SECTION 7

SYSTEMS DESCRIPTION
TABLE OF CONTENTS

7.1

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1

7.2

COCKPIT ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1

7.3

FLIGHT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 8

7.4

POWER PLANT AND RELATED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 16

7.5

HIGH NR MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 21

7.6

FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 23

7i

7.7

BLEED AIR HEATING SYSTEM KEITH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 26

7.8

TRANSMISSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30

7.9

ROTOR SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 33

7.10

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 35

7.11

ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 37

7.12

NEW MAP HOLDER (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 39

7.13

CENTRAL PANEL DISPLAY SYSTEM (CPDS) . . . . . . . . . . . . . . . . . . . . . . . 7 - 40

7 ii

LIST OF FIGURES

EFFECTIVITY

For helicopters up to S/N 0999

EFFECTIVITY

For helicopters with S/N 1000 and subsequent

EFFECTIVITY

All

EFFECTIVITY

For helicopters up to S/N 0900 and before ASB EC13531A045

EFFECTIVITY

For helicopters up to S/N 0900 and after ASB EC13531A045,

and for all helicopters with S/N 0901 and subsequent

EFFECTIVITY

All

7 iii

EFFECTIVITY

For helicopters up to S/N 0999

EFFECTIVITY

For helicopters with S/N 1000 and subsequent

EFFECTIVITY

7 iv

All

SECTION 7
SYSTEMS DESCRIPTION

GENERAL

COCKPIT ARRANGEMENT

7-1

Overhead Console

7-2

FLIGHT MANUAL EC 135 P2+

Systems Description

7.2.1.1 Overhead Switch Panel

OVSP
ENG I
O
F
F

M
A
X

3
ENG II

EC135_FLH_0056_D

1 Test switches
2 Avionic switches
3 Heating, ventilation, wiper switches
and rheostat
Fig. 7-3

MANUFACTURERS DATA
Rev. 9

4
5
6
7

Fuel pump switches

Light switches and rheostat
Engine switches and rheostat
Optional system switches

Overhead switch panel typical installation

7-3

FLIGHT MANUAL EC 135 P2+

Systems Description

7.2.2

High Power Buses

EC135_FLH_0084_R

The high power buses are accessible from inside of the cargo compartment (see
Fig. 7-4).

Fig. 7-4

7-4

High power buses typical installation

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

7.2.3

Instrument Panel and Consoles (Fig. 7-5)

10

8
7

DH

T
S
T

NAV
SOURCE

PFD

S
T
D

ND

CRS

DH

BARO

EXT

POS

T
S
T

BARO

EXT

NAV
SOURCE

PFD

S
T
D

ND

CRS

POS

1
2
3
4

CAD
Warning panel
Analog instruments (e.g. NR/N2)
Flight control displays pilot
(PFD & ND)
5 VEMD

Fig. 7-5

MANUFACTURERS DATA
Rev. 9

6 NMS
7 DC power/engine control panel
8 Flight control displays copilot
(PFD & ND)
9 Extended instrumemt panel (optional)
10 Standard instrument panel

Instrument panel arrangement typical installation

7-5

FLIGHT MANUAL EC 135 P2+

Systems Description

7.2.3.1 Warning Panel

Emergency situations requiring immediate action will be indicated by a red warning light
on the WARNING PANEL coming on together with a gong.
The gong can be reset by pushing the CDS/AUDIO RES button.
1

AP
A. TRIM
EC135_WAH_0062_D

10

11

1 FIRE warning light / EMER OFF switch

2 Low fuel warning (supply I / II)
3 Spare
4 Rotor RPM warning
5 ACTIVE indicates the status for EMER
OFF switch (1/2)

Fig. 7-6
NOTE

6 Cargo smoke detection warning

(optional)
7 AFCS
8 Main transmission oil pressure warning
9 Battery discharge warning
10 Battery temperature warning
11 EMER OFF SW 1/2; description light

Warning panel typical installation

EMER OFF sw is guarded by a fence or a cover glass.

FIRE warning light / EMER OFF switch

If overtemperature conditions in an engine compartment are detected by the sensors, the
respective FIRE warning light comes on and the warning bell will be activated.
After opening the switch guard, pressing and releasing the FIRE switch, the emergency
shut off valve will be closed.
During operation of the emergency shut off valve the caution FUEL VALVE appears on
the CAD.
When the emergency shut off valve is closed the caution F VALVE CL appears on the
CAD.

7-6

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

7.2.3.2 Ground Power switch (optional)

GND ON (or GND PWR) switch typically located on the lower Part of the instrument
panel.
The ground power switch provides the possibility to power up several avionic/radio
systems (e.g. navigation system, communication system) without power up of the
complete H/C electrical system.
This enables the crew to configurate mission equipment and radios before the flight.
The ground power switch should be switched off whenever it is not used.

MANUFACTURERS DATA
Rev. 8

7-7

FLIGHT MANUAL EC 135 P2+

Systems Description

7.3

FLIGHT CONTROL SYSTEM

10

5
7
9

EC135_FLH_0062_R

1
2
3
4
5

Longitudinal trim actuator

Lateral trim actuator
Lower guidance unit
Upper guidance unit
Main rotor actuator
Fig. 7-7

7-8

6
7
8
9
10

Ballbearing control
Attachment ballbearing cable
Yaw actuator
Tail rotor input lever
Tail rotor actuator

Flight control system

MANUFACTURERS DATA
Rev. 8

YAW SAS

7-9

Cyclic Stick

NOTE

7 - 10

Collective lever

EFFECTIVITY

For helicopters up to S/N 0999

7 - 11

EFFECTIVITY

For helicopters with S/N 1000 and subsequent

EFFECTIVITY

7 - 12

All

FLIGHT MANUAL EC 135 P2+

Systems Description

7.3.3.1 Twist grips (version I and version II)

Version I (with emergency safety latch)

CAUTION

DO NOT DAMAGE THE SPRINGLOADED PIN ON THE SAFETY LATCH

(STOP). BEFORE YOU CLOSE THE SAFETY LATCH ALWAYS PRESS IN
THE SPRINGLOADED PIN (WITH YOUR FINGERNAIL). THE
SPRINGLOADED PIN HOLDS THE SAFETY LATCH IN THE OPEN
POSITION TO ALLOW FREE MOVEMENT WITHIN THE EMERGENCY
RANGE.
WHEN THE SPRINGLOADED PIN OR ITS MATING PART IS WORN OR
DAMAGED, THE SAFETY LATCH WILL NOT STAY OPEN. THE TWIST
GRIP WILL BE BLOCKED AND MAY CAUSE ENGINE OVERSPEED.

MANUFACTURERS DATA
Rev. 9

7 - 13

FLIGHT MANUAL EC 135 P2+

Systems Description

2
5

1 EMER safety latch

1

2
5

2 Minimum fuel override button (red)

3 Twist grip ENG 1
4 Twist grip ENG 2
5 Mechanical stop in the directon of
higher fuel flow
6 Spring-loaded pin
7 N- Neutral postion

Fig. 7-11
NOTE

7 - 14

Twist grips version I (collective lever)

The mechanical stop towards MAX can be overridden by pulling the emergency safety
latch (full manual mode control).

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

Version II (without emergency safety latch)

Flight direction
1

1 Minimum fuel override button ENG 1

2 Twist grip ENG 1
3 Twist grip ENG 2
4 Minimum fuel override button ENG 2
5 Neutral position

Fig. 7-12

MANUFACTURERS DATA
Rev. 9

Twist grips version II (collective lever)

7 - 15

FLIGHT MANUAL EC 135 P2+

Systems Description

7.4

POWER PLANT AND RELATED SYSTEMS

7.4.1

Engines
Two Pratt&Whitney PW 206B2 gas turbine engines are located in separate fireproof
compartments aft of the main transmission and above the rear cabin. The engines are of
the freewheel turbo shaft type, with single-stage centrifugal compressors, reverse-flow
combustors, and single-stage gas producer and power turbines.

3
2

4
5

14

13

12
8
11

10
9

1
2
3
4
5
6
7

Fuel pump
Low fuel pressure sensor (rear side)
Oil filler cap
Main oil temperature sensor (rear side)
Main oil filter cover
Engine oil sight glass
Fire detection sensor

Fig. 7-13

7 - 16

8
9
10
11
12
13
14

T1 - sensor
Chip detector
Low oil pressure switch
Oil pump (inside)
NPT - sensor
Fuel management modul
Fuel filter

Power plant typical installation

MANUFACTURERS DATA
Rev. 9

Fig. 7-14

MANUFACTURERS DATA
Rev. 9
13

FILT

10

12

14

MOT

CHIP

MOP
LOP

Pressurized oil
Scavange oil

7.4.2

1 Oil filter
2 Oil cooler
3 Oil fiter blockage
indicator
4 Oil filter by-pass
valve
5 Pressure
regulating valve
6 Air vent
7 Strainer
8 Oil tank
9 Magnetic plug
10 Oil pump by-pass
11 Oil pumps
12 Cold start valve
13 Shut-off valve
14 Fuel heater

11

FLIGHT MANUAL EC 135 P2+

Systems Description

Engine Oil System (Fig. 7-14)

Engine oil system typical installation

7 - 17

EC135_FLH_0067_R

FLIGHT MANUAL EC 135 P2+

Systems Description

7.4.3

Engine Control System

7.4.3.1 FADEC
The engines are controlled by the FADEC (Full-Authority-Digital-Engine-Control) system.
It provides all functions which are necessary for economical, comfortable and safe engine operation. These functions are:

Fuel supply, in dependency of the N1 RPM, during starting procedure and ground
idle operation.

Automatic engine control in all speed and power ranges of the engines.

Automatic torque match with possibility to set constant torque split.

Monitoring of engine and power parameters.

Overspeed protection of the power turbines.

In normal Power On operation the rotor speed is governed automatically as a function of density altitude (Fig. 7-15 shows the rotor RPM vs DA under AEO conditions
including HIGH NR mode and OEI/ OEI Training).

105
104

Rotor rpm(%)

103

HIGH NR mode active

max. cruise flight

AEO

OEI

hover flight

AEO

102
101
100
99
EC135_FLH_0089_R

98
97
96
95
0

2000

4000

6000

8000

10000

20000

Density altitude (ft)

Fig. 7-15

7 - 18

Rotor RPM vs Density Altitude

MANUFACTURERS DATA
Rev. 9

EFFECTIVITY

For helicopters up to S/N 0900 and before ASB EC13531A045

Note:

EFFECTIVITY

For helicopters up to S/N 0900 and after ASB EC13531A045,

and for all helicopters with S/N 0901 and subsequent

EFFECTIVITY

All

7 - 19

CAUTION

START


START

7 - 20

NOTE

HIGH NR MODE

NOTE

HI NR
HIGH NR

7 - 21

2

NOTE

HIGH NR mode
not selected

selected

inactive

active

7 - 22

FLIGHT MANUAL EC 135 P2+

Systems Description

7.6

FUEL SYSTEM (FIG. 7-20)

7.6.1

Storage
Fuel is stored in underfloor compartments using two bladder type fuel cells comprising a
main tank and a supply tank. The supply tank comprises two seperate sections, with different capacities, each supplying one engine. This ensures that the LOW FUEL cautions
do not come on simultaneously. From the supply tank, located directly aft of the main
tank, fuel is transferred to the engines. The main and the supply tank are interconnected
via spill ports and transfer lines. The volume above the spill ports of the main and supply
tank is a part of the main tank capacity.

1 Filler neck and cap

2 Fuel prime pump
(left supply tank chamber)
3 Supply tank
4 Emergency shut off valves
5 Fuel expansion tank
and ventilation system
6 Aft and forward fuel
transfer pump (main tank)
7 Main tank
8 Fuel probes
9 Supply tanks fuel probes

5
9
4

6
7

2
8

EC135_FLH_0083_R

FWD

Fig. 7-20
MANUFACTURERS DATA
Rev. 9

Fuel system typical installation

7 - 23

1
2
3
4

Fig. 7-21

7 - 24

EC135_FLH_0066_R

Fuel tank with prime pumps

Regenerative fuel pump
Impending by-pass switch
By-pass valve

5 Low pressure filter

6 Jet pump
7 Fuel metering unit with fuel
metering valve

11

8 Fuel flow divider

9 Fuel drain
10 Main air blast fuel nozzles

13

12

10

11 Hybrid fuel nozzles

12 Drive from engine gearbox
13 Gear pump

FLIGHT MANUAL EC 135 P2+

Systems Description

Engine fuel system typical installation

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

7.6.2

Supply
The engine driven fuel pumps alone provides enough suction capacity to draw fuel from
the supply tank via fuel supply lines and emergency shut off valves. The emergency shut
off valves can be activated by pushing the EMER OFF SW 1 or 2 switches, located on
the instrument panel. They receive power from the No. 1 DC essential bus through the
FUEL-V ENG I or II circuit breakers. Additionally two canister type fuel pumps are
installed to guarantee a continuous fuel transfer from the main tank to the supply tank.
They are activated by the switches XFER-F or -A, and protected via the XFER-F-PUMP
and XFER-A-PUMP circuit breakers.
A fuel prime pump is installed in each chamber of the supply tank which can be controlled via the PRIME I or II switches (Only necessary when starting the engines). The
fuel pump circuits are protected by the PRIME P ENG I or II circuit breakers.

Fig. 7-22

7.6.3

Fuel pump switches typical installation

Annunciators
LOW FUEL 1/2
A warning light is activated by the respective low level sensor that indicates that the remaining fuel quantity in the respective supply tank cell is below the defined threshold
value. The low level sensors receive their power from the No. 1 DC essential bus through
the FUEL-L SYS I or FUEL-L SYS II circuit breakers, located on the overhead console.

MANUFACTURERS DATA
Rev. 9

7 - 25

FLIGHT MANUAL EC 135 P2+

Systems Description

7.7

BLEED AIR HEATING SYSTEM KEITH

The bleed air heating system is connected to the standard ventilation ducting system. It
consists of the following major components:

Ejector valve assy with primary and secondary valves

Temperature control computer

Temperature sensors located in the cabin ceiling and in the heater supply duct

Overtemperature switches located in the heater supply duct

Distribution box and pipes are used from the standard ventilation system located under
the copilot floor.
The bleed air ejector valve assy utilizes dual metering valves driven by a common motor
via a linear actuator. The bleed air sources are kept separate throughout the valve and
do not mix prior to the venturi. The computer powers the motor to regulate the flow of
bleed air via the interconnected valves. The valve position is constantly adjusted by the
computer as a function of cabin air temp, as sensed by the cabin temp thermistor and
the BLD HTG rheostat setting. The fully open and closed positions are monitored by micro switches. In case that an overheat switch will close the heater valves, the caution
HTG OVTEMP on the CAD comes on. The unique feature of the ejector design is that it
incorporates dual bleed air ports in a single valve. Cross bleed is eliminated by not allowing the bleed air to mix before the pressure in the venturi nozzle is equal to ambient pressure.
EFFECTIVITY

For helicopters up to S/N 0999

The cabin air temperature is controlled by the BLD HTG rheostat located at the overhead
panel and the PULL for HEATING/DEFOG knob located at the aft center console.
When the rheostat is rotated from the OFF position, the heater system is put into operation. The operation is indicated by an advisory message on the CAD. Further rotation of
the rheostat will increase heater output until the desired temperature is reached. When
the desired setting of the rheostat is reached, the temperature controller will automatically maintain the corresponding temperature. The heater is shut off by moving the BLD
HTG rheostat to the OFF position.
EFFECTIVITY

For helicopters with S/N 1000 and subsequent

The cabin air temperature is controlled by the BLD HTG rheostat and the BLD HTG
switch located at the overhead panel and by the PULL for HEATING/DEFOG knob located at the aft center console. Switching to the NORM position, the heater system is put
into operation. The operation is indicated by an advisory message on the CAD. A rotation of the rheostat will increase heater output until the desired temperature is reached.
When the desired setting of the rheostat is reached, the temperature controller will automatically maintain the corresponding temperature. The heater is shut off by switching the
BLD HTG switch to the OFF position.
EFFECTIVITY

7 - 26

All
MANUFACTURERS DATA
Rev. 10

FLIGHT MANUAL EC 135 P2+

Systems Description

In case of OEI, both shut off valves are closed. The setting of the heater switch from
NORM to EMER will reengage the heating system.
The heater receives power from the No.2 DC essential bus via the HTG CONT circuit
breaker and from the No.1 DC essential bus via the HTG MOTOR circuit breaker, both
located on the overhead panel.
NOTE

7.7.1

Bleed air heating will not work at a cabin temperature of approx. 25C or above or
if PULL for HEATING/DEFOG knob in center console is in full down position.

Alternative installation
As an alternative the Disrtribution flap knob and Air circulation knob can be installed
instead of PULL for HEATING/DEFOG knob and PULL for AIR knob.
Additional air outlets pilot/copilot can be installed in the cockpit

EC135_FLH_0343_R

Distribution Flap Knob

Crew
Defog
CPDS
Fig. 7-23

Air flow to the crew

Air flow to the windshield
Air flow to the CDPS

Disrtribution flap knob typical installation

Air Circulation Knob

EC135_FLH_0344_R

Fresh air
Circulating air

Fig. 7-24
7.7.2

Air circulation knob typical installation

Bleed air installation schemes

MANUFACTURERS DATA
Rev. 9

7 - 27

7 - 28

Fig. 7-25

IPANEL
COOLING(OPT)

IPANEL
COOLING(OPT)

COPILOT

PILOT

CDS/CAD
HTG
MOTOR

M
I
N

AMBIENT AIR
BLEED AIR

BLD HTG

M
A
X

OPTION EMS

CABIN AIR

ENGINE
2

NOISE
SUPPRESSOR

GEAR BOX/ENGINE DECK

M M

MIXING VALVE:
1 METERING DEVICE (PRIMARY)
2 SHUTOFF DEVICE (SECONDARY)

ENGINE
FIREWALL

ENGINE
1

DUCT OVERTEMP.
SWITCH (>120C)

MIXING VALVE

ENGINE INTERFACE WITH

FLOW LIMITER

LOW N1SIGNAL

DUCT TEMP.SENSOR

CONTROL BOX

DUCT OVERTEMP.
SWITCH (>85C)
FOR RETURN AIR

HTG
CONT

ESS.BUS
SYS.II

OVERHEAD PNL

MIXED AIR/WARM AIR

VENTURI

OPTION EMS

EXHAUST

CL

OP

CABIN AIR OUTLET

CABIN AIR OUTLET

CL

NORM

VENTURI

EXHAUST

OP

OFF

ESS.BUS
SYS. I

PULL FOR
FRESH AIR

BELOW FLOOR

VARIABLE
SPEED
BLOWER

PULL FOR
HEATING/DEFOG

CABIN TEMP.
SENSOR
WITH FAN
INSTALLED INSIDE CABIN
BELOW INTERIOR PANELING

MIXED AIR/COLD AIR

HTG OVTEMP

(CAUTION)

BLEED AIR

(ADVISORY)

EMER

EFFECTIVITY

CDS
COOLING

EC135_FLH_0187_R

FLIGHT MANUAL EC 135 P2+

Systems Description

For helicopters up to S/N 0999

Bleed Air Heating system typical installation

MANUFACTURERS DATA
Rev. 10

WINDSHIELD

CDS
COOLING

EC135_FLH_0413_R

EFFECTIVITY

Fig. 7-26 Bleed Air Heating

system typical installation

MANUFACTURERS DATA
Rev. 10

IPANEL
COOLING(OPT)

IPANEL
COOLING(OPT)

COPILOT

PILOT

CDS/CAD
(ADVISORY)
HTG
MOTOR

ESS.BUS
SYS. I

BLD HTG

M
A
X

OPTION EMS

N
O
R
M

CABIN AIR

ENGINE
2

NOISE
SUPPRESSOR

GEAR BOX/ENGINE DECK

M M

MIXING VALVE:
1 METERING DEVICE (PRIMARY)
2 SHUTOFF DEVICE (SECONDARY)

ENGINE
FIREWALL

ENGINE
1

DUCT OVERTEMP.
SWITCH (>120C)

MIXING VALVE

ENGINE INTERFACE WITH

FLOW LIMITER

LOW N1SIGNAL

DUCT TEMP.SENSOR

CONTROL BOX

DUCT OVERTEMP.
SWITCH (>85C)
FOR RETURN AIR

HTG
CONT

ESS.BUS
SYS.II

MIXED AIR/WARM AIR

VENTURI

OPTION EMS

EXHAUST

CL

OP

CABIN AIR OUTLET

CABIN AIR OUTLET

CL

EMER

VENTURI

EXHAUST

OP

M
I
N

AMBIENT AIR
BLEED AIR

PULL FOR
FRESH AIR

BELOW FLOOR

VARIABLE
SPEED
BLOWER

PULL FOR
HEATING/DEFOG

CABIN TEMP.
SENSOR
WITH FAN
INSTALLED INSIDE CABIN
BELOW INTERIOR PANELING

MIXED AIR/COLD AIR

HTG OVTEMP

(CAUTION)

BLEED AIR

OVERHEAD PNL

EFFECTIVITY

WINDSHIELD

OFF

FLIGHT MANUAL EC 135 P2+

Systems Description

For helicopters with S/N 1000 and subsequent

All

7 - 29

FLIGHT MANUAL EC 135 P2+

Systems Description

7.8

TRANSMISSION SYSTEM

7.8.1

Main Transmission

1 Hydraulic pressure supply system

2 Main rotor mast
3 ARIS single-axle hydromechanic
vibration isolator
4 Oil cooling fan inlet
5 Flying controls hydraulic boosters
6 Oil cooler

EC135_WAH_0259_D

FWD

12

EC135_WAH_0256_D

FWD

3
6

13

11

14

10

View A
9
8

7
8
9
10
11

Rotor brake disc

Tail rotor drive flange
Chip detector
Oil filler cap
Rotor brake hydraulic
fluid reservoir
12 Oil pressure sensor
13 Oil temperatur switch and
sensor
14 Engine drive shaft

View A

15

FWD
15 Oil filter
16 Oil gage glass

Fig. 7-27

7 - 30

16

Main transmission typical installation

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

7.8.2

Main Transmission Oil System

The main transmission oil system lubricates and cools transmission components. Two oil
pumps mounted on the bottom of the transmission suction oil from the sump through a
filter screen and feeds it then to a fine mesh-filter mounted above the oil gage glass. The
filter incorporates a bypass to ensure oil circulation in the event of filter clogging.

XMSN OIL T

3
7

XMSN OIL P

11

10

supply

scavenge
EC135_FLH_0064_R

XMSN OIL P
1
2
3
4
5
6

Oil temperature sensor

Oil temperature switch
Oil filter with by-pass valve
Oil pressure sensor
Oil cooler
Bearings
Fig. 7-28

7.8.3

7
8
9
10
11

Oil tank
Magnetic chip detector
Oil pumps with by-pass valve
Oil pressure switches
Metering check valves

Main transmission oil system typical installation

Main Transmission Cautions and Warning

The non permanent indications are shown on the CAD. Additionally the oil pressure
warning, XMSN OIL P, will be indicated on the warning panel in case of a double oil pressure pump failure.

MANUFACTURERS DATA
Rev. 9

7 - 31

FLIGHT MANUAL EC 135 P2+

Systems Description

7.8.4

Antiresonance-Rotorisolation System (ARIS)

The purpose of the antiresonance-rotorisolation-system is to reduce the vibration created
by the main rotor and transmitted to the airframe. This is provided by dynamic separation
of the rotor and transmission from the airframe structure via 4 single-axle hydromechanic
vibration isolators, incorporating metal bellows, pendulum mass and low viscosity fluid.
The antiresonance-rotorisolation-system is installed between the main transmission and
the airframe.

Vibration isolation: The vibrations generated by the

main rotor cause periodic movements of the main
transmission relative to the fuselage. This movements
press and extract the primary bellow. In response to the
travel of the primary bellow the pressure fluctuation
causes the pendulum mass to swing in longer strokes,
determined by the volumetric ratio.
The system is tuned in such a manner that at the
anti-resonance frequency the pressure forces caused
by the primary bellow movement, the movement of the
pendelum mass and the compression spring forces
cancel each other and consequently the vibrations are
reduced.

4
7
3

1
2
3
4
5
6
7
8

Primary bellows
Compression spring
Secondary bellows
Mass jacket
Glycol solution
Bleed screw
Pendulum with tuning mass
Bearing cage with bearing

Fig. 7-29

7 - 32

Antiresonance-Rotorisolation System typical installation

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

7.9

ROTOR SYSTEMS
The rotor systems consist of a bearing- and hingeless single main rotor and a fan-in-fin
type tail rotor. Both systems are driven by the two engines through the transmission system.

7.9.1

Main Rotor System (Fig. 7-32)

The main rotor system consists of a bearingless four bladed main rotor, a rotor mast with
integrated rotor hub, the control elements and some rotor specific indicators.
The indicating system consists of a rotor RPM indicator, a mast moment sensor and a
visual and aural rotor RPM warning unit.

7.9.2

Tail Rotor System

1
2
3
4
5
6
7
8

Tail rotor drive shaft

Pitch control cable
Stator blade
Tail rotor blade
Pitch horn
Sight glass
Tail rotor gear box
Track and balance
sensors
9 Chip detector

Fig. 7-30

MANUFACTURERS DATA
Rev. 9

8
6
9

Tail rotor typical installation

7 - 33

FLIGHT MANUAL EC 135 P2+

Systems Description

1 Pitch horn
2 Blade fitting
3 Flexbeam

2
1

Fig. 7-31

Main rotor blade typical installation

4
3

2
6
7

1
2
3
4
5
6
7
8

Swash-plate
Elastomeric lead-lag damper
Blade retention bolts
Rotor hub cap
Rotor blade dynamic tuning cover
Pitch horn
Rotating control rods
Control cuff

Fig. 7-32

7 - 34

1
8

Main rotor system typical installation

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

7.10

HYDRAULIC SYSTEM
The hydraulic system consists of two identical but independent pressure supply systems.
The pressure supply system 1 is installed on the left forward part, system 2 on the right
forward part of the main transmission. The pumps of both systems are driven by the main
transmission. They equally supply the actuators of the main rotor control with operating
pressure. System 2 also supplies the actuator of the tail rotor control. If one of the pressure supply systems fails, the normal system continues to supply the main rotor actuators and the operating force of the main rotor actuators decrease to half. On system 2
failure the tail rotor control operates without hydraulic boost. In case of low pressure in
one hydraulic system the respective caution HYD PRESS comes on.
1
7

1
2
3
4

Sight glass
Fluid level indicator
Reservoir
Return line

Fig. 7-33

5 Pressure line
6 Hydraulic pump
7 Valve block

Pressure Supply System typical installation

The hydraulic system can be tested on ground by means of the test switch located on
the overhead console (Fig. 7-2). (see also hydraulic system check in section 4). Selecting
test switch position SYS 1 disengages the hydraulic supply system 2 and the respective
HYD PRESS system 2 caution comes on. Simultaneously the pedal forces increase. Selecting position SYS 2 disengages the hydraulic supply system1 and HYD PRESS system 1 caution comes on.

Fig. 7-34

MANUFACTURERS DATA
Rev. 9

Pressure supply system switch typical installation

7 - 35

FLIGHT MANUAL EC 135 P2+

Systems Description

Tail Rotor Actuator

RESERVOIR

PUMP

Main Rotor Actuators

VALVE
UNIT

VALVE
UNIT

RESERVOIR

FILTER PUMP

FILTER
Test switch

Pressure Supply System I

Pressure Supply System II

CAD
SYSTEM I
HYD PRESS

Fig. 7-35

7 - 36

MISC

SYSTEM II
HYD PRESS

Hydraulic system typical installation

MANUFACTURERS DATA
Rev. 9

FLIGHT MANUAL EC 135 P2+

Systems Description

7.11

ELECTRICAL SYSTEM
SHEDDING BUS I

SHEDDING BUS II

SHED BUS
E
M
E
R
N
O
R
M

HIGH LOAD BUS I

HIGH LOAD BUS II

HIGH POWER
CONSUMERS

HIGH POWER
CONSUMERS

PRIMARY BUS I

R
E
S

R
E
S

O
F
F

O
F
F

N
O
R
M

N
O
R
M

BUS TIE I

PRIMARY BUS II

BUS TIE II

EXTERNAL
POWER
RECEPTACLE

ESSENTIAL BUS II

ESSENTIAL BUS I

NORM

ON
O
F
F

RESET
GEN I

NORM
O
F
F

RESET
BAT MSTR

O
F
F
RESET
GEN II

DC POWER CONTROL

EC135_FLH_0065_R

BATTERY BUS

GENERATOR
1

BATTERY

GENERATOR
2

RELAY
Fig. 7-36
MANUFACTURERS DATA
Rev. 9

DC power distribution typical installation

7 - 37

FLIGHT MANUAL EC 135 P2+

Systems Description

7.11.1

Cockpit Light (typical)

The cockpit light is a spotlight, installed on the cockpit ceiling behind the overhead console. It provides a rectangular illumination and is controlled by the spotlight switch on/off
and dim ring. The size of the rectangular illumination can be controlled by the spotlight
focusing ring. The cockpit light receives power from the No. 1 DC essential bus through a
circuit breaker marked CKPT LT, located on the overhead console. A spare bulb for exchange is behind the cockpit light housing cover.

1
2
3
4

Mounting bracket
Spotlight focusing ring
Spotlight switch on/off and dim ring
Housing cover

Fig. 7-37

7 - 38

Cockpit light typical installation

MANUFACTURERS DATA
Rev. 10

NEW MAP HOLDER (OPTIONAL)

NOTE

7 - 39

CENTRAL PANEL DISPLAY SYSTEM (CPDS)

7 - 40

7 - 41

General
VEMD

CAD

7 - 42

CPDS function modes

FLIGHT mode

CONFIGURATION mode

MAINTENANCE mode

MAINTENANCE MENU
FLIGHT REPORT
FAILURE
HOOK
OVER LIMIT
INFLIGHT EPC RESULT
TRANS. DATA
FUNCT. TIMES
DATALOADING
MODE NOT AVAILABLE
HARMONIZATION IN PROGRESS

7 - 43

OFF1

OFF2

RESET

+
SCROLL

7 - 44

CONFIG page

AIRCRAFT CONFIGURATION
AUXILIARY FUEL TANK:
ICING RATE SYSTEM:
SECOND BATTERY:
EXTERNAL LOAD:
HOOK
FUEL FLOW WITH SENSOR:
FUEL UNIT:
UNIT SYSTEM:
ALT. AND SPEED UNIT:
MAST MOMENT:

N/I
N/I
N/I
HOOK
N/I
LITER
SI
METER
N/I

VALID / ABORT
NOTECONFIG page

HOOK

7 - 45

OFF1

OFF2

SELECT

ENTER

7 - 46

A/C CONFIG page

SELECT

SELECT

SELECT

ENTER

VALID

ABORT
SELECT

ENTER

7 - 47

NOTE

7 - 48

first limit indicator page

820

95.0

7 - 49

FLI DEGR FLI DEGR

FLI FAIL

message zone

7 - 50

PRESS OFF 1

PRESS OFF 2

PRESS OFF

PRESS OFF 2

LIMIT
88 mn 88 s

NOTE

7 - 51

inflight EPCpage

INFLIGHT ENGINE POWER CHECK

NOT INSTALLED
SANDFILTER SELECT
BLEED AIR CONSUMERS
SWITCH OFF
STANDARD PRESSURE ALTITUDE
< 10000 ft
GENERATOR LOAD
REDUCE
STEADY LEVEL FLIGHT >65KIAS
PERFORM
ENG TRQ 2x60%
ADJUST
IF COLL STOP REACHED
DISMATCH TRQ
EPC START
PRESS ENTER
ENG 1

MARGIN

ENG 2

XXXX

TOTC

XXXX

7 - 52

inflight EPC result page

INFLIGHT EPC RESULT

WITH SANDFILTER
FLIGHT NUMBER: XXXXX

ENG 1

ENG 2

XXX.X
XXXX
XXX.X

TRQ %
TOTC
N1 %

XXX.X
XXXX
XXX.X

XXXX

ALT ft

XXXX

XX.X

OAT C

XX.X

ENG 1

MARGIN

ENG 2

XXX.X

TOTC

XXX.X

7 - 53

EPC FAIL page

INFLIGHT ENGINE POWER CHECK

NOT AVAILABLE

INVALID PARAMETERS:

7 - 54

OAT RANGE
TRQ1
TOT1
N1 1
P0 1
T0 1
TRQ2
TOT2
N1 2
P0 2
T0 2

flight reportpage

FLIGHT REPORT
FLIGHT NUMBER
XXXXX
DURATION XX h XX min
FLIGHT / TOTAL

CYCLE

FIGHT / TOTAL

XX.XX / XXXX.XX
XX.XX / XXXX.XX
XX.XX / XXXX.XX

N1
N2
NP

XX.XX / XXXX.XX
XX.XX / XXXX.XX
XX.XX / XXXX.XX

OVERLIMT
MM > 66%
MM > 78%

TIME
XXmnXX.Xs
XXmnXX.Xs

MAX
XXX.X %
XXX.X %

FAILURE: CPDS FCDS 1/AFCS FCDS 2

EXIT

PRESS RESET

7 - 55

engine and electrical parameter page

kg

HOOK

7 - 56

ELEC/VEH page

SELECT

SELECT

ENTER

SELECT

7 - 57

caution and fuel page

Caution/Advisory
half page

7 - 58

caution and fuel fail page

7 - 59

caution/advisory half page

Start

SYSTEM I

MISC

SYSTEM II

SYSTEM I

7 - 60

MISC

SYSTEM II

Before aquisition

After aquisition

No.

SYSTEM I

MISC

SYSTEM II

7 - 61

7 - 62

BLEED AIR

AIR COND

HOOK UNLD

S/L LIGHT

S/L LT EXT

IR ON

SAND FILT

IFCO

PITOT HTR

AUX F XFER

TRAIN ARM

7 - 63

CAU/FUEL page

SCROLL

SCROLL

SCROLL

SCROLL

7 - 64

caution and backup page

7 - 65

system status page

SCROLL

SCROLL

SELECT

SELECT

+ or

+ or

7 - 66

VEMD and CAD page control

all three lanes available

SCROLL

The engine power check (EPC) pages, as described in

para 7.13.2.3, can be selected by using the SCROLL button.

Exception

RESET

7 - 67

one VEMD lane off

flight phase
SCROLL

shutdown phase

RESET

ground phase

SCROLL

SCROLL

SCROLL

7 - 68

CAD off

SCROLL

SCROLL

SCROLL

shutdown phase

RESET

7 - 69

both VEMD lanes off

7 - 70

CAD and one VEMD lane off

SCROLL

SCROLL

SCROLL

shutdown phase

RESET

7 - 71

No.

FAILED VEMD
LANE

REMAINING LANE

7 - 72

MISC