EC 135 Training Manual PDF

EC 135
Training Manual
Intro
EC 135 -- Training Manual
EUROCOPTER DEUTSCHLAND GmbH

Helicopter Training Center
P.O. Box 1353
D--86603 Donauwörth
Phone: (0049) 906 71--4481
Fax: (0049) 90671--4499
For training and information only July 2002 Intro 1

EC 135
Training Manual
Intro
Foreword Modules
Welcome to the EUROCOPTER EC 135 Training Course. This course 00 General Information
was designed to instruct pilots and maintenance personnel on the
01 Lifting System
EC 135 helicopter.
02 Fuselage
The training manual is comprised of 9 modules and takes into
consideration, to a certain extent, ATA 104 specifications. It correlates 03 Tail Unit
to the sequence of the factory training you will receive. 04 Flight Control
Annotation to the Training Manual 05 Landing Gear
This training manual is not a subject for revision service. It is the 06 Power Plant
manufacturer’s practice to improve continously its products and
07 Standard Equipment (not applicable for this
therefore the right is reserved to make without notice alterations in
manual)
design or manufacture which may deemed necessary.
08 Optional Equipment (not applicable for this
All rights reserved.
manual)
Reproduction or translation in whole or in part of the contents of this 09 Electrical System
publication without permission of EUROCOPTER is not authorized.
10 Inspections
1. edition December 2000
1. revision June 2002
2. revision July 2002

EC 135
Training Manual
Intro
Abbreviations
A CDS Cockpit Display System

A Ampere CG Center of gravity
a/c, acft Aircraft CPDS Central panel display system
AC Alternating current CSAS Control stability augmention system
AEO All Engines Operative CT Continuous test
Ah Ampere hours CTR Center
AR Auto CW Clockwise
ARIS Anti resonance rotor isolation system D
ATA Air Line Transport Association DC Direct current
B DCU Data control unit
B.A. Bleed air DG Directional Gyro
BAT Battery DISCH Discharge
BIT Built in test E
B.L. Buttock line EEC Electronic engine control (P&W)
C EECU Electronic engine control unit (TM)
CAD Caution and advisory display EFIS Electronic flight instrument system
CAS Calibrated airspeed e.g. For example
Cat. Category EGT Exchaust gas temperature
CCW Counter clock wise EHA Electronic hydraulic actuator

EC 135
Training Manual
Intro
EMER Emergency GEN Generator

ENG Engine GRP Glassfibre reinforced plastic
EPU External power unit GS, gs Ground Speed
EXT External; extinguisher GSE Ground service equipment
F H
FADEC Full Authority Digital Engine Control h; hr Hours of time
FCDM Flight control display module hPa Hectopascal
FCDS Flight control display system HTG Heating
Fh Flight hours HTR sw Heater switch
FLIR Forward looking infra red HUMS Health and Usage Monitoring System
FLI First limit indication HV Height velocity
FLI Flight manual HY, HYD, HYDR Hydraulic
FMM Fuel metering module I
FMS Flight manual supplement IAC--AR Interstate Aviation Commitee
FMU Fuel metering unit --Aviation Register
FRP Fibre reinforced plastic IAS Indicated airspeed
F.S. Fuselage station IC Intercommunication
ft Foot (feet) ICP Instrument control panel
G ICS Intercommunication system
GA Go around i.e. That is (id est)

IFR Instrument flight rules
GAL; gal Gallon
IFCO In Flight Change Over

EC 135
Training Manual
Intro
IGE In ground effect LDG Landing

IMC Instrumental meteorolocical conditions LDP Landing decicion point
Imp. Imperial LEP List of effective pages
in. Inch LH Left hand
IND Indicator LOAP List of applicable publications
INV Inverter LRM Line replaceable module
ISA International Standard Atmosphere LRU Line replaceable unit
J LVDT Linear voltage differential transducer
JAR Joint Airworthiness Requirements M

K m Meter
KCAS Knots calibrated airspeed MAN Manual mode of operation
kg Kilogram max Maximum
KIAS Knots indicated airspeed MC, mc Maximum continuous
km Kilometer MCP Maximum continuous power
kt Knot MEL Minimum equipment list
KTAS Knots true airspeed MFD Multi function display
kW Kilowatt MGT Measured gas temperature

MHS Mechano--hydraulic servo actuator
L
MIL Military standard, military specification
L, l, LTR, ltr Liter
min. Minimum
lb Pound
MISC Miscellaneous
LBA Luftfahrt Bundesamt
MM Mast moment

EC 135
Training Manual
Intro
mm Millimeter OGE Out of ground effect

MMC Metal matrix compose OPT Optional equipment
MMEL Master minimum equipment list OVHT Overheat
MOD Modification P
MSL Mean sea level PA Pascal
MTBF Mean time between failure PA Pressure altitude
MTOW Maximum take-off weight PAX Passanger
N pb Push button
NACA PEC Position error correction
N1, n1, Ng, ng Gas generator speed PFD Primary flight display
N2, n2, Np, np Power turbine speed PLA Power lever angle
NAV Navigation (radio) P/N Part number
ND Navigation display POR Point of regulation
NMS Navigation management system R
No., no. Number RA Radio altimeter
NORM Normal mode of operation RAI Registro Aeronautico Italiano
NR, NRO Rotor speed R/C Rate of climb
NVG Night vision goggles RCU Reconfiguration control unit
O R/D Rate of decent
OAT Outside air temperature RD Reference datum
OEI One engine inoperative Rev. Revision

EC 135
Training Manual
Intro
RH Right hand std Standard

RPM, rpm Revolutions per minute SW, sw ’Switch
S SYS System
s, sec. Seconds of time V

SAR Search and rescue VH Maximum horizontal speed
SAS Stability augmention system VHF Very high frequency
SB Service bulletin VMC Visual meteorolocical conditions
SEL Selector VMO, VMO Maximum operating speed
SEMA Smart electro-mecanical actuator VNE, VNE Never exceed speed
SGL Single VOR VHF omnidirectional radio ranging
SHED Shedding VRM Video and radar module
SHP Shaft horse power VTOSS Take-of safety speed
SL Sea level VY Best rate-of -climb speed
SMD Smart multifunction display W
S/N Serial number W.L. Waterline
SOV Shut-off valve WXR Weather radar
SPAS Stick position augmention system
X
SPIFR Single pilot IFR
XMSN Transmission
sq Square
XPDR/XTR Transponder
SRU Shop repalcement unit
STA. Station
STBY Stand-by

EC 135
Training Manual
General
General Description
For training and information only July 2002 00 -- 1

EC 135
Training Manual
General
Table of Contents
The Development of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . 4 First Limit Page (FLI) P1/T1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
General Description of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . 6 First Limit Page (FLI) P2/T2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Maintenance Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Page for Electrical and Engine Parameters (ELEC/VEH) . . 70
Documentation of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 FLIGHT REPORT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Reference Planes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 SYSTEM STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Cockpit Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 CAUTION/BACKUP Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Instrument Panel with CPDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 CAUTION/FUEL FAIL Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Instrument Panel with CDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 CPDS Switch Over Functions . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Triple Rotor RPM Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Normal Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Torque Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Derivative Mode with one VEMD Line off . . . . . . . . . . . . . . . . 86
Dual TOT Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Derivative Mode with CAD off . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Dual nN1 Indicator T1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Derivative Mode with CAD and one VEMD Lane off . . . . . . . 90
Dual N1 Indicator P1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Derivative Mode with both VEMD Lines off . . . . . . . . . . . . . . . 92
Oil Temperature and Pressure Indicator . . . . . . . . . . . . . . . . . 30 Maintenance Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Cockpit Display System (CDS) . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Flight Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
CDS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Overlimit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
CDS Caution Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Transfer Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
CDS Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Function Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Display Select Switch / Scroll Button . . . . . . . . . . . . . . . . . . . . 40 Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Torque Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 A/C CONFIG Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Electrical Power Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 CPDS Software Versions Overview . . . . . . . . . . . . . . . . . . . . . 108
Outside Air Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 H/C Serial Number Changes Overview . . . . . . . . . . . . . . . . . . 109
Mast Moment Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Warning Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Fuel Quantity Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Switch Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Central Panel Display System (CPDS) . . . . . . . . . . . . . . . . . . . 46 Overhead Console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Function of the CPDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Pitot--Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
CPDS Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
CAUTION / FUEL -- Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

EC 135
Training Manual
General
Handling of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Jacking of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Shoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Towing and Pushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

EC 135
Training Manual
General
The Development of the EC 135
History Engine Versions

The first EUROCOPTER (ex. MBB, ex. BÖLKOW) helicopter with The following engine versions are possible:
glass fiber rotor blades was the single blade helicopter BO 102, a
-- EC 135 P1
captive trainer, operating for the first time in 1957. In 1961 the single equipped with Pratt & Whitney PW 206 B engines.
seater BO 103 followed, the only helicopter to fly with one rotor blade.
-- EC 135 P2
In 1962/63, a new hingeless rotor system was created, and equipped with Pratt & Whitney PW 206 B2 engines.
successfully tried on an Alouette II, in Marignane, France. -- EC135 T1
From 1960 to 64 the high speed helicopter BO 46 was designed with equipped with Turbomeca ARRIUS 2B1, 2B1A, 2B1A_1
the Derschmitt rotor system. -- EC135 T2
In 1964 these helicopters were followed by the multi purpose 2 1/2 ton equipped with Turbomeca ARRIUS 2B2 engines.
twin engine helicopter BO 105. Both engine types are in the 450 KW class. The maximum take-off
To substitute the BO 105 after 20 years in duty, the BO 108 was created weight for both standard versions is 2720 kg (upgrade to 2835 kg
and flown on Okt. 15th, 1988 for the first time. Consultations with MTOW is possible), with external load 2900 kg.
potential customers -- operators of EUROCOPTER products and of
Cockpit Versions
competing types -- showed that cabin volume should be increased and
visibility improved and that greater emphasis would have to be put on Two major cockpit versions are possible:
mission flexibility (the cabin floor, for instance should be flat and -- CPDS (Central Panel Display System with multifunction
unobstructed to allow easy conversion from passengers to cargo screens) together with analog flight instruments. As an
roles). In late 1992, the design was modified to provide option, the CPDS can be combined with FCDS (Flight
accommodation for max. six passengers, instead of the BO 108’s Control Display System).
three, and two crew. The Aerospatiale developed Fenestron Anti
Torque system was adapted, and the EC 135 as it is today took shape. -- CDS (Cockpit Display System) with analog flight
instruments or EFIS (Electronic Flight Instrumentation
In the middle of 1996, the certification by the German (LBA) and the System)
American Airworthiness Authorities (FAA) was completed.
u NOTE CDS Standard cockpit has been replaced by CPDS
cockpit.

EC 135
Training Manual
General
EC 135 Variants
EC135 P2 EC135 P1 EC135 T1 EC135 T2

Pratt&Whitney Engine Pratt&Whitney Engine TURBOMECA Engine TURBOMECA Engine
206 B2 206 B ARRIUS 2B1, 2B1A, 2B1A_1 ARRIUS 2B2
CPDS CPDS+FCDS CDS CPDS CPDS+FCDS CDS CPDS CPDS+FCDS CPDS CPDS+FCDS
Analog EFIS Analog EFIS

Instruments Instruments

EC 135
Training Manual
General
General Description of the EC 135
General Tail Rotor System

The EC 135 is a light multi purpose twin engine helicopter in the 2.5t The helicopter is equipped with a “Fenestron” tailrotor system. There
class. There are five seats in the basic version, they can be extended are 10 blades rotating in a housing integrated in the tail boom.
up to eight seats.
The Fenestron is controlled via a “Flexball” type cable, routed from the
Engines pedals to the input control rod of the Fenestron.
The EC 135 T is powered by two engines Turbomeca ARRIUS 2B, the Tail Boom
EC 135 P is powered by two engines Pratt & Whittney PW 206 B. They
The tail boom can be separated from the fuselage, and consists of tail
are equipped with a digital engine control system.
boom cone, the horizontal tail plane with end-plates, vertical fin with
Transmission integrated tail rotor, tail rotor gearbox and fairing.
The main transmission is a two-stage flat gearbox (produced by

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

EC 135
Training Manual
General
Dimensions
2.65m
2.00m 1.56m
3.20m
12.16m
10.20m
5°
3.35m 3.51m
3°
0.66m
5.87m
10.20m

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.

EC 135
Training Manual
General
Cabin Dimensions
1.26 m
1.15 m
1.22 m 0.97 m 1.79 m
1.50 m
0.89 m
2.32 m 0.74 m 1.05 m 1.23 m

4.11 m

EC 135
Training Manual
General
Maintenance Concept
General Intermediate Level

“Maintenance” covers all scheduled and unscheduled maintenance The intermediate level covers repairs on/off helicopter, extended
activities. It also applies to the on condition maintenance. It is based periodical inspections as specified in the aircraft maintenance manual.
on condition monitoring by visual checks/inspections and diagnostic To fulfill these tasks, maintenance facility, qualified personel, test
features such as chip detectors, filter bypass indicators, boroscope equipment and special tools are required.
access, failure code indications, built-in tests, warning lights etc.
u NOTE The maintenance manual covers all tasks of
Maintenance Levels organizational level and intermediate level.
EC 135 maintenance is split into three maintenance levels:
-- Organizational Level (O) Depot Level (D)
-- Intermediate Level (I) Depot level covers major repair or overhaul at the manufacturer or at
-- Depot Level (D) authorized service stations under industrial premises.
More extensive tools/test equipment and specialized personnel are
Organizational Level necessary.
The organizational level covers tasks of the daily servicing,
maintenance checks, inspections for condition, exchange of u NOTE Documentation and spares for depot level tasks
components (LRU’s) and quick, simple repairs as specified in the will be delivered to authorized customers only.
aircraft maintenance manual (AMM).
The work generally takes place at the operators site. After a “on the job u NOTE Information about inspections and intervals are to
training” these checks can be carried out by pilots, mechanics and be found in chapter 10 of this training manual.
operators.

EC 135
Training Manual
General
Maintenance Concept
Maintenance
Scheduled
Unscheduled
On Condition
Daily servicing, maintenance checks

Organizational
Level (O) inspections for condition, exchange of LRU‘s. acc. to AMM -- Can be carried
out by a mechanic or by the pilot (i.e. main transmission servicing).
Repair on/off the helicopter extended

Intermediate periodical inspections acc. to AMM -- maintenance facility, qualified personnel,
Level (I)
test equipment and special tools are required (i.e. main transmission change).
Manufacturer/authorized customers only
Major repair or overhaul at the manufacturer or at authorized service stations

Depot Level (D)
acc. to special documentation. Tools/test equipment and specialized personnel
are neccessary (i.e. main transmission overhaul).

EC 135
Training Manual
General
Documentation of the EC 135
General Page Number Blocks

The documentation of the EC 135 consists of two main groups: Page number blocks are used for the different sections of the
maintenance manual to logically place the activities in sequence as
-- EC 135 helicopter documentation written by
EUROCOPTER follows: Procedures have either a brief subtopic or a combination of
subtopics i.e. Removal/Installation, Inspection/Test. If subtopics are
-- Other manufacturers documentations brief, then they are combined in one topic under Maintenance
Layout Practices. If the subtopics become lengthy so that a combination
would require numerous pages, the topics are broken out into page
The whole documentation library is prepared in general compliance number blocks.
with Air Transport Association Specification 100 and ATA 2100. The
customized documentation is available for certain H/C serial numbers -- Pageblock 1--99 System Description
or a group of H/C serial numbers. A part of the documentation library -- Pageblock 101--199 Troubleshooting
is delivered on CD ROM. -- Pageblock 201--299 Maintenance Procedures
-- Pageblock 301--399 Servicing
Revision Reissue
-- Pageblock 401--499 Removal/Installation
Changes in the helicopter equipment, maintenance practices,
-- Pageblock 501--599 Adjustment/Test
procedures etc. update and replace the manual content. To ensure
that the EC 135 manuals continue to show the latest information, twice -- Pageblock 601--699 Inspection
a year the CD ROM is replaced by a reissue. The preceding issue then -- Pageblock 701--799 Cleaning/Painting
becomes obsolete and must be discarded. -- Pageblock 801--899 Repair
ATA Numbering -- Pageblock 901--999 Storage
The numbering system provides a procedure for dividing material into u NOTE Element 1, element 2 and the pageblocks are set
chapter section subject and page. The number is composed of three by the ATA 2100 schematic. The following
elements, which have two numbers each. The chapter and section elements can be defined by the aircraft
element are established by ATA 2100. Subject and unit element manufacturer as required.
numbers are assigned by ECD.

EC 135
Training Manual
General
ATA Numbering
1. Element 2. Element 3. Element
28 -- 10 -- 00
Chapter Section Subject/Unit

EC 135
Training Manual
General
Mechanic’s Documentation Operator’s Technical Control Documentation

The mechanic has available (CD or hardcopy): The following documents are kept by the operator’s technical control:
-- Systems Description Section (SDS) -- Historical Record
-- Aircraft Maintenance Manual (AMM) -- LOAP (List of applicable publications, hardcopy)
-- Master Servicing Manual (MSM) -- Service Bulletins / Alert Bulletins, (hardcopy)
-- Wiring Diagram Manual (WDM) -- Service Informations / Alert Service Informations,
-- Illustrated Parts Catalog inclusive Tools Catalog (IPC) (hardcopy)
Pilot’s Documentation Other Manufacturer’s Documentation

The pilot has four documents available (hardcopy): The other manufacturers (engines, Avionics and optional equipment)
deliver their own documentation:
-- The Flight Manual (FLM) according Helicopter Association
International, HAI -- Engine Maintenance Manual
-- Log Book -- Engine Illustrated Parts Catalog
-- Pilot’s Checklist (PCL) -- Engine Service Bulletins / Service Letters
-- Master Minimum Equipment List (MMEL) -- Avionics Manuals
-- Special optional equipment (e.g. external hoist system)
u NOTE The Flight Manual, the Pilot’s Checklist and the
Log Book are hardcopies and must always be u NOTE The valid manuals incl. the revision status are
present in the helicopter. published in the LOAP (list of applicable
publications).

EC 135
Training Manual
General
ECD Helicopter Documentation EC 135
Mechanic Operator Pilot
WDM MMEL
SI/ASI PCL
IPC + Tools CD--ROM T1, CDS/CPDS
T2 CPDS
SB/ASB P1, CDS/CPDS
AMM
P2 CPDS
SDS LOAP
Log Book
MSM Historical
Record FLM
T1, CDS/CPDS
T2 CPDS
P1, CDS/CPDS
P2 CPDS

EC 135
Training Manual
General
Reference Planes
General Buttock Lines (+/-- Y Coordinates, Lateral)

The frame coordinates of the EC 135 are defined in accorance with Buttock lines (BL) are vertical planes perpendicular to, and measured
LN 65619 (Luftfahrtnorm). All dimensions are given in the metric to the left and right along the lateral axis of the helicopter.
system (mm).
Buttock line (0) is the plane at the longitudinal centerline of the
The reference planes are used to determine locations on and within helicopter.
the helicopter.
Waterline (+ Z Coordinates, Vertical)
Definitions
Waterlines (WL) are horizontal planes perpendicular to, and measured
Locations on and within the helicopter can be determined in relation along, the vertical axis of the helicopter.
to fuselage stations, buttock lines and waterlines, measured in
Waterplane (0) is a plane 1505 mm below the cabin floor at fuselage
millimeters (mm) from known reference points. Fuselage stations,
station 2160 mm.
buttock lines, and waterlines are planes perpendicular to each other.
Reference plane is the plane at the longitudinal centerline of the Reference Datum (+ X Coordinates Longitudinal)
helicopter perpendicular to the cabin floor. The reference datum (RD) is an imaginary vertical plane foreward of
the helicopter nose. The station is located is located 4000 mm in front
Fuselage Stations
of the leveling point (center of double frame #4).
Fuselage stations (FS) are vertical planes perpendicular to, and
measured along, the longitudinal axis of the helicopter. u NOTE The standard helicopter is well clear to the
Station 0 is an imaginary vertical plane forward of the nose of the reference planes in order to avoid negative
helicopter, from which all horizontal distances are measured for coordinates (X; Z) after exterior optional equipment
balance purposes (see also “reference datum”). is mounted.

EC 135
Training Manual
General
Reference Planes
X 1099.32
X 4000
Z 1505
Z
Y+ X 2160
X
Y--

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

EC 135
Training Manual
General
Cockpit Arrangement (CPDS; FCDS)
Overhead Panel Center Post
Instrument Panel
Cyclic Stick
Slant Console
DH BARO DH BARO
T
S EXT SOURCE
NAV PFD S T
S EXT SOURCE
NAV PFD S
T ND T
D T ND T
D
CRS POS CRS POS
Center Console
Collective Pitch

EC 135
Training Manual
General
Instrument Panel with CPDS
General RH Section
The instrument panel contains most of the displays and instruments The RH section of the instrument panel contains the
and some of the control units installed in the helicopter. The instruments/displays for flight control and navigation. A number of
configuration of the instrument panel varies according to operators switches may be provided for controlling the radio/navigation system.
needs and the associated equipment. A nozzle is provided for regulating fresh air supply.
System Components LH Section

The instrument panel consists of: The LH section of the instrument panel is specified for the copilot. The
configuration of the LH section varies according to helicopter
-- Center Console
equipment.
-- 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.

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

Antiglare Device Triple Speed Indication Warning Unit
N2/NRO Airspeed Indicator
Analog Clock
Artificial Horizon
Altitude Indicator
D-- HUMS
Vertical Speed
Indicator
HSI
CAD c VEMD
Nozzle
Switch Unit
LH SECTION CENTER SECTION RH SECTION

EC 135
Training Manual
General
INTENTIONALLY LEFT BLANK

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

Antiglare Device Warning Unit
Analog Instruments
Primary Flight Display
Navigation Display
CPDS T
S
T
DH
EXT
NAV
SOURCE
PFD
ND
BARO
S
T
D
T
S
T
DH
EXT
NAV
SOURCE
PFD
ND
BARO
S
T
D
CRS CRS
POS POS
Switch Unit Nozzle

EC 135
Training Manual
General
Instrument Panel with CDS
General
All the instruments and indications to monitor the helicopter systems
are installed in the center section of the instrument panel.
Configuration
-- The following instruments, indicators and switches are
installed in the center section of the instrument panel:
-- Warning unit
-- Triple rotor RPM indicator (incl. N2 indication for eng. 1/2)
-- Torque indicator
-- Dual TOT indicator
-- Dual nN1 indicator (T1 engine only)
-- Dual N1 indicator (P1 engine only)
-- Chronograph
-- Switch unit
-- Oil temperature and pressure indicator for engines and
main transmission (Different limit markers with the different
engines)
-- Cockpit Display System (CDS)

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

Warning Unit
Antiglare Device Airspeed Indicator
Oil Temperature/Pressure Indicators
EFIS
PITCH MASTER
CAUTION
Altitude Indicator
DAMPER
SYSTEM I MISC SYSTEM II
SYSTEM I SYSTEM II
PAGE
TQ
DC VOLTS
GEN AMPS CAUTION
BAT AMPS PAGE
OAT MM LMT
F LOW FREE LOW XFER VOLT
U AMP
E KG LB KG LB KG LB KG LB
Vertical Speed
L SPLY 1 MAIN SPLY 2 AUX
SCROLL
Vne MASS
GROSS RAD ALT DISPLAY
SELECT
CABLE P OPT
HOOK LOAD F
LENGTH 1
Indicator
M 2
T
CDS
FAIL
WEIGHT
BRIGHTNESS
(Vne)
Switches
CDS c
Analog Instruments:
System/Engine
Nozzle
Switch Unit

EC 135
Training Manual
General
Triple Rotor RPM Indication Torque Indicator

General General
The triple rotor RPM indicator is part of the speed sensing system. It The torque indicator indicates the torque, measured at each engine
is a 3--pointer instrument and indicates the RPM of the following: output shaft. It is a 2--pointer instrument. The pointers are labelled “1”
and “2”.
-- Rotor RPM [ % ]
-- Power turbine speed engine 1 [ % ] The indication range is 0 to 140 %.
-- Power turbine speed engine 2 [ % ]
Operation Dual TOT Indicator

The system comprises of inductive pickups at the engines and at the General
main transmission, each generating a voltage peak whenever the
The TOT indicator indicates the turbine outlet temperature at each
appropriate interruptor passes.
engine. It is a 2--pointer instrument. The pointers are labelled “1” and
Rotor RPM “2”.
The rotor RPM is indicated by the small pointer labelled “R”. The The indication range is 0 to 100 °C x 10.
indication range is 0 to 120 %.
u NOTE The limit values might be different according to the
Power Turbine Speed engine version installed.
The power turbine speed of engine 1 and engine 2 is indicated by
2 pointers, labelled “1” and “2”. The indication range is 0 to 120 %.

EC 135
Training Manual
General
Engine Monitoring Instruments TM
Triple Rotor RPM Indicator Torque Indicator
TOT Indicator N1 Indicator

EC 135
Training Manual
General
Dual nN1 Indicator T1 Dual N1 Indicator P1

General General
The Dual n N1 indicator is part of the speed sensing system. It is a The Dual N1 indicator is part of the speed sensing system. It is a
2--pointer instrument and indicates the RPM of the following: 2--pointer instrument and indicates the RPM of the following:
-- n gas producer RPM between the max. allowed (computed -- Gas producer RPM for engine 1 and engine 2
by the FADEC) RPM and the present RPM for engine 1
It is a 2--pointer instrument. The pointers are labelled “1” and “2”. The
and engine 2.
indication range is from 0 % to + 120 %.
It is a 2--pointer instrument. The pointers are labelled “1” and “2”. The
indication range is from -- 8 % to + 4 %. u NOTE The limit values might be different according to the
engine version installed.

EC 135
Training Manual
General
Engine Monitoring Instruments P1
Triple Rotor RPM Indicator Torque Indicator
N1 Indicator
TOT Indicator

EC 135
Training Manual
General
Oil Temperature and Pressure Indicator

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

EC 135
Training Manual
General
Oil Temperature-- and Pressure Indicator
Turbomeca
Pratt&Whitney

EC 135
Training Manual
General
Cockpit Display System (CDS)
Introduction 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
The Cockpit Display System (CDS) provides indication of aircraft
installed) to acknowledge the CAUTION indications.
status information such as caution and advisory messages to the crew
accomplished by operating data and indication of special operation -- Test Switch TEST/CDS
modes. It consists of a self contained unit installed in the center section The test switch TEST/CDS is installed in the overhead panel. It triggers
of the instrument panel. the testing of the CDS indications.
Various switches facilitate operation of the device and allow control of -- CDS OVTP indication light
the indications. The brightness is automatically controlled with the aid
of a sensor. 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
An indication light flashes as soon as the CDS discovers an internal if the internal temperature is higher than 63 °C.
malfunction.
The CDS is capable of identifying the type of engine installed Power Supply
according to the wiring of the connectors. In order to guarantee continuous operation even in the event of failure
The casing of the CDS is cooled by the cabin ventilation system or the of one of the essential busbars, the CDS is supplied by both
air-conditioning system, if installed. ESSENTIAL busbars via the circuit breakers located in the overhead
panel.
Associated Controls and Indicators -- CDS/SYS 1
In order to provide proper function and handling, the following controls -- CDS/SYS 2
and indicators beside the CDS are available:
Data Storage
-- MASTER CAUTION indication light
An CDS integrated memory has two functions which are as follows:
The MASTER CAUTION indication light is installed in the center part
of the instrument panel RH of the warning unit. -- Storage of all of the CAUTION indications having occurred
within the penultimate minute
-- Switch CDS/AUDIO RESET
-- Storage of the failures reported to the CDS by the engine
control units along with their respective failure codes.

EC 135
Training Manual
General
CDS -- General Arrangement
CDS Master
OVTP Caution
CDS
AUDIO
RES
Engine Data Aircraft Data
CB CDS/SYS1 CB CDS/SYS2
ESSENTIAL I ESSENTIAL II

EC 135
Training Manual
General
Configuration Colors of Indications

The CDS provides the crew with information while at the same time -- Amber
indicating the present state of various systems of the helicopter. The upper display which is the primary display is split into four sections.
The CDS performs the following tasks: In the upper part CAUTIONS are displayed separately for SYST I/II
-- CAUTION indication and MISC. The color of the cautions is amber.
-- Advisory indication -- Green
-- Indication of engine parameter (engine cycle counter), The lower part of the upper display shows the ADVISORIES The color
FADEC--MEM--codes and malfunction indications of the advisories is green.
-- Indication of helicopter’s power supply voltage and current
-- White
-- Outside air temperature indication
The color in the lower display which is the secondary display in general
-- Mast moment bargraph with limit warning light*
is white.
-- Fuel system indication
Exceptions are made with the mast moment indication which is green
-- Calculation and indication of Vne velocity **
-- yellow -- red and fuel low indications in the fuel display which are red.
-- Radar altimeter indication
-- Indication of length of rescue winch cable*
-- Indication of load attached to external cargo hook*
-- Engine operating hours counter
* 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.

EC 135
Training Manual
General
CDS -- Displays and Controls
Caution Display
SYST I, MISC, SYST II
Advisory Display
Engine Parameter Display
Default Values:
N1 for TM, TOT for P&W
Page Light
TORQUE Display
CAUTION PAGE Button
Electrical System Display Mast Moment Indication
VOLT/AMP Key
OAT Indication
FUEL SYSTEM Display Scroll Buttons
Opt 1/2 Display Display Select Switch
Brightness Sensor
CDS FAIL Indication
WEIGHT Key BRIGHTNESS Keys

EC 135
Training Manual
General
CDS Operation
Power Supply and Self Test Mast Moment Failure
The CDS is activated by setting the battery master switch BAT MSTR If there is a failure of the mast moment system detected, the caution
in ON position. This causes the CDS self test to be carried out. The MM FAILED comes up in the MISC field (depends on the part number).
CDS checks also the presence of the following engine cautions for
SYS I and SYS II: Continuity Test
Continuity tests of the connecting cables between some sensors and
ENG FAIL ENG FAIL
the CDS are made during CDS power -- ON self test. A failure is
ENG OIL P ENG OIL P indicated by displaying the respective detector name with an
FUEL PRESS FUEL PRESS additional ...CT on the caution panel. If a ...CT -- caution is indicated,
HYD PRESS HYD PRESS the monitoring circuit of the corresponding system must be assumed
XMSN OIL P XMSN OIL P to be unable to activate the real system caution in case of system
failure.
GEN DISCON GEN DISCON
CDS Test Switch
The CDS test switch, located on the test switch panel of the overhead
If the cautions have been successfully detected INP PASSED comes console provides test function of the display screens and lamps of the
on on the advisory display below the message CDS PASSED and CDS. Activation of the test switch causes the screens and lamps of the
engine configuration (early CDS versions only). If a caution is missing, CDS and the indication CDS OVTP to illuminate.
INP FAIL appears in the center column of the caution display, followed
by the missing caution to the left/right.
The pilot has to acknowledge the messages by pushing the
CDS/AUDIO RES button on the stick grip. Subsequent to the
acknowledgement the CDS starts normal operation. If the self test was
not successful CDS FAIL will appear on the display.
The indication light CDS FAIL comes on only when the CDS self test
is faulty.

EC 135
Training Manual
General
CDS Self Test
SYSTEM I MISC SYSTEM II SYSTEM I MISC SYSTEM II
ENG FAIL ENG FAIL

ENG OIL P ENG OIL P
FUEL PRESS FUEL PRESS
HYD PRESS HYD PRESS HYD PRESS INP FAIL
XMSN OIL P XMSN OIL P
CDS PASSED CDS PASSED

(Engine config.)* (Engine config.)
INP PASSED
All Parameters Available, Self Test Passed Signal HYD PRESS Missing
* Early CDS versions only
CDS FAIL
Self Test Not Passed.

EC 135
Training Manual
General
CDS Caution Display

General u NOTE The following two listings show all possible
cautions/advisories at the time this manual has
The cautions are displayed in the CAUTION display, separately for
been printed.
system 1, system 2 and miscellaneous.
The caution configuration in the individual
New cautions emerging on the screen are accompanied by flashing helicopter depends on the helicopter serial
lines above and below the caution. Cautions, displayed before, are number, CDS configuration and optional
extinguished from the display but stored in the background. equipment installed.
Each new caution indication causes the MASTER CAUTION light to The cautions will be explained in the respective
come on (The master caution light is located right beside the warning chapters.
panel).
The cautions must be acknowledged by pressing the CDS/AUDIO
RES button which is located on the cyclic stick.
After pressing the CDS/AUDIO RES button the master caution light
goes off and the CDS changes to the prioritized display mode. That
means, that all active cautions are displayed in sequence of priority.
If there are more acknowledged cautions than can be displayed on the
screen simultaneously, the PAGE light illuminates and the additional
cautions can be called up from the second page by pressing the
CAUTION PAGE button. If the CAUTION PAGE button has not been
pressed for 10 seconds, the top priority cautions are displayed.

EC 135
Training Manual
General
Priority of Cautions
SYS I/II MISC 21 XMSN OIL P DG
1 ENG FAIL CDS PWR 22 OVSP HOR BAT
2 ENG OIL P XMSN CHIP 23 GEN OVHT AP REDUCED
3 ENG CHIP TRGB CHIP 24 GEN DISCON ADC
4 FADEC FAIL XMSN OIL T 25 INVERTER FLOATS ARM
5 FUEL PRESS ROTOR BRAKE 26 FIRE EXT DECOUPLE
6 FUEL FILT AUTOPILOT 27 FIRE E TST AVAD FAIL
7 ENG O FILT 28 BUSTIE OPN P/R SAS
8 ENG IDLE DOORS 29 STARTER YAW SAS
9 TRAINING TRIM 30 ENG CHIP CT XMSN CHP CT
10 TRAIN IDLE GYRO 31 ENG OF CT
11 AUTOPILOT ACTUATION 32 F FILT CT XMSN OT CT
12 ENG MANUAL F PUMP AFT 33 INP FAIL TRGB CHP CT
13 TWIST GRIP F PUMP FWD 34 INP PASSED MM FAIL
14 F VALVE F QTY FAIL 35 PITCH DAMP
15 F VALVE CL F QTY DEGR 36 CDS TEMP
16 FADEC MINR (only PW) HTG OVTEMP 37 ALT ALERT
17 DEGRADE (only TM) EPU DOOR 38 MSG
18 REDUND (only TM) BAT DISCON 39 AUX VALVE
19 PRIME PUMP EXT POWER
20 HYD PRESS SHED EMER

EC 135
Training Manual
General
CDS Advisory Display

General AIR COND X X
The section below the caution display contains the advisory display Air condition system
active
which keeps the pilot informed about operating conditions of additional
equipment which is not essential for the flight. AUX XFER X X
Aux. fuel valve is in-
Matrix of Advisory Combination open position
CA CUT ARM X
Basic Opt. Opt. 2. Cable cut circuit test is
Equipm. Equipm. Priority* passed
DPIFR 1 DPIFR 2
IR X X
BLEED AIR X X X Infra red light is active
Bleed air heating active
IFCO X X X
LDG LIGHT X X X The IR filter is active
Standard and/or
optional landing light on * 2. priority means: If all advisories are ON, the advisories of the
P/S--HTR--P X X 2. priority will not be displayed.
Heating of the pitot pilot
side is active Display Select Switch / Scroll Button
P/S--HTR--CP X
General
Heating of the pitot
copiltot side is active The display select switch has six selectable positions which provide
LDG L RETR X information and date about several engine parameters, failure codes,
Search and landing operation parameters etc.
light retracts at rest
The informations can be displayed by selecting a certain switch
LDG L EXTD X position and pressing the scroll buttons to scroll in the menu.
Search and landing
light extended Selectable Parameters
HOOK UNLD X X The following table describes the possible parameters in dependency
Load is < 5 kg
on the chosen display select switch position.

EC 135
Training Manual
General
Display Select and Scroll Switch
Scroll Buttons
SCROLL
DISPLAY
SELECT
P OPT Display Select Switch
F 1
1
M 2

EC 135
Training Manual
General
Posi-- Parameter Description

tion
Real time FADEC parameters can be sequentially selected by means of the scroll buttons. They are dis-
PARAMS
P played on the engine parameter display. The display default upon power is N1 (TM) and TOT (PW)
(Normal flight position)
The possible parameters are listed below.
N1 Gas generator turbine RPM [%]
N2 Power turbine RPM [%]
TQT Torque trim values of both engines [%] (TM only)
QMAT Torque trim values of both engines [%] (P&W only)
EGT Exhaust gas temperature [ûC] (TM only)
TOT Turbine outlet Temperature [ûC] (P&W only)
T1 Air temperature measured at the compressor air inlet and provided to the engine control unit. [ûC]
CLP Collective pitch resp. Linear--Voltage--Differential--Transducer--Position (LVDT) [%]
P0 Air pressure measured in both FADEC boxes [hPa]
N2T Power turbine reference speed trim value [%]
N1C N1 Cycle counter
N2C N2 Cycle counter
MEM CODES Numerical Failure Codes
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
FAIL MSG
F 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 %.

EC 135
Training Manual
General
Posi-- Parameter Description

tion
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
M MEM CODE
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 per-
manently 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
LENGTH * CABLE LENGTH sign comes on and the moving mode of the hoist (lowering or retracting) is
indicated.
*Only when the respective system is installed.

EC 135
Training Manual
General
Torque Indication Fuel Quantity Indication

The torque is permanently displayed on the torque display in %. 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
Electrical Power Indication display.
The aircraft‘s electrical voltages and currents can be shown on the The supply 1 and supply 2 displays contain a LOW indication which
electrical system display. The VOLT/AMP button enables the crew to illuminates when the resp. tank‘s content is below a specified value.
select between DC VOLTS, GEN AMPS or BAT AMPS. The default
The FREE advisory indication comes on when the free volume of the
setting is DC VOLTS.
main tank is greater than the current volume of the auxiliary tank.
The XFER advisory indication comes on when fuel is being transferred
Outside Air Indication into the main tank (transfer valve OPEN).
Outside air temperature is permanently displayed in ûC. The value is
also internally used for VNE calculation.
Mast Moment Indication

The EC 135 is equipped with a hingeless and bearingless rotor system
and therefore high bending moments occur at the rotormast,
particularly during close ground operation. The bending of the
rotorshaft is monitored by a mast moment measuring system.
The mast moment indication consists of a bargraph and a limit light.
The bargraph is a three-color indication, indicating the mast moment
linear from 0 to 100% in green, yellow and finally red.
The LIMIT light remains on until a “cold start” of the CDS occurs.
If the input signal from the mast moment measuring system is out of
specified values, the caution MM FAIL will be displayed.

EC 135
Training Manual
General
Outside Air Temperature, Mast Moment and Fuel System Indication
Mast Moment Display

Outside Air incl.
Temperature Display Limit Light
Fuel Display incl.

Low Level Warning
incl.
FREE and XFER
Advisory

EC 135
Training Manual
General
Central Panel Display System (CPDS)

General Circuit Breakers
The Central Panel Display System is an electronic indicating system The CAD and the VEMD are supplied with voltage, each via two circuit
and presents various parameters of the onboard systems on three breakers, from the ESSENTIAL busbars 1 and 2. The circuit breakers
screens. are arranged in the overhead panel.
CAD (Caution and Advisory Display) CDS/AUDIO RES Switch
The CAD displays cautions, advisory messages and fuel system The CDS/AUDIO RES switch is used by the pilot and copilot to
indications. If the VEMD fails, the CAD can take over and display acknowledge displayed cautions. It has the same function as the
selected parameters from it. SELECT key on the CAD.
The display instrument of the CAD consists of a color screen, The switch is installed in the grip of the pilot’s cyclic stick and, if dual
integrated in the left-hand side of the center section of the instrument controls are installed, one is also installed in the copilot’s cyclic stick
panel. grip.
VEMD (Vehicle and Engine Monitoring Display) Voltage Adjusting Element
The VEMD displays engine and dynamic system parameters. In
An adjusting element for each voltage indication of the VEMD is
addition, it can present data relating to onboard systems (e.g. aircraft integrated in the sensor units, mounted to frame 1 in the forward part
electrical system, autopilot) and to optional equipment (e.g. cargo of the helicopter. Hereby the voltage drop in the VEMD indication can
hook).
be corrected.
If the CAD fails, the VEMD displays selected CAUTIONs. The duplex
configuration of the VEMD provides redundancy so that two Maintenance Connector
processing modules are each individually capable of taking over all Two maintenance connectors are mounted to the rear part of the
tasks. slanted console.
Both the VEMD screens are installed in the in the right-hand side of the
CPDS OVHT Caution
center section of the instrument panel.
The CPDS overheat caution is triggered by a temperature switch in the
Test Switch instrument panel between 51 and 55 °C.
The test switch triggers the CPDS to display the test page with the
complete color spectrum and the software version.

EC 135
Training Manual
General
CPDS -- Locations
Circuit Breakers
Test Switch
ENG I
O M
F A
F X
ENG II
CAD
Switch
Voltage Adjusting Element CDS AUDIO RES
integrated into Sensor Units CDS
AUDIO
at Frame 1
RES
VEMD
Maintenance
Connectors Stick Grip

EC 135
Training Manual
General
Color Code Ranges and their Meaning VEMD Operation

The range of colors used for displays on the screens of the CPDS The VEMD is operated by the following keys located on the front panel
covers five different colors in addition to black and white. Each of the display monitor:
individual color has a specific significance.
Key Function
Black Background, Text on colored background OFF 1 Switches upper screen and processing module 1 on/
White Scales, Display arrows (pointers), numbers, etc. off
Yellow Limits, Defect symbols OFF 2 Switches lower screen and processing module 2 on/off
Red Limits, Defect symbols SCROLL Cycles to next page, depending on operating mode
and status
Amber Cautions
RESET Initiates return to normal screen display or to
Green Advisories previously displayed page (depending on the
Cyan Tech. Units, Selections, Demarcations etc. operating mode)
Blue Fuel quantity level SELECT Selects a particular data field
+ / -- Input of values to data field
ENTER Acknowledges selection of a data field or a data entry
CAD Operation to a data field
The CAD is operated by the following keys in the front panel: BRT + Increases brightness of screen by continuous
adjustment
Key Function
BRT -- Decreases brightness of screen by continuous
OFF Switches CAD on/off adjustment
SCROLL Selects different screen pages (e.g. second page with
cautions)
SELECT Acknowledges new cautions
BRT + Increases brightness of screen
BRT -- Decreases brightness of screen

EC 135
Training Manual
General
CPDS
10
8 12
6 14
4 16
CAD VEMD

EC 135
Training Manual
General
Function of the CPDS

Overall System After the internal self test is passed, the external self test is performed.
While the presence of the following parameters is verified the message
The CAD and VEMD are each powered by two independent power
EXTERNAL SELF TEST IN PROGRESS will be displayed on the
supplies and their respective circuits are each protected by two circuit
CAD/VEMD.
breakers. As both are connected to ESSENTIAL busbars 1 and 2, their
operational integrity is ensured if one of the busbars should fail. SYS I MISC SYS II
Status of the CPDS ENG CHIP XMSN CHIP ENG CHIP
ENG FUEL FILT TRGB CHIP ENG FUEL FILT
With the CPDS GROUND and FLIGHT status are distinguished on the
bases of the following parameters: FUEL OIL FILT XMSN OIL TEMP FUEL OIL FILT
XMSN OIL FILT
GROUND Status:
-- n1 RPM engine 1 and engine 2 < 50 % During the external test, the wiring of certain sensors is checked with
-- XMSN oil pressure < 1bar a continuity test (CT). If a failure occurs, the respective sensor is
FLIGHT Status: displayed on the CAD as a caution with CT as a supplement.
-- n1 RPM engine 1 or engine 2 > 50 %

-- XMSN oil pressure > 1bar
-- Angle of collective lever CLP
> 28.5% (Turbomeca) or > 17% (Pratt&Whitney).
Switch-on Sequence (Power up)

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

EC 135
Training Manual
General
Functional Schematic CPDS

VEMDSYS I VEMDSYS II
CADSYS I CADSYS II
ESS BUS I VOLTAGE P1 P1 VOLTAGE ESS BUS II

ADJUSTMENT ADJUSTMENT
CPDS OVHT
TEST CDS/ CAD VEMD

WARN UNIT
ARINC 429
MAINT.
CONN
ARINC 429
CDS/
AUDIO RES
Pelican
TEMP Rack WARNING
UNIT
FCDM Master AUDIO 2 1
Sensors GONG
APM FADEC
Caution
Air Cond. HUMS

EC 135
Training Manual
General
After the external self-test the functional integrity of the peripheral Test Pattern
assemblies is tested. After the test has run, the following cautions will
If the switch TEST CDS/WARN UNIT or TEST CDS/WU is set to
be displayed on the CAD:
position CDS, a test pattern appears with Cyclic Redundant Code
SYS I MISC SYS II (CRC), part number and configuration file number.
ENG FAIL+ F PUMP AFT** ENG FAIL+ Cyclic Redundant Code
ENG OIL P+ F PUMP FWD** ENG OIL P+
Check sum for the configuration file deviations (manufacturer only).
FADEC FAIL* EPU DOOR FADEC FAIL*
FUEL PRESS+ BAT DISCON FUEL PRESS Part Number
HYD PRESS+ EXT POWER HYD PRESS Last two digits of the part number identify the software version.
XMSN OIL P+ XMSN OIL P Example:
GEN DISCON+ GEN DISCON
B19030GB05 corresponds to software version V2001A
INVERTER*** INVERTER***
PITOT HTR PITOT HTR Configuration File
All software versions are delivered with a basic configuration file.
* only when the FADEC is switched off Necessary changes (e.g. after installation of optional equipment)
** only when the fuel pumps are off or running dry might require the upload of a customized configuration file delivered
*** only if the respective system is installed by EUROCOPTER.
+ only these cautions trigger the INP FAIL, if they are not active during Example:
the test.
Software version V2001A,
If an error occurs during the test, INP FAIL will appear at the bottom Basic configuration file L316M30S0001
edge of column MISC and a yellow bar above and below the respective Customized configuration files L316M30SXXXX
caution will flash. The corresponding caution will appear on the CAD.
After 8 seconds, the ACK NEEDED prompt is displayed on the upper u NOTE The CPDS description shows the latest standards.
VEMD screen. Major changes with part numbers and serial
In case of a malfunction the respective caution will flash with a yellow numbers are shown in an overview page at the end
bow, above and below. This message has to be acknowledged by the of the CPDS description.
CDS/Audio Reset or the select button.

EC 135
Training Manual
General
Test Pattern (Example Software Version V2001A)
1 white
2 yellow
3 cyan (1) (8) (1) (8) (1)
4 green
5 magenta
6 red
7 blue (7) (4) (3) (5)
8 black
(8) (1) (2) (6) (8) (1) (8)
B19030GB05
(8)
4E2F60A6 L316M30S0001
(1) (1) (1)
(8) (8)
Configuration File Number
Cyclic Redundant Code

Part Number

EC 135
Training Manual
General

EC 135
Training Manual
General
CPDS--Architcture for N1(nN1), TOT, TQ
ENGINE 1 ENGINE 2
TOT Matching TOT Matching

Resistor (only TM) Resistor (only TM)
N1 N1
Sensor N1 Analog N1 Analog Sensor
VEMD N1 Duplex VEMD
Module 1 Module 2
(Upper CROSSTALK (Lower

FADEC 1 Screen) Screen) FADEC 2
N1/TOT/TQ N1/TOT/TQ
Digital Digital
RS 422 RS 422
Analog TQ TQ Analog
Signals nN1 (only TM) nN1 (only TM) Signals
CAD
TOT (only PW) TOT (only PW)

EC 135
Training Manual
General
CPDS Modes CAUTION / FUEL -- Page

General The CAUTION / FUEL page is displayed automatically on the CAD.
The fuel quantity parameters are displayed only on the CAD and are
The following modes are available: no longer available if the CAD fails. The units of measurement on this
page can be changed in the configuration mode (A/C CONFIG page).
Flight Mode
-- CAU/Fuel (Caution and Fuel Page) The cautions inform the crew of defects in onboard systems. They
appear in yellow characters in the three columns of the upper half of
-- FLI (First Limit Indicator)
the CAD. The columns are divided as follows:
-- ELEC/VEH (Engine and Electrical Parameters)
-- Left column: messages relating to eng. 1 and system 1
-- Flight Report
-- Center column: messages relating to non-redundant
-- System Status
systems
-- Caution Fuel Fail
-- Right column: messages relating to eng. 2 and system 2
-- CAU Backup
Cautions are listed in the order of their appearance (i.e. oldest caution
Ground Mode (Engines Shut Down) at the top). If there is not enough room on the page to display all the
In addition cautions, e.g., “1 of 2” will appear at the top of the center column to
indicate the presence of a second page with cautions. This page can
-- Maintenance Menu be accessed with the SCROLL key, but there will be an automatic
-- Configuration (AC Config Page) return to page 1 after 15 seconds.
When a new caution appears, all the acknowledged cautions on
display will disappear, and a yellow bar will flash above and below the
new caution. At the same time, the MASTER CAUTION caption next
to the warning unit will illuminate.
The crew have to acknowledge the caution(s) by operating the
CDS/AUDIO RES switch on the cyclic stick or the SELECT key on the
CAD. If the CAD has failed, the SELECT key on the VEMD must be
pressed. This leads to all cautions being displayed normally in the
order of their appearance. Also, the MASTER CAUTION caption will
extinguish and is free for the next error message (caution).

EC 135
Training Manual
General
CAD -- CAUTION/FUEL Page
1 OF 2
CAUTION/ADVISORY Half Page
0 32
Fuel Indication

EC 135
Training Manual
General
CPDS Cautions 22. OVSP DECOUPLE

The following CPDS cautions can be displayed on the CAD or VEMD. 23. GEN OVHT TRIM
24. GEN DISCON ACTUATION
No. SYS I/II MISC
25. INVERTER P/R SAS
1. FLI DEGR P DAMPER
26. FIRE EXT YAW SAS
2. FLI FAIL NMS
27. FIRE E TST HTG OVTEMP
3. ENG FAIL XMSN CHIP
28. BUSTIE OPN T1 MISCMP (TM only)
4. ENG OIL P TRGB CHIP
29. STARTER P0 MISCMP (TM only)
5. ENG CHIP XMSN OIL T
30. ENG CHP CT P PITOT
6. FADEC FAIL ROTOR BRK
31. ENG OF CT CAU DEGR
7. FUEL PRESS TRGB CHP CT
32. F FILT CT CAD FAN
8. FUEL FILT XMSN CHP CT
33. PITOT HTR VEMD FAN
9. ENG O FILT DOORS
34. F VALVE CL CPDS OVHT
10. ENG IDLE F PUMP AFT
35. ENG EXCEED HOR BAT
11. TRAINING F PUMP FWD
(only T2, P2)
12. TRAIN IDLE F QTY FAIL 36. CA CUT ARM
13. ENG MANUAL F QTY DEGR 37. AUX VALVE
14. TWIST GRIP ACTUATOR 38. RNAV
15. FUEL VALVE EPU DOOR 39. OWS FAIL
16. FADEC MINR (only PW) BAT DISCON 40. MSG
17. DEGRADE (only TM) EXT POWER 41. CAT A (P2 only)
18. REDUND (only TM) SHED EMER 42. FUEL
19. PRIME PUMP DG 43. XMSN OIL T CT
20. HYD PRESS GYRO
21. XMSN OIL P AUTOPILOT

EC 135
Training Manual
General
u NOTE Cautions with the letters CT at the end indicate Advisories

negative continuity test of the respective caution
The advisories appear in green characters below the cautions in the
circuit only.
MISC column and provide the crew with information about the
operational status and optional equipment.
u NOTE If the CAD and one VEMD screen fail only a
degraded Caution list is available on the remaining In certain cases, instead of being displayed on the first page, the
screen (see respective FLM). advisories may be displayed on the pages following pages. If a new
caution appears, the advisories will disappear until the caution has
been acknowledged. The green advisories appear initially in the lower
part of the display fields and then form a column, one after another,
under the cautions.
The following advisories are possible (depending on optional
equipment):
BLEED AIR Bleed air supply has been activated

AIR COND Air conditioning system is active
HOOK UNLD No load on load hook
S/L LIGHT Search and landing light is active
S/L LT EXT Search and landing light is fully
retracted
IFCO IFCO filter is active
IR ON The IR--screen of the SX 16 is active
SAND FILT Sand filter is active
AUX XFER Auxiliary tank fuel valve open
TRAIN ARM Training mode is active (T2, P2 only)

EC 135
Training Manual
General
First Limit Page (FLI) P1/T1

The FLI page is displayed on the upper VEMD screen. It contains the Message Zone
following data:
The message zone displays messages concerning failures and
-- FLI zone for TOT, N1 (nN1 with T1), TRQ detected overlimits that are either not visible on the current display
-- Mast moment indication page or require action by the crew e.g. to switch off a screen.
-- Message zone The following list shows the messages in the order of their priority:
Mast Moment Indicator -- LANE 1 FAILED PRESS OFF1
-- LANE 2 FAILED PRESS OFF2
The mast moment indicator indicates the bending moment of the main
rotor. When entering the yellow range (50% MM) a yellow line appears -- CAD FAILED PRESS OFF
under the letters MM. When entering the red range (66% MM) the line -- CAUTION DETECTED
reverts to red, the LIMIT symbol and the warning GONG come on. -- VEH PARAM OVER LIMIT
The time of exceedance and the maximum value (last flight and -- GEN PARAM OVER LIMIT (normal during engine starting)
accumulation) can be displayed in the maintenance mode. -- BAT PARAM OVER LIMIT
-- DC VOLT PARAM OVER LIMIT
u NOTE A logbook entry and maintenance action is
-- CROSST TALK FAILED PRESS OFF2
required if the red region has been entered.
Periodical maintenance action is required if a -- VEMD BRIGHTNESS CONTROL FAILED
helicopter is operated without or with a defective -- CAD BRIGHTNESS CONTROL FAILED
mast moment system.

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

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

marks the parameter represented T
by the pointer
FLI DEGR
FLI FAIL
FLI DEGR
may appear as
CAUTION on both sides LIMIT Warning
LIMIT Counter
Message Zone

EC 135
Training Manual
General
FLI ZONE P1/T1 Limit Light/Counter

The engine 1 and 2 parameters are generated by the two FADEC AEO above MCP
systems and are displayed on the screen as numerical values with the Five seconds before the 5 min power (AEO) time limit is reached the
corresponding measurement units. red box, the limit light and the counter appear and the box flashes.
In addition, the parameter that is nearest to its limit is displayed as an When the time limit is expired, the red box is fixed.
analog pointer on a scale (i.e. First Limit Indication) and the numerical
OEI above MCP
value of the parameter indicated by the pointer is marked by a white
rectangle. 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
If a parameter fails, it is displayed in yellow characters without its
time limit is reached. The box flashes and becomes fixed when the time
associated numeric value.
limit is expired.
When the pilot leaves the limited range the limit box and the audio tone
stay for another 5 sec.

EC 135
Training Manual
General
FLI -- Marking Symbology on Analog Display P1/T1 (Example TM 2B1)
Max. TOT starting (appears only during starting)
TOT starting transient (appears only during starting)

TM max 5 sec, PW max. 2 sec.
AEO Take-off Power Range, max. 5 min
AEO Max. Takeoff Power
OEI Max. Continuous Power
OEI 2.5 min Power
OEI Transient, max. 20 sec

T
T Training Mode activated

EC 135
Training Manual
General
First Limit Page (FLI) P2/T2

The FLI page is displayed on the upper VEMD screen. It contains the Message Zone
following data:
The message zone displays messages concerning failures and
-- FLI zone for TOT, N1 (nN1 with T2), TRQ detected overlimits that are either not visible on the current display
-- Mast moment indication page or require action by the crew e.g. to switch off a screen.
-- Message zone The following list shows the messages in the order of their priority:
Mast Moment Indicator -- LANE 1 FAILED PRESS OFF1
-- LANE 2 FAILED PRESS OFF2
The mast moment indicator indicates the bending moment of the main
rotor. When entering the yellow range (50% MM) a yellow line appears -- CAD FAILED PRESS OFF
under the letters MM. When entering the red range (66% MM) the line -- CAUTION DETECTED
reverts to red, the LIMIT symbol and the warning GONG come on. -- VEH PARAM OVER LIMIT
The time of exceedance and the maximum value (last flight and -- GEN PARAM OVER LIMIT (normal during engine starting)
accumulation) can be displayed in the maintenance mode. -- BAT PARAM OVER LIMIT
-- DC VOLT PARAM OVER LIMIT
u NOTE A logbook entry and maintenance action is
-- CROSST TALK FAILED PRESS OFF2
required if the red region has been entered.
Periodical maintenance action is required if a -- VEMD BRIGHTNESS CONTROL FAILED
helicopter is operated without or with a defective -- CAD BRIGHTNESS CONTROL FAILED
mast moment system.

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

marks the parameter represented
by the pointer
T
FLI DEGR
FLI FAIL
FLI DEGR
may appear as
CAUTION on both sides LIMIT Warning
LIMIT Counter
Message Zone

EC 135
Training Manual
General
FLI ZONE P2/T2 Countdown Timer

The engine 1 and 2 parameters are generated by the two FADEC AEO above MCP
systems and are displayed on the screen as numerical values with the 5’ countdown timer
corresponding measurement units. Five seconds before the time limit is reached the red flashing box, the
In addition, the parameter that is nearest to its limit is displayed as an limit symbol and the counter appear. When the time limit is expired, the
analog pointer on a scale (i.e. First Limit Indication) and the numerical red box is fixed.
value of the parameter indicated by the pointer is marked by a white OEI above MCP
rectangle.
2.5’ countdown timer (P2 only)
If a parameter fails, it is displayed in yellow characters without its Always becomes active if the power is above OEI MCP and within the
associated numeric value. 2’ power band without entering the 30’’ power band. In this case the
2’ power band is extended for 30’’ (derated 30’’ power).
AEO Power Bands
2.5’ countdown timer (T2 only)
When entering the solid yellow range the max. continuous power band The 2.5’ countdown timer is always active if the power is above the
is left and the H/C is operating in the 5’ take-off power band. MCP.
OEI Power Bands 2’ countdown timer (P2 only)
If a OEI situation is detected the 30’’ power topping function is the Becomes active if the power is above OEI MCP and within the 2’ power
default setting. Thus the 30’’ power band is available (small red triangle band and there has been an uninterrupted usage of the 30’’ power
in the FLI pointing at the 30’’ power limit; indication OEI HI on the right band for more than 5 seconds during continued operation above OEI
side in the FLI, respective digital value(s) red blinking underlined when MCP.
band is entered). 30’’ countdown timer
If desired the pilot can select the 2’ power topping function (selector Becomes active if the power is above OEI MCP and within the 30’’
switch on the collective). The small red triangle appears at the 2’ power power band.
limit and the indication OEI LO is shown in the FLI (respective digital Only one counter is presented to the pilot at a given time, providing the
value(s) yellow steady underlined when band is entered). remaining time within the power band he is using.
Internally the times in the 2’ and 30’’ power band are accumulated.

EC 135
Training Manual
General
FLI -- Marking Symbology on Analog Display (Example T2, P2 highly similar)
Topping Symbol indicates the selected OEI

2.0 min. or 30 sec. power limitation
Max. TOT starting (appears only during starting)
TOT starting transient (appears only during starting)

TM max. 5 sec, PW max. 2 sec.
AEO Take-off Power Range, max. 5 min
AEO Max Takeoff Power
OEI Max. Continuous Power
OEI 2.0 min Power

OEI LO
OEI Transient, max. 30 sec
T Training mode activated

T
OEI HI
OEI LO appears, when operating in the OEI 2.0 min. power band
OEI HI appears, when operating in the OEI 30 sec. power band

EC 135
Training Manual
General
ENG EXCEED Caution engine parameter does not allow a minimum of 3 pulls with full single
EC135 T2 excursion time i.e. if the remaining total time is less than 90s and 360s
for the 30’’ and 2’ OEI power band respectively.
The ENG EXCEED caution appears on ground under the following
conditions: u NOTE The ENG EXCEED caution is stored in the FADEC
Exceedance of a single time excursion in a OEI power band (2’ or 30’’). and appears at the next engine start up.
Significant exceedance of the 30’’ power band with reaching and Warnings
maintaining the following values for more than 5 seconds: 136% Tq, LIMIT symbol with box and audio warning GONG
4.8% n N1 (only possible in case of topping function failure) or 1024 °C
TOT. Two different limit conditions for the activation of the LIMIT light with
box and the audio GONG are possible:
If due to the cumulated total time in on or both OEI power bands any
engine parameter does not allow a minimum of 3 pulls with full single -- A LIMIT symbol with box activation due to OEI/AEO
excursion time, i.e. if the remaining total time is less than 90s and 360s time limit exceedance.
for the 30’’ and 2’ OEI power band respectively. As soon as only 5 s of the allowed time in either power band (5’, 2’ or
EC135 P2 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
The ENG EXCEED caution appears in flight under the following power band is about to expire. If the allowed single time excursion is
conditions: consumed (counter reaches 0), the box stops blinking, turns into
Significant exceedance of the 30’’ power band with reaching and steady state. The audio GONG is triggered.
maintaining the following values for more than 5 seconds: 133% Tq,
104.3% N1 or 990 °C TOT (only possible in case of topping function -- A LIMIT symbol with box and activation due to limiting
failure). value exceedance.
Exceedance of a single time excursion in a OEI power band (2’ or 30’’). Exceedance of one of the engine or H/C limiting parameters (30’’
In the latest FADEC software version the caution disappears when the Power, 5’ take-off power, mastmoment) triggers the LIMIT symbol with
respective power band is left. the box in the steady state together with the audio signal at once.
The total allowed time in a OEI power band is expired. u NOTE Whenever red limit has been reached or an
exceedance is evident, a logbook entry and
The ENG EXCEED caution appears on ground under the following maintenance action is required. Depending on time
conditions: and maximum value the lifetime of the major
If due to the cumulated total time in one or both OEI power bands any components can be reduced or totally expired.

EC 135
Training Manual
General
Digital Data Display
A value within the If a parameter is invalid,

normal operating the numerical value disap-
range. pears 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.

EC 135
Training Manual
General
Page for Electrical and Engine Parameters

(ELEC/VEH)
The page for the parameters of the engines and of the electrical
system are displayed automatically on the lower VEMD screen. The
units for the various parameters on this page can be selected in the
configuration mode.
The following parameters ca be displayed:
-- Outside air temperature OAT
-- Load on cargo hook/cable length external hoist (options)
-- Voltage and current
-- Oil pressure and oil temperature of the engines and of the
main transmission
The voltage and current indication automatically shows the voltage of
the generators. This setting can be changed to generator current or
battery current (i.e. BAT display) by operation of the SELECT and +
and -- keys. If a value is invalid, “XXX“ is displayed in yellow characters.
The oil pressure and temperature indication consists of a vertical bar
with upper and lower limits for each parameter and a numeric display
with associated unit of measurement.

EC 135
Training Manual
General
Engine and Electrical System Parameter
Outside Air Temperature
External Load: [kg, lb] HOOK kg

Generator Field:
DC [V], GEN [AMPS], BAT [AMPS]
Bar Graph Markings

for Pressure and Temperature
[bar. psi. °C]

EC 135
Training Manual
General

EC 135
Training Manual
General
ELEC/VEH -- Bar Graph Display
Normal operation range Warning range, the numeric Maximum range, the numeric If there is an unvalid para-
value is yellow underlined value is red underlined meter, a yellow symbol
(blinking) and the yellow and appears
red markings grow

EC 135
Training Manual
General
FLIGHT REPORT Page

The ELEC/VEH page will automatically switch to the FLIGHT REPORT
page only if the engine N1 RPM drops below 50 % and the oil pressure
in the main transmission is less than 1 bar.
The page contains the following data:
-- Flight number and flight duration
-- Gas generator turbine cycles
-- Power turbine cycles
-- Impeller cycles (Pratt&Whitney only)
The page is automatically cleared upon initiation of the next start
phase.
Returning from this page to the nominal page is possible only by
operating the RESET key.

EC 135
Training Manual
General
FLIGHT REPORT Page
Engine 1 Engine 2
Duration of the last flight
Number of Cycles N1
Total Number of Cycles N1
Number of Cycles N2
Total Number of Cycles N2
Number of Impeller Cycles (PW)

Total Number of Impeller Cycles (PW)
Refers to Mast Moment OVER LIMIT DETECTED

FAILURE DETECTED

EC 135
Training Manual
General
SYSTEM STATUS Page

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

EC 135
Training Manual
General
SYSTEM STATUS Page (TM)
MSG Indication: IDLE.....

FADEC Failure Codes
FADEC Ambient Air Pressure
Exhaust Gas Temperature EGT
Torque Trim TRQtrim
Power Turbine RPM
N2 Ref. Speed Trim Value
Engine Inlet Air Temperature
Collective Pitch Position
SCROLL SELECT SELECT SCROLL

-- -- -- XXXXXX FAIL XXXXXX --
XXXXXX MSG XXXXXX
activates “system
failure” function + or - + or --
-- --
back to the previous page

EC 135
Training Manual
General

EC 135
Training Manual
General
SYSTEM STATUS Page (PW)
MSG Indication: IDLE.....
FADEC Ambient Air Pressure

Collective Pitch Position
Torque Gain Trim
Power Turbine RPM
N2 Ref. Speed Trim Value
Engine Inlet Air Temperature
TOT Trim
N1 Derivated
Torque Match

EC 135
Training Manual
General
CAUTION/BACKUP Page
The CAUTION/BACKUP page is displayed on the CAD only if the
VEMD fails completely or has been deactivated. The following data are
displayed:
-- Cautions (degraded indication only)
-- Advisories
-- Numeric readout of fuel contents in main and supply tanks.
-- Engine 1 and 2 torque displays on analog scale with
numeric limiting values.
If a torque channel fails, the associated pointer and numerical readout
are faded out; the scale and TRQ parameter turn yellow.
As this page represents an emergency operating mode, no other
pages or data can be presented.

EC 135
Training Manual
General
CAUTION/BACKUP Page
BACKUP Page
Supply Tank 1 Supply Tank 2

Main Tank

EC 135
Training Manual
General
CAUTION/FUEL FAIL Page

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

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

EC 135
Training Manual
General
CPDS Switch Over Functions

General
Depending upon how many screens of the CPDS are available, the
pages on the CAD and VEMD can be switched manually and
automatically.
Three operating modes of the CPDS are possible:
-- Nominal mode (3 screens available)
-- Derivative modes (2 screens available)
-- Backup mode (1 screen available)
Normal Mode
In the normal mode all three screens are operative. All pages are
available in a variety of combinations, except the CAUTION/COUPLE
page.
The pages can be selected manually via the SCROLL key.
If the RESET key on the VEMD is pressed, the standard pages will
reappear on the screen.

EC 135
Training Manual
General
CPDS -- Normal Mode
Normal mode in the phases “shut--down, start, relight, flight”
CAUTION SCROLL CAUTION

FLI FLI
FUEL FUEL
ELEC SYSTEM
VEH STATUS
Exception: when shifting from “flight” to “shut--down” phase
CAUTION automatically CAUTION

FLI FLI
FUEL FUEL
ELEC
FLIGHT
VEH REPORT
RESET

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

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

EC 135
Training Manual
General
Derivative Mode with one VEMD Lane off
--flight phase --shut--down phase --ground phase
CAUTION CAUTION CAUTION SCROLL

FLI FLI FLI
FUEL FUEL FUEL
SCROLL RESET SCROLL

ELEC SYSTEM
VEH STATUS
ELEC ELEC ELEC

FLIGHT
FLI FLI SCROLL
VEH VEH REPORT VEH

EC 135
Training Manual
General
Derivative Mode with CAD off

The CAUTION/FUEL FAIL page will appear automatically on the lower
VEMD screen.

EC 135
Training Manual
General
Derivative Mode with CAD off
ground phase
FLI
CAU
XXX
automatically
SCROLL
FLI
basic
page
SYSTEM
STATUS
RESET
FLI FLI
SCROLL
ELEC
FLIGHT
VEH REPORT

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

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

EC 135
Training Manual
General
Derivative Mode with CAD and one VEMD Line off
flight phase shut--down phase
SCROLL
FLI
automatically
basic page
SCROLL ELEC
VEH
RESET
CAU SCROLL FLIGHT

REPORT
XXX

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

If only the CAD is still operating, the CAUTION/BACK--UP page is
displayed.

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

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.

EC 135
Training Manual
General
Maintenance Menu
Entry to Maintenance Menu: press both keys simultaneous press the

The operation must follow to switch off four keys and hold until
within two seconds RELEASE KEY appears
OFF1 SCROLL OFF1
MAINTENANCE MENU
FLIGHT REPORT
FAILURE
OFF2 RESET OFF2
OVERLIMIT
TRANS.DATA
FUNCT. TIMES
DATALOADING
SELECT ENTER RESET
to scroll through enters the EXIT

the fields submenus

EC 135
Training Manual
General
Flight Report
Flight Report History Page
The Flight Report History page shows CPDS flight numbers from 1 to
999 (starts from 0 again) and indicates duration of the respective flight.
Duration counting starts if:
-- N1 RPM engine 1 or engine 2 > 50%
-- XMSN oil pressure is > 1 bar
-- Angle of collective lever CLP > 28.5 (TM) or 17% (PW ).
The Flight Report History can only be entered when the ground state
is detected. The page stores the last 32 flights with failures. They are
selectable with the + / -- button.
u NOTE No. 1 flight is always the latest flight.

EC 135
Training Manual
General
Flight Report History Page
FLIGHT REPORT HISTORY

PG
1
CPDS FLIGHT NO.: 234 -
DURATION: 01 h 25 mn
12
+
32
MM OVERLIMIT DETECTED
In Preparation FAILURE DETECTED
EXIT PRESS RESET

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.

EC 135
Training Manual
General
Overlimit Menu Page
OVERLIMIT MENU MM OVERLIMIT FLT NO. 215
215 LIMIT TIME MAX

214
213 MM > 66% 0 mn 15 s 68.9 %
FLIGHT MM > 78% 0 mn 12 s 79.9 %
NUMBER. 212
211
210 MM > 66% ACC. TIME: 31 mn 12 s
209
MM > 78% ACC. TIME: 02 mn 12 s
208
SELECT NUMBER AND ENTER EXIT PRESS RESET

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.

EC 135
Training Manual
General
Transfer Data Page
TRANSFER DATA
TRANS. DATA : 1(L) 2(R)

TRANS. DATA : 2(R) 1(L)
NO / YES
EXIT PRESS RESET

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.

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 XXXXXX h
EXIT PRESS RESET

EC 135
Training Manual
General
Data Loading
With Data Loading a customized configuration file can be uploaded
(e.g. modified caution list).
u NOTE With the Avionique Novelle Configuration Tool

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

EC 135
Training Manual
General
Data Loading Page
DATA LOADING

EC 135
Training Manual
General
A/C CONFIG Page

The A/C CONFIG page is displayed on the VEMD (upper screen). The The CONFIG mode can only be entered when the engine is detected
selected setting option in an equipment data field is modified by the + in the “shut-down” state and the VEMD screens must be switched off,
and -- keys. The next data field to be modified can then be selected with the CAD must be switched on.
the SELECT key. The modified configuration is stored by selecting the
data field VALID with the SELECT key and then pressing the ENTER Parameter SI IMPERIAL
key. The system then skips back to the standard MENU page. Altitude m ft
However, if the data field ABORT is selected and the ENTER key is Temp. (TOT, EOT) °C °C
pressed, the options in the data fields remain unchanged and the Rpm/Torque (N1, % %
standard MENU page is displayed again. TRQ)
The following parameters can be set on the A/C CONFIG page: Temperature (OAT) °C °F
-- AUXILIARY FUEL TANK (N/I), Fuel weight Kg lb
Signifies whether or not an auxiliary fuel tank is installed. Fuel quantity l, US gallon, IMP. l, US gallon, IMP.
-- BATTERY TEMP.PROBE (N/I), gallon gallon
Signifies whether or not a temperature sensor is installed Weights (general) Kg lb
for battery. Hour h h
-- SECOND BATTERIE (N/I), Minute mn mn
Signifies whether or not a second battery is installed. Second s s
-- EXTERNAL LOAD (N/I); HOOK, CABLE Electrical power W W
Signifies whether or not a cargo hook or an external hoist is
Flow rate Kg/h, l/h, US gal./h, lb/h, l/h, US gal./h,
installed.
IMP gal./h IMP gal./h
-- FUEL FLOW WITH SENSOR (N/I),
Pressure (EOP) bar psi
Signifies whether or not a fuel flowmeter is installed.
-- FUEL UNIT (LITER), (kg), (lb), (US GALLON), (IMP GAL.)
Signifies which unit of measurement is used to indicate the
tank contents.
-- UNIT SYSTEM (SI), (IMPERIAL)
Determines which system of measurement units is used.

EC 135
Training Manual
General
A/C CONFIG Page

simultaneously press the
Entry to CONFIG--Mode:
press both keys four keys and hold until
The operation must follow
to switch off RELEASE KEY appears
within two seconds
OFF1 SELECT OFF1
and
OFF2 ENTER OFF2
SELECT SELECT
+ --
to scroll through installed not installed valid/abort

the fields
ENTER

EC 135
Training Manual
General
CPDS Software Versions Overview

The major features of the different CPDS software versions and some V2001A (Part Number: ...05)
changes depending on h/c serial number are shown in the following
Integration of PW 206B2 engine.
listings:
Mast moment over limit recording.
Software Versions
CPDS configuration change possible via ARINC 485 bus included.
The software version can be identified with the last two digits in the part
number (e.g. part number ...02 corresponds software version V1999). V2001B (Part Number: ...06)
V1999 (Part Number ....02) Mastmoment exceedance can be deleted.
Basic Version for EC135 T1 (TM 2B1 engines) and P1 (PW 206B Certification of the TRAINING MODE (single engine) for EC135 P1
engines). (PW 206B engines) and EC135 T1 (TM 2B1 engines).
Mast moment indication > 50% yellow range, > 78% red range. Caution FUEL is integrated.
Supply tank volumes reverts from blue into yellow if no transfer is V2002 (Part Number: ...07)
provided or if the supply tanks volumes are below a certain value. Certification for Training Mode (dual engine) EC 135 T2 (TM 2B2
V2000A (Part Number: ...03) engines) and EC 135 P2 (PW 206B2 engines); integration of the
modified fuel system.
Modified mast moment indication:
> 50% MM yelllow underlined, > 66% MM red underlined and flashing, u NOTE For the certification status of the software version
GONG, LIMIT in a red box) and the respective features refer to Flight Manual.
Certified for TM engine upgrade 2B1A.
Modified FLI: P1/T1 Transient torque layout change (red dot from 12.5
to 14)
V2000B (Part Number: ...04)

Generator current limitation change: Gen. Amps underlined yellow
when reaching 180 A (before 200 A).
Certified for TM engine upgrade 2B1A_1 (TU45 installed).

EC 135
Training Manual
General
H/C Serial Number Changes Overview

Up to SN 120
CPDS over temperature indication separate light (temperature sensor
adjusted to 63 °C.
Voltage adjustment unit installed under lh/rh cover of the instrument
panel.
SN 121 and up
CPDS over temperature indication integrated in the CAD caution list
(temperature sensor adjusted between 51 and 55 °C.
Voltage adjustment unit installed in the sensor units under the cabin
floor.
SN 169 and up
Only CPDS cockpit is available.
SN 218 and up
Maintenance connector installed in front of the center console
(possible retrofit back to SN 169).
SN 250 and up
Modified fuel system (increased volume, modified vent lines and
indication system).

EC 135
Training Manual
General
Warning Unit
General Warning Indications

The warning unit centrally monitors several systems and provides The warning unit accomodates eight warning indications. They appear
visual and audio indications of arising malfunctions. red when illuminated and black when inactive. Each warning indication
simultaneously initiates a gong.
The unit contains the indication and evaluation units for each
monitored system as well as a power supply unit. One switch per All warning indications may be dimmed with the potentiometer
engine facilitates closure of the fuel valve. INSTR DIM BRT after engaging the associated switch on the overhead
panel.
Power Supply
The significance of the warning indications is outlined in the respective
The warning unit is supplied by the ESSENTIAL BUSBAR 1 and 2 via system chapters. The following are displayed:
the overhead panel installed circuit breakers:
-- LOW FUEL 1
-- WARN SYS I
-- LOW FUEL 2
-- WARN SYS II
-- AP. A. TRIMM (Autopilot)
Test -- ROTOR RPM
To test the function of the indicator lights and also the audio warnings, -- BAT TEMP
a test switch TEST/WARN UNIT is installed in the overhead panel. -- BAT DISCH (Battery discharged)
-- XMSN OIL P
-- CARGO SMOKE

EC 135
Training Manual
General
Warning Unit
Safety Guard
EMER OFF SW released

shut off valve is closed
white rim is visible
FIRE WARNING Eng. 1
EMER OFF SW 1
Press to release
EMER OFF SW pressed

EMER OFF SW 1 shut off valve is open
Illuminates together with white rim is not visible
instrument lights
Side-view EMER OFF SWITCH
ACTIVE
Illuminates white, if the EMER
OFF SWITCH has been released

EC 135
Training Manual
General
AP. A. TRIMM u NOTE BAT DISCH appears if the voltage of the EPU is
below the voltage of the battery and the battery is
The warning AP. A. TRIMM indicates a failure of the autopilot system.
discharded via the ESSENTIAL BUSSES only.
It is illuminated for 10 seconds. The signal is triggered by the autopilot
computers.
XMSN OIL P
Rotor RPM The red indication XMSN OIL P comes on when the oil pressure in the
The ROTOR--RPM warning monitors a total of three limit values. It main gearbox is below 0,5 bar.
reacts in various ways depending on which limit value is exeeded or
dropped below. CARGO SMOKE
-- ROTOR RPM < 95% The red indication CARGO SMOKE appears, when there is a signal
A steady red indication of ROTOR RPM and a pulsed tone from the smoke detector in the rear cargo compartment (optional).
is generated. (The pulsed tone can be switched off with FIRE--Warning with EMER OFF--Switch
AUDIO RES.)
The unit consists of the fire warning logic circuit, FIRE indication with
-- Rotor RPM ²106%
switch EMER OFF SW 1 and ACTIVE-indication resp. FIRE indication
The red indication ROTOR RPM flashes and a gong can be
with switch EMER OFF SW 2 and ACTIVE-indication. The fire warning
heard. (The gong can be switched off with AUDIO RES.)
logic circuit displays individual fire warnings for engine 1 and engine
-- ROTOR RPM ²112% 2 and if necessary activates the fire extinguisher system. Operation of
The red indication ROTOR RPM flashes and a continuous the switch EMER OFF SW 1 cuts the fuel supply to engine 1 and the
tone is generated. (The tone cannot be switched off) ACTIVE indication illuminates. Switch EMER OFF SW 2 cuts the fuel
BAT TEMP supply to engine 2.
The red indication BAT TEMP comes on when there is a battery N1 RPM Monitoring
overtemperature detected (above 70 °C). The N1 RPM is monitored for both engines separately. If the speed
BAT DISCH drops below 50 % signals are sent to the CPDS/CDS and
The red indication BAT DISCH comes on, when the battery is -- the ENG FAIL caution is triggered
discharded more than 2 ampers. -- the bleed air is switched off
-- the fire extinguisher system is activated, if a fire warning is
evident.

EC 135
Training Manual
General
Warning Unit -- Adjustment
J1 J2
RTR 95 %
Top View
RTR 106 %
RTR 112 %
N1 50%

EC 135
Training Manual
General
LOW FUEL Warning Audio Warnings

A LOW FUEL warning is triggered by a sensor in the respective supply There are four kinds of audio warnings. They have different priority and
chambers of the fuel tank. The warning informs the pilot that there is some of them can be suppressed by the switch CDS AUDIO RES
still a minimum of 16 kg fuel in the respective tank chamber available. (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 When there is a rotor RPM warning simultaneously

with a fire warning, the warning unit produces the
acoustic warning signal for rotor RPM only.

EC 135
Training Manual
General

EC 135
Training Manual
General
Switch Unit
General DC Power Control Switches

A number of switches are arranged in the switch unit. They are In the lower row of the switch unit the DC power control switches are
provided for: installed. These are:
-- Engine control (upper row) -- Two switches (GEN I, GEN II) for generator control with the
-- DC power control (lower row) positions NORM--OFF--RESET
-- One switch BAT MSTR to control the power supply from
Engine Control Switches the battery and from an external power source with the
For starting the engines two switches for each engine are provided: positions ON--OFF--RESET.
-- FADEC--switch (positions OFF--ON)
u NOTE The switch BAT MSTR must be in Position “ON”,
To power the respective engine electronic system.
even when the helicopter is supplied by an EPU.
-- ENGINE START SWITCH (positions OFF--IDLE--FLIGHT)
For automatic engine start and FADEC controlled
governing in ground idle or flight idle RPM.
To prevent inadvertant engine shut down, the engine start switches are
protected by a manually operated safety guard (to be closed after
engine start).

EC 135
Training Manual
General
Switch Unit
Training Selector Switch

with Safety Guard
FADEC FADEC
Start Switch ENG 1 Control Switch Control Switch Start Switch ENG 2
ENG 1 ENG 2
Safety Guard Safety Guard
Control Switch
Generator 1
Control Switch
Generator 1
Control Switch
Battery/Ext.
Power

EC 135
Training Manual
General
Overhead Console
General -- AC busbar 1
The overhead console which is part of the electrical power system is -- AC busbar 2
installed in the center of the cabin roof. Busbars and circuit breakers Consumers with low energy demand and vital consumers for
supplying the electrical consumers are installed in the overhead emergency conditions are connected to the two ESSENTIAL busbars.
console. Several systems are activated and/or controlled by switches Further DC power consumers are connected to the SHEDDING bus
in the overhead console. bars (not supplied when only the battery is available or in case of
double generator failure).
Components
The overhead console is supplied with current by the PRIMARY
The overhead console consists of four component brackets and the busbars 1 and 2 or by the BATTERY busbar.
front panel containing the components and the busbars on the rear.
The front panel consists of three parts with a background lightning and The BATTERY busbar supplies the ESSENTIAL busbars 1 and 2.
the labelling of the installed circuit breakers, switches and rheostats. Further lines are lead from the electrical master box 1 and 2 to supply
the SHEDDING busbars 1 and 2.
-- Bus system 1
-- Bus system 2
-- Switch unit of the overhead panel
Bus Bars
The following bus bars distribute the current to the individual
consumers:
-- ESSENTIAL busbar 1 (PP10E)
-- ESSENTIAL busbar 2 (PP20 E)
-- SHEDDING busbar 1 (PP10S)
Additionally max. two bus bars/inverters can be installed for AC
voltage (required for P&R SAS, weather radar, mechanical gyros...):

EC 135
Training Manual
General
Overhead Console (Example) Switch SHEDDING BUS

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

EC 135
Training Manual
General
Switch SHED BUS Switch BUS TIE I / II

The Switch SHED BUS is a two position switch with the positions The switches BUS TIE I and BUS TIE II are three position toggle
NORM--EMER. The NORM position is protected by a safety guard, switches with the positions NORM--OFF--RESET. The switches are
which has to be opened before switching in the EMER position. protected by a safety guard, which positions the switch in the NORM
-- NORM position. The following functions are provided:
Both SHEDDING busbars are powered (the relays SBC1 -- NORM
and SBC2 are closed) when the electrical systems are Upon switching on the BAT MSTR, both bus tie contactors
supplied by a minimum of one generator or by an EPU. as well as the battery contactor close in order to connect
-- EMER the primary busbars and the battery busbar to each other.
This position is used in order to supply both SHEDDING -- OFF
busbars from the battery in case of double generator fail The associated bus tie contactor opens/remains open in
(the relays SBC1 and SBC2 are closed). order to separate the two primary busbars.
-- In order to reset fault messages and activated protective
functions after a bus tie contactor had opened
automatically by a system fault, the switch must be set to
RESET before the contactor can be closed again by
selecting the NORM position.
Switch AC Bus Select (if two inverters are installed)

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

EC 135
Training Manual
General
Overhead Console -- Switches and Controls (Example)
NORM
O M
F A
F X
EMER

EC 135
Training Manual
General
Pitot--Static System
General Function
The pitot-static system picks up the dynamic and static pressure of the The static ports supply static pressure to the vertical speed indicator,
ambient air of the helicopter. A number of drain ports are provided to altimeter and airspeed indicator. Ram-air pressure from the pitot tube
remove water from the lines. Electrical heating elements prevent the and static pressure is supplied only to the airspeed indicator.
pitot and static pressure pickups from ice accumulation. With the static selector valve it is possible to select the pressure supply
Components from ambient pressure to cabin pressure in case of polluted external
static ports.
The system consists of:
Pitot/Static Heating (Optional)
-- Pitot tube
-- 2 Static ports With the switch PITOT HEAT in the overhead panel the electrical
heating for the pitot tube and the static ports can be switched on.
-- Ambient pressure sensor
-- Static selector valve (only pilot’s side) There are two different versions for the indication in the cockpit:
-- Hose lines -- Version 1: A green advisory comes on in the CDS/CPDS if
-- Flight instruments the heating is switched on.
-- Version 2: A yellow caution appears in the respective field
Locations of the CDS/CPDS if the the heating is switched off.
The pitot tube is located on the forward RH/LH side of the fuselage. For the dual pitot/static system two heating systems with two switches
The static ports are located one on each side of the fuselage below the are installed.
equipment deck. The static selector valve is located on the right-hand
side of the center part of the instrument panel.
The components are connected with hose lines.
The pilot’s pitot-static-operated instruments are located on the
right-hand side of the instrument panel.

EC 135
Training Manual
General
Pitot and Static Pressure System
Pitot Tube Copilot Static Ports
Pitot Tube Pilot
Vertical Speed Indicator

Altimeter Static Selector Valve
Air Speed Indicator
Ambient Pressure Port
Pitot Tube Pilot Static Port Pilot
Static Port Copilot
Drain Port
Static Port Pilot
Pitot Tube Copilot Static Port Copilot
System for
Copilot is optional

EC 135
Training Manual
General
Handling of the EC 135
Lifting
General
The helicopter can be lifted with main rotor blades installed or
removed. As a result the helicopter has different center of gravity
positions. For lifting a hoisting device is necessary.
Procedure
-- The hub cap must be removed.
-- Carefully insert hoisting device with the stamp into the hub
cap support on the rotor mast and attach with bolt.
-- Secure the bolt with the safety pin.
-- Carefully lift helicopter while observing balance.
-- Avoid jerky movements under all circumstances.
u NOTE On early helicopter serial numbers the borehole in

the support might be rotated to 45 and the tool can
only be installed after the rotor blades have been
removed.
u NOTE Older hoisting device models might be limited to

2000 kg.

EC 135
Training Manual
General
Hoisting Device
Hoisting Device Borehole for Bolt

Hub Cap Support
Bolt Safety Pin
Side View

EC 135
Training Manual
General
Jacking of the EC 135

General Shoring
The helicopter can be jacked with four jacking brackets and four jacks.
General
Special Tools The helicopter can be shored at the tail boom.
The following special tools are necessary:
Tools
-- Four jacking brackets -- Tail boom support
-- Four jacks
Procedure
Procedure -- Place the helicopter on a appropriate surface and on a
-- The helicopter must be placed on a even and solid surface. ground with a ground cable. In any case the helicopter has
In any case, the helicopter has to be grounded. to be grounded.
-- The four jacking brackets must be attached to the fuselage -- Release the height adjustment lock of the tail boom support
landing gear fittings. and retract the strut as required.
-- The four jacks must be placed below the jacking brackets -- Position the tail boom support behind the horizontal
and the helicopter must be lifted evenly. Then the jacks stabilizer and extend the strut until it touches the underside
must be locked and secured. of the tail boom. Lock the strut using the height adjustment.
u NOTE The jacks must be actuated evenly. Otherwise the

helicopter may tilt and be damaged!

EC 135
Training Manual
General
Jacking and Shoring
Jacking Bracket
Tail Boom Support
Jack

EC 135
Training Manual
General
Weighing
General -- Determine individual weights of weighing bracket and of 2
jacking brackets.
After completion of the leveling and dimensional check the helicopter
must be weighed. -- Attach 2 jacking brackets to the aft landing gear fittings.
Attach weighing bracket in the center of the front cross
Tools tube. Position one jack each with installed force measuring
device below the jacking brackets and below the weighing
The following tools are necessary for weighing:
bracket.
-- Two jacking brackets -- Jack helicopter.
-- One weighing bracket -- Apply spirit level or clinometer on cabin floor and level
-- Three jacks helicopter in horizontal position.
-- Weighing device
-- Spirit level u NOTE If weighing is performed with electronic force
measuring devices, more exact measuring results
-- Clinometer
are obtained by means of several weighing
Procedure procedures.
Between the weighing procedures the force
-- The helicopter must be placed on a even and solid surface
measuring devices are to be interchanged in the
in a closed draft-free hangar.
counterclockwise direction. The final result of the
-- Remove ground handling wheels from helicopter. weighing procedure is the mean value measured at
-- Establish empty weight condition of helicopter in the respective weighing point.
accordance with Flight Manual (FLM).
-- If installed optional equipment according to Equipment List -- Read measuring values on the force measuring devices
(EL) is weighed with the helicopter, ensure that the and record the weighing result in the weighing report (Form
equipment status is recorded at the time of weighing. 204). Calculate net values and moments.
-- 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.

EC 135
Training Manual
General

EC 135
Training Manual
General
Leveling
General
The helicopter is leveled and dimensions are checked in accordance
with specified procedure. This is to verify all design dimensions. The
leveling data sheet must be kept in the historical record for future
reference. This procedure must be repeated after major modifications
or repairs after hard landings.
Procedure
The following activities must be performed:
-- Ground the helicopter.
-- Remove external equipment if installed.
-- Defuel the helicopter.
-- The helicopter must be placed on a even and solid surface
in a closed draft-free hangar.
-- Level the helicopter.
-- Check the horizontal and vertical measering points.
-- Check the angles.
-- Record all measuring results in the leveling record.

EC 135
Training Manual
General
Measuring Points
1 X 1766 Y 0 Z --
2 X 5656 Y 0 Z --
3 X -- Y 0 Z 2800
4 X 3940 Y -- Z 2350
5 X 3940 Y -- Z 2350
6
X 5400 Y -- Z 2350
7
X 5400 Y -- Z 2350
8 X 2160 Y -- Z 1400
9
X 2160 Y -- Z 1400
10
X -- Y 1200 Z 2632
11 X -- Y -1200 Z 2632

EC 135
Training Manual
General
Towing and Pushing

General Pushing
The EC 135 can be moved on ground by towing or pushing by For pushing the helicopter there are the following pushing points in the
manpower. fuselage area:
Tools -- Fenestron fairing, foreward and integrated control handles.

-- Two transportation wheels -- LH and RH side shell below the engine deck
-- Towing bar -- LH and RH cabin structure
-- Landing gear cross tube.
Procedure
For pushing, the towing bar is not necessary.
-- 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 For towing the helicopter at least one guide and

one person stabilizing the rear structure must be
available.

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

EC 135
Training Manual
General
Parking and Mooring

General Procedure
To protect the helicopter from environmental influence, it has to be -- All the electrical equipment has to be switched off.
covered and tied down depending on weather conditions. With the -- The helicopter must be grounded at the ground connection
helicopter parked outdoors, it is recommended to moore the helicopter with the ground cable.
to the ground and secure the rotor blades by tie-downs. -- Then all doors, windows and access doors must be closed.
Short-Time Covers
u NOTE The engine outlets may be hot!
All short-time covers are stowed in a storage sack, which should be
carried on the helicopter during flights. u NOTE Attach the short-time covers with the notice
The following short-time covers are available: REMOVE BEFORE FLIGHT so that the notice flag is
clearly visible outside.
-- Short-time cover Fenestron
-- Short-time covers engine outlet -- The main rotor is tied down with a lashbag to the tail boom.
-- Short-time covers, NACA inlet -- The main rotor has to be turned in direction of rotation until
-- Short-time covers, pitot tube one of the blades is aligned with the tail boom.
-- Short-time cover, front windows -- The lashbag must be fitted over the end of the blade and
-- Short-time cover, NACA inlet roof secured to the tail boom by wrapping the attached belt and
sack one full turn around the tail boom.
-- Short-time covers, engine inlet
-- Short-time cover, NACA inlet cowling
u NOTE Turn the main rotor only in direction of rotation.

EC 135
Training Manual
General
Covers
Main Rotor
NACA Inlet
Direction of main rotor
rotation
Fenestron
Engine Inlet
NACA Inlet
Engine Outlet
Ground Connection
Transport Sack
Front Windows
Pitot Tube

EC 135
Training Manual
Lifting System
Lifting System

EC 135
Training Manual
Lifting System
Table of Contents
General Description of the Lifting System . . . . . . . . . . . . . . . 4

Main Rotor Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Driveshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LH and RH Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Tail Rotor Output Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
XMSN Oil Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . 20
XMSN Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . 20
XMSN High Oil Temperature Caution . . . . . . . . . . . . . . . . . . . . 20
XMSN Oil Chip Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
XMSN Low Oil Pressure Caution/Warning . . . . . . . . . . . . . . . 22
Oil Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Fan Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Oil Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Main Rotor Hub Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Mast Moment Measuring System . . . . . . . . . . . . . . . . . . . . . . . 34
Rotor Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Rotor Brake Indication System . . . . . . . . . . . . . . . . . . . . . . . . . 40
Main Transmission Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
ARIS Anti Resonance Isolation System . . . . . . . . . . . . . . . . . . 46
Oscillation Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Main Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Rotor Blade Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

EC 135
Training Manual
Lifting System

EC 135
Training Manual
Lifting System
General Description of the Lifting System
General Rotor Brake System

The lifting system of the EC 135 is located in the transmission The rotor brake system permits stopping of the main-- and tail rotor,
compartment on top of the cabin roof, within the center-of-gravity area. after the engines have been shut down.
Its main components are:
It mainly consists of:
-- Main rotor drive
-- A cockpit mounted brake lever
-- Rotor brake system -- Flexball cable
-- Main rotor system
-- Brake cylinder
-- Monitoring system
-- Brake caliper
Main Rotor Drive -- Brake disk
The main rotor drive system transmits power from both engines to the Main Rotor System
main-- and tail rotor as well as to two cooling fans and two hydraulic
pumps. The main rotor system generates the lift and thrust of the helicopter.
In conjunction with the tail rotor system, it provides directional control
It consists of: of the helicopter in flight. Driving forces and control inputs are
-- 2 driveshafts transferred to the rotating main rotor through the system components.
-- Main transmission Monitoring System
-- Main transmission mounts
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.

EC 135
Training Manual
Lifting System
Lifting System -- General Arrangement
Main Rotor System
Swash Plate
Main Transmission
RH Driveshaft
Rotor Brake
Main Transmission Mounts Tail Rotor Drive
LH Driveshaft

EC 135
Training Manual
Lifting System
Main Rotor Drive
General Driveshafts
The main rotor drive transmits power from both the engines to the main
General
and tail rotors and the auxiliary units. Additionally it is a structural
component of the helicopter and also transmits all static and dynamic Two driveshafts connect the engines to the freewheeling units of the
loads between the main rotor system and the fuselage. main transmission. They transmit the power of the engines to the main
transmission. In addition, they correct for any variations in length or
Components Main Rotor Drive misalignment between the engine outputs and the main transmission
The main rotor drive consists of the following: inputs. For this purpose two flexible couplings are attached to each
end.
-- 2 driveshafts
Two different versions (type Bendix or Kaflex) are available.
-- Main transmission
-- Main transmission mounts
-- Main rotor drive monitoring system
-- Rotor brake system

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

EC 135
Training Manual
Lifting System
Main Transmission
General Leading Particulars

The main transmission transfers the power from both engines to the Weight approx. 143.5 kg
main rotor system, tail rotor and the auxiliary units. All mounting points,
attachment fittings and oil lines are integral with the transmission Gear reduction Main rotor 14.923
casing. Two freewheel units incorporated in the input drives allow Tail rotor 1.183
power to be transmitted only from the engines to the main Speed Drive 5898 RPM
transmission.
Main rotor 395 RPM
Components
Tail rotor output 4986 RPM
The main transmission is of modular design. It mainly consists of: Oil quantity approx. 8.0 l
-- LH and RH input drives Oil type O--156; MIL--L--23699C
-- Tail rotor drive
Material Aluminium alloy
-- Main gearbox
-- Lubrication and cooling system
-- LH and RH accessory drives

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

EC 135
Training Manual
Lifting System
LH and RH Drives
Assembly Freewheel Unit
The drive consists of: The engines drive the input drive shafts in clockwise direction. In this
direction, the freewheel clutches are interlocking the driving and driven
-- Freewheel shaft
parts.
-- Freewheel unit
The freewheel clutches are effective in the following situations:
-- Cover shaft with seal
-- Ball bearing and roller bearing -- Starting the engines: Only one turbine drives initially and
the freewheel clutch to the other drive is overrun. It will lock
-- Drive pinion
if both engines are running at the same RPM.
Function -- One engine becomes inoperative: Its freeweel clutch is
The driveshaft connecting the engine to the main transmission is overrun and prevents the engine from being driven by the
attached to the triangular flange of the free wheel shaft. The bevel gear main transmission.
of the drive pinion meshes with the bevel gear of the intermediate -- Both engines become inoperative: Both freewheel clutches
shaft. The correct gear mesh (gear backlash and gear tooth pattern) are overrun and the main rotor can turn without any
is ensured by placing a shim of the appropriate thickness between the additional friction from the engine (autorotation).
ball bearing and transmission casing. The shaft seal in the cover seals
off the rotating freewheel shaft at its outboards end.

EC 135
Training Manual
Lifting System
Freewheel Assembly
Drive Pinion
Seal
Bearing
Freewheel Unit
Engine Shaft, Housing

Driving Part
Bearing
Clutch under Load
Gearbox Drive Pinion,

Engine Shaft Stopped Driven Part
Sense of
Rotation
Clutch Free
Gearbox Drive Pinion,

decoupled from Engine Shaft

EC 135
Training Manual
Lifting System
Tail Rotor Output Drive

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

EC 135
Training Manual
Lifting System
Tail Rotor Output Drive
Pinion
O--Ring
Shaft Seal
Cover
Spacer
Connecting Flange
O--Ring
Screw

EC 135
Training Manual
Lifting System
Main Gearbox
Power Flow Gearbox
The engines drive both input drives of the main transmission. The input The following assemblies are installed in the gearbox for the purpose
drive bevel gears mesh with the bevel gears of both intermediate of transmitting power and reducing speed:
shafts.
-- Two intermediate shafts each with an integral bevel gear, a
An input shaft connects each intermediate shaft to its respective oil spur gear for driving the collector shaft, a larger spur gear
pump through a spline connection. The spur gears of the intermediate located below the bevel gear for driving the intermediate
shafts drive the collector shaft, in which the main rotor hub--shaft is spur gear, and a spline for driving the oil pump.
splined to the inside. -- A collector shaft with an integral spur gear which drives the
Through its integral spur gear, the collector shaft drives the pinion pinion shaft of the tail rotor.
shaft. The bevel gear of the pinion shaft meshes with the bevel gear -- A pinion shaft with integral spur gear and bevel gear for
of the tail rotor output drive. driving the tail rotor output drive.
The large spur gear on each intermediate shaft drives an idler gear. The main rotor shaft is splined to the inside of the collector shaft and
The idler gears in turn mesh with the spur gears of driveshafts and is held in position by a mast nut. Mounted on the upper casing of the
drive both fan gearboxes. The hydraulic pump drives, which are gearbox is a support tube which surrounds part of the main rotor shaft.
splined to these driveshafts, rotate at the same speed. The support tube provides the sliding surface for the up and down
motion of the swash plate.
The bevel gears of driveshafts mesh with the output pinion gears. The
flange-mounted fans are positively splined to the output pinion gears
and rotate at the same speed.

EC 135
Training Manual
Lifting System
Main Gearbox -- Geartrain and RPM (at 100%) Collector Shaft and
Main Rotor Hub Shaft
Cooling Fan 1 Drive 395 RPM
12666 RPM
Hydraulic Pump 1 Drive
5146 RPM
Hydraulic Pump 2 Drive
Intermediate Shaft 1 and Oil Pump 1 Drive 5146 RPM
1696 RPM
Cooling Fan 2 Drive

LH Input Drive 12666 RPM
5898 RPM
Intermediate Shaft 2
Tail Rotor Output Drive 1696 RPM
4986 RPM RH Input Drive
5898 RPM
Oil Pump

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

EC 135
Training Manual
Lifting System
Main Gearbox, Longitudinal Cut Inner Seal Ring

Seal
Sliding Sleeve Upper Bearing Outer Race
Upper Bearing Inner Race

Upper Roller Bearing Spacer Tube
Collector Shaft
Lower Ball Bearing

Tail Rotor
Lower Roller Bearing Output Drive
Hub Shaft Nut

Hub Shaft Nut
Cover
Locking Device

EC 135
Training Manual
Lifting System
Lubrication System
General Oil Filter
The main transmission is provided with a wet sump oil system for An oil filter located in the central oil passage separates the
lubrication and cooling. Because of redundancy, the lubrication contaminants from the oil. The housing of the oil filter is fitted with a
system comprises two oil pumps located in the lower casing of the bypass valve (np 3.5 bar) and a mechanical filter contamination
gearbox. The main components of the system are: indicator (np 2.1 bar). If the filter becomes clogged, the oil will be
rerouted through the bypass valve thereby maintaining the proper
-- Filler neck
supply of oil to the system.
-- Oil filter
An oil pressure transducer measures the oil pressure in the central oil
-- Spray tubes
passage. Visual indication of the pressure is provided in the cockpit.
-- LH and RH oil pumps The oil is conveyed to both oil coolers and from there to the lubricating
-- Oil sight glass points through the integral oil passages in the casing. Installed at these
Oil is added to the system via the filler neck. The oil level is indicated lubricating points and accessible from the outside are spray tubes
by the oil sight glass. Oil is drained off through a valve which houses which provide for optimum lubrication of the components.
the magnetic plug. Oil Cooler
Oil Pumps The oil coolers are mounted to the RH and LH side of the main
The main transmission is provided with a redundant lubrication system transmission. They are split into two sections. The smaller section of
comprising two oil pumps located in the lower casing of the gearbox. each cooler, which is connected directly to the main transmission,
These pumps are driven by the intermediate shafts through serves for cooling the main transmission oil (50% each side).
interconnected driveshafts. The oil pumps draw oil from the oil sump For this, ambient air is drawn by the cooling fans and forced through
and convey it through a central oil passage. If either pump should fail, the oil coolers via air ducts. From there the air is directed overboard via
the remaining pump is able to convey enough oil to meet system outlet ducts (See also chapter “Power Plant”, Oil Cooling 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.

EC 135
Training Manual
Lifting System
Main Transmission -- Oil System
Oil Filter with By-pass Valve Pop Out Indicator

Oil Pressure Transducer
Temperature Switch
(Triggering at approx. 115 °C)
XMSN OIL T CDS/CPDS Caution Oil Cooler Bearings
Temperature Transducer
Pressure Switch
XMSN OIL P
CDS/CPDS Cau-
tion
XMSN OIL P
Warning Unit Oil Tank
Check Valves
Magnetic Chip Detector and
Oil Pumps with By-Pass Valve Drain Valve
Pressure Switch (opens at approx. 8 bar) XMSN CHIP
XMSN OIL P CDS/CPDS Caution
CDS/CPDS Caution Supply
Scavenge

EC 135
Training Manual
Lifting System
XMSN Oil Temperature Indication XMSN Oil Chip Caution

General General
The oil temperature of the main gearbox is measured by a transducer For the detection of magnetic chips in the oil system, a chip detector
mounted to the gearbox at the oil filter housing. The temperature is is fitted in the common suction line of both oil pumps. It is installed by
indicated in the cockpit on the oil temperature and pressure unit or on a bayonet connection in the XMSN oil drain plug (a check valve closes
the VEMD in °C. when the chip detector is removed).
Accumulation of particles bridge a contact gap of the detector magnet
and close the circuit to the CDS/CPDS.
XMSN Oil Pressure Indication
The indication at the MISC CAUTION display will be:
General
-- XMSN CHIP
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 0.5 bar
Continuous operation 0.5 to 7.8 bar
XMSN High Oil Temperature Caution

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

EC 135
Training Manual
Lifting System
Main Transmission -- Monitoring
Main Transmission
FWD
Oil Pressure Transducer
Oil Temperature Switch
Oil Temperature Transducer
Speed Pickup for Rotor RPM

Indication and Warning
Chip Detector

EC 135
Training Manual
Lifting System
XMSN Low Oil Pressure Caution/Warning

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

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

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

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

SYS II
Oil Pressure Switch
SYS I

EC 135
Training Manual
Lifting System
Oil Distribution System

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

EC 135
Training Manual
Lifting System
Main Transmission -- Components Contamination Indicator

of Lubrication System
Oil Filter
FWD
Filler Neck
Spray Tubes
Spray Tubes
Oil Cooler
Spray Tubes
LH Oil Pump
Sight Glass RH Oil Pump

EC 135
Training Manual
Lifting System
Main Transmission Oil Service

The following oil type is approved for the main transmission:
-- MIL--L--23699
The oil quantity is approx. 8.0 liter.
Oil Level Sight Glass

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

EC 135
Training Manual
Lifting System
Main Transmission -- Oil Service
Oil Level
FWD Sight Glass
MAX Cap
MIN
O--Ring
Filler Neck
FWD
Chip Detector
Electric Plug
Adaptor for Oil Drain Hose

EC 135
Training Manual
Lifting System
Fan Drive
General
A fan drive gearbox consists of:
-- Gearbox housing
-- Idler gear with ball bearing
-- Driveshaft with bevel gear and bearings
-- Output pinion gear with ball bearings
-- Cover with shaft seal
Configuration and Function

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

EC 135
Training Manual
Lifting System
Fan Gearbox
Flange for Hydraulic Pump
Driving Wheel
Flange for Fan Housing

Idler Wheel

EC 135
Training Manual
Lifting System
Oil Cooling System
General Oil Cooler

Both engines as well as the main transmission of the helicopter are The oil coolers are mounted to the RH and LH side of the main
equipped with internal, independent oil circuits. These ensure transmission. They are split into two sections. The smaller section of
permanent lubrication and cooling of highly stressed components each cooler, which is connected to the main transmission by bushings
under all operating conditions. To keep the oil temperature within directly, serves for cooling the main transmission oil (50% each side).
limits, a oil cooling system is installed in the helicopter.
The larger section of each cooler is connected to the associated
Independant cooling circuits are availble for the: engine by oil hoses. This section serves for cooling the engine oil.
-- LH Engine Cooling Air Flow
-- RH Engine
Ambient air which enters the air intakes is drawn by the cooling fans
-- Main Transmission and forced through the oil coolers via the inlet air ducts. From there the
Components air is directed overboard by the outlet ducts.
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%).

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 To/from

Engine
Inlet Duct

EC 135
Training Manual
Lifting System
General Bonding Jumper

The main rotor hub shaft transmits the driving moment to the main rotor Four bonding jumpers are screwed onto the hub cap support with one
blades which are connected to the hub. In doing so, it also performs end and to bonding studs at the rotor blades. This allows static
the function of a rotor head. discharge of the rotorblades.
The main rotor hub shaft assembly consists of the following Hub Cap Support
components:
The hub cap support, which is manufactured from aluminum alloy, is
-- Rotor hub shaft with integral flanges attached by screws to the upper hub flange of the main rotor hub shaft,
-- Hub cap support and seals off the open end of the hub shaft.
-- Rotor hub cap The helicopter can be lifted by a hoisting device attached to the hub
Configuration cap support.
The main rotor hub shaft, which is hollow and is formed with two hub Rotor Hub Cap
flanges at its upper end, is a one-piece forging made of steel alloy. The For aerodynamic reasons a rotor hub cap is installed. It is a composite
hub flanges provide for the attachment and securement of the main construction which can be delivered in two different types. There are
rotor blades. two different hub cap supports possible:
Formed 180° apart on the shaft are connectors which provide a -- standard rotor hub cap
mounting for the rotating scissor clamps. On the lower end of the shaft
-- quick-removable rotor hub cap for blade folding system
are the seating surfaces for the mast bearings and the mast spline
(optional)
which meshes with the main transmission.
Attachment to their respective hub cap supports is by screws in the
The upper hub flange is marked with the numbers 1 thru 4 at the blade
case of the standard hub cap and by bayonet connections and safety
attachment areas, with the numbers ascending in the clockwise
screws in the case of the quick-removable hub cap.
direction. This identification is important for relating the blade
attachment areas to their respective blades.

EC 135
Training Manual
Lifting System
Standard Rotor Hub Cap

Standard Hub Cap Support
Bonding Jumper
Upper Flange
Teflon Covered Bushings
Lower Flange
Cap
Connectors for Levers.

Two off, 180° apart
Upper Hub Shaft

Bearing Seating
Rotor Hub Shaft
Spline
Thread for Shaft Mounting Nut

EC 135
Training Manual
Lifting System
Mast Moment Measuring System

General Mast Moment Indication CPDS
The mast moment indication system is used to measure and indicate The mast moment indication in the VEMD consists of a white marking
any bending moments, which occur on the rotor mast. with different ranges. The following ranges are allocated to single
The system mainly consists of: colors:
-- Strain gauge bridge Normal range up to 50% no color

-- Sensor amplifier Caution range 50% to 66% yellow
-- Induction transmitter (stator and rotor) Maximum > 66% red
-- Signal processing unit
-- Indication in the CDS/CPDS u NOTE 50% equal 9500 Nm bending moment.
Function Mast Moment Indication CDS

The signal processing unit (SPU) produces a certain frequency which The CDS mounted mast moment indicator consists of a green, a yellow
is supplied to the strain gauge bridges, bonded into the rotor mast, via and a red bar and an additional red “limit light”.
the stator and rotor of the induction transmitter and the sensor amplifier
unit (SAU). Due to shaft bending, the resistance of the strain gauge Normal range up to 50% green
bridge changes thus modulating the frequency. The modulated signal
Caution range 50% to 78% yellow
is transmitted back via the induction transmitter. The signal processing
unit generates a voltage signal proportional to the bending moment. Maximum 78% to 100% red
This voltage signal is sent to the CDS/CPDS for mast moment When the mast moment exceeds 63.15% and is below 77.80%, the red
indication. limit light flashes at approx. 3 flashes/second. When the mast moment
is reduced to less than 63.15%, the limit light extinguishes.
u NOTE The signal processing unit can be installed under
the gearbox deck or above the avionics rack in the When the mast moment exceeds 77.80%, the limit light is turned on
rear of the H/C. 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)

EC 135
Training Manual
Lifting System
PP 20E
Circuit Breaker
MAST MM Coupling Rotor--Stator
Signal Processing Unit Signal Amplifier Unit
Cumulated Counter
MMEX XXXX Value
Green, Yellow, Red

Bars and Limit Light
Strain Gauge Bridge
Mast Moment
Indication VEMD

EC 135
Training Manual
Lifting System

EC 135
Training Manual
Lifting System
Sensor Amplifier Unit
Strain Gauge Bridge

Rotor
(bonded into the mast)
Stator
Lower Gearbox Cover
Signal Processing Unit

EC 135
Training Manual
Lifting System
Rotor Brake System
General Function
The hydro-mechanical rotor brake system enables the main and tail The rotor brake is actuated by a brake lever. Before it can be operated,
rotors to be brought to a standstill, and locks them against further the brake lever must be released from its detent by actuating a locking
rotation for a limited period of time. With the brake lever applied and pawl which allows the brake lever to be pulled downward until it
locked, the hydraulic pressure in the rotor brake system will be engages. The maximum force is limited by the damper spring after the
maintained for a longer period of time before slowly dissipating. An brake lever has reached the mechanical end stop. To release the brake
electrical switch lights up a caption in the cockpit indicating system that lever, the locking pawl on the brake lever must be pressed.
the rotor brake has been engaged.
u NOTE The fluid reservoir must be filled with brake fluid
u NOTE The rotor brake may only be operated under the DOT--4 only.
following conditions:
-- the engines have been shut down,
-- the rotor speed is down to 50 % of its nominal
speed
-- OAT > --30 _C
System Components
The rotor brake system mainly consists of:
-- Brake lever (located in the cockpit)
-- Bowdenflex cable
-- Damper (force limiter spring)
-- Brake cylinder with fluid reservoir
-- Brake caliper
-- Brake disk
-- Micro switch for CDS/CPDS caution ROTOR BRK

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

Fluid
Hydraulic Hose
Brake Support
Bowdenflex Cable Brake Caliper
Brake Disk
Brake Cylinder
Lever
Tail Rotor Drive

Damper
Shaft
Micro Switch
Brake Lever

EC 135
Training Manual
Lifting System
Rotor Brake Indication System

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

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

EC 135
Training Manual
Lifting System
Rotor Brake Indication System

Rotor Brake
Support
Slide Bolt
Slide
Micro Switch
Brake Caliper

ROTOR BRK
Break Support
Micro Switch
Top View

EC 135
Training Manual
Lifting System
Main Transmission Mounts
General
The main transmission is attached to the airframe by four ARIS (Anti
Resonance Isolation System) Dampers, one side load strut (Y--Strut)
and two torque struts.
The components of the main transmission mounting serve to transmit
the main rotor forces and moments into the helicopter airframe.
Gearbox Struts
One (titanium) side load strut (Y--strut) carries all forces in lateral (Y)
direction. The side load strut is attached to the airframe via a combined
torque/Y--load bracket on the LH side of the transmission deck.
On the inner side, the strut is attached to the main transmission by
means of a bracket and screws.
Two aluminum or titanium torque struts carry the main rotor reaction
torque and all forces created by the main rotor system in longitudinal
(X) direction.
The torque struts are attached to the airframe and to the main
transmission by bolts via spherical bearings.
In case of a torque strut failure the emergency stop keeps the gear box
in the position in order to prevent a total failure of the ARIS mounts.

EC 135
Training Manual
Lifting System
Main Gearbox -- Attachment
FWD
Vibration Isolator ARIS

(Z Axis)
Emergency Stop
Torque Strut
(X Axis)
Emergency Stop
Side Load Strut

(Y--Axis)

EC 135
Training Manual
Lifting System

EC 135
Training Manual
Lifting System
Gearbox Struts
Gearbox Cover Main Gear Box
Side Load Strut
Bushing
Bushing Bolt
Torque Strut
Bushing
Bracket on the Transmission Deck

EC 135
Training Manual
Lifting System
ARIS Anti Resonance Isolation System

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

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 No forces Equal forces No forces

acting in acting in
opposite opposite
directions directions
Fuselage vibrations

EC 135
Training Manual
Lifting System
General At the upper end of the secondary bellows is a mass jacket to which
is attached a pendulum rod which acts as a guide for the mass and also
The system consists of 4 uniaxial hydro-mechanical vibration isolaters.
accomodates the additional weights.
They carry all weight and lifting forces transmitted by the main
transmission. They are attached to the airframe by 4 bolts each and A pre-loaded compression spring together with the secondary bellows
to the main transmission by a special spherical bearing and one bolt produce an operating pressure within the self-contained unit of
each. For “fail safe” purposes an emergency stop is mounted around approx. 6 to 7 bar, thereby ensuring the functional integrity of the
each damper. vibration isolator for all operating conditions.
The purpose of the system is to reduce the loads and vibrations The emergency stop which is formed in the shape of a cylindrical pot
generated by the main rotor to the helicopter fuselage. and fits over the corrugated portion of the primary bellows is attached
to the transmission deck of the fuselage by screws.
Function
If the primary bellows of the vibration isolator should fail, the
The vibrations generated by the main rotor cause periodic movements transmission will be supported either by the fixed stop ring or the
of the main transmission relative to the fuselage which in turn causes detachable emergency stop rings on the emergency stop.
axial movement of the primary bellows.
In response to the travel of the primary bellows, the secondary bellows u NOTE Earlier versions are equipped with a combination
produces a longer stroke as determined by the ratio of their respective of 6 aluminium / steel weights used for fine tuning.
cross-section areas. The resultant inertia forces (force generator) In newer versions the pendulum rods are empty
cause the pressure of the glycol solution in the vibration isolator to and the mass jacket weight is higher. These
fluctuate. The spring and pressure forces on the isolator attachment versions don’t require an adjustment.
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.

EC 135
Training Manual
Lifting System
ARIS -- Vibration Isolators
Filling and Bleed Port

(Manufacturer only)
Water/Glycol
Emergency Stop Vertical Movement of Solution
Ring (Splitted) Mass/Spring Unit
Emergency Secondary
Stop Bellows
Pendulum with Tuning
Mass (6 off)
Mass Jacket
Bearing Cage
with Bearings
Primary
Bellows
Compression
Vibration Isolator
Spring
Locking Screw
Pendulum
Protrusion

EC 135
Training Manual
Lifting System
Clearance
When ready installed the clearance between stop ring and emergency
stop must be a certain measure. For measuring this clearence, a feeler
gauge is used at four places 90° apart and the mean value has to be
calculated.
The clearance is adjusted with shims to the nominal value 1.0 --0.3 mm
during installation.
u NOTE The clearance will change with the temperature

and therefore can’t be used for failure detection.
Adjustment
A main rotor speed of 100% NR means that the main rotor rotates at
6.6 revers per second. This results in a 4/rev vibration frequency of
26.3 Hz. The natural vibration frequency of the ARIS is adjusted to this
figure.
Failure Detection
At +20 °C the pendulum rod will prodrude for approx. 8--9 mm. The
protrusion varies with the ambient temperature, but generally it can be
stated, that as long as the pendulum rod protrudes the ARIS is still
serviceable.
In case of pressure drop (e.g. crack in one of the bellows) the internal
spring and the inner bellows expand and the pendulum rod will
disappear.

EC 135
Training Manual
Lifting System
ARIS -- Measurement of Clearance
Vibration Isolator
Measuring Points Stop Ring
Nominal Clearance
1.0 -- 0.3 mm
Emergency Stop
Shim
Main Transmission Deck

EC 135
Training Manual
Lifting System
Oscillation Damper
General 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
The aircraft is equipped with a mass/spring damper to reduce lateral
26.7 Hz. The natural vibration frequency of the y damper is adjusted
vibrations (y direction). It is mounted to the fuselage and compensates
to this figure.
for lateral vibration from the main rotor system.
Location and Assembly u NOTE If the H/C flies permanently in higher altitudes, the
efficiency of the damper can be adjusted by
The y--damper is mounted to the stringer below the LH floor panel. removing a certain amount of tuning sheets
The damper assembly consists of two weights, which are adjustable (according service engineering information).
for mass, bolted to the springs. The location of the weights on the
springs is also adjustable. On each weight it is possible to attach up
to 6 additional weights (adjusting sheets) for tuning. The springs, with
the weights attached, are mounted to a common support.
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.

EC 135
Training Manual
Lifting System
Y--Damper
Y--Damper 2
Mass M 21
Tuning Sheets
Support
Tuning Sheets
Mass M 22
z
Spring
Mass M 11
x y
Spring
Mass M 12
Y--Damper 1

EC 135
Training Manual
Lifting System
Main Rotor System
General Swash Plate

The main rotor system consists of a bearingless, hingeless 4--blade The swashplate is the connecting link between the rotating rotor and
main rotor, main rotor shaft with integral hub, control elements, and the the stationary components of the control system. It is mounted to a
rotor-related indicators. By using modern composite materials, this sliding sleeve, free to slide on a main gearbox mounted support tube.
rotor system provides the flapping, lead-lag and blade pitch change
functions without the installation of complicated ball and elastomeric Rotating Control Rods
bearings. This type of construction is beneficial in terms of The four rotating control rods transmit the control inputs from the
maintenance, cost and weight. swashplate to the main rotor blades. For flight control adjustment
(track and balance), the control rods are length-adjustable.
System Components
The components of the main rotor system are: Driving Unit
-- Four main rotor blades Two scissors assemblies provide for synchronous rotation of the
swashplate bearing ring with the rotor mast.
-- Main rotor hub-shaft
-- Swash plate
-- Four rotating control rods
-- Driving unit
Main Rotor Blades

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

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

EC 135
Training Manual
Lifting System
Main Rotor System
Hub-Cap
Main Rotor Blade
Hub-Cap Support
Swash Plate
Scissors Assembly
(Driving Unit)
Main Rotor Hub-Shaft
Rotating Control Rod

EC 135
Training Manual
Lifting System
Main Rotor Blade

General Blade number 1 (yellow colour code) is the reference blade. The
settings (pitch link length and trim tab position) must not be changed
The main rotor blade is manufactured from fiber composite materials.
during maintenance in order to store the basic rotor adjustment
A blade root having low bending and torsional stiffness (Flex Beam)
(min./max. pitch angle). All blades can be replaced individually due to
performs the functions of both the flap and lag hinges and the blade
the manufacturer basic settings. The numbers and colour codes for the
pitch bearings.
blades 2, 3 and 4 are mainly used as a reference for the track and
A pitch control cuff is integrated in the blade skin to provide a rigid balance equipment.
connection with the airfoil section of the blade. The pitch angle of the
main rotor blade is changed through a pitch horn on the pitch control u NOTE If the basic adjustment is changed the relationship
cuff. During this feathering motion, the pitch control cuff is kept between the rotor thrust and the collective pitch
centered about the blade root by a bearing support and a spherical lever position will be out of tolerance. Depending
bearing. on the amount of deviation the autorotation RPM
Two elastomeric lead-lag dampers provide sufficient in--plane and the general H/C performance will be
damping of the main rotor blade to prevent ground and air resonance. influenced.
The surface of the main rotor blade is provided with a protective coat Color to Number Code Realationship
of PUR lacquer to protect the composite materials from solar radiation
and environmental and weather influences. -- Yellow = number 1
-- Green = number 2
Color Marking -- Blue = number 3
Each of the four main rotor blades is identified with a different color. -- Red = number 4
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.

EC 135
Training Manual
Lifting System
Main Rotor Blade
Airfoil Section
Metallic Erosion
Protection
Transition Area Pitch

Control Cuff to Airfoil
PU--Erosion
Protection
Control Cuff
Damper Connection
with Pitch Horn

EC 135
Training Manual
Lifting System
Blade Root The in--plane rigidity of the pitch control cuff is obtained through the
unidirectional orientation of its carbon fibers in the trailing and leading
The blade root has the following functional areas:
edge of the control cuff. Lead--lag rigidity is necessary to enable
-- Blade fitting area (1) lead-lag movements of the main rotor blade to be transmitted directly
Serves to attach the main rotor blade to the rotor hub of the main rotor to the lead-lag dampers without significant losses.
shaft and is fitted for this purpose with two Teflon--coated bushings. To prevent denting of the pitch control cuff -- especially on the less
-- Soft flapping section (2) curved upper and lower surfaces -- it incorporates a sandwich structure
and a hard foam filler core.
This area enables the main rotor blade to flap up and down.
Two drain holes are provided on the underside of the pitch contol cuff
-- Soft torsion section (3) at the outboard end adjacent to the blade airfoil section. These serve
Enables the main rotor blade to twist about its feathering axis to to vent the pitch control cuff and to allow water which has condensed
change the blade pitch angle. in or penetrated the pitch control cuff to drain off.
-- Soft lead-lag section (4) The integration (transition area) of the pitch control cuff into the blade
body provides a positive and force transmitting connection which
Enables in-plane motion of the main rotor blade. transmits the control inputs to the aerodynamic portion of the blade.
Pitch Control Cuff Part of the forces and moments generated by the main rotor blade are
transmitted through this connection to the pitch control cuff.
The pitch control cuff is provided with a transition area where it is
integrated with the aerodynamic portion of the blade, and with a A positive twist of +16° built into the blade in the region where the pitch
damper connection at its open end. The pitch control cuff, which control cuff joins the airfoil section provides the airfoil section with a
permits neither torsional nor lead-lag movements, surrounds the blade corresponding preset pitch angle and brings the flexbeam into an
root and is rigidly connected to the adjacent airfoil section. unloaded (untwisted) mid position.
Torsional stiffness is required so that the control inputs can be

transmitted through the pitch control cuff to the airfoil section of the
blade.

EC 135
Training Manual
Lifting System
Main Rotor Blade -- Control Cuff
Sandwich Construction Flexbeam
Inplane Stiffener Filler Core
Inplane Stiffener
Control Cuff 3
1 Blade Fitting Area 2

2 Soft Flapping Section 1
3 Soft Torsion Section
4 Soft Lead--lag Section

EC 135
Training Manual
Lifting System
Blade Fitting Area The pitch control cuff provides the following functions:
A composite damper connection is integrated in the fiber structure of -- Transmits control inputs to the aerodynamic portion of the
the pitch control cuff. In the areas where it connects to the lead-lag blade to change the blade pitch angle.
dampers, it is constructed with extreme stiffness to withstand -- Transmits in-plane movements of the main rotor blade to
compression loads. This is necessary because the lead-lad dampers the lead-lag dampers.
have to be axially preloaded during installation. -- Provides the blade root with an aerodynamic fairing.
The damper connection is twisted 15° relative to the blade fitting plane
in the direction of the pitch horn. u NOTE The blade bolt bushings are tilted 2.5° against the
rotor blade longitudinal axis in order to cone up
Formed on the damper connection is a pitch horn which connects to
the blade. Thus the forces in the blade fitting are
the rotating control rod.
reduced when the rotor is turning.
The pitch control cuff is supported at the blade fitting end by the
damper installation consisting of the elastomeric lead-lag dampers
and the bearing support which provides pivotal and tilting movements.
When control inputs are made, the pitch control cuff rotates about this
pivot point. Simultaneously, the flexbeam twists to feather the main
rotor blade about its longitudinal axis and provide the required pitch
angle.

EC 135
Training Manual
Lifting System
Main Rotor Blade -- Blade Fitting Area and Pitch Control

Upper Lead-Lag Damper
Bearing Support
Spherical Bearing
Blade Bolt (2 off)
Special Nut
Safety Pin (2 off)
Control Cuff
Pitch Control Cuff Seal
Pitch Horn
Blade Root
Sleeve
Expansion Bolt
Lower Lead-Lag Damper
with Rubber Cap

EC 135
Training Manual
Lifting System
Airfoil Sectional Cut

Blade Core
The hard-foam blade core provides the supporting structure for the
blade contour and stabilizes the blade skin.
Blade Spar
The blade spar consists of glassfiber rovings. They run from the blade
tip to the blade root, around the bushings in the blade fitting area, and
back to the tip. They absorb the tension and bending forces.
Lead Rod
The lead rod in the blade leading edge determines the required
position of the blade center of gravity in the chordwise direction.
Blade Skin
The blade skin, which is made up of GRP plies, surrounds the spar,
lead rod and blade core. It ensures that the aerodynamic portion of the
blade is provided with the necessary torsional stiffness. The skin plies
on the upper and lower surfaces of the blade converge at the blade
trailing edge where they are squeezed together to complete a torsion
box.

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

Flex Beam Section
Erosion Protection
Lead Rod
Spar
Blade Core
Blade Skin
Trailing Edge

EC 135
Training Manual
Lifting System
Airfoil Section Lightning Protector

The airfoil section generates main rotor blade lifting force. It has a In the event of lightning striking the blade tip, the electrical charge is
rectangular blade geometry with a parabolic swept-back tip and a discharged from the main rotor blade to the main rotor shaft through
negative 2° twist per meter. The blade airfoil consists of: the erosion protection, a conductive strap in the blade skin, and a
-- An homogenous section comprising the DM--H4 airfoil up to bonding jumper, respectively.
R = 4500mm. Static Discharger
-- A transition area between airfoil DM--H4 and airfoil DM--H3 A static discharger is riveted to the blade trailing edge in the blade tip
between R = 4500 and R = 4800mm. area. It consists of an adapter, a threaded fitting, and the discharger
-- The blade tip comprising the DM--H3 airfoil between rod. The static discharger enables the discharge of static electricity
R = 4800 and R = 5100mm. from the helicopter. A carbon-fiber strap is embedded in the blade skin
to electrically connect the static discharger to the bonding jumper
Erosion Protection connecting point. The carbon-fiber strap runs along the erosion
A erosion protection is bonded on the entire length of the blade leading protection from the static discharger to the pitch control cuff. A flexible
edge. Between the blade tip and approx. the middle of the bonding jumper electrically connects the main rotor blade to the main
homogenous airfoil section, the erosion protection is composed of rotor hub-shaft.
nickel alloy or aluminum alloy on old-type blades. The surface of the Trim Tabs
aluminum alloy erosion protection is hardened. In the area adjacent to
the Erosion protection, where there is less risk of erosion, an erosion Two metal trim tabs and one FRP tab are bonded and, in addition,
protective tape (one or two parts) made of polyurethane (PU) is riveted to the trailing edge near the blade tip. The trim tabs enable the
integrated in the blade skin. A PU erosion protective film is bonded on track of the main rotor blades to be adjusted so that they all fly in the
the paint coat covering the butt joint between both parts of the erosion same tip path plane. Both trim tabs may be bent to make track
protection and the forward edge of the pitch control cuff. adjustments.
Dynamic Balancing Washers
Balance Chamber
The balance washers for dynamic balancing are attached to the pitch
A balance chamber is incorporated in the main rotor blade near the
control cuff under a cover.
blade tip. Preliminary settings made in the balance chamber by the
manufacturer ensure that the blades can be replaced individually. Blade Tip Mass and Tuning Mass
These presettings must not be changed by the customer. The blade tip mass increases the rotor inertio and stabilises the rotor
RPM (e. g. autorotation). The tuning mass changes the resonance
frequency of the rotor blade in order to stay clear of other main
frequencies in the rotor system.

EC 135
Training Manual
Lifting System
Main Rotor Blade

178.5 mm
Static Discharger
Blade Tip Mass
Stabilizer (Fixed Setting)
Trim Tabs
R=4733 mm
713 mm
Balance Chamber
Tuning Mass
R=2560 mm
Between the conductive strap in the blade

upperside and the nickel erosion protection,
there is a defined gap of approx. 2 mm. Balance Washers for
This area seves as an indicator for a lightning Dynamic Balance
strike (burnt area). (below cap)
R=0 Center of Rotation

EC 135
Training Manual
Lifting System
Lead Lag Dampers and Bearing Support Operating principle of the lead lag damper and bearing support
assembly explained on the basis of its response to blade lag
The lead-lag dampers are attached to the damper connection on the
movement:
pitch control cuff by screws installed through the bottom aluminum
plates. The top steel plates of the dampers are connected by nuts to -- The damper connection of the pitch control cuff makes a
the ends of the bearing support, thereby connecting the lead-lag lead movement in relation to the blade fitting,
dampers to each other through the bearing support. Both lead-lag -- the bottom aluminum plate is deflected forward, while the
dampers are preloaded upon their connection to the bearing support. top steel plate is restrained by the bearing support,
This prevents tension loading of the elastomer material during control -- the layers of elastomers sandwiched between the steel
inputs and blade flapping movements. Tension loads would greatly disks become deformed, absorb energy and, in doing so,
reduce the service life of the lead-lag dampers. dampen the lead motion of the main rotor blade.
The lead-lag dampers are installed at a tilt in relation to the rotor plane
due to the canted damper connection (see View V). This layout
enables a kinematic coupling to be obtained between the lead-lag
motion and the pitch angle of the main rotor blade. This pitch-lag
coupling effects a large part of blade lead-lag damping during flight.
The bearing support is mounted in blade fitting through a spherical
bearing which allows it to pivot and tilt. The bearing support together
with the lead-lag dampers support the open end of the pitch control cuff
and center it around the blade root.

EC 135
Training Manual
Lifting System
Pitch Control Cuff and Blade Root 1 Lead--Lag Damper

2 Control Cuff Seal
3 Blade Fitting Area
4 Expansion Bolt with Cap
5 Sperical Bearing
A A 6 Bearing Support
7 Bottom Aluminum Plate
8 Elastomer Layer
V 9 Steel Disc
10 Top Steel Plate
11 Damper Connection on Pitch Control Cuff
12 Flexbeam
10 13 Balance Washers
9 14 Bolt for Bonding Jumper
8 14
7 11
12 13
14
6
2
Section A -- A
1 View V rotated 90, without Control Cuff Seal

EC 135
Training Manual
Lifting System
Rotor Blade Adjustments

Manufacturer Adjustments After the measurements on the rotor test stand weights can be shifted
forward and backward in order to achieve the master blade track level.
In the EC 135 main rotor all four blades can be replaced individually.
The plastic spacers between the metallic weights allow a lateral
On a rotor test stand the deviation of the dynamic behaviour from the
transfer of weight without influence on the longitudinal moment.
master blade is detected and corrected. In order to stay within the
manufacturer limits the following parameters have to be adjusted. Pretrack Value
Longitudinal Moment (Static Spanwise Balancing) 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
The longitudinal moment can be adjusted by changing weights in the
basic length can be altered according the measurements on the rotor
center of the balance chamber which is exactly in the center of gravity
test stand. The pretrack value is a dimension in +/--[mm] for the change
line in the longitudinal axis. To determine the individual setting a
of the basic pitch link length and is stamped on the respective control
special weighing equipment is necessary.
cuff and the rotor blade log card. Thus the necessary flight time for the
track and balance adjustment can be reduced.
u NOTE Any change of the longitudinal moment (e. g.
application of paint in different radius stations of
u NOTE Every time one or more rotor blades are replaced
the rotor blade) will influence the blade behaviour
the pretrack value has to be adjusted at first, even
significantly and abnormal vibrations can occur.
for blade number 1 (yellow reference blade). For
any further track adjustment the pitch link length
Lateral Moment (Chordwise Balancing) or the trim tab setting of blade number 1 must not
The lateral moment determines the lift and therefore the track level of be changed.
the rotor blade under different pitch angles. With the adjustment of the
lateral moment the characteristic of the master blade can be
transferred to all production blades.
By shifting mass behind the longitudinal center of gravity line the
increase of the lateral moment creates more lift with a higher track level
and vice versa. When leaving the production line the balance chamber
normally is equipped with 12 weights (6 in front, 6 behind the center
of gravity line). To harmonise production tolerances brass or several
combinations of brass and tungsten weights can be used.

EC 135
Training Manual
Lifting System
Balance Chamber
Metallic Weight
Plastic Spacer for Lateral Moment
Metallic Weight
for Longitudinal
Moment
Blade Tip
Compression Spring

EC 135
Training Manual
Lifting System
Customer Adjustments u NOTE Normally the track adjustment has to be done prior
Track and Dynamical Balancing to the balancing because a track change will again
create an imbalance due to the moving center of
Track adjustment of the main rotor blades is performed on the gravity of the rotor blade when flying higher or
helicopter by following means: lower. Modern track and balance computers are
-- Adjusting the length of the rotating control rod. able to combine both adjustments and to reduce
-- Bending the trim taps. vertical vibrations by a certain track spread. This
track spread and all other adjustments have to
Dynamic balancing of the main rotor is performed on the helicopter by stay within the manufacturer limits given in the
adding or removing balance washers to or from the pitch control cuff. maintenance manual.
Track Level Adjustment
The track level has to be measured in hover and in forward flight. The
blade number 1 has to be taken as reference blade and all other blades
have to be brought into the deviation tolerance given in the
maintenance manual.
The track level in hover flight is adjusted by changing the length of the
rotating pitch links (longer pitch link makes the blade fly higher and vice
versa).
Further deviations to the blade number 1 in forward flight can be
corrected by changing the trim tab setting (bending the trim tab up
makes the blade fly higher and vice versa).
Main Rotor Balancing
Dynamic balancing of the main rotor is performed by adding or
removing washers to or from the pitch control cuff. In order to eliminate
an in plane imbalance weights can be found on one or two blades.

EC 135
Training Manual
Lifting System
Rotor Blade Adjustments
Stabilizer (fixed setting)
Trim Tabs
Balance Washers

EC 135
Training Manual
Fuselage
Fuselage

EC 135
Training Manual
Fuselage
Table of Contents
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cabin Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Main Fuselage Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Service Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

EC 135
Training Manual
Fuselage

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

EC 135
Training Manual
Fuselage
Fuselage
Main Fuselage Structure
Rear Structure
Cabin Structure

EC 135
Training Manual
Fuselage
Cabin Structure
General Control Post
The cabin structure comprises the forward section above the cabin The control post is installed between the cabin floor and the cabin roof.
floor. It is designed to function as a frame. It consists of: It only houses the vertical control rods for main rotor control. The
-- Cabin framework 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
-- Cabin ceiling unobstructed view to the rear left.
-- Control post
u NOTE The control post is a non load carrying structure. It
Cabin Framework
houses the control rods only.
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 The cabin roof is a non load carrying structure.

NO STEP!

EC 135
Training Manual
Fuselage
Cabin Structure
Carbon Fiber
Handhole
FWD
Center Post
Carbon Fibre
Cabin Roof
Glass Fiber Plies in the

Lower Section
FWD

EC 135
Training Manual
Fuselage

General Side Panels
The main fuselage structure is the part of the fuselage that carries all The side panels, which provide the framework on the sides of the body
the loads transmitted by the main transmission from the main rotor structure, consist of frames 4 thru 7 and stringers. The outer skin,
system and all the loads caused by the engines, landing gear and tail which is aluminum alloy, is riveted to the frames and stringers.
unit. Integrated in the side panels are maintenance steps. The left-hand
Components side panel also incorporates a housing for accomodating the fuel filler
neck.
The main fuselage structure consists of the following:
The outer skin of each side panel is provided with cutouts for the aft
-- Body structure window panes and the cooling vents.
-- Floor structure
Attached to the outside of both side panels is a center door rail for
The body and floor structure are ridgidly attached to each other. guiding the respective sliding door.
Body Structure Transmission Deck
The predominantly aluminum-alloy body structure is composed of The transmission deck, which takes up the load of the lifting system,
individual assemblies which are: consists of frames 4 thru 5 and longitudinal beams. It is attached by
-- Side panels (2 off) rivets to the side panels. On the transmission deck six mounts for main
transmission installation are provided. The transmission deck skin is
-- Transmission deck aluminum alloy.
-- Engine deck
-- Rear structure attachment cone
-- Equipment deck
The body structural components are rigidly attached to each other.

EC 135
Training Manual
Fuselage
4 4a 5 6 7 5a 8
Transmission Deck
Equipment Deck
Rear Structure
Attachment Cone
RH Side Panel Engine Deck
FWD
4 8 Frame 4 to Frame 8
LH Side Panel

EC 135
Training Manual
Fuselage
Engine Deck
The engine deck , which supports the engines, consists of frames 6
and 7 and longitudinal beams. It is riveted to the transmission deck and
to the side panels.The engine deck is equipped with mounts to which
the engine is attached through its mounting struts.
Integral with the upper surface of the engine deck is the rear structure
attachment cone.
As the engine deck is part of the firewall-system, the skin is made from
titanium sheet material.
Rear Structure Attachment Cone

The rear structure attachment cone is rigidly connected to the
transmission deck. The rear structure is connected to the main
fuselage structure through connecting frame 8 which is riveted to the
rear structure attachment cone. The rear structure attachment cone is
stiffened by frame 5a.
Equipment Deck
The equipment deck provides a mounting base for items of equipment
such as the engine fire extinguishing system components, battery, etc.
It is an aluminum honeycomb structure which is supported by a carbon
fiber ring frame and is riveted to the engine deck through shear
brackets.

EC 135
Training Manual
Fuselage
Airframe Structure
Engine Deck Rear Structure Attachment Cone
Transmission Deck
Transmission Mounts
RH Side Panel
Equipment Deck
Frame 8
Floor Structure
Frame 7
LH Side Panel
Frame 6
Frame 5
Frame 4a
Frame 4
Frame 3
Frame 1 Frame 2
Landing Gear Fitting

EC 135
Training Manual
Fuselage
Cabin Floor The fuel tanks are located between frames 3 and 5 and behind frame
5, respectively.
The cabin floor supports the seats and parts of the interior furnishings
of the helicopter. It is an aluminum honeycomb sandwich construction Lower Shell
and comprises the following sections:
The lower shell, which is a one-piece composite structure, encloses
-- Foreward floor the subfloor structure and supports the fuel tanks. It is riveted to the
-- Aft floor subfloor structure.
-- Left and right cable channel cover A maintenance hole is provided in the lower shell between frames 1
Located in the forward floor are cutouts through which the flight control and 2 and between 2 and 3, respectively.
elements and wiring harnesses are routed. The forward floor provides Running laterally below each frame 2 and 5 is a tunnel which is
the points of attachment for the pilot seats, controls and consoles. The occupied by a landing gear crosstube.
bottom end of the control post is also bolted to the forward floor.
In the area behind frame 3 and in front of and behind frame 5, the lower
Integrated into the removable aft floor are tracks running in a shell is stiffened to provide a firm mounting base for the fuel pumps.
longitudinal direction. These enable the helicopter to be configured
with passenger seats or items of special operational equipment. 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
The removable side channel covers cover the area of the floor and 4.
between the forward and aft floors and the cabin side shell.
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.

EC 135
Training Manual
Fuselage
Floor Structure
Cabin Floor
6
5
4a
4
3
2 Subfloor Structure
Lower Shell
FWD

EC 135
Training Manual
Fuselage
Doors
General Cockpit Door Windows
The helicopter fuselage is fitted with six entrance doors to provide The pilot door windows are made of 3--mm--thick acrylic glass. They
access to the cockpit, passenger cabin and cargo compartment. 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 pilot door windows incorporate smaller sliding windows which are
The cockpit doors (pilot doors) are hinged doors located left and right moved on rails by means of a handgrip bonded to the pane. The sliding
at the foreward part of the cabin frame. In the standard version they windows are held by friction in the selected open position on the rails.
can not be jettisoned. A mechanical detent locks them in the closed position so that they
The cockpit doors are a carbon-fiber composite construction with a cannot be opened from the outside.
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 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.

EC 135
Training Manual
Fuselage
Pilot Door
Locking Device Top
Hinges
Door Handle
Gas
Handle for Locking Device
Spring
Locking Device

EC 135
Training Manual
Fuselage
Sliding Doors Emergency Exit

The sliding door is a carbon-fiber composite construction. It is fitted The clamping seal of the sliding door window is formed with four slits.
with a door seal around its entire circumference except for the edge Of these, the two lateral inner and outer slits are each fitted with a filler
adjacent to the pilot door. Fitted to the forward top and bottom corners (PVC cord with matching profile) which expands the circumference of
of the sliding door are the upper arm and lower guide which are the clamping seal so that the window is held firmly in the door frame.
provided with a runner and a roller, respectively. The sliding door is The filler in the inner or outer lateral slit can be pulled out of the
moved on its upper arm and lower guide along an upper rail in the cabin clamping seal by means of an emergency handle on the inside and
framework and a lower rail in the lower shell. Another arm with an outside of the the sliding door. To prevent of an inadvertant pulling, the
integral runner is fitted on the rear edge of the sliding door. By means emergency handles are protected by pushbutton-fixed covers. After
of this arm, the sliding door also runs on a rail located aft in the side the filler has been removed, the window pane can be pressed out of
panel. the sliding door.
The sliding door is opened and closed via the exterior door handle or
interior door handle, and the associated locking mechanism. Latching
of the sliding door is provided by an inner tube which matches with a
fitting in the cabin framework above the sliding door, and by a lock
which matches aft with a corresponding fitting in the side panel.
For flight with open sliding door the locking mechanism for the open
position has to be installed and the speed limits have to be obeyed.
Sliding Door Windows

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

EC 135
Training Manual
Fuselage
Sliding Door
Upper Arm Guard Cover

with Runner
Emergency
Loop Strap
Sliding Door Pane
Clamping Seal
Filler
Lower Guide
with Roller
Aft Arm with
Runner

EC 135
Training Manual
Fuselage
Rear Doors
The rear door structure is a carbon fiber/glass fiber hybrid construction.
The edges of the rear doors are fitted with a door seal. Attached by
screws to each rear door are two fittings through which the rear doors
are connected to the main fuselage structure. Attached by screws to
the inside of each rear door is a fitting to which is installed a gas spring
for holding open the unlatched rear doors. Two locking mechanisms
are installed on the edge of the right--hand door which, when the doors
are closed, clasp the mating sleeves on the edge of the left--hand door.
Both rear doors are latched together from the outside and then locked
with a key.
Rear Door Windows

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

EC 135
Training Manual
Fuselage
Rear Doors
Rear Door
Gas Spring
Door Fitting
Locking Mechanism

EC 135
Training Manual
Fuselage
Service Covers Middle Cover

The middle cover is of aluminum sheet metal construction. It is
General attached to the lower shell by means of stud fasteners. Removal of the
Installed on the fuselage are a number of service covers which can be middle cover provides access to flight control components and to the
removed to get access to components inside the helicopter. engine emergency control connections.
Handhole Cover For helicopters equipped with a cargo hook the middle cover is fitted
with a hood. A cover is attached to the hood to provide access to
The handhole cover, which is constructed of GRP, has a seal bonded components of the cargo hook.
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 Tank Covers
linkage. The forward main tank cover and the aft main tank cover are
constructed of aluminum sheet metal. They are provided with a
Nose Cover protective plastic edging. Each cover has a round opening in which the
The nose cover, which is of fiberglass honeycomb panel construction, boot of the associated fuel drain valve is inserted. The covers are
has a seal bonded to its inside edges. Installed in the nose cover is a attached by screws to the lower shell. Removal of the covers provides
fixed position landing light. The nose cover is attached to the cabin access to the equipment plates of the fuel system.
framework by stud fasteners. Removal of the nose cover provides The supply tank cover is constructed of aluminum sheet metal. It has
access to the landing light, instrument connections, components of the two round holes in which the boots of the fuel drain valves are inserted.
cabin heating and ventilation system, and the windscreen wiper motor. The cover is attached by screws to the floor shell. Removal of the cover
Foreward Access Cover provides access to the two equipment plates of the fuel system.
The forward access cover is a fiberglass honeycomb panel Rear Structure Covers
construction which is attached to the lower shell by stud fasteners. The RH and LH tail boom covers are of composite construction. They
When the stud fasteners are opened, the nose cover hangs from the are attached by screws to the tail boom. Removal of the covers
lower shell by means of four cables with snap hooks on their ends provides access to the antenna connections, wiring harnesses and the
which clip onto brackets on the forward access cover and the lower flux valve.
shell. Removal of the forward access cover provides access to flight
The lower and aft vertical fin covers are of composite construction.
control components and to the blower of the cabin heating and
They are attached by screws to the Fenestron structure. Removal of
ventilation system.
the covers provides access to the inside of the Fenestron structure for
inspection purposes.

EC 135
Training Manual
Fuselage
Service Covers
Tail Boom Cover RH
Vertical Fin Covers
Handhole Cover Tail Boom Cover LH
Tank Covers
Middle Cover (alternative

with Cago Hook)
Nose Cover Middle Cover

(Standard)
FWD Access Cover

EC 135
Training Manual
Fuselage
Windows
Windshields Nose Windows
The windshields are made of 5 mm thick acrylic glass. Optional The nose windows are made of 2--mm--thick acrylic glass and
windshields with a hard, scratch--resistant surface coating are also reinforced with 1 mm thick Orlon around the edges. They are
provided. The windshields are positioned on a formed sealing strip and positioned on a formed sealing strip and a layer of adhesive sealant
a layer of adhesive sealant in the cabin framework and secured to the in the cabin framework and secured to the latter by countersunk
latter by countersunk screws, dimpled washers and sealing washers. screws and dimpled washers. The upper edge of the nose windows is
The bottom edge of the windshields is not attached by screws to the not attached by screws to the nose spar, but is held against it by a metal
cabin framework, but is held against it by a metal retaining strip . A retaining strip which itself is attached by screws to the nose spar.
metal strip is installed between the windshild, which is attached by
screws to the center post of the cabin framework. It is installed flush Side Windows
with the adjacent windshields to provide a flat, continuous surface for The side windows are made of 2 mm thick acrylic glass. They are
the windshield wiper. The joint between the windshields and the cabin positioned on a layer of adhesive sealant in the side panels and
framework is not rigid but designed to give the windshields a limited secured to the latter by round-head screws and washers.
degree of movement relative to the cabin framework. In consequence:
Cleaning of the Windows
-- Varying degrees of heat expansion in the cabin framework
and the windshields are compensated for and
u NOTE Use only approved cleaning agents. Unapproved
-- Stresses imposed on the windshields due to deformation of cleaning agents may contain harmful solvents that
the cabin framework are prevented. could cause crazing.
For this purpose, the diameter of the washer holes is greater than the
shank diameter of the mating countersunk screws.

EC 135
Training Manual
Fuselage
Windshield, Nose and Side Windows
LH Windshield
Metal Strip
Metal Strip
LH Side Window
LH Nose Window

EC 135
Training Manual
Tail Unit
Tail Unit

EC 135
Training Manual
Tail Unit
Table of Contents
Principle of the Fenestron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Tail Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Horizontal Stabilizer with End Plates . . . . . . . . . . . . . . . . . . . . 8
Tail Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Tail Rotor Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Vertical Fin with Fenestron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Tail Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Tail Rotor Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Tail Rotor -- Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

EC 135
Training Manual
Tail Unit

EC 135
Training Manual
Tail Unit
Principle of the Fenestron
General
The counterclockwise sense of rotation of the main rotor results in a
clockwise torque acting on the main gear box and the fuselage.
Thus in hover or in flight with low forward speed the H/C nose tends
to turn to the right. To counteract this movement the tail rotor thrust has
to keep the H/C nose straight by creating a force on the tailboom to
the right with the airflow from right to left.
With higher foward speeds flying straight and level, the power demand
for the tail rotor decreases significantly due to the aerodynamic shape
of the vertical fin and the angle between endplates and the flight
direction (leading egde pointing to the right).

EC 135
Training Manual
Tail Unit
Principle of the Fenestron
Thrust of Tail Rotor
Torque Main Rotor
Direction of Air Flow
Sense of Rotation Main Rotor
FWD

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

EC 135
Training Manual
Tail Unit
Rear Structure
Fin Tip
Vertical Fin
Fenestron Structure
Horizontal Stabilizer
Stator
Fairing
Tail Bumper
Tail Boom End Plate

EC 135
Training Manual
Tail Unit
Horizontal Stabilizer with End Plates

General
The horizontal stabilizer dampens pitching motions of the helicopter
around the lateral axis during forward flight. The horizontal stabilizer
has an asymmetric profile which is curved on the underside and is
equipped with a spoiler on both sides. The pitch angle is a permanent
factory setting. The horizontal stabilizer aerodynamically stabilizes the
pitch attitude of the helicopter in cruise flight and dampens pitch
motion.
When viewed in the direction of flight, the end plates are permanently
offset to the right, thereby enabling them to reduce aerodynamically
the thrust power required of the tail rotor system in cruise flight.
Design
The horizontal stabilizer passes through the tail boom. Above and
below the cutout on each side of the tail boom is an attachment bracket
through which a single bolt is installed to secure the horizontal
stabilizer to both sides of the tail boom.
The horizontal stabilizer is a shell-type structure made of carbon
fiber-reinforced plastics.
Attached by 6 screws to each outboard end of the horizontal stabilizer
is an end plate which is a honeycomb sandwich construction.
Fitted to the outboard sides of the end plates are the navigation lights.
For easy removal/installation the two parts of the spoiler are bolted on
the R/S side while riveted only on the L/H side.

EC 135
Training Manual
Tail Unit
Horizontal Stabilizer and End Plates
Spoiler
(Bolted)
Spoiler
(Riveted)
Horizontal Stabilizer
Bolt
End Plate
Nut

EC 135
Training Manual
Tail Unit
Tail Boom
General Access to the interior of the tail boom is provided by maintenance
covers. Routed inside the tail boom are cable ducts for the electrical
The tail boom connects the rear structure to the main fuselage
cables.
structure. It supports the vertical fin, tail rotor systems and the
horizontal stabilizer. Running along the top of the tail boom are the tail When communication/navigation systems such as the VHF, VOR,
rotor drive shaft, hydraulic lines and the tail rotor flex ball control. ADF, and radar altimeter (optional equipment) are installed, the tail
boom is fitted with antenna connections to which the respective
Design antennas are installed.
The tail boom is a sandwich structure consisting of a Nomex core with
Fairing
carbon fiber-reinforced facings in which is embedded copper foil to
ensure electrical conductivity. A detachable fairing made of fiber-reinforced plastic provides a
covering for the tail rotor drive shaft, hydraulic lines, and the ball
The conically-shaped tail boom is built up of two half sections joined
bearing control. The fairing is fitted by spring-loaded fasteners to the
together by bonding and additionally secured by rivets. The
tail boom.
aluminum-alloy connecting frame is riveted to the inside of the tail
boom. To prevent corrosion, the mating surfaces are isolated from On the connecting frame, a bulkhead plate is attached.
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.
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.

EC 135
Training Manual
Tail Unit
Tail Boom Fairing (Carbon Fiber)

FWD
Foreward
Hydraulic Hoses Short Drive Support Fitting
Shaft
Connecting Flange
Long
Drive Shaft
Bearing Support
(Aluminium)
Fitting for Horizontal

Stabilizer
Tail Boom Maintenance Cover

Cable Duct
Antenna Attachment
Tail Boom (Nomex Sandwich)
Vertical Strut
FWD U--Profile
Bulkhead Connecting Frame
Plate (Aluminium)

EC 135
Training Manual
Tail Unit
Tail Rotor Drive

General
The tail rotor drive transmits the power from the main rotor
transmission to the tailrotor through a system of shafts, flexible
couplings and the tail rotor gearbox.
Components
The tail rotor drive train consists of the following parts:
-- 3 shafts with flexible couplings
-- Tail rotor gearbox
Drive Shafts
The tail rotor drive shaft assembly consists of:
-- Foreward drive shaft with two couplings
-- Center drive shaft with 6 bearings
-- Aft drive shaft with two couplings

EC 135
Training Manual
Tail Unit
Tail Rotor Drive Shaft
Bolted Flange
Center Drive Shaft
Bolted Flange
Foreward Drive Shaft
Gearbox Input
Shaft
Aft Driveshaft
Flexible Coupling

EC 135
Training Manual
Tail Unit
Foreward-- and Aft Drive Shaft Center Drive Shaft

The foreward and aft drive shafts are built up as follows: The center drive shaft is built up as follows:
-- Tube -- Tube
-- Adapers -- Two removeable flanges
-- Flexible Couplings -- 6 roller bearings with rubber sleeves
The tubes consist of carbon fiber. The three-armed adapters consist
of titanium and are riveted and bonded to the ends of the tubes.
The foreward drive shaft is connected via the flexible couplings and The tube consists of steel. The bolted and the removable flanges
flanged couplings to the tail rotor output drive of the main transmission consist of titanium.
and to the center drive shaft.
The removable flanges are connected to the tube by spring bushings
The aft drive shaft is connected via flexible couplings directly to the which are secured by bolts, nuts and special washers.
center drive shaft and to the tail gearbox input flange.
The center drive shaft is supported by 6 sealed roller bearings, which
Flexible Coupling 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
The flexible couplings consist of packs of steel discs which are held dampen vibrations, and account for misalignment.
together by assembled flanged sleeves and washers. The flexible
couplings correct for misalignment and variations in length.

EC 135
Training Manual
Tail Unit
Drive Shafts -- Tail Rotor
Center Drive
Flexible Shaft
Coupling
Foreward
Drive Shaft
Spring Bushing
Rubber Sleeve
Ball Bearing
Adapter
Rivets
Flange
Aft Drive
Shaft
Bolt
Flexible Coupling
Flange
Special Washer

EC 135
Training Manual
Tail Unit
Vertical Fin with Fenestron

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

EC 135
Training Manual
Tail Unit
Vertical Fin with Fenestron

Static Discharger
Fin Tip Fairing
Vertical Fin
Gearbox Cover
Half Fairing
Support Fitting
Guide Vane
Static Discharger
Tail Bumper
Stator Hub

EC 135
Training Manual
Tail Unit
Tail Rotor
The tail rotor is a shrouded fan--in--fin rotor (Fenestron concept) which Weight incl. blades 8.2 kg (18 lb)
is installed in a duct in the Fenestron structure. It is installed on the RH
Nominal speed 3584 RPM
side of the helicopter.
Power required max 110--120 kW
It performs the following functions:
Rotation counterclockwise
-- Counteracts main rotor torque (viewed head-on from starboard
-- Controls the helicopter around the yaw axis of helicopter)
Weight of one blade approx. 0.29 kg (0.64 lb)
The tail rotor generates the thrust required to counteract main rotor
torque. This is achieved by changing the pitch angle of the tail rotor Quantity 10 off
blades. The direction of rotation of the tail rotor is counterclockwise Material Aluminum alloy
when viewed head-on from the right-hand side of the helicopter. Profile nonlinear airfoil, spanwise twist
The tail rotor is equipped with ten unevenly-spaced rotor blades. This
arrangement produces overlapping of the acoustic vibrations, thereby
providing a lower tail rotor noise level.
A stator is installed in the duct of Fenestron structure. The stator
consists of the stator hub and inclined vanes. The vanes straighten the
airflow generated by the tail rotor, thereby improving its efficiency and
keeping the noise level low through the inclined installation. Attached
to the stator hub is the tail rotor gearbox. The tail rotor and the tail rotor
gearbox are connected to each other through the splined hub flange
and the output gear wheel.

EC 135
Training Manual
Tail Unit
Principle of Tail Rotor
FWD
Sense of Rotation
Tail Rotor
Yaw Control

EC 135
Training Manual
Tail Unit
Components Fairing
The tail rotor consists of the following: A fairing protects the components within the hub body and is fitted with
fasteners and plate nuts. At the center of the fairing is a bore which is
-- 10 tail rotor blades
used to detach the fairing. The bore is sealed by a plug.
-- Hub body
-- 10 inner bearings
-- 10 outer bearings
-- Pitch change spider
-- Center flange
-- Fairing
Tail Rotor Blades

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

EC 135
Training Manual
Tail Unit
Tail Rotor Inner Bearing

Outer Bearing
Output Gear Wheel

Tail Rotor Blade
Pitch Change Spider
Guide
Control Rod
Thrust Nut
Locking Washer
Center Flange
Fairing

EC 135
Training Manual
Tail Unit
Thrust Nut Hub Body with Bearings

The thrust nut is screwed to output gear wheel of the tail rotor gearbox The hub body houses the tail rotor components. In the hub body, the
and securs the tail rotor. It is prevented from rotating by the locking tail rotor blades are each supported in an outer and an inner bearing.
washer. The thrust nut transmits the tail rotor thrust to the Fenestron On the hub body rear side 6 threads for bolts and balance washers are
structure through the tail rotor gearbox and the stator. installed.
Pitch Change Spider u NOTE For balancing work the bolts have to be numbered
The pitch change spider is attached to the pitch horn of the tail rotor from 1 to 6 beginning at the speed reference mark
blades through ball joints. It is the central pitch changing components in counter--clockwise direction.
for all of the tail rotor blades.
Splined Hub Flange
Center Flange
The splined hub flange is connected to the hub body by screws and,
The center flange is bolted to pitch change spider and is connected to through its internal spline, is splined to the pinion of the output gear
the control rod and guide of the tail rotor gearbox. Interposed between wheel. It connects the tail rotor to the tail rotor gear box.
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. Tension-- torsion Bar
Control inputs move the control rod and the guide, which in turn move The tension-torsion bar consists of a stack of steel laminates which are
the pitch change spider axially through the interconnected center held together bay a shrink sleeve. The tension-torsion bars retain the
flange. Simultaneously, the pitch angle of all the blades is changed by tail rotor blades within the hub body and connect them to the hub
the same amount via the pitch horns mounted on the pitch change flange. The tension-torsion bar absorb centrifugal forces. The low
spider. torsional stiffnes of its steel laminates enables pitch angle variation on
all the tail rotor blades.
Chinese Weights
The Chinese Weights or propeller moment weights dynamically Attach Ring
reduce the control forces. The attach ring together with the tension-torsion bars and the hub
flange are attached to the hub body by bolts and associated nuts.
u NOTE There are different chinese weights mounted to the
left and to the right.

EC 135
Training Manual
Tail Unit
Tail Rotor Control

View from side of the tail rotor fairing
11
9
Bolt/Washer for Balancing 1
Thread for Bolt/Washer

1 (6 Positions)
8
7 6 4
11
8
9 3
12
10
6
7
1 Hub Body 5 4
7 Bushing with Chinese Weight
2 Splined Flange 8 Inner Bearing Ring
3 Attach Ring 9 Outer Bearing Ring 10
4 Pitch Change Spider 10 Ball Joint
5 Bushing 11 Tail Rotor Blade
6 Tension--torsion Bar 12 Plate

EC 135
Training Manual
Tail Unit
Tail Rotor Gearbox

General Design / Function
The tail rotor gearbox is a single-stage, spiral-toothed bevel gear. It The gearbox housing is made of aluminum alloy. Installed in the
does the following: housing are the input pinion gear and output gear wheel which are
-- Drives the tail rotor attached by the flanges of their supporting bearing outer races to the
gearbox housing. The gearbox housing is provided with an input
-- Reduces the speed from the drive shafts casing and an output drive casing which are both fitted with a shaft
-- Diverts the direction of power flow through 90° by means of seal.
two bevel gears
-- Transmits tail rotor forces and moments through the stator
to the fuselage
The tail rotor gearbox houses the components which control the tail
rotor. These components transmit the control inputs from nonrotating
to the rotating parts of the tail rotor.
Components
The tail rotor gearbox consists of the following:
-- Gearbox housing
-- Input casing
-- Output casing
-- Input drive flange
-- Input pinion gear
-- Output gear wheel
-- Control unit (comprising casing, control rod, guide)

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

Shim
Control Unit
Guide
Gearbox Housing
Output Casing
Input Pinion Gear

Sight Glass
Input Casing
Lip Seal
Input Drive Flange

Drain Plug
Electrical Chip Detector

EC 135
Training Manual
Tail Unit
Input Drive Flange Control Unit

The input drive flange which transmits torque to the input pinion gear, The casing, control rod and guide together comprise the control unit
is formed with a three-arm flange and a splined shaft which meshes which is installed inside the output gear wheel. Control inputs cause
with the internal spline of the input pinion gear. the Fenestron actuator to move the contol unit in an axial direction. The
control unit transfers control movements to the tail rotor.
Input Pinion Gear
The control unit casing comprises the casing itself and an integrated
The input pinion gear, which drives the output gear wheel, consists of control rod which is connected to the input lever of the tail rotor control
a spiral bevel gear, a double ball bearing, and a special nut secured linkage so that the casing cannot rotate.
by a locking ring.
Installed inside the casing is a control rod and a double ball bearing
Output Gear Wheel which is held in the housing by a special nut and secured by a nut
retainer.
The output gear wheel, which drives the tail rotor, consists of a spiral
pinion gear, a double ball bearing, and a special nut secured by a The components inside the casing provide for the transition from
locking ring. The tail rotor is splined to the pinion of the output gear nonrotating to rotating movement of the tail rotor controls.
wheel through the splined hub flange. 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.

EC 135
Training Manual
Tail Unit
Tail Rotor Gearbox

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

EC 135
Training Manual
Tail Unit
Oil System
Installed in the lower region of the gearbox housing is a valve
incorporating a magnetic plug which is fitted with an electrical chip
detector. The magnetic plug is retained within the valve by a bayonet
coupling. When the magnetic plug is removed, the valve closes
automatically to prevent oil from flowing out.
The oil in the tail rotor gearbox is drained by means of a hose with an
adapter which fits into the valve. An oil level sight glass, which has
minimum and maximum markings, enables visual inspection of the oil
level.
The oil filler neck of the gearbox housing is fitted with a strainer and a
cap.
The gear wheels and bearings of the tail rotor gearbox are provided
with splash lubrication.
The tail rotor gearbox is cooled by the circulating oil and via the
gearbox housing.
Balancing Installation
For balancing the tail rotor a velocimeter and a magnetic speed pickup
are installed at the tail rotor gearbox. The wiring leads to a receptacle
in the circuit breaker panel 1 which is situated in a recess in the LH
cargo compartment side cover.
u NOTE A dummy velocimeter pickup or a operating pickup

can be installed.

EC 135
Training Manual
Tail Unit
Tail Rotor Gearbox
Gearbox Housing
Housing for
Speed Sensor
Magnetic Pickup Cap
Revolution Marker
Strainer
Input Casing
Oil Level Sight Glass

MIN and MAX Markings
Adapter for
Input Drive Flange Oil Hose
Circuit Breaker Panel 1

Velocimeter
Receptacle for Velocimeter
Track&Balance Magnetic Plug
10 5 3MJA
DC TR&BAL
Electrical Plug
RECEPT INFLT
19VVA

EC 135
Training Manual
Tail Unit
Tail Rotor -- Inspection

Clearance Check of the Tail Rotor Blades
The clearance at any position of the tail rotor blades and the Fenestron
structure must not be less than 3.5 mm.
Procedure
The clearance of all rotor blades is measured with a gauge at
position 1 (lowest part of the Fenestron duct). The blade with the
minimum clearence is rotated with 45° steps and the clearance is
measured at each position.
Correcture
Check whether paint was applied too thickly in the affected area of the
Fenestron structure when the paint coat was previously renewed or
touched up. If this is found to be the case, reduce the thickness of the
paint coat by the excessive amount. However, the paint must not be
removed to the point where the light blue primer coat is exposed.
If this does not apply, disassemble the tail rotor and inspect screws
and laminated tension-torsion bars for wear. Replace worn parts and
reassemble the tail rotor. After the tail rotor has been reassembled,
measure again the clearance between blade tips and the Fenestron
structure.

EC 135
Training Manual
Tail Unit
Tail Rotor -- Clearance Check
1 8 positions at which clearance is measured
Tail Rotor Blade 5

4 6
3 7
2 8
Fenestron Structure
1
Allowable Clearance 3.5 mm

EC 135
Training Manual
Flight Control
Flight Control

EC 135
Training Manual
Flight Control
Table of Contents
Principle of Flight Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Flight Control of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Collective Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cyclic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Mixing Lever Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Swash Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Rotating Control Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Driving Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Track&Balance Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Tail Rotor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Pressure Supply Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Hydraulic Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Description of the Follow Up Principle . . . . . . . . . . . . . . . . . . . 52
System Description MHA/EHA . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Mechanical Override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Electro-- Hydraulic Actuator EHA . . . . . . . . . . . . . . . . . . . . . . . 64
Indication and Testing System . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Fenestron Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Three Axis Stability Augmentation System SAS . . . . . . . . . . 72
Yaw Stability Augmentation System . . . . . . . . . . . . . . . . . . . . . 72
Pitch & Roll Stability Augmentation System . . . . . . . . . . . . . . 76
Pitch Damper (DPIFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

EC 135
Training Manual
Flight Control

EC 135
Training Manual
Flight Control
Principle of Flight Control
General Tail Rotor Control

The attitude and airspeed of the EC 135 is controlled by adjusting the The tail rotor control is in principle the same as the collective control
angle of incidence of the main and tail rotor blades. of the main rotor system. Adjusting the angle of incidence of the ten
tail rotor blades collectively varies the thrust, reacting against the main
Flight Control rotor torque. The helicopter stands still in hover, if these forces are
Three types of controls are necessary to fly the helicopter: equal. If not, the helicopter will turn around its yaw axis.
-- 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).

EC 135
Training Manual
Flight Control
Flight Control
Collective Control Cyclic Control Yaw Control

Main Rotor Main Rotor Tail Rotor
FWD
FWD

EC 135
Training Manual
Flight Control
Flight Control of the EC 135
Components Tail Rotor Control

The flight control of the EC 135 comprises the following systems: The main components of the tail rotor control are the following:
-- Main rotor control -- Pedal assembly
-- Tail rotor control -- Ball bearing control cable
-- Electro-mechanical actuator (SEMA)
Main Rotor Control
-- Fenestron actuator
The main rotor control consists of two systems:
-- 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

EC 135
Training Manual
Flight Control
Flight Control MHA for Collective

EHA for SAS (Roll Axis)
Control Tail Rotor Actuator
Control Rod Linkage
EHA for SAS

(Pitch Axis)
Yaw Actuator
Upper Guidance Unit

Ball Bearing Cable
Collective Lever
Cyclic Control Stick Lower Guidance Unit

Cyclic Shaft
Collective Shaft
Pedal Assembly
Trim Actuator Lateral

Trim Actuator Longitudinal

EC 135
Training Manual
Flight Control
Collective Control
Signal Input u NOTE Final adjustment of the collective pitch stop is
determined during maintenance check flight. The
The collective signals are given by pulling the collective pitch lever
actual mechanical stop is compared to the rotor
upward or pushing downward. Pulling creates climb, pushing descent.
thrust given by the measured torque under the
Collective Pitch Lever respective outside air conditions (PA, OAT). If there
is a difference to the calculated volume in the
The collective pitch lever is located on the left side of the pilot seat. The diagram, the mechanical stop can be adjusted by
second lever is located on the left side of the copilot seat. Both changing the number of shims under the flange.
collective pitch levers are mechanically linked via a torsion tube.
Friction Brake
To prevent undesired movement of the collective lever during flight, a
friction brake acts on the torsion tube. The desired friction against the
movement of the pitch lever can be set by the adjusting screw.
Collective Pitch Stop

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

EC 135
Training Manual
Flight Control
Collective Shaft
Bearing
Lever for Collective Control Rod

Seat for Collective Pitch Lever
Friction Brake
Connection to
Cabin Floor
LVDT (Engine Con-
trol)
Collective Shaft
Bearing
Shim
Pitch Stop
Spring Contact Lever
Seat for Collective
Striker Plate Pitch Lever (Copilot)

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.

EC 135
Training Manual
Flight Control
Collective Control
Main Rotor Actuator
Upper Guidance Unit Control Rod
Control Rod
Collective Pitch Lever
Collective Shaft

EC 135
Training Manual
Flight Control
Cyclic Control
Signal Input The longitudinal control lever tilts about the axis of the corresponding
bearing bushing and displaces the control ring of the swashplate
The cyclic control signals are given by moving the cyclic stick left or
forward to the right via a cyclic control link when pushing the stick
right (lateral control) and by pushing or pulling it (longitudinal control).
forward or backward to the left when pulling the cyclic stick aft.
Cyclic Stick The lateral control lever tilts the swashplate forward to the left when
The cyclic sticks are located in front of the pilot’s and copilot’s seat. pushing the cyclic stick to the left and backward to the right when
Both sticks are linked via a torsion tube and a linkage mechanism pushing the stick to the right.
underneath the cabin floor.
Vibration Decoupling Unit
Control Transmission The linkage for decoupling the vibrations is located between the upper
Longitudinal control inputs are transmitted via the cyclic shaft to a guidance unit and the mouning plate of the main rotor actuator. This
horizontal control rod which leads to the lower guidance unit beneath unit supresses control inputs induced by vibrations from the main gear
the control post. box relatively to the fuselage. If there is a displacement between the
main gearbox and the upper guidance unit, the decoupling rod causes
Lateral control inputs are transmitted via a linkage which is connected a tilting of the guidance unit for compensation.
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 lower guidance unit transfers longitudinal and lateral control
inputs as thrust motions to one vertical control rod each.
The left and the right bell crank of the upper guidance unit transmit the
thrust motions to one horizontal control rod each.
One horizontal control rod displaces the input lever of the longitudinal
control piston (LH) and the other one displaces the input lever of the
lateral control piston (RH) at the main rotor actuator.
Boosted inputs are transmitted behind the pistons to the longitudinal
control lever or to the lateral control lever of the mixing lever gear unit.

EC 135
Training Manual
Flight Control
Cyclic Control EHA for SAS (Roll Axis)
Vibration Decoupling Unit

Horizontal Control Rod
Main Rotor Actuator
Roll Axis
EHA for SAS
Upper Guidance Unit (Pitch Axis)
Horizontal Control Rod FWD

Pitch Axis
Cabin Floor
Vertical Control Rod
(Lateral Control) Lateral Trim Control Rod
Lateral Control
Lower Guidance Unit Rod
Cyclic Stick
Vertical Control Rod
(Longitudinal Control)
Cyclic Shaft
Cyclic Shaft
Bearing Support
Long. Trim Long. Control Rod

Control Rod

EC 135
Training Manual
Flight Control
Mixing Lever Assembly

General
The purpose of the mixing lever assembly is to transmit the three
amplified main rotor control signals (collective, longitudinal and lateral)
to the swashplate.
Main Components
The main components of the mixing lever assembly are:
-- Collective control fork
-- Two cyclic control levers
Collective Control Fork

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

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

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

Short Control
Rod
Cyclic Lever Lateral Longitudinal
Collective Fork
Main Gear Box
Connecting Rod
Lateral
Connecting Rod Cyclic Lever Longitudinal

Collective
Connecting Rod Shim Plate
Longitudinal Hinged Support

EC 135
Training Manual
Flight Control
Transmission of Control Signals u NOTE Transmission of cyclic signals is totally

Collective: independant of collective control inputs. Collective
control signals are transferred to both, the sliding
For increasing the vertical lift of the helicopter the swash plate has to sleeve and the two short control rods.
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.

EC 135
Training Manual
Flight Control
Transmission of Cyclic and Collective Signals
Collective Control Signal Cyclic Control Signal
2’
Swash Plate 3’
2 3’
Sliding Sleeve 1’ 3
1 3
Short Control Rod
Lateral Lever
Collective Fork
Axis a Axis a
Longitudinal Lever
Input: Increase Thrust Input: Forward Flight

EC 135
Training Manual
Flight Control
Swash Plate Swash Plate Bearing

The swash plate bearing is a douplex ball bearing which connects the
General
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 u NOTE The swash plate bearing is the only rotating part of
rotating blades. the helicopter that is lubricated by grease.
Sliding Sleeve
Bearing Ring
The collective control inputs move the sliding sleeve up or down. Inside
the sleeve two teflon liners are attached, which permit easy sliding The bearing ring is rotated synchronously with the rotor through the
movement on the gearbox mounted support tube. Two bearing bolts two scissors assemblies. The four forked lugs provide the attachement
points for the rotating control rods. The connecting bolts from the two
at the top of the sliding sleeve retain the cardan ring. Two ball bearings
levers integral with the bearing ring provide the attachment points for
at the lower side connect to the collective control fork of the mixing
the scissors assemblies.
lever unit.
Located within the bearing ring is a soft-iron pin which provides the
Cardan Ring 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.

EC 135
Training Manual
Flight Control
Swash Plate Assembly
Inner Ring
Outer Ring
Split Cover
Connecting Bolt for

Scissors Assembly
Bearing Ring, Rotating
Speed Pickup Mount

Duplex Ball Bearing
Control Ring, Nonrotating

Cardan Ring
Control Fork Bearing Teflon Bushing

EC 135
Training Manual
Flight Control
Rotating Control Rod u NOTE The metric threads of some high loaded bolted
connections might be designed according the MJ
General standard. Due to modifications in the thread root
area an improved stability is achieved. In addition
The purpose of the rotating control rods is to transmit the flight control
the self locking behaviour has been improved due
signals to the main rotor blades. Four rotating control rods are installed
the selected relationship of thread diameter and
between the rotating part of the swash plate and the pitch horns at the
pitch.
rotor blades.
For combinations or exchangeability of MJ and
Components standard ISO M threads the remarks in the IPC
have strictly to be followed. For identification the
Each rotating control rod consists of: letters “MJ” are imprinted on bolts/nuts.
-- Two bearing rod ends
-- Two counter nuts Y WARNING The threads of the rod ends are marked by red
-- Two keyed washers paint. These red areas must not be visible after
adjustment/installation.
-- Rod body
Configuration
The bearing rod ends are screwed into the rod body by a coarse thread
(MJ10x1.25) on one side and a fine thread (MJ10x1.00) on the other
side. The rod ends are secured in the rod body by a keyed washer and
a counter nut on each side. The counter nuts are additionally
lockwired. To prevent corrosion inside the rod body of, the upper end
is sealed by a sealing compound.
u NOTE The coarse thread must be located on the top. If

not, the adjustment for the blade track by rotating
the rod body is not as described in the
maintenance manual.

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

EC 135
Training Manual
Flight Control
Driving Unit
General
The driving unit connects the swash plate to the rotor mast. Its purpose
is to drive the rotating part of the swash plate. The driving unit connects
the bearing ring of the swash plate with the scissors clamp at the main
rotor mast.
Attachment
The driving unit is connected to the main rotor mast by two integrated
lugs. Each of the two scissors assemblies are connected to the swash
plate by means of a spherical bearing and a swash plate installed bolt.
u NOTE The lettering OUTER SIDE on the lever faces

outboard.

EC 135
Training Manual
Flight Control
Driving Unit
Rotor Hub Shaft
Scissors Assembly
Lettering
OUTER SIDE
Spherical Bearing

EC 135
Training Manual
Flight Control
Track&Balance Installation
General
For balancing the main rotor two velocimeter and a magnetic speed
pickup are installed. The wiring leads to a receptacle in the circuit
breaker panel 1 which is situated in a recess in the LH cargo
compartment side cover.
Lateral Velocimeter
The lateral velocimeter is installed on the main transmission, the
vertical velocimeter is located in the nose of the helicopter in the area
below the copilot’s seat under the forward floor, next to the cyclic shaft.
Magnetic Pickup
The magnetic pickup is installed at the control ring of the swash plate.
An iron interrupter pin is mounted in the rotating bearing ring of the
swash plate.
u NOTE Dummy velocimeter pickups or operating pickups

can be installed.

EC 135
Training Manual
Flight Control
Track&Balance Installation
Bearing Ring
Magnetic Pickup Interrupter Pin
Forward Floor
Main Transmission
Cable Assy
Velocimeter M/R LAT
Circuit Breaker Panel 1
Receptacle for
Track&Balance
10 5 3MJA
Receptacle for
DC TR&BAL
DC Power Supply Velocimeter
RECEPT INFLT
T&B--Equipment Cyclic Shaft
19VVA

EC 135
Training Manual
Flight Control
Trim System
General It is installed beneath the cabin floor off-center right in front of the
torsion tube.
As the EC 135 is equipped with hydraulic boost units for main rotor
control, which amplify the control signals, no real control forces are Control Board
necessary at the control stick.
The control board for the trim system is installed beneath the cabin
For better handling of the helicopter an artificial control force, giving the floor right behind the cross beam attached to the cabin floor. On the
pilot a reference for stick displacement is desireable. For that reason control board there are mounted two relays for control of the DC
trim actuators with artificial force feel springs are installed in the motors.
non--boosted section of the cyclic controls.
4-- Way Trim Switches
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 The 4--way trim switches are installed on top of both cyclic control stick
cyclic stick against the artificial control force would fatique the pilot. grips, respectively.
Therefore the artificial control force can be trimmed to zero in each The desired trim position of the cyclic control is adjusted by the 4--way
stick position by electric motors and clutches in the trim actuators. trim switches.
Trim Actuator Push Buttons

The longitudinal trim actuator is installed beneath the cabin floor The push buttons ATT TRIM REL to release the trim position are
centered directly behind frame 1 and in front of the cyclic shaft. The installed on top of both cyclic stick grips, respectively.
identical lateral trim actuator is installed beneath the cabin floor
centered behind the cyclic shaft and in front of frame 2. Dual Controls
In the housing of an actuator there is mounted a DC motor, an If dual controls are installed, the 4--way trim switch priority is set to trim
electro-mechanical clutch, a eddy current brake, a position sensor and aft / right, regardless whether the trim signal is triggered by the pilot or
a spring for artificial force feel. the copilot.
Trim Linkage Circuit Breaker

The longitudinal trim rod connects the output lever of the longitudinal The circuit breakers TRIM ACT and ATT TRIM REL are mounted in the
trim actuator with the torsion tube of the cyclic shaft for longitudinal overhead console.
control.

EC 135
Training Manual
Flight Control
Trim System -- Locations
Circuit Breaker
ATT TRIM ACT
Circuit Breaker
ATT TRIM REL
CDS
AUDIO
RES
4--Way Trim Switch

ATT TRIM
Push Button
ATT TRIM REL
Cabin Floor
Trim Actuator
Longitudinal Trim Actuator Cross Beam
Lateral Trim System
Control Board

EC 135
Training Manual
Flight Control
Function After releasing the ATT TRIM RELEASE push button, a new force free
stick position is maintained.
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 u NOTE In case of accidental jamming of any internal trim
the trim actuator drives the primary reducer (irreversible wormgear) actuator parts, a higher control force has to be
and transmits the movement to the closed electrical clutch. With the applied to break a shear pin in the affected trim
clutch the primary reducer is connected to the secondary reducer and actuator output shaft. This allows free movement
the motor movement is transmitted to the output shaft. Via the output in the respective direction without an artificial
lever and a control rod, the stick is moved into a new force free neutral control force. In that case the trim system in the
position. associated direction is disabled, too.
The running direction of a trim motor is changed by a polarity reversal.
The on--board circuitry with the relais and the two DC motors enables
four running directions: Forward, aft, left, right.
When operating the 4--way trim switch only one of the four contacts
can be closed. When releasing the switch, all four contacts are again
opened.
During a cyclic control input the trim actuator output lever moves
together with the cyclic controls. With the trim actuator deenergized no
movement of the reduction geartrain is possible. By the relative
movement between the two plates, the spring becomes twisted, thus
creating an artificial control force.
Depressing the ATT TRIM RELEASE push button at the cyclic stick
energizes the electric clutch in the trim actuator. The clutch opens and
separates the secondary reducer from the primary reducer. This allows
the secondary reducer to turn and the spring to move in the force free
position. To smooth this movement a damping device mounted with
the secondary reducer gives a torque resistance proportional to
speed.

EC 135
Training Manual
Flight Control
Trim System; Trim Actuator

Side View
Cabin Floor
Frame 1
DC Motor
Electrically
Lateral Activated Coupling Position Sensor
Trim Rod Centrifugal
Longitudinal Trim Rod
Friction Brake
FWD Top View
Cyclic Shaft Gear with

Shear Pin
Spring
Movable Gear
Output Lever
Longitudinal Lateral Trim

Trim Actuator Actuator

EC 135
Training Manual
Flight Control

EC 135
Training Manual
Flight Control
Trim System -- Functional Diagram
PP10E PP10S
Push Button ATT TRIM REL
(Pilot) 4--Way Trim Switch
ATT TRIM (Copilot)
Push Button ATT TRIM REL

(Copilot)
Forward Forward
Left Left
4--Way Trim Switch ATT TRIM

(Pilot) Right Right
Rear Rear
Control Board
4--Way Trim Switch
ATT TRIM H V R L
Push Button
ATT TRIM REL M M
Longitudinal Actuator Lateral Actuator

EC 135
Training Manual
Flight Control
Tail Rotor Control
General Yaw Actuator

The tail rotor control changes the angle of incidence of the tail rotor The yaw actuator is an actuator with an integral position feedback
blades collectively. The tail rotor control is used for the yaw control. (Smart electro-mechanical actuator, SEMA). It converts the stabilizing
Control inputs are made by the pilot via the pedal assembly. The pedal signal produced by the fibre optic gyro (FOG) into a corresponding
inputs are superimposed by inputs from the Yaw Stability Augmention mechanical input to the tail rotor control linkage.
System (YAW--SAS) via an electro-mechanical actuator. The inputs
The series-connected yaw actuator operates between the ball bearing
are boosted hydraulically and transmitted to the control spider which
control and the hydraulic Fenestron actuator. In consequence,
changes the blade angles.
stabilizing inputs from the yaw stability augmentation system and the
Components control inputs from the pilot are superimposed on each other.
The tail rotor controls consist of the following assemblies: Following a stabilizing input, the yaw actuator automatically recenters
within its maximum stabilizing stroke range to ensure full stabilizing
-- Pedal assembly input authority. The authority in the yaw actuator control is 8%.
-- 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.

EC 135
Training Manual
Flight Control
Tail Rotor Control

Yaw Actuator
Hydraulic
Pressure Tube
Ball Bearing Control Cable
Bell Crank Lever Fenestron Actuator
Coupling for Connection

Rod to the Copilot’s Pedal
Assembly
Pedal Assembly Control Rod

EC 135
Training Manual
Flight Control
Ball Bearing Control Cable

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

EC 135
Training Manual
Flight Control
Ball Bearing Control Cable (Flexball)
Casing
Outer Race
Center Core
Ball Cage
Steel Ball

EC 135
Training Manual
Flight Control
Function of the Tail Rotor Control

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

EC 135
Training Manual
Flight Control
Tail Rotor Actuator
Pressure Pipe
Return Pipe
Bleed Valve
Input Lever
Control Rod

EC 135
Training Manual
Flight Control
Hydraulic System
General Location
The hydraulic system is used to boost the manual control inputs of the The components of the hydraulic power system are installed on the
pilot. At the same time the reset forces of the rotor blades are blocked. front of the main transmission and in the cockpit. Two pressure supply
systems are installed on top of the fan gearboxes. The fan gearboxes
Components are attached to the left-hand and right-hand forward side of the main
The hydraulic system consists of the following components: transmission. The main rotor actuator is installed in the center of the
forward side of the main transmission. The Fenestron actuator is
-- Two identical pressure systems installed inside the stator hub of the Fenestron. Hydraulic lines connect
-- Main rotor actuator the pressure supply systems to the main rotor actuator and the
-- Fenestron actuator Fenestron actuator. The components of the indicating and testing
-- Indicating and testing system system are part of the pressure supply systems. The related switches
and displays are installed in the overhead panel and in the instrument
Leading Particulars panel.
Operating Pressure 103 bar
Return Pressure 1.40 -- 1.75 bar
Hydraulic Fluid acc. MIL--H 5606 (F)
Fluid Capacity 1.0 l (SYS1), 1.2 l (SYS 2)
Reservoir Capacity 0.8 l
u NOTE To prevent a contamination and blockage, it is

recommended that hydraulic fluid stored in cans
should not be used when it is older than 3 years.

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
Collective Control Rod Refill Port System 2
Actuator
Longitudinal Control Rod

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.

EC 135
Training Manual
Flight Control
Hydraulic Power System
Fenestron
System 1
Actuator
Main Rotor Actuator
System 2
Reser- Valve Valve

Reser-
voir Block Block
voir
Relais Relais
Pump Pump
Test
Switch
System 1 System 2
CDS/CPDS
HYD PRESS HYD PRESS

EC 135
Training Manual
Flight Control
Pressure Supply Systems

General
The pressure supply systems 1 and 2 are two identical systems. They
independently supply the hydraulic actuators with operating pressure.
Components
Each pressure supply system consists of:
-- Hydraulic pump
-- Reservoir
-- Valve block
-- Hydraulic lines
u NOTE To prevent the hydraulic systems from

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

EC 135
Training Manual
Flight Control
Pressure Supply System
Bleed Valve
Sight Glass
Level Indicator
Solenoid Valve
Filter
Pressure Switch MAX Marker

MIN Marker
Leak Oil Port
Reservoir
Maintenance Port
Return Line Port
Supply Line Port
Valve Block
Pump

EC 135
Training Manual
Flight Control
Hydraulic Pump Leading Particulars

The hydraulic pump is an integral part of the pressure system. All Speed 5145 RPM
connections (i.e. pressure line, suction line case drain) are made by
Preloaded pressure in the reservoir 1.40--1.75 bar
channels and bores in the valve block.
Reservoir Capacity 0.8 l
The pump is conventional piston type wherein a cylinder barrel
Low pressure relief valve Opens at 6.5 bar
containing nine pistons is driven by the accessory drive of the main
transmission. High pressure relief valve Opens at 122 bar
Pressure switch (increasing pressure) Opens at 82.7 bar
The pistons are constrained by the rotating part of the backplate and
ball--and--socket--joints shoes which are hydrostatically balanced. As Pressure switch (decreasing pressure) Closes at 69 +/-- 3.4 bar
the barrel rotates, the pistons intaking and discharding fluid through a
stationary valve surface (control plate) on the port cap. The length of
the piston stroke, and thereby the displaced volume is determined by
the angle of the nonrotating part of the backplate. This angle is
controlled by a spring acting against system pressure on the cam of
the nonrotating part.
u NOTE The longer the stroke of the pistons, the larger the
volume of fluid delivered.

EC 135
Training Manual
Flight Control
Hydraulic Pump
Outlet Port Inlet Port

(to Valve Block) (from Reservoir) Pump Shaft Outlet Port
(to Valve Block)
Inlet Port
(from Reservoir)
Piston or
Plunger
Spring Control
Piston
Piston or
Plunger
Fluid Flow
Case Drain Decrease
Adjustment Screw
(Factory Set) Barrel
Backplate
Backplate (Rotating Part) Fluid Flow Backplate
(Fixed Part) Increase (Rotating Part)
Splined Shaft
Seal Drain
Backplate,
(Fixed Part)

EC 135
Training Manual
Flight Control
Reservoir Valve Block

The reservoir stores the hydraulic fluid. The necessary preload The valve block contains all the valves and control lines to control and
pressure is generated by the double actuated piston in the reservoir. test the hydraulic system.
The operating pressure applies a force on the smaller piston. As a Directly after the hydraulic pump there is a non return valve to prevent
result the larger piston pressurizes the reservoir. With the ratio a reversal of the fluid direction.
between the both piston areas (1:60) and an operating pressure of 103
bar, a return pressure of 1.40 -- 1.75 bar is created in the reservoir to The filter prevents the system from contamination.
prepressurize the pump suction side. The high pressure relief valve prevents overloading of the system. The
A pressure relief valve avoids a damage of the reservoir caused by valve opens at a pressure of 122 bar and excessive pressure is
overpressure. It opens at a pressure of 6.5 bar and relieves out released to the return side.
hydraulic fluid to the leak oil port. A solenoid valve, the shut off valve and the pressure switch are part
Both the reservoirs with the valve blocks attached to their forward side, of the indication and test system. Energizing the solenoid valve causes
are installed on the hydraulic pumps. A support bracket also attaches the shut off valve to close. The resulting decrease in pressure causes
them to the main transmission. the pressure switch to close and to send a signal to the cockpit for low
pressure caution indication.
The sight glass on the top of the reservoir serves as an indicator for the
amount of air in the system. Maintenance
A fluid level indicator is installed on the rear side of the reservoir. For maintenance purpose the following ports are available:
-- Bleed valve/sightglass for detection and bleeding of
u NOTE The sight glass must be half full of hydraulic fluid
trapped air (in system 2 a second bleed valve is mounted
minimum. Otherwise the system has to be bled. A
at the fenestron actuator).
save flight operation is assured as long as fluid is
visible in the sight glass. -- Maintenance port for pressure monitoring (high pressure
side).
-- Maintenance port for draining and refilling the system (low
pressure side).
u NOTE Due to internal piping the refill port is mounted at

the actuator carrier plate in front of the main gear
box opposite of the respective system.

EC 135
Training Manual
Flight Control
Hydraulic Valve Block -- Non Pressurized
Pressure Out
Shut-Off Valve Return In
Sight Glass
High Pressure Relief Valve
Bleed Valve
Pressure Switch
Solenoid Valve
Level Indicator
Filter
MIN MAX
Low Pressure Piston
Pressure Monitoring
(Maintenance)
Vent
Non Return Valve Reservoir
Low Pressure Relief Valve
Pump Port to Drain System

Seal Drain

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

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

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

EC 135
Training Manual
Flight Control
Hydraulic Valve Block - Test u NOTE Both hydraulic systems can be tested with this
Test Function activated: procedure. Only when testing system 1 (system 2
is inactive) there is no pressure supply to the
For the single system test on ground one system has to be shut off with fenestron actuator.
the spring loaded test switch in the overhead panel. During the test the
solenoid valve is activated and opens the high pressure inlet for the left
Y WARNING Never activate the hydraulic test switch in
side of the shut off valve. flight.
Result: the piston of the shut off valve travels to the right end stop
because the force created by the larger piston surface and the high
pressure is greater than the force created by the spring and the smaller
piston surface with high pressure applied.
The Pressure outlet is blocked and the pressure switch closes
(Caution HYD PRESS in the CDS/CPDS for the respective system
comes on).
The pressure outlet line and the main rotor actuator of the deactivated
system are connected to the return pressure as long as the test
situation is evident.
Test function deactivated:
The test switch is released to the norm position, the solenoid valve
closes the high pressure inlet for the left shut off valve piston and the
shut off valve reverts to the open position again. The fluid of the left
piston chamber is pushed into the low pressure line which is opened
simultaneously.
Result: The pressure switch opens again (caution HYD PRESS goes
off) and the main rotor actuators are supplied with high pressure again.

EC 135
Training Manual
Flight Control
Hydraulic Valve Block -- Test
High Pressure
Low Pressure

EC 135
Training Manual
Flight Control
Hydraulic Actuators
General Description of the Follow Up Principle

Due to the high reset forces which react on the controls when changing
Fluid Flow
the blade pitch, hydraulic actuators transmit boosted control inputs to
the rotor system. 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
The main rotor actuator consists of three adjacent hydraulic actuators.
side of the piston is pressurized. The boost piston moves in the
It is installed at the front part of the main rotor gearbox by means of an
corresponding direction. The low pressure fluid from the not
attachment and supply plate.
pressurized chamber is led back to the return line into the reservoir.
Assembly With the control spool in the neutral position, no boost piston
The hydraulic actuator mainly consists of: movement is possible, because the pressure line as well as both return
lines are closed. The boost piston is hydraulically blocked.
-- Servo valve
-- Boost cylinder 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.

EC 135
Training Manual
Flight Control
Hydraulic Actuator -- Basic System Function
Control Lever
Connecting Rod
Reservoir Output to
Swash Plate
Pump Pivot Point
Boost Cylinder
Boost Piston
Input Control Rod
Starting Input
Pressure Line
Return Line
Lever
Control Spool

EC 135
Training Manual
Flight Control
Reaction of the Boost Actuator

The hydraulic pressure in the right chamber of the boost cylinder
causes the piston to move to the left. Low pressure fluid from the left
boost cylinder chamber is ported to the servo valve and to the reservoir
via the return line.
With the boost piston moving to the left and a constant movement at
the input control rod to the right, the middle point of the control lever
becomes to the pivot point where the control lever turns around. The
control spool remains pulled to the left end stop by the connecting rod
as long as the input continues.
Input Stop
When there is an input stop, the upper bearing of the control lever
becomes the pivot point. As the control spool is still in the open
position, the boost piston moves until the control spool is pushed back
in the closed position by the connecting rod and the lever.
With the control spool in the neutral postion no further hydraulic flow
is possible and the boost piston becomes hydraulically blocked again.
This short time delay is not feelable in the controls.

EC 135
Training Manual
Flight Control
Hydraulic Actuator -- Basic System Function
Pivot Point
Control Lever Movement here until the control
Connecting Rod spool is in neutral position and
Pivot Point blocks hydraulically the boost piston
Movement here
Movement
Input Control Rod
Output to
Swash Plate
Pivot Point
Boost Cylinder
Pressure Line
Continued Input Boost Piston
Input Stop
Return Line Lever

EC 135
Training Manual
Flight Control
System Description MHA/EHA
Assembly control spool. In this situation the boost piston is hydraulically blocked
and counteracts all forces coming back from the rotor.
The mechano-hydraulic actuator MHA (collective axis) consists of two
independent systems which are mounted as a unit. Both systems have A control input made at the input lever moves the control spool out of
one common piston rod and are located opposite each other. System the neutral position and the operating pressure is directed to the
1 with the respective mounting and supply plate is located on the top respective boost piston chamber. The boost piston moves as long the
at the power piston output, system 2 with the respective supply plate input continues and the control spool remains in the open position. The
is located below. opposite piston chamber is opened to the return line in order to allow
the piston travel.
For the longitudinal and lateral axis an electro-hydraulic actuator
(EHA) is integrated in the MHA in order to superimpose the control When the input stops the boost piston pulls the control spool back into
inputs from the pilot with signals coming from the Pitch&Roll SAS. the neutral position via the connection rod and the boost piston
movement stops (follow up principle).
Function
The boost piston is hydraulically blocked in the new position.
The control linkages for collective, longitudinal and lateral control are
connected to the input levers of the main rotor actuator. The piston The mechanical end stop for the boost piston travel is in the piston
rods of the main rotor actuator are connected to the mixing lever gear chamber and will be reached, if the control input is continued.
unit by means of control links. In case of operating pressure drop (normal run down; system switched
Without hydraulic pressure the system is switched off by the combined off for test purpose; broken hydraulic line; control line with operating
shut-off valve and bypass valve unit. Two springs with different spring pressure released to the return pressure) as a consequence the
rates keep the valves in the desired position. pressure in the control chamber drops and the strong spring closes first
the shut--off valve, then the weak spring opens the by pass valve. The
With the operating pressure increasing via the pressure port and the system is depressurized and the boost piston chambers are
back pressure protection check valve the inlet chamber of the shut--off connected.
valve is pressurized. Via the hollow piston shaft and the restrictor the
control chamber increases more slowly and causes at first the bypass If the second system is still operative the boost piston in the
valve to close with the compression of the weak spring. After the deactivated does not restrict the control movement.
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

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

EC 135
Training Manual
Flight Control
MHA -- Pressurized, no Movement

EC 135
Training Manual
Flight Control
MHA -- Pressurized with Movement

EC 135
Training Manual
Flight Control
Mechanical Override
Purpose
In order to assure the function of the hydraulic system in case one
control spool jams, a mechanical override is installed to each system.
Because the control spools of the two systems are mechanically linked
to each other, a jammed control spool in one system would cause
blocking of the corresponding control spool within the other system.
Assembly
The control spool is moving in a valve sleeve, which is kept in position
by two springs. A test button is installed to the springs housing.
Function
In case of a jammed control spool, every control input will shift the
control spool and the valve sleeve together against the spring forces.
The first displacement of the valve sleeve causes the opening of the
control line to return pressure, thus first the shut-off valve closes and
then the bypass valve opens. A bypass around the boost piston
chambers of the respective system is established.
u NOTE In case of a jammed control spool an increased

control force in the affected axis will be observed.

EC 135
Training Manual
Flight Control
MHA -- Mechanical Override of System 1
Control Spool Blocked
Normal Situation

EC 135
Training Manual
Flight Control
System Test
A test button, installed to each spring housing allows checking the
valve sleeve for free movement. Pressing the test button will first close
the gap between button and sleeve then, increase of applied force will
cause the displacement of the valve sleeve. The test button returns to
its normal position because of the spring forces and after the return
pressure has been built up.
u NOTE If, after closing the gap, no further movement is

possible against the spring force, the valve sleeve
may be blocked in the housing or the control spool
may be jammed in the valve sleeve

EC 135
Training Manual
Flight Control
Valve Sleeve Test

Test Button
Springs for
Mechanical
Override Spring
Gap compressed
Control Spool
Valve Sleeve
Normal Position Closed Gap Position Displaced Valve Sleeve Position

EC 135
Training Manual
Flight Control
Electro-- Hydraulic Actuator EHA

General
In addition to the mechanical inputs by the pilot the gyro based Stability
Augmentation System SAS superimposes the control output to the
main rotor lateral and longitudinal axis in system 1.
Function
The basic functions concerning boost piston and control spool are
similar to the mechano-hydraulic actuator as described for the
collective axis.
In order to allow the control cylinder inputs to the control spool and
thereby to the control output the mechanical linkage is modified. As
long as the SAS is inactive the control cylinder is centered by two
springs and the control spool moves only after an input coming from
the pilot.
When the supply line from P1 to the electro valve is pressurized the
control pressure builts up via the solenoid valve and closes the by pass
valve.
Thus the operating pressure can be directed into one of the control
piston chambers by the piston unit in the electro valve. The position of
the piston unit is controlled by the SAS computer via electromagnetic
signals to the servo valve coils. The position sensor signal is used as
a feedback signal for the control loop in the SAS computer.
With both control piston chambers connected no differential pressure
build up and no influence from the SAS is possible.

EC 135
Training Manual
Flight Control
EHA -- Normal Operation with SAS Input
SAS Control Piston
Shut-Off/Bypass Valve
Solenoid Valve
Servo Valve
Control Pressure
Chamber
Position Sensor
To SAS Computer

EC 135
Training Manual
Flight Control
EHA - SAS Decoupled

The complete SAS (P&R and YAW SAS) can be switched off by the
pilot manually. In this case the solenoid valve is activated directly by
a switch in the cockpit.
The control pressure will be relieved to the return line and the spring
force will open the by pass valve. Then the control piston will be
centered from present position. The restrictor in the by pass valve
causes a delay in order to avoid a control input. Therafter the control
spool and the boost piston move only after a mechanical input via the
flight controls.
u NOTE In case of hydraulic system 1 failure the P&R SAS

will be inoperative.

EC 135
Training Manual
Flight Control
EHA -- SAS Decoupled

EC 135
Training Manual
Flight Control
Indication and Testing System
General Test Procedure

Each system has a pressure switch to monitor the operating pressure. As both hydraulic systems operate simultaneously one system has to
Power is supplied through the busbar PP10E resp. PP20E and the be switched off to test the other. Testing System 2 (test switch in
related circuit breakers. position SYS 2) system 1 is switched off (and vice versa) via the
With system pressure above approx. 83 bar, the pressure switch is solenoid valve. The pressure in System 1 drops and the pressure
switch activates the CDS/CPDS caution HYD PRESS in system 1.
open and the related relay is not energized. There is no CAUTION
With small control inputs on ground the pilot can test the response of
indication.
the respective system.
System pressure of less than approx. 69 bar closes the pressure
switch and energizes the related relay. The CAUTION indication HYD u NOTE Testing System 1 the pedal forces will increase
PRESS is displayed on display segment SYSTEM I or SYSTEM II on because System 2 and therefor the fenestron
CDS/CPDS. The range of hysteresis between 69 and 83 bar is by actuator is switched off.
means of the different friction in the pressure switches.
Components Y WARNING The test has to be performed on ground only.
The components of the indicating and testing system are:

-- Pressure switch for System 1 / 2
-- Solenoid valve for System 1 / 2
-- Shut-off valve for System 1 / 2
-- Circuit breaker HYD--P SYS 1 / 2
-- Relay for System 1 / 2
-- Display system CDS/CPDS
-- Test switch (spring loaded)

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

EC 135
Training Manual
Flight Control
Fenestron Actuator
General 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
The Fenestron actuator is used for boosting the inputs for the tail rotor
feedback of the control lever.
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 The movement of the power piston is stopped and the power piston is
blades. Integrated in the Fenestron actuator are the stops for the kept in its position until a new control input is made.
maximum and minimum control range. The actuator is supplied with If the pressure drops in system 2, the shut-off valve closes and the
pressure by the pressure system 2. by--pass valve opens. Both piston chambers of the boost cylinders are
Function connected and the mechanical control can displace the power piston.
Without hydraulic pressure the two springs with different spring rate The control spool normally travels in the valve sleeve which is centered
keep the bypass valve (weak spring) in the opened and the shut--off by two springs. If the control spool is blocked the valve sleeve can be
valve (strong spring) in the closed position. shifted against the spring pressure. Thus the control line is directly
connected to the return line. If the pressure drops in the control line,
Thus the power piston can travel freely and the pilot is able to give the bypass valve switches the system off via the shut-off valve unit as
inputs to the tail rotor rotor by means of the mechanical linkage only. described above. The pilot will feel slightly higher control forces in the
When operating pressure fills the shut--off valve inlet chamber and the affected axis because one of the springs at the valve sleeve has to be
control chamber through the hollow piston rod, the valve unit starts to compressed.
travel to the left. First the by pass closes (weak spring), second the The function of the test button corresponds the System Test of the
shut-off valve opens and gives the pressure free to the control spool mechanical override in the MHA/EHA schematic.
inlet.
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).

EC 135
Training Manual
Flight Control
Fenestron Actuator
Power Piston Output Lever
Control Lever
Input Lever
Control Spool
Test Button
Valve Sleeve
Weak Spring
Strainer
Return Port
Pressure Port
Bypass Valve Control Line
Strong Spring Control Chamber
Shut-Off Valve

EC 135
Training Manual
Flight Control
Three Axis Stability Augmentation System SAS
General Yaw Stability Augmentation System

The helicopter can be equipped with an optional 3-axis stability
General
augmentation system (SAS).
The yaw stability augmentation system applies limited authority control
The 3-axis stability augmentation system comprises the following
inputs to the tail rotor control linkage.
independent subsystems:
The yaw SAS operates independently of the other flight control
-- Yaw stability augmentation system (standard equipment)
systems and provides the following functions:
-- Pitch and roll stability augmentation system (option)
-- Enhancement of the dynamic yaw stability
-- Damping of gust effects on the yaw axis
The system is designed for “feet-on” operation, thereby requiring the
pilot to provide helicopter yaw control by operating the pedals. In turn,
the pilot experiences improved handling qualities while at the same
time retaining full control input authority.
System Components
The yaw stability augmentation system consists of the following
components:
-- Fiber optical gyro FOG
-- Yaw actuator
-- Circuit breaker YAW SAS
-- Cut-off switch SAS DCPL
-- Re-engagement switch SAS CONT

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 (DPIFR)

Pitch Gyro P&R SAS Computer
Roll Gyro
Trim Actuator
Trim Actuator

EC 135
Training Manual
Flight Control
Fiber Optical Gyro FOG Switch SAS DCPL

The fiber optical gyro (FOG) is installed on the engine deck within the The cut-off switch SAS DCPL is located on the extreme left on the
structure of the tail boom attachment cone between frame 7 and frame upper end of the cyclic stick grip.
8. It can be accessed when the avionic plate is lowered. In the case of blockage of the yaw actuator, the system can be
The fiber optical gyro controls helicopter acceleration around the disengaged through the cut-off switch SAS DCPL. The cut-off switch
vertical axis. A variation in the yaw rate within a specific frequency interrupts the engage signal to the FOG.
bandwidth causes the FOG to transmit an electrical stabilizing signal
to the yaw actuator. The FOG is equipped with an electronic validity Switch SAS CONT
control loop to monitor the operational readiness of the system. The re-engagement switch SAS CONT is located in the top left--hand
corner of the cyclic stick grip and is used to reactivate the system after
Yaw Actuator
the cut-off switch has been operated (reactivation is also possible by
The yaw actuator is installed in the Fenestron structure. It is an depressing circuit breaker YAW SAS) . The re-engagement switch
actuator with an integral position feedback (SMART reconnects the engage signal to the FOG.
electro-mechanical actuator SEMA). It converts the stabilizing signal
produced by the FOG into a corresponding mechanical input to the tail CDS/CPDS Display
rotor control linkage. The Caution YAW SAS appears in the MISC field if the Yaw SAS is
The series-connected yaw actuator operates between the ball bearing decoupled
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.
Following a stabilizing input, the yaw actuator automatically recenters
within its maximum stabilizing stroke range to ensure full stabilizing
input authority.
Circuit Breaker YAW SAS

The circuit breaker YAW SAS is located in the top right-hand section
of the overhead panel.

EC 135
Training Manual
Flight Control
Functional Schematic -- Yaw SAS

PP20E
SAS Re-engagement
DCPL
Switch
Y RST
Cut-Off Switch P&R
Cut-Off
Switch
FOG
Yaw Rate
Blade Pitch Change
Flexball Cable
SEMA Fenestron Actuator
Pilot Yaw Control Inputs Pilot + Yaw Actuator Control Inputs
YAW SAS CDS/CPDS Display

EC 135
Training Manual
Flight Control
Pitch & Roll Stability Augmentation System
General control input. This prevents the SAS from working against pilot stick
inputs.
The pitch and roll stability augmentation system, which is also an
independent system, is used for stabilizing the attitude of the A position sensor (LVDT) in the electro--hydraulic actuators (EHA)
helicopter about the longitudinal and lateral axes. It applies limited supply the SAS computer with actuator position feedback signals.
authority stabilizing inputs to the main rotor controls.
Electro-Hydraulic Actuators
System Components The electro-hydraulic actuator (EHA) is integrated into the housing of
The pitch and roll stability augmentation system consists of the the mechano-hydraulic actuator in the main rotor actuator.
following components: The electro-hydraulic actuator (EHA) in the pitch and the roll axes
-- Pitch and roll SAS computer converts the electrical stabilizing signals to mechanical inputs. When
-- Electro-hydraulic actuators (EHA) (2 off) the electro-servo valve is excited, a hydraulic control cylinder operates
to move the control spool of the mechanical-hydraulic actuator MHA,
-- Circuit breaker P/R SAS for 28 V DC
thereby adding stabilizing inputs to the MHA of the respective axis. As
-- Circuit breaker ROLL SAS and PITCH SAS a result, the stabilizing inputs from the pitch and roll stability
for 26 V AC / 400 Hz augmentation system are superimposed on the pilot stick inputs.
-- Cut-off switch SAS DCPL
Following a stabilizing input, the EHA automatically recenters within
-- Re-engagement switch SAS CONT its maximum stabilizing stroke range to ensure full stabilizing input
-- 2 Attitude gyros authority.
Pitch and Roll SAS Computer Circuit Breaker P/R SAS (DC System)
The pitch and roll SAS computer is located in the left--hand side The circuit breaker P/R SAS is located in the upper LH section of the
channel in the floor structure and uses the input signals from the overhead panel. The busbar PP10E supplies the P&R SAS system 28
attitude gyros to compute the stabilizing input signals for the V DC through the circuit breaker P/R SAS.
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

EC 135
Training Manual
Flight Control
Functional Schematic -- Pitch and Roll SAS
PP10E
26VAC II
Cut--Off
SAS
Switch Re-engagement
26VAC I DCPL
Switch
Y RST
Fast Erect
P&R
Pitch Attitude VG / HOR

Cut--Off
Switch
Roll Attitude VG / HOR SAS
Computer
CDS/CAD
P/R SAS
Long. Trim Blade Pitch
Actuator
EHA MHA for Pitch Axis
Pilot Control Inputs Lateral Trim EHA + Pilot Blade Pitch

Actuator Control Inputs
EHA MHA for Roll Axis

EC 135
Training Manual
Flight Control
Circuit Breaker Roll SAS and Pitch SAS (AC System) Attitude Gyros
The SAS computer is also supplied with 26 V AC / 400 Hz from busbar Depending on the equipment of the helicopter, there is one artificial
26 V AC BUS I and II through the circuit breaker ROLL SAS and horizon installed in the instrument panel and one vertical gyro installed
PITCH SAS .The circuit breaker ROLL SAS is located in the upper LH in the subfloor assy. As an equipment variant there are two gyros
section, the circuit breaker PITCH SAS in the upper RH section of the installed in the subfloor assy.
overhead panel.
The attitude gyros detect changes in the pitch and roll attitude of the
The system is operative when its power supply is on. It becomes helicopter. These changes are applied to the SAS computer in the form
inoperative when the power is removed by pulling one of the three of electrical signals. The roll signal comes from the vertical gyro 1, the
circuit breakers. pitch signal comes from the vertical gyro 2 or from the artificial horizon.
Cut-Off Switch SAS DCPL CDS/CPDS Display

The cut--off switch SAS DCPL is located on the extreme left on the The annunciation P/R SAS is displayed on the CDS/CPDS when the
upper end of the cyclic stick grip. power supply is interrupted or a fault occurs in the EHS, SAS computer,
or attitude gyro.
If the electro-hydraulic actuators should become jammed, the system
can be disengaged by actuating cut-off switch SAS DCPL.
The cut-off switch removes the engage signal to the SAS computer.
Re-engagement Switch SAS CONT

The re-engagement switch SAS CONT is located in the top left--hand
corner of the cyclic stick grip and used to reactivate the system after
the cut-off switch has been actuated (reactivation is also possible by
pulling and depressing the circuit breaker P/R SAS). The
re-engagement switch reconnects the engage signal to the SAS
computer.

EC 135
Training Manual
Flight Control

EC 135
Training Manual
Flight Control
Pitch Damper (DPIFR)

General The SEMA is installed in series with the pilot’s longitudinal control. It
sends limited control signals directly to the actuator without the cyclic
For Dual Pilot IFR certification an additional pitch damper has to be
stick being moved.
installed in order to compensate excessive pitch changes (e.g. EHA
runaway). The actuator and a servo control loop are contained in the pitch SEMA
casing.
System Components
The electronics of the servo control loop includes a monitoring system
The pitch damper system comprises the following: which detects and corrects internal defects in the servo control loop
-- Pitch Gyro itself and control signal errors.
-- Pitch SEMA In the SAS mode, the pitch SEMA only works as a rate damper and is
-- Switch P&R / Y / P DAMPER RST active when the pitch EHA is out of order and has not centered in the
middle during NORM operation.
-- Circuit Breaker PITCH DAMPER
-- Indication P DAMPER Switch P&R / Y / P Damper RST
Pitch Gyro 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
The pitch rate gyro (FOG, Fibre Optic Gyro) is installed in the LH side individual functions.
channel near to the SAS computer and measures angular changes of
the helicopter in its pitch axis. Circuit Breaker
The pitch rate gyro provides digital signals for control of the pitch The circuit breaker PITCH DAMPER is installed in the overhead panel
SEMA. and supplied via the ESS. BUS II.
The power supply for the system is provided via the P DAMPER circuit Indication PITCH DAMPER
breaker located in the overhead panel.
A failure of the pitch damper is indicated with the caution P DAMPER
Pitch SEMA in the MISC field of the CDS/CPDS. Additionally, the indication light
The pitch SEMA is integrated in the horizontal control rod which leads PITCH DAMPER on the left side of the Warning Unit comes up.
from the upper guidance unit to the main rotor actuator for longitudinal
control.

EC 135
Training Manual
Flight Control
Pitch Damper -- Indication and Switch

3--Way Switch: Movement to engage the respective system.
2--Axis P&R SAS Yaw

SAS
P&R // Y // P DAMPER RST
Pitch Damper
SAS DCPL
Warning Indication PITCH DAMPER
CDS/CPDS
PITCH D
P/R SAS
YAW SAS

EC 135
Training Manual
Landing Gear
Landing Gear

EC 135
Training Manual
Landing Gear
Table of Contents
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Measurement of Ground Clearance . . . . . . . . . . . . . . . . . . . . . 8

EC 135
Training Manual
Landing Gear

EC 135
Training Manual
Landing Gear
Landing Gear
General Crosstubes
The landing gear carries the the weight of the helicopter on the ground The two crosstubes of the landing gear cushion landing impact loads
and absorbs landing impact loads. It is attached through four fittings on the fuselage by bending.
to the lower part of the floor structure. The crosstubes are mounted laterally approx. 2 m (6.6 ft) apart. The
To prevent the fuselage from beeing over--stressed during touch landing gear is attached by the crosstubes to four landing gear fittings
down, the bearing rings on the cross tubes are swivelling in their which are integral with the floor structure of the fuselage.
brackets, so that all forces are absorbed by bending the cross tubes. Both crosstubes are hollow aluminum tubes of circular cross section.
The landing gear consists of two aluminum cross tubes and two They are connected to the landing gear fittings through four bearing
aluminum skids which are clamped together by aluminum skid shoes. 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
In its basic configuration, the landing gear is equipped with parallel
crosstube.
skids for landings on prepared surfaces. A skid track of 2.3 m provides
the helicopter with good stability when standing on the ground. For the purpose of jacking the helicopter, a jacking bracket can be
positioned below each of the 4 landing gear fittings.
The landing gear can be fitted with optional equipments like
Emergency Flotation System, Multi--Purpose Carrier or High Landing The helicopter can be weighed by installing a weighing bracket
Gear to meet changing operational requirements. centrally on the forward crosstube.
To meet changing ground conditions, the landing gear can be fitted Touch Down Limitations
with the optional supplementary landing provisions.
The two aluminum cross tubes can absorb all forces, resulting from
Components touch down speeds up to approx. 1m/s (depending on helicopter mass
and ground harness).
The landing gear consists of:
Higher touch down speeds will result in plastic deformations of the
-- Two crosstubes
cross tubes. Touch down speeds between 1 m/s and 2.5 m/s will not
-- Two skids damage the fuselage.
-- Four skid shoes
-- Four bonding jumpers
-- Two entrance steps

EC 135
Training Manual
Landing Gear
Landing Gear
Bushing
Bearing Ring
Skid Shoe
Bonding Jumper
Crosstube
Skid
Entrance Step
Protection Plate

EC 135
Training Manual
Landing Gear
Skids Entrance Steps

Both skids, which are aluminum tubes of circular cross section, are The two entrance steps which are crosstube--mounted above the
curved upward at their forward ends. skids, are provided to give boarding assistance to crew members and
On the underside of each skid, one small aft and two bigger forward passengers. The aft end of each entrance step is raised somewhat to
skid protective plates are attached by screws. The skid protective facilitate access to the lower maintenance step.
plates are exposed to a high degree of wear because they are in direct The V--profiles of the entrance step are of fiber composite construction
contact with the ground. and the upper part is made of aluminium. They are each attached to
their respective crosstube by two fittings.
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.

EC 135
Training Manual
Landing Gear

EC 135
Training Manual
Landing Gear
Measurement of Ground Clearance

General
If deformation of cross tubes is evident or suspected, the ground
clearance of helicopter must be measured.
-- The ground clearance at the forward cross tube must not
be less than 460 mm.
-- The ground clearance at the aft cross tube must not be
less than 360 mm
Procedure
The measurement must be carried out from a point in the middle of the
fuselage located directly in front or behind the cross tubes. If the
minimum value is not reached, the respective cross tube must be
changed.
u NOTE The measurement must be taken with a non loaded

landing gear. For this purpose the helicopter must
be jacked.

EC 135
Training Manual
Landing Gear
Measurement of Ground Clearance
Min. 460 mm Min. 360 mm

EC 135
Training Manual
Power Plant
Power Plant

EC 135
Training Manual
Power Plant
Table of Contents
General Description of Power Plant . . . . . . . . . . . . . . . . . . . . . 4 Pratt & Whitney 206 B (2) Engine . . . . . . . . . . . . . . . . . . . . . . . . 52
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Reduction Gearbox Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Fuel Storage System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Gas Producer / Power Turbine . . . . . . . . . . . . . . . . . . . . . . . . . 56
Fuel Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Oil Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Fueling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Engine Fuel Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Power Supply and Monitoring of the Fuel Pumps . . . . . . . . . 16 Torque Indication (similar to TM, not described)
Fuel Supply Lines and Shut--Off Valves . . . . . . . . . . . . . . . . . 20 Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Fuel Quantity Indication System . . . . . . . . . . . . . . . . . . . . . . . . 24 Engine Control T2/P2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Fuel Quantity Indication CDS . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Electronic Power Control T2/P2 . . . . . . . . . . . . . . . . . . . . . . . . 70
Fuel System Monitoring CDS . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Fuel Quantity Indication CPDS . . . . . . . . . . . . . . . . . . . . . . . . . 28 Control Unit (Overhead Panel) . . . . . . . . . . . . . . . . . . . . . . . . . 78
Fuel System Monitoring CPDS . . . . . . . . . . . . . . . . . . . . . . . . . 28 Engine Control Panel -- Automatic Engine Starting . . . . . . . . 80
Low Level Warning CDS/CPDS . . . . . . . . . . . . . . . . . . . . . . . . 30 Power Sharing of the Power Turbines N2 . . . . . . . . . . . . . . . . 82
Fuel Low Pressure Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Droop Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Fuel Filter Contamination Caution . . . . . . . . . . . . . . . . . . . . . . 32 Topping Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Circuit Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 CAT A Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Engine Turbomeca ARRIUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Training Mode (Dual Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Overspeed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Reduction Gearbox Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Monitoring and Error Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . 92
Gas Producer / Power Turbine . . . . . . . . . . . . . . . . . . . . . . . . . 38 Engine Emergency Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Oil Subsytem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Major Differences between P2/T2 and P1/T1 Versions . . . . . 98
Engine Fuel Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Oil Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Torque Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Gas Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Firewalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Fire Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Fire Extinguishing System (example single bottle system) 118
Engine Drain Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

EC 135
Training Manual
Power Plant

EC 135
Training Manual
Power Plant
General Description of Power Plant

General -- P1 Pratt&Whitney 206B,
P2 Pratt&Whittney 206B2
The power plant system of the EC 135 comprises all systems and
subsystems necessary for proper engine operation and control.
u NOTE The following desciptions refer to the versions T2
The EC 135 is equipped with two identical engines (Version: P1, P2, and P2, major deviations from the earlier
T1, T2). They provide the driving power for the main and tail rotor and versionsT1/P1 are described in an overview page
for all secondary units. at the end of the chapter.
The power plant system comprises the following components:
Training manuals for these engines are published by Turbomeca or
-- Engines Pratt&Whitney.
-- Engine indication
-- Fuel system Engine Indication
-- Power management The engine indicating system provides the pilot with information on the
-- Engine starting performance parameters required during flight. The indicating system
also provides information on engine malfunctions.
-- Ignition
-- Oil cooling system Fuel System
-- Engine mounts The aircraft fuel system provides fuel storage and supply to both
-- Firewalls engines.
-- Fire protection
Power Management
-- Engine drain lines
Power management and speed control of the engines is accomplished
Engines by a Full Authority Digital Engine Control (FADEC) per engine. This is
achieved with one single channel Electronic Engine Controller (EEC
In the EC 135 the following engine variants are possible:
of version P&W), resp. single channel Electronic Engine Control Unit
-- T1 Turbomeca ARRIUS 2B, 2B1, 2B1A, 2B1A_1 (EECU of version TM). All control functions are monitored and
T2 Turbomeca ARRIUS 2B2 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.

EC 135
Training Manual
Power Plant
Power Plant -- General Arrangement
Engine (P&W) Engine (T)

Oil Cooling System
Firewalls
Airframe Fuel System

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
Two overflow channels, vulcanized into the front side of the tank cell,
The fuel storage system comprises two bladder tank cells mounted in connect the supply tank to the main tank.
series in the lower shell of the fuselage. Access to the parts installed
Flanges in the L/H and R/H side walls provide for engine supply lines
in the fuel cells (i.e. pumps, QTY--sensors, drain valves) is provided by
connection. One flange in the R/H sidewall allows the connection of an
four removable equipment plates through the helicopter floor shell.
auxiliary fuel tank (option). One flange on the R/H rear top provides for
The impact-resistant bladder tanks are made of reinforced
connection to the vent system.
rubberiezed nylon fabric.
Expansion Tank
Main Tank
The expansion tank (approx. 14.5 l, polyethylene material)
The main tank cell is located in the center bottom shell of the fuselage
accommodates an inreasing fuel volume in case of a warm up and is
between frame 3 and 5.
fixed with a belt in an aluminium box to the R/H side of the cabin. Two
Threaded bolts, vulcanized into the topside of the tank, provide points venting hoses are routed in vicinity of frame 5 upwards and along the
for attaching the tank to the underside of the cabin floor. Velcro strips, underside of the engine deck to the L/H side of the cabin, where they
bonded to the topside of the tank and to the underside of the cabin floor are connected to the port vent outlets in the bottom shell.
provide for additional stability.
Venting System
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 The refueling venting hoses of the main tank and the supply tank are
connected to the two sections of the supply tank are routed through fixed to the LH inner topside of the fuel cells and routed into the filler
the overflow channels located in the upper rear area. 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
Split Supply Tank Cell
to expansion tank by an additional vent line embedded into the cabin
The split supply tank is located in the bottom shell between frames 5 floor.
and 8. To meet the certification requirements of total engine separation
From H/C SN 250 and up this vent line is separated between the two
the tank consists of two sections separated by a fuselage mounted expansion tank inlets. In addition a short vent line between the main
fence. The fence has about the same height as two overflow channels tank and supply tank is installed.

EC 135
Training Manual
Power Plant
Fuel System -- System Components
Feed Line Engine 2
Vent Hoses
Shut-off Valve Engine 2
Equipment Plate System 2
Inlet for Aux. Fuel Tank (Option)
Vent Line separated Feed Line Engine 1

(SN 250 and up)
Expansion Tank
Overflow Channnels Shut--off Valve Engine 1
Rear Equipment Plate

Hook--and--Pile Tape Ground Connection
Cabin Floor Embedded Vent Line Split Wall

Vent Line (SN 250 and up)
Equipment Plate System 1
Filler Neck
Air No Fuel Valve 2 (not visible)
Air No Fuel Valve 1
Flexible Fuel Hose
Front Equipment Plate
Venting Hose

EC 135
Training Manual
Power Plant
Fuel Distribution System

General Prime Pumps
The fuel distribution subsystem transfers fuel from the main tank into The prime pumps deliver fuel to the engines via the feed lines during
the split supply tank and from there via shut off valves to the engines. 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
Components both engines running, the engine driven pumps draw in the fuel
The fuel distribution subsystem comprises the following components: through the prime pumps. Thus the prime pumps can then be switched
off.
-- Two main tank mounted transfer pumps
-- Transfer lines The prime pumps are identical to the main tank mounted transfer
pumps, but there is no check valve installed in the pump outlet.
-- Two supply tank mounted prime pumps
-- Engine feed lines with shut-off valves u NOTE The prime pumps are only to be switched on for
engine start and some emergency procedures acc.
Transfer Pumps
to flight manual.
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 Foam Core
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 An airframe mounted foam core is integrated in the RH supply tank
tubes. This guarantees that the supply tank is always filled, as long as shape and therefore the fuel quantity is reduced by 4 kg in order to
there is fuel in the main tank. The pumps are powered with 28 V DC avoid a simultaneous flame out of both engines when the fuel tanks
and have a dry operating time of approx. 20 minutes. 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.

EC 135
Training Manual
Power Plant
Fuel Transfer System

Overflow Channel Rear View
to Engine 2 Foam Core

Adapter for Aux. Fuel Tank
Check Valve Prime Pump 2
Aft Transfer Pump
Chamber Divider
up to SN 250 SN 250 and up

FWD
Main Tank 452 kg 474.5 kg
LH Supply Tank 48 kg 49.0 kg
RH supply Tank 44 kg 44.5 kg

FWD
Transfer Pump
Total Fuel 544 kg 568.0 kg
Check Valve Prime Pump 1
Transfer Line Filler Neck
to Engine 1 Shut--Off Valve

EC 135
Training Manual
Power Plant
Equipment Plates Low Fuel Sensor

The four equipment plates in the fuel tanks are identical and The fuel sensors in the supply tank are eqipped with low fuel sensors
accomodate the fuel supply components. The components are: (NTC--thermistors) used for the LOW FUEL indication.
-- Fuel pump
-- Fuel sensor
-- Low fuel sensor (supply tank only)
-- Drain valve
The equipment plates are interconnected respectively with a ground
cable to the fuselage.
Check Valve
The fuel pumps of the main tank are each equipped with a check valve
attached to the pump outlet port. The check valve prevents fuel from
flowing back to the main tank if a transfer pump should fail.
Fuel Sensors
The four capacitive fuel sensors, unequal in size, are attached to the
equipment plates in an upright position.
u NOTE Due to crash safety the fuel sensors must not

contact the ceiling of the fuel cell. To increase the
accuracy of the fuel indication when the system is
completely filled, from SN250 and up, all four fuel
sensors are longer. Therefore a cut out is
integrated in the cabin floor above each sensor.

EC 135
Training Manual
Power Plant
Equipment Plates
Engine Supply Hose

Fuel Sensor
Foam Core
Transfer Hose
Low Level Sensor
Transfer Pump Prime Pump

Equipment Plate
Main Tank
LH Equipment Plate
Drain Valve with Rubber Collar

Check Valve

EC 135
Training Manual
Power Plant
Fuel Pumps Y WARNING If the helicopter is parked on a slope water

might be left in the tanks even after the tanks
The four fuel pumps are identical. They are powered by a 28 V DC
have been drained.
motor, supplied by the electrical system. The DC motor of a pump is
mounted in a separate compartment. It can be removed from the
equipment plate without defueling the tank.
Two transfer pumps are attached to the equipment plates of the main
tanks in an upright position.
One fuel pump (prime pump) is mounted inside each of the two supply
tank sections. This configuration makes provision for individual
defueling of the sections.
The fuel pumps of the main tank are each equipped with a check valve
attached to the pump outlet port.
The delivery rate of the earlier pump version is 6.6 l/min (manufacturer
Globe Motors) and for newer versions 12.5 l/min (manufacturer
Testfuchs) with a pressure of approx. 1 bar.
Drain Valve
Two drain valves are located inside the main tank and two inside the
supply tank. They are attached to the equipment plates, which are
installed at the lowest point in the tank. Access to the valves is given
from the underside of the fuselage through access doors.
The drain valves are opened by depressing the valve body. An
integrated valve spring automatically closes the drain valve after the
valve body is released.
u NOTE Drain each tank into a container and check for

presents of water, until only fuel emerges.

EC 135
Training Manual
Power Plant
Fuel Pump and Drain Valve
Pump Housing
Drain Valve
Closed Position
Motor Pump
Cartridge
Fuel Fuel
Locking Plug
Valve Lever
Drain Tool
Open Position

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 The ground plate is located on the outside of the LH rear side panel
connection provides static discharge after landing and during fueling of the fuselage. The ground bushing extends outside and is located to
the helicopter. the right of the access to the filler neck. The ground bushing is
connected to the fuselage by a flexible ground strap.
Filler Neck
Y WARNING Connect the ground cable before fueling the
The filler neck is located between frame 4 and 5 at the lower left end helicopter.
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.
Air No Fuel Valve

The air in the tank, displaced by fueling is bled through two venting
ports on the topside of the tank as well as through venting hoses routed
to the filler neck coming from the rear section of the tanks.
If the fuel reaches the level of the venting valves the opening is closed
via the ball mechanism and the fuel tanks can be filled up to maximum.
The fuel coming from the front port of the main tank or the rear port of
the supply tank causes the valves to open and drains back to the
main/supply tank.

EC 135
Training Manual
Power Plant
Fueling System with Ground Connection

Ground Socket
Ground Strap
Filler Cap
Air No Fuel Valve
Ground Plate
FWD
Ground Connector
Filler Neck Cross-Sectional View of Air No Fuel Valve
to the Filler Neck (ANV 1) or to

Rear Port of the Supply Tank (ANV2)
from Front Port of the Main Tank
(ANV1) or from Filler Neck (ANV 2)
Outlet to Main Tank (ANV1)
or Supply Tank (ANV 2)
Ball Mechanism
Air No Fuel Valve 1 (ANV1) installed in Main Tank
Main Tank Air No Fuel Valve 2 (ANV2) installed in Supply Tank 1

EC 135
Training Manual
Power Plant
Power Supply and Monitoring of the Fuel Pumps

General
The switches and circuit breakers for the fuel pumps are located in the
overhead panel.
Switches and Circuit Breakers Main Tank

The following switches/circuit breakers for the main tank are installed:
-- Switch FUEL PUMP XFER--F
-- Switch FUEL PUMP XFER--A
-- Circuit Breaker XFER--F--Pump
-- Circuit Breaker XFER--A--Pump
Switches and Circuit Breakers Supply Tank

The following switches/circuit breakers for the supply tank are
installed:
-- Switch FUEL PUMP PRIME I
-- Switch FUEL PUMP PRIME II
-- Circuit breaker PRIME--P ENG I
-- Circuit breaker PRIME--P ENG II
Precision Resistors
The precision resistors (shunts) for the current measurement of the
transfer pumps are located on the backside of the overhead panel in
a mounting unit.

EC 135
Training Manual
Power Plant
Fuel Pumps -- Switches and Circuit Breakers
Circuit Breaker XFER--A--PUMP
Circuit Breaker XFER--F--PUMP
Circuit Breaker PRIME--P ENG II

ENG I
O M
Circuit Breaker PRIME--P ENG I

F A
F X
ENG II
Switch FUEL PUMP XFER--A

Switch FUEL PUMP XFER--F
Switch FUEL PUMP PRIME II
Switch FUEL PUMP PRIME I

EC 135
Training Manual
Power Plant
Power Supply Transfer Pumps

The transfer pumps are supplied via the following busbars:
-- FWD transfer pump with Essential busbar 1
-- Aft transfer pump with Shedding busbar 2
Power Supply Prime Pumps

The prime pumps are supplied via the following busbars:
-- Transfer pump engine 1 with Essential busbar 1
-- Transfer pump engine 2 with essential busbar 2
Monitoring
The electrical circuits of the transfer pumps are monitored. In case of
a defective pump, a dry running pump, or a switched off pump caution
indication is displayed at the CDS/CPDS MISC field.
The indications are:
-- F--PUMP AFT
-- F--PUMP FWD
The pumps are monitored via a shunt. When the power consumption
is higher than 5 Amps (blocked pump), or longer than 3 min lower than
2 Amps (dry running pump), the caution will be triggered.
Indication
As long as the prime pumps are switched on, in the CDS/CPDS
Caution panel SYS I and/or SYS I the following indication will be
displayed:
-- PRIME PUMP

EC 135
Training Manual
Power Plant
Fuel Pumps -- Power Supply and Monitoring
PRIME PUMP F--PUMP AFT
2
17 PP 20S 3
OFF
ON
16
0,1 M 4
OFF
ON
15 0,1
5 1 Warning Panel CDS/CPDS
2 Main Tank
PP 10E 3 Busbar PP 20S
6
14 4 Circuit Breaker XFER--A PUMP
M
5 Switch FUEL PUMPS XFER--A
PP 10E PP 20E 7 6 Precision Resistor
7 Busbar PP 20E
13 8 8 Circuit Breaker PRIME--P ENG II
9 Switch FUEL PUMP PRIME--II
OFF
ON
OFF
ON
10 Split Supply Tank
11 Electrical Pump Motor
M M 12 Switch FUEL PUMP PRIME--I
12 9 13 Circuit Breaker PRIME--P ENG I
14 Busbar PP 10E
15 Circuit Breaker F XFER PUMP
11 10 16 Switch FUEL PUMP XFER--F
17 Precision Resistor (Shunt)

EC 135
Training Manual
Power Plant
Fuel Supply Lines and Shut--Off Valves

General Shut-Off Valves
The fuel is supplied to the engines by two hoses, both equipped with The fuel shut--off valves are used to perform emergency shutdown of
shut off valves. the engines and also for normal maintenance activities. The valves are
operated by a 28 VDC electrical motor.
Components
The shut-off valves are installed in sealed housings in the L/H and R/H
The fuel supply system consists of the following: side shell. The housings are vented to the ambient.
-- Engine feed lines
Power Supply
-- Shut--off valves
The shut--off valves are supplied by the following busbars:
-- Switch EMER OFF SW I
-- Switch EMER OFF SW II -- Shut-off valve engine 1 with Essential busbar 1
-- Circuit breaker FUEL --V ENG I -- Shut-off valve engine 2 with Essential busbar 2
-- Circuit breaker FUEL--V ENG II
Engine Feed Lines

The flexible fuel hoses are connected to the ports on both sides of the
split supply tank. From the ports they are routed through the rear
bottom shell, along the LH and RH side panel of the fuselage and up
to the engine deck. All hoses are of size DN 08 and made of spiral
fabric-- reinforced teflon tubing. All fuel hoses routed through the
fuselage are protected with fuel resistant hoses (DN 32). Additional
venting minimizes fuel vapor collecting in the hose system.The fuel
hoses located above the engine deck are adapted to fit the specific
installation requirements of engine. They are made of metal.

EC 135
Training Manual
Power Plant
Fuel Shut-Off Valves

Electrical Connector
Upper Port
Circuit Breaker
FUEL--V ENG I Circuit Breaker
FUEL--V ENG II
Fuel Shut--off Valve
Overhead Console
Lower Port
Upper Fuel Hose
Clamping Nut
Switch EMER OFF SW I
Switch EMER OFF SW II
Cover
Warning Unit
Frame 6
Hou-
sing
Lower Fuel Hose

EC 135
Training Manual
Power Plant
Operation
The shut--off valves are controlled by the EMER OFF SWITCH I resp.
EMER OFF SWITCH II, located in the Warning Unit. The switches are
guarded push--to release switches (FIRE -- Buttons).
-- When the switches are released, the valves close.
-- When the switches are depressed, the valves are open.
Monitoring
The positions of the shut--off valves are monitored and displayed at the
CDS/CPDS SYS I/SYS II and at the warning unit adjacent to the EMER
OFF SWITCHES.
When the valves are open (normal position):
-- No indication
If an EMER OFF SWITCH is released, the following indications will
appear:
-- ACTIVE (Warning Unit) will be ON continously.
-- FUEL VALVE on the CDS SYSI/II is displayed as long as
the valve is transient.
-- F VALVE CL on the CDS/CPDS SYSI/II is displayed when
the valve is closed.
u NOTE When no FIRE Warning is evident, only the

shut--off valve will close when operating the EMER
OFF SWITCH.

EC 135
Training Manual
Power Plant
Fuel Shut--Off Valves -- Function SYS I MISC SYS II
F VALVE CL
1
13 FUEL VALVE
Closing Opera- Fully Closed 2

tion
M M
PCB PCB
12
3
1 Fire Warning Logic within Warning Unit MS 1 MS 2 1 MS 2 MS 1

2 Instrument Lighting
12
1 Warning Panel SYSTEM II CDS/CPDS RP PR
11
2 Valve Actuator
3 Limit Switch MS 1 (totally closed) 4
4 Switch EMER OFF SW 2
5 Circuit Breaker FUEL--V ENG II 5
6 Fuel Shut--Off Valve Position Indication
EMER EMER
7 Busbar PP 20E FIRE OFFSW
I
OFFSW
II FIRE
8 Warning Unit 10 I II
ACTIVE ACTIVE
9 Busbar PP 10E
10 Circuit Breaker FUEL--V ENG I 6
PP 10E
PP 20E
11 Switch EMER OFF SW 1
12 Limit Switch MS 2 (totally open) 9 7
13 Waning Panel SYSTEM I CDS/CPDS
1 2 8 1

EC 135
Training Manual
Power Plant
Fuel Quantity Indication System

General The measurement accuracy amounts to 6% with maximum fuel
content and 4% with decreasing fuel content. Inaccuracies resulting
The fuel quantity indicating system provides the pilot with informations
from pitch-- attitudes of the helicopter are taken into account (attitude
about the fuel quantity and system malfunctions. The relevant data is
compensation).
gathered with the aid of sensors, digitally processed and displayed on
the CDS/CPDS. Inaccuracies resulting from different fuel types and temperatures
(density) are within the 6% resp. 4%.
The fuel quantity indication system mainly consists of:
-- Four fuel transmitters
-- Indication on the field FUEL of the CDS/CPDS
Fuel Quantity Transmitter

Each fuel quantity transmitter consists of two concentric tubes,
installed on the equipment plates in the fuel tank . The inner and outer
tube form the plates of a capacitor.
As the fuel level changes, the amount of fuel between the two
capacitor tubes changes. This changes the value of the dielectricum,
thereby varying the capacity of the fuel quantity transmitter. An
oscillator circuit, consisting of a precision resistor and the transmitter,
changes its frequency proportional to the fuel mass in the tank. The
output frequency varying between 8 kHz with a full tank and 13 kHz
with an empty tank is digitally processed and displayed in the
CDS/CAD.

EC 135
Training Manual
Power Plant
Fuel Quantity Indication
Main Tank
Processing
CDS
Unit
Fuel Sensor
Processing
Unit
Fuel Sensor
Processing
Unit
Processing
Unit CPDS
Fuel Sensor
Electronics Electronics
Split Supply Tank

EC 135
Training Manual
Power Plant
Fuel Quantity Indication CDS Fuel System Monitoring CDS

General The caution FUEL QTY FAIL comes on if one supply tank sensor or
both main tank sensors fail. The respective graph will reset to 0.
The fuel quantity indication (FUEL display) is located in the CDS. It is
subdivided in the following sections: The caution FUEL QTY DEGR comes on if one of the main tank
sensors fails.
Numeric indications (white) for MAIN, SPLY 1, SPLY 2 and AUX (main
tank, supply tank 1 supply tank 2 and optional auxiliary tank).
Bar indication (white) for MAIN, SPLY 1, SPLY 2 and AUX.
LOW warning indication (red) for SPLY 1 and SPLY 2. The LOW
warning indication for SPLY 1 and 2 is triggered by the CDS software,
when the respective supply tank chamber indication is less than 28 kg.
FREE condition indication (white) for main tank. The FREE indication
comes on when the free volume in the main tank and both supply tanks
is greater than the current fuel volume of the auxiliary tank (if installed).
XFER (white) if an auxiliary tank is installed. The XFER indication
comes on when the auxiliary fuel tank valve is open.
Unit indication (kg/lb).
u NOTE Through configuration the amount of fuel can be

displayed in kg or lb.
The numeric indications display as maximum values:

-- 448 kg for the main tank (nominal max. quantity 452 kg*)
-- 48 kg for SPLY 1
-- 44 kg for SPLY 2
* 4 kg can not be displayed, because for crash safety the fuel sensors
must not contact the fuel cell ceiling.

EC 135
Training Manual
Power Plant
CDS Fuel Indication
FREE Indication Light SYSTEM I MISC SYSTEM II
Main Tank FUEL PRESS F QTY FAIL FUEL PRESS

FUEL FILT FQTY DEGR FUEL FILT
F FILT CT F FILT CT
LOW Indication Light
Bargraph Indica-
tion
XFER Indication
Numeric Indication Light Aux. Tank
Unit Kg/LB

EC 135
Training Manual
Power Plant
Fuel Quantity Indication CPDS Fuel System Monitoring CPDS

The display indicates the fuel quantity in the main tank and in both The caution FUEL QTY FAIL comes on if one supply tank sensor or
supply tanks. In addition to the symbolic display of the fuel contents in both main tank sensors fail. The respective graph will reset to 0.
the tanks, a numerical display of the tank contents is provided in the
The caution FUEL QTY DEGR comes on if one of the main tank
selected unit of measurement.
sensors fails.
Fuel Flow Indication and Endurance Calculation CPDS software version V2002 and higher:
If a flow sensors is installed in each engine supply line, the actual fuel The caution FUEL comes on after 15 sec if the indication of supply tank
consumption and the calculated endurance is displayed in the CAD. 1 is below 40 kg or the indication of supply tank 2 is below 35 kg.

EC 135
Training Manual
Power Plant
Fuel System Display CPDS
FUEL PRESS F QTY FAIL FUEL PRESS

Possible CAUTION Indications FUEL FILT FQTY DEGR FUEL FILT
F FILT CT FUEL F FILT CT
Numeric Indication
Bargraph Indication
Possible Fuel Indications

EC 135
Training Manual
Power Plant
Low Level Warning CDS/CPDS

General Function
The low level warning is an additional fuel level control to warn the pilot. The sensors are fixed at a defined height to the fuel level transmitters.
The warning function can be checked with a test function. They are supplied by 28 VDC. As long as the sensors are cooled by
A visual and audio warning informs the pilot that: the fuel, their resistance is high resulting in a low current flow in the
-- There are approx. 28 kg (SYS I) and 24 kg (SYS II) of fuel circuit. If the resistors become free (level low), they will be heated up
by the current thus changing their resistance. As the resistors are
remaining in the supply tank chambers.
“ntc--thermistors”, the resistance becomes low by the increasing
From SN 250 and up the position of the sensors has been
temperature, so the current in the circuit increases and hence activate
changed. Therefore approx. 32 kg (SYS I) and 28 kg (SYS
the LOW warning at the warning panel.
II) of fuel remaining in the supply tank chambers.
At the same time an audio warning is given through the head--phones:
u NOTE All configurations guarantee a minimum of 8 A gong every 3 seconds.
minutes remaining flight time.
Power Supply
Components The low level warning is supplied with 28 V DC by the following
busbars:
The low level warning mainly consists of:
-- Essential Busbar PP 10E
-- One low level sensor in each supply tank chamber.
-- Essential Busbar PP 20E
-- Red LOW caption at the warning unit for FUEL (SYS I and
SYS II)
-- Circuit breaker FUEL--L--SYS I / SYSII
-- Circuit test function

EC 135
Training Manual
Power Plant
Fuel Supply -- Low Level Warning

LOW LEVEL Indication
SYSTEM 2
Warning Unit TEST TEST
Low Level Indication SYSTEM I MISC SYSTEM II
LOW FUEL SYSTEM 1 F QTY FAIL

Low Fuel
F QTY DEGR
Sensor
Warning Indication
SYSTEM 2
Warning Indication
SYSTEM 1 (internally
triggered in the CDS)
Supply Tank
Processing Processing
Unit Unit
Circuit Breaker Circuit Breaker

FUEL--L SYS I Electronics Electronics FUEL--L SYS II
Busbar PP 20E
Busbar PP 10E
PP 10E PP 20E

EC 135
Training Manual
Power Plant
Fuel Low Pressure Caution Fuel Filter Contamination Caution

General General
The fuel low pressure caution indicates low pressure between the The fuel filter contamination caution detects clogged filter elements.
engine driven low-- and high pressure pumps. The indication is given at the CDS/CPDS.
Fuel Pressure Switch TM The differential pressure switch is attached to the fuel management
module (P&W), resp. to the fuel control unit (TM). Differential pressure
The fuel pressure switch is attached to the fuel control unit. The is tapped between the fuel filter inlet and outlet (valid for both engine
pressure is tapped between the fuel filter outlet and the high pressure types). When the filter element becomes dirty, the pressure difference
pump inlet. increases. The switch closes reaching the pressure switch setting and
Whenever the fuel pressure drops below 1.3 bar, the pressure switch the caution FUEL FILT comes on the CDS/CPDS.
closes and activates the caution FUEL PRESS in the CDS/CPDS.
Fuel Pressure Switch P&W Circuit Monitoring

If installed, the fuel pressure switch is attached to the fuel management General
module. The pressure is tapped between the low pressure pump outlet
and the fuel filter inlet. The electrical circuit of the fuel filter is automatically tested. If there is
an interruption the caution F FLT CT will be displayed on the
Whenever the fuel pressure drops below 0.6 bar, the pressure switch CDS/CPDS.
closes and activates the caution FUEL PRESS in the CDS/CPDS.

EC 135
Training Manual
Power Plant
Fuel Supply -- Monitoring
FUEL PRESS FUEL PRESS

FUEL FILT FUEL FILT
F FLT CT F FLT CT
CDS/CPDS
1 CDS/CPDS Test Function for

F FLT CT Caution
2 Interface Helicopter -- Engine
TM P&W
Fuel Pressure Switch Filter Differential
Pressure Switch

EC 135
Training Manual
Power Plant
Engine Turbomeca ARRIUS
General Description Configuration

The engine is of modular design. Mainly it consists of:
Purpose
-- The reduction gearbox module
The EC 135 T utilizes two ARRIUS turboshaft engines to supply
energy (torque, bleed air, electrical power) to the helicopter systems. -- Gas generator and power turbine module
-- Engine Subsystems
General
The ARRIUS is a lightweight, free turbine, turboshaft engine
incorporating a single stage centrifugal compressor driven by a single
stage compressor turbine and a single stage power turbine that drives
the reduction gearbox and aircraft powertrain.
Metered fuel from the Fuel Control Unit is sprayed into a reverse flow
annular combustion chamber through twelve fuel nozzles (10 main
plus 2 start nozzles) mounted around the gas generator case.
A high voltage ignition unit and dual spark igniters are used to start
combustion.
A single channel, Full Authority Digital Engine Control Unit (FADEC)
system with a mechanical backup FMM ensures accurate control of
the engine output speed and fast response to changes in power
demand. An electrically operated stepper motor located within the Fuel
Control Unit works in conjunction with the FADEC and changes fuel
flow as required.

EC 135
Training Manual
Power Plant
Engine Turbomeca ARRIUS
Combustion Chamber
Accessory Geartrain Air Intake
Compressor Turbine (N1)
Reduction Gear Train
Output Shaft
Exhaust
Power Turbine (N2)

Compressor (N1)
Oil Tank
REDUCTION GEARBOX GAS GENERATOR AND POWER TURBINE

EC 135
Training Manual
Power Plant
Reduction Gearbox Module

Purpose
The reduction gearbox module reduces the power turbine speed (N2)
to a suitable speed for the main transmission input. A second geartrain
reduces the gas producer turbine speed (N1) to a suitable speed to turn
all engine accessories.
Configuration
The reduction gearbox consists of a front and rear light alloy casing.
The lower part of the reduction gearbox forms the engine oil tank. A
wall, located around the reduction gearbox rear casing, sperates the
reduction gearbox module from the gas producer/power turbine
module. The output shaft is inclined upward to suit the main
transmission installation.
Operation
The reduction gearbox has a two stage helical and bevel gear type
reduction geartrain which changes power turbine speed to output shaft
speed. The engine output shaft assembly is attached to the second
stage reduction gear by internal splines.
The accessory drive geartrain provides the appropriate speed
reduction to turn all engine accessories, which are:
-- Starter/Generator
-- Low pressure and high pressure fuel pump
-- Oil pump
-- Permanent magnet alternator

EC 135
Training Manual
Power Plant
Reduction Gearbox
Idler Gear
Starter/Generator Gear
12334 RPM
Oil Pump and Alternator Gear

12334 RPM
Intermediate Gear with Breather
23984 RPM
N2 Input Gear
44038 RPM Fuel Pump Gear + N1 Phonic Wheel
11992 RPM
N1 Input Gear
54117 RPM
First Stage Gear

10616 RPM
Second Stage Gear (Drive Shaft)

5898 RPM

EC 135
Training Manual
Power Plant
Gas Producer / Power Turbine

General
This module provides the mechanical energy required to drive the
accessory drive and the reduction geartrain.
Configuration
The gas producer/power turbine module mainly consists of a single
stage centrifugal compressor driven by a single stage compressor
turbine and a single stage free spool power turbine.
Function
Air enters the engine through a radial inlet plenum chamber, formed
by the compressor inlet case where it is directed rearward to the
centrifugal impeller. The accelerated air from the impeller passes
through diffusor tubes which turn the air 90û and converts velocity into
static pressure. This high pressure air surrounds the combustion
chamber liner.
The combustion liner has perforations which allow the pressurized air
to enter. The airflow changes direction 180û and is mixed with fuel from
two starter nozzles and 10 main nozzles. The fuel/air mixture is ignited
and the resultant expanding gases are directed to the turbines.
The expanding gases from the combustion chamber pass through the
compressor turbine stator vanes to the single stage compressor
turbine causing the turbine to rotate which drives the compressor. The
still expanding gases continue rearward to the power turbine stator
and turbine. The exhaust gas from the power turbine is directed
through an annular exhaust plenum to the atmosphere.

EC 135
Training Manual
Power Plant
Engine ARRIUS -- Operation

EC 135
Training Manual
Power Plant
Oil Subsytem
General Oil Tank
The oil system ensures lubrication and cooling of the engine. All the The oil tank is integral with the engine. It is formed by the lower sump
components are installed on the engine exept the cooling unit. 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
Lubrication Requirements the not used filler neck is plugged, the other one is equipped with a filler
Lubrication is required for the following components: 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
-- Reduction gear train and accessory drive train (gears and glasses will be visible). On the lowest point of the oiltank a drain plug
bearings) is installed.
-- Centrifugal compressor front bearing
-- Compressor turbine rear bearings Pressure System
-- Power turbine front bearing The pressure pump draws oil from the tank and delivers it under
pressure to the system. A pressure relief valve limits maximum
Configuration pressure by returning oil to the pump inlet.
The oil system consists of:
The oil is then delivered, through the filter and a calibrated orifice, to
-- Integral oil tank the engine sections which require lubrication.
-- Pressure system The oil is sprayed by jets onto the parts to be lubricated. It also supplies
-- Scavenge system a squeeze film for the gas generator front bearing and the power
-- Breather system turbine bearing.
-- Indication 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.

EC 135
Training Manual
Power Plant
Oil System ARRIUS

Pressure and Temperature Transmitter
Low Oil Pressure Switch
Oilfilter CAUTION ENG OIL P
Filter Bypass Valve
SUPPLY
SCAVENGE
BREATHING
AIR VENT
Pressure Pump with

Relief Valve
Strainer
Electrical Magnetic Plug

CAUTION ENG CHP
Aircraft Mounted Air
Cooler with Temperature
Bypass Valve Oil Tank with
Sight Glass Electrical Magnetic Plug
Scavenge Pump (Two Stages) CAUTION ENG CHP
Strainer

EC 135
Training Manual
Power Plant
Engine Fuel Subsystem

General Fuel Pump Unit
The ARRIUS turboshaft engine is equipped with a single channel Full Fuel is delivered to the fuel pump unit by the aircraft fuel distribution
Authority Digital Engine Control (FADEC) system. This integrated subsystem.
powerplant control system incorporates all control units for complete The fuel pump unit supplies fuel under determined conditions of
automatic and manual control of the engine. pressure and flow. It is mounted on the front face of the reduction
The engine fuel subsystem delivers metered fuel to the engine. It is gearbox and driven by the N1 geartrain. The unit consists of a low
automatically controlled by the engine control subsystem. The engine pressure centrifugal pump, and a high pressure gear type pump. A
control subsystem provides the capability to override the Full Authority pressure relief valve in the HP pump outlet opens in case of excessive
Digital Engine Control (FADEC) function to provide for manual pressure and reliefs fuel to the inlet inlet port of the HP--pump.
operation of the fuel subsystem.
Fuel Filter
Components
The filter retains any particles that may be in the fuel in order to protect
The fuel and -- control subsystem mainly consists of the following the metering unit components. It is mounted on the front face of the
components: 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
-- Fuel pump unit
a bypass valve opens and unfiltered fuel is supplied to the FMU. The
-- Fuel filter filter is differential pressure monitored by an impending bypass switch
-- Fuel Metering Unit (FMU) for cockpit indication as well as by a mechanical blockage indicator at
-- Valve assembly the filter housing. In case of a defect low pressure pump, a low
-- Injection system pressure switch will close for cockpit indication.
-- Electronic Engine Control Unit (FADEC)
-- Indicating
Several sensors and electrical harnesses as well as cockpit discretes
complete the control system.

EC 135
Training Manual
Power Plant
Engine Fuel System --General Arrangement ARRIUS
Fuel Filter with By-pass Valve

Pre-blockage Pressure Switch
and Blockage Indicator
CAUTION FUEL FILT
Return Fuel
Fuel Metering Unit Injection System
Low Pressure
Low Pressure Switch
Pump CAUTION
FUEL PRESS
High Pressure
Engine Fuel Pump
with By-pass Valve
Fuel Tank with Prime Pump

EC 135
Training Manual
Power Plant
Fuel Metering Unit

The fuel metering unit is installed on the front face of the reduction
gearbox. It is an hydromechanical unit which governs the fuel flow
through the entire operational envelope of the engine. It uses EECU
signals or twist grip position as input parameters.
The FMU operates in two basic modes: the automatic mode, where the
required fuel flow is commanded by the EECU, and the manual mode
where the fuel flow is determined by the twist grip position. Pressurized
fuel from the fuel pump is routed to the Fuel Metering Valve and to the
bypass valve which keeps a constant pressure differential across the
metering valve.
-- Manual mode
In manual mode the metering valve is controlled by a input
lever, actuated by the collective lever mounted twist grip.
-- Automatic mode
In automatic mode the metering valve is controlled by a
stepper motor which is commanded by the EECU.
The FMU provides the following features:
-- Enables engine start and shutdown
-- Controls fuel flow as a function of power demand
-- Fail fixed with no power change during transition from
EECU mode to manual mode
-- Full power selection range available in manual mode as
well as in EECU mode
-- Limits the rate of acceleration/deceleration to prevent
engine surge/flame out during manual control mode

EC 135
Training Manual
Power Plant
Fuel Metering Unit -- Basic Function ARRIUS (Simplified)
Microswitch Stop--Valve
(Neutral Position) Actuator
LP and HP
Pumps
Fuel Outlet
Metering Valve
Manual Input
from Twist Grip
Metering Valve
Control Lever Constant
nP Valve
Metering Valve
Positon Feedback
to EECU
Fuel Return Manual Control

Fuel Inlet
Stepper (to HP Pump Inlet)
Motor

EC 135
Training Manual
Power Plant
Fuel Valve Assembly If during normal operation the fuel flow is reduced significantly, the
main injector valve closes but the preference injector still delivers fuel
The fuel valve assembly distributes metered fuel from the FCU to the
to the combustion chamber, in order to avoid an engine flame out.
injection system. It is located on a support at the upper part of the
combustion chamber casing.
The valve assembly comprises the following valves:
-- Start electro-valve
The valve distributes fuel to the start injectors.
-- Stop electro-valve
The valve controls fuel flow to the injection system in
general.
-- No preference injector valve
The valve closes fuel supply to the 9 main injectors during
a rapid fuel flow decrease.
Injection System
The injection system sprays fuel into the combustion chamber in order
to give stable and efficient combustion.
The injection system consists of 9 main injectors mounted around the
combustion chamber by two half-manifolds and 1 preference injector.
For engine start two start injectors are additionally mounted at 1 o’clock
and 9 o’clock position around the combustion chamber.
For engine starting only the start injectors deliver fuel to the
combustion chamber. At 50% N1, the start electro valve closes the fuel
flow to the start injectors and opens the vent line to the outside
amosphere. Meanwhile the main injector valve is open and the main
injectors together with the preference injectors deliver fuel to the
combustion chamber.

EC 135
Training Manual
Power Plant
Fuel Valve Assembly and Injectors ARRIUS

Fuel Valve Assembly
Start Electro Valve Injectors

Fireproof Cover
Stop
Electro Valve
Preference
Injection System Injector
Main Injector Valve Start Injector
Pressurizing Valve Fuel Inlet

Stop Electro-Valve
Main Injectors
Inlet from FMU Preference

Injector
Atmosphere Left Half
Manifold
Manual Purge
Right Half
Manifold
Start Injectors
Main Injectors
Start Electro-Valve

EC 135
Training Manual
Power Plant
Torque Indication
The torque measuring system measures the torque of the engine The torque measuring system is supplied with power respective from
output shaft. An electromagnetic sensor with a confirmation box picks the busbars PP10E / PP20 via the circuit breakers TRQ ENGI/II or
up the signal. CAD/VEMD ENG I/II. The sensors are supplied with power via the
respective FADEC and circuit breakers.
This signal is processed by the FADEC and sent to the analog
instrument and to the CDS or to the CPDS in the cockpit. The indication
is in % TQ.
The torque measuring system consists of two concentric shafts each
having a toothed wheel located at one end (phonic wheel) and a pulse
pickup probe. The inner shaft (engine output shaft) is used to transmit
engine torque and the outer acts as an unloaded reference shaft. The
torsional deflection (twist) of the output shaft results in an angular
displacement of the teeth between the loaded shaft and the reference
shaft.
The rotation of the phonic wheel formed by the teeth of each shaft, in
front of the sensor produces a pulsed voltage in the sensor.
This voltage is sent to the FADEC which measures the displacement
between the pulses and determines the engine torque for internal use
and cockpit indication.
To compensate for material and manufacturing tolerances (no two
shafts will twist in the same manner) a torque conformation box is
installed on the engine. This box sends a trim value, which is
determined on the test bench, to the FADEC. Since this value is
specific to a unique torque shaft, the trim module cannot be transferred
to an other engine.
The pick--up is mounted in front of the reduction gear box near the
output shaft.

EC 135
Training Manual
Power Plant
Torque Indication ARRIUS

FADEC Confirmation
Box Analog Instrument CDS
Pick--Up
Analog Torque Signal
Digital Torque Signal
Reference Torque Indication

Shaft
Caution Backup Page
Phonic
Wheel
Output Shaft
CPDS (CAD) CPDS (VEMD)

EC 135
Training Manual
Power Plant
Gas Temperature Indication

This system provides an indication of the gas temperature at the gas
generator turbine outlet. The gas temperature is an operating
parameter, particulary during engine starting for fuel flow control.
The four identically temperature sensors are located around the rear
part of the combustion chamber casing. Each sensor houses two
thermo elements.
The four parallel--connected thermo elements supply their contact
potential to the indication system. A confirmation box allows a
corrected temperature indication for a given turbine entry temperature.
The gas temperature indication is supplied with power respective from
the busbars PP10E / PP20E via the circuit breakers TOT ENG I/II or
VEMD ENG I/II.
CPDS Indication
The confirmed value appears in the FLI (Eng 1 via VEMD line 1 and
Eng 2 via VEMD lane 2). With one lane off the respective TOT
indication in the FLI is lost. The non-confirmed TOT value is displayed
in the SYSTEM STATUS page.
CDS Indication
The confirmed value is shown in the analog indicator. The digital value
can be selected in the parameter field of the CDS.

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

EC 135
Training Manual
Power Plant
Pratt & Whitney 206 B(2) Engine
General
The PW206B(2) is a lightweight, free turbine, turboshaft engine
incorporating a single stage centrifugal compressor driven by a single
stage compressor turbine and a single stage power turbine that drives
the reduction gearbox and aircraft power train.
Metered fuel from the Fuel Management Modul (FMM) is sprayed into
a reverse flow annular combustion chamber through twelve individual
fuel nozzles mounted around the gas generator case.
A high voltage ignition unit and dual spark igniters are used to start
combustion.
A single channel, Full Authority Digital Engine Control Unit (FADEC)
system with a mechanical backup FMM ensures accurate control of
the engine output speed and fast response to changes in power
demand. An electrical torque motor located within the FMM works in
conjunction with the Electronic Engine Control (EEC) and changes fuel
flow as required.
Configuration
The engine is of modular design. Mainly it consists of:
-- The reduction gearbox module
-- Gas generator and power turbine module
-- Engine subsystems

EC 135
Training Manual
Power Plant
Engine P&W 206(B)
Accessory Geartrain Compressor Turbine (N1)
Output Shaft
Power Turbine (N2)
Compressor
REDUCTION GEARBOX TURBOMACHINERY

EC 135
Training Manual
Power Plant
Reduction Gearbox Module

General
The reduction gearbox module reduces the power turbine speed (N2)
to a suitable speed for the main transmission input. A second gear train
reduces the gas producer turbine speed (N1) to a suitable speed to turn
all engine accessories.
Configuration
The reduction gearbox consists of three machined aluminum casings
which are the front and rear housings and the output shaft cover. Front
and rear housing are bolted together with the compressor inlet case.
The rear face of the housing and the front face of the compressor inlet
case form an integral oil tank. The output shaft cover supports the
output shaft front bearings. It is bolted to the front housing.
The output shaft is inclined at 26û upward to suit the main transmission
installation.
Operation
The reduction gearbox has a two stage bevel gear type reduction gear
train which changes power turbine speed to output shaft speed. The
engine output shaft assembly is attached to the second stage
reduction gear by internal splines.
The accessory drive geartrain provides the appropriate speed
reduction to turn all engine accessories, which are:
-- Starter/generator
-- Permanent magnet alternator (PMA)
-- Fuel management module

EC 135
Training Manual
Power Plant
Reduction Gearbox P&W

Permanent Magnetic Alternator
24,667 RPM
N1 Input Shaft
58,000 RPM
Fuel Pump Drive

Starter/Generator Drive 6,680 RPM
12,590 RPM
N2 Input Shaft
39,130 RPM
Second Stage Gear

5,928 RPM Oil Pump Drive
4,200 RPM
First Stage Gear

EC 135
Training Manual
Power Plant
Gas Producer / Power Turbine

General
The turbomachinery module provides rotational drive to the reduction
gearbox module.
Configuration
The turbomachinery module mainly consists of a single stage
centrifugal compressor driven by a single stage compressor turbine
and a single stage free spool power turbine.
Function
Air enters the engine through a radial inlet plenum chamber, formed
by the compressor inlet case where it is directed rearward to the
centrifugal impeller. The accelerated air from the impeller passes
through diffusor tubes which turn the air 90û and converts velocity into
static pressure. This high pressure air surrounds the combustion
chamber liner.
The combustion liner has perforations which allow the pressurized air
to enter. The airflow changes direction 180û and is mixed with fuel from
12 fuel nozzles. The fuel/air mixture is ignited and the resultant
expanding gases are directed to the turbines.
The expanding gases from the combustion chamber pass through the
compressor turbine stator vanes to the single stage compressor
turbine causing the turbine to rotate which drives the compressor. The
still expanding gases continue rearward to the power turbine stator
and turbine. The exhaust gas from the power turbine is directed
through an annular exhaust plenum to the atmosphere.

EC 135
Training Manual
Power Plant
Engine P&W -- Operation

EC 135
Training Manual
Power Plant
Oil Subsystem
Purpose A P3 operated shut off valve prevents oil supply to the lubrication
points upon engine start up and shut down (below ¶ 40% N1). This
The engine oil system is a dry sump system. It supplies a flow of filtered
ensures that the most remote bearing cavities (No. 4 and No. 5) do not
oil to the engine in order to cool, lubricate, and clean the various
flood during motoring or rundown periods.
components.
The main oil filter (not cleanable) traps particles picked up by the oil as
Configuration it lubricates the engine components. The filter is equipped with a
The oil system consists of: bypass valve as a safeguard against filter blockage. An impending
bypass switch gives indication to the cockpit before the bypass valve
-- Integral oil tank opens.
-- Pressure system
A pressure regulating valve (not field adjustable) is used to set the oil
-- Scavenge system system pressure to a predetermined value for a specified speed and
-- Secondary air system oil temperature.
-- Indicating system After passing a fuel heater, the pressurized oil is distributed to the
Oil Tank lubrication points in the gearbox and to the bearings No. 4 and No. 5.
The oil tank is integrated into the engine and is formed by the annular Scavenge System
cavity created between the air inlet case and and the reduction The scavenge system returns the oil to the gearbox. Approx. 80% of
gearbox rear case. A drain plug located at the bottom of the inlet case the used oil flows into the sump by gravity. Bearing No. 4 is scavenged
permits drainage of the cavity. Oil level indication is provided by a sight by blowdown from lab seal bleed air. Bearing No. 5 is scavenged by
glass. a combination of a scavenge pump and blowdown. At high RPM’s an
Pressure System oil pump bypass valve opens allowing surplus oil to bypass the
scavenge pump to the sump.
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 One scavenge pump stage draws the oil from the sump via a protective
pump outlet provides a safeguard against excessive pressure build up screen and a magnetic chip detector. The oil then flows through an
due to high oil viscosity at low temperatures (pressure above 13.5 bar airframe-mounted oil cooler before it is returned to the oil tank.
(200 psi) is released to the gearbox).

EC 135
Training Manual
Power Plant
Oil System P&W

Pressure Regulation Air Vent
Valve
Oil Cooler
Strainer
Oil Filter Blockage
Indicator Strainer
Oil Filter
Shut--off Valve
Fuel Heater
Oil Pumps
Oil Pump Bypass Pressurized Oil

Scavange Oil
Oil Tank
Oil Temp. Indication

CAUTION ENG OIL P
CAUTION ENG CHIP
CAUTION ENG O FILT Oil Press. Indication
Magnetic Plug

EC 135
Training Manual
Power Plant
Engine Fuel Subsystem

General Modes of Operation
The engine fuel subsystem delivers metered fuel to the engine. It is The FMM operates in two basic modes:
automatically controlled by the engine control subsystem. The engine
-- the automatic mode, where the required fuel flow is
control subsystem provides the capability to override the Full Authority commanded by the EEC.
Digital Engine Control (FADEC) function to provide for manual
operation of the fuel subsystem. -- and the manual mode where the fuel flow is determined by
the twist grip position.
Components Pressurized fuel from the fuel pump is routed to the Fuel Metering
The Fuel and -- control subsystem mainly consists of the following Valve and to the bypass valve which keeps a contant pressure
components: differential of 3.4 bar (50 psi) across the metering valve.
-- Fuel Management Module (FMM) In manual mode the metering valve is controlled by a mechanical N1
-- Fuel manifold and nozzles governor. The N1 governor setting is influenced by a input lever,
actuated by the twist grip.
-- Fuel flow divider
-- Electronic Engine Control (EEC) In automatic mode the metering valve is controlled by a torque motor
which is commanded by the EEC.
Fuel Management Module The FMM provides the following features:
The FMM is installed on the accessory gearbox of the engine. It is an -- Enables engine start and shutdown
electro-mechanical unit which governs the fuel flow through the entire
operational envelope of the engine. It uses EEC signals, twist grip -- Controls fuel flow as a function of power demand
position and ambient pressure as input parameters. The FMM has an -- Fail fixed with limited power change during transition from
integral fuel pump which delivers high pressure fuel to the metering EEC mode to manual mode
portion of the unit. -- Full power selection range available in manual mode as
well as in EEC mode
-- Limits the rate of acceleration to prevent engine surge
during manual control mode
-- Operates in speed govening modes

EC 135
Training Manual
Power Plant
Engine Fuel System P&W Fuel Metering Unit with Fuel Metering Valve
Fuel Drain
CAUTION FUEL FILT
Drive from Engine Gearbox Fuel Flow Divider
Impending Bypass Switch
Gear Pump
Regenerative Fuel Pump Jet Pump
By--pass Valve
Main Air Blast Fuel Nozzles
Hybrid Fuel Nozzles
Low Pressure Filter

Fuel Tank with Prime Pump CAUTION FUEL PRESS (if installed)

EC 135
Training Manual
Power Plant
Fuel Pump Fuel Flow Divider

Fuel is delivered to the fuel pump by the aircraft fuel distribution The flow divider distributes the metered fuel flow from the FMM to the
subsystem. The engine driven low pressure fuel pump takes fuel from primary and secondary side of the fuel manifold. During engine
the supply tank, increases the pressure and pumps the fuel through start-up, the flow divider routes fuel flow to the primary nozzles only.
the fuel filter. As the engine accelerates, fuel pressure increases and the flow divider
routes fuel to the secondary nozzles too.
The filter is differential-pressure monitored for cockpit indication by an
impending bypass switch. A bypass valve will open if the filter becomes The fuel flow divider also prevents of fuel accumulation in the
clogged. combustion chamber after engine shut-down. For this, residual fuel is
kept in an accumulator. At the next start as the fuel pressure increases,
An engine oil heated fuel heater is installed in the line between the
the accumulator piston forces the fuel towards the manifold.
pump outlet and the filter inlet. At fuel temperatures below 43ûC a
temperature controlled bypass valve is closed and the fuel has to flow Fuel Manifold
through the heater (At fuel temperatures above 57ûC the valve is fully
open and the heater is by-passed. The fuel manifold distributes primary (start) and secondary (main) fuel
to the engine combustion chamber. The fuel manifold is located on the
In case of a defect low pressure pump a low pressure switch will close engine gas generator case and consists of one inlet fuel nozzle, six
for cockpit indication. secondary fuel nozzles and five primary (hybrid) fuel nozzles. The fuel
From the fuel filter, fuel is routed to the second stage of the fuel pump nozzles are equally spaced around the combustion chamber for even
(high pressure stage) and delivered to the fuel metering module for fuel flow.
flow control. Primary fuel flow from the primary nozzles remains constant during
start-up and engine operation.

EC 135
Training Manual
Power Plant
Fuel Metering Module, Fuel Manifold
1 Air Blast Nozzle

Fuel Filter Impending Bypass Switch
2 Hybrid Nozzle
Low Fuel Pressure Switch
Fuel Filter
2 1 Torque Motor
2
1
1
2
2
1
Primary Fuel Manifold
Fuel Flow Driver
Rear View of Engine

EC 135
Training Manual
Power Plant
Temperature Indication
Exhaust Gas Thermocouple (T6)
The exhaust gas temperature measuring system consists of twi
identical harnesses with four thermocouple elements in parallel
connected to an engine mounted terminal assembly. From the two
junction boxes the signals are lead to the inlet temperature sensor box
where they are paralleled and integrated with the signal from the T1
sensor. The T6 system provides an output signal which is proportional
to the arithmetic average of the of the exhaust temperatures to which
the eight thermocouples are exposed.
Inlet Temperature Sensor (T1)

The T1 sensor incorporates a platinium resistance temperature
element together with a cold junction for the T6 thermocouples. The
active portion of the sensor is located near the inlet to the compressor
inlet scroll, therby giving a signal proportional to engine air inlet
temperature (T1). The signals provided by the T1 and T6 system are
lead to the FADEC where the measured gas temperature (MGT) is
computed.
CPDS Indication
The digital TOT value is displayed on the FLI (Eng 1 via VEMD lane
1, Eng 2 via VEMD lane 2) In case of one lane off, the respective
analog back-up value is displayed via the CAD.
CDS Indication
The value is shown in the analog indicator. The digital value can be
selected in the parameter field of the CDS.

EC 135
Training Manual
Power Plant
Temperature Sensors P&W

CDS Cockpit
T1 FADEC
T6
Trim Box
Digital Signal
Analog Signal
Terminal Box
8 Sensors
(Alumel/Chromel)
at Position T6
2 Sensors (Alumel/Chromel Cold Junctions) and

1 Temperature Element (Platinum) at Position T1

EC 135
Training Manual
Power Plant
Engine Control T2/P2
General
The helicopter is equipped with an electronic engine control system
FADEC (Full Authority Digital Engine Control), that facilitates
automatic control of both engines for all RPM and power ranges. The
engine power parameters of the EC 135 are optimized with the aid of
the electronic engine controls, i.e. engine power is adjusted to
optimally fit flight profile and/or maneuver while simultaneously
keeping fuel consumption to a minimum.
In case of failure of the FADEC the pilot has the possibility of manual
engine control.
System Components
The engine control system consists of:
-- Electronic power control FADEC
-- Emergency engine control

EC 135
Training Manual
Power Plant
Engine Control System ARRIUS

EC 135
Training Manual
Power Plant

EC 135
Training Manual
Power Plant
Engine Control System P&W

EC 135
Training Manual
Power Plant
Electronic Power Control T2/P2

General
Electronic power control ensure automatic operation of all engine--
related hydro--mechanical and electrical components. A FADEC box
(Turbomeca call it EECU, Pratt&Whitney call it EEC) per engine serves
as central processor. The digital control unit is mounted in the
helicopter and connected to the engines by wiring harnesses.

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
Manual Emergency
Engine Control
(Twist Grip)
Flight
--Rotor Speed Governing N2/NRO
--Acceleretion/Deceleration via
N1/Fluel Flow Regulation
--Overspeed Protection
--Training Mode
--CAT A Mode
--Topping Selection
TM (EECU) P&W (EEC)
Digital Engine Control System Indicator NRO

EC 135
Training Manual
Power Plant
FADEC--Box
The digital control unit controls the fuel supply and monitors the whole
engine functions with sensors. The packages provide for ambient
condition sensing, signal conditioning and excitation for external
sensors, analog and frequency to digital conversion, and serial data
transmission and reception.
Location FADEC-- Boxes

The FADEC--Boxes are mounted with angle brackets and vibration
dampers below the engine deck in the middle section of the fuselage
between frame 5 and frame 6. They are positioned respectively to the
left and to the right in front of the engines.
There is a connection flange respectively for the control lines from the
helicopter to the engines.
Function
The digital control units FADEC for engine 1 and engine 2 provide the
following functions:
-- Automatic start-up of engines.
-- Fuel supply depending on N1 gas generator RPM during
starting of engines as well as in ground idle and flight RPM
range (IDLE/FLIGHT).
-- Automatic engine control in all RPM and power ranges.
-- Monitoring of engine and power parameters.
-- Limitation of the fuel flow after topping parameters have
been reached.

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 FADEC (TM)

Input FADEC (P&W)
Identification Plate
Port for Connection
with the Engine Mounting for Port for Connection Port for Connection Port for Connection
Ground Strap with the Helicopter with the Helicopter with the Engine

EC 135
Training Manual
Power Plant
Power Supply FADEC Location

Power supply to the FADECs is made by the helicopters 28 V Engine TM:
DC--system and by engine mounted alternators. The alternator is mounted to the front of pump--filter support block. A
During engine starting (up to 35--40 % N1) or if there is a failure of an permanent magnet rotor with eight poles is mounted on the oil pump
alternator the helicopter DC--system supplies the FADEC. drife shaft.
Engine P&W:
During normal operation the alternator (AC) supplies the FADEC, a
failure of the helicopter DC--system has no influence to the function. The alternator is an integral part of the reduction gearbox having its
rotor mounted directly onto the accessory drive gearshaft and the
On ground with the engines not running power supply is made from the stator mounted into the reduction gearbox.
ESSENTIAL busbars 1/2 (PP 10E and PP 20E) via the circuit breakers
FADEC 1/2 and the switches FADEC 1/2 located on the engine control
panel.
u NOTE As long as the alternater delivers AC power the

FADEC remains operative even when the FADEC
switch in the engine control panel is in the off
position. In this case the FADEC is disconnected
from the H/C DC system only.
The caution REDUND comes on in the CDS/CPDS
(TM only).

EC 135
Training Manual
Power Plant
Alternator
Engine P&W Engine TM
Oil Pump Drive Shaft
Rotor with Internal Magnet

8 Poles
Alternator Body
Alternator Body

EC 135
Training Manual
Power Plant
Engine Ignition
During engine start-up, the electronic engine control system Engine EC 135 TM EC 135 P&W
automatically activates the engine ignition system through the engine
Supply Voltage 18--32 V DC 18--30 V DC
starting system.
Input Voltage 28 V DC 28 V DC
On activating the engine ignition system the ignition circuit between
Output Voltage 3 kV pulsating 2.5--3 kV pulsating
the resp. busbar and the ignition unit is closed by the energized start
relay. Spark trigger off 5--8 % Ground Idle 5--8 % Ground Idle
Spark discharge approx. 240 approx. 210
The high voltage ignition unit supplies pulsating high voltage to
discharges per discharges per
generate high-energy sparks through quick discharge across the minute minute
related ignition plugs.
Energy generated 0.5 J per spark 1.25 J per spark
After attaining self-sustaining speed of 50 % N1 the start relay
disconnects the ignition circuit. From this point on, combustion of the
fuel / air mixture continues without the aid of outside ignition.
Components and Locations

The high voltage ignition unit is attached to mounting rails on the
underside of the engine-mounted firewall.
The two igniter plugs are installed on the outer rear section of the
combustion chamber casing. They are connected to the high voltage
ignition units through two flexible igniter cables.
The circuit breakers IGN ENG I / II are mounted in the overhead panel.
u NOTE All functions of the ignition system are controlled

by the electronic control system FADEC. There is
no manual control possible.

EC 135
Training Manual
Power Plant
Ignition System -- Location
TM P&W
Ignition Unit
Circuit Breaker IGN ENG I

Circuit Breaker IGN ENG II
Ignitor Plug (TM)

EC 135
Training Manual
Power Plant
Control Unit (Overhead Panel)

General -- Potentiometer N2 Adjust (Engine TM)
In order to control the engine over the complete operating range, the After installation of a new engine or a FADEC the N2 speed has to be
FADEC modulates the fuel flow for each particular operating condition. adjusted by the potentiometer N2 ADJUST. The potentiometer is
On the engine Mode selector panel, there are several operating installed in the control panel ENGINE MODE SELECT in the overhead
conditions selectable. panel.
-- Switch NORM/MAN ENGI / ENG II -- Dip switch N2 Adjust (Engine P&W)
With the engine control switch in position NORM the automatic power The dip switche N2 ADJUST is installed in the control panel ENGINE
management is engaged. Switching into position MAN the engine can MODE SELECT in the overhead panel.
be controlled manually with the twist grip.
-- Switch VENT/OFF/STARTMAN ENG I/II:
The starter/generator could be activated in the switch position START
MAN for a manually starting of the engines. (Function inactive and not
certified).
If the switch VENT/START MAN ENG I/II is set from OFF to VENT, the
starter/generator will be powered through the electrical master box
which controls the required operating voltage to the starter/generator.
The starter/generator will begin to run up the gas generator assembly
to approx. 20% N1, while the starting relay remains de--energized and
the engine ignition system is deactivated. The fuel flow remains
shut--off.

EC 135
Training Manual
Power Plant
Engine Mode Selector
Switch START MAN/OFF/VENT ENG I / ENG II
Dip Switch/Potentiometer
N2 ADJUST
Switch NORM/MAN ENG I / ENG II

EC 135
Training Manual
Power Plant
Engine Control Panel -- Automatic Engine Starting

General When the collective is raised and the helicopter takes off the N2/NRO
will increase automatically to 100% (Pitch Compensation).
The FADEC controls the complete starting procedure including the
increase of RPMs, fuel flow and thereby the increase of the TOT. The Quick Start Procedure
pilot has only to monitor the engine indicating system in order to abort
the start in case of malfunction. The pilot may preselect both engines the same time with the ENGINE
CONTROL SWITCHES in FLIGHT position. The first engine
The engine 1 starting cycle is described in the following. The engine accelerates until the N2/NRO reaches 98 %. When passing 50 % N1,
2 is started in the same way. the second engine will be activated automatically. Starting both
engines the same time is not possible.
Automatic Engine Starting
With the switch FADEC in ON position the electronic control is supplied Manual Start
with power. After the internal self test is passed the caution FADEC The manual start is not certified and deactivated.
FAIL on the CDS/CPDS disappears.
With the ENGINE CONTROL SWITCH I in position IDLE the starter,
the engine ignition system and the automatic regulation of the fuel flow
is activated and the caution STARTER appears on the CDS/CPDS in
system I. At 50 % N1 the selfsustaining RPM is reached and the starter
is switched automatically to the generator mode.
At the same time the cautions STARTER, ENG FAIL and GEN
DISCON disappear and the caution ENG IDLE comes on.
The N1 RPM continues the acceleration until the N2/NRO reaches
approx. 70 %. This value will be regulated by the FADEC and is called
GROUND IDLE.
After a successful start of engine 2 both ENGINE CONTROL
SWITCHES have to be set into the FLIGHT position. Thereby the N1
of both engines accelerate until the N2/NRO reaches approx. 98 % and
the cautions ENG IDLE disappear.

EC 135
Training Manual
Power Plant
Engine Starting
A
FLIGHT ON R ON FLIGHT
M I
I
D D
L L
E E
O
OFF OFF F OFF OFF
FADEC F FADEC
ENG TRAIN SEL ENG
ENG CONTROL
ENG FAIL
GEN DISCON
STARTER

EC 135
Training Manual
Power Plant
Power Sharing of the Power Turbines N2

The switch position FLIGHT provides power turbine speed at the Linear Transducer
nominal governing speed for normal flight (100 % N2). With density
The linear transducer is a position sensor which transforms a
altitude between from 4000 ft to 9000 ft the N2 speed is automatically
mechanical deflection into a electrical signal. Both the linear
increased between 100% and 104%. The electronic control governs
transducers are located side by side to the right below the front cabin
and optimizes the performance of the engines and adjusts the
floor. They are connected to the collective shaft. Each movement of the
performance characteristic of both engines to each other. If there is a
shaft is transfered to the inner guiding cylinder in form of a lift. The
speed or torque difference between the two engines, the pilot is able
operation of the tail rotor control moves a linkage to the outer guiding
to adjust the torque with the switch ENG TRIM. The adjustment is
cylinder and causes a lift.
controlled by the engine indications. With a constant main rotor speed,
there are two different trim operations possible: Crosstalk Capability
-- Increase power engine 1 (L+) and decrease power Due to the extended crosstalk capability between the FADEC boxes
engine 2 (R--) the following features are available:
-- Increase power engine 2 (R+) and decrease power
Detection of:
engine 1 (L--)
-- Manual Mode
The operation of the beep switch ENG TRIM is processed in the
FADEC and routed to the N2 control unit of the engine. If the speed of -- OEI Situation
one of the engines is increased a little, at the same time the speed of -- Training Mode activation
the other is decreased by the same value. -- Automatic Bleed Air Shut Off during OEI Situation
Droop Compensation Automatic torque matching.
When there are control inputs from the collective lever (pitch) or from
u NOTE If an OEI situation is detected, the remaining
the tail rotor control (yaw) there is an additional load to the engines.
engine accellerates slightly to stabilize the rotor
The result is a decrease of the speed of the power turbine N2
RPM according the AEO curve in the diagram
respective the main rotor speed (NRO). To maintain the N2 speed
below. In the earlier versions T1/P1 the droop
independent from the engine load, the required change of load is
compensation of the stopped or idling engine is
adjusted automatically by the N2 control unit of the engine. This setting
lost and the rotor RPM is regulated according the
is realized by the FADEC, which takes input signals form the linear
OEI curve.
transducers.

EC 135
Training Manual
Power Plant
Torque Trim -- Beep Switch ENG TRIM

Speed Control Loop
View from Side
Switch Unit
Front Cabin Floor Collective

Lever
Pedals
Linkage
Beep Switch Collective Shaft

ENG TRIM
Linear Transducer
Variable Rotor Speed Automatically Controlled

(Simplyfied Diagramm) View from Top
Rotor rpm [%]
only P1/T1 Pedals Linear Transducer

Density Altitude Zσ [ft]

EC 135
Training Manual
Power Plant
Topping Function
The nominal limiting torque value of the 30’’ rating is set to 128% For a FADEC internal failure of CAT A function, the caution DEGRADE
torque. If the rotor speed drops below 95%, the torque limiting function (T2) or FADEC MINR (P2) will appear on the CAD. Additionally a
allows the torque to increase with decreasing rotor speed. The slope CAT_A_FLT (T2) message will appear on the System Status page of
is 1% increase in torque per 1% decrease in rotor speed until NRO the CPDS.
reaches 90%. This leads to almost constant power between 95% and
If the cross talk capability is not available, CAT A RPM mode is not
90% NRO. If the rotor speed drops below 90%, the torque remains at
available. If the cross-talk fails after the CAT A mode has already been
a constant value of 133%. This leaves a margin to the maximum
activated, the engines also exit CAT A mode and return to RPM mode.
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).
Note that the minimum continuous rotor speed power ON is defined to
97% RPM. Hence, with the torque increase starting at 95% RPM the
value of 128% torque can be only exceeded if the pilot operates in the
transient rotor speed range below 97% RPM.
CAT A Mode
To improve CAT A capabilities a function is implemented which allows
to set the reference value for the rotor speed manually to approx.
103.3%. The rate of change in rotor speed is 1% in NRO per
second.The use of this function is restricted to CAT A take-off and
landing procedures and velocities below 55 KIAS to avoid influence on
the helicopter noise certification. The CAT A RPM mode is operational
in normal, training and OEI mode.
The CAT A RPM mode is activated by a double layer switch installed
on the instrument panel. The CAT A switch is illuminated by a light. If
activated additionally ON is illuminated. Successful activation of the
FADEC CAT A function can be verified by monitoring the RPM increase
and the absence of failure messages on the CAD.

EC 135
Training Manual
Power Plant
Torque Limiter Concept CAT A Switch
Topping CAT A Switch

Select Switch
Collective Grip

EC 135
Training Manual
Power Plant
Training Mode (Dual Engine)

A training mode is implemented to perform realistic OEI training. This Indication Variants
training mode is based on a twin engine training concept featuring a
Engine TM: On the FLI, TRAIN will be indicated instead of TRAINING.
so called TRAINING and a TRAINING IDLE engine. The training mode
is designated in a way that the engine acceleration/deceleration and Engine P&W: On the FLI, TRAIN will be indicated instead of
NRO governing mirror a real OEI situation. TRAINING and IDLE instead of TRAINING IDLE (FLI constraints).
The combined power of both engines in training mode will not exceed Additionally a yellow inverted triangle appears next to the countdown
the maximum power of the 30’’/2’ rating as long as the pilot operates timer. Cockpit indication logic for the 30’’/2’ OEI indication in twin
within a “normal” NRO range. The load will be equally distributed engine training mirrors the indication of the real 30’’/2’ OEI rating. Note
between both engines. that while the FLI simulates OEI, the real engine parameters are
avilable as digital values on both sides of the FLI gauge.
The training function is pre-selectable. If only the training pre-selection
is activated, the engines stay in normal AEO mode. Training mode can
only be entered if training has been pre-selected and confirmed by
setting the main engine switch of one engine to position IDLE.
Training pre-selection is achieved by putting the training selector
switch to ARM. Pre-selection of training is indicated by an advisory
TRAIN ARM on the CAD.
The TRAINING IDLE engine is chosen by switching the respective
engine main selector to IDLE.
If the FADEC has successfully entered training mode, the cautions
TRAIN IDLE and TRAINING are indicated on the CAD to indicate the
status of the TRAINING IDLE and the TRAINING engine, respectively.
u NOTE All ENG EXCCED cautions triggered during the

training mode situation will be deleted
automatically when the training mode is left.

EC 135
Training Manual
Power Plant
FLI Indication in Training (Example)
P2 Indication
Training Select Switch
TRAIN TRAIN IDLE IDLE

A
FLIGHT ON R ON FLIGHT
M I
I
D D
L
53.3 50.0 L
E
O
E
OFF OFF F OFF OFF
FADEC F FADEC
ENG TRAIN SEL ENG
ENG CONTROL
730 720
OEI LO TRAINING TRAIN ARM TRAIN IDLE
100.1 T 1 57 100.1

EC 135
Training Manual
Power Plant
Training Torque Limitation

Engine TM: If the engine is operated in training and NRO is within the
normal range necessary for training, the torque topping is set at a
constant value of 128%. However, in case of excessive rotor speed
drop which could e.g. occur if the pilot would pull too much collective
pitch, torque is increased. The threshold for the start of torque increase
is 90% NRO. The increase in torque is 1.5% per 1% decrease in N2 and
thus guarantees constant power.
Engine P&W: If the engine is operated in training and NRO is within the
normal range necessary for training, the torque topping is set at a
constant value of 128%. If the rotor speed drops below 92%, training
is aborted:
-- training indications disappear (TRAIN IDLE becomes IDLE
as long as the ENG CONTROL switch is in idle position)
-- FLI reverts to real AEO mode
-- switches have to be set back to normal position
Training idle engine in flight mode and train selector switch in OFF
position.
u NOTE When the training mode is left due to RPM drop, for
safety reason the training idle engine does not
decellerate to a real idle speed although the
selector switch of the respective engine is in idle
position.

EC 135
Training Manual
Power Plant

EC 135
Training Manual
Power Plant
Overspeed Protection
Engine ARRIUS ground after the CPDS and EECU auto-tests have been successfully
completed. The EECU only accepts the test if N2 is lower than 25%.
The threshold for the activation of the over-speed fuel shut-off is
This avoids unintended engine shut down.
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 If the switch is pushed into TEST position, it simulates an N2 > 114%
down. and therfore triggers an over-speed detection. If the test is successfully
completed and the system works properly, the caution OVSP is
Once the over-speed fuel shut-off device has been activated and one
indicated on the CPDS. The pilot can then rearm the system and
of the engines has been shut down, activation of the over-speed fuel
extinguish the caution by pushing the three position switch into the
shut-off device of the second engine is inhibited to avoid twin engine
REARM position.
shut down during flight. The over-speed event is stored in the FADEC.
If, however, a failure is detected during the test, the signal for the OVSP
Two three position switches (TEST--OFF--REARM) are installed in the
caution remains regardless of the position of the three position switch.
overhead panel of the H/C to trigger the test of the over-speed fuel shut
Nevertheless, engine start is possible as long as the failure within the
off device and rearm the system after the test.
overspeed protection system does not affect other systems and
Static Test prohibits normal engine operation.
At power-up, the EECU performs a static test of parts of the overspeed The correct function of the O/S inhibition is tested by first triggering the
protection chain. If a failure is detected by the EECU, a caution OVSP O/S test for one engine and then triggering the O/S test for the other
appears on the CPDS. Putting the cockpit switch for the the overspeed engine without rearming the system of the first engine. If the O/S
protection into its REARM position has no effect on this signal and the inhibition of the first engine is operational, there will be no O/S
caution OVSP will remain. As long as this failure does only effect the indication for the second engine.
over-speed protection system, engine start will remain possible. 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
Dynamic Test
during normal operation or test or if the over-speed fuel shut-off has
This test is initiated by pushing the cockpit switch for the overspeed been successfully tested.
fuel shut-off device into its TEST position. The test is performed on

EC 135
Training Manual
Power Plant
Engine Pratt&Whitney
The PW206B2 control system features an independant over-speed
limiting system to avoid overspeed of the engine output shaft. The
system is part of the inertial EEC and available as long as the EEC is
powered, i.e. in auto and in manual mode. The over-speed limiting
system uses the data provided by the engine’s standard speed
sensors. After detecting an over-speed event (N2 > 112.9%) the
system reduces engine fuel flow to a minimum in a controlled manner.
As soon as the reset RPM is reached, the fuel flow returns to a
standard fuel flow control.
The test of the overspeed protection is started using a single three
position switch (OvspTestEng1--OFF--OvspTestEng2) which is
installed in the overhead panel. As the pilot can monitor the correct
function on his indicators for N2, no additional cockpit indication is
installed.
The usage of the over-speed test function is inhibited by the control
system if N2 > 81.4%. The test procedure instructs the pilot to set the
engine to IDLE and then to activate the over-speed test function. This
lowers the threshold of the over-speed protection to a value of 72% N2.
As the nominal value for ground idle is 74% N2, the pilot is able to check
the correct function of the over-speed protection by observing an drop
or oscillation of N2 on his cockpit indicators.

EC 135
Training Manual
Power Plant
Monitoring and Error Diagnostic

With the FADEC all essential parameters of the engines and the -- FADEC FAIL
performance are monitored and optimized (N1 --speed, torque, outlet Indicates a total failure of the control system (freeze of
temperature, total number of turbine cycles). Deviations of signals and stepper motor). In the FCU the same fuel flow than before
parameters within the engines and the status of both the FADECs are the failure will be maintained.
announced with Mem--Codes through the data bus. The recorded data The pilot , now has the option of leaving the fuel flow fixed,
are stored in the FADEC and can be displayed on the CAD. or using the twist grip to modulate fuel flow.
After the flight it is possible to practice a troubleshooting with the help Cockpit Indications Engine P&W
of these informations.
There are two cockpit indications that the FADEC is in a faulty
Cockpit Indications Engine TM condition:
There are three cockpit indications to inform the pilot that the FADEC -- FADEC MINR
is in a faulty condition. The indications are provided to the CDS/CPDS Indicates a change or a loss of a number of governing
via the data bus. The indications are: functions. The FADEC is operating with a system fault (non
critical fault) which may result in degraded engine
-- REDUND
Indicates a minor fault (loss of a protection or a secondary operation. Full rotor governing is maintained during this
function with no effect on engine operation. Also with a loss mode of operation. A fault code is stored and provided to
aircraft indicating system.
of one power supply). A fault code is stored by the FADEC
and provided to the aircraft indicating system for -- FADEC FAIL
troubleshooting purposes. Indicates that the control system is not operating (critical
-- DEGRADE fault). In this case, the system reverts to the manual mode.
The torque motor in the Fuel Metering Unit is inhibited, the
Degraded operation (reduced engine performance but the
N1 governer takes over control and maintains the same fuel
main functions are ensured from recovery laws). Full rotor
flow as that in the time before the malfunction. The pilot,
RPM governing is maintained during this mode of
then has the option of leaving the fuel flow fixed, or using
operation. A fault code is stored by the FADEC and
the twist grip to modulate fuel flow.
provided to the aircraft indicating system.
u NOTE With the indication FADEC FAIL the automatic
acceleration and deceleration during power
changes of the respective engine is inoperative.

EC 135
Training Manual
Power Plant
FADEC Malfunction Indications (Engine TM)
REDUND REDUND
DEGRADE DEGRADE
FADEC FAIL FADEC FAIL
Control of
Stepper Motor
Manual Mode Freeze
FADEC Inputs
Mode Datum
Metering Valve Position Control of “FAIL” Ind.
FADEC Self Test Results
Failure
Mode
FADEC Inputs RS 422 Data Bus
N1 Trim
Control Mode
N2 Demand
Detection,
Isolation,
Writing and Transmission
of a Fault Report
and Recording

EC 135
Training Manual
Power Plant
Engine Emergency Control

General detent “N” to the “MAX” and “MIN” positions. The twist angle of the
version TM is +/--45°, of the version P&W is +/--55°.
In case of failure of the electronic engine control the engine emergency
control provides manual control of the fuel metering valve. The Push Button STOP MIN FUEL
emergency control is designed to facilitate individual power control of
each engine by the pilot. To prevent of an inadvertant engine shut down during manual
operation the twist grips are equipped with a red “STOP” button (Pilot’s
A twist grip to control each engine is installed on the collective lever. side only). When pressed, it releases a travel stop at the “MIN”
Engine shut-down can only be performed by the pilot. The electrical position, enabling the pilot to rotate the twist grip further in order to
shut-off valve located in the engine is not automatically controlled by close a shut off valve in the FMM. This cuts the fuel supply to the
the digital control unit. respective engine.
Components Gear Box

The engine emergency control mainly consists of: The gear box is bolted to the lower end of the collective control lever.
It converts the circular motion of the torsion tubes inside the collective
-- Twist grip for engine 1 and 2 control lever into a longitudinal movement for controlling the ball
-- Two red push-buttons STOP MIN FUEL bearing controls. The gearbox also gives the NEUTRAL position of the
-- Gear box at the collective lever twist grips. The force necessary to turn the twist grips out of the neutral
-- Flex ball control cables position can be adjusted at the gear box.
-- Connection flex ball cables for dual flight control Flex Ball Control Cables
-- Connecting mechanism
To transmit the twist grip movement to the engine input levers, flex ball
Twist Grip 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
There are two twist grips installed on the upper section of the collective they are routed upwards to the main transmission deck and to engine
control lever. The upper twist grip controls engine 1, the lower one 1 and engine 2. There they are connected to the emergency control
controls engine 2. Both twist grips are coupled with torsion tubes, input levers of the N1 fuel control unit.
routed downwards inside the collective lever. To control the power
manually the twist grips can be rotated independently from the neutral

EC 135
Training Manual
Power Plant
Stop Ring for Neutral Position

Twist Grip ENG 1
Push--Button STOP MIN FUEL
Push--Button
STOP MIN FUEL
Twist Grip ENG 2
Stop Ring for

Neutral Position
Collective Stick
Outer Torsion Shaft
Gear Box
at the Lower End Inner Torsion Shaft
of Collective Lever
Connections to Flexball Cables

EC 135
Training Manual
Power Plant
Connection Flex Ball Cables 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
The gearboxes at the collective levers are interconnected by flex ball
1 will result in a torque split only as long as engine 2 is able to
control cables. It is possible to control both engines by both the twist
compensate the changes in power demand.
grips.
Connecting Mechanism Flexball to Engine u NOTE With both engines in MANUAL mode there is no
automatic power sharing (N2 --power turbine) and
The ball bearing control ends facing the engine are furnished with a no automatic droop compensation possible. The
connecting mechanism, comprising of the following: N1 --/N2 speed and therby the rotor RPM must be
-- Bracket angle (different for TM and P&W) regulated by manual control.
-- Bracket hinge
-- Boot with guiding sleeves D TM: If there is unintentional movement of the twist grip with
the operating mode selector switch in position NORM the
-- Ball joint caution TWIST GRIP comes up. In this case the electronic
control detects the unintended use of the twist grip (Mixed
Function
Mode) and compensates the pilot’s inputs over the entire
The function of emergency control for engine 1 is shown: range of the stepper motor. After turning back the twist grip
To manually control power of engine 1 the operating mode selector to the neutral position the engine runs again in the
switch NORM/MAN ENG I must be switched from the NORM position automatic mode. There is no reset necessary.
to the MAN position. Thereby the actual position of the fuel metering
cable is frozen. The indication on the CDS/CPDS appears: D PW: Any movement of the twist grip out of the neutral
-- ENG MANUAL position results in an immediate switch over to the manual
mode.
From this moment on the pilot takes charge of the power control by The indication TWIST GRIP and MANUAL MODE on
hand directly with the metering valve (TM) or a mechanical backup N1 CDS/CPDS comes up.
governor (PW). Twisting the grip out of the NORM position in the For a reset back to the automatic mode the pilot has to turn
direction MIN or MAX a warning indication is displayed on the the twist grip slowly back to the neutral position.
CDS/CPDS:
-- TWIST GRIP

EC 135
Training Manual
Power Plant
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

EC 135
Training Manual
Power Plant
Major Differences between P2/T2 and P1/T1 Versions
1. For EC135 T1 and P1 the following features are not available:

-- Extended cross talk capability
-- Dual engine training mode
-- CAT--A mode
-- Topping threshold selection
-- 30’’ and 2’ OEI power (only 2.5’ OEI and transient torque
(20 sec)
Limiting values depend on engine version:
P1: PW206B
T1: Arrius 2B1; 2B1A; 2B1A_1
2. PW Engine 206B (P1) only:
After the manual mode has been entered by turning the twist grip
during normal flight condition out of the neutral position, the pilot has
to turn back into the neutral position and to perform a reset at the
engine mode selector switch in the overhead panel to return to the
norm mode.
3. If the training mode is installed in P1 or T1 (2B1 engine only)
versions only a single engine mode is available:
The training engine will be topped at a lower level (AEO Power) and
the idle engine decouples completely (no power sharing) but idles with
a high idle speed (92% instead of 70% N2). Thus the rotor RPM can
be recovered earlier in case of training engine failure.

EC 135
Training Manual
Power Plant

EC 135
Training Manual
Power Plant
Oil Cooling System
General Oil Cooler

Both engines as well as the main transmission of the helicopter are The oil coolers are mounted to the RH and LH side of the main
equipped with internal, independent oil circuits. These ensure transmission. They are split into two sections. The smaller section of
permanent lubrication and cooling of highly stressed components each cooler, which is connected to the main transmission by bushings
under all operating conditions. To keep the oil temperature within directly, serves for cooling the main transmission oil (50% each side).
limits, a oil cooling system is installed in the helicopter.
The larger section of each cooler is connected to the associated
Independant cooling circuits are availble for the: engine by oil hoses. This section serves for cooling the engine oil.
-- LH engine For optimizing cold-start characteristics a thermal controlled bypass
-- RH engine valve is installed in each engine oil cooling circuit.
-- Main transmission At temperatures below approx. 85 ûC the bypass valve is open and
allows the oil to bypass the oil cooler.
Components
Cooling Air Flow
The oil cooling system consists of the following:
Ambient air which enters the air intakes is drawn by the cooling fans
-- 2 cooling fans
and forced through the oil coolers via the inlet air ducts. From there the
-- 2 inlet airducts air is directed overboard by the outlet ducts.
-- 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%)

EC 135
Training Manual
Power Plant
Oil Cooling System -- Functional Scheme

ENG OIL P ENG OIL P

ENG CHIP
Oil Temperature Indication ENG CHIP
ENG O FILT ENG O FILT Oil Temperature Indication
Oil Pressure Indication Oil Pressure Indication
(CDS, TM) (CDS, P&W)
CDS/CPDS VEMD Indication
Engine 1 with
Sensors (TM)
Front Firewalls Engine 2 with

Sensors (P&W)
Temperature Bypass Temperature Bypass

Valve System Valve System
Oil Cooler with Fan Oil Cooler with Fan
Main Transmission

EC 135
Training Manual
Power Plant

EC 135
Training Manual
Power Plant
Oil Cooling System -- General Arrangement

Hose Arrangement
to Engine TM Hose Arrangement
to Engine P&W
Thermal Bypass Valve
Firewall
To/From Main
Transmission
Outlet Duct
Oil Cooler
FWD
Inspection Door To/From

Engine
Inlet Duct

EC 135
Training Manual
Power Plant
Engine Mounts
General Rear Mount Strut

The Engine mounts attach each engine to the helicopter structure. The rear mount is the third engine attachment point. The strut is
Each engine has an inboard and outboard forward mount that adjustable on the lower end for engine alignment (Engine output shaft
attaches the engine reduction gearbox to the fuselage fittings and a must be aligned to the main transmission input shaft).
rear mount strut that attaches the turbine section to a fuselage fitting.
They are designed to retain the engines in the event of a crash landing
downward with a load factor of 20 g and forward with a load factor of
16 g.
The engines are installed on the engine deck behind the main
transmission. They are tilted at a V--angle of approximately 9° to the
longitudinal axis of the helicopter and of 2° to the horizontal axis.
Inboard Mounts
On the inboard side the engines are mounted by bearing blocks via
spherical bearings. On each side the spherical bearing are attached
to a mounting bracket on the tail boom mounting cone.
Outboard Mounts
On the outboard side the engines are attached to “V”--shaped lateral
struts, bolted to the engine compartment floor. A spherical bearing is
installed on the upper side of the “V”--strut.
u NOTE The inboard and outboard mounting points form an

axis, around which the engine can tilt.

EC 135
Training Manual
Power Plant
Engine Mounts TM
Rear Fitting on Engine
Spherical
Bearing
FWD
Outer Mounting
Block
Rear Mount Strut
Spherical Spherical
Bearing Bearing
V--Strut
Airframe Bracket
FWD
Inboard Mount

EC 135
Training Manual
Power Plant
Engine Alignment
To ensure that the engines are properly aligned with the main
transmission input flange, an engine alignment check is required,
whenever:
-- Replacement of an engine.
-- Replacement or adjustment of the rear mounting strut.
Engine alignment is performed with the alignment fixture. The
alignment fixture is installed between the engine stub shaft flange and
the transmission input flange, substituting the transmission shaft.
u NOTE An alignment of the engine is not necessary if the

same engine is installed and the lengh of the rear
strut remains unchanged.
Installation of the Alignment Device

For Turbomeca engine an adapter has to be set on output flange of the
engine stub shaft.
The mandrel of the alignment device must be shifted back, after that
the device must be attached to the output flange of the engine stub
shaft. Now the centering disk is screwed to the flange of freewheel
shaft. The connecting flange of freewheel shaft must be rotated until
the marking line on the centering disk is in horizontal position. The
mandrel must be extended until the tip of it almost contacts the
centering disk. If the tip exactly points to the marking line, the engine
is correctly aligned to the main gearbox.
If a deviation in downward or upward direction is evident, the alignment
must be corrected by adjusting the Z--strut.

EC 135
Training Manual
Power Plant
Engine Alignment TM
MAIN TRANSMISSION Mandrel
Centering Disk
Adapter for TM
Alignment Device
Knurled Screw to Lock the Mandrel

ENGINE
Marking Line

EC 135
Training Manual
Power Plant
Firewalls
General Foreward Firewall Assembly

To prevent fire from spreading, in the event that one of the engines The fwd firewall assembly separates the engine compartment from the
starts burning, the firewalls constitute a complete fire resistant cell transmission compartment. It is designed with several holes, through
around each engine. The firewalls are made of titanium because of its which the drive shaft, the engine oil lines as well as the engine
high melting point by low weight. 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
The firewalls are divided into several subassemblies: zone and separate the engine compartments from each other.
-- Airframe fixed firewalls
-- Engine fixed firewalls
To provide minimum effort during maintenance, certain parts of the
firewalls are installed by camlock fasteners. All edges facing to the
engine cowlings are provided with fire resistant seals.
Airframe Fixed Firewalls

The airframe fixed firewalls are divided into several subassemblies:
-- Foreward firewall assembly
-- Aft firewall assembly
-- Exhaust ejectors

EC 135
Training Manual
Power Plant
FWD Firewall Assembly

Cover Plate
Inner Sheet
Bellow
Air Wall
Air Inlet Sheet
LH Outer Sheet
Emergency Control Cable Bellows
Drive Shaft Fairing Fixed Sheet Frame 5

EC 135
Training Manual
Power Plant
Aft Firewall Assembly

The aft firewall assembly separates the engine compartments from the
equipment deck. It is designed with several holes, through which the
exhaust gas ducts and the tail rotor drive is routed.
Exhaust Ejectors
The exhaust gases from each engine are routed rearward and
overboard through exhaust ejector tubes.
Air from the engine compartments is drawn by the exhaust gases
entering the ejector tubes. This serves for engine compartment
ventilation and engine hot section cooling. Additional the engine noise
is muffled by this.

EC 135
Training Manual
Power Plant
Aft Firewall Assembly
Stiffening Angle
Upper Firewall Sheet
Ejector
Center Stiffening Sheet Assy
FWD
Lower Firewall Sheet

EC 135
Training Manual
Power Plant
Engine Fixed Firewalls

The engine fixed firewalls form a fire and debris protection seal for the
air inlet plenum.
The firewalls are made of titanium sheet material. They are bolted to
the engine. An access door is provided for engine compressor
inspection.
u NOTE The general arrangement of the engine fixed

firewalls is identical with the P and T versions, but
the parts are of different design.
u NOTE After reinstallation of the fire walls, check all bolts

and camlock fasteners are fixed and tightened.

EC 135
Training Manual
Power Plant
Engine Fixed Firewalls
Engine Firewall Sheets

Lower Firewall Side Firewall
Sheet Sheet
Engine Firewall
Sheet Engine TM
Engine
P&W
Upper Firewall
FWD
Sheet
Access
Door

EC 135
Training Manual
Power Plant
Fire Warning System
General
Each engine is equipped with its own independant fire warning system.
The systems consist of 2 thermal switches per engine, installed in the
designated fire zones, and visual and audio warning devices in the
cockpit. System function can be checked for continuity by test switches
in the overhead panel.
Components
The fire warning system consists of the following:
-- 2 fire detectors per engine
-- 2 fire warning lights (combined with the EMER OFF SW I/II)
-- Test switches FIRE E/W 1, FIRE E/W 2
-- Circuit breaker FIRE--D ENG I, FIRE--D ENG 2
Locations
The fire detectors are located beneath the starter--generator and
beneath the combustion chamber casing.
Trigger Temperatures
TM P&W
Reduction Gearbox 210°C 204°C
Power Turbine 271°C 260°C

EC 135
Training Manual
Power Plant
Fire Detectors -- Locations
Engine P&W Engine TM
FWD FWD
Fire Detector

EC 135
Training Manual
Power Plant
Function
The following describes the functioning of the no.1 engine fire warning
system. The no. 2 engine fire warning system functions in the same
way.
The test switch FIRE E/W 1 is set to OFF and circuit breaker FIRE--D
ENG I is depressed.
The no.1 engine electrical fire warning logic circuitry located in the
warning unit is supplied with 28 VDC power from the
ESSENTIAL--Busbar PP 10E.
If overheating is detected on the engine, the respective fire detector
completes the circuit to ground via test switch (OFF--Position) and the
fire warning logic circuitry. The warning caption
-- FIRE I
on the pushbutton indicator EMER OFF SW 1 in the warning unit
illuminates.
At the same time, the circuit to the AUDIO control unit is completed and
an alarm bell sounds in the pilot’s headsets.

EC 135
Training Manual
Power Plant
Fire Warning System

Firewarning Bell
Indicator FIRE I Indicator FIRE II
Engine 1 Test Switch FIRE E/W 1/2 Engine 2

OFF CDS SYS 1
N
E O
X R
T M
EXT / WARN WARN SYS 2
UNIT
1 FIRE E/W 2 HYD
TEST
Fire Detector Fire Detector

EC 135
Training Manual
Power Plant
Fire Extinguishing System (example single bottle system)
General Function
The fire extinguishing system is a semi automatic system with one In order to extinguish a fire, pilots will have to open the switch guard
extinguisher bottle for both engine compartments, installed on the of the resp. EMERGENCY OFF SWITCH and to release the lighthead
equipment deck behind the R/H engine. A pressure gauge can be FIRE. Consequently the fuel shut off valve will be activated closing the
monitored through an opening in the cowling for preflight check fuel supply to the affected engine. The indication ACTIVE below the
routine. EMER OFF switch comes on showing that the circuit has been
activated.
The extinguishant used is HALON 1301 and Nitrogen as propellant.
Two outlet tubes (one per engine) are routed to the engine
compartments. Two explosive cartridges in the outlet ports allow to u NOTE When the lighthead FIRE is released, the resp.
discharge the extinguishant either to the L/H-- or to the R/H engine system will become “armed” but not “active” till
compartment. the N1 RPM of the engine will drop below 50 %.
Components
The fire extinguishing system mainly consists of:
-- One extinguishing agent container with two explosive
cartridges and two outlets, pressure gauge and pressure
relief valve.
-- Tubing with nozzles to the engine compartments
-- Indication on the CDS/CPDS caution field FIRE EXT,
FIRE E TST
-- Test circuits for ENG 1 / ENG 2
-- EMER OFF switches for ENG 1 / ENG 2
-- N1 RPM control circuits for für ENG 1 / ENG 2

EC 135
Training Manual
Power Plant
Fire Extinguisher System -- Locations Storage Bottle
Distribution Pipes
Pressure Gauge
FWD
Storage Bottle
Cartridge
Circuit Breaker
FIRE--D ENG II
Circuit Breaker
FIRE--D ENG I Test Switch FIRE E/W 2
Test Switch FIRE E/W 1

EC 135
Training Manual
Power Plant
Two conditions are necessary to activate the fire extinguishing system: System Test
-- Fire warning caption FIRE on (signal from fire detector) Two switches installed in the overhead panel allow to test the fire
-- N1 of the respective engine < 50 % warning system as well as the fire extinguisher system for
serviceability. The switches are 3--position toggle switches.
When the two conditions are fulfilled a switch controlled by the N1 RPM
control unit will be closed, causing activation of the fire extinguishing The following positions and functions are availble:
bottle by means of a explosive cartridge separately for L/H or R/H side. -- OFF:
The extinguishing agent will be released to the respective engine No test function, fire warning and extinguisher system is
compartment via tubes and nozzles. armed
As a result FIRE EXT caution will illuminate on CDS/CPDS caution -- EXT:
display SYS I/II to inform the crew that the fire extinguisher was used Fire extinguisher system will be tested. CDS/CPDS caution
and the bottle is empty. FIRE EXT will come on together with MASTER CAUTION
If one of the conditions is not fulfilled only the fuel shut--off valve closes -- EXT/WARN
when the switch FIRE is released. 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 The weight of the bottle must be checked every 12

month.

EC 135
Training Manual
Power Plant
Fire Extinguishing System

Firewarning Bell
EMER OFF Switch SYS 2
EMER OFF Switch SYS 1
Fuel Shut--Off Valve Fuel Shut--Off Valve
M N1 < 50% N1 < 50% M
FIRE EXT FIRE EXT

FIRE E TST FIRE E TST
N1 Sensor Test Switch FIRE E/W 1/2 N1 Sensor

OFF CDS SYS 1
N
E O
X R
T M
EXT / WARN WARN SYS 2
UNIT
1 FIRE E/W 2 HYD
TEST
Hose Hose
Engine 1 Fire Extinguisher System with Cartridges Engine 2

Fire Detector Fire Detector

EC 135
Training Manual
Power Plant
Engine Drain Lines
General
The engine drain lines ensure the necessary draining and disposal of
minor fuel and lubricant leakage from the respective engine.
Additionally the amount of sampled liquids in the drain bottles is for
leakage detection of the system.
Components
The engine drain lines comprises the following components:
-- Drain line -- fuel pump seal
-- Drain line -- combusting chamber
-- Drain line -- output shaft sealing (TM)
-- Drain line -- starter/generator output drive (P&W)
-- Drain line -- fuel starting injectors

EC 135
Training Manual
Power Plant
Engine Drain Lines (Engine TM)
Drain Line
Fuel Starting Injectors
Drain Bottle
Drain Line
FWD Combusting
Chamber
Drain Line
Output Shaft
Sealing
Fuel Pump Drain Line
Drain Line
Output Shaft Sealing

EC 135
Training Manual
Power Plant

EC 135
Training Manual
Power Plant
Engine Drain Lines (Engine P&W)
Drain Bottle
Combustion
Chamber
Drain Tube
Starter/Generator
Output Drive Drain Line Fuel Pump Seal Drain Line

EC 135
Training Manual
Power Plant
Fuselage Drain Lines

The fuselage drain lines are made of transparent hoses leading from
the engine deck in the rear right and left side shell downward. The
outlets of the hoses are located respective in the left and right rear
lower shell.

EC 135
Training Manual
Power Plant
Fuselage Drain Lines
FWD

EC 135
Pilot’s Manual
Standard Equipment
QUIT
Table of Contents
Standard Equipment Chapter P07
Not Applicable for pilots

training manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Helicopter Training Center 06/99 P07 -- 1

RETURN
EC 135
Pilot’s Manual
Standard Equipment
QUIT
STANDARD EQUIPMENT
NOT APPLICABLE FOR PILOTS

TRAINING MANUAL
P07 -- 2 06/99 Helicopter Training Center
RETURN
EC 135
Pilot’s Manual
Optional Equipment
QUIT
Table of Contents
Optional Equipment Chapter P08
Informations about optionals to be

taken from special documents and added here . . . . . . . . . . 2
Helicopter Training Center 06/99 P08 -- 1

RETURN
EC 135
Pilot’s Manual
Optional Equipment
QUIT
OPTIONAL EQUIPMENT
INFORMATIONS ABOUT OPTIONALS TO BE TAKEN

FROM SPECIAL DOCUMENTS AND ADDED HERE
P08 -- 2 06/99 Helicopter Training Center
RETURN
EC 135
Training Manual
Electrical System
Electrical System

EC 135
Training Manual
Electrical System
Table of Contents
Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

DC Power Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Electrical Master Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Battery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Switches GEN I, GEN II, BAT MSTR . . . . . . . . . . . . . . . . . . . . 26
CDS/CPDS Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Warning Unit Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DC Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Circuit Breaker Console 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . 36
Function -- Complete System . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Operation with Battery (Emergency Operation) . . . . . . . . . . . 38
Automatic Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Operation with One Generator . . . . . . . . . . . . . . . . . . . . . . . . . 42
Operation with Generators Connected in Parallel . . . . . . . . . 44
Operation with Separated Generators . . . . . . . . . . . . . . . . . . . 46
Operation with External Power Unit . . . . . . . . . . . . . . . . . . . . . 48
Connection of Shedding Busbar 1 and 2 . . . . . . . . . . . . . . . . . 50
Fault Reactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
AC Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

EC 135
Training Manual
Electrical System

EC 135
Training Manual
Electrical System
Electrical Power Supply
General Power Distribution

The electrical power supply systems generate and distribute power for The power distribution consists of the following components:
operation and control of the helicopter systems. The EC 135 electrical
-- Two master boxes
systems operate on 28 V DC, when supplied by the battery, they
operate on 24 V. -- Battery master box
-- Two circuit breaker panels
An AC system is installed additionally.
-- Overhead panel
Components -- DC receptacle
The electrical power supply consists of: -- Terminal junctions
-- Power generation Several busbars are installed in the master boxes, the overhead panel
-- External power receptacle and both circuit breaker panels, to which all electrical consumers of the
helicopter are connected by means of circuit breakers.
-- Power distribution
-- AC power system AC Power System
Power Generation The AC power system generates two different AC voltages (26 V AC,
115 V AC) out of 28 V DC. The AC voltages are distributed to the
The power generation consists of two generators, a battery and the consumers (navigation instruments) via modules and busbars.
corresponding master boxes.
External Power Receptacle

It is possible to supply the electrical power system with DC power by
an external power unit. The voltage of the EPU operates between 24
and 28 V DC. The voltage of the EPU must be higher than the voltage
of the battery (UEPU > UBATT).

EC 135
Training Manual
Electrical System
Electrical Power Supply -- Locations
Generator 1
FADEC 1
Overhead Panel Generator 2
Electrical Master Box 1
Instrument High Load Bus 1
Console
FADEC 2
El. Master Box 2

Battery
Frame 1 2 3 4 4a 5 6 7 8
Battery
Master Box
Inverter II
High Load Bus 2

EPU Receptacle

EC 135
Training Manual
Electrical System
DC Power Generation
General Generator System 1/2

The DC power generation supplies direct current by means of two DC The generator system 1/2 consists of the following components:
generators and a battery.
-- Starter/generator 1/2
Components -- Electric master box 1/2
The power generation consists of: -- PRIMARY busbar 1/2
-- SHEDDING busbar 1/2
-- Starter/generator, engine 1/2, with temperature switch and
electrical master box 1/2 -- Fuses
-- Battery with temperature switch, battery master box and -- Relays
fuse Battery System
-- Switches (GEN I, GEN II, BAT MSTR)
The battery system comprises the following components:
-- Central Panel Display System (CPDS)
-- Warning unit -- Battery with temperature sensor
-- Bonding system -- Battery master box
-- Battery busbar
-- Fuses
-- ESSENTIAL BUS relay
-- Battery relay

EC 135
Training Manual
Electrical System
DC Power Generation
Electrical Electrical
Master Box 1 SC1 Generator Generator GC2 SC2
Master Box 2
GC1
1 2
SBC1 SBC2
HPC2
PRIMARY PRIMARY HLC2
HPC1 HLC1 BTC1 Busbar 1 Busbar 2 BTC2 GPUC
F F Receptecal
for EPU
EBC1 EBC2
BATTERY--
BATC Busbar
PP10S PP10H PP10E Battery Master Box PP20E PP20H PP20S

ESS. BUS
HIGH L. Bus Battery
SHED. Bus Abbreviations: HLC High Load Bus Contactor
BATC Battery Contactor HPC High Power Contactor
BTC Bus Tie Contactor SBC Shedding Bus Contactor
EBC Essential Bus Contactor SC Starter Contactor
GC Generator Contactor GPUC Ground Power Unit Contactor
F High Powert Consumer

EC 135
Training Manual
Electrical System
General Description of the DC Power Supply For the pilot there are three switches on the switch unit of the
instrument console:
The battery is connected via the relays BATC, BTC1 and BTC2 to the
PRIMARY busbar. The switch BAT/MSTR in position ON closes the relay BATC and the
relays EBC1 and EBC2. Aditionally the relays BTC1 and BTC2 are
The SHEDDING busbars are connected via two relays SBC1 and
closed, if the switch BUS TIE is in position NORM.
SBC2 to the PRIMARY busbar.
The push button position RES engages the relay BATC after a failure
Both the generators G1 and G2 are connected via two relays GC1 and
again, if the coupling conditions are not fullfilled.
GC2 parallel to the PRIMARY busbar.
The two switches GEN I and GEN II with their positions ON/OFF/RES
The EPU supplies the PRIMARY busbar via the relay GPUC and the
closes the two relays GC1 and GC2. The push button position RES is
two relays BTC1 and BTC2.
used for engaging again a disconnected generator after a failure.
When the EPU is connected to the helicopter’s electrical system (BAT
MASTER SW in position ON), both the relays BATC, GC1 and GC2 are
opened. By means of this automatically function the generators are
insulated from the EPU. The relays SBC1 and SBC2 are automatically
closed in the following configuration:
-- Power supply with an EPU
-- Power supply with an active generator

EC 135
Training Manual
Electrical System
Leading Particulars DC Power Supply Leading Particulars DC Power Distribution

Engine EC 135 T EC 135 P Voltage range 26 -- 30 V
Generator weight 7.60 kg 9.5 kg Point of regulation POR 28 V DC 0.1 V
Nominal data 30 V DC, 160 A 30 V DC, 200 A Fuses
Speed range 8,400--12,100 RPM 7,050--12,000 RPM --in the masterboxes Blowout fuses 50 A, 80, 100A
Max. speed (5 min) 14,000 RPM 14,000 RPM (150A)
Temperature switch 205 ±5.5 °C 205 ±5.5 °C --in the overhead panel Circuit breakers, different values
Total weight of the master 17 kg
boxes
Number of Batterys 1
Voltage 24 V
Leading Particulars AC Power Supply
Capacity 17Ah, 25 Ah, 26 Ah, 40 Ah
Assembly 20 cells series connected Number of systems 1 or 2 optional
Temperature switch 70 ±3 °C Input voltage 24--28 V DC
Output voltage and power 26 V AC, 400 Hz, 150 VA
115 V AC, 400 Hz, 350 VA
Max. current 15 A DC input

EC 135
Training Manual
Electrical System
Starter/Generator
General Generator Mode
The DC power generation subsystem is designed to supply electrical In the generator mode the starter/generator supplies the electrical
energy from several sources. Depending on the operation mode all system and loads the battery.
three master boxes determine the source from which the energy can The generator mode is only available when the engine is running, as
be taken and which busbars are supplied. For this the three master the armature is driven by n1 geartrain of the engine.
boxes are connected to each other.
In the generator mode a magnetic field is built up in the armature via
Starter/Generator the exication input. If the armature is driven, voltage is induced. The
The starter/generator can be used in two modes: brushes collect the induced voltage from the collector coil and transmit
this voltage to the connectors of the generator. A compensating coil is
-- Starter mode connected in series to the armature to compensate for arcing. A fan
-- Generator mode cools the generator during operation.
Starter Mode In the generator mode the generator supplies the PRIMARY busbar in
the associated master box with current.
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 The engines are equipped with the following starter/generators:
power unit or the installed battery. The starter drives the engine gas -- Engine T 160 A (200 A optional)
generator assembly by means of the drive shaft. -- Engine P 200 A (160 A optional)
Temperature Switch
The temperature switch monitors the temperature of the
starter/generator cooling air and opens contact when the temperature
is higher than approx. 205 °C.
The caution GEN OVHT is displayed on the CAD.

EC 135
Training Manual
Electrical System
Starter/Generator
Exiting Winding D (Balance)

Temperature Switch
(Excitation Input) A+ Compensation

Winding
Generator
Output B+ E-- (Ground)
Starter Winding
(Starter Input) C+ Brush Holder
Armature Fan
Drive Shaft
Engine T
Exciting Winding Commutator

EC 135
Training Manual
Electrical System
Electrical Master Box

Electrical Master Box System 1 Location
The electrical master box controls the function of the DC system 1 and The electrical master box 1 is installed behind the LH interior paneling
regulates the voltage of the system to 28  0.1 V. near frame 5.
The current supplied by starter/generator 1 is distributed depending on Electrical Masterbox System 2
the operating mode to the other busbars via the PRIMARY busbar.
Systems with a high current flow such as starter/generator 1 are The construction and function of the electrical master box 2 is similar
directly connected to the PRIMARY busbar 1. The connections to to that of the electrical master box 1. The function of the electrical
systems and busbars are protected by fuses and controlled by several master box 2, however, may be extended by inserting an additional
contactors. printed circuit board and a connector. This board controls and monitors
the operation of an external power unit which is connected to the
A control circuit disconnects the primary busbar 1 from the remaining external power receptacle.
system if a short-circuit occurs. The installed generator control unit
controls and monitors the operation of starter/generator 1 and Location
switches it off if a failure occurs.
The electrical master box 2 is installed behind the RH interior paneling
The electrical master box is electrically connected to the battery near frame 5.
master box and the electrical master box 2. The BUS TIE function
connects the PRIMARY busbar 1 to the PRIMARY busbar 2 and the
BATTERY busbar.
Operating conditions of the system 1 are indicated by the electrical
master box 1 on the CAD.
Test Function
A built-in test function may be activated by a switch located at the
master box housing (after removing the inner lining) and indicates
possible failures in the electrical master box 1 by means of indicator
lights.

EC 135
Training Manual
Electrical System
Electrical Master Boxes
Boards
Connectors for High

Power Consumers
Bonding
Jumper
Frame 5
FWD
Power Supply Cable

Connector for EPU
(Masterbox 2 only)
Plug

EC 135
Training Manual
Electrical System

EC 135
Training Manual
Electrical System
Electrical Master Boxes 1 / 2
Electrical Master Box 1 Electrical Master Box 2
Fuse
D Bus Tie
F2 Ess. Bus Z300 Z300
B Generator
F1 Shed. Bus Z200 Z200
A Starter Z100 Z100
Board
E High Load Bus
F High Power
(Box1 Ext. Hoist,
Box 2 A/C)
H EPU Connector

EC 135
Training Manual
Electrical System
Built-In Test Failure Indications

The built-in test enables during maintenance on ground to check the The following failures can be indicated by the corresponding letters
functions of the master box. The following conditions are necessary: and numbers:
-- The master box must be supplied by the EPU F not used
-- The generators are standing still E not used
-- The generator switch is in position NORM D not used
-- The switch BAT MST is in position ON C Fuses of internal supply of Z 500 and Z 600
-- The start relay is open B Distributing fuses (Essential bus, Shedding bus, High Load
-- The switch SHED BUS is in position NORM bus, high power consumers)
-- If high power consumers (e.g. external hoist, air A not used
conditioning syst.) are installed the systems have to be 9 Bus tie relay
switched on 8 not used
Test Procedure 7 Shedding bus relay
The TEST push button must be pressed for the duration of the test run. 6 High load bus relay
Minimum for 10 seconds. During the built-in test running the red LED 5 High power relay
“r” is illuminated. If the test was successful, the green LED “o” is 4 GEN relay
illuminated for a short time. If there is a failure detected in the 3 Test and supply board Z 300
masterbox, a red LED of the corresponding failure and the red LED “f”
comes on. 2 Logic and guard board Z 200
1 Generator control board Z 100
f Test failed (red)
o Test successful (green)
r Test is running (red)

EC 135
Training Manual
Electrical System
Electrical Master Box -- Built--In Test Indication
Red LED: Test is running

Green LED: Test O.K.
Red LED: Test failed
F E DC B A 9 8 76 54 3 2 1 f o r
POR
TEST
28V 0V
+
Test Switch Potentiometer for

Generator Output
Voltage
Receptacle for
Voltage Measuring

EC 135
Training Manual
Electrical System
Battery System
General
The battery supplies current for several functions:
-- Starting the engines
-- Supplying the vital electrical systems, if both generators fail
-- On ground when the engines are not running
Components
The battery system comprises the following components:
-- Battery with temperature switch
-- Battery master box
-- Blowout fuses
-- Battery bus
-- Essential bus relay EBC1/2 and battery relay BATC
Battery
The battery consists of 20 nickel-cadmium cells installed in a housing
which is ventilated/vented by two openings. A temperature switch is
installed in the housing which closes contact at a temperature of
70 ±3 °C and thus activates the indication BAT TEMP in the warning
unit. The battery is electrically connected to the DC power system via
a power connector. The temperature switch has an individual
connector which is connected to the warning unit.

EC 135
Training Manual
Electrical System
Battery
Cover
Fixing Nut with Pin
NC Cell
Temperature
Switch
Mounting Bolt
Battery Housing Mounting Frame

Equipment Deck
Power Connector
Housing
Ventilation
Connector for Temperature Switch

EC 135
Training Manual
Electrical System
Battery Master Box Blowout Fuse

The battery master box controls the operation of the battery. A fuse (325A) located in the battery bonding line melts when the
current flow is excessive and thus prevents the system from being
The battery is charged, if at least one of the generators supplies
current. If the battery is used for power supply, the battery busbar damaged.
delivers current to the system. The fuse is mounted next to the battery master box to the fuselage.
With connections from the battery busbar to both the ESSENTIAL
busbars 1 and 2 the supply is done in case of failure of both the
generators. The connections are fused by blowout fuses.
By occuring failures the battery and the battery busbar are isolated
automatically from the PRIMARY busbar.
During operation the actual current or voltage provided by the
generators or the battery is displayed by the VEMD. If the battery
operates as the power source, it will be discharded. The warning
display BAT DISCH illuminates at the warning unit.
u NOTE During long time opteration on ground with EPU it

is recommended to disconnect the battery in order
to avoid any discharging via the ESSENTIAL BUS
or the power consumption in the battery master
box. As the battery relay is open, the battery can
not be charged by the EPU or vice versa. (EPU
voltage < battery voltage)
The battery master box is installed in the lower part of the aft fuselage
section below the battery.

EC 135
Training Manual
Electrical System
Battery Master Box
Support
Power Supply
Lines
Blowout Fuse Plug

325 A Bonding
Jumper

EC 135
Training Manual
Electrical System

EC 135
Training Manual
Electrical System
Battery Master Box
TB1 Battery Connector

TB4 Essential Bus 2 Z200 Built-In Test Unit
TB2 Bus Tie 2 Z100
TB3 Bus Tie 1
TB5 Essential Bus 1
Bat. Bus
EB1 50 A
EB2 50 A
Relay Fuse

EC 135
Training Manual
Electrical System
Built-in Test Failure Indications

The built-in test enables during maintenance on ground to check the The following failures can be indicated by the corresponding letters
functions of the master box. The following conditions are necessary: and numbers:
-- The battery master box must be supplied by the battery 1 Stabilizing board Z 100
-- The generators are standing still 2 Power supply board Z 200
-- The switch BAT MST is on position ON 3 Internal supply fuses Z 500
-- The start relay is open 4 Bonding fuse
Test Procedure 5 Essential distribution fuses
6 BAT Relay circuit
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 7 not used
“r” is illuminated. If the test was successful, the green LED “o” is f Test failed (red)
illuminated. If there is a failure detected in the battery master box, a red o Test successful (green)
LED of the corresponding failure comes on.
r Test running (red)

EC 135
Training Manual
Electrical System
Battery Master Box -- Built-In Test Indication
Battery Master Box
LED Indication Test Switch
TEST
765 4321f o r DIST 1 DIST 2 DIST 3 DIST 4 DIST 5 DIR BAT
Circuit Breakers (Optional)

EC 135
Training Manual
Electrical System
Switches GEN I, GEN II, BAT MSTR

General If a generator or the battery should be engaged after a failure, the
respective switch must be set to the position RESET. This provides a
The switches GEN I and GEN II are three position toggle switches with
reset of failure indications and of the protective functions.
the positions:
Subsequently the switch can be set to the position NORM.
NORM--OFF--RESET.
The position RESET is spring loaded to the position OFF.
The switch BAT MSTR is a three position toggle switch with the
CDS/CPDS Indication
positions: The voltage and the current of the generators and the battery are
ON--OFF--RESET. indicated on the CDS/CPDS. If there is a generator isolated from the
The position RESET is spring loaded to the position OFF. helicopter’s power supply (with the electrical system is active), the
caution GEN DISCON will be displayed in the SYSI / SYS II field of the
Location CDS/CPDS.
The switches GEN I, GEN II and BAT MSTR are mounted to the In case of overtemperature the caution GEN OVHT will be displayed
switching unit in the middle part of the instrument console. in the SYSI / SYSII field of the CDS/CPDS.
Function
The position NORM of the switch GEN I/II activates the generator by Warning Unit Indication
the corresponding master box reaching the n1 speed of 50 %. The warning indications BAT TEMP and BAT DISCH are integrated in
In position OFF, the generator is disconnected from the power supply the warning unit display.In case of battery overtemperature (> 70 °C)
system. the indication BAT TEMP comes up at the warning unit.
The position ON of the switch BAT MSTR connects the battery or the If the battery operates as the power source, it will be discharged. At a
EPU via the battery master box to the power supply system. current of more than approx. 2 A the warning BAT DISCH comes up
at the warning unit display.
The position OFF disconnects the battery/EPU from the power supply
system.

EC 135
Training Manual
Electrical System
Power Supply -- Switches and Indications
Warning Unit
Temperature Warning of Battery Discharge Warning of Battery

Temp > 70 °C I > 2 Ampere
Switch Unit
A
CDS FLIGHT
ON
R
M ON
FLIGHT
I I
D D
Voltage and Current Indication L
E
L
E
O
OFF OFF F OFF OFF
F FADEC
FADEC
ENG TRAIN SEL ENG
Switches for DC ENG CONTROL
CPDS Power Supply NORM ON NORM
O O O
F F F
F F F
RESET RESET RESET
GEN I BAT MSTR GEN II

DC POWER CONTROL

EC 135
Training Manual
Electrical System
General Power Connector

An external power receptacle is installed in the helicopter to connect A mechanical safety-device prevents the socket from being inserted
an external power unit (EPU). It is protected by a cover. The external incorrectly. The negative pin of the power connector is connected to
power unit should supply at least 24 V DC. The external power the bonding point E1 (connection to the bonding system) via a
receptacle is designed to a (short-time) current flow of up to 700 A. conductor rail. The two large pins are used for the negative and
positive poles. The shorter pin (positive, +1) is used for engaging the
The external power receptacle is installed on the RH side of the
battery master box. The current flows over the two large pins, until the
helicopter beyond the lower maintenance step.
contacts are closed savely.
Components
The external power receptacle consists of:
-- Power connector
-- Intercom socket
-- Circuit breaker EXT PWR
-- Switch EPU DOOR
-- CDS/CPDS Indication

EC 135
Training Manual
Electrical System
Switch
Receptacle
E1
Switch EPU DOOR
Circuit Breaker Ground

Connection
-- + +1
Circuit Breaker
Intercom Socket
Receptacle

EC 135
Training Manual
Electrical System
Intercom Socket Power Supply on Ground

An intercom may be connected to the aircraft intercommunication If power supply on ground is ensured by an external power unit, both
system. It enables the maintenance personnel to communicate with starters/generators and the battery are disconnected (generator relay
persons in the cockpit even during excessive noise levels (e.g. when 1/2 and battery relay are open) from the PRIMARY busbars. They
the engines are running). cannot be connected to these busbars together with the external
power unit.
Circuit Breaker
Starting the Engines
By means of the circuit breaker the control line for the external power
receptacle is activated. When the circuit breaker is pressed, the If starting of the engines is effected by means of an external power unit,
electrical master box 2 disconnects the battery and both both starter/generators serve as starter for the engines, however, they
starter/generators from the PRIMARY busbars. On the CDS/CPDS the are disconnected from the helicopter’s power supply system as soon
cautions BAT DISCON (MISC), GEN DISCON (SYSI/II) are displayed. as the engines are running and the starter/generators operate as
generators, i. e. supply current. For starting the external power unit
CDS/CPDS Display should supply currents of 500 -- 600 A at a nearly constant voltage
The display EXT PWR indicates that an external power unit is level.
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.
Function of the Ext. Power Receptacle

The connection of an external power unit to the helicopter’s power
supply system is controlled by the electrical master box 2. The
following modes are available:
-- Power supply on ground
-- Starting the engines
u NOTE Charging the battery with the EPU is not possible.

EC 135
Training Manual
Electrical System
External Power Receptacle -- Function
EPU Power
Connector
EXT
PWR
GEN DISCON EXT PWR GEN DISCON
EPU DOOR
BAT DISCON
EPU DOOR
+1 +
Electrical Master
Box 2
CDS/CPDS
Switch Position: Door Open

EC 135
Training Manual
Electrical System
DC Power Distribution
General Busbars
The DC power distribution system routes the direct current supplied by The following busbars route the current to the individual consumers:
the battery, generators or the external power unit to the individual
-- ESSENTIAL busbar 1 (PP10E)
power consumers via several busbars.
-- ESSENTIAL busbar 2 (PP20 E)
Overhead Panel -- SHEDDING busbar 2 (PP20S)
General Additionally, the following busbars are available at the overhead panel
for AC voltage:
Busbars and circuit breakers supplying the consumers with current are
integrated in the overhead panel. Several systems are activated and -- AC busbar 1
controlled at the overhead panel. -- AC busbar 2
Assembly The essential consumers are connected to the two ESSENTIAL

busbars. Further DC power consumers are connected to the
The overhead console consists of two component brackets and the SHEDDING busbars. Consumers which require AC voltage are
front panel containing the components and the busbars on the rear. connected to the AC busbars.
All circuit breakers, switches and rheostats are mounted on the front The overhead panel is supplied with DC voltage by the PRIMARY
panel. The relays, fixed resistors and all other components are busbars 1 and 2 or the BATTERY busbar via the blocking diodes. The
mounted on the component brackets. BATTERY busbar supplies the ESSENTIAL busbars 1 and 2. Further
The front panel consists of three parts which each have background lines coming from the master boxes 1 and 2 supply the SHEDDING
lighting and bear the decals of the installed circuit breakers, switches busbars 1 and 2.
and rheostats.

EC 135
Training Manual
Electrical System
Overhead Panel
Switch SHEDDING BUS
Switch BUS TIE I
Switch BUS TIE II
AC BUS I AC BUS II
SHEDDING SHEDDING
BUS I BUS II
ESSENTIAL
ESSENTIAL BUS I BUS II

EC 135
Training Manual
Electrical System
Switch SHED BUS

The switch SHED BUS is a two position switch with the positions
NORM / EMER. The NORM position is protected by a safety guard
which has to be opened before switching to the EMER position.
In position NORM the relays SBC1 and SBC2 are closed, as soon the
first generator supplies power to the system.
In position EMER the relays SBC1 and SBC2 are re-closed. This
switch position is selected, if both generators should fail or if the
system should be supplied by the battery.
Switches BUS TIE I / II

The switches BUS TIE I / II are three position toggle switches with the
positions NORM / OFF / RES. The switches are protected by a safety
guard, which positions the switch in the NORM position.
The switches allow the coupling or decoupling of the PRIMARY
busbars 1 / 2 with the relays BTC1 and BTC2.
In position NORM the respective bus tie relay is closed. The position
OFF opens the respective bus tie relay. The position RES allows after
a system failure again to close the respective bus tie relay.

EC 135
Training Manual
Electrical System
Overhead Panel -- Switches
NORM
O M
F A
F X
EMER

EC 135
Training Manual
Electrical System
Circuit Breaker Console 1 and 2

General
The HIGH LOAD busbar 1 is installed in the circuit breaker panel 1, the
HIGH LOAD busbar 2 is installed in the circuit breaker panel 2. All
circuit breakers which are connected to one of both HIGH LOAD
busbars are installed in the respective circuit breaker panel.
Consumers with high energy demand are connected to both HIGH
LOAD busbars.
Circuit Breaker Console 1

Circuit breaker panel 1 contains the HIGH LOAD busbar which is
directly supplied with DC voltage from PRIMARY busbar 1 in the
electrical master box 1. It is also equipped with the 28V DC receptacle
and a connector for the “Inflight Track & Balance” system.
Circuit Breaker Console 2

Circuit breaker panel 2 contains the HIGH LOAD busbar 2 which is
directly supplied with DC voltage from PRIMARY busbar 2 in the
electrical master box 2.
Locations
The circuit breaker consoles are installed on the LH side and on the
RH side of the cargo bay, respectively.

EC 135
Training Manual
Electrical System
Circuit Breaker Panel 1 and 2

Functional Schematic
DC Receptacle
DC RECEPT
PP 10H
10A
Bonding Connector 100 VV
Circuit Breaker
10 5 3MJA 20 5
DC TR&BAL
RECEPT INFLT
19VVA
DC Receptacle
Circuit Breaker Panel 1 Circuit Breaker Panel 2

EC 135
Training Manual
Electrical System
Function -- Complete System
General Switch Positions

The following operating modes are possible in the DC power system: The switches must be set to the following positions:
-- Operation with battery (emergency function) BAT MSTR ON
-- Automatic engine starting GEN I NORM/OFF in case of emer-
-- One generator working gency operation
-- Generators working in parallel (normal function) GEN II NORM/OFF in case of emer-
-- Generators working individually gency operation
-- Operation with external power unit (EPU) SHED BUS NORM
-- Connection of SHEDDING busbars 1 and 2 BUS TIE I NORM
-- System reactions due to malfunctions BUS TIE II NORM
Operation with Battery (Emergency Operation) CDS/CPDS Cautions

The battery supplies the BATTERY busbar with current. Both The following cautions are displayed on the CDS/CPDS:
ESSENTIAL and PRIMARY busbars are supplied by this busbar. The
HIGH LOAD busbars 1 and 2 and the SHEDDING busbars 1 and 2 are SYS I MISC SYS II
not supplied with current. GEN DISCON GEN DISCON
The warning BAT DISCH is illuminated on the warning panel.
The following electrical values are displayed on the CDS/CPDS:

SYS I SYS II
DC VOLT 24 24
GEN AMPS 0 0
BAT AMPS current load

EC 135
Training Manual
Electrical System
Operation with Battery
El. Master El. Master

Box 1 SC1 GC1 Generator Generator GC2 SC2
Box 2
1 2
SBC1 SBC2
HPC2
PRIMARY- PRIMARY- HLC2
HPC1 HLC1
BTC1 Busbar 1 Busbar 2 BTC2 GPUC
F A/C (opt.) F
Ext. Hoist (opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON
Switch Position BAT MSTR GEN I GEN II SHED BUS BUS TIE I BUS TIE II

EC 135
Training Manual
Electrical System

The engines can be started by means of the battery or an external CDS/CPDS Cautions
power unit (refer to operation by means of an external power unit).
The following cautions for the respective engine during the start-up are
The battery supplies the PRIMARY busbars 1 and 2 and the displayed on the CDS/CPDS:
ESSENTIAL busbars 1 and 2 with current via the BATTERY busbar.
To start the engines the starter/generator 1 is supplied with current SYS I MISC SYS II
from the PRIMARY busbar 1, the starter/generator 2 from the GEN DISCON GEN DISCON
PRIMARY busbar 2. The engines can only be started successively. STARTER STARTER
When n1 exceeds 50%, the battery master box disconnects the battery
from the power supply circuit and the generator of the started engine
supplies current to the electrical system. CDS/CPDS Indications
Switch Positions The following electrical values are displayed on the CDS/CPDS:
The switches must be set to the following positions: SYS I SYS II
BAT MSTR ON DC VOLT 24 24
GEN I NORM GEN AMPS 0 0
GEN II NORM BAT AMPS current load
SHED BUS NORM
BUS TIE I NORM The warning BAT DISCH illuminates on the warning unit.
BUS TIE II NORM
In addition:
FADEC ON
ENG CONTROL ENG I IDLE/FLIGHT

EC 135
Training Manual
Electrical System

Box 1 Box 2
SC1 GC1 Generator Generator GC2 SC2
1 2
SBC1 SBC2
HPC2
HPC1 HLC1 Busbar 2
BTC1 Busbar 1 BTC2 GPUC
F
A/C (opt.) F Ext. Power
Ext. Hoist Receptacle
(opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON

EC 135
Training Manual
Electrical System
Operation with One Generator

The HIGH LOAD busbars 1 and 2 are disconnected from the system. Switch Position
The battery is again charged via the BATTERY busbar. Generator 1
The switches must be set to the following positions:
supplies PRIMARY busbar 1 and, via the BUS TIE connection
PRIMARY busbar 2 with current. The SHEDDING busbars 1 and 2 and BAT MSTR ON
the ESSENTIAL busbars 1 and 2 are supplied with current by the
GEN I NORM
PRIMARY busbar 2.
GEN II NORM/OFF/RESET
If the defective generator 2 is operative, it can be connected again (set
GEN II switch first to position RESET, then to NORM). SHED BUS NORM
BUS TIE I NORM
Automatic deactivation of the HIGH--LOAD busbars and (optional)
high-current consumers (except Ext. Hoist) prevents overload of the BUS TIE II NORM
generator still in operation.
CDS/CPDS Cautions
The following cautions are displayed on the CDS/CPDS:
SYS I MISC SYS II
GEN DISCON
CDS/CPDS Indications
SYS I SYS II
DC VOLT 28 28
GEN AMPS current load 0
BAT AMPS charging current, if provided (negative)

EC 135
Training Manual
Electrical System
Operation with One Generator

Box 1 Generator Generator Box 2
SC1 GC1 GC2 SC2
1 2
SBC1 SBC2
HPC2
HPC1 HLC1 Busbar 2
BTC1 Busbar 1 BTC2 GPUC
F A/C (opt) F Ext. Power

(opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON

EC 135
Training Manual
Electrical System
Operation with Generators Connected in Parallel

Both starter/generators operate as power sources and supply current Switch Position
to their respective PRIMARY busbars, which in turn supply all the other
busbars with current. The battery is charged via the BATTERY busbar.
The system load is shared equally by both generators due to the BAT MSTR ON
connection of PRIMARY busbar 1 to PRIMARY busbar 2, i. e., the
GEN I NORM
BUS TIE I and II switches are set to NORM.
GEN II NORM
SHED BUS NORM
BUS TIE I NORM
BUS TIE II NORM
SYS I SYS II
DC VOLT 28 28
GEN AMPS current load current load
BAT AMPS charging current, if provided (negative)
The current load on generator 1 and generator 2 is identical.

EC 135
Training Manual
Electrical System
Operation with Parallel Connected Generators

Box 1 SC1 Generator Generator GC2 SC2
Box 2
GC1
1 2
SBC1 SBC2
HPC2
HPC1
HLC1 BTC1 Busbar 1 Busbar 2 BTC2 GPUC

F
(opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON

EC 135
Training Manual
Electrical System
Operation with Separated Generators

With the BUS TIE I in the OFF position both PRIMARY busbars are CDS/CPDS Cautions
disconnected. Each generator supplies the respective PRIMARY
busbar only and the generator load will be different. Generator 2
additionally charges the battery. SYS I MISC SYS II
The HIGH LOAD busbars 1 and 2 are disconnected from the helicopter BUSTIE OPN
power supply system.
Switch Position
BAT MSTR ON
SYS I SYS II
GEN I NORM DC VOLT 28 28
GEN II NORM GEN AMPS current load current load
SHED BUS NORM BAT AMPS Charging current, if provided (negative)
BUS TIE I OFF
BUS TIE II NORM
In position NORM the BUS TIE switches are protected by means of a

cover against unintended operation.

EC 135
Training Manual
Electrical System
Operation with Separated Generators

Box 1 SC1 Generator Generator Box 2
GC1 GC2 SC2
1 2
SBC1 SBC2
HPC2
HPC1 HLC1

F
(opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON

EC 135
Training Manual
Electrical System
Operation with External Power Unit

The electrical master box 2 connects the external power unit to the CDS/CPDS Cautions
PRIMARY busbar 2. If the BUS TIE I and BUS TIE II switches are set
to NORM, the PRIMARY busbar 1 is again supplied with current. All
other busbars, except the BATTERY busbar, are supplied with current SYS I MISC SYS II
by both PRIMARY busbars. The BATTERY busbar is only connected GEN DISCON BAT DISCON GEN DISCON
to the battery and both ESSENTIAL busbars and disconnected from EXT POWER
the remaining power supply system as long as the external power unit EPU DOOR
is connected. The battery cannot be recharged by means of the
external power unit.
Both starter/generators are also disconnected from the power supply CDS/CPDS Indications
system, as long as the external power unit supplies current. They can
not be connected.
SYS I SYS II
Switch Position
DC VOLT 28 28
GEN AMPS
BAT MSTR ON BAT AMPS 0
GEN I NORM/OFF
GEN II NORM/OFF
There is no load indication of the EPU.
SHED BUS NORM
BUS TIE I NORM
BUS TIE II NORM
In addition, the circuit breaker on the external power receptacle must

be activated to enable the external power supply to be connected
through the electrical master box 2.

EC 135
Training Manual
Electrical System
Operation with External Power Unit

Box 2
GC1
1 2
SBC1 SBC2
HPC2
HPC1
HLC1 BTC1 Busbar 1 Busbar 2 BTC2 GPUC
F
(opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON

EC 135
Training Manual
Electrical System
Connection of Shedding Busbar 1 and 2

Switch SHED BUS controls the power supply of the SHEDDING CDS/CPDS Indications
busbars 1 and 2. In position EMER ON they are constantly supplied
with current, in position NORM the supply depends on the operational
mode of the DC system. In position NORM the switch is protected by SYS I SYS II
means of a cover against unintended operation.
DC VOLT 24 24
Switch Position GEN AMPS 0 0
The switches must be set to the following positions: BAT AMPS current load
BAT MSTR ON
GEN I NORM (OFF in case of emer- Warning Unit
gency operation)
The warning BAT DISCH illuminates on the warning unit.
GEN II NORM (OFF in case of emer-
gency operation)
SHED BUS EMER ON
BUS TIE I NORM
BUS TIE II NORM
CDS/CPDS Cautions
SYS I MISC SYS II
GEN DISCON SHED EMER GEN DISCON

EC 135
Training Manual
Electrical System
Additional Switch On of Shedding Busbars 1 and 2

Box 2
GC1
1 2
SBC1 SBC2
HPC2
HPC1 HLC1
F
(opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON

EC 135
Training Manual
Electrical System
Fault Reactions
Primary Busbar Fails Defect in the Bus Tie Line
If the PRIMARY busbar 1 fails (e.g. due to a short-circuit), it is If a defect occurs in the BUS TIE line, i.e. in the connection line
immediately disconnected together with generator 1 from the between both systems, the system disconnects it from the PRIMARY
BATTERY busbar and the PRIMARY busbar 2. The SHEDDING busbars and the BATTERY busbar. Both generators supply current to
busbar 1 and the HIGH LOAD busbar 1 are also disconnected from the the consumers of their system; the battery supplies the BATTERY
PRIMARY busbar 1. The ESSENTIAL busbar 1 is supplied with current busbar. The HIGH LOAD/HIGH POWER (except Ext. Hoist) busbars
by the PRIMARY busbar 2 via the BATTERY busbar. The battery is are disconnected from the power supply.
charged again via the BATTERY busbar. If PRIMARY busbar 2 fails,
the operating mode is identical.
The following cautions are displayed on the CDS/CPDS: SYS I MISC SYS II
BUS TIE OPN BAT DISCON BUS TIE OPN
SYS I MISC SYS II
GEN DISCON
BUS TIE OPN u NOTE If the BUS TIE line was faulty, for reengaging the
BUS TIE switches must be placed in the RESET
position and then back to OFF (e.g. try again to
Both Primary Busbars Fail reengage).
If both PRIMARY busbars fail, only the busbars BATTERY and

ESSENTIAL 1 and 2 are supplied by the battery. All other busbars are
isolated from the power supply.
SYS I MISC SYS II
BUS TIE OPN BUS TIE OPN

EC 135
Training Manual
Electrical System
Fault Reactions (Ex. Defect Bus Tie Line)

Box 2
GC1
1 2
SBC1 SBC2
HPC2
HPC1 HLC1
F
(opt.)
EBC1 EBC2
BATTERY--
BATC
Busbar
EMER ON
Battery
NORM
RESET
RESET
RESET
RESET
RESET
NORM
NORM
NORM
NORM
OFF
OFF
OFF
OFF
OFF
ON

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

EC 135
Training Manual
Electrical System
AC (400 Hz) Power System

Switch AC BUS SEL
AC--Busbar 1 AC--Busbar 2
Circuit Breaker INV 1

Circuit Breaker INV 2
Switch INV 1
Switch INV 2
ENG I
O M
F A
F X
ENG II
Static
Inverter
Plug

EC 135
Training Manual
Electrical System
Static Inverter CDS/CPDS Cautions

The static inverter 2 collects DC voltage from the ESSENTIAL busbar If the static inverter 2 is defective, INVERTER is displayed in the SYS II
by pushing the circuit breaker INV 2 PWR and closing the INV 2 switch. area of the CDS/CPDS. If there is 28 V DC at the CDS/CPDS input,
It converts the supplied 28 V DC into two AC voltages 26 V and 115 V the caution will disappear.
with 400 Hz each. The voltages are then stabilized in the static The following conditions at the signal output of the inverter are
inverter 2. They are distributed to the consumers via modules and the
possible:
AC busbar 2.
-- 28 V DC: CDS/CPDS Caution off
The static inverter 2 is installed on the RH side behind the interior
paneling behind frame 4. -- Open circuit: CDS/CPDS Caution on
Circuit Breaker
The circuit breaker INV 2 is installed in the overhead panel.
Switch
The switch INV 2 is installed in the overhead panel.
AC Busbar
The AC busbar 1 and 2 are integrated in the overhead panel. They
distribute the AC voltage to their consumers as long as the inverter
select switch is in the NORM position (2 inverters installed). After a
failure of one inverter the remaining inverter can be selected for the
complete AC system by switching to position INV1/INV2.
Modules
The modules for AC high/low are installed in the cabin roof.

EC 135
Training Manual
Electrical System
AC (400 Hz) Power System -- Functional Schematic
INV 2
NORM
26VAC INV 1
INV 1 PWR INV 1 400 Hz 26VAC
400 Hz
ESSENTIAL Busbar 1 Inverter 1
115VAC
400 Hz
115VAC
INVERTER INVERTER 400 Hz
CDS/CPDS Modules
115VAC
400 Hz
115VAC
INV 2 PWR INV 2
400 Hz
ESSENTIAL Busbar 2 Inverter 2
26VAC
26VAC INV SEL 400 Hz
400 Hz AC BUS SPLY

EC 135
Training Manual
Inspections
Inspections

EC 135
Training Manual
Inspections
Table of Contents
Types of Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Scheduled Checks and Inspections . . . . . . . . . . . . . . . . . . . . . 4

EC 135
Training Manual
Inspections
Types of Inspections
Visual Inspection Inspection for Cracks

The purpose of a visual inspection is to give information about the Inspections for cracks are performed in order to detect material defects
external condition of a system (excessive leakage, deformation, due to fatique or overstress at an early stage. Three different
damage or missing parts). It is performed without removing any parts procedures are executed:
of a system. -- Visual inspections with the bare eye or with the aid of a
The various systems (hydraulic system, air cooling system, engines magnifying glass
etc.) are accessible through several panels and doors. -- Penetrant crack inspection
Condition Inspection -- Magnetic particle inspection
The condition inspection is an extended visual inspection. As

supplementary steps, parts or specified units and components must
be inspected for corrosion, damage, wear, secure installation etc.
For most inspection steps special equipment is needed (measuring
instruments, magnifying glass etc.) Removal of parts may be
neccessary.
Functional Tests
Functional tests check the correct operation of units, systems and
subsystems e.g. engine ground run.

EC 135
Training Manual
Inspections
Scheduled Checks and Inspections
General Preflight Check

To guarantee the airworthiness of the EC 135 helicopter, checks and The preflight check is to be performed by the latest prior to the first flight
inspections have to be carried out according to chapter 05 of the AMM. of the day.
The EC 135 inspection system in general is split into: The checklist is included in the flight manual, resp. pilots checklist and
can be carried out by the pilot or a mechanic. Only “on the job” training
-- Checks
is neccessary.
To be carried out by the pilot or a mechanic without the
need of an inspector. Complementary Checks
-- Inspections.
A) Every 50 flight hours a complementary check has to be performed.
To be carried out by a mechanic and signed by an
The time limit of 50 h may be exceeded by up to 10 flight hours.
inspector.
The complementary check 50 Fh can be carried out by the pilot or a
Types of Checks and Inspections mechanic. Only “on the job” training is neccessary.
The following checks and inspections have to be carried out according B) Every 100 flight hours a complementary check has to be performed.
to the maintenance manual/flight manual: The time limit of 100 h may be exceeded by up to 10 flight hours.
-- Preflight check (O--level) The complementary check 100 Fh can be carried out by the pilot or a
-- Complementary check 50 Fh (O--level) mechanic. Only “on the job” training is neccessary.
-- Complementary check 100 Fh (O--level)
Intermediate Inspection
-- Intermediate inspection 400 Fh (I--level)
An intermediate inspection has to be performed:
-- Periodical inspection 800 Fh or 2 years (O/I--level)
-- Supplementary inspections acc. to operating time -- After 400 flight hours TSN (time since new)
-- Inspections after operation under special environmental -- then 400 flight hours after due time of a periodical
conditions inspection
-- Special inspections after maintenance activities The time limit 400 h may be exceeded by up to 80 flight hours. If
-- Ground run / functional check flight performed at the same due time, the intermediate inspection is
replaced by the periodical inspection.

EC 135
Training Manual
Inspections
Inspections
SCHEDULED INSPECTIONS
Preflight Check
05--21--00, 6--2 Complementary Check 50 Fh

05--23--00
12--Month
05--21--00, 6--3 Complementary Check 100 Fh Inspection
05--22--00 Intermediate Inspection 400 Fh
05--24--00 Periodical Inspection 800 Fh or every 2 Years
05--25--00 Supplementary Inspections acc. to Operating Time

EC 135
Training Manual
Inspections
12--Month Inspection Conditional Inspections after Operational Incidents

An12--month inspection is to be performed acc. to AMM 05--23--00 These inspections have to be performed after specific operational
page 601: incidents either prior to the next flight or at specified time intervals.
The time limit of 12 month may be exceeded by up to 3 month. The inspections ensure that airworthiness will be maintained or may
be restored as a result of specific maintenance activities.
If performed at the same due time, the 12--month inspection is
replaced by the periodical inspection. Ground Run and Functional Check Flight
Periodical Inspection Section 05--60--00 contains the procedures for ground check run and
Aperiodical inspection is to be performed functional check flight.
The description for both helicopter models is provided in forms and
-- After 800 flight hours TSN or two years TSN, whichever
comes first arranged as a test report, that may be equally used for performing and
recording purposes.
-- then 800 flight hours or every 2 years, wichever occurs first
The scope of ground check run and functional check flight may be
Supplementary Inspection acc. to Operating Time restricted depending on maintenance measures performed. Possible
Supplementary inspections are to be performed. The given time limit restrictions are listed in front of test reports.
may be exceeded by 10% of the resp. interval.
Conditional Inspections after Maintenance Activities

Conditional Inspections have to be performed, due to performance of
a maintenance measure after time limits of parts and components
have been reached. The given time limit may be exceeded by 10% of
the resp. interval.

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

EC 135 Training Manual PDF

Uploaded by

Copyright:

Available Formats

EC 135 Training Manual PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

EC 135 Training Manual PDF

Uploaded by

Copyright:

Available Formats

What are the different types of inspections mentioned in the document?

What are the different types of inspections mentioned in the document?

What are the time intervals for the different inspections?

What are the time intervals for the different inspections?

EC 135

EC 135 -- Training Manual

EUROCOPTER DEUTSCHLAND GmbH

For training and information only July 2002 Intro 1

For training and information only July 2002 Intro 2

A CDS Cockpit Display System

For training and information only July 2002 Intro 3

EMER Emergency GEN Generator

G ICS Intercommunication system

GA Go around i.e. That is (id est)

For training and information only July 2002 Intro 4

IGE In ground effect LDG Landing

J LVDT Linear voltage differential transducer

JAR Joint Airworthiness Requirements M

KCAS Knots calibrated airspeed MAN Manual mode of operation

kg Kilogram max Maximum

KIAS Knots indicated airspeed MC, mc Maximum continuous

km Kilometer MCP Maximum continuous power

kt Knot MEL Minimum equipment list

KTAS Knots true airspeed MFD Multi function display

kW Kilowatt MGT Measured gas temperature

For training and information only July 2002 Intro 5

mm Millimeter OGE Out of ground effect

For training and information only July 2002 Intro 6

RH Right hand std Standard

s, sec. Seconds of time V

For training and information only July 2002 Intro 7

For training and information only July 2002 00 -- 1

For training and information only July 2002 00 -- 2

Handling of the EC 135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

For training and information only July 2002 00 -- 3

The Development of the EC 135

History Engine Versions

For training and information only July 2002 00 -- 4

EC135 P2 EC135 P1 EC135 T1 EC135 T2

Analog EFIS Analog EFIS

For training and information only July 2002 00 -- 5

General Description of the EC 135

General Tail Rotor System

The main transmission is a two-stage flat gearbox (produced by

For training and information only July 2002 00 -- 6

For training and information only July 2002 00 -- 7

For training and information only July 2002 00 -- 8

2.32 m 0.74 m 1.05 m 1.23 m

For training and information only July 2002 00 -- 9

General Intermediate Level

For training and information only July 2002 00 -- 10

Daily servicing, maintenance checks

Repair on/off the helicopter extended

Manufacturer/authorized customers only

Major repair or overhaul at the manufacturer or at authorized service stations

For training and information only July 2002 00 -- 11

Documentation of the EC 135

General Page Number Blocks

For training and information only July 2002 00 -- 12