- Two removeable flanges
-- 6 roller bearings with rubber sleeves
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.
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
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.
July 2002
03 -- 16
EC 135
Training Manual
Tail Unit
Vertical Fin with Fenestron
Static Discharger
Gearbox Cover
Vertical Fin
Half Fairing
Support Fitting
Guide Vane
Tail Bumper
Static Discharger
Stator Hub
July 2002
03 -- 17
EC 135
Training Manual
Tail Unit
Tail Rotor
General
Leading Particulars
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.
July 2002
03 -- 18
EC 135
Training Manual
Tail Unit
Principle of Tail Rotor
FWD
Sense of Rotation
Tail Rotor
Yaw Control
July 2002
03 -- 19
EC 135
Training Manual
Tail Unit
Components
Fairing
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.
--------
July 2002
03 -- 20
EC 135
Training Manual
Tail Unit
Tail Rotor
Inner Bearing
Outer Bearing
Output Gear Wheel
Guide
Control Rod
Thrust Nut
Locking Washer
Center Flange
Fairing
July 2002
03 -- 21
EC 135
Training Manual
Tail Unit
Thrust Nut
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.
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
u NOTE
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
8
2
3
7
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
4
10
July 2002
03 -- 23
EC 135
Training Manual
Tail Unit
Design / Function
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)
July 2002
03 -- 24
EC 135
Training Manual
Tail Unit
Tail Rotor Gearbox
Output Gear Wheel
Shim
Control Unit
Guide
Gearbox Housing
Output Casing
Sight Glass
Input Casing
Lip Seal
Input Drive Flange
Drain Plug
Electrical Chip Detector
July 2002
03 -- 25
EC 135
Training Manual
Tail Unit
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.
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.
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
10
2
3
FWD
11 12
13
14
7
8
9
Control Unit
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
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
Velocimeter
Receptacle for
Track&Balance
10
Velocimeter
Magnetic Plug
3MJA
Electrical Plug
TR&BAL
DC
RECEPT INFLT
19VVA
July 2002
03 -- 29
EC 135
Training Manual
Tail Unit
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.
July 2002
03 -- 30
EC 135
Training Manual
Tail Unit
Tail Rotor -- Clearance Check
5
6
Fenestron Structure
8
1
July 2002
03 -- 31
EC 135
Training Manual
Flight Control
Flight Control
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
July 2002
04 -- 2
EC 135
Training Manual
Flight Control
July 2002
04 -- 3
EC 135
Training Manual
Flight Control
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
04 -- 4
EC 135
Training Manual
Flight Control
Flight Control
Collective Control
Main Rotor
Cyclic Control
Main Rotor
Yaw Control
Tail Rotor
FWD
FWD
July 2002
04 -- 5
EC 135
Training Manual
Flight Control
The main components of the tail rotor control are the following:
-----
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
July 2002
04 -- 6
EC 135
Training Manual
Flight Control
Flight Control
Collective Lever
Cyclic Control Stick
Cyclic Shaft
Collective Shaft
Pedal Assembly
July 2002
04 -- 7
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.
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.
July 2002
04 -- 8
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
July 2002
04 -- 9
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.
July 2002
04 -- 10
EC 135
Training Manual
Flight Control
Collective Control
Control Rod
Control Rod
July 2002
04 -- 11
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 pilots and copilots 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.
July 2002
04 -- 12
EC 135
Training Manual
Flight Control
Cyclic Control
FWD
Cyclic Shaft
Bearing Support
Cyclic Shaft
Long. Trim
Control Rod
For training and information only
July 2002
04 -- 13
EC 135
Training Manual
Flight Control
Main Components
The main components of the mixing lever assembly are:
-- Collective control fork
-- Two cyclic control levers
July 2002
04 -- 14
EC 135
Training Manual
Flight Control
Mixing Lever Assembly
Swash Plate
Short Control Rod Lateral
Short Control
Rod
Longitudinal
Connecting Rod
Lateral
Cyclic Lever Longitudinal
Connecting Rod
Collective
Connecting Rod
Longitudinal
Shim Plate
July 2002
Hinged Support
04 -- 15
EC 135
Training Manual
Flight Control
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).
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.
July 2002
04 -- 16
EC 135
Training Manual
Flight Control
Transmission of Cyclic and Collective Signals
Swash Plate
3
3
2
Sliding Sleeve
1
1
Lateral Lever
Collective Fork
Axis a
Axis a
Longitudinal Lever
July 2002
04 -- 17
EC 135
Training Manual
Flight Control
Swash Plate
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
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.
July 2002
04 -- 18
EC 135
Training Manual
Flight Control
Swash Plate Assembly
Inner Ring
Outer Ring
Split Cover
Teflon Bushing
July 2002
04 -- 19
EC 135
Training Manual
Flight Control
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:
-----
Y WARNING
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
July 2002
04 -- 20
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
July 2002
04 -- 21
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
July 2002
04 -- 22
EC 135
Training Manual
Flight Control
Driving Unit
Scissors Assembly
Lettering
OUTER SIDE
Spherical Bearing
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 copilots 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
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
3MJA
TR&BAL
DC
RECEPT INFLT
Receptacle for
DC Power Supply
T&B--Equipment
Cyclic Shaft
Velocimeter
19VVA
July 2002
04 -- 25
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.
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.
The desired trim position of the cyclic control is adjusted by the 4--way
trim switches.
Trim Actuator
Push Buttons
The push buttons ATT TRIM REL to release the trim position are
installed on top of both cyclic stick grips, respectively.
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.
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
Trim Actuator
Longitudinal
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
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
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
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)
Forward
Left
Left
4--Way Trim Switch ATT TRIM
(Pilot)
Right
Right
Rear
Rear
Control Board
4--Way Trim Switch
ATT TRIM
Push Button
ATT TRIM REL
Longitudinal Actuator
For training and information only
July 2002
Lateral Actuator
04 -- 31
EC 135
Training Manual
Flight Control
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.
Components
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.
July 2002
04 -- 32
EC 135
Training Manual
Flight Control
Tail Rotor Control
Yaw Actuator
Hydraulic
Pressure Tube
Fenestron Actuator
Pedal Assembly
Control Rod
July 2002
04 -- 33
EC 135
Training Manual
Flight Control
July 2002
04 -- 34
EC 135
Training Manual
Flight Control
Ball Bearing Control Cable (Flexball)
Casing
Outer Race
Center Core
Ball Cage
Steel Ball
July 2002
04 -- 35
EC 135
Training Manual
Flight Control
July 2002
04 -- 36
EC 135
Training Manual
Flight Control
Tail Rotor Actuator
Pressure Pipe
Return Pipe
Bleed Valve
Input Lever
Control Rod
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.
Components
The hydraulic system consists of the following components:
-----
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
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
Actuator
Longitudinal Control Rod
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.
July 2002
04 -- 40
EC 135
Training Manual
Flight Control
Hydraulic Power System
System 1
Fenestron
Actuator
Valve
Block
Reser- Valve
Block
voir
Relais
Reservoir
Relais
Pump
Pump
Test
Switch
System 2
System 1
CDS/CPDS
HYD PRESS
July 2002
HYD PRESS
04 -- 41
EC 135
Training Manual
Flight Control
Components
Each pressure supply system consists of:
-----
Hydraulic pump
Reservoir
Valve block
Hydraulic lines
u NOTE
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
Reservoir
Maintenance Port
Return Line Port
Supply Line Port
Valve Block
Pump
July 2002
04 -- 43
EC 135
Training Manual
Flight Control
Hydraulic Pump
Leading Particulars
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
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
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 valve block contains all the valves and control lines to control and
test the hydraulic system.
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).
u NOTE
July 2002
04 -- 46
EC 135
Training Manual
Flight Control
Hydraulic Valve Block -- Non Pressurized
Pressure Out
Shut-Off Valve
Return In
Sight Glass
Bleed Valve
Pressure Switch
Solenoid Valve
Level Indicator
Filter
MIN
MAX
Pump
Seal Drain
For training and information only
July 2002
04 -- 47
EC 135
Training Manual
Flight Control
July 2002
04 -- 48
EC 135
Training Manual
Flight Control
Hydraulic Valve Block -- Normal Operation
High Pressure
Low Pressure
July 2002
04 -- 49
EC 135
Training Manual
Flight Control
u NOTE
Y WARNING
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.
July 2002
04 -- 50
EC 135
Training Manual
Flight Control
Hydraulic Valve Block -- Test
High Pressure
Low Pressure
July 2002
04 -- 51
EC 135
Training Manual
Flight Control
Hydraulic Actuators
General
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
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.
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
July 2002
04 -- 53
EC 135
Training Manual
Flight Control
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.
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
Input Control Rod
Output to
Swash Plate
Pivot Point
Boost Cylinder
Pressure Line
Continued Input
Return Line
Boost Piston
Input Stop
Lever
July 2002
04 -- 55
EC 135
Training Manual
Flight Control
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
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
Weak Spring
July 2002
04 -- 57
EC 135
Training Manual
Flight Control
MHA -- Pressurized, no Movement
July 2002
04 -- 58
EC 135
Training Manual
Flight Control
MHA -- Pressurized with Movement
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
July 2002
04 -- 60
EC 135
Training Manual
Flight Control
MHA -- Mechanical Override of System 1
Normal Situation
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
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
04 -- 63
EC 135
Training Manual
Flight Control
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.
July 2002
04 -- 64
EC 135
Training Manual
Flight Control
EHA -- Normal Operation with SAS Input
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
July 2002
04 -- 66
EC 135
Training Manual
Flight Control
EHA -- SAS Decoupled
July 2002
04 -- 67
EC 135
Training Manual
Flight Control
Test Procedure
Components
u NOTE
Y WARNING
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
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).
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
Control Line
Control Chamber
Shut-Off Valve
July 2002
04 -- 71
EC 135
Training Manual
Flight Control
General
System Components
The yaw stability augmentation system consists of the following
components:
------
July 2002
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
04 -- 73
EC 135
Training Manual
Flight Control
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.
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.
CDS/CPDS Display
The Caution YAW SAS appears in the MISC field if the Yaw SAS is
decoupled
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
July 2002
CDS/CPDS Display
04 -- 75
EC 135
Training Manual
Flight Control
System Components
The pitch and roll stability augmentation system consists of the
following components:
-----
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.
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.
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
EHA
Pilot Control Inputs
EHA + Pilot
Control Inputs
Lateral Trim
Actuator
EHA
Blade Pitch
July 2002
04 -- 77
EC 135
Training Manual
Flight Control
Attitude Gyros
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.
CDS/CPDS Display
The cut--off switch SAS DCPL is located on the extreme left on the
upper end of the cyclic stick grip.
July 2002
04 -- 78
EC 135
Training Manual
Flight Control
July 2002
04 -- 79
EC 135
Training Manual
Flight Control
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.
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.
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 power supply for the system is provided via the P DAMPER circuit
breaker located in the overhead panel.
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
July 2002
04 -- 80
EC 135
Training Manual
Flight Control
Pitch Damper -- Indication and Switch
Yaw
SAS
CDS/CPDS
PITCH D
P/R SAS
YAW SAS
July 2002
04 -- 81
EC 135
Training Manual
Landing Gear
Landing Gear
July 2002
05 -- 1
EC 135
Training Manual
Landing Gear
Table of Contents
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Measurement of Ground Clearance . . . . . . . . . . . . . . . . . . . . .
4
8
July 2002
05 -- 2
EC 135
Training Manual
Landing Gear
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.
Components
The landing gear consists of:
------
Two crosstubes
Two skids
Four skid shoes
Four bonding jumpers
Two entrance steps
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.
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.
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 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.
July 2002
05 -- 6
EC 135
Training Manual
Landing Gear
July 2002
05 -- 7
EC 135
Training Manual
Landing Gear
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
July 2002
05 -- 8
EC 135
Training Manual
Landing Gear
Measurement of Ground Clearance
Min. 460 mm
Min. 360 mm
July 2002
05 -- 9
EC 135
Training Manual
Power Plant
Power Plant
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
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
July 2002
06 -- 3
EC 135
Training Manual
Power Plant
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
-- P1 Pratt&Whitney 206B,
P2 Pratt&Whittney 206B2
u NOTE
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)
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.
Two overflow channels, vulcanized into the front side of the tank cell,
connect the supply tank to the main tank.
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
Overflow Channnels
Rear Equipment Plate
Ground Connection
Hook--and--Pile Tape
Split Wall
06 -- 7
EC 135
Training Manual
Power Plant
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:
-----
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.
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.
July 2002
06 -- 8
EC 135
Training Manual
Power Plant
Fuel Transfer System
Overflow Channel
Rear View
Foam Core
to Engine 2
Prime Pump 2
Chamber Divider
up to SN 250
FWD
FWD
Transfer Pump
Check Valve
Transfer Line
SN 250 and up
474.5 kg
LH Supply Tank 48 kg
49.0 kg
RH supply Tank 44 kg
44.5 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
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
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
July 2002
06 -- 10
EC 135
Training Manual
Power Plant
Equipment Plates
Engine Supply Hose
Fuel Sensor
Foam Core
Transfer Hose
Equipment Plate
Main Tank
Prime Pump
LH Equipment Plate
Drain Valve with Rubber Collar
Check Valve
July 2002
06 -- 11
EC 135
Training Manual
Power Plant
Fuel Pumps
Y WARNING
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
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
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
Main Tank
For training and information only
July 2002
06 -- 15
EC 135
Training Manual
Power Plant
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.
July 2002
06 -- 16
EC 135
Training Manual
Power Plant
Fuel Pumps -- Switches and Circuit Breakers
M
A
X
ENG II
July 2002
06 -- 17
EC 135
Training Manual
Power Plant
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
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
0,1
OFF
ON
15
0,1
PP 10E
14
PP 10E
PP 20E
13
7
8
OFF
ON
OFF
ON
12
11
10
July 2002
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
06 -- 19
EC 135
Training Manual
Power Plant
Shut-Off Valves
The fuel is supplied to the engines by two hoses, both equipped with
shut off valves.
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.
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
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
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
July 2002
06 -- 22
EC 135
Training Manual
Power Plant
Fuel Shut--Off Valves -- Function
SYS I
MISC
SYS II
F VALVE CL
13
FUEL VALVE
Closing Operation
Fully Closed
PCB
PCB
12
Instrument Lighting
1
2
3
4
5
6
7
8
9
10
11
12
13
MS 1
MS 2
MS 1
12
MS 2
RP
PR
4
5
FIRE
I
EMER
OFFSW
I
EMER
OFFSW
II
ACTIVE
ACTIVE
FIRE
II
PP 20E
PP 10E
July 2002
6
7
06 -- 23
EC 135
Training Manual
Power Plant
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
July 2002
06 -- 25
EC 135
Training Manual
Power Plant
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 caution FUEL QTY DEGR comes on if one of the main tank
sensors fails.
July 2002
06 -- 26
EC 135
Training Manual
Power Plant
CDS Fuel Indication
SYSTEM I
MISC
SYSTEM II
FUEL PRESS
FUEL FILT
F FILT CT
F QTY FAIL
FQTY DEGR
FUEL PRESS
FUEL FILT
F FILT CT
XFER Indication
Light Aux. Tank
Numeric Indication
Unit Kg/LB
July 2002
06 -- 27
EC 135
Training Manual
Power Plant
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.
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.
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
FUEL PRESS
FUEL FILT
F FILT CT
F QTY FAIL
FQTY DEGR
FUEL
FUEL PRESS
FUEL FILT
F FILT CT
Numeric Indication
Bargraph Indication
July 2002
06 -- 29
EC 135
Training Manual
Power Plant
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.
Power Supply
Components
July 2002
06 -- 30
EC 135
Training Manual
Power Plant
Fuel Supply -- Low Level Warning
Warning Unit
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
Circuit Breaker
FUEL--L SYS II
Busbar PP 20E
July 2002
06 -- 31
EC 135
Training Manual
Power Plant
General
General
The fuel low pressure caution indicates low pressure between the
engine driven low-- and high pressure pumps.
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.
Circuit Monitoring
General
Whenever the fuel pressure drops below 0.6 bar, the pressure switch
closes and activates the caution FUEL PRESS in 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
TM
Fuel Pressure Switch
P&W
Filter Differential
Pressure Switch
July 2002
06 -- 33
EC 135
Training Manual
Power Plant
Configuration
Purpose
General
July 2002
06 -- 34
EC 135
Training Manual
Power Plant
Engine Turbomeca ARRIUS
Combustion Chamber
Accessory Geartrain
Air Intake
Output Shaft
Exhaust
Compressor (N1)
Oil Tank
REDUCTION GEARBOX
For training and information only
July 2002
06 -- 35
EC 135
Training Manual
Power Plant
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
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
N2 Input Gear
44038 RPM
N1 Input Gear
54117 RPM
July 2002
06 -- 37
EC 135
Training Manual
Power Plant
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 90 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 180 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.
July 2002
06 -- 38
EC 135
Training Manual
Power Plant
Engine ARRIUS -- Operation
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:
------
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.
July 2002
06 -- 40
EC 135
Training Manual
Power Plant
Oil System ARRIUS
Oilfilter
Filter Bypass Valve
SUPPLY
SCAVENGE
BREATHING
AIR VENT
Strainer
Strainer
July 2002
06 -- 41
EC 135
Training Manual
Power Plant
Fuel is delivered to the fuel pump unit by the aircraft fuel distribution
subsystem.
Components
The fuel and -- control subsystem mainly consists of the following
components:
--------
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.
July 2002
06 -- 42
EC 135
Training Manual
Power Plant
Engine Fuel System --General Arrangement ARRIUS
Return Fuel
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
July 2002
06 -- 43
EC 135
Training Manual
Power Plant
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
Fuel Inlet
July 2002
Fuel Return
(to HP Pump Inlet)
Manual Control
06 -- 45
EC 135
Training Manual
Power Plant
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 oclock
and 9 oclock 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.
July 2002
06 -- 46
EC 135
Training Manual
Power Plant
Fuel Valve Assembly and Injectors ARRIUS
Fireproof Cover
Stop
Electro Valve
Preference
Injector
Injection System
Start Injector
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.
July 2002
06 -- 48
EC 135
Training Manual
Power Plant
Torque Indication ARRIUS
Confirmation
Box
FADEC
Pick--Up
Analog Instrument
CDS
Torque Indication
CPDS (CAD)
July 2002
CPDS (VEMD)
06 -- 49
EC 135
Training Manual
Power Plant
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.
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
July 2002
06 -- 51
EC 135
Training Manual
Power Plant
Configuration
The engine is of modular design. Mainly it consists of:
-- The reduction gearbox module
-- Gas generator and power turbine module
-- Engine subsystems
July 2002
06 -- 52
EC 135
Training Manual
Power Plant
Engine P&W 206(B)
Accessory Geartrain
Output Shaft
REDUCTION GEARBOX
TURBOMACHINERY
July 2002
06 -- 53
EC 135
Training Manual
Power Plant
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 26 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
July 2002
06 -- 55
EC 135
Training Manual
Power Plant
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 90 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 180 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.
July 2002
06 -- 56
EC 135
Training Manual
Power Plant
Engine P&W -- Operation
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:
------
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).
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 RPMs 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.
July 2002
06 -- 58
EC 135
Training Manual
Power Plant
Oil System P&W
Pressure Regulation
Valve
Air Vent
Oil Cooler
Strainer
Strainer
Shut--off Valve
Fuel Heater
Oil Pumps
Pressurized Oil
Scavange Oil
Oil Tank
Oil Temp. Indication
CAUTION ENG OIL P
CAUTION ENG CHIP
Oil Press. Indication
July 2002
06 -- 59
EC 135
Training Manual
Power Plant
Modes of Operation
Components
The Fuel and -- control subsystem mainly consists of the following
components:
-----
July 2002
06 -- 60
EC 135
Training Manual
Power Plant
Engine Fuel System P&W
Jet Pump
Gear Pump
By--pass Valve
Main Air Blast Fuel Nozzles
Hybrid Fuel Nozzles
06 -- 61
EC 135
Training Manual
Power Plant
Fuel Pump
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.
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.
July 2002
06 -- 62
EC 135
Training Manual
Power Plant
Fuel Metering Module, Fuel Manifold
Torque Motor
2
1
2
1
July 2002
06 -- 63
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.
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.
July 2002
06 -- 64
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
July 2002
06 -- 65
EC 135
Training Manual
Power Plant
System Components
The engine control system consists of:
-- Electronic power control FADEC
-- Emergency engine control
July 2002
06 -- 66
EC 135
Training Manual
Power Plant
Engine Control System ARRIUS
July 2002
06 -- 67
EC 135
Training Manual
Power Plant
July 2002
06 -- 68
EC 135
Training Manual
Power Plant
Engine Control System P&W
July 2002
06 -- 69
EC 135
Training Manual
Power Plant
July 2002
06 -- 70
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)
July 2002
Indicator NRO
06 -- 71
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.
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.
July 2002
06 -- 72
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
FADEC (TM)
FADEC (P&W)
Identification Plate
Port for Connection
with the Helicopter
06 -- 73
EC 135
Training Manual
Power Plant
Location
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.
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.
July 2002
06 -- 74
EC 135
Training Manual
Power Plant
Alternator
Engine P&W
Engine TM
Alternator Body
Electrical Connector
July 2002
06 -- 75
EC 135
Training Manual
Power Plant
Engine Ignition
General
Leading Particulars
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
July 2002
06 -- 76
EC 135
Training Manual
Power Plant
Ignition System -- Location
P&W
TM
Ignition Unit
July 2002
06 -- 77
EC 135
Training Manual
Power Plant
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.
July 2002
06 -- 78
EC 135
Training Manual
Power Plant
Engine Mode Selector
July 2002
06 -- 79
EC 135
Training Manual
Power Plant
When the collective is raised and the helicopter takes off the N2/NRO
will increase automatically to 100% (Pitch Compensation).
Manual Start
The manual start is not certified and deactivated.
July 2002
06 -- 80
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
July 2002
06 -- 81
EC 135
Training Manual
Power Plant
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:
-----
Droop Compensation
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
06 -- 82
EC 135
Training Manual
Power Plant
Torque Trim -- Beep Switch ENG TRIM
View from Side
Switch Unit
Collective
Lever
Linkage
Beep Switch
ENG TRIM
Collective Shaft
Linear Transducer
only P1/T1
Pedals
Linear Transducer
July 2002
06 -- 83
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).
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
July 2002
06 -- 84
EC 135
Training Manual
Power Plant
Torque Limiter Concept
CAT A Switch
CAT A Switch
Topping
Select Switch
Collective Grip
July 2002
06 -- 85
EC 135
Training Manual
Power Plant
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.
July 2002
06 -- 86
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
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
July 2002
06 -- 87
EC 135
Training Manual
Power Plant
July 2002
06 -- 88
EC 135
Training Manual
Power Plant
July 2002
06 -- 89
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
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.
July 2002
06 -- 90
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 engines 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.
July 2002
06 -- 91
EC 135
Training Manual
Power Plant
-- 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.
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
July 2002
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
Detection,
Isolation,
Writing and Transmission
of a Fault Report
and Recording
For training and information only
July 2002
06 -- 93
EC 135
Training Manual
Power Plant
detent N to the MAX and MIN positions. The twist angle of the
version TM is +/--45, of the version P&W is +/--55.
Components
Gear Box
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.
-------
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
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.
July 2002
06 -- 94
EC 135
Training Manual
Power Plant
Engine Emergency Control
Collective Stick
Gear Box
at the Lower End
of Collective Lever
July 2002
06 -- 95
EC 135
Training Manual
Power Plant
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
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:
-- TWIST GRIP
July 2002
06 -- 96
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
Feedthrough Pocket
July 2002
06 -- 97
EC 135
Training Manual
Power Plant
July 2002
06 -- 98
EC 135
Training Manual
Power Plant
July 2002
06 -- 99
EC 135
Training Manual
Power Plant
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 to the main transmission by bushings
directly, serves for cooling the main transmission oil (50% each side).
-- LH engine
-- RH engine
-- Main transmission
Components
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%)
July 2002
06 -- 100
EC 135
Training Manual
Power Plant
Oil Cooling System -- Functional Scheme
SYSTEM I
MISC
SYSTEM II
ENG OIL P
ENG CHIP
ENG O FILT
ENG OIL P
ENG CHIP
ENG O FILT
CDS/CPDS
Engine 1 with
Sensors (TM)
Front Firewalls
Engine 2 with
Sensors (P&W)
Temperature Bypass
Valve System
Temperature Bypass
Valve System
July 2002
06 -- 101
EC 135
Training Manual
Power Plant
July 2002
06 -- 102
EC 135
Training Manual
Power Plant
Oil Cooling System -- General Arrangement
Hose Arrangement
to Engine TM
Hose Arrangement
to Engine P&W
Firewall
To/From Main
Transmission
Outlet Duct
Oil Cooler
FWD
Inspection Door
Inlet Duct
For training and information only
July 2002
To/From
Engine
06 -- 103
EC 135
Training Manual
Power Plant
Engine Mounts
General
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
July 2002
06 -- 104
EC 135
Training Manual
Power Plant
Engine Mounts TM
Rear Fitting on Engine
Spherical
Bearing
FWD
Outer Mounting
Block
Spherical
Bearing
Spherical
Bearing
V--Strut
Airframe Bracket
FWD
Inboard Mount
For training and information only
July 2002
06 -- 105
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
July 2002
06 -- 106
EC 135
Training Manual
Power Plant
Engine Alignment TM
MAIN TRANSMISSION
Mandrel
Centering Disk
Adapter for TM
Alignment Device
July 2002
06 -- 107
EC 135
Training Manual
Power Plant
Firewalls
General
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.
July 2002
06 -- 108
EC 135
Training Manual
Power Plant
FWD Firewall Assembly
Cover Plate
Inner Sheet
Bellow
Air Wall
July 2002
06 -- 109
EC 135
Training Manual
Power Plant
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.
July 2002
06 -- 110
EC 135
Training Manual
Power Plant
Aft Firewall Assembly
Stiffening Angle
Upper Firewall Sheet
Ejector
FWD
Lower Firewall Sheet
July 2002
06 -- 111
EC 135
Training Manual
Power Plant
u NOTE
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
July 2002
06 -- 113
EC 135
Training Manual
Power Plant
Components
The fire warning system consists of the following:
-----
Locations
The fire detectors are located beneath the starter--generator and
beneath the combustion chamber casing.
Trigger Temperatures
Reduction Gearbox
Power Turbine
TM
210C
271C
P&W
204C
260C
July 2002
06 -- 114
EC 135
Training Manual
Power Plant
Fire Detectors -- Locations
Engine TM
Engine P&W
FWD
FWD
Fire Detector
July 2002
06 -- 115
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 pilots headsets.
July 2002
06 -- 116
EC 135
Training Manual
Power Plant
Fire Warning System
Firewarning Bell
Indicator FIRE I
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
July 2002
06 -- 117
EC 135
Training Manual
Power Plant
Function
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.
u NOTE
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 fr ENG 1 / ENG 2
July 2002
06 -- 118
EC 135
Training Manual
Power Plant
Storage Bottle
Distribution Pipes
Pressure Gauge
FWD
Storage Bottle
Cartridge
Circuit Breaker
FIRE--D ENG I
Circuit Breaker
FIRE--D ENG II
Test Switch FIRE E/W 2
Test Switch FIRE E/W 1
July 2002
06 -- 119
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.
The switches are spring loaded between the positions EXT and
EXT/WARN. They must be switched back to the OFF position
manually.
u NOTE
July 2002
06 -- 120
EC 135
Training Manual
Power Plant
Fire Extinguishing System
Firewarning Bell
EMER OFF Switch SYS 2
EMER OFF Switch SYS 1
N1 < 50%
SYSTEM I
MISC
FIRE EXT
FIRE E TST
N1 Sensor
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
N1 Sensor
Engine 1
Hose
Fire Extinguisher System with Cartridges
July 2002
Fire Detector
Engine 2
06 -- 121
EC 135
Training Manual
Power Plant
Components
The engine drain lines comprises the following components:
------
Drain line
Drain line
Drain line
Drain line
Drain line
------
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
Drain Line
Output Shaft Sealing
For training and information only
July 2002
06 -- 123
EC 135
Training Manual
Power Plant
July 2002
06 -- 124
EC 135
Training Manual
Power Plant
Engine Drain Lines (Engine P&W)
Drain Bottle
Combustion
Chamber
Drain Tube
Starter/Generator
Output Drive Drain Line
July 2002
06 -- 125
EC 135
Training Manual
Power Plant
July 2002
06 -- 126
EC 135
Training Manual
Power Plant
Fuselage Drain Lines
FWD
July 2002
06 -- 127
EC 135
Pilots Manual
Standard Equipment
QUIT
Table of Contents
Standard Equipment
Chapter P07
06/99
RETURN
P07 -- 1
EC 135
Pilots Manual
Standard Equipment
QUIT
STANDARD EQUIPMENT
P07 -- 2
06/99
RETURN
EC 135
Pilots Manual
Optional Equipment
QUIT
Table of Contents
Optional Equipment
Chapter P08
06/99
RETURN
P08 -- 1
EC 135
Pilots Manual
Optional Equipment
QUIT
OPTIONAL EQUIPMENT
INFORMATIONS ABOUT OPTIONALS TO BE TAKEN
FROM SPECIAL DOCUMENTS AND ADDED HERE
P08 -- 2
06/99
RETURN
EC 135
Training Manual
Electrical System
Electrical System
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
July 2002
09 -- 2
EC 135
Training Manual
Electrical System
July 2002
09 -- 3
EC 135
Training Manual
Electrical System
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.
Components
The electrical power supply consists of:
-----
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.
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
4 4a
6 7 8
Battery
Master Box
Inverter II
July 2002
09 -- 5
EC 135
Training Manual
Electrical System
DC Power Generation
General
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
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
-------
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
PP10S
HLC2
PP10E
ESS. BUS
HIGH L. Bus
SHED. Bus
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
09 -- 7
EC 135
Training Manual
Electrical System
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.
July 2002
09 -- 8
EC 135
Training Manual
Electrical System
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
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
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
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.
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.
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
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.
Location
The electrical master box 2 is installed behind the RH interior paneling
near frame 5.
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.
July 2002
09 -- 12
EC 135
Training Manual
Electrical System
Electrical Master Boxes
Boards
Bonding
Jumper
Frame 5
FWD
Plug
For training and information only
July 2002
09 -- 13
EC 135
Training Manual
Electrical System
July 2002
09 -- 14
EC 135
Training Manual
Electrical System
Electrical Master Boxes 1 / 2
Electrical Master Box 1
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
Z300
Z300
Z200
Z100
Z200
Z100
July 2002
Board
09 -- 15
EC 135
Training Manual
Electrical System
Built-In Test
Failure Indications
--------
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.
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
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
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
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.
July 2002
09 -- 18
EC 135
Training Manual
Electrical System
Battery
Cover
NC Cell
Temperature
Switch
Mounting Bolt
Battery Housing
Equipment Deck
Mounting Frame
Power Connector
Connector for Temperature Switch
July 2002
Housing
Ventilation
09 -- 19
EC 135
Training Manual
Electrical System
Blowout Fuse
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 fuse is mounted next to the battery master box to the fuselage.
The battery master box is installed in the lower part of the aft fuselage
section below the battery.
July 2002
09 -- 20
EC 135
Training Manual
Electrical System
Battery Master Box
Support
Blowout Fuse
325 A
Power Supply
Lines
Plug
July 2002
Bonding
Jumper
09 -- 21
EC 135
Training Manual
Electrical System
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
Z100
Bat. Bus
EB1 50 A
EB2 50 A
Relay
Fuse
July 2002
09 -- 23
EC 135
Training Manual
Electrical System
Built-in Test
Failure Indications
-----
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.
July 2002
1
2
3
4
5
6
7
f
o
r
09 -- 24
EC 135
Training Manual
Electrical System
Battery Master Box -- Built-In Test Indication
LED Indication
TEST
765 4321f o r
DIST 1
DIST 2
DIST 3
DIST 4
DIST 5
DIR BAT
July 2002
09 -- 25
EC 135
Training Manual
Electrical System
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
helicopters 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.
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.
July 2002
09 -- 26
EC 135
Training Manual
Electrical System
Power Supply -- Switches and Indications
Warning Unit
Switch Unit
CDS
FLIGHT
I
D
L
E
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
July 2002
09 -- 27
EC 135
Training Manual
Electrical System
Power Connector
Components
The external power receptacle consists of:
------
Power connector
Intercom socket
Circuit breaker EXT PWR
Switch EPU DOOR
CDS/CPDS Indication
July 2002
09 -- 28
EC 135
Training Manual
Electrical System
External Power Receptacle
Switch
Receptacle
E1
--
Ground
Connection
+1
Circuit Breaker
Intercom Socket
Receptacle
July 2002
09 -- 29
EC 135
Training Manual
Electrical System
Intercom Socket
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.
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
July 2002
09 -- 31
EC 135
Training Manual
Electrical System
DC Power Distribution
General
Busbars
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.
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
July 2002
09 -- 33
EC 135
Training Manual
Electrical System
July 2002
09 -- 34
EC 135
Training Manual
Electrical System
Overhead Panel -- Switches
NORM
O
EMER
July 2002
09 -- 35
EC 135
Training Manual
Electrical System
Locations
The circuit breaker consoles are installed on the LH side and on the
RH side of the cargo bay, respectively.
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
Circuit Breaker
10
DC
RECEPT
20
3MJA
TR&BAL
INFLT
19VVA
DC Receptacle
July 2002
09 -- 37
EC 135
Training Manual
Electrical System
Switch Positions
---------
BAT MSTR
ON
GEN I
SHED BUS
BUS TIE I
NORM
BUS TIE II
NORM
GEN II
CDS/CPDS Cautions
MISC
SYS II
GEN DISCON
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.)
BATTERY-Busbar
Switch Position
For training and information only
BAT MSTR
July 2002
NORM
OFF
RESET
Battery
PP20E
GEN I
PP20H
PP20S
RESET
OFF
NORM
PP10E
ON
OFF
RESET
PP10H
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
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:
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
MISC
DC VOLT
GEN AMPS
BAT AMPS
SYS I
24
0
SYS II
24
0
current load
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.)
Ext. Hoist
(opt.)
Switch Position
For training and information only
BAT MSTR
July 2002
GEN I
PP20H
PP20S
RESET
OFF
NORM
NORM
OFF
RESET
ON
OFF
RESET
Battery
PP20E
RESET
OFF
NORM
PP10E
Ext. Power
Receptacle
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
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
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
RESET
OFF
NORM
PP10E
Ext. Power
Receptacle
BATTERY-Busbar
BATC
PP10H
GPUC
EBC2
EBC1
PP10S
BTC2
A/C (opt)
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
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)
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.)
HLC2
GPUC
Ext. Power
Receptacle
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
PP10E
NORM
OFF
RESET
PP10H
NORM
OFF
RESET
PP10S
EMER ON
BATC
RESET
OFF
NORM
HPC1
SBC2
BUS TIE II
09 -- 45
EC 135
Training Manual
Electrical System
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
MISC
SYS I
BUSTIE OPN
SYS I
SYS II
28
28
current load
current load
Charging current, if provided (negative)
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.)
Ext. Hoist
(opt.)
Switch Position
For training and information only
BAT MSTR
July 2002
GEN I
PP20H
PP20S
RESET
OFF
NORM
NORM
OFF
RESET
ON
OFF
RESET
Battery
PP20E
RESET
OFF
NORM
PP10E
Ext. Power
Receptacle
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
CDS/CPDS Cautions
CDS/CPDS Indications
DC VOLT
GEN AMPS
BAT AMPS
GEN I
NORM/OFF
GEN II
SHED BUS
NORM/OFF
NORM
BUS TIE I
NORM
BUS TIE II
NORM
SYS II
GEN DISCON
Switch Position
BAT MSTR
MISC
BAT DISCON
EXT POWER
EPU DOOR
SYS I
28
SYS II
28
0
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
RESET
OFF
NORM
NORM
OFF
RESET
ON
OFF
RESET
Battery
PP20E
RESET
OFF
NORM
PP10E
Ext. Power
Receptacle
BATTERY-Busbar
BATC
PP10H
GPUC
EBC2
EBC1
PP10S
BTC2
A/C (opt.)
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
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
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
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.)
HLC2
GPUC
Ext. Power
Receptacle
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
PP10E
NORM
OFF
RESET
PP10H
NORM
OFF
RESET
PP10S
EMER ON
BATC
RESET
OFF
NORM
HPC1
SBC2
BUS TIE II
09 -- 51
EC 135
Training Manual
Electrical System
Fault Reactions
Primary Busbar Fails
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
MISC
SYS II
u NOTE
MISC
BAT DISCON
SYS II
BUS TIE OPN
MISC
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.)
Ext. Hoist
(opt.)
Switch Position
For training and information only
BAT MSTR
July 2002
GEN I
PP20H
PP20S
RESET
OFF
NORM
NORM
OFF
RESET
ON
OFF
RESET
Battery
PP20E
RESET
OFF
NORM
PP10E
Ext. Power
Receptacle
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
July 2002
09 -- 54
EC 135
Training Manual
Electrical System
AC (400 Hz) Power System
AC--Busbar 1
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
-- 28 V DC:
-- Open circuit:
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.
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
July 2002
INV SEL
AC BUS SPLY
26VAC
400 Hz
09 -- 57
EC 135
Training Manual
Inspections
Inspections
July 2002
10 -- 1
EC 135
Training Manual
Inspections
Table of Contents
Types of Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scheduled Checks and Inspections . . . . . . . . . . . . . . . . . . . . .
3
4
July 2002
10 -- 2
EC 135
Training Manual
Inspections
Types of Inspections
Visual Inspection
Condition Inspection
Functional Tests
Functional tests check the correct operation of units, systems and
subsystems e.g. engine ground run.
July 2002
10 -- 3
EC 135
Training Manual
Inspections
Preflight Check
The preflight check is to be performed by the latest prior to the first flight
of the day.
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.
--------
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--23--00
12--Month
Inspection
July 2002
10 -- 5
EC 135
Training Manual
Inspections
12--Month Inspection
Periodical Inspection
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
July 2002
10 -- 7