Ec135 t2 Basis Flm

EC 135 T2+ APPROVED ROTORCRAFT FLIGHT MANUAL

Valid for Model:

EC135 T2+

Registration Mark: Serial No.: Year of Manufacture: IT IS THE OPERATOR’S OPERATOR’S RESPONSIBILITY RESPONSIBIL ITY TO MAINTAIN THIS MANUAL IN A CURRENT STATUS STATUS IN ACCORDANCE WITH THE LIST OF EFFECTIVE PAGES. This manual is part of the above designated helicopter. It includes the material to be furnished to the pilot as required by JAR-27. The “Airworthiness Limitations” section of the Rotorcraft Maintenance Manual shall be complied with.

THIS MANUAL MUST BE CARRIED IN THE HELICOPTER AT ALL TIMES. Original Issue - FEB. 21, 2006 Approved by EASA:

Published by:

EASA approval no. R.C.01552

EUROCOPTER DEUTSCHLAND GmbH

Rev.

0

TITLE

FLIGHT MANUAL EC 135 T2+ Approving Authorities

APPROVING AUTHORITIES

EUROPEAN AVIATION AVIATION SAFETY AGENCY (EASA)

Revisions to this flight manual beginning with Revision No. 0 are approved by EASA based on Regulation (EC) No. 1592/2002 of the European Parliament and of the Council of 15 July 2002.

DIRECCION NACIONAL DE D E AERONAVEGABILIDAD AERONAVEGABILIDAD (DNA)

The DNA approves this RFM for EC 135 T2+ helicopters for aircraft registered in the Republic of Argentina in accordance with the provisions under Section 21.29 of DNAR 21. The Manual is required by DNA Type Certificate Data Sheet N HE-0002- last revision. _

Later revisions and supplements to this Manual shall be approved by the LBA (EASA) on behalf of the DNA.

APPROVING AUTHORITIES

Rev.

0

FLIGHT MANUAL EC 135 T2+ Manual Contents

MANUAL CONTENTS

GENERAL

1

LIMITATIONS

2

EMERGENCY PROCEDURES

3

NORMAL PROCEDURES

4

PERFORMANCE DAT DATA

5

(APPROVED PART / NON-APPROVED PART)

MASS AND BALANCE

6

(EQUIPMENTLIST/MASSANDBALANCERECORD)

SYSTEMS DESCRIPTION

7

HANDLING, SERVICING, MAINTENANCE

8

FLIGHT MANUAL SUPPLEMENTS

9

(SPECIAL OPERATIONS / OPTIONAL EQUIPMENT)

OPPERATIONAL TIPS

10

APPENDIX

11

5.1 L E

9.1

5.2 R B M

9.2

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0

MANUAL CONTENTS - 1/( - 2 blank)

FLIGHT MANUAL EC 135 T2+ Log of Revisions

LOG OF REVISIONS

FIRST ISSUE

ORIGINAL

EASA APPROVED Rev. 0

FEB 21, 2006

LOR - 1

FLIGHT MANUAL EC 135 T2+ Log of Revisions

LOG OF REVISIONS (CONTINUED)

LOR - 2


FLIGHT FLIGHT MANUAL MANUAL

EC 135 T2+

Record of Revisions

RECORD OF REVISIONS

Rev. No.

Date Approved

Inserted Date

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Inserted Date

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EC 135 T2+

Record of Revisions

RECORD OF REVISIONS

Rev. No.

ROR - 2

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Rev. No.

(Continued)

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Inserted Date

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EC 135 T2+

Record of Supplement Revisions

RECORD OF SUPPLEMENT REVISIONS

Su . No.

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Inserted Date

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Date Appr.

Inserted Date

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EC 135 T2+

Record of Supplement Revisions

RECORD OF SUPPLEMENT REVISIONS

Su . No.

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EC 135 T2+

LIST OF EFFECTIVE PAGES NOTE

N, R, or D indicate pages which are New, Revised or Deleted respectively. Remove and dispose of superseded pages, insert the latest revision pages and complete the Record of Revisions as necessary. necessary. Rev Remarks/ No. Effectivity

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Log of Revisions Log of Revisions Record of Revisions Record of Sup upp plement Revisions List of Effective Pages Record of Tempo po-rary Revisions Record of Installed Software Versions Organization of the Manual

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In cert certif ific icati ation! on!

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Appendices

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FLIG FLIGHT HT MA MANU NUAL AL EC 135 135 T2+ T2+ Record of Temporary Revisions

RECORD OF TEMPORARY REVISIONS

Temp. Rev. No.

Inserted

Removed

Date Approved Date

Initials

Date

Initials

ROTR - 1

FLIG FLIGHT HT MA MANU NUAL AL EC 135 135 T2+ T2+ Record of Temporary Revisions

RECORD OF TEMPORARY REVISIONS (CONT.)

Temp. Rev. No.

ROTR - 2

Inserted

Removed

Date Approved Date

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Date

Initials

FLIGHT MANUAL

EC 135 T2+

Record of installed software versions and of performed SBs and ASBs

SOFTWARE – RECORD OF INSTALLED VERSIONS This Flight Manual applies to all the EC 135 helicopter model variants listed on the title page. Certain portions of the manual, however, may apply to only specific software versions of the installed equipment. Therefore, the record given below should be used to indicate the applicable versions of this Software to the pilot.

Updates of this Software-record Software-record are the responsibility of the H/C operator. operator. This Record shall be inserted in the Flight Manual EC 135 T2+ of the helicopter with the below listed serial number:

/ Registration___________ S/N ____________ S/N ____________ Registration____________ _

EQUIPMENT

Installed Software version

Engines installed

TURBOMECA ARRIUS 2B2

ae

gna ure

AFCS

CPDS

FCDS

FCDS (3–Screen version)

ROIV

1

FLIGHT MANUAL

EC 135 T2+


Equipment

Installed Software version

Date

Signature

Single FCDS

NMS

2

ROIV

FLIGHT MANUAL

EC 135 T2+


RECORD OF SERVICE– UND ALERT SERVICE BULLETINS The record given below should be used to indicate the performed SB’s and ASB’s. Number and Titel of the SB/ASB

ROIV

Date

Signature

3

FLIGHT MANUAL

EC 135 T2+


Number and Titel of the SB/ASB

4

Date

Signature

ROIV

FLIGHT MANUAL EC 135 T2+ Organization of the Manual

ORGANIZATION ORGANIZATION OF THE MANUAL

1.

GENERAL To achieve the required degree of safety, this manual must be used in conjunction with the relevant regulations covering aircraft operation, such as aerial navigation laws in the operators country. It is essential for the crew to become familiar with the contents of this manual, special certification requirements and any information specific to customized configurations, and to check all revisions and related requirements.

2.

PAGE NUMBERING The numbering of pages within each section consists of the section number or designation, a dash and the consecutive number of the page beginning with “1”; e.g. for Section 3: 3-1, 3-2, etc. Figures are likewise numbered consecutively by section, such as Fig. 3-1, Fig. 3-2, etc.

Exceptions: –

The nu numbe berring of of th the Table of Contents pages preceding each section in this manual consists of the section number, a dash and the consecutive Roman numeral (lower case) of the page, beginning with ”i”; e.g. for Section 3: 3-i, 3-ii, etc.

–

The pa page num numb bers of of the the Flight Manual Supplements and Appendices consist of the section number, a dash, the number of the Supplement/Appendix, a dash and the consecutive number of the page; e.g. for FMS 9.1-17: 9.1-17–1, 9.1-17–2, etc.

–

Figures Figures withi within n a Flight Flight Manual Manual Suppl Suppleme ement nt and Appen Appendix dix are are numbered numbered consec consecuutively, such as Fig. 1, Fig. 2, etc.

The numbers of blank reversed pages are printed on the preceding page by using dual page numbering; e.g. 3-9/(3-10 blank). If, at a later date, pages have to be added to the initial printing, the new pages may carry the number of the preceding page plus a letter suffix; e.g. 2-6A, 2-6B, etc. 2.1

Flight Manual Supplements (FMS) Each FMS is self-contained and corresponds in its general arrangement to the basic Flight Manual, but only additional information or different data will be the subject of an FMS. Each FMS, although complete in nature, shall therefore be used in conjunction with the basic Flight Manual. A Log of Supplements is provided for each applicable subsection as an index listing the current supplements. The manufacturer retains the right to convert optional equipment to standard equipment at any time as a product improvement program. FLM coverage of the converted optional equipment, however, will remain as an FMS in Section 9 and also as an optional equipment item entry in the Equipment List. An entry in the STD EQPT EFFECTIVITY column of the Log of Supplements is used to indicate the converted optional equipment by providing an effectivity statement of the affected helicopters.


OOM - 1


FMS’s of non-installed optional equipment and FMS’s of non-intentioned special operations, need not to be carried in the helicopter. These FMS’s can be filed in the binder “EXTRANEOUS FLIGHT MANUAL SUPPLEMENTS”. 2.2

Flight Manual Appendices (FMA) Each FMA is self-contained and corresponds in its general arrangement to the basic Flight Manual, but only additional information or different data will be the subject of a FMA. Each FMA, although althou gh complete in nature, shall therefore be used in conjunction with the approved Flight Manual. When two or more Appendices are issued, a Log of Appendices will be provided as an index listing the current Appendices.

3.

EFFECTIVITY STATEMENTS

3.1

Definition of Effectivity identification The contents of this Manual applies to all the EC 135 helicopter model variants listed on the title page and defined in this Section. However, certain portions of the manual may apply to only specific models, variants, serial numbered helicopters, etc... Therefore, an effectivity identification system is used to indicate where differences brought about by helicopter modifications, Service Bulletins, customer options, variations of the basic model helicopter, etc. occur within the manual. This system comprises effectivity statements, identified by the word EFFECTIVITY followed by the definition of applicability. The applicability may be defined using: –

a spec specif ifie ied d mode modell or vari varian antt type type,,

–

an eigh eightt-di digi gitt nume numeri ric c indi indica cato torr,

–

a Servi Service ce Bull Bulleti etin n (SB) (SB) modi modific ficati ation on numb number er,, and/or and/or

–

a cl clear ear tex textt def defiiniti nition on..

The eight-digit numeric indicator begins with the four digits of the lowest assigned manufacturer’s serial number, to indicate first effectivity, and ends with the four digits of the highest assigned manufacturer’s serial number, to indicate last effectivity, of an unbroken sequence of assigned serial numbered helicopters. A hyphen is shown between the two numbers. Open ended effectivity is indicated by “9999” in the last effectivity, e.g. 0415-9999 indicates helicopter serial number S-415 and subsequent. An SB effectivity is indicated as either “Before SB...” or “After SB...” meaning respectively before and after incorporation of the specific numbered Service Bulletin on the helicopter. 3.2

Method of indicating Effectivity The amount of manual coverage required by the differences brought about by model, variants or modification differences (effectivity) varies from small or minor (portions of text) to extensive (entire pages). Therefore, the effectivity statements may apply to portions of a page or an entire page. Effectivity statements applying to portions of a page immediately precede and are located in the extreme left hand margin directly above the text to which they relate. When

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the defined applicability ends, an effectivity statement defined as “ALL” is used to mean that the information following applies again to all models, variants, etc. as listed on the FLM title page or, when applicable, as defined by the page effectivity statement. Effectivity statements applying to the entire page content will be located at the bottom of the page adjacent to the page number. Pages that are applicable for the basic series helicopter therefore, will not have an effectivity statement at the bottom of the page. 3.3

Incorporating pages having entire page Effectivity statements Compare the effectivity statements of those pages having identical page numbers and determine which page(s) applies to your helicopter (front and backpage, if necessary). Insert that page(s) in the FLM binder. Discard the page(s) which does not apply.

NOTE

4.

Do not discard pages having a page effectivity statement “After SB......” that at present may not apply to the helicopter unless however, it is absolutely certain that the stated Service Bulletin will never be incorporated.

REVISION SERVICE This manual is kept up-to-date by revisions and temporary revisions.

4.1

Revisions Revisions are issued periodically. They are printed on white paper and are incorporated into the Manual in accordance with a “Change Instructions” sheet which need not be inserted in the Manual. Revisions are numbered consecutively beginning with the No. 1.

4.2

Temporary Revisions Temporary revisions are provided to transmit information between revisions. They are printed on yellow paper and are accompanied by a “Change Instructions” sheet and an updated “List of Effective Temporary Revisions” page. Temporary revisions are numbered consecutively beginning with the No. 1; e.g. Temp. Rev. 1, Temp. Rev. 2, etc...

4.3

Revisions of Supplements Revisions of Supplements are issued as required. They are independent from revisions of the Basic Manual. Revisions of Supplements are numbered consecutively beginning with the No. 1 (The original is Rev. 0). They are printed on white paper and are incorporated into the Manual in accordance with a “Change Instructions” sheet which need not to be inserted in the Manual.

4.4

Identifying revised material Changes (except as noted below) to the text and tables (including new material on added pages) are indicated by a vertical line in the outer margin. Change symbols will not be shown for: –

Intr Introd oduc ucto torry mat mater eria iall.


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–

Blank Blank space resu resulti lting ng from from the dele deletio tion n of text, text, or an illu illustrat stration ion or a part of of an ilillustration, or table.

–

Correction Correction of minor inaccuraci inaccuracies, es, such such as spellin spelling, g, punctuati punctuation, on, relocation relocation of materimaterial, etc., unless such correction changes the meaning of instructive information and procedures.

Changes to illustrations (except diagrams and schematics) may be indicated by a miniature pointing hand. A vertical line next to changed text and callouts on illustrations may be used in lieu of a pointing hand. Shading and screening are used for diagrams and schematics to highlight the area containing the changed information. Extensively changed presentations may be indicated by a screen border around the affected area.

4.5

Procedure for minor changes in the Flight Manual In the event of minor errors (typing error, misprints) or minor changes, EUROCOPTER is authorized autho rized by EASA to release release a revision which needs not to be certified by the authorities. In this case the procedures for a normal revision apply, except of the revision number mentioned on the LEP and on the bottom of each page which follows the rules stated below: Example: Supplement 9.2–24, last revision was Rev. 4, afterwards on page 4 a typing error was found and has ha s been corrected. The revision revision for the minor minor change is numbered numbered with the next subsequent revision number (here 4.1), which has to be mentioned on the respective page and on the LEP. LEP. The next “normal” revision, approved by EASA (with a corresponding approval number), will be Rev. 5. Page

R

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FLIGHT MANUAL EC 135 T2+ GENERAL

SECTION 1 GENERAL

TABLE OF CONTENTS Page 1.1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1

1.2

ORGANIZATION OF THE MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1

1.2.1

Approved and non-approved data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1

1.2.2

Description of the sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1

1.3

GENERAL DESCRIPTION OF THE HELICOPTER . . . . . . . . . . . . . . . . . . . . . 1 - 3

1.4

HELICOPTER DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 4

1.5

NOISE LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 7

1.6

CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 7

1.7

TERMINOLOGY AND DEFINITIONS OF TERMS . . . . . . . . . . . . . . . . . . . . . 1 - 16

1.7.1

WARNINGS, CAUTIONS and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 - 16

1.7.2

Use of procedural terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 - 16

1.8

ABBREVIATIONS AND SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 17

LIST OF FIGURES Fig. 1-1

Principal dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 5

Fig. 1-2

Cabin dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 6

Fig. 1-3

No Noise levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 7

Fig. Fig. 1-4 1-4

Conv Conver ersi sion on char chart: t: Cels Celsiu ius s ( C) – Fahrenheit ( F) . . . . . . . . . . . . . . . . . . . . . 1 - 8

Fig. 1-5

Conversion chart: Kilometers /hour (km/h) – Knots (kt) . . . . . . . . . . . . . . . . 1 - 9

Fig. 1-6

Conversion chart: Meters/second (m/s) – Feet/minute (ft/ ft/min) . . . . . . . . . 1 - 10

Fig. 11 -7

Conversion chart: Kilograms (kg) – Pounds (lb) . . . . . . . . . . . . . . . . . . . . . 1 - 11

Fig. 1-8

Conversion chart: Liters – US Gallons – Imp. Gallons . . . . . . . . . . . . . . . . 1 - 12

Fig. Fig. 1-9 1-9

Conv Conver ersi sion on char chart: t: Hect Hectop opas asca cals ls (hPa (hPa)) – Inch Inches es of Me Merc rcur ury y (in. (in. Hg) Hg) . . . . 1 - 13

_

_

Fig. 1-10 Standard atmosphere table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 14 Fig. 1-11 Wind component chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 15


1 – i/( 1 – ii blank)

FLIGHT MANUAL EC 135 T2+ General

SECTION 1 GENERAL

1.1

INTRODUCTION This Flight Manual contains the information necessary for safe and efficient operation of the EC135 T2+ helicopter with the Center Panel Display System (CPDS with software V 2005 or subsequent) installed. The user is assumed to have flying experience, therefore elementary instructions and basic principles have been omitted.

1.2

ORGANIZATION OF THE MANUAL This Flight Manual is largely organized in the standardized format recommended by the Helicopter Association International. It is divided into an approved part consisting of sections 1 thru 5, and 9, and into a non-approved part consisting of sections 6, 7, 8,10 and 11.

1.2.1

Approved and non-approved data The approved part of this manual meets all certificating authority requirements for approved approved data. The non-approved part contains data supplied by the aircraft manufacturer.

1.2.2

Description of the sections The sections of the manual are largely independent with each section beginning with its own table of contents.

Approved part: SECTION 1

General presents information of general interest to the pilot, basic helicopter data and conversion tables. In addition, it provides definitions and explanations of symbols, abbreviations, and terminology used in the manual.

SECTION 2

Limitations contains those limitations required by regulation or necessary for safe operation of the helicopter and approved by the regulatory authority.

SECTION 3

Emergency and Malfunction Procedures contains the recommended procedures for dealing with various types of emergencies, malfunctions or critical situations.

SECTION 4

Normal Procedures contains the recommended procedures for normal ground and air operation of the helicopter.


1-1


SECTION 5

Performance Data contains airworthiness and performance information necessary for preflight and inflight mission planning. Subsection 5.1 contains approved data. Subsection 5.2 contains non-approved data supplied by the aircraft manufacturer.

SECTION 9

Flight Manual Supplements Subsection 9.1 contains Flight Manual Supplements (FMS) with instructions for special operations (e.g. Category A, etc.). Subsection 9.2 contains Flight Manual Supplements (FMS) providing operating instructions of approved optional equipment.

Non-approved part:

1-2

SECTION 6

Mass and Balance contains the definitions for various mass and balance locations and the procedure for the determination of the center of gravity. Appended to this section are the Mass and Balance Record form for maintaining a continuous record of changes in structure and equipment affecting the mass and balance, and the Equipment List form for the listing of optional equipment with data necessary for mass and balance computations.

SECTION 7

Systems Description contains a brief description of the helicopter, its systems and the various standard equipment with information considered most important to the flight crew.

SECTION 8

Handling, Service, Maintenance contains servicing data, cleaning and care procedures as well as information for ground handling.

SECTION 10

Operational Tips contains general information and indications for an efficient operation of the helicopter bearing in mind environmental aspects (e.g. “minimum noise” procedures, etc.).

SECTION 11

Appendix contains Flight Manual Appendices (FMA) for optional equipment and special operations.



1.3

GENERAL DESCRIPTION OF THE HELICOPTER The EC 135 is a light twin-engined multi-purpose helicopter with five seats in the basic version and optional seat arrangements for up to eight persons. The pilot’s seat is on the RH side.

Engines: The EC 135 T2+ T2+ is powered powered by two two Turbomeca ARRIUS 2B2 engines with digital engine control (FADEC) system. The twin-engine reliability is enhanced by a fully-separated fuel system, a dual hydraulic system, a dual electrical system and a redundant lubrication system for the main transmission. Transmission: The main transmission is a two-stage flat design gearbox, with anti-resonance rotor isolation isolation system (ARIS). Main rotor: The helicopter is equipped with a four-bladed 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. Antitorque system: The helicopter is equipped with a “Fenestron-type” antitorque system, having a tail rotor with 10 blades. The Fenestron is controlled via a “Flexball” type cable, routed from the pedals to the input control lever of the Fenestron. Fuselage: The primary structure consists mainly of sheet metal design. Cabin frame, bottom shell, doors, engine cowling and nose access panel 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. Tail boom: The tail boom can be separated from the fuselage, and consists of the horizontal tail plane with end-plates, vertical fin with integrated tail rotor, tail rotor gearbox and fairing. Fuel tanks: The fuel system comprises two fuel tanks, a fuel supply system, a refueling and grounding equipment and a monitoring system. The main tank and supply tank with overflow to the main tank and sufficient separated quantity for 20 minutes flight in OEI condition 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.


1-3


1.4

HELICOPTER DIMENSIONS Fig. Fig. 1-1 shows a three-view drawing of the helicopter with its principal dimensions. For cabin dimensions see Fig. Fig. 1-2. Locations on and within the helicopter can be determined in relation to fuselage stations (F.S. or STA.), waterlines (W.L.), and buttock lines (B.L.), measured in millimeters from known reference points (see Section 6 ’’Mass and Balance”).

1-4



m 6 5 . 1

m 0 . 2

m 1 5 . 3

X C E H – D

m 5 6 . 2

m 6 6 . 0 m 0 . 1

m 0 2 . 0 1

m 6 1 . 2 1 m 7 8 . 5

º 5

D _ 1 0 0 0 _ H L F _ 5 3 1 C E


) l a n o i t p o (

m m 0 0 2 . 3 . 3 3

m 5 3 . 3

Fi . 1-1

Princi al dimensions

1-5


m 0 5 . 1

1.23 m

m 5 0 . 1

m 9 7 . 1

m 4 7 . m 0 4 0 . 4

m 7 9 . 0

m 5 2 . 2

m 8 2 . 1

R _ 1 1 0 0 _ H L F _ 5 3 1 C E

1-6

0.89 m

Fig. Fig. 1-2 Cabi Cabin n dime dimens nsio ions ns EASA APPROVED Rev. 0


1.5

NOISE LEVELS Noise levels (corrected values) based on a gross mass of 2910 kg are shown in Fig. Fig. 1-3.

Flight phase

Measurements according ICAO Annex 16 Chapter 8

FAR 36 limits at 2910 kg

Takeoff

88.3

94.5

87.8

94. 5

Flyover

85.7

93.5

85.8

93.5

Approach

94.9

95.5

94.9

95.5

Fig. Fig. 1-3 1-3

1.6

ICAO limits at 2910 kg

Measurements according FAR Part 36 Appendix H

Noi Noise level evels s

CONVERSION CHARTS For conversion of most important units within the FLM use the charts Fig. Fig. 1-4 thru Fig. Fig. 1-9 and the standart atmosphere table (Fig. (Fig. 1-10) on following pages.


1-7


CELSIUS – FAHRENHEIT



°F + 9 5



°C + 5 9

°C ) 32 + 1.8 (°C)17.8)

Examples:

845 C = 1553 F _

(°F*32)

225 F = 107 C

_

_

_

) F ( T I E H N E R H A F S E E R G E D _

DEGREES CELSIUS ( C ) _

Fig. Fig. 1-4 1-4

1-8

Conve Convers rsio ion n char chart: t: Celsi Celsius us ( C) – Fahrenheit ( F) _

_



KILOMETERS PER HOUR – KNOTS

1 kmh + 0.54 kt

Examples:

266 km/h = 143.6 kt

1 kt + 1.853 kmh

42 kt = 78 km/h

) t k ( S T O N K

KILOMETER PER HOUR (km/h)

Fig. Fig. 1-5 Convers Conversion ion char chart: t: Kilom Kilomete eters rs /hour /hour (Km/ (Km/h) h) – Knot Knots s (kt) (kt)


1-9


METERS / SECOND – FEET / MINUTE

1 ms + 196.85 ftmin

Examples:

4.7 m/s = 925.2 ft/min

100 ftmin + 0.508 ms

3447 ft/min = 17.5 m/s

) s / m ( D N O C E S R E P S R E T E M

FEET PER MINUTE (ft/min)

Fig. 1-6

1 - 10

Conversion Conversion chart: Meters/second Meters/second (m/s) – Feet/minute Feet/minute (ft/min)



KILOGRAMS – POUNDS

1 kg + 2.205 lb

Examples:

1 lb + 0.454 kg

540 kg = 1190.7 lb

5821 lb = 2643 kg

) g k ( S M A R G O L I K

POUNDS (lb)

Fig. Fig. 1-7 Conver Conversio sion n chart chart:: Kilo Kilogram grams s (kg) (kg) – Pou Pounds nds (lb) (lb)


1 - 11


LITERS – U.S. GALLONS – IMP. GALLONS

1 U.S. gal + 3.786 l 1 l + 0.264 U.S. gal Examples: or:

1 Imp. gal + 4.544 l 1 l + 0.220 Imp. gal

320 l = 84.5 U.S. gal

320 l = 70.4 Imp. gal

70.4 Imp. gal = 84.5 U.S. gal

) l a g . p m I ( S N O L L A G L A I R E P M I H S I T I R B

) l a g . S . U ( S N O L L A G . S . U

LITERS (l)

Fig. 1-8

1 - 12

Conversion Conversion chart: Liters (l) – US Gallons Gallons (US (US gal) gal) – Imp. Gallons Gallons (Imp. gal)



HECTOPASCALS – INCHES OF MERCURY

1 hPa (mbar) + 0.02953 in. Hg

Examples:

1007.5 hPa = 29.75 in. Hg

1 in. Hg + 33.865 hPa (mbar)

30.96 in. Hg = 1048.4 hPa (mbar)

) r a b m a P h ( S R A B I L L I M S L A C S A P O T C E H

INCHES OF MERCURY (in. Hg)

Fig. 1-9


Conversion Conversion chart: Hectopascals Hectopascals (hPa) – Inches Inches of Mercury (in. Hg)

1 - 13


STANDARD STANDARD ATMOSPHERE TABLE Standard sea level conditions:

ALTITUDE

(ft)

Temperature:

15 C (59 F)

Pressure:

1013.25 hPa / mbar (29.921 inches Hg.)

Density:

1.225 kg/m3 (0.0023769 slugs/cu.ft.)

DENSITY RATIO s

_

1

_

TEMPERATURE

s

( C) _

( F) _

PRESSURE

PRESSURE

PRESSURE

(hPa/mbar)

(Hg)

RATIO

0

1.0000

1.0000

15.000

59.000

1013.25

29.921

1.0000

1000

0.9711

1.0148

13.019

55.434

977.18

28.856

0.9644

2000

0.9428

1.0299

11.038

51.868

942.14

27.821

0.9298

3000

0.9151

1.0454

9.056

48.302

908.14

26.817

0.8962

4000

0.8881

1.0611

7.076

44.735

875.12

25.842

0.8637

5000

0.8617

1.0773

5.094

41.169

843.08

24.896

0.8320

6000

0.8359

1.0938

3.113

37.603

811.99

23.978

0.8014

7000

0.8106

1.1107

1.132

34.037

781.86

23.088

0.7716

8000

0.7860

1.1279

-0.850

30.471

752.63

22.225

0.7428

9000

0.7620

1.1456

-2.831

26.905

724.29

21.388

0.7148

10000

0.7385

1.1637

-4.812

23.338

696.82

20.577

0.6877

11000

0.7155

1.1822

-6.793

19.772

670.21

19.791

0.6614

12000

0.6932

1.2011

-8.774

16.206

644.40

19.029

0.6360

13000

0.6713

1.2205

-10.756

12.640

619.44

18.292

0.6113

14000

0.6500

1.2403

-12.737

9.074

595.23

17.577

0.5875

15000

0.6292

1.2606

-14.718

5.508

571.83

16.886

0.5643

16000

0.6090

1.2815

-16.699

1.941

549.14

16.216

0.5420

17000

0.5892

1.3028

-18.680

-1.625

527.23

15.569

0.5203

18000

0.5699

1.3246

-20.662

-5.191

505.99

14.942

0.4994

19000

0.5511

1.3470

-22.643

-8.757

485.48

14.336

0.4791

20000

0.5328

1.3700

-24.624

-12.323

465.63

13.750

0.4595

Fig. Fig. 1-10 1-10

1 - 14

Stand Standar ard d atmo atmosp sphe here re tabl table e



WIND COMPONENT CHART NOTE

Charts and calculating examples represented in this Flight Manual do not take into account wind speed factors. Apply any necessary factors as required by operational rules.

HEADWIND COMPONENT – kt 0

5

10

15

20

25

30

35

40

45 20

º 0 9

15

10

5

0 0

5

10

15

20

25

30

35

40

t k – T N E N O P M O C D N I W S S O R C

45

REPORTED WINDSPEED – kt

Fig. Fig. 1-1 1-11

Wind Wind Comp Compone onent nt Char Chartt

EXAMPLE:

Known:

Takeoff heading

270°

Repor Reporte ted d wind wind dire direct ctio ion n 240 240° Reported wind speed

30 k t

Dete De term rmin ine: e:

a) b)

Cros Crossw swin ind d comp compon onen entt Headwind component

Solu olution tion::

a) Cross osswind wind compo ompone nen nt = 15 kt b) Headwind component = 26 kt

Wind direction relative to takeoff heading is 270° – 240° = 30 ° Enter chart at reported wind speed (30 kt). Move upward, following the shape of the curved lines to wind direction relative to takeoff heading (30°). Move vertically upward (read 26 kt headwind component) and horizontally right (read 15 kt crosswind component). EASA APPROVED Rev. 0

1 - 15


1.7

TERMINOLOGY AND DEFINITIONS OF TERMS

1.7.1

Warnings, Warnings, Cautions and Notes Throughout this manual WARNINGs, CAUTIONs and NOTEs are used to emphasize important and critical instructions.

WARNING

AN OPERATING PROCEDURE, TECHNIQUE, ETC. WHICH, IF NOT STRICTLY OBSERVED, COULD RESULT IN PERSONAL INJURY OR LOSS OF LIFE.

CAUTION

AN OPERATING PROCEDURE, TECHNIQUE, ETC. WHICH, IF NOT STRICTLY OBSERVED, COULD RESULT IN DAMAGE TO OR DESTRUCTION OF EQUIPMENT. EQUIPMENT.

NOTE

An operating procedure, technique, condition, etc. which is essential to emphasize.

WARNINGs and CAUTIONs always precede and are located directly above the text to which they relate. NOTEs are located directly below the text to which they apply. 1.7.2

Use of Procedural Terms The procedural term usage and meaning are as follows:

1 - 16

“Shall” and “Must”

have have been used used to expre express ss a manda mandator tory y requir requireme ement. nt.

“Should”

has been used to express non-mandatory provisions.

“May”

has been used to express permissiveness.

“Will”

has been used only to indicate futurity, never to express a mandatory requirement.



ABBREVIATIONS AND SYMBOLS

1.8

A

A a/c, acft AC,ac ADF AEO AGL ALT AMPS AP AR ARIS ASL ASTM ATC

-

Ampere Aircraft Alternating current Automatic direction finder All engines operating Above ground level Altitude Amperes Auto pilot Autorotation Anti-resonance Rotor Isolation System Above sea level American Society for Testing Material Air traffic control

B

B.A. BAT B.L. BOT

-

Bleed air Battery Buttock line Bottle

C

CAD C AS Cat. CAU CDS CFR C.G. CHP CIS CL Coll. COMM CPDS CSAS CT CTA cu ft

-

Cautions and Advisories Display Calibrated airspeed Category Caution Cockpit Display System Code of Federal Regulations Center of gravity Ch C hip Community of Independent States Cl C losed Collision Communication (radio) Central panel display system Control stability augmentation system Continuity test Centro Técnico Aeroespacial (Brazil) Cubic feet

D

DA DAFCS DC DCPL DEGR DG DGAC DISCH DISCON

- Density altitude - Digital automatic flight control system - Direct current - Decoupled - Degraded - Directional gyro - Direction Génerale de‘l Aviation Civile (France) - Discharge - Disconnected


1 - 17


D ME DNA

-

Distance measuring equipment Dirección Nacional De Aeronavegabilidad (Argentina)

E

EDL EECU e. g. EGT EHS EL EMER ENG EPC EPU ESS EXT

-

Equipment deviation list Electronic Engine Control Unit (FADEC TM T M) For example Exhaust gas temperature Electrohydraulic servo actuator Equipment list Emergency Engine Engine power check External power unit Essential External, extinguisher

F

F FAA FADEC FAR FDS Fig.,fig. FILT, FLT F LI FLM FLT ESS BUS F MA F MS fpm F.S. F.S.B. ft FU

-

Fuel Federal Aviation Agency (United States) Full Authority Digital Engine Control Federal Aviation Regulation Flight Data System Figure Filter First limit indication Flight manual Flight essential bus Flight manual appendix Flight manual supplement Feet per minute Fuselage station Fasten seat belt Foot (feet) Follow up

G

GA GAL, gal GEN GM GS,gs

-

Go around Gallon Generator Gross mass Ground speed

h, hr Hg HIGE HOGE HOR hPa HTR sw sw HUMS

-

Hours of time Mercury (hydrargyrum) Hover in ground effect Hover out of ground effect Horizon Hectopascal Heater switch Health and Usage Monitoring System

H

1 - 18



HV HY, HYD, HYDR -

Height-velocity Hydraulic

I

IAC-AR IAS IC ICS i.e. IFR IGE IMC Imp. in. INP IND INV ISA

- Interstate Aviation Commitee-Aviation Register (CIS) - Indicated airspeed - Intercommunication - Intercommunication system - Id est = that is (to say) - Instrument flight rules - In ground effect - Instrument meteorological conditions - Imperial - Inch - Input - Indicator - Inverter - International Standard Atmosphere

J

JAR

-

K

KCAS kg KIAS km kt KTAS kW

- Knots calibrated airspeed - Kilogram - Knots indicated airspeed - Kilometer - Knot - Knots true airspeed - Kilowatt

L

L, l, LTR, ltr lb LBA LDG LDP LEP LH LuftGerPo

- Liter - Pound - Luftfahrt-Bundesamt (Federal Republic of Germany) - Landing - Landing decision point - List of effective pages - Left hand - Luftgeräteprüfordnung

M

m MAN max, MAX MC, mc MCP MEL MGT MHS MIL min, MIN min MINR MISC

- Meter - Manual mode of operation - Maximum - Maximum continuous - Maximum continuous power - Minimum equipment list - Measured gas temperature - Mechanohydraulic servo actuator - Military standard or specification - Minimum - Minutes of time - Minor - Miscellaneous


Joined Airworthiness Requirements

1 - 19


MM mm MOD MSL MSTR

-

Mast moment Millimeter Modification Mean sea level Master

N

N N1, n1, Ng, ng N2, n2, Np, np NAV No., no. NORM NR, NRo

-

Newton Gas Gas gen gener erat ator or speed peed Powe Po werr tur turbi bine ne spee speed d Navigation (radio) Number Normal mode of operation Rotor speed

O

O OAT OEI OF OGE OPN OPT OT OVHT

- Oil - Outside air temperature - One engine inoperative - Oil filter - Out of ground effect - Op O pen - Optional equipment - Oil temperature - Overheat

P

P, PRESS Pa PA PAX pb PEC PIO/PAO P/N POS P&R PWR

-

R

RAI R/ C R/ D RD Rel. RES, RST Rev. RH RPM, rpm

- Registro Aeronautico Italiano - Rate of climb - Rate of descent - Reference datum - Release - Reset - Revision - Right hand - Revolutions per minute

S

s, sec SAS SB

- Seconds of time - Stability augmentation system - Service bulletin

1 - 20

Pressure Pa Pascal Pressure altitude Passenger Push button Position error correction Pilot in induced/assisted os oscillation Part number Position Pitch and Roll Power



SEL sel. SGL SHP SL S/N SOV SPAS sq STA. STBY std SW, sw

-

Selector select Single Shaft horse power Sea level Serial number Shutof f valve Stick position augmentation system Sq Square Station Standby Standard Switch

T

T TAS TCAG TDP TEMP Temp. Rev. T/O TOP TOT TRGB

-

Temperature True airspeed Transport Canada Airworthiness Group Takeoff decision point Temperature Temporary revision Takeoff Takeoff power Turbine outlet temperature Tail rotor gear box

U

U.S., US

-

United States

V

V VEMD VEH VFR VH VHF VMC VMO, VMO VNE, VNE VOR VTOSS VY

- Volt - Vehicle and Engine Multifunction Display - Vehicle - Visual flight rules - Ma Maxi ximu mum m hori horizo zont ntal al spe speed ed - Very high frequency - Visual meteorological conditions - Ma Maxi ximu mum m ope opera rati ting ng spe speed ed - NeverNever-exc exceed eed speed speed (veloc (velocity ity never never exce exceed) ed) - VHF omnidirectional radio ranging - Takeo akeoff ff safe safety ty spee speed d - Be Best st rat ratee-of of-c -cli limb mb spe speed ed

W WAT W.L.

-

X

XFER XFER-A XFER-F XFER-(F+A) XMSN

- Fuel transfer pump - Fuel transfer pump - Aft - Fuel transfer pump - Forward - Fuel tr transfer pu pump - Forward an and Af Aft - Transmission

Y

Y

-


Weight/Altitude/Temperature Waterline

Yaw

1 - 21


SYMBOLS: > 

< 

°C °F σ ∆N1 ∆PA

1 σ

1 - 22

-

Greater than Grea Greate terr tha than n or or equ equal al Less than Les Less than than or equa equall Degrees Celsius (centigrade) Degrees Fahrenheit Density ra ratio Devia Deviati tion on fro from m AEO AEO take takeof offf powe powerr N1 limit (modulated by the influence of PA and OAT) Pressure altitude correction True True airspeed airspeed factor (the recipr reciprocal ocal of the square root of the density density ratio, at the density altitude)


FLIGHT MANUAL EC 135 T2+ LIMITATIONS

SECTION 2 LIMITATIONS TABLE OF CONTENTS

Page 2.1

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1

2.2

KINDS OF OPERATION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1

2.3

BASIS OF CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1

2.4

MINIMUM FLIGHT CREW / MAXIMUM NUMBER OF OCCUPANTS . . . . . . 2 - 1

2.5

FLIGHT WITH OPTIONAL EQUIPMENT INSTALLED . . . . . . . . . . . . . . . . . . . 2 - 1

2.6

MASS AND LOAD LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2

2.6.1

Maximum gross mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2

2.6.2

Minimum gross mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2

2.6.3

Loading limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2

2.6.4

Tie-down ring limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2

2.7

CENTER OF GRAVITY LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3

2.7.1

Longitudinal center of gravity limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3

2.7.2

Lateral center of gravity limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3

2.8

AIRSPEED LIMITATIONS LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4

2.8.1

Forward flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4

2.9

ALTITUDE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 5

2.10

ENVIRONMENTAL OPERATING OPERATING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . 2 - 5

2.10.1

Ambient air temperature limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 5

2.10 2.10.2 .2

Demi Demist stin ing g syst system em . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 6

2.10.3

Icing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 6

2.10.4

Battery temperature limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 6

2.11

ROTOR RPM LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 6

2.12

ENGINE AND TRANSMISSION POWER LIMITATIONS LIMITATIONS . . . . . . . . . . . . . . . . . 2 - 7

2.13

OTHER ENGINE AND TRANSMISSION LIMIT LI MITA ATIONS . . . . . . . . . . . . . . . . . 2 - 8

2.13.1

Engine starter / generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 8

2.13.2

G Grround power starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 8


2 – i


Page 2.14

FUEL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 9

2.14.1

Fu F uel specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 9

2.14.1.1 Primary fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 9 2.14.1.2 Secondary fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 9 2.14.2

Fuel altitude-temperature envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 10

2.14.3

Fuel additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11

2.14.4

Fuel quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 13

2.15

OIL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 14

2.15.1

Oi O il specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 14

2.15.2

Oil quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 14

2.15.3

Engine oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 14

2.15.4

Engine oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 14

2.15.5

Main transmission oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 15

2.15.6

Main transmission oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 15

2.16

HYDRAULIC SYSTEM LIMITATIONS LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 15

2.16.1

Hydraulic fluid specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 15

2.16.2

Hydraulic system quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 15

2.17

OPERATIONAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 16

2.17.1

Rotor starting and stopping in high wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 16

2.17.2

Slope operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 16 Sl

2.17.3

Hover turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 16

2.17.4

Collective override stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 16

2.17.5

Prohibited flight maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 16

2.17.5

Operation with Gross Mass (GM) above 2835 kg . . . . . . . . . . . . . . . . . . . . . . 2 - 16

2.18

INSTRUMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 17

2.18.1

Analog instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 17

2.18.1.1 Airspeed indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 17 2.18.1.2 Triple tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 17 2.18.2

VEMD displayed instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18

2.18.2.1 First Limit Indicator (FLI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18 2.18 2.18.2 .2.2 .2 En Engi gine ne/t /trransm ansmis issi sion on oil oil temp temper erat atur ure/ e/pr pres ess sure ure bar bar grap graph h ind indiicato cators rs . . . . . . . 2 - 20 2.18 2.18.2 .2.3 .3 En Engi gine ne/t /trransm ansmis issi sion on oi oil tem tempera peratu ture re/p /prressu essure re bar bar grap graph h mar mark kings ings . . . . . . . 2 - 21 2.19

2 – ii

PLACARDS AND DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 22




Allowable C.G. Envelope (longitudinal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3

Fig. 2-2

Never-exc exceed spe pee ed (VNE – kt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4

Fig. 2-3

Primary Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 9

Fig. 2-4

Altitude-temperature en envelope an and restrictions for pr prima marry fuels . . . . . . . 2 - 10

Fig. Fig. 2-5 2-5

Mini Minimu mum m engin engine e oi oill tem temper peratu ature re (ve (vers rsus us fuel fuel ttem empe pera ratur ture) e) required for power application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11

Fig. 2-6

Minimum fuel temperature/oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 12

Fig. 2-7

FLI marking symbology on analog display . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18

Fig. 2-8

Digital data display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 19

Fig. 2-9

Typical bar graph display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20

Fig. Fig. 2-10 2-10

Engi En gine ne/t /trransm ansmis issi sion on oil oil tem tempe pera ratu ture re/p /pre res ssure sure bar bar gr graph aph mar marking kings s . . . . . 2 - 21


2 – iii/( 2 – iv blank)

FLIGHT MANUAL EC 135 T2+ Limitations

SECTION 2 LIMITATIONS WARNING IF ANY LIMITATION HAS BEEN EXCEEDED, MAINTENANCE ACTION MAY BE REQUIRED AND NECESSARY BEFORE NEXT FLIGHT. ENTER DURATION AND AMOUNT OF EXCESS IN LOGBOOK AND APPROPRIATE SYSTEM LOGBOOK (FOR EXAMPLE ENGINE LOGBOOK). 2.1

GENERAL This helicopter shall be operated in compliance with the limitations of this section. For definitions of terms, abbreviations and symbols used in this section refer to Section 1.

2.2

KINDS OF OPERATION The helicopter in its basic configuration is certified for land operation under day and night Visual Meteorological Conditions (VMC). With special equipment installed and operative and under observance of the procedures and limitations, described in FMS 9.2-44 and FMS 9.2-56, the helicopter is also certified for land operation under day and night Instrument Meteorological Conditions (IMC). With the emergency flotation system (optional equipment FMS 9.2-67) the helicopter can be operated over water in accordance to the national operating regulations.

2.3

BASIS OF CERTIFICATION This helicopter is basically certified according to JAR-27, first issue (Sept 6, 1993) with Category A engine isolation requirements.

2.4

MINIMUM FLIGHT CREW / MAXIMUM NUMBER OF OCCUPANTS The minimum flight crew consists of one pilot operating the helicopter from the right crew seat. The maximum number of occupants comprises up to 8 persons (including flight crew).

2.5

FLIGHT WITH OPTIONAL EQUIPMENT INSTALLED Refer to Subsection 9.2 for additional limitations, procedures and performance data.


2-1


2.6

MASS AND LOAD LIMITS

2.6.1

Maximum gross mass Maximum approved gross mass is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2910 kg

2.6.2

Minimum gross mass Minimum approved gross mass for flight is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1500 kg (see also Fig. 2-1 and observe FMS 9.2-25, Reinforced Rear Crosstube, if applicable)

2.6.3

Loading limits Maximum allowable floor loading is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 kg/m2

CAUTION

2.6.4

CARGO, BAGGAGE AND LOOSE ITEMS MUST BE PROPERLY STOWED AND TIED DOWN IN ORDER TO MAKE IN-FLIGHT SHIFTING IMPOSSIBLE (SEE ALSO REMARKS IN SECTION 6).

Tie-down ring limits Maximum allowable load per tie-down ring is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 kg

2-2



2.7

CENTER OF GRAVITY LIMITATIONS

2.7.1

Longitudinal center of gravity limits Station zero (datum) is an imaginary vertical plane, perpendicular to the aircraft centerline and located 2160 mm forward of the leveling point (see Section 6).

3000

A

B

A B C D

2800

2600

2400 g k – T H 2200 G I E W S 2000 S O R G 1800

X–STA – mm 4227.3 4369.0 4570.0 4180.0

GW – k g 2910 2910 1500 1840

D

1600 R _ 4 2 3 0 _ H L F _ 5 3 1 C E

C 1400

1200 4100

4150

4200

4250

4300

4350

4400

4450

4500

4550

4600

X–STA – mm

Fig. Fig. 2-1 Allowab Allowable le C.G. C.G. Envelo Envelope pe (longi (longitudi tudinal nal))

2.7.2

Lateral center of gravity limits Lateral center of gravity limits left and right of the fuselage centerline are . . . . . . 100 mm


2-3


2.8

AIRSPEED LIMITATIONS NOTE All airspeed values given in this manual are indicated airspeed (IAS) unless otherwise indicated.

2.8.1

Forward flight The following tables (Fig. (Fig. 2-2) show the airspeed limits under various atmospheric conditions (PA, OAT). The first table applies to helicopters with takeoff gross mass up to 2300 kg, the second table applies to helicopters with takeoff gross mass above 2300 kg and up to 2720 kg and the third table applies to helicopters with takeoff gross mass above 2720 kg and up to 2910 kg.

Pressure Altitude - ft -

0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000

OAT - °C –35

–30

–20

–10

0

+10

+20

+30

+40

+50

155

155

155

155

155

155

155

155

150

150

155

155

155

155

155

155

150

150

145

145

150

150

150

150

150

150

145

145

140

135

145

145

145

145

145

145

140

140

135

130

145

145

145

145

140

140

140

135

130

–

135

140

140

140

135

135

130

125

115

–

125

130

130

130

125

120

115

105

100

–

120

120

120

115

110

100

95

85

–

–

115

115

110

100

90

85

75

70

–

–

105

100

90

80

75

70

70

–

–

–

90

80

70

70

70

70

70

–

–

–

+40

+50

VNE -KIAS- for any takeoff gross mass up to 2300kg Pressure Altitude - ft -

OAT - °C –35

–30

–20

–10

0

+10

+20

+30

0 150 150 150 150 150 150 150 150 145 2000 150 150 150 150 150 150 145 145 140 145 145 145 145 145 140 140 135 4000 145 140 140 140 140 140 135 135 125 6000 140 140 140 140 135 130 125 115 105 8000 140 10000 135 135 135 130 125 115 105 95 90 125 120 115 105 95 85 75 70 12000 125 115 105 95 85 75 70 70 14000 115 95 85 75 70 70 70 70 16000 100 18000 75 70 70 70 70 70 70 20000 70 70 70 70 70 70 70 VNE -KIAS- for any takeoff takeoff gross mass above 2300kg 2300kg up to 2720 kg

2-4

145 135 125 115 – – –



Pressure Altitude - ft -

OAT - °C –35

–30

–20

–10

0

+10

+20

+30

+40

140 140 140 14 0 140 140 140 140 0 140 140 140 140 14 0 140 140 140 140 2000 140 140 140 140 14 0 140 140 135 130 4000 140 6000 140 140 140 140 14 0 135 125 120 110 140 140 135 12 5 120 110 100 90 8000 140 135 125 115 10 5 95 85 75 70 10000 135 125 115 105 95 85 80 70 70 12000* 125 VNE -KIAS- for any takeoff takeoff gross mass above 2720kg 2720kg up to 2910 kg

+50 140 135 120 100 – – –

para. 2.9 2.9 ALTITUDE LIMITATIONS * Observe para. Fig. Fig. 2-2 2-2

Never Never-e -exc xcee eed d Sp Speed eed (VNE – kIAS)

VNE for OEI operation under all conditions is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 kt or as shown in the VNE- tables (Fig. (Fig. 2-2), whichever is less. VNE for steady autorotation under all conditions is . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 kt or as shown in the VNE- tables (Fig. (Fig. 2-2), whichever is less. 2.9

ALTITUDE LIMITA LI MITATIONS TIONS NOTE All altitudes given in this Manual are pressure altitudes, unless otherwise indicated. Maximum operating altitude is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 000 000 ft ft Maximum operating altitude for hover in ground effect / takeoff and landing is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 000 000 ft DA DA For gross mass above 2720 kg and up to 2835 kg, maximum operating altitude is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 000 ft For gross mass above 2835 kg and up to 2910 kg, maximum operating altitude is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 000 ft

2.10

ENVIRONMENTAL OPERATING CONDITIONS

2.10.1

Ambient air temperature limitations Minimum air temperature is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – 35_C Maximum air temperature is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA+ ISA+ 39_C

(max (m ax.. + 50_C) For OAT  30 _C . . . . . . . . . . . . . . . . . . . . . . . . cockpit ventilation must be set to maximum “Pull for Heating/Defog” lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push If Air Condition Unit (9.2–38) is not installed, “Pull for Air” le ver . . . . . . . . . . . . . . . . Pull If Air Condition Unit (9.2–38) is installed, AIR COND sw . . . . . . . . . . . . . . . . . . . . . . . ON EASA APPROVED Rev. 0

2-5


2.10.2

Demisting system An approved heating system for demisting must be installed.

2.10.3

Icing conditions Flight into icing conditions is prohibited.

2.10.4

Battery temperature limits For engine start-up start-up at outside air temperatures temperatures below below – 20°C using the aircraft battery, the aircraft aircraft battery shall shall be preheated preheated to at least – 20°C.

2.11

ROTOR RPM LIMITATIONS WARNING MAIN ROTOR LEAD–LAG RESONANCE MAY OCCUR IN THE 60–68% ROTOR RPM RANGE. WHEN ROTOR RPM IS WITHIN THIS RANGE, ANY STIMULATION OF LEAD–LAG OSCILLATION MAY RESULT IN SEVERE DAMAGE OF THE MAIN ROTOR BLADES. THEREFORE, MAINTAIN THE CYCLIC STICK IN NEUTRAL POSITION AND THE COLLECTIVE DOWN.

CONDITION

Power ON

Minimum Transient (max. 20 s)

Power OFF

85 %

Minimum Continuous 1500 kg

 GM

1900 kg

 GM

< 1900 kg

Maximum Continuous

97 %

80 %

97 %

85 %

104 %

106 %

Maximum Transient (max. 20 s)

112 %

RPM Warning Light and AUDIO Warnings:

NR RPM

RPM-Light

AUDIO-Tone

Reset

ON

Intermittent Low

Yes

NR  10 106 %

Flashing

Gong

Yes

NR  11 112 %

Flashing

Continuous High

No

NR  97 97 %

NOTE

2-6

D

In normal “Power On” operation the rotor speed is governed automatically as a function of density altitude (see Sect. 7 Engine Control System).

D

Observe High NR mode for GM above 2835 kg in sec.7. EASA APPROVED Rev. 0


2.12

ENGINE AND TRANSMISSION POWER LIMITATIONS Turbomeca ARRIUS 2B2 Engine: Transmission: Zahnradfabrik Friedrichshafen AG (ZF) FS 108 FLI Marking

Transmission e cop er Limits max. torque

%

Engine Operating Limits max. TOT

max. N1-SPEED /

max. N2-SPEED

(Gasgenerator)

(Output Shaft)

C

%

%

min. 60

min. 85 (20 sec) max. 108 (20 sec)

_

CONDITION Starting Transient (max. 5 sec)

11.0

895

Starting (unlimited)

8.5

810

Transient

max. 102 (5 sec) Partial power

2 x 10

106

All Engines Operating 10.0 2)

2 x 78

897

86.1 – 100

104

9.02)

2 x 69

879

85.3 – 99

104

30 sec. Power1)

13.5 2)

1 x 1283)

1024

91.7 – 105

1 04

2.0 min. Power1)

13.0 2)

1 x 125

994

91.7 – 103.5

104

Max. Contin. Power

11.02)

1 x 89.5

942

87.4 – 101.3

104

Takeoff Power (5 min) VvVy Max. Continuous Power One Engine Inoperative

1) Max. torque, max. N1 and max. TOT are logged automatically by the EECU. Read out the stored values from the EECU and record duration and maximum value in the helicopter and engine logbook. For information and maintenance action refer to the Engine Maintenance Manual and the helicopter Maintenance Manual. Use of this OEI– Power settings may significantly reduce the engine life time.

2) Markings for torque, TOT and nN1 only. 3) When the 128% torque limit has been exceeded, read out the stored values from the EECU and record duration and maximum value in the helicopter logbook. For information and maintenance action refer to the helicopter Maintenance Manual.

NOTE

D

When reaching topped values on FLI, the pilot has to respect the RPM values with the collective.

D

A transient AEO TOP power limit of 2 x 82% torque (10.4 FLI) has been established for VvVy and unintended use of max. 10 seconds duration only. Exceeding of any one of those limits requires maintenance action (refer to the maintenance manual)

CAUTION


THE OEI POWER RATINGS ARE LIMITED TO USE ONLY AFTER FAILURE OF AN ENGINE EXCEPT OF THE MCP VALUES WHICH MAY

2-7


ALSO BE USED FOR TRAINING OR DEMONSTRATION PURPOSES. EXCEEDANCE OF THE OEI MCP VALUES MAY REQUIRE MAINTENANCE ACTION.

2.13

OTHER ENGINE AND TRANSMISSION LIMITATIONS

2.13.1

Engine starter/generator starter/generator When starting engines, the starter energize time is the time which elapses between initiation of the starter and ignition in the turbine. When performing engine ventilation, the starter energize time is the time which elapses while the starter switch is placed to the VENT position. To prevent starter overheat damage, the starter energize time is limited as follows:

EFFECTIVITY

If 25 Ah or 26 Ah or 27 Ah battery is installed. 30 60 30 60 30 30

EFFECTIVITY

If 40 Ah battery is installed or when using ground power unit. 15 30 15 30 15 30

EFFECTIVITY

seconds ON seconds OFF seconds ON seconds OFF seconds ON minutes OFF

seconds ON seconds OFF seconds ON seconds OFF seconds ON minutes OFF

All.

The 30 minute cooling period is required before beginning another starting cycle. Maximum continuous load per generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 A PA > 15000 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 A 2.13.2

Ground power starts The current flow shall be limited to 700 A as a maximum, when using 28V DC ground power units for starting.

2-8



2.14

FUEL LIMITATIONS

2.14.1

Fuel specifications NOTE Specifications apply to the latest index, latest amendment in force. Fuel conforming to the following specification is authorized for use:

2.14.1.1 2.14.1.1 Primary Primary fuels fuels

TYPE OF FUEL

SPECIFICATION Primary Fuels

NATO symbol

USA Kerosene-50 (AVTURFS II) JP-8

F 34

Kerosene-50 (AVTUR) JET A-1

F 35

ASTMD-1655 JET A-1

–

ASTMD-1655 JET A

Kerosene

High flash point Kerosene JP-5 (AVCAT)

F 43

High flash point Kerosene JP-5 (AVCAT-FS II)

F 44

MIL-T-83 133D

– MIL-T -5624 JP-5

Fig. Fig. 2-3 2-3

UK

F

CIS

AIR 3405/F DERD 2453

–

DERD 2494

AIR 3405/F

–

–

–

DERD 2498

AIR 3404/F

–

DERD 2452

AIR 3404/F

–

–

Pri Prima mary ry Fuel Fuels s

Normally JP–5/JP–8 fuels are preblended with anti–icing additives. It is the operator‘s responsibility to make certain that the fuel used contains an anti–icing additive when necessary. Additional anti–icing additives shall not be added to pre–blended fuels. (see 2.14.3)

NOTE Using this primary fuels, the engine shall operate satisfactorily throughout the altitudetemperature envelope, defined in para 2 para 2.14.2. .14.2. 2.14.1.2 2.14.1.2 Secondary Secondary fuels fuels Not approved.


2-9


2.14.2

Fuel altitude-temperature envelope and restrictions

F F u u e e l l a a l t l t i d i d u u t e t e - t - t e e m m p p e e r a r a t t u u r e r e

F i g . 2 4 A l t i t u d e t e m p e r a t u r e e n v e l o p e f o r p r i m a r y f u e l s

e e n n v v e e l o l o p p e e l i m i t a t i o n s

2 - 10

Pressure Alltitude [ ft ] F S 3 p 4 e , c i F a 3 l 5 I n a f l n g i d h J t e R t e A s t a r t p r o c e d u r e f o r I n f l i g h t R e s t a r t r e s t r i c t i o n f o r F 4 3 a n d F 4 4

N o t e : O b s e r v e p a r a 2 . 1 4 . 3

H e l i c o p t e r o p e r a t i n g l i m i t a t i o n

I S A + 3 9

E n g i n e s t a r t – u p e n v e l o p e r e s t r i c t i o n f o r a l l p r i m a r y f u e l s

_

[ I S A + 3 9 ° C ]

C



2.14.3

Fuel additives Anti-icing fuel additives:

EFFECTIVITY

Before SB EC135–11–010 or SB EC135–71–027

No fuel additives required for fuel temperatures down to –11 C. 5

NOTE When using fuels without anti-ice additive for fuel temperatures between –11 C and –20 C, a minimum engine oil temperature has to be reached depending on 5

5

fuel temperature according to Fig. Fig. 2-5 , before power application.

0

–5

–10

) C (

–12

°

e r u t a r e–15 p m e t l e u f m u m–20 i n i M

–15

–19

SHADED AREA MUST BE AVOIDED ! –25

–30 5

Fig. 2-5

10

20

30

40 50 60 Minimum oil temperture (° C)

70

80

85

Minimum Minimum engine oil temperature temperature (versus (versus fuel fuel temperat temperature) ure) required required for power power application application


2 - 11


EFFECTIVITY

After SB EC135–11–010


NOTE When using fuel without anti-icing additive for fuel temperaturesv –13 C, a mini_

mum engine oil temperature of + 50_C for continuous operation must be reached.

EFFECTIVITY



NOTE When using fuel without anti-icing additive for fuel temperaturesv –15 C, a mini_

mum engine oil temperature of + 50_C for continuous operation must be reached. It is permissible permissible to apply low power when the engine oil temperature reaches 10_C (0_C for 3cSt oil) to reduce the ground run time. EFFECTIVITY

All

Respect para. 2.15.4 for engine oil warm up. When operating with a fuel temperature out of the approved fuel limitations one of the following anti–icing additives is required: When using fuels with anti-icing additives (pre-blended or added) it has to be assured that the following requirements are fulfilled: Concentration by volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max 0.15%, min 0.10%

NOTE Observe FLM Section 8 para. 8.2. Fuel System Anti-Icing Additives/ Icing Inhibitors (FSII) Type

NATO symbol

Joint erv erv ce Designat

EGME

S–748

AL–31

Specifications USA

UK

FRANCE

CIS

MIL-I27686 or

DERD 2451

AIR 3652

–

DEF STAN 68-252

AIR 3652

–

MIL-DTL27686

DiEGME

S–1745

AL–41

MIL-I85470 or MIL-DTL85470

Fig. Fig. 2-6 2-6

2 - 12

Anti An ti-i -ici cing ng addi additi tive ves s



2.14.4

Fuel quantities Fuel mass values are based on a fuel density of 0.8 kg/liter.

EFFECTIVITY

For helicopters with 680 liters fuel tank

TANK

TOTAL FUEL liters

UNUSABLE FUEL

kilograms

liters

kilograms

Main

565

452.0

4.25

3.4

Supply

115

92.0

2 x 2.6

2 x 2.1

Totals

680

544.0

9.45

7.6

EFFECTIVITY


TANK

TOTAL FUEL liters

UNUSABLE FUEL

kilograms

liters

kilograms

Main

593

474.5

4.25

3.4

Supply

117

93.5

2 x 2.6

2 x 2.1

Totals

710

56 8

9.45

7.6

EFFECTIVITY

All

CAUTION


PRIMARY SOURCE FOR FUEL QUANTITY INFORMATIOM IS THE DISPLAYED DIGITAL VALUE. THE PICTORIAL INDICATION HAS TO BE CONFIRMED BY THE DIGITAL VALUE.

2 - 13


2.15

OIL LIMITATIONS

2.15.1

Oil specifications Oil Type / Specifications Engine

Refer to TM ARRIUS 2B2 Maintenance Manua l For 5 cST visco. oil the Temp. Range is -30 C up to 50°C; 5

For 3 cST visco. oil the Temp. Range is -35 C up to 30°C. 5

Main Transmission Transmission

ZFN L 3001: ZF Oil specification for aviation gearboxes

- NATO NATO O–156; MIL-L-23699; Fenestron Gearbox

- OAT  –30 C : NATO NATO O–155; 5

MIL-L-6086C; Air - 3525 B

2.15.2

Oil quantities Liters* Engines (each tank)

4.85

Main Transmission

10.0

Fenestron Gearbox

0.5

*Oil mass values are assumed as 1.0 kg/ltr. 2.15.3

Engine oil pressure Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.3 bar

Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-5 bar Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 bar Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar For engine starting (max. 2min.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 –15 bar 2.15.4

Engine oil temperature Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . –45°C to 10 °C Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°C to 110 °C Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 °C Minimum for starting (observe 2.15.1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . –35°C Minimum for power application with 5 cSt and 3.9 cSt oil . . . . . . . . . . . . . . . . . . . . . . . 10°C Minimum for power application with 3 cSt oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°C

NOTE For oil warm up, the engines have to run in FLIGHT mode at low pitch, and the gas generator speed (N1) must remain below 90%.

2 - 14



2.15.5

Main transmission oil pressure Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.5 bar

Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 - 7.8 bar (Significant fluctuation within this range may occur during normal operation)

Caution range (see para. 2.18.2.3.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8 - max.10 bar 2.15.6

Main transmission oil temperature Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

–45°C to 0 °C

Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°C to 105 °C Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105°C to 120 °C Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120 °C Minimum for power application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°C

2.16

HYDRAULIC SYSTEM LIMITATIONS

2.16.1

Hydraulic fluid specifications Oil Type Hydraulic system

MIL-H-5606 F and subsequent Air 3520 H-515

2.16.2

Hydraulic system quantities Liters Hydraulic system 1 Hydraulic system 2


1.0 1.2

2 - 15


2.17

OPERATIONAL LIMITATIONS

2.17.1

Rotor starting and stopping in high wind Starting and stopping the rotor is authorized up to max. 50 kt wind from all horizontal directions.

2.17.2

Slope operations Ground sloping in any direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 6_ (if an optional mast moment indicating system is installed, refer also to FMS 9.2–69).

2.17.3

Hover turns Gross mass up to 2835 kg: Hover turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 60°/s (6 seconds for a 360° turn) Gross mass above 2835 kg and/or HIGH NR mode activated: Aggressive pedal turns are forbidden. Hover turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 30°/s (12 seconds for a 360° turn)

2.17.4

Collective override stop The collective pitch lever travel is limited by an override stop. If, in the event of an emergency, increased collective pitch is required, the collective stop may be exceeded. The required override control force at the beginning of the emergency range is approximately 25 Newton.

2.17.5

Prohibited flight maneuvers Aerobatic maneuvers are prohibited.

2.17.6

Operation with Gross Mass (GM) above 2835 kg During any flight with GM > 2835 kg the HIGH NR mode must be selected (see sec.7).

2 - 16



2.18

INSTRUMENT MARKINGS The pointers and scales of the instruments are marked as follows: Left systems (engine, fuel,...) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Right systems (engine, fuel,...) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Main rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R Minimum and maximum limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red radial Maximum continuous power OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . dashed yellow radial 2.0 min power OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . short dashed red radial 30 sec power OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . long dashed red radial Topping limit (in conjunction with the selected 2.0 min or 30 sec power) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . active red topping triangle Starting transient limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red triangle Normal/continuous range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . green arc Start, HOGE and caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . yellow arc Never exceed speed - power off . . . . . . . . . . . . . . . . . . . . . . . . . . . red cross-hatched radial Transient Torque limit 82% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red dot

2.18.1

Analog instruments

2.18.1.1 2.18.1.1 Airspeed Airspeed indicator indicator 0 kt 3 0 kt 155 kt 90 kt

to 30 kt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . yellow arc to 155 kt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . green arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red radial radial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red cross-hatche cross-hatched d radial

2.18.1.2 2.18.1.2 Triple Triple tachometer tachometer Engine RPM (N2): 85%

.........................................................

red dot

97%

.......................................................

97%

to

104 % . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . green arc

104%

to

106 % . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . yellow arc

106% 108%

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red radial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red dot

red radial

Rotor RPM: 80%

.......................................................

80%

to

red radial

106 % . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . green arc

106%

.......................................................

112%

.........................................................


red radial red dot

2 - 17


2.18.2

VEMD-displayed instruments

2.18.2.1 First First Limit Indicator Indicator (FLI) The First Limit Indicator (FLI) (Fig. (Fig. 2-7) displays all data associated with the helicopter engine primary primary limitations: N1 (∆N1), TOT, Torque. This indication is completed by the display of digital data for the three parameters . The dial scale is arbitrary and does not represent a percent value. Max. TOT starting (appears only during starting) TOT starting transient (appears only during starting) AEO Takeoff Power Range, max.5min AEO max. Takeoff Power OEI Max Continuous Power OEI 2.0 min. Power OEI 30 sec. Power Transient Dot TRQ 82% ( appears not during starting and Training Mode)

OEI HI

R _ 4 1 1 0 _ H L F _ 5 3 1 C E

– 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

– Active topping triangle indicates the selected OEI 2.0 min. or 30 sec. power limitation

Fig. Fig. 2-7 FLI markin marking g symbol symbology ogy on analog analog displa display y

2 - 18



a)

b) Fig. Fig. 2-8 2-8

c)

d)

Digi Digita tall data data disp displa lay y

A value that is within the normal operating range is displayed as shown in Fig. Fig . 2-8 a). A solid white rectangle associated with a parameter indicates the parameter shown by the needle (Fig. (Fig. 2-8 b). If AEO operation in the yellow range (above MCP) or if OEI operation in the 2.0 min. power band is detected, the digital data is yellow underlined (Fig. (Fig. 2-8 c). If AEO operation above TOP or if OEI operation above the 2.0 min. power band is detected, the digital data is red underlined and the line is flashing. For the 5 min. limit the counter is invisible. For the OEI 30 sec./2.0 min. power limit the counter is visible in conjunction with the topping symbol and the OEI HI or OEI LO indication, as shown in fig. fig. 2-7. The total time above OEI MCP is limited to 2 min. 30 sec.. Five seconds before the counter reaches zero a flashing red box appears around the word “LIMIT”. When the countdown has expired, the red box is fixed. When the OEI 30 sec. power limitation has been exceeded, the timer and the OEI HI display disappear and a fixed red limit box appears.

NOTE

D

If the helicopter is operated in the 30 sec./ 2.0 min. power band and the flashing red box appears, immediately reduce power in order to go to the next lower power band.

If one of the parameters is invalid, a yellow failure symbology replaces the information concerning the faulty parameter. For further FLI information refer to FLM sec.7.


2 - 19


2.18.2.2 Engine/transmission oil temperature/pressure bar graph indicators The symbology and animation logic of the bar graphs which indicate the values for engine/transmission oil temperature/pressure is as follows:

R _ 0 2 1 0 _ H L F _ 5 3 1 C E

b)

a) Fig. Fig. 2-9 2-9

c)

Typic ypical al bar bar grap graph h disp displa lay y

–

If the value value is is in the norm normal al ope operat ration ion range range,, the limit limitati ation on display display is is as shown shown in fig. fig. 2-9 a).

–

If the valu value e reaches reaches the the yellow yellow regi region, on, the the numeri numeric c value value is yellow yellow under underlin lined ed and flashes ( 2-9 b)).

–

If the valu value e enters enters the the red regi region, on, the the numeri numeric c value value is red red underlin underlined ed and flashes and the yellow and red limitation markings grow ( 2-9 c)).

The animation logic applies analog to the temperature indication. For further bar graph markings refer to 2 to 2.18.2.3. .18.2.3.

2 - 20



2.18.2.3 Engine/transmission oil pressure/temperature bar graph markingss

Engine

17.5

145

10

110

5

10 1.3 –45

0

Transmission

10

140 120

7.8

R _ 1 2 1 0 _ H L F _ 5 3 1 C E

105

0 0.5 –45

0

NOTE The yellow failure symbology of the main transmission oil pressure bar graph may occur during cold start for a few seconds.

Fig. 2-10 EASA APPROVED Rev. 0

Engine/Transmi Engine/Transmission ssion oil temperature/p temperature/pressur ressure e bar graph markings markings

2 - 21


2.19

PLACARDS AND DECALS All placards shown below are usually presented in bilingual form German/English. However, for non LBA-registered helicopters, markings and placards intended for emergency passenger information and instruction, and instruction for operation of passenger doors may be provided in local language. The following illustrations of placards and decals are typical presentations. Slight formal differences from the real placards and decals do not affect the information presented therein.

Placard: DIESER HUBSCHRAUBER HUBSCHRAUBER IST ZUGELASSEN FUER VFR VFR TAGAG- UND UND NACH NACHTB TBET ETRI RIEB EB

THIS HELICOPTER IS APPROVED FOR VFR VFR DAY DAY AND AND NIGH NIGHT T OPER OPERA ATION TION

Location: Upper RH frame Placard:

Location: Cockpit door LH, cabin roof, center post Placard: MAX. ZUL. ABFLUGMASSE 2910 kg MAX. PERMISS. GROSS MASS 2910 kg Location: Below forward RH cabin door Placard: BORDSPRECHANLAGE INTERCOM Location: Below external power connection

2 - 22



Placard:

WARTUNG – SERVICING ANLASSEN – STARTING 28 VDC Location: External power connection Placard:

NICHTS UNTER DIE SITZE STELLEN DO NOT STOW ANYTHING UNDER THE SEATS Location: Center post, middle portion and beside RH/LH cabin window Placard:

AUF OPEN

SCHIEBETUER OEFFNEN OPEN

ZU CLOSED

SLIDING DOOR

Location: Sliding doors, inside (LH) and outside (RH)


2 - 23


Placard:

AUF OPEN

SCHIEBETUER OEFFNEN OPEN

ZU CLOSED

SLIDING DOOR Location: Sliding doors, inside (RH) and outside (LH) EFFECTIVITY


Placard:

KRAFTSTOFF FUEL

680 L 180 US. GAL.

___________________ ____________________________ __________________ ________________ _______ – PRIMARY FUELS:

JETA, JETA1, JP5, JP8

___________________ ____________________________ __________________ ________________ _______ WEITERE KRAFTSTOFFSORTEN KRAFTSTOFFSORTEN SIEHE FLUGHANDBUCH FOR ADDITIONAL FUEL TYPES SEE FLIGHT MANUAL

Location: Near fuel tank filler neck EFFECTIVITY


Placard:

KRAFTSTOFF FUEL

710 L 187 US. GAL.

___________________ ____________________________ __________________ ________________ _______ – PRIMARY FUELS:

JETA, JETA1, JP5, JP8

___________________ ____________________________ __________________ ________________ _______ WEITERE KRAFTSTOFFSORTEN KRAFTSTOFFSORTEN SIEHE FLUGHANDBUCH FOR ADDITIONAL FUEL TYPES SEE FLIGHT MANUAL

Location: Near fuel tank filler neck EFFECTIVITY

2 - 24

All EASA APPROVED Rev. 0


Placard:

ACHTUNG HEIZLUFT DUESE FREIHALTEN ATTENTION HOT AIR KEEP NOZZLE FREE

Location: Air outlet beside RH/LH cabin door Placard: MAX. BODENLAST 600 kg/m2 LADEGUT VERZURREN ZUL. BELASTUNG PRO VERZURROESE 100 kg MAX. FLOOR LOAD 600 kg/m2 CARGO TO BE SECURED MAX. LOAD PER EYE 100 kg Location: Cargo compartment panelling, RH

Placard: MAX. LAST: 230 KG MAX. LO LOAD: 500 LB LBS Location: Inside, near safety harness fitting (optional)


2 - 25


Placard:

Location: Center post, middle portion

Placard:

VORSICHT HEISS CAUTION HOT Location: Beside RH and LH pitot tubes support

Placard:

TUERGRIFF NICHT WAEHREND DES FLUGES BETAETIGEN DO NOT OPERA OP ERATE TE DOOR HANDLE DURING FLIGHT Location: Sliding door, inside, LH and RH and cockpit door LH

2 - 26



Placard:

Location: Upper part of the instrument panel


2 - 27


EFFECTIVITY

Before SB EC135–11–010 or SB EC135–71–027

Placard: BEI FASS- ODER KANISTERBETANKUNG SIEB VERWENDEN FOR BARREL OR GAS CAN REFUELING USE SCREEN BEI BETRIEB UNTER –11 C (12.2 F) ENTEISUNGSZUSATZ NACH FLUGHANDBUCH NUR BEI NICHT VORGEMISCHTEN KRAFTSTOFFEN HINZUFÜGEN _

_

FOR OPERATION BELOW –11 C (12.2 F) ADD ANTI–ICING–ADDITIVE ACC. TO FLIGHT MANUAL ONLY TO NOT PREBLENDED FUELS _

_

Location: Near fuel tank filler neck

EFFECTIVITY


Placard: BEI FASS- ODER KANISTERBETANKUNG SIEB VERWENDEN FOR BARREL OR GAS CAN REFUELING USE SCREEN BEI BETRIEB UNTER –20 C (–4 F) ENTEISUNGSZUSATZ NACH FLUGHANDBUCH NUR BEI NICHT VORGEMISCHTEN KRAFTSTOFFEN HINZUFÜGEN FUER WEITERE INFORMATIONEN SIEHE FLM PARA. 2.14 FOR OPERATION BELOW –20 C (– 4 F) ADD ANTI-ICING ADDITIVE ACCORDING TO FLIGHT MANUAL ONLY TO NON-PREBLENDED FUELS. FOR ADDITIONAL INFORMATION REFER TO FLM PARA. 2.14. _

_

_

_

Location: Near fuel tank filler neck

2 - 28



EFFECTIVITY


Placard: BEI FASS- ODER KANISTERBETANKUNG SIEB VERWENDEN FOR BARREL OR GAS CAN REFUELING USE SCREEN TEMPERATUREINSCHKRAENKUNGEN IM FLM BEACHTEN OBSERVE TEMPERATURE LIMITATIONS IN THE FLM Location: Near fuel tank filler neck

EFFECTIVITY

All


2 - 29


Placard:

Location: Outside, upper part LH and RH sliding door Placard:

Location: Inside, upper part LH and RH sliding door Placard: (optional)

EXIT Location: Inside, cockpit door LH and above sliding doors LH and RH

2 - 30



Placard:

BEI GESCHLOSSENER TÜR MUSS DER GRIFF VOLLSTÄNDIG VERRIEGELT SEIN (PARALLEL ZUM FENSTERRAHMEN) WHEN THE DOOR IS CLOSED, THE HANDLE MUST BE IN FULLY FULLY CLOSED POSITION (PARALLEL (PARALLEL TO WINDOW FRAME) Location: Sliding doors, inside, and cockpit door copilot, inside

Placard:

MAX 3 Kg Location: Beside luggage net on LH and /or RH clamshell door


2 - 31/(2 - 32 blank)

FLIGHT MANUAL EC 135 T2+ Emergency and Malfunction Procedures

SECTION 3 EMERGENCY AND MALFUNCTION PROCEDURES TABLE OF CONTENTS

Page 3.1

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1

3.1.1

Basic rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1

3.1.2

Memory items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 Me

3.1.3

Operating condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2

3.1.4

Urgency of landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2

3.1.5

Definition of terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2

3.2

WARNINGS AND CAUTIONS

3.2.1

Warning light indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 4

........................................ 3-4

BAT DISCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 5 BAT TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 5 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 6 LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7 LOW FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7 ROTOR RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8 XMSN OIL P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8 3.2.2

Caution light indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 9 MASTER CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 9

3.2.3

CPDS caution indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 10 BAT DISCON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 10 BUSTIE OPN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 10 CAU DEGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 11 CAD FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 11 CPDS OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 11 DEGRADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 12 ENG CHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 13 ENG CHIP CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 14


3 – i


ENG EXCEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 14 ENG FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 14 ENG MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 15 ENG O FILT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 16 ENG OF CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 16 ENG OIL P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 17 EPU DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 17 EXT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 18 FADEC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 19 FLI DEGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 21 FLI FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 22 F FLT CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 22 F PUMP AFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 23 F PUMP FWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 24 F QTY DEGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 24 F QTY FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 25 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 25 FUEL FILT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 26 FUEL PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 26 FUEL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 27 F VALVE CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 27 GEN DISCON (single) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 28 GEN DISCON (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 29 GEN OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 30 HTG OVTEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 30 HYD PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 31 IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 31 INP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 32 OVSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 32

3 – ii



OVSP/ ENG FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 33 P0 MISCMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 33 PITOT HTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 34 PRIME PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 34 REDUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 34 SHED EMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 35 STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 35 T1 MISCMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 36 TRGB CHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 36 TRGB CHP CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 37 TWIST GRIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 37 VEMD FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 37 XMSN CHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 38 XMSN CHP CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 38 XMSN OIL P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 39 XMSN OIL T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 39 XMSN OT CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 40 YAW SAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 40 3.3

CPDS MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 41

3.3.1

Failure of VEMD lane 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 41

3.3.2

Failure of VEMD lane 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 42

3.3.3

Failure of CAD lane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 43

3.3.4

Failure of both VEMD lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 45

3.4

ENGINE EMERGENCY CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 46

3.4.1

Single Engine Failure - Hover IGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 46

3.4.2

Single Engine Failure - Hover OGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 47

3.4.3

Single Engine Failure - Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 48

3.4.4

Single Engine Failure - Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 49

3.4.5

Single Engine Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 50

3.4.6

Single Engine Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 51

3.4.7

Inflight Restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 52

3.4.8

Engine Overspeed - Driveshaft Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 53

3.4.9

Engine Overspeed - Governor Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 54

3.4.10

Engine Oil Temperature High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 55


3 – iii


3 – iv

3.4.11

Double Engine Failure - Hover IGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 56

3.4.12

Double Engine Failure - Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 57

3.4.13

Double Engine Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 57

3.4.14

Autorotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 58

3 .5

FIRE EMERGENCY CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 59

3.5.1

Cabin Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 59

3.5.2

Electrical Fire / Short Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 60

3 .6

TAIL ROTOR FAILURE CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 61

3.6.1

Tail Rotor Drive Failure - Hover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 61

3.6.2 3.6 .2

Tail ail Roto Rotorr Driv Drive e Fail Failur ure/F e/Fix ixed ed-p -pit itch ch Tai Taill Roto Rotorr Contr Control ol Fail Failur ure e - Fwd Fwd Flig Flight ht . 3 - 62 62

3 .7

SYSTEM EMERGENCY/MALFUNCTION CONDITION . . . . . . . . . . . . . . . . . 3 - 63

3.7.1

Cyclic Trim Actuator Failure / Runaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 63

3.7.2

Pitot / Static Port Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 63

3.7.3

Abnormal Vibrations during Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 63

3.7.4

Failure of HIGH NR mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 64



SECTION 3 EMERGENCY AND MALFUNCTION PROCEDURES

3.1

GENERAL This section contains the recommended procedures for managing various types of emergencies, malfunctions and critical situations.

WARNING

AFTER AN ACTUAL EMERGENCY OR MALFUNCTION MAKE AN ENTRY IN THE HELICOPTER LOGBOOK AND, WHEN NECESSARY, THE AFFECTED SYSTEM LOGBOOK (E.G. ENGINE LOGBOOK). MAINTENANCE ACTION MAY BE REQUIRED AND NECESSARY BEFORE NEXT FLIGHT.

For definitions of terms, abbreviations and symbols used in this Section, refer to Section 1. 3.1.1

Basic rules These procedures deal with common emergencies. However, they do not prevent the pilot from taking additional action necessary to recover the emergency situation. Although the procedures contained in this Section are considered the best available, the pilot’s sound judgement is of paramount importance when confronted with an emergency. To assist the pilot during an inflight emergency, three basic rules have been established: 1. Mainta Maintain in aircra aircraft ft control control 2. An Anal alys yse e the sit situa uati tion on 3. Take ake prope properr acti action on

NOTE

3.1.2

It is impossible to establish a predetermined set of instructions which would provide a ready-made decision applicable to all situations.

Memory items Emergency procedure steps which shall be performed immediately without reference to either this Manual or the pilot’s checklist are written in boldface letters on a gray background (as shown here) and shall be committed to memory. Therefore, those emergency procedures appearing without boldface letters on a gray background may be accomplished referring to this Manual, and when time and situation permit.


3-1


3.1.3

Operating condition The following terms are used in emergency procedures to describe the operating condition of a system, subsystem, assembly or component:

3.1.4

Affected

Fails to operate in the normal or usual manner

Normal

Operates in the normal or usual manner

Urgency of landing NOTE

The type of emergency and the emergency conditions combined with the pilot’s analysis of the condition of the helicopter and his proficiency are of prime importance in determining the urgency of a landing.

The following terms are used to reflect the degree of urgency of an emergency landing:

LAND IMMEDIATELY IMMEDIATELY The urgency of landing is paramount. Primary consideration is to assure survival of the occupants. Landing in water, trees or other unsafe areas should be considered only as a last resort.

LAND AS SOON AS POSSIBLE Land without delay at the nearest adequate site (i.e. open field) at which a safe approach and landing can be made.

LAND AS SOON AS PRACTICABLE The landing site and duration of flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area where appropriate assistance can be expected is not recommended. 3.1.5

Definition of terms The term

“OEI flight condition condition ....– Establish” is used as a leading step in some engine emergency procedures to express the following: 1. In case that power of affected engine tends to zero: –

Main Ma intai tain n the nor norma mall en engi gine ne withi within n OEI OEI limi limits ts..

–

Attemptt to obtain Attemp obtain a safe sing single le engine engine flig flight ht condi conditio tion. n. If a climb climb is neces necessar sary y to reach a safe flight condition, attempt to obtain Vy.

–

Continu Continue e with with the the rema remaini ining ng steps steps of the the relev relevant ant procedu procedure. re.

2. In case that affected engine still delivers delivers power:

3-2

–

If deemed deemed necess necessary ary,, try to esca escape pe from from immedi immediate ate dange dangerr with both both engines engines operating.

–

Establish Establish steady level flight and d determi etermine ne ifif the the situatio situation n will allow for OEI flight. flight. As a rule of thumb, this can be done by checking that the sum of the individual EASA APPROVED Rev. 0


engine torques is lower than the OEI torque limit. If this is fulfilled, re-check OEI power available by setting the affected engine to IDLE while maintaining the normal engine within appropriate OEI limit. D If engine power is sufficient for OEI flight and if a safe OEI landing can be

assumed, continue with the remaining steps of the relevant procedure. D If engine power is not sufficient for OEI flight or if a safe OEI landing is not

assured, LAND AS SOON AS POSSIBLE. If necessary, re-establish power of affected engine before landing. After landing perform single engine emergency shutdown of affected engine.


3-3


3.2

WARNINGS AND CAUTIONS Emergency situations will be indicated either by a red warning light on the WARNING PANEL coming on together with a gong signal, or a caution indication on the CAD and a yellow master caution light on the instrument panel. A red warning light indicates a hazard which may require immediate corrective action. A yellow caution indicates the possible need for future corrective action. The cautions, indicated at the CAD, are divided into three sections, SYSTEM I, MISC and SYSTEM II. SYSTEM I indicates the operating conditions of the left power plant or the system 1 of a redundant system. SYSTEM II provides the same features for the right power plant or the system 2 of a redundant system. MISC indicates the operating conditions of the non-redundant systems. The yellow master caution light in the pilot’s field of view leads the pilot’s attention to the indication(s) on the CAD whenever a caution has been activated there. Each caution (CAD-indication and master caution light) must be acknowledged by the pilot (copilot) by pushing the CDS/AUDIO RES button on the cyclic stick grip or the SELECT key on the CAD. Acknowledged cautions are indicated in sequence of arrival. In case of lack of space on the screen, further confirmed cautions will be stored on additional pages, which will be indicated by the “1 of 2” message on top of the middle column. They can be called up via the SCROLL key. Any new unconfirmed caution overlies the previous caution and is bordered by two flashing lines to draw the pilot’s attention to the new caution. It is always possible that a warning light or caution indication will come on unnecessarily. Whenever possible, check the light or indication against its associated instrument to verify that an emergency condition has actually occurred. Following is an alphabetical listing of the warning light indications (WARNING PANEL) and caution indications (CAD) with the relevant conditions, any further indications and the emergency procedures.

3-4



3.2.1

Warning light indications

WARNING LIGHT INDICATIONS

BAT BAT DISCH Conditions/Indications Battery is the only electrical power source. –

Warni arning ng GON GONG G wil willl be be acti activa vate ted d

NOTE

Normal during engine start

Procedure 1.

DC VOLTS, GEN AMPS and BAT AMPS

– Check

2.

Electrical consumption

– Reduce as much as possible to save battery power

3. LA LAND ND AS AS SOO SOON N AS AS PRA PRACT CTIC ICAB ABLE LE


BAT BAT TEMP Conditions/Indications Battery overtemperature (above 70 _C) –


Procedure F

ON GROUND

1.

BAT MSTR sw

– OFF

2.

Engines

– Shut down

CAUTION F

BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXT FLIGHT.

IN FLIGHT

1.

BAT MSTR sw

2.

LAND LAND AS SOON SOON AS POSS POSSIB IBLE LE

– OFF

After landing: 3.

Engines

– Le L eave running in IDLE

4.

Collective lever and cyclic stick

– Lock

NOTE

Continue flight only if visual inspection reveals no indication of battery overheating. Leave battery OFF or disconnect battery. On CAD the BAT DISCON caution will appear.

5. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E

CAUTION

BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXT FLIGHT.


3-5



FIRE

or

(ENGINE 1)

FIRE (ENGINE 2)

Conditions/Indications Overtemperature in engine compartment –

Warni arning ng BELL BELL wil willl be be act activ ivat ated ed

Procedure F

1.

ON GROUND Respective EMER OFF sw

NOTE

– Open switch guard, press and release

Respective engine will be automatically cut off, “ACTIVE” will illuminate on the EMER OFF SW panel and F VALVE CL will illuminate on the CAD.

2.

Both FUEL PRIME PUMPS

– Check OFF

3.

Double engine emergency shutdown

– Perform

4.

Passengers

– Al A lert/Evacuate

F

IN FLIGHT

1.

OEI flight condition

– Establish

2.

Respective EMER OFF sw

– Open switch guard, press and release

NOTE

Respective engine will be automatically cut off, “ACTIVE” will illuminate on the EMER OFF SW panel and F VALVE CL will illuminate on the CAD.

3.

Affected engine

– Identify

4.

Single engine emergency shutdown

– Perform

5.

Passengers Pa

– Alert

If FIRE WARNING light is off:

6.


If FIRE WARNING light remains on:

6.

3-6

LAN LAND IM IMM MED EDIA IATE TEL LY




LIMIT (ON VEMD)

Conditions/Indications One of the following limits is exceeded: –

Torque, TOT, nN1, Mastmoment, OEI 30 sec. time limit, OEI 2.0 min. time limit, TOP time limit

Warning GONG will be activated

Procedure 1.

Respective parameter

– Reduce


LOW FUEL 1

LOW FUEL 2

and / or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications –

Respec Respectiv tive e supply supply tan tank k fuel fuel quant quantity ity below below thres threshol hold d value value

–


Procedure 1.

Fuel quantity indication

– Check

If positive fuel indication in the main tank: 2.

Both fuel pump XFER sw (F + A)

– Check ON

3.

Both fu fuel pum pump p XF XFER ci circuit uit br brea eak ker (F (F + A)

– Check in in

If both FUEL LOW warning lights remain on: 4.

Air Condition (if installed)

– Switch OFF

5.

Bleed Air

– Sw S witch OFF (If OAT > 5_C)

EFFECTIVITY

For helicopters with 680 liters fuel tank (673 liters if selfsealing supplytanks are installed)

6. LAND LAND WITH WITHIN IN 8 MIN MINUT UTES ES EFFECTIVITY

For helicopters with 710 liters fuel tank (701 liters if selfsealing supplytanks are installed)

6. EFFECTIVITY

LAN LAND W WIT ITHI HIN N 10 10 MIN MINU UTES TES All


3-7



ROTOR RPM Conditions/Indications NRo LOW –

NRO 97% or less - steady light

–

Audi Au dio o sign signal al - inte interm rmit itte tent nt low low tone tone (800 (800 Hz) Hz)

NRo HIGH –

NRO 106% or above - flashing light and warning GONG

–

Audio signal at 112% or above - flashing light and continuous high tone (2400 Hz)

Procedure F NRO LOW

/ NRO HIGH

1.

Rotor RPM indicator

– Check

2.

Collective lever

– Adjust as necessary to maintain NRO within normal range

NOTE

If in addition to the above indications NRO is below both N2 suspect NRO indication system failure. In this case maintain torque above 10% to keep N2 and Rotor RPM matched.


XMSN OIL P Conditions/Indications XMSN oil pressure is below minimum –

Both Bo th XM XMSN SN OIL OIL cau cauti tion ons s on on CAD CAD are are on

–

Warni arning ng GONG GONG will will be acti activa vate ted d

Procedure LAND AS SOON AS POSSIBLE NOTE D Reduce power as much as possible. D If immediate safe landing is impossible, reduce power to a minimum for the

continuation of the flight (Vy in level flight) to a safe landing site. Main gearbox dryrun capabilities have been demonstrated in a bench test (AEO condition) over more than 25 minutes.

3-8



3.2.2

Caution light indications

CAUTION LIGHT INDICATIONS

MASTER CAUTION

Conditions/Indications Caution indication appeared on CAD

Procedure 1.

Caution indication on CAD

– Check and perform corresponding emergency procedure(s)

2.

RESET pb (on cyclic stick)

– Push to to res reset et


3-9


3.2.3

CPDS caution indications

CAUTION INDICATIONS

BAT DISCON (MISC)

Conditions/Indications Battery is off-line (normal during EPU start or the BAT MSTR switch is in OFF position).

Procedure 1.

BAT MSTR sw

– Re Reset then ON

If caution indication remains on: 2. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E

CAUTION INDICATIONS

BUSTIE OPN

and / or

(SYSTEM I)

BUSTIE OPN (SYSTEM II)

Conditions/Indications Electrical systems are separated –

High High load load bus bus di discon sconne nec cted ted

Procedure 1. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E

NOTE

3 - 10

Automatic reconfiguration of the BUS connection. Respective ENG starting with open BUS TIE is not possible.



CAUTION INDICATIONS

CAU DEGR (On VEMD if CAD is inoperative or on CAD if both VEMD lanes are inoperative)

Conditions/Indications Degraded caution indication because of loss of CAD lane or both VEMD lanes

Procedure – see para 3 para 3.3.3 .3.3 and 3 and 3.3.4 .3.4

CAUTION INDICATIONS

CAD FAN (MISC)

Conditions/Indications Failure of CAD fan has been detected during CPDS EXTERNAL TEST.

Procedure Do not start engines. Maintenance action required.

CAUTION INDICATIONS

CPDS OVHT (MISC)

Conditions/Indications Normal operating temperature of instrument panel exceeded

Procedure 1.

“Pull for Heating/Defog” knob

– Push

2.

“Pull for Air” knob

– Pu P ull

3.

VENT SYST rheostat

– turn to MAX

If CAUTION indication remains on: 4. Land Land with withiin 30 30 mi min EASA APPROVED Rev. 0

3 - 11


CAUTION INDICATIONS

DEGRADE

or/ and

(SYSTEM I)

DEGRADE (SYSTEM II)

Conditions/Indications FADEC degrade indicates a change of governing functions.

CAUTION D AVOID USING MAXIMUM POWER AND PERFORM POWER VARIATION SLOWLY. D MAINTAIN, IN FLIGHT, A MINIMUM TORQUE OF 20% ON EACH

ENGINE. D IN CASE OF ENG MAIN SWITCH FAILURE, FOR SHUTDOWN, USE

THE RESPECTIVE TWIST GRIP.

Procedure 1.

Engine parameter

– Monitor (compare with normal engine, if possible)

2. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E After landing: 3.

Normal engine shutdown procedure

– Perform

4.

CAD (SYS 1/2)

– Check for FADEC FAIL caution indication

NOTE

3 - 12

Perform appropriate logbook entry. Maintenance action is required.



CAUTION INDICATIONS

ENG CHIP

or

(SYSTEM I)

ENG CHIP (SYSTEM II)

Conditions/Indications Metal particles detected in engine oil.

Procedure F

ON GROUND

1.

Affected engine

– Identify

2.


– Perform

F

IN FLIGHT

1.


– Establish

2.

Affected engine

– Identify

1. Alternative:

3.

Single e en ngine e em mergency s sh hutdown

– Perform

2. Alternative:

3.

ENG main switch

CAUTION

– IDLE

THE SECOND ALTERNATIVE ENABLES THE CREW TO USE THE AFFECTED ENGINE FOR LANDING IF NECESSARY. BE PREPARED FOR ENGINE FAILURE. MONITOR N1, TOT, TORQUE, OIL PRESSURE AND TEMPERATURE OF AFFECTED ENGINE CLOSELY. IF THE PARAMETERS FLUCTUATE OR THEIR LIMITS ARE EXCEEDED PERFORM SINGLE ENGINE EMERGENCY SHUTDOWN IMMEDIATELY.

4. LA LAND ND AS AS SOO SOON N AS AS PRA PRACTI CTICA CABL BLE E


3 - 13


CAUTION INDICATIONS

ENG CHP CT

ENG CHP CT

or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Test of cables and connectors to the sensor failed during CPDS EXTERNAL TEST

CAUTION

ENG CHIP CAUTION IS NOT AVAILABLE. AVAILABLE.


CAUTION INDICATIONS

ENG EXCEED (SYSTEM I)

or / and (indication only on ground)

ENG EXCEED (SYSTEM II)

Conditions/Indications Counter for OEI 30 sec./2 min. power limitations expired or engine parameter has been exceeded.

Procedure Maintenance action required before flight.

CAUTION INDICATIONS (CAD & FLI)

ENG FAIL

or

(SYSTEM I)

ENG FAIL (SYSTEM II)


Respective N1-RPM below threshold value.

Procedure 1.


– Establish

2.

Affected engine

– Identify

3.


– Perform


3 - 14



CAUTION INDICATIONS INDICATIONS (CAD & FLI)

ENG MANUAL

or

(SYSTEM I)

ENG MANUAL (SYSTEM II)

Conditions/Indications Engine MANUAL mode is selected by switching ENG MODE SEL from NORM to MAN. Following functions of the respective engine are inoperative: –

automa aut omatic tic accel accelera eratio tion, n, deceler decelerati ation on during during power power (collec (collectiv tive) e) changes changes

–

N1 limiter

–

NORM NORM star startt is is im impos possibl sible e

Procedure 1.

Affected engine

– Identify by small collective changes

2.

Respective TWIST GRIP

– Adjust torque manually to to 20-30% according to weight and ambient conditions (TWIST GRIP caution comes on)

3. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E After landing:

4.


– Reduce, be before lowering the collective pitch lever to full down position (to keep NRO/N2 within limits)

WARNING OPERATE THE TWIST GRIP WITH GREAT CARE AND AVOID QUICK TWIST GRIP ROTATIONS. HOLD MIN. 10% TORQUE ON THE NORMAL ENGINE TO MAINTAIN AUTOMATIC AUTOMATIC CONTROL OF NRO. NOTE

For NORM start return to NORM mode: Resp Respec ecti tiv ve ENG ENG MODE ODE SEL SEL selec electo torr sw sw

– NORM NORM


– Turn gradually position

ENG MANUAL caution

– Check off

TWIST GRIP caution

– Check off

to

NEUTRAL

Wait 10 sec. before any power variation. Correct operation in NORM mode


– Verify by by sm small co collective mo movements

3 - 15


CAUTION INDICATIONS

ENG O FILT

ENG O FILT

or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Engine oil filter contaminated.

NOTE

During starting the engines it is possible for the caution light to come on for up to two minutes.

Procedure 1. Engi Engine ne oil oil pres pressu sure re and and engi engine ne oil oil temperature

– Monitor


CAUTION INDICATIONS

ENG OF CT

or

(SYSTEM I)

ENG OF CT (SYSTEM II)


CAUTION

ENG O FILT CAUTION IS NOT AVAILABLE.


3 - 16



CAUTION INDICATIONS

ENG OIL P

ENG OIL P

or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Affected engine oil pressure below minimum.

Procedure 1.

Engine oil pressure indicator

– Check

2.


– Establish

3.

Affected engine

– Identify

4.


– Perform


CAUTION INDICATIONS

EPU DOOR (MISC)

Conditions/Indications External power receptacle access door is open.

Procedure F

ON GROUND

After EPU starts: EPU access door F

–

Close

IN FLIGHT

LAND AS SOON AS PRACTICABLE


3 - 17


CAUTION INDICATIONS

EXT PWR (MISC)

Conditions/Indications External power is applied to the electrical distribution system.

NOTE

EXT PWR caution indication going OFF does not indicate that the EPU cable is disconnected.

Procedure After EPU starts:

3 - 18

1.

EPU cable

– Disconnect

2.

EPU access door

– Cl Close Check EPU door indication OFF



CAUTION INDICATIONS

FADEC FAIL

or

(SYSTEM I)

FADEC FAIL (SYSTEM II)

Conditions/Indications Fuel metering valve is blocked. Following functions of the respective engine are inoperative: –

automa aut omatic tic accel accelera eratio tion, n, deceler decelerati ation on during during power power (collec (collectiv tive) e) changes changes

–

N1 / torque limiter, n N1 indication

–

NORM NORM star startt is is im impos possibl sible e

Procedure 1.

Collective lever

NOTE

2.

– Adjust as necessary to maintain NRO within normal range

No immediate action is required as long as power setting (collective) can remain constant. In case of FADEC FAIL indication during an acceleration/ deceleration phase, wait until engine parameters are stabilized.

Affected engine

– Identify by small collective changes

In case of partial failure, that means: –

Torque orque indi indica cati tion on is avai availa labl ble e

3.


– Adjust 20-30% and (TWIST on)

torque manually to to according to weight ambient conditions GRIP caution comes

In case of total failure, that means: – – –

torq torque ue indi indica cati tion on is not not avai availa labl ble e FADEC ADEC cau cauti tion ons s are are limi limite ted d to FAD FADEC EC FAI FAIL L loss loss of resp respec ecti tive ve need needle le on FLI FLI

3.

Collective lever

– Adjust slowly to attain 2030% torque on normal engine. Simultaneously adjust TWIST GRIP of affected engine so that N1 values of both engines get matched (TWIST GRIP caution comes on)

4.

Collective lever

– Readjust as necessary without changing TWIST GRIP position


3 - 19


WARNING OPERATE THE TWIST GRIP WITH GREAT CARE AND AVOID QUICK TWIST GRIP ROTATIONS. HOLD MIN. 10% TORQUE ON THE NORMAL ENGINE TO MAINTAIN AUTOMATIC CONTROL OF VARIABLE N RO IN ACCORDANCE WITH SECTION 7 / FIG 7.14. CAUTION NOTE

DO NOT MOVE TWIST GRIP OF NORMAL ENGINE.

If the flight situation requires maximum engine power, the torque setting of the affected engine may be increased. However, rotor speed and engine parameters shall be observed closely.


6.


CAUTION

NOTE

3 - 20

– Reduce, be before lowering the collective pitch lever to full down position (to keep N2/NRO within limits)

THERE IS NO NRO GOVERNING FOLLOWING FADEC FAILURES OF BOTH ENGINES. NRO AND POWER MUST BE CONTROLLED BY THE PILOT USING A COMBINATION OF COLLECTIVE AND TWIST GRIP MOVES.

Perform appropriate logbook entry. Maintenance action is required.




FLI DEGR

or

(System I)

FLI DEGR (System II)

Conditions/Indications Loss of one engine parameter. –

the num numeri erical cal value value of of the the faile failed d param parameter eter disappe disappeared ared

–

the the param paramete eterr desi designa gnati tion on is yell yellow ow

Procedure CAUTION

1.

IF THE LOST PARAMETER WAS DESIGNATED AS “FIRST LIMIT” BEFORE THE FAILURE, THE FIRST LIMIT STATUS WILL CHANGE AUTOMATICALLY TO THE NEXT LIMITING PARAMETER ON THE AFFECTED SYSTEM. THUS, A NEEDLE SPLIT MAY BE ENCOUNTERED ON THE FLI.

Do not try to match match needles needles when diffe different rent parameter parameters s are designated as as first first limit

CAUTION

AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE OTHER ENGINE FOR LIMIT INDICATION. COMPARE REMAINING DIGITAL PARAMETER VALUES.


NOTE

If nN1 failed, N1 digital value will be underlined according to the following table: YELLOW underlining

RED underlining

AEO

96% N1<96.9%

N196.9%

OEI

98.4% N1<101%

N1101%


3 - 21


CAUTION INDICATIONS (CAD & FLI)

FLI FAIL

or

(System I)

FLI FAIL (System II)

Conditions/Indications Loss of two out of three signals (nN1, TQ, TOT) of the same engine. –

the num numeri erical cal values values of the the fail failed ed para paramet meters ers disappe disappeared ared

–

the the para parame mete terr des desig ignat natio ions ns is yell yellow ow (nN1 symbol will be displayed above the N 1 digital value, N1 will be underlined according to fixed values)

–

the the needl needle e of tthe he resp respec ecti tive ve engi engine ne disa disappe ppear ared ed

NOTE

If the cautions FLI FAIL and FADEC FAIL appear simultaneously, refer to FADEC FAIL procedure.

Procedure 1. Do not not try try to trim trim engi engine nes s

CAUTION

AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE OTHER ENGINE FOR LIMIT INDICATION. COMPARE REMAINING DIGITAL PARAMETER VALUES.


CAUTION INDICATIONS

F FLT CT

or

(SYSTEM I)

F FLT CT (SYSTEM II)


CAUTION

FUEL FILT CAUTION IS NOT AVAILABLE.


3 - 22



CAUTION INDICATIONS

F PUMP AFT (MISC)

Conditions/Indications Failure of aft fuel transfer pump, or dry run.

Procedure 1.

Fuel level in the main tank

– Check

If main tank fuel quantity is sufficient to keep both fuel pumps wet: 2.

FUEL PUMP XFER-A sw

– Check ON

3.

XFER-A PUMP circuit breaker

– Check in

If F PUMP AFT indication remains on: 4.

FUEL PUMP XFER-A sw

– OFF

If main tank fuel quantity is low: 2. FUEL PUMP XFER-A sw

OFF

NOTE D Each fuel transfer pump is capable of feeding more fuel than both engines will consume. D In hover flight conditions the unusable fuel can be up to 71 kg. The quantity of

unusable fuel can be reduced to 7.5 kg when flying with 80 KIAS or more.


3 - 23


CAUTION INDICATIONS

F PUMP FWD (MISC)

Conditions/Indications Failure of forward fuel transfer pump, or dry run.

Procedure 1.

Fuel level in the main tank

– Check

If main tank fuel quantity is sufficient to keep both fuel pumps wet: 2.

FUEL PUMP XFER-F sw

– Check ON

3.

XFER-F PUMP circuit breaker

– Check in

If F PUMP FWD indication remains on: 4.

FUEL PUMP XFER-F sw

– OFF

If main tank fuel quantity is low: 2. FUEL PUMP XFER-F sw

OFF

NOTE D Each fuel transfer pump is capable of feeding more fuel than both engines will consume. D In forward flight conditions the unusable fuel can be up to 59 kg. The quantity

of unusable fuel can be reduced to 3.6 kg when flying with 80 KIAS or less.

CAUTION INDICATIONS

F QTY DEGR (MISC)

Conditions/Indications Failure of one main tank sensor.

CAUTION

THE DEGRADED FUEL QUANTITY INDICATION INDICATION REPRESENTS THE MINIMUM FUEL LEVEL WITHIN PITCH ATTITUDE RANGES OF –3 TO +6 . °

°

Procedure Set pitch attitude between 0 and +/–1 before reading fuel quantity, then calculate remaining flight endurance in accordance with that “degraded” fuel quantity indication. °

NOTE

3 - 24

°

In this attitude for endurance calculations conservative fuel quantity is displayed. EASA APPROVED Rev. 0


CAUTION INDICATIONS

F QTY FAIL (MISC)

Conditions/Indications Failure of the fuel quantity indication system.

CAUTION

THE FUEL QUANTITY INDICATION SYSTEM HAS FAILED. DO NOT CALCULATE FLIGHT ENDURANCE ACCORDING THE FUEL QUANTITY INDICATION. FUEL QUANTITY INFORMATION ONLY BY LOW FUEL WARNING LIGHT ON THE WARNING PANEL AND BY GONG.

Procedure LAND AS SOON AS PRACTICABLE

CAUTION INDICATIONS

FUEL (MISC)

Conditions/Indications NOTE D For helicopters with 680 liters fuel tank : tank : The fuel quantities of the supply tanks begin to decrease. Caution appears when fuel quantity is approx. 40 kg (tank 1) or 35 kg (tank 2). D For helicopters with 710 liters fuel tank:

The fuel quantities of the supply tanks begin to decrease. Caution appears when fuel quantity is approx. 36 kg/45 ltr (tank 1) or 32kg/40 ltr (tank 2).

Procedure 1. Fuel Fuel quanti quantity ty indi indicat cation ion of main main tan tank/s k/suppl upply y tanks (CAD)

– Check

2.

– Check ON

FUEL PUMP XFER-A and –F sw


NOTE

Be prepared for LOW FUEL warning


3 - 25


CAUTION INDICATIONS

FUEL FILT

FUEL FILT

and / or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Engine fuel filter(s) contaminated.

Procedure One caution indication: LAND AS SOON AS PRACTICABLE

CAUTION

BE PREPARED FOR SINGLE ENGINE FAILURE.

Both caution indications: LAND AS SOON AS POSSIBLE CAUTION

BE PREPARED FOR DOUBLE ENGINE FAILURE.

CAUTION INDICATIONS

FUEL PRESS

FUEL PRESS

or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Engine fuel pump inlet pressure low.

Procedure 1. FUEL FUEL PRIM RIME PUM PUMP P sw sw (affected engine)

– ON; ON; PRI PRIME ME PUMP PUMP caut cautio ion n indication will come on.

If FUEL PRESS caution indication goes off: 2. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E If FUEL PRESS caution indication remains on: 2. FUEL PRIME PUMP sw

– O OF FF


CAUTION

3 - 26

BE PREPARED FOR ENGINE FAILURE.



CAUTION INDICATIONS

FUEL VALVE

or

(SYSTEM I)

FUEL VALVE (SYSTEM II)

Conditions/Indications Fuel valve is in a position other than commanded.

NOTE

A FUEL VALVE caution indication coming on for a short time while valve is in transition from open to closed position, or vice versa, indicates normal operation.


NOTE

Be prepared for respective engine failure.

CAUTION INDICATIONS

F VALVE CL (SYSTEM I)

or

F VALVE CL (SYSTEM II)

Conditions/Indications Fuel valve is in closed position. The respective ACTIVE light on the EMER OFF pb panel (left/right side of the warning panel) will illuminate.

NOTE

The F VALVE CL caution indication will come on after pushing the respective EMER OFF pb marked “FIRE”.

Procedure None

NOTE

Before starting the engines, check that respective EMER OFF pb marked “FIRE” is depressed and the ACTIVE light is off.


3 - 27


CAUTION INDICATIONS

GEN DISCON

or

(SYSTEM I)

GEN DISCON (SYSTEM II)

Conditions/Indications Respective generator has failed or is disconnected from the power distribution system –

High High load load bus bus di discon sconne nec cted ted

Procedure 1.

Affected GEN sw

– OFF

2.

DC VOLTS, GEN AMPS and BAT AMPS

– Check

If battery is discharged: 3.

Electrical consumers

NOTE

– Reduce as much as possible

One generator alone will provide sufficient power for normal services.


3 - 28



CAUTION INDICATIONS

GEN DISCON

GEN DISCON

and

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Both generators have failed or are disconnected from the power distribution system. –

Only Only ESS ESS BUS BUS I + II II are are avai availa labl ble e

Procedure 1.

Both GEN sw

NOTE

– OFF

The battery will supply the ESS BUS I and II.

2.


– Reduce (as much as possible)

3.

SHED BUS sw

– EMER ON if necessary

4.

DC VOLTS and BAT AMPS

– Check –below 62 Amps during landing –below 51 Amps during cruise

5. Land Land with within in 30 minu minute tes s

NOTE

Flight endurance depends on battery type and loading.


3 - 29


CAUTION INDICATIONS

GEN OVHT

GEN OVHT

or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Temperature of generator high.

Procedure 1.

Affected GEN switch

– OFF

If GEN OVHT caution indication remains on for more than 1 minute:

2.


– Establish

3.

Affected engine

– Identify

4.


– Perform


CAUTION INDICATIONS

HTG OVTEMP (MISC)


The temper temperatur ature e in the the duct duct system system or or the cabi cabin n is excee exceeded ded by a certai certain n amount. amount.

–

The shut shut off off valves valves are closed closed aut automa omatic ticall ally y.

Procedure 1.

BLD HTG rheostat

– OF OFF

If the HTG OVTEMP caution disappear: 2.

BLD HTG rheostat

– Turn on

If the HTG OVTEMP caution remains on or comes on again: 3.

BLD HTG rheostat

–

OF OFF

In case of a single engine failure, the bleed air heating will be switched off automatically. Depending on the power margin of the normal engine, the bleed air heating may be reengaged by selecting heater switch position EMER.

NOTE D If CAD message BLEED AIR remains on after single engine failure, the system must be switched off manually. Depending on the power margin of the normal engine, the bleed air heating may be re-engaged. D Before single engine landing, the bleed air heating system shall be switched

off.

3 - 30



CAUTION INDICATIONS

HYD PRESS

or

(SYSTEM I)

HYD PRESS (SYSTEM II)

Conditions/Indications Pressure loss in the respective system, the other system retains power.

CAUTION

IN CASE OF HYD PRESS (SYSTEM II) FAILURE, YAW SERVO BOOST WILL BE LOST. PEDAL FORCES WILL INCREASE BUT YAW CONTROLLABILITY IS UNAFFECTED. IN HOVER FLIGHT, INCREASE OF FORCES ON LEFT PEDAL WILL BE SIGNIFICANT.


WARNING

DO NOT OPERATE HYD TEST SWITCH IN FLIGHT.


ID L E

or

(SYSTEM I)

IDLE (SYSTEM II)


The respec respectiv tive e engin engine e swit switch ch is in IDLE positi position. on.

Procedure None


3 - 31


CAUTION INDICATIONS

INP FAIL (MISC)


Inputt test has dete Inpu detecte cted d one one or more more miss missing ing cautio cautions ns on on CAD CAD

–

miss missin ing g cau cauti tion on(s (s)) flas flashi hing ng

–

“Ext “Exter erna nall test test”” indi indica cate ted d on VEM VEMD D

WARNING

THE FLASHING CAUTION HAS FAILED AND WILL NOT BE INDICATED IN REAL FAILURE CASE.

Procedure 1. Do not not sta start rt engi engine nes s 2. Ma Main inten tenan ance ce acti action on requ requir ired ed

CAUTION INDICATIONS

OVSP

or

(SYSTEM I)

OVSP (SYSTEM II)

Conditions/Indications Overspeed protection system failure.

Procedure F

ON GROUND

Do not start engines, maintenance action is required. F

IN FLIGHT

LAND AS SOON AS PRACTICABLE

CAUTION

3 - 32

THE AFFECTED ENGINE IS NO LONGER PROTECTED AGAINST POWER TURBINE OVERSPEED BY THE OVERSPEED PROTECTION SYSTEM.



CAUTION INDICATIONS

OVSP

OVSP

or

in conjunction with

in conjunction with

or

ENG FAIL

ENG FAIL

(SYSTEM I)

(SYSTEM II)

Conditions/Indications The affected engine will be shut off automatically due to an engine overspeed event.

Procedure Proceed as for ENG FAIL caution

CAUTION INDICATIONS

P0 MISCMP (MISC)

Conditions/Indications A discrepancy of P0 engine SYS 1 or 2 gine SYS 1 or 2 could be affected.

20 mbar is detected. nN1 calculation of en-

w

Procedure If nN1 is the limiting parameter of both engines: 1. Do not not tri trim m the the engi engine nes. s. 2.

Highest nN1 has to be respected.

3.

Avoid Avoid using maximum maximum power and perform power variation variation slowly. slowly.



3 - 33


CAUTION INDICATIONS

PITOT HTR

PITOT HTR

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Pitot tube heater pilot/copilot / static port heater pilot/copilot is switched off or has failed. Procedure 1.

PIT/STATIC HTR PILOT switch

– Check ON, if necessary

If switch is in ON position: 2.

Altitude indicator

– Check

3.

IAS

– Check

If indications are unrealistic or pointer deflections may be sluggish: 4.

Static pressure switch

– Select alternate source

CAUTION INDICATIONS

PRIME PUMP

and / or

PRIME PUMP (SYSTEM II)

(SYSTEM I)

Conditions/Indications Prime pump(s) in operation.

Procedure None (normal operation during starting engines)

NOTE

Prime pumps must be OFF during normal flight operations.

CAUTION INDICATIONS

REDUND

or / and

(SYSTEM I)

REDUND (SYSTEM II)

Conditions/Indications FADEC REDUND indicates loss of redundancy or failure with no effect on fuel control system.


NOTE D Perform appropriate logbook entry. Maintenance action is required. D If on ground during pre-start check, both REDUND caution indications (sys I

and sys II) appear and remain, do not start engines. Maintenance action is required.

3 - 34



CAUTION INDICATIONS

SHED EMER (MISC)


SHED SHED BUS swit switch ch is swit switched ched to to EMER EMER becaus because e of double double gener generator ator failur failure. e.

NOTE –

See also emergency procedure for double GEN DISCON failure.

SHED SHED BUS BUS swit switch ch is is swit switche ched d to EMER EMER inadv inadvert ertent ently ly..

Procedure In case of double generator failure : 1.



2. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E In case of inadvertent switch to EMER : 1.

SHED BUS switch

– Set to NORM

CAUTION INDICATIONS

STARTER

or

(SYSTEM I)

STARTER (SYSTEM II)

Conditions/Indications If STARTER caution indication remains on after reaching IDLE speed a relay blockage is evident.

NOTE

The indication is normal during engine starting or ventilation and needs no corrective action.

Procedure 1.

Affected engine

– Identify

2.


– Perform

If failure occurs in flight : 3. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E


3 - 35


CAUTION INDICATIONS

T1 MISCMP (MISC)

Conditions/Indications A discrepancy of T1 engine SYS 1 or 2 SYS 1 or 2 could be affected.

w

4 _C is detected. nN1 calculation of engine

Procedure If nN1 is the limiting parameter of both engines: 1. Do not not tri trim m the the engi engine nes. s. 2.

Highest nN1 has to be respected.

3.

Avoid Avoid using maximum maximum power and perform perform power variation variation slowly. slowly.


CAUTION INDICATIONS

TRGB CHIP (MISC)

Conditions/Indications Metal particles detected in the tailrotor gearbox.


3 - 36



CAUTION INDICATIONS

TRGB CHP CT (MISC)


CAUTION

TRGB CHIP CAUTION IS NOT AVAILABLE. AVAILABLE.


CAUTION INDICATIONS

TWIST GRIP

TWIST GRIP

or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications Respective engine TWIST GRIP is not in the NEUTRAL position.

NOTE

In general, respective engine has automatically switched over to DEGRADE mode and the DEGRADE caution indication comes on. FADEC DEGRADE indicates a change of governing functions. The DEGRADE caution should disappear as soon as the Twist Grip is in NEUTRAL position.

Procedure 1.

Respective engine TWIST GRIP

– Check, NEUTRAL position

If the TWIST GRIP caution indication is still on: 2. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E

CAUTION INDICATIONS

VEMD FAN (MISC)

Conditions/Indications Failure of VEMD fan has been detected during CPDS EXTERNAL TEST.

Procedure Do not start engines. Maintenance action required. EASA APPROVED Rev. 0

3 - 37


CAUTION INDICATIONS

XMSN CHIP (MISC)

Conditions/Indications Metal particles detected in the main transmission.

Procedure 1.

XMSN oil pressure

– Check in normal range


NOTE

Reduce power as much as possible

CAUTION INDICATIONS

XMSN CHP CT (MISC)


CAUTION

XMSN CHIP CAUTION IS NOT AVAILABLE. AVAILABLE.


3 - 38



CAUTION INDICATIONS

XMSN OIL P

XMSN OIL P

or

(SYSTEM I)

(SYSTEM II)

Conditions/Indications XMSN oil pressure in respective pump system is below minimum.

Procedure 1.

XMSN oil pressure indicator

– Check in normal range


CAUTION INDICATIONS

XMSN OIL T (MISC)

Conditions/Indications Transmission oil temperature above maximum.

Procedure 1. XMSN XMSN oil tem temper peratu ature re a and nd oil oil pressu pressure re iinn- – Check dication If indications are within limits: 2. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E If indications indications are out of limits:

2.

Power

– Reduce, as much as possible

If oil temperature indication indication remains out of limits:

3. LAND AS AS SOON AS POSSIBLE POSSIBLE


3 - 39


CAUTION INDICATIONS

XMSN OT CT (MISC)


CAUTION

XMSM OIL T CAUTION IS NOT AVAILABLE. VAILABLE.


CAUTION INDICATIONS

YAW SAS

(OPTIONAL)

(MISC)


Yaw SA SAS in inope perrative

Procedure 1.

SAS DCPL pushbutton

– Press

2.

P&R // YRST switch

– Reset YAW SAS and check proper function

If still inoperative: 3.

3 - 40

SAS DCPL pushbutton

– Press



CPDS MALFUNCTIONS 3.3

CPDS MALFUNCTIONS

3.3.1

Failure of VEMD lane 1 (upper display) Conditions/Indications –

Upper Upper VEMD VEMD scre screen en blank blank or abno abnorma rmall data data app appeara earance nce

–

“LANE “LANE 1 FAIL AILED” ED” and and “PRES “PRESS S OFF1” OFF1” appea appears rs on the lower lower VEMD VEMD screen screen

–

FADEC caution caution indicat indication ion of engine engine 1 is limited limited to FADEC FADEC FAIL (No indication indication of IDLE, ENG MANUAL, TWIST GRIP, DEGRADE and REDUND)

–

Digi Digita tall TOT TOT indi indica cati tion on not not ava avail ilab able le

–

FLI 1 DEGR DEGR appea appears rs on on CAD CAD and and lower lower left left side side of of the FLI Pag Page e on the the lower lower VEMD

NOTE

Detected overlimits or cautions that are not visible in the current display status will be indicated in the message zone of the FLI. List of possible messages:

– CAUTION DETECTED – VEH PARA PARAM M OVER OVER LIMIT LIMIT – GEN PARA PARAM M OVER OVER LIMIT LIMIT – BAT BAT PARAM PARAM OVER LIMIT – DC VOLT VOLT PARAM PARAM OVER OVER LIMIT LIMIT – FUEL FUEL PARA PARAM M OVER OVER LIMIT LIMIT

Procedure 1.

OFF 1 button on the VEMD

NOTE

– Press

Pressing the OFF 1 button removes power from the faulty lane 1. The FLI appears automatically on the lower VEMD screen and replaces the ELEC/VEH page. The ELEC/VEH page may be displayed on the CAD screen by pushing the SCROLL button on the VEMD. Pressing again the SCROLL button causes the CAD screen to return to the standard CAU/FUEL page display. In case of loss of SCROLL button, press RESET button on VEMD to go back to default page.

2. LA LAND ND AS AS SOO SOON N AS AS PRA PRACTI CTICA CABL BLE E

NOTE

Cycle counter indication on FLIGHT REPORT page is incorrect.


3 - 41


3.3.2

Failure of VEMD lane 2 (lower display) Conditions/Indications –

Lower Lower VEMD VEMD screen screen blank blank or abn abnorm ormal al data appe appeara arance nce

–

No aud audio io warni warning ng in case case of over overli limi mitt

–

“LANE “LANE 2 FAIL AILED” ED” and “PRE “PRESS SS OFF OFF 2” app appears ears on the the upper upper VEMD VEMD screen screen

–

FADEC caution caution indication indication of engine 2 is limited limited to FADEC FADEC FAIL (No indicat indication ion of IDLE, ENG MANUAL, TWIST GRIP and DEGRADE)

–

If HIGH HIGH NR mod mode e is sele selecte cted, d, rotor rotorspee speed d increa increases ses to to high high rotorspe rotorspeed ed

–

Digi Digita tall TOT TOT ind indic icati ation on not avai availa labl ble e

–

FLI 2 DEGR DEGR appea appears rs on on CAD CAD and and lower lower right right side side of the FLI Page o on n the the upper upper VEMD

–

Degrade Degraded d Mast Master er Cautio Caution n indi indicat cation ion (only (only one lamp) lamp)

NOTE


– CAUTION DETECTED – VEH PARA PARAM M OVER OVER LIMIT LIMIT – GEN PARA PARAM M OVER OVER LIMIT LIMIT – BAT BAT PARA PARAM M OVER OVER LIMIT LIMIT – DC VOLT VOLT PARAM PARAM OVER LIMIT LIMIT – FUEL FUEL PARA PARAM M OVER OVER LIMIT LIMIT

Procedure 1.

OFF 2 button on the VEMD

NOTE

– Press

Pressing the OFF 2 button removes power from the faulty lane 2. The ELEC/ VEH page may be displayed on the CAD screen by pushing the SCROLL button on the VEMD. Pressing again the SCROLL button causes the CAD screen to return to the standard CAU/FUEL page display. In case of loss of SCROLL button, press RESET button on VEMD to go back to default page.

Above 55 KIAS, if HIGH NR mode is selected: 2.

HI NR pb

– Push, deselect HIGH NR mode

Below 50 KIAS, if HIGH NR mode is necessary: 3.

HI NR pb

– Push, select HIGH NR mode


NOTE

3 - 42

Cycle counter indication on FLIGHT REPORT page is incorrect. EASA APPROVED Rev. 0


3.3.3

Failure of CAD lane Conditions/Indications –

CAD CAD scre screen en bla blank nk or or abno abnorm rmal al data data appea appeara ranc nce e

–

CAU CAU DEG DEGR R app appea ears rs on VEMD VEMD

–

“CAD “CAD FAIL FAILED” ED” and and “PRES “PRESS S OFF” OFF” appear appears s on the the FLI (mes (messag sage e zone) zone)

–

FLI 1 DEGR DEGR and and FLI FLI 2 DEGR DEGR appea appearr on lowe lowerr left/r left/righ ightt side side of the FLI page on the the upper VEMD

–

If HIGH HIGH NR mode mode is is select selected, ed, roto rotorsp rspeed eed incr increas eases es to high high rotors rotorspeed peed

–

nN1 1+ 2 are not available; numerical N1 value remains

–

No fuel fuel indi indica cati tion on avai availa labl ble e

–

Degrade Degraded d Mast Master er Caution Caution indica indicatio tion n (onl (only y one one lamp) lamp)

NOTE


– CAUTION DETECTED – VEH PARA PARAM M OVER OVER LIMIT LIMIT – GEN PARA PARAM M OVER OVER LIMIT LIMIT – BAT BAT PARAM PARAM OVER LIMIT – DC VOLT VOLT PARAM PARAM OVER OVER LIMIT LIMIT – FUEL FUEL PARA PARAM M OVER OVER LIMIT LIMIT

CAUTION D AFTER CAD LANE FAILURE THE CAUTION INDICATION ON THE VEMD SCREEN IS DEGRADED TO THE FOLLOWING CAUTIONS: SYSTEM I

MISC

SYSTEM II

ENG CHIP

XMSN CHIP

ENG CHIP

FADEC FAIL

T1 MISCMP

FADEC FAIL

FLI FAIL

P0 MISCMP

FLI FAIL

FLI DEGR

FLI DEGR

IDLE

IDLE

ENG MANUAL

ENG MANUAL

TWIST GRIP

TWIST GRIP

DEGRADE

DEGRADE

ENG FAIL

ENG FAIL

HYD PRESS

HYD PRESS

ENG EXCEED

ENG EXCEED

D IN SOME CASES THE “FADEC FAIL” CAUTION MAY BE NO MORE

AVAILABLE. PROPER FADEC FUNCTION CAN BE CHECKED BY THE FLI AND THE NRO /N2 INDICATOR. EASA APPROVED Rev. 0

3 - 43


Procedure 1.

OFF button on the CAD

NOTE

– Press

Pressing the OFF button removes power from the faulty lane. The CAU/FUEL page takes priority over the ELEC/VEH page and appears automatically on the lower VEMD screen. The ELEC/VEH page may be reselected on the lower VEMD screen by pushing the SCROLL button on the VEMD. Pressing twice causes SYSTEM STATUS page to appear. To return to the CAU/FUEL page, press the SCROLL button again. In case of loss of SCROLL button, press RESET button on VEMD to go back to default page.


HI NR pb



HI NR pb



3 - 44



3.3.4

Failure of both VEMD lanes Conditions/Indications –

Abnor bnorm mal FLI FLI ind indic icat atiion

–

CAU DE DEGR ap appears ars on on CA CAD

–

If HIGH HIGH NR mode mode is is select selected, ed, roto rotorsp rspeed eed incr increas eases es to high high rotors rotorspeed peed

CAUTION D AFTER DOUBLE VEMD LANE FAILURE THE AVAILABLE CAUTION INDICATION ON THE CAD SCREEN IS DEGRADED TO THE FOLLOWING: SYSTEM I

MISC

SYSTEM I

ENG FAIL

TRGB CHIP

ENG FAIL

ENG OIL P

XMSN OIL T

ENG OIL P

FADEC FAIL

F QTY DEGR

FADEC FAIL

FUEL PRESS

DECOUPLE

FUEL PRESS

FUEL FILT

F PUMP FWD

FUEL FILT

ENG O FILT

F PUMP AFT

ENG O FILT

FUEL VALVE

BAT DISCON

FUEL VALVE

F VALVE CL

EXT POWER

F VALVE CL

PRIME PUMP

SHED EMER

PRIME PUMP

XMSN OIL P

F QTY FAIL

XMSN OIL P

GEN OVHT

ACTUATION

GEN OVHT

GEN DISCON

EPU DOOR

GEN DISCON

FIRE EXT

YAW SAS

FIRE EXT

FIRE E TST

FIRE E TST

BUSTIE OPN

BUSTIE OPN

STARTER

STARTER

Procedure 1.

OFF 1 and OFF 2 button on the VEMD

CAUTION

– Press; refer to CAD/BACKUP page

WHEN FLYING IN HIGH ALTITUDE nN1 COULD BE THE LIMITING PARAMETER. DESCENT BELOW 10000 FT. AVOID USING MAXIMUM POWER.


HI NR pb



HI NR pb


4. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E EASA APPROVED Rev. 0

3 - 45


ENGINE EMERGENCY CONDITIONS 3.4

ENGINE EMERGENCY CONDITIONS

3.4.1

Single Engine Failure - Hover IGE Conditions/Indications –

Slig Slight ht jerk jerk in the yaw yaw axi axis, s, nose nose left left

–

Poss Po ssib ible le chan change ge in nois noise e lev level el

Affected engine: –

ENG FAIL caution indication (CAD & FLI)

–

ENG OIL P caution indication

–

FUEL PRESS caution indication

–

GEN DISCON caution indication

–

Inst Instru rume ment nts s ind indic icat ate e powe powerr los loss s

Procedure 1.

Collective lever

– Adjust to maintain rotor RPM

2.

Landing attitude

– Establish

3.

Collective lever

– Raise as necessary to stop descent and cushion landing

NOTE

Below 95% rotor RPM, the torque could increase from 128% up to 133%.

After landing:

3 - 46

4.

Affected engine

– Identify

5.


– Perform



ENGINE EMERGENCY CONDITIONS 3.4.2

Single Engine Failure - Hover OGE Conditions/Indications –

Slig Slight ht jerk jerk in the the yaw yaw axis axis,, nos nose e lef leftt

–




–


–


–


–


Procedure 1.

Collective lever


2.

Airspeed

– In I ncrease if possible

F

FORCED LANDING 3.

Landing attitude

– Establish

4.

Collective lever


NOTE


After landing:

5.

Affected engine

– Identify

6.


– Perform

F TRANSITION

TO OEI - FLIGHT

3.

Collective lever

– Adjust to OEI-limits or below

4.

Airspeed

– G Ga ain, 65 KIAS (VY)

After reaching safe altitude:

5.

Collective lever

– Reduce to OEI MCP or below

6.

Affected engine

– Identify

7.


– Perform

8. LA LAND ND AS AS SOO SOON N AS AS PRA PRACTI CTICA CABL BLE E EASA APPROVED Rev. 0

3 - 47



Single Engine Failure - Takeoff Conditions/Indications –

Slig Slight ht jerk jerk in the yaw yaw axi axis, s, nose nose left left

–




–


–


–


–


Procedure 1. F

Collective lever


REJECTED TAKEOFF 2.

Landing attitude

– Establish

3.

Collective lever


NOTE


After landing:

F

4.

Affected engine

– Identify

5.


– Perform

TRANSITION TO OEI - FLIGHT 2.

Collective lever

– Adjust to OEI-limits or below

3.

Airspeed

– G Ga ain, 65 KIAS (VY)

After reaching safe altitude:

4.

Collective lever

– Reduce to OEI MCP or below

5.

Affected engine

– Identify

6.


– Perform


3 - 48




Single Engine Failure - Flight Conditions/Indications –

Slig Slight ht jerk jerk in the the yaw yaw axis axis,, nos nose e lef leftt

–




–


–


–


–


Procedure 1.


– Establish

2.

Affected engine

– Identify

3.


– Perform



3 - 49



Single Engine Landing Conditions/Indications One engine inoperative (OEI)

Procedure LANDING APPROACH: 1.

Bleed Air Heating (if installed)

– check off

2. Ai Airspeed

– 65 KIAS (VY)

3.

– Establish

Shallow approach

ON FINAL, AT 50FT AGL: 4.

Airspeed

– 40 KIAS

5.

Rate of descent

–

300 ft/min R/D< 500ft/min

TOUCHDOWN: 6.

Airspeed

– Reduce to minimum, depending on power available

7.

Landing attitude

– Establish

8.

Collective lever


NOTE


CAUTION

AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURING RUNNING LANDING OR HARDER VERTICAL LANDINGS. IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE COLLECTIVE LEVER, WHATEVER SITUATION ALLOWS, UNTIL OSCILLATION HAS STOPPED.

AFTER LANDING: 9.

Collective lever

10. Cy Cyclic stick

3 - 50

– Lower slowly – Maintain neutral position




Single Engine Emergency Shutdown NOTE D Before performing an inflight single engine emergency shutdown, determine if the situation will allow for OEI flight. D Make certain that:

–

the contro controls ls of the the aff affect ected ed en engin gine e are are selec selected ted,, and

–

the collec collectiv tive e lever lever is adju adjuste sted d to maintai maintain n the norma normall eng engine ine within within tthe he OEI limits

Procedure 1.

ENG MAIN sw (affected engine)

– OFF

If the cause of the preceding engine failure is obviously not mechanical and no fire hazard is present: 2. Engine ventilation

CAUTION

– Perform

AVOID CARRYING OUT A VENTILATION IMMEDIATELY AFTER SHUTDOWN WHEN 30 SEC. COOLING RUN (ENGINE IN IDLE) WAS NOT PERFORMED. IN THIS CASE WAIT 1 MIN. BEFORE ENGINE VENTILATION.

If there is an indication that the engine is still running: 3. Respective TWIST GRIP


– Turn to min. fuel stop, verify correct engine then shut off

3 - 51



Inflight Restart NOTE

An inflight restart may be attempted after a flameout or shutdown subject to the pilot‘s evaluation of the cause of flameout.

CAUTION

DO NOT ATTEMPT INFLIGHT RESTART IF CAUSE OF ENGINE FAILURE IS OBVIOUSLY MECHANICAL.

Procedure 1.

Collective lever

– Adjust to OEI MCP or below

2.

Collective lever friction

– Adjust to maintain position of lever when released

3.

Electrical consumption

– Reduce

4.

ENG MAIN sw

– Check OFF

5.

FADEC sw

– Check ON

6.

ENGINE MODE SEL sw

– Check NORM

7.

Engine PRIME PUMP sw

– ON

8.

Engine TWIST GRIP

– N position

EFFECTIVITY

For F34, F35, F43, F44 and JETA, when fuel temperature is below –30_C and PA PA > 10000ft (refer to sec 2, para. 2.14.2):

When N1 reaches 0% wait 10 sec.: 9. EFFECTIVITY

ENG MAIN sw

For all other primary fuels and temperature/altitude conditions:

9. ENG MAIN sw

NOTE EFFE EFFECT CTIV IVIT ITY Y

– FLIGHT; STARTER caution comes on

– FL F LIGHT; STARTER caution comes on

Start will occur when N 1 is dropped below 17%. In the case of switching on at higher N1 the engine will start automatically when N1 has decreased below 17%. All

When N1 > 50%: 10. En Engine PRIME PUMP sw

– OFF

11. Electrical consumption

– As required

12. St Starting triangles

– Check disappeared

If restart is not successful: 13. Single engine emergency shutdown

3 - 52

– Perform




Engine Overspeed - Driveshaft Failure Conditions/Indications –

NRO decrease


Torqu orque e dec decrrease eases s to to zer zero o

–

N2 increases above NRO and engine is automatically shut–off by the overspeed protection system

Normal engine (after shut off of effected engine): –

Torque, N1 and TOT increase

–

N2 decrease/increase depending on previous torque setting

Procedure 1.


– Establish

2.

Affected engine

– Identify

3.


– Perform



3 - 53



Engine Overspeed - Governing Failure Conditions/Indications –

ROTOR RPM warning may come on

–

NRO and N2 increase


Torque, N1 and TOT increase and engine might be automatically shut–off by the overspeed protection system, if N2 exceeds limitation.

Normal engine: –

Torque, N1 and TOT decrease

–

N2 decrease

Procedure 1.

Collective lever

– Raise to maintain N2 and NRO within limits

2.

Affected engine

– Identify

3.

TWIST GRIP (affected engine)

– Reduce to torque un until th the no normal engine takes the load (TWIST GRIP and DEGRADE cautions come on)

4.

Collective lever

– Readjust as required to stay within limits

5.

ENG MODE SEL sw (affected engine)

– MAN

6.


– Adjust torque manually to 20–30% according to weight and ambient conditions

7.

Collective lever

– Readjust as necessary without changing TWIST GRIP position


9.


– Reduce before lowering the collective pitch lever to full down position (to keep N2/NRO within limits)

WARNING OPERATE THE TWIST GRIP WITH GREAT CARE AND AVOID QUICK TWIST GRIP ROTATIONS. HOLD MIN. 10% TORQUE ON THE NORMAL ENGINE TO MAINTAIN AUTOMATIC CONTROL OF VARIABLE N RO IN ACCORDANCE WITH SECTION 7 / FIG 7.14.

3 - 54




Engine Oil Temperature High Conditions/Indications Affected engine: –

Oil Oil temp temper erat atur ure e in indi dica cati tion on out out of of limi limits ts

Procedure 1.

Airspeed

– in i ncrease if possible

If engine oil temperature decreases below limit: 2. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E If engine oil temperature remains above limit:

2.

Affected engine

– Identify

3.


– Adjust to 20–30% torque (TWIST GRIP and DEGRADE cautions come on)

4. Oil temper temperatu ature re indica indicator tor (affec (affected ted – Monitor engine) If engine oil temperature decreases below limit: 5. LAND LAND AS SOON SOON AS AS PRAC PRACTIC TICABL ABLE E After landing:

6.TWIST GRIP (affected engine)

– Reduce before lowering the collective pitch lever to full down position (to keep N2/NRO within limits)

If engine oil temperature still remains above limit:

5. OEI flight condition

– Establish

6. Sing Single le engi engine ne eme emerg rgen ency cy shut shut-- – Perform down 7.


LAND LA ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E

3 - 55



Double Engine Failure - Hover IGE Conditions/Indications –

Yawin awing g mot motiion nose nose left eft

–

NRO and both N2 decrease

–

ROTOR RPM warning (NRO low) on

–

Both ENG FAIL caution indications (CAD & FLI)

–

Both ENG OIL P caution indications

–

Both FUEL PRESS caution indications

–

Both GEN DISCON caution indications

–


Procedure 1.

Right pedal

– Apply as necessary to stop yaw

2.

Landing attitude

– Establish

3.

Collective lever

– Raise as necessary to cushion landing

After steady ground contact: 4.

3 - 56

Collective lever

– Lower rapidly




Double Engine Failure - Flight Conditions/Indications –

Yawi awing moti otion, on, nos nose e lef leftt

–

NRO and both N2 decrease

–

ROTOR RPM warning (NRO low) on

–

Both ENG FAIL caution indications (CAD & FLI)

–

Both ENG OIL P caution indications

–

Both FUEL PRESS caution indications

–

Both GEN DISCON caution indications

–


Procedure Autorotation

– Perform


Double Engine Emergency Shutdown Procedure F

1.

ON GROUND Both ENG MAIN sw

– OF OFF

2. Bo Both FADEC sw

– OFF

3.

Both Fuel PRIME PUMP sw

– OFF

4.

BAT MSTR sw

– OFF

If there is an indication that the engines are still running:

5. F

1.

Both TWIST GRIPS

– Turn to shut off

IN FLIGHT Both ENG MAIN sw

2. Bo Both FADEC sw

– OF OFF – OFF

If there is an indication that the engines are still running:

3.

Both TWIST GRIPS


– Turn to shut off

3 - 57



Autorotation Procedure 1.

Collective lever

– Reduce to maintain NRO within limits

2.

Airspeed

– 75 7 5 KIAS recommended

NOTE

Maximum range airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KIAS Minimum rate-of-descent airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 KIAS

3.


– Perform

AT APPROXIMATELY 100FT AGL: 4.

Flare attitude

– Es Establish

TOUCHDOWN: 5.

Landing attitude

– Establish

6.

Heading

– Maintain

7.

Collective lever

– Increase to stop descent and cushion landing

AFTER TOUCHDOWN: 8.

Collective lever

– L Lo ower slowly to prevent an abrupt stop of the helicopter

9.

Cyclic stick

– Maintain in neutral position

10. BAT MSTR sw

3 - 58

– OFF



FIRE EMERGENCY CONDITIONS 3.5

FIRE EMERGENCY CONDITIONS

3.5.1

Cabin Fire Conditions/Indications –

Smok Sm oke, e, burn burnin ing g odo odorr, flam flames es

Procedure F

ON GROUND

1.


– Perform

2.

Passengers

– Al A lert/Evacuate

3.

Fire

– Extinguish if possible

F

IN FLIGHT

1.

Airspeed

– R Re educe, if necessary (65 KIAS recommended)

2.

Passengers Pa

– Alert

3.

Heating/Air conditioning (if installed)

– OFF

4.

Fire


5.

Fumes, smoke

– Eliminate, open sliding doors, windows and vents (fresh air)

6.


After landing:

7.



– Perform

3 - 59


FIRE EMERGENCY CONDITIONS 3.5.2

Electrical Fire / Short Circuit Conditions/Indications –

Odor Odor of of burn burnin ing g in insu sula lati tion on and and/or /or acid acid smok smoke e

Procedure F

ON GROUND

1.


– Perform

2.

Passengers

– Alert/Evacuate

3.

EPU, if connected

– Disconnect

4.

Fire


F

IN FLIGHT

1.

Airspeed

– Reduce, if necessary (65 KIAS recommended)

2.

Passengers Pa

– Alert

3.

Heating/Air conditioning (if installed)

– OFF

4.

Both BUS TIE switches

– OFF

5.

Electrical load


Try to isolate the cause of fire by switching off each PRIMARY BUS in turn by following procedure:

6.

GEN I / GEN II sw‘s in turn

– OFF; if if fi fire do does no not st stop NORM

7.

BAT MSTR sw

– OFF; if fire does not stop - ON

If fire has stopped: 8. LA LAND ND AS SOON SOON AS PRAC PRACTI TICA CABL BLE E If indication of electrical fire continues:

8.

Fire

– Ex Extinguish if possible

9. LAND AS SOON AS POSSIBLE POSSIBLE

3 - 60



TAIL ROTOR FAILURE CONDITIONS 3.6

TAIL ROTOR FAILURE CONDITIONS

3.6.1

Tail Rotor Drive Failure - Hover Conditions/Indications Complete loss of tail rotor thrust –

Tail rotor rotor failur failure e in power-on power-on flight flight is indicated indicated by a yawing yawing motion nose right; right; the the yaw rate depends on the aircraft power at the time of failure.

Procedure F

1.

HOVER IN GROUND EFFECT Both TWIST GRIP‘s

– Turn to minimum

and simultaneously:

2.

Landing attitude

– Establish

3.

Collective lever

– Apply as necessary

After landing:

4. F


– Perform

HOVER OUT OF GROUND EFFECT

1.

Collective lever

– Reduce immediately

2.

Both TWIST GRIP‘s

– Turn to minimum

If height permits:

3.

Airspeed

– Gain

4.

Collective lever

– Raise to stop descent and cushion landing


3 - 61


TAIL ROTOR FAILURE CONDITIONS 3.6.2

Tail Tail Rotor Drive Failure/Fixed-pitch Tail Rotor Control Failure - Forward Flight Conditions/Indications –

No dire direct ctio ional nal res respo pons nse e after after peda pedall inputs inputs a and nd/or /or

–

Compl Complet ete e los loss s of of tai taill rot rotor or thru thrust st and/o and/orr

–

Locked pedals

NOTE

The procedure will vary depending on flight conditions, power setting and mass of the helicopter

Procedure 1.

Collective lever

– Reduce to obtain minimum sideslip angle

2.

Airspeed

– Maintain 70 KIAS or higher

3.

Suitable landing area

– Select

NOTE D Surface of the landing area should be hard (e.g. concrete, asphalt) and flat. D Crosswind from the left is advantageous

4.

Shallow approach with nose left

– Perform

If the airspeed can be reduced below 40 kts with the nose still pointing to the left:

5.

Airspeed

– Reduce close to the ground until nose is aligned with the flight direction

6.

Landing

– Perform

If the nose direction changes from left to right at airspeeds higher than 40 kts:

5.

Airspeed

– Increase

6.

Approach

– Abort, climb to sufficient height for autorotation

NOTE

Headwind is advantageous

7.

Autorotation

– P Pe erform

NOTE D In autorotation zero sideslip can be expected at about 60 to 70 kts. D Before touchdown, the groundspeed should be reduced to a minimum D In final phase of flare the helicopter can yaw to the left due to friction effects.

3 - 62



SYSTEM EMERGENCY/MALFUNCTION CONDITIONS 3.7

SYSTEM EMERGENCY/MALFUNCTION CONDITIONS

3.7.1

Cyclic Trim Actuator Failure / Runaway Conditions/Indications Unsymmetrical cyclic stick forces

Procedure 1.

TRIM REL switch on cyclic stick

– Press to reduce stick forces

If, after releasing TRIM REL switch, stick forces reappear: 2.

Circuit breaker TRIM ACT

NOTE

3.7.2

– Pull

The FTR (TRIM REL) switch remains functional for force trimming.

Pitot / Static Port Failure Conditions/Indications Pitot and/or static ports blocked by foreign objects. Barometric instruments: –

indi indica cati tion ons s are are unre unreal alis isti tic c

–

poin pointe terr def defle lect ctio ions ns ma may y be slug sluggi gish sh

Procedure 1.


NOTE

3.7.3

– SELECTION VALVE NATE SOURCE

ALTER-

For alternate static system correction, refer to Section 5 of this Manual.

Abnormal Vibration During Flight Conditions/Indications Possible deposit of foreign objects (e.g. water, ice etc.) in the control cuff(s).

Procedure LAND AS SOON AS POSSIBLE


3 - 63


3.7.4

Failure of HIGH NR mode F

NRO fails to increase below 50 KIAS


below 50 KIAS, NRO fails to iincrease ncrease and/or HI NR advisory is off

NOTE

When the HI NR pb is selected at DA > 9000ft, no NRO /N2 increase/decrease happens, due to the normal NRO variation with density altitude (see sec.7).

Procedure 1.

HIGH NR mode

– Check selected

2.

NRO

– Check

If NRO is

 103%

:

3. Conti Continue nue Flig Flight ht/A /App ppro roac ach h If NRO remains nominal : 3.

F

Continue Flight, avoid landing with right cross wind

NRO fails to decrease above 55 KIAS or N RO increase above 55 KIAS


above 55 KIAS, NRO fails to decrease and/or HI NR advisory is on

–

above 55 KIAS, NRO increase and/or HI NR advisory is on

NOTE

When the HI NR pb is selected at DA > 9000ft, no NRO /N2 increase/decrease happens, due to the normal NRO variation with density altitude (see sec.7).

Procedure 1.

HI NR pb

– Push, check off and HIGH NR advisory goes off

2.

NRO

– Check

If NRO is nominal : 3. Con onttinu nue e Fli Flight If NRO  103% : 3. Airspeed

– Observe, max. airspeed VNE – 25 kts or below

4. Con onttinu nue e Fli Flight

NOTE

3 - 64

Select HIGH NR mode below 50 KIAS, when it has been deselected. EASA APPROVED Rev. 0

FLIGHT MANUAL EC 135 T2+ NORMAL PROCEDURES

SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS

Page 4.1

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1

4.2

PREPARATION PREPARATION FOR FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1

4.2.1

Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1

4.2.2

Mass and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1

4.3

PREFLIGHT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2

4.3.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2

4.3.2

Exterior Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2

4.3.3

Interior Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 8

4.3.4

Pre-start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 9

4.4

STARTING ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 12

4.4.1

Before starting engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 12

4.4.2

Abort start procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 12

4.4.3

Starting First Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 13

4.4.4

Starting Second Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 14

4.4.5

Engine quick start procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 15

4.5

SYSTEM CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 17

4.5.1

Miscellaneous Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 17

4.5.2

Power Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 17 Po

4.5.3

YAW SAS Check (if YAW SAS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 17

4.5.4

Cyclic Trim System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 17

4.5.5

Bleed air heating check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 18

4.5.6

HIGH NR check (if gross mass > 2835 kg) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 18

4.6

PRE-TAKEOFF PRE-TAKEOFF CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 19

4.7

TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 20

4.7.1

Takeoff with gross mass > 2835 kg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 20

4.8

PRE-LANDING CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 21

4.8.1

Landing with gross mass > 2385 kg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 21

4.9

LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 21


4 – i

FLIGHT MANUAL EC 135 T2+ NORMAL PROCEDURES

4.10

ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 21

4.11

ENGINE VENTILATION VENTILATION (DRY CRANK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 22

4.12

CHANGING ENGINE CONTROL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 23

4.12.1

Switch over from NORM to MANUAL mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 23

4.12.2

Switch over from MANUAL to NORM mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 23


4 – ii

Exterior Check Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3


FLIGHT MANUAL EC 135 T2+ Normal Procedures

SECTION 4 NORMAL PROCEDURES

4.1

GENERAL This Section contains instructions and recommended procedures which are peculiar to the operation of this helicopter. For definition of terms, abbreviations and symbols used in this Section refer to Section 1.

NOTE D For para. 4.3.2 “Exterior Check” and para. 4.3.3 “Interior Check” observe: – All steps/checks which are mandatory before each flight are marked with an asterisk (L). – All other steps/checks in these two paras have only to be performed before the first flight of the day. D From para. 4.3.4 to para. 4.10 all steps/checks are mandatory.

4.2

PREPARATION FOR FLIGHT

EFFECTIVITY

NOTE

Helicopters equipped with dual controls Before helicopter operation with a passenger on copilot’s seat, cyclic stick and collective pitch lever on copilot’s side should be removed, copilot’s pedals ad justed to the most forward position and the dual control covers (see FMS 9.2-3) 9 .2-3) installed. If the covers are not available, cyclic and collective levers shall remain installed. However, in this case, the passenger must be briefed properly before starting engines not to interfere with any pilot’s control operation.

EFFECTIVITY

4.2.1

All

Flight Planning Refer to Sections 5 to determine required fuel, airspeeds and power settings for takeoff, climb, cruise, hovering and landing data necessary to accomplish the mission.

4.2.2

Mass and Balance The takeoff and anticipated landing gross mass and balance should be obtained before takeoff and checked against mass and load limits and center center of gravity restrictions (see Section 2).


4-1


4.3

PREFLIGHT CHECK

4.3.1

General The preflight check shall be accomplished in accordance with the Flight Manual. The preflight check is not a detailed mechanical inspection, but essentially a visual check of the helicopter for correct condition. When unusual local conditions dictate, the extent and/or frequency of this check shall be increased as necessary to promote safe operation.

NOTE D The following list contains only check items for the standard configuration. D In addition to these items, check antennas and all installed optional equip-

ment. D Make certain that all relevant intermediate and special inspections in accor-

dance with the Maintenance Manual have been complied with. D For optional equipment check items, refer to the respective Flight Manual

Supplement or Maintenance Manual.

4.3.2

Exterior Check The exterior check is laid out as a walk-around check, starting forward right at the pilot’s door, proceeding clockwise to the tail boom, to the left hand side (including the upper and lower areas of the helicopter) and is completed at the helicopter nose area.

NOTE D The helicopter shall be headed into the wind. D The area around the helicopter should be clear of all foreign objects. D To avoid excessive drain on the helicopter battery, particularly during cold

weather, all ground operations should be conducted using an external power unit (EPU). D When the battery is used, the operation of electrical equipment should be kept

to a minimum.

4-2



1

2

5 D _ 1 3 0 0 _ H L F _ 5 3 1 C E

44

3 1.

Fuselage RH

4.

Cabin top

2.

Rear structure

5.

Nose area

3.

Fuselage LH

Fig. Fig. 4-1 4-1

Exte Exteri rior or Check Check Se Seque quenc nce e

Before exterior check: L Helicopter forms and documents

– Check, complete

L Weight, CG

– Check

L Covers and tie-downs

– Removed

L Ice and snow (if any)

– Removed

L Ground handling wheels

– Removed

Fuel tanks

– Drain

L Equipment and cargo

– Secured

Exterior Chek Fuselage - RH: Cockpit air intake

– Cl Clear

Pilot door

– Co Condition, function

BAT MSTR switch

– Ch Check, OFF

Sliding door

– Condition, function

Landing gear and step

– Condition

Drain port

– Clear (Continued)


4-3


Fuselage - RH (continued): Fuselage underside

– Condition, no leakage

Antennas on underside (if any)

– Condition

Windshield, upper part

– Condition

Cabin air intake

– Clear

Antennas on roof (if any)

– Condition

Oil cooler fan inlet screen

– Clear

Oil cooler fan

– Condition

Sliding door

– Closed

OAT-Sensor

– Co Condition, clear

Transmission & Engine Compartments - RH: Transmission compartment

– No leakage, no foreign objects

Oil cooler air inlet duct

– Check clear

Oil cooler

– Clear, condition

Hydraulic pressure supply system 2

– Condition

Fluid level indicator

– Check fluid level

Sight glass

– Ch Check oil visible

Transmission oil filter clogging indicator pin

– Check in

Transmission oil level

– Check

Generator intake

– Clear

Air opening in access door

– Clear

L Transmission access door

Engi En gine ne comp compar artm tmen ent, t, wiri wiring ng,, link linkag ages es and and lin lines es L Engine II oil tank

– Cond Condit itio ion, n, no leaka leakage ge,, no foreign objects – Oi Oil level

Engine air intake

– Clear

Engine air intake access door

– Closed, locked

Engine oi oil an and fue fuell fifilter cl clog ogg ging in indic dicator pi pins

– Check in in

Engine drive shaft

– Check free wheeling

Air openings (NACA & vent) in engine cowling

– Clear

L Engine access door

4-4

– Closed, secured

– Closed, secured



Fuselage - RH (continued): L Maintenance step

Avionic bay cooling vent L EPU access

– Ch Check in – Clear – Circuit breaker in, door closed if EPU not connected

Battery

– Condition, connected

Vent screen (2) on the top

– Clear

L Battery compartment door

– Closed and secured

if co copilot’s system installed) L Static port(s) (2, if

– Clear

Engine exhaust pipe

– Condition

Clam shell doors


First aid kit

– O On n board, condition

Avionic rack

– Secured

L Clam shell doors

Hinges

– Closed, secured – Condition

Rear Area: L Tail boom - right side

– Condition

Antennas (if any)

– Co C ondition

horizon ontal tal and vert vertic ical al stab stabil iliz izer er,, pos posit itio ion n lig light ht L RH horiz

– Condi Conditi tion on

Tail bumper

– Condition

Fenestron structure

– Condition

L Tail rotor blades

– Condition, free play

Tail rotor

– Check centered within fenestron structure (constant blade tip clearance); visual check

Slip marks on tail rotor fairing and hub

– Check no dislocation

Vertical fin tip, RH

– Condition

Position and anti-collision light

– Condition

Vertical fin tip, LH

– Condition

Stators

– Condition

L Tail gearbox

– Condition, no leakage, oil level

Oil filler cap

– Condition, closed

Tail gearbox cover

– Condition, no no foreign objects, camlocks closed

horizo zonta ntall and vert vertic ical al stabi stabili lize zerr, posi positi tion on light light L LH hori

– Condi Conditi tion on

L Tail boom - left side

– Condition

Antennas (if any)


– Co C ondition

4-5


Fuselage - LH: L Static port(s) (2, if copilot’s system installed)

– Clear

Engine exhaust pipe

– Condition

Avionic bay cooling vent

– Clear

Transmission Transmission & Engine Compartments Compartments - LH: Engi En gine ne comp compar artm tmen ent, t, wiri wiring ng,, link linkag ages es and and lin lines es L Engine I oil tank

– Cond Condit itio ion, n, no leaka leakage ge,, no foreign objects – Oi Oil level

Engine air intake

– Clear

Engine air intake access door

– Closed, locked

Engine oi oil an and fue fuell fifilter cl clog ogg ging in indic dicator pi pins

– Check in in

Engine drive shaft

– Check free wheeling

Air openings (NACA & vent) in engine cowling

– Clear

L Engine access door

– Closed, secured

Transmission compartment

– No leakage, no foreign objects

Oil cooler air inlet duct

– Check clear

Oil cooler

– Clear, condition

Hydraulic pressure supply system 1

– Condition

Fluid level indicator

– Check fluid level

Sight glass

– Ch Check oil visible

Swas Swash h plat plate e slid slidin ing g slee sleeve ve bush bushin ing g (low (lower er part part))

– Cond Condit itio ion, n, no shift shift

Generator intake

– Clear

Air opening in access door

– Clear

L Transmission access door

– Closed, secured

Main Rotor Area: Swash plate

– Condition

Swas Swash h pla plate te slid slidin ing g sle sleev eve e bus bushi hing ng (upp (upper er part part))

– Cond Condit itio ion, n, no shift shift

Driving links assembly

– Condition

Rotor blades (4)

– Condition, turn rotor and check free run

PU Erosion-protective film (if fitted)

– Condition, no no se separation

Blade underside in the area between drain – Condit Condition ion and check check for cracks cracks holes and blade middle

4-6

Trim tabs (8)

– Condition

Static discharger (4)

– Condition

Rotating control rods (4)

– Condition, free movement

Blade attachment bolts (8)

– Secured

Rotor hub cap

– Condition

Blade dampers (8)

– Condition



Control cuffs (4)

– Condition

If control cuff covers are installed: Control cuff covers (4)

– Condition

If control cuff covers are damaged or not installed: Control cuff drain holes

– No foreign objects

Cont Contro roll cuf cufff open openin ing g (as (as far far as vis visibl ible)

– No fore foreig ign n obj objec ects ts

Lower part of blade dampers

– Feel for foreign objects, water or snow inside

Fuselage - LH (continued): Deck cowlings

– Condition

Cowling left side

– Co C ondition

Antennas on roof (if any)

– Condition

Windshield, upper part

– Clean

L Maintenance step

Fuel filler cap L Fuel filler door

– Cl Closed – Cl C losed, secured – Closed, locked

Landing gear and step

– Condition

Vents (2), drainports (2)

– Clear

Antennas on underside (if any)

– Condition

Fuselage underside

– Condition, no leakage

Sliding door


If the optional “pre–catch device” is installed the door must be in fully closed position prior next opening. The pilot/crew has to instruct the passengers for safety reasons. Cockpit air intake

– Cl Clear

Copilot door


Copil pilot seat safety belts, if seat not occupied

– Fast asten ene ed, se secured red

Nose area: Windshield, front and lower part tube be((s) (2, (2, if cop copiilot’s system installed) L Pitot tu

– Condition, clean – Cond ndiition, no no for forei eig gn ob objects

Windshield wiper (if installed)

– Condition

Nose windows

– Condition

L Pedal areas

– No No foreign objects

Landing lights

– Condition

L Fuselage bottom

– Co Condition


4-7


4.3.3

Interior Check L Seats and pedals

– Adjusted and locked

L Safety belt

– Fastened

L Pilot/Copilot door

– Check all latches properly engaged by pushing the door(s) outwards

If the optional “pre–catch device” is installed the door must be in fully closed position prior next opening. L Overhead panel:

All circuit breakers

– In In

All switches

– OFF or NORM

Rotor brake le lever (if ro rotor br brake installed)

– Check in off (u (upward ard) po position

L Instrument panel:

Instruments

– Check

Clock

– Check and set

All switches

– OFF or NORM


– STATIC TUBE STATIC PRESSURE

L Center console:

COM/NAV

– As required

L Collective pitch:

All switches

– OFF, NORM, guarded if possible

Twist grips

– NEUTRAL

Collective lever

– Ch C heck locked

L Cyclic Stick

– Check lo locked

DC System Check (EPU is disconnected)

4-8

BAT MSTR switch

– ON

BUS TIE sw (1 and 2)

– OFF; Check cautions BUS TIE OPEN 1 and 2 appear

VEMD

– Ch C heck DC voltage indication for system 1 and 2 is equal to battery voltage

BUS TIE sw (1 and 2)

– NORM; Ch Check c ca autions B BU US TIE OPEN 1 and 2 disappear

VEMD

– Ch C heck DC voltage indication for system 1 and 2 is equal to battery voltage

BAT MSTR switch

– OFF



4.3.4

Pre-start Check Instrument panel:

NOTE

BAT MSTR switch

– ON; CPDS internal test starts

NRO /N2 in i nstrument

– Check full deflection

Do not switch off CPDS during or after flight. However, if it has been switched off even though, proceed as follows for a correct reactivation: 1.

CAD OFF pb

– Press

2.

VEMD OFF 1 & OFF 2 pb

– Press one after the other; several cautions may appear for a few seconds.

CAD

NOTE

– Check no INP FAIL, ENG EXCEED caution

If INP FAIL FAIL appears in conjunction with the appropriate caution(s), this caution(s) will not be provided during flight. Abort pre-start check. Maintenance action is required. If ENG EXCEED caution appears, abort pre-start check. Maintenance action is required. Low NRO-RPM audio tone

– Re R eset

Overhead panel: FIRE EW 1 test switch

– EXT/WARN

CAD

– FIRE EXT and FIRE E TST must come on (system I); if system is installed

Warning panel

– FIRE I must come on

Headset

– Aural warning signal must come on

FIRE EW 1 test switch

– O OF FF


– EXT/WARN

CAD

– FIRE EXT and FIRE E TST must come on (system II); if system is installed

Warning panel

– FIRE II must come on

Headset

– Aural warning signal must come on



– O OF FF

4-9


Pre-start Check (continued)

NOTE

CDS/WARN UNIT TEST switch

– WARN UNIT (all warning lights and double gong must come on)

Low NRO-RPM audio tone

– Comes on and must be reset

CDS/WARN UNIT TEST switch

– CPDS; Check display self test

SHED BUS switch

– EMER (to test XFER pump aft)

Fuel XFER pumps (AFT and FWD)

– ON; Check caution (F PUMP AFT/FWD) off

Fuel XFER pumps (AFT and FWD)

– OFF

SHED BUS sw

– NO NORM and guarded

Fuel PRIME pumps (1 and 2)

– ON an and check caution coming on

To ensure that the engines are supplied enough fuel, prime pumps must be on for at least 10 sec. before starting engines. A-COLL light sw

– ON

Instrument panel: Instrument panel cooling

– Check operative

CAD & VEMD brightness

– Adjust as required

CPDS

– Check units

VEMD

– DC voltage: minimum 24V DC

CAD fuel quantity indication

– Check quantity

CAUTION

4 - 10

DO NOT SWITCH ON FADEC UNTIL CPDS SELF TEST HAS BEEN COMPLETED.



Pre-start Check (continued) FADEC sw I then II

– ON; – Check Check fol follo lowi wing ng CAU CAUTI TION ON indications on CAD coming up for a few seconds (SYS 1/2): - TRAINING - ENG MANUAL - DEGRADE - REDUND - ENG EXCEED - OVSP

FADEC Parameter Check SCROLL button on VEMD

– Select SYSTEM STATUS PAGE; – compare P0 between system 1 and 2, max. allowable difference is t 20hPa – compare T1 between system 1 and 2, max. allowable difference is t 4_C

SCROLL button on VEMD

– Select ELEC/VEH page

NOTE

If a bigger difference of T1’s is indicated and the aircraft has been exposed to the sun for an extended period repeat the test after engine start prior to takeoff.

OVSP Test OVERSPEED 1 test switch CAD OVERSPEED 2 test switch CAD OVERSPEED 1 test switch CAD OVERSPEED 2 test switch CAD OVERSPEED 1 test switch CAD OVERSPEED 2 test switch CAD


– TEST and release – OVSP (sys I) must come on – TEST and release – OVSP (sys II) must not come on – RESET and release – OVSP (sys I) goes off – TEST and release – OVSP (sys II) must come on – TEST and release – OVSP (sys I) must not come on – RESET and release – OVSP (sys II) goes off

4 - 11


4.4

STARTING ENGINES

4.4.1

Before starting engines

4.4.2

Fire guard

– Po P osted (if available)

Rotor area

– Clear

Abort start procedure CAUTION

EFFECTIVITY

IMMEDIATELY ABORT START AND, IF INDICATED, PERFORM MAINTENANCE ACTION BEFORE RESTART FOR ANY OF THE FOLLOWING:

If 25 Ah or 26 Ah or 27 27 Ah battery is installed installed D IF IGNITION DOES NOT TAKE PLACE AFTER REACHING OF N 1= 20%

BUT LATEST AFTER 15 SECONDS. PERFORM A 15 SEC. ENGINE VENTILATION (see 4 (see 4.11) .11) AND WAIT FOR 60 SECONDS BEFORE TRYING STARTING AGAIN. EFFECTIVITY

If 40 Ah battery is installed D IF IGNITION DOES NOT TAKE PLACE AFTER REACHING OF N 1= 20%

BUT LATEST AFTER 15 SECONDS. WAIT ANOTHER 30 SECONDS AND PERFORM A 15 SEC. ENGINE VENTILATION (see 4.11). WAIT FOR 30 SECONDS BEFORE TRYING STARTING AGAIN. EFFECTIVITY

All D IF ABNORMAL NOISES ARE HEARD. D TOT RISES ABNORMALLY RAPIDLY ABOVE 810 _C AND IS QUICKLY

APPROACHING 895_C. (If start is aborted but TOT limits are not exceeded, wait 15 seconds after N1 RPM has returned to zero before attempting restart. This permits excessive fuel to drain from combustion chamber.) D IF ENGINE HANGS. (Stagnation below GROUND IDLE limits)

(WAIT ANOTHER 30 SECONDS AND PERFORM A 15 SEC. ENGINE VENTILATION (see 4 (see 4.11)). .11)). D NO POSITIVE ENGINE OR TRANSMISSION OIL PRESSURE INDICA-

TIONS UPON REACHING GROUND IDLE CONDITION. (MAINTENANCE ACTION!) D N2 RPM AND ROTOR RPM NEEDLES ARE NOT MATCHED AFTER

REACHING STABILIZED GROUND IDLE CONDITION. (MAINTENANCE ACTION!) D ABNORMAL VIBRATIONS DURING NRO INCREASE D IF N1 OR N2 INCREASE BEYOND ENGINE LIMITS.

(WAIT ANOTHER 30 SECONDS AND PERFORM A 15 SEC. ENGINE VENTILATION ( see 4 see 4.11)). .11)).

4 - 12



ENG MAIN sw(s)

– OFF

If the engine is still running: Respective TWISTGRIP

NOTE

4.4.3

– Turn to SHUT-OFF

If, for any reason, a starting attempt is discontinued, the entire starting sequence must be repeated from the beginning.

Starting First Engine NOTE

Either engine may be started first.

First Limit Indicator

– Check needle shows TOT

ENG MAIN sw first engine

– IDLE, simultaneously start clock – Monitor: - N1 increase - TOT rise ( 720 _C) note that FLI needle moves not until 350 _C. - Engine oil pressure increase - N2 and NRO increase 



NOTE

During start GEN PARAM OVERLIMIT message on the FLI may appear.

Ground IDLE

– Ch Check approx. N2=70%

HYDRAULIC Check: TRIM REL sw (on cyclic stick)

– Press

Cyclic stick

– Unlock

CAUTION

HYD TEST MUST NOT BE OPERATED DURING FLIGHT

HYD test sw

– SYS 1 and hold Check caution indication: HYD PRESS (System 2)

Perform small movements: – with cyclic stick

– Check mast moment indication (if installed) and correct operation

– with collective pitch

– Check correct operation

– with pedals

– Check higher forces

HYD test sw


Check correct operation with small cyclic stick, collective pitch and pedal movements. EASA APPROVED Rev. 0

4 - 13


4.4.4

Starting Second Engine First Limit Indicator

– Check needle shows TOT

ENG MAIN sw second engine

– IDLE, simultaneously start clock – Monitor: - N1 increase - TOT rise ( 720 _C) note that FLI needle moves not until 350 _C. - Engine oil pressure increase - N2 and NRO increase 



NOTE

During start GEN PARAM OVERLIMIT message on the FLI is normal.

When IDLE speed of N2 = 70% is reached: Both Fuel XFER pumps

– O ON N

Both Fuel PRIME pumps

– OFF

Inverter sw (if inverter(s) installed)

– ON

Avionic Master switches

– ON

Pitot Heater 1/2

– ON

Avionics

– Check on and set

Instruments

– Set and check

Both ENG MAIN switches

– FLIGHT

After rotor RPM has stabilized: Both ENG MAIN switch guards

4 - 14

– Close



4.4.5

Engine quick start procedure NOTE

Only recommended if special circumstances require.

INVERTER sw (if inverter(s) installed)

– ON

TRIM REL sw (on cyclic stick)

– Press

Cyclic stick

– Unlock and hold in neutral pos.

First Limit Indicator

– Check needles show TOT

Both ENG MAIN sw‘s

– FLIGHT, clock

NOTE

simultaneously

start

Only one engine will begin starting cycle. After reaching N1 50%, the second engine will begin its starting cycle automatically. 

– Monitor: - N1 increase - TOT rise ( 720 _C) note that FLI needles moves not until 350 _C. - Engine oil pressure increase - N2 and NRO increase 



NOTE

During start GEN PARAM OVERLIMIT message on the FLI is normal.

When N2 > 70% at both engines: Both Fuel XFER pumps

– O ON N

Both Fuel PRIME pumps

– OFF


– ON

Pitot Heater 1/2

– ON

When both engines in Flight idle: Both ENG MAIN switch guards

– Close

Avionics

– Check on and set

Instruments

– Set and check

HYDRAULIC Check: CAUTION

HYD TEST MUST NOT BE OPERATED DURING FLIGHT

HYD test sw


Perform small movements: – with cyclic stick


– Check mast moment indication (if installed) and correct operation

4 - 15


– with collective pitch

– Check correct operation

– with pedals

– Check higher forces

HYD test sw


Perform small movements with cyclic stick, collective pitch and pedals and check correct operation.

4 - 16



4.5

SYSTEM CHECKS

4.5.1

Miscellaneous Checks Optional equipment checks

4.5.2

– As required (refer to Section 9)

Power Check Perform power check as required (refer to Section 5).

4.5.3

4.5.4

YAW SAS Check (if YAW SAS installed) SAS DCPL push-button

– Press Check CAUTION indication: YAW SAS

P&R // Y RST switch

– Reengage YAW SAS

Cyclic Trim System Check Cyclic stick: Cyclic trim system

NOTE

– Check function in all four directions

Monitor Mast Moment Indication, if installed, while performing small cyclic inputs.

TRIM-REL sw


– Press while making small cyclic inputs in all four directions. Check, that no spring forces are present.

4 - 17


4.5.5

Bleed Air Heating Check PULL for HEATING/DEFOG knob

– Pull

BLD HTG switch

– Norm

TOT indication

– On VEMD

BLD HTG rheostat

– MAX; check if BLEED AIR indication comes on and both TOT increase (after approx. 30sec.)

WARNING

MOISTURE THAT MAY HAVE ACCUMULATED IN THE HEATER SYSTEM DUCTING WILL CAUSE THE WINDSHIELDS TO FOG UPON INITIAL ACTIVATION OF THE HEATER. THEREFORE, BEFORE TAKEOFF, MAKE CERTAIN THAT ANY MOISTURE IN THE HEATER SYSTEM IS ELIMINATED BY OPERATING THE HEATER IN THE DEFOGGING MODE UNTIL INDICATIONS OF MOISTURE ON THE WINDOWS ARE NO LONGER PRESENT.

BLD HTG rheostat

4.5.6

– OFF; check BLEED AIR indication disappears from the advisory panel

HIGH NR Check (if gross mass > 2835 kg): HI NR pb

– Push, check “ON” illuminates and NRO increases by up to 3% 

HIGH NR advisory

NOTE

4 - 18

– Ch Check on

When the HI NR pb is selected at DA > 9000 ft, no NRO /N2 increase/decrease happens, due to the normal NRO variation with density altitude.



4.6

PRE-TAKEOFF CHECK CAUTION

CHECK THAT THE ADJUSTMENT OF THE INTERCOM MASTER VOLUME REGULATOR GUARANTEES AUDIBLE SIGNALS.

NRO / N2

– Check 100%, If gross mass > 2835 kg: 

– Check 103% and HIGH NR illuminates 

All WARNING, CAD & VEMD indications

– Check

All doors

– Closed

Collective pitch

– Unlock

NOTE D Due to start sequence the FLI needle of the second started engine can show TOT start mode instead of torque. Switch the engine in TOT mode to FLIGHT position first. D In case of operation under low OAT condition observe engine oil temperature limits

and warm up procedure as stated in section 2 para. 2.15.


4 - 19


4.7

TAKEOFF CAUTION

AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED INFLIGHT IN TURBULENT WEATHER CONDITIONS. IN CASE OF PIO/PAO, RELEASE COLLECTIVE LEVER MOMENTARILY AND INCREASE COLLECTIVE LEVER BRAKE FRICTION.

Collective

– Check if starting triangles disappeared, if not perform small input ( 30% torque) 

Hover flight

– Perform

NRO /N2 instrument

– Check 100% If gross mass > 2835 kg: Check 103% 



FLI needles

– Check matched at same parameter


– Check

Recommended takeoff procedure:

4.7.1

Acceleration and climb

– Start nose down pitch rotation and simultaneously increase power smoothly so that the helicopter gains speed and height. Observe Height–Velocity–diagram as described in Section 5

When reaching 50 KIAS

– Maintain airspeed until reaching 50ft AGL, then accelerate to VY (65 kt) and climb through 100ft AGL

Takeoff with gross mass > 2835 kg: When IAS above 55 KIAS

– Check decrease in NRO to nominal value (by up to 3 %); HIGH NR advisory goes off 

4 - 20



4.8

4.8.1

PRE-LANDING CHECK All instruments

– Check


– Check

Landing with gross mass > 2835 kg: When IAS below 50 KIAS

– Check increase in NRO to 103% and HIGH NR comes on 

4.9

LANDING CAUTION

AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURING RUNNING LANDING OR HARDER VERTICAL LANDINGS. IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE COLLECTIVE LEVER, WHATEVER SITUATION ALLOWS, UNTIL OSCILLATION HAS STOPPED.

Recommended Recommended landing procedure: After reaching 50 ft AGL

– Descent wi with 30 300 ft ft/minvR/D t 500 ft/min at 40 KIAS

Before touchdown

– Establish flare attitude to reduce ground speed and raise collective lever to cushion landing

Touchdown

– Establish with zero groundspeed

HI NR pb (if High NR mode was active)

– Push, ch c heck “O “ON” go goes of off an a nd decrease decrease in NRO by up to 3 %; HIGH NR advisory goes off 

4.10

Cyclic stick

– Neutral

Collective pitch

– Lock

ENGINE SHUTDOWN ENG I / II main switches

– IDLE

Clock

– Start

Inverter sw(s)

– OFF


– OFF

STBY/HOR sw (if installed)

– OFF

Fuel XFER F + A pumps

– OF O FF

All electrical consumers

– OFF; except anti-collision light and FADEC sw


4 - 21


Cyclic stick

– Lock

After 30 seconds: ENG I/II main switches

– OFF

Engine parameters

– Mo M onitor

When rotor has stopped:

4.11

Anti-collision light

– OF OFF

VEMD

– Check FLIGHT REPORT page for counter cycles and perform appropriate logbook entry.

CAD (SYS 1/2)

– Check for FADEC FAIL, DEGRADE and REDUND caution indication and perform appropriate logbook entry.

FADEC switches (2)

– OF OFF

BAT MSTR switch

– OFF

ENGINE VENTILATION (DRY CRANK)

EFFECTIVITY

If 25 Ah or 26 Ah or 27Ah battery is installed.

ENG main switch

– OFF

When N1 < 10% : STARTER switch EFFECTIVITY

– VENT position, max. 15 sec.

If 40 Ah battery is installed.

ENG main switch

– OFF

When N1 < 10% and 30 seconds have elapsed since start abort: STARTER switch EFFECTIVITY

4 - 22

– VENT position, max. 15 sec.

All.



4.12

CHANGING ENGINE CONTROL MODE

4.12.1

Switch over from NORM to MANUAL mode: To choose MANUAL-Mode for pilot’s training: Respective ENG MODE SEL sw

– MAN; ENG MANUAL caution comes on (CAD & FLI)

Refer to ENG MANUAL emergency procedure 4.12.2

Switch over from MANUAL to NORM mode: In case of deliberately chosen MANUAL-Mode for pilot’s training by means of the ENG MODE SEL switch: Respective ENG MODE SEL selector sw

– NORM

Respective Twist grip

– Turn gr gradually position

ENG MANUAL caution

– Check off

TWIST GRIP caution

– Check off

to to

NE NEUTRAL

Wait 10 sec. before any power variation. Correct operation in NORM mode


– Verify by small collective movements

4 - 23


4.13

BLEED AIR HEATING SYSTEM OPERATION PULL for HEATING/DEFOG knob

– Pull, set as required

BLD HTG rheostat

– Turn towards MAX as far as desired; check if BLEED AIR indication comes on

Ventilation system air outlets

– Set as required

Ventilation system blower

– Set as required

BLD HTG rheostat

– Check temperature; adjust if re– quired

NOTE

4.13.1

In case of blower failure check c/b VENT SYST POWER POWER (overhead panel) engaged. For blower reactivation pull and push c/b VENT SYST CONTROL (overhead panel). panel). If c/b VENT SYST POWER is engaged check c/b VENT PWR (c/b–panel 22VE, located in the baggage compartment RH–side). This check is only possible on ground. For blower reactivation pull and push c/b VENT SYST CONTROL (overhead panel).

Deicing In case of iced windows proceed as follows:

4.13.2

“Pull for air” knob

– Pull

PULL for HEATING/DEFOG knob

– Pull


– Set to 2/3 power

BLD HTG rheostat

– T Tu urn to MAX

Air outlets Instrument panel

– Close

Defogging In case of fogged windows proceed as follows:

4.13.3

“Pull for air” knob

– Pull

PULL for HEATING/DEFOG knob

– Pull


– Turn to MAX

BLD HTG rheostat

– T Tu urn to MAX

Air outlets Instrument panel

– Close

Bleed air heating system off BLD HTG rheostat

4 - 24

– OFF; check if BLEED AIR indication disappears from CAD


FLIGHT MANUAL EC 135 T2+ PERFORMANCE DATA

SECTION 5 PERFORMANCE PERFORMA NCE DA D ATA TABLE OF CONTENTS

Page 5.1

APPROVED PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1

5.1.1

Variable factors affecting performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1

5.1.2

Reading of the charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 2

5.1.3

Power check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 2

5.1.3.1 Power check intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 2 5.1.3.2 Ground power check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 2 5.1.3.3 Inflight power check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 9 5.1.3.4 Po Power trend monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 12 5.1.4

Density altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 14

5.1.5

Airspeed system calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 16

5.1.6

Static system correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 18

5.1.6.1 Alternate static system altitude correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 18 5.1.7

Height-velocity envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 21

5.1.8

Hover ceiling in ground effect (HIGE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 24

5.1.9

Hover ceiling in ground effect (HIGE) - OEI Performance . . . . . . . . . . . . . . . 5 - 38

5.1.9.1 Bleed air consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 38 5.1.9.2 Performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 38 5.1. 5.1.10 10

Hove Hoverr cei ceili ling ng in grou ground nd effe effect ct (HIG (HIGE) E) with with High High Land Landin ing g Gear Gear inst instal alle led d . . . 5 - 40

5.1.11

Hover ceiling out of ground effect (HOGE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 48

5.1.12

Hover ceiling out of ground effect (HOGE) - OEI Performan ce . . . . . . . . . . . 5 - 58

5.1.12.1 Bleed air consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 58 5.1.12.2 Performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 58 5.1.13

Rate of climb - AEO performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 62

5.1.13

Rate of climb - OEI performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 75


5 – i


LIST OF FIGURES Page Fig. 5-1

Power check MT = 75% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 5

Fig. 5-2

Power check MT = 60% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 6

Fig. 5-3

N1/TOT Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 7

Fig. 5-4

Inflight power check MT = 60% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 11

Fig. 5-5

Plotting example for power trend monitoring . . . . . . . . . . . . . . . . . . . . . . . . 5 - 12

Fig. 5-6

Density - Altitude chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 15

Fig. 5-7

Airspeed system calibration (pilot and copilot) . . . . . . . . . . . . . . . . . . . . . . . 5 - 17

Fig. 5-8

Alternate static system correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 18

Fig. 5-9

Height-velocity diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 23

Hover Ceiling in Ground effect (HIGE): Fig. 5-10

AEO, TOP, zero wind or headwind, bleed air off . . . . . . . . . . . . . . . . . . . . . 5 - 25

Fig. 5-11

AEO, TOP, zero wind or headwind, bleed air on . . . . . . . . . . . . . . . . . . . . . 5 - 26

Fig. 55-12

AEO, TO TOP, cr crosswind co component 17 17 kt kt, bl bleed ai air of off, nom om.. NR . . . . . . . . 5 - 27

Fig. 55-13

AEO, TOP, crosswind component 17 kt, bleed air on, nom. NR . . . . . . . . 5 - 28

Fig. 5-14

AEO, TOP, crosswind component 17 kt, bleed air off, high igh NR . . . . . . . . 5 - 29

Fig. 5-15

AEO, TOP, crosswind component 17 kt, bleed air on, high NR . . . . . . . . 5 - 30

Fig. 5-16

AEO, MCP, zero wind or headwind, bleed air off . . . . . . . . . . . . . . . . . . . . . 5 - 31

Fig. 5-17

AEO, MCP, ze z ero wind or headwind, bleed air on . . . . . . . . . . . . . . . . . . . . 5 - 32

Fig. 5-18

AEO, MCP, crosswind component 17 kt, bleed air off, nom om.. NR . . . . . . . 5 - 33

Fig. 5-19

AEO, MCP, crosswind component 17 kt, bleed air on, nom. NR . . . . . . . 5 - 34

Fig. 55-20

AEO, MCP, crosswind co component 17 kt, bleed air off, high igh NR . . . . . . . . 5 - 35

Fig. 5-21

AEO, MCP, crosswind component 17 kt, bleed air on, high NR . . . . . . . . 5 - 36

Fig. 5-22

OEI Performance, zero wind or headwind . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 39

Fig. Fig. 5-23 5-23

AEO, EO, TOP TOP,, zer zero o win wind d or or hea headw dwiind, nd, bl bleed eed ai air of off, high high land landiing gear gear . . . . 5 - 41

Fig. Fig. 5-24 5-24

AEO, EO, TOP TOP,, zer zero o win wind d or or hea headw dwin ind, d, blee bleed d air air on, on, hig high h lan landi ding ng gear gear . . . . 5 - 42

Fig. 5-25 5-25

AEO, TOP, TOP, crosswin crosswind d component component 17 kt, kt, bleed bleed air air off, off, high landing landing gear nom. NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 43

Fig. 5-26

AEO, TOP, TOP, crossw crosswind ind component component 17 kt, bleed air on, high landing landing gear nom. NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 44

Fig. 5-27

AEO, TOP, TOP, crossw crosswind ind component component 17 kt, bleed air off, high landing landing gear high NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 45

Fig. 5-28

AEO, TOP, TOP, crossw crosswind ind component component 17 kt, bleed air on, high landing landing gear high NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 46 Hover Ceiling out of Ground effect (HOGE):

5 – ii

Fig. 5-29

AEO, TOP, bleed air off, nom. NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 49

Fig. 5-30

AEO, TOP, bleed air on, nom. NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 50

Fig. 5-31

AEO, TOP, bleed air off, high NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 51

Fig. 5-32

AEO, TOP, bleed air on, high NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 52 EASA APPROVED Rev. 0


Fig. 5-33

AEO, MCP, bleed air off, nom. NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 53

Fig. 5-34

AEO, MCP, bleed air on, nom. NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 54

Fig. 5-35

AEO, MCP, bleed air off, high NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 55

Fig. 5-36

AEO, MCP, bleed air on, high NR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 56

Fig. 5-37

OEI Performance 2 min power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 60

Fig. 5-38

OEI Performance 30 sec power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 61

Rate of Climb Fig. 5-39

AEO, TOP, bleed air off 1500kg to 2100 kg, . . . . . . . . . . . . . . . . . . . . . . . . 5 - 63

Fig. 5-40

AEO, TOP, bleed air off 2100 kg to 2500 kg, . . . . . . . . . . . . . . . . . . . . . . . . 5 - 64

Fig. Fig. 5-41 5-41

AEO, AEO, TOP TOP, bleed bleed air off off 2500 kg to 2910 kg, . . . . . . . . . . . . . . . . . . . . . . . 5 - 65

Fig. 5-42

AEO, TOP, bleed air on 1500 kg to 2100 kg, . . . . . . . . . . . . . . . . . . . . . . . . 5 - 66

Fig. 5-43

AEO, TOP, bleed air on 2100 kg to 2500 kg, . . . . . . . . . . . . . . . . . . . . . . . . 5 - 67

Fig. Fig. 5-44 5-44

AEO, AEO, TOP TOP, bleed bleed air on 2500 kg to 2910 kg, . . . . . . . . . . . . . . . . . . . . . . . 5 - 68

Fig. 5-45

AEO, MCP, bleed air off 1500kg to 2100 kg, . . . . . . . . . . . . . . . . . . . . . . . . 5 - 69

Fig. 5-46

AEO, MCP, bleed air off 2100 kg to 2500 kg, . . . . . . . . . . . . . . . . . . . . . . . 5 - 70

Fig. Fig. 5-47 5-47

AEO, AEO, MCP, MCP, bleed bleed air off 2500 kg to 2910 kg, . . . . . . . . . . . . . . . . . . . . . . . 5 - 71

Fig. 5-48

AEO, MCP, bleed air on 1500 kg to 2100 kg, . . . . . . . . . . . . . . . . . . . . . . . 5 - 72

Fig. 5-49

AEO, MCP, bleed air on 2100 kg to 2500 kg, . . . . . . . . . . . . . . . . . . . . . . . 5 - 73

Fig. Fig. 5-50 5-50

AEO, AEO, MCP, MCP, bleed bleed air on 250 2500 0 kg to 291 2910 0 kg, . . . . . . . . . . . . . . . . . . . . . . . 5 - 74

Fig. 5-51

OEI, MCP, bleed air off, 1500 kg to 2100 kg . . . . . . . . . . . . . . . . . . . . . . . . 5 - 76

Fig. 5-52


Fig. 5-53


Fig. 5-54

OEI, MCP, bleed air on, 1500 kg to 2100 kg . . . . . . . . . . . . . . . . . . . . . . . . 5 - 79

Fig. 5-55


Fig. 5-56


Fig. 5-57

2.0 min. power, 1500kg to 2100kg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 82

Fig. 5-58

2.0 min. power, 2100kg to 2500kg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 83

Fig. 5-59

2.0 min. power, 2500kg to 2910kg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 84


5 – iii/( 5 – iv blank)

FLIGHT MANUAL EC 135 T2+ Performance Data

SECTION 5 PERFORMANCE DATA

This Section contains the performance data charts necessary for preflight and inflight mission planning. Charts that apply to one-engine-inoperative (OEI) condition are marked on the upper end of the chart by a bold OEI row on a gray background. For a definition of terms, abbreviations and symbols used in this Section, refer to Section 1.

5.1

APPROVED PERFORMANCE DATA This subsection contains approved performance data charts necessary for preflight and inflight mission planning.

NOTE

5.1.1

At high altitudes, under certain combinations of OAT and gross mass, the climb (and cruise) performance is limited by the collective pitch override stop. The relevant charts (AEO rate of climb) are taking into account this limiting factor.

Variable factors affecting performance Details of the variable factors affecting performance are given in the appropriate diagrams.

NOTE

D

None of the curves presented should be extrapolated, but interpolation between given data is permissible.

D

For negative pressure altitudes, if not shown in the respective chart, the line for 0 ft shall be used.

D

Performance data contained in this Flight Manual is not assured in the event of sand or hailstone ingestion into engine(s).


5-1


5.1.2

Reading of the charts lt is of the utmost importance that the charts be read accurately, especially the multi-variable graphs. In this type of presentation, errors in reading can be cumulative, resulting in large final errors. Close attention should be paid to subdivisions of the grid.

5.1.3

Power check The power check is provided to ensure that the engines are capable of developing the power used in establishing the performance data presented in this manual.

NOTE

Observe power check procedures according to FMS 9.2–39, if Sand Filter System is installed.

5.1.3.1 Power check intervals Power check shall be accomplished (unless otherwise required): –

at inte interv rval als s not not exce exceed edin ing g 100 flight hours.

–

when when abnor abnorma mall engi engine ne func functi tion on iis s susp suspec ecte ted. d.

5.1.3.2 Ground power check The ground power check procedure shall be carried out: –

On the ground, and

–

Under Under singl single e engine engine oper operati ating ng condi conditio tion n (secon (second d engine engine at idle) idle)

The power check is performed at 75% torque under normal OAT/altitude conditions, and at 60% torque at high altitude and/or high OAT conditions (i.e. altitudes greater 10000 ft, OAT greater ISA + 20_C). To obtain correct check results, the following preconditions must be met: –

Adequate Adequate distance distance from buildings, buildings, trees, etc. to reduce reduce possibility possibility of wind wind vortice vortices. s.

–

Heli Helico copt pter er head headin ing g int into o win wind. d.

CAUTION

ENGINE / TRANSMISSION TAKEOFF POWER LIMITATIONS IN SECTION 2 ARE NOT TO BE EXCEEDED.

To perform the power check proceed as follows: 1. Before startin starting g engines, engines, set the barometric barometric altimet altimeter er to 1013.2 hPa or 29.92 in. in. Hg. 2. Note Note pres pressu sure re alti altitu tude. de. 3. Set ENG main main swit switche ches s to: to: –

FLIG FLIGHT HT pos posit itio ion n for for the the engi engine ne to to be chec checke ked d

–

IDLE IDLE pos posit itio ion n for for the the othe otherr engi engine ne..

4. Switch Switch off off all bleed bleed air air consum consumers ers

5-2



5. Switch Switch off off generator generator of of the engine to be checked. checked. 6. Slowly Slowly increase increase collective collective pitch pitch as necessary necessary to achieve achieve a torque value value of 75%, but but not above AEO TOP limit. If the AEO TOP limit is reached before 75% torque, reduce collective pitch to achieve 60% torque. 7. Read outside air air temperature temperature as soon as OAT OAT has stabiliz stabilized ed (if OAT OAT probe was heated up by sun radiation during parking). 8. Allow Allow check engine engine to stabiliz stabilize e at the adjusted adjusted power setting setting for at least 1 minute. minute. 9. Record Record the follow following ing values values:: –

Torque (%)

–

TOT (°C)

–

N1 (%)

10. Set ENG main main switch switch of unchecked engine engine to FLIGHT, FLIGHT, and of th e checked engine engine to IDLE. 11. 11. Switch Switch on generator generator of checked checked engine. engine. 12. Repeat above above steps steps 1. to 9. to to check other other engine. engine. 13. Reset altimeter altimeter and, if necessary necessary,, switch on bleed air consumers. consumers. 14. Use the appropri appropriate ate Power Check diagram diagram (Fig (Fig.. 5-1 or Fig. Fig. 5-2) to determine the maximum N1 corresponding to the prevailing ambient conditions. 15. 15. Use Use the the N1 /TOT check diagram (Fig. (Fig. 5-3) to determine the maximum TOT corresponding to the prevailing prevailing ambient conditions and indicated N1. 16. Power is assured and all performance data contained in this manual can can be achieved when each engine‘s indicated N1 is equal to or less than the chart derived maximum N1 value.

NOTE

If power is not assured on one or both engines then the total power available is less than the minimum specification and all performance data contained in this manual cannot be achieved. Refer to appropriate maintenance manual to determine cause of power loss.

17. The N1 /TOT check is satisfied when each engine‘s indicated TOT is equal or less than the chart derived max TOT value.

NOTE

If the N1 /TOT check is not fulfilled, refer to appropriate Maintenance Manual to determine cause.

18. Record power power check results results in the helicopter helicopter documents. documents.


5-3


EXAMPLE :

Fig. 5-1

Dete etermine: ine:

N1 margin rgin

Known:

Indicated torque Pressure altitude OAT

Solution:

75 % 2000 ft 14 °C

Indicated N1

94.5 %

Indicated TOT

760 °C

Chart limit N1 = 95.5 % 1. En Enter ter char chartt at known known OA OAT (14 (14°C) 2. Move vertically vertically upwards to known known pressure pressure altitude altitude (2000 ft) ft) 3. Move Move horizont horizontall ally y left left and read read chart chart limit limit N1 (95.5%) 4. N1 margin = chart limit N 1 (95.5%) – indicated N1 (94,5%) = 1.0%

EXAMPLE :

Fig. 5-3

Dete etermine: ine:

TOT margin rgin

Known:

Indicated N1

94.5 %

Pressure altitude

2000 ft (SL)

OAT Indicated TOT

Solution:

14 °C 760 °C

TOT margin = 48°C 1. En Enter ter char chartt at at kno known wn N1 (94.5%) 2. Move Move horizont horizontall ally y right right to known known OA OAT (14°C) 3. Move vertically vertically down to known pressure pressure altitude altitude (2000 ft) 4. Move horizontall horizontally y left left to find maximum maximum TOT TOT (808 (808°C) 5. TOT TOT margi margin n = chart chart limit limit TOT TOT (808 (808°C) – indicated TOT (760°C) = 48°C

5-4



GROUND POWER CHECK TORQUE = 75 % TURBOMECA ARRIUS 2B2

Fig. Fig. 5-1 5-1


BLEED AIR:

OFF

GENERATOR:

OFF

Powe Po werr chec heck MT = 75%

5-5


GROUND POWER CHECK TORQUE = 60 % TURBOMECA ARRIUS 2B2

Fig. ig. 5-2 5-2

5-6

BLEED AIR:

OFF

GENERATOR:

OFF

Power ower chec check k MT = 60%



N1 / TOT CHECK TURBOMECA ARRIUS 2B2

Fig. Fig. 5-3 5-3


BLEED AIR:

OFF

GENERATOR:

OFF

N1 / TOT Chec Check k

5-7


INTENTIONALLY LEFT BLANK

5-8



5.1.3.3 Inflight power check An inflight power check is established in addition to the ground power check. This inflight power check will mainly be used to establish a power check trend monitoring, i.e. on a daily basis. It is no alternative to the ground power check when a power check is required before flight by operational rules. Additionally an “Inflight Engine Power Check” page (EPC page) is implemented. This feature is a digital support when performing the “Inflight Engine Power Check”. It shows all the information necessary to perform the check. After successful completion the EPC data are directly displayed on this page. Complete data from the last performed EPC since CPDS power on or H/C take-off are displayed on the “Inflight Power Check Result Page”. For further details refer to sec. 7 para. 7.10.

NOTE

D

The inflight power check will be conducted in twin engine level flight.

D

The inflight power check trend monitoring should preferable be conducted always in the same altitude range.

D

The maximum altitude for conducting the inflight power check is 10000 ft pressure altitude.

1. Attain Attain height height above ground greater than 500 ft. ft. 2. Establish Establish steady level level flight flight (airspeed (airspeed > 65 65 kt) with with engine engine torque set to 2 x 60%. If airspeed < 65 kt, a reliable inflight power check is not possible. 3. If the collective collective pitch pitch stop occurs occurs before before reaching reaching the 2 x 60% torque (this (this may happen at the hot/high corner of the flight envelope), the engines must be trimmed asymmetrically with the checked engine at 60% torque, but not above the TOP limits. 4. Switch Switch off bleed bleed air consume consumers rs of the engine(s) engine(s) to be checked. checked. 5. Reduc Reduce e gener generat ator or load load.. 6. Set barom barometr etric ic altim altimeter eter to to 1013. 1013.2 2 hPa Allow the engines to stabilize on the established power for one minute, then note: –

Torque (%)

–

TOT (_C)

–

N1 (%)

–

PA (feet), OAT (_C)

7. 8. 9. 10. 11. 11. 12. 13.

Trim Trim engines back to normal normal conditions. conditions. Reset Reset bleed bleed air air consume consumers rs as requi required. red. Reset Reset electri electrical cal consu consumer mers s as required required.. If necessary, necessary, repeat procedure procedure for the other other engine (see 3. and 4.). Reset barometric barometric altimete altimeterr to QNH (if necessary). necessary). Determi Determine ne limit limit N1 corresponding to OAT and pressure altitude. Compare Compare meas measured ured N1 with N1 obtained from the chart. Power check is fully acceptable when measured N1 meets or is lower than chart limit N1. If measured N1 is greater than chart limit N1, perform a ground power check.


5-9


EXAMPLE :

Fig. 5-4

Dete etermine: ine:

N1 margin rgin

Known:

Indicated torque Pressure altitude OAT Indicated N1

Solution:

60 % 2000 ft 4 °C 91.5 %

N1 margin= 0.6% 1. En Enter ter char chartt at known known OA OAT (4 (4°C) 2. Move vertically vertically upwards to known known pressure pressure altitude altitude (2000 ft) ft) 3. Move Move horizont horizontall ally y left left and read read chart chart limit limit N1 (92.1%) 4. N1 margin = Chart Limit N1 (92.1%) – Indicated N1 (91.5%) = 0.6%

5 - 10



INFLIGHT POWER CHECK TORQUE = 60 % TURBOMECA ARRIUS 2B2 BLEED AIR:

Fig. Fig. 5-4 5-4 EASA APPROVED Rev. 0

OFF

Infli Inf ligh ghtt Po Power wer chec check k MT = 60%

5 - 11


5.1.3.4 Power trend monitoring A power trend monitoring should be established to observe the deterioration of the engines with time in service as well as potential engine malfunctions. Although the results from both the ground or inflight power checks can be used, it is recommended to use either always ground or always inflight power check results for establishing the power trend chart.

NOTE

The power check preconditions and the power check procedure have to be followed very accurately, otherwise the trend monitoring will not be reliable.

To establish a power trend chart, the N1 margin (defined as chart limit N 1 minus indicated N1) shall be recorded versus time in service. For each engine an average trend line shall be drawn based on the most recent five data points of operation.

] % [ n i g r a m

Significant drop down of N1 margin

Average trend

1

N

0%

0%

N1 margin, power check unacceptable

Time

Fig. Fig. 5-5 Plotti Plotting ng exampl example e for for power power tren trend d moni monitor toring ing

CAUTION

5 - 12

MAINTENANCE ACTION MUST BE CONSIDERED IF AN N 1 MARGIN DEVIATES SIGNIFICANTLY FROM THE ESTABLISHED ESTABLISHED TREND LINE.





5 - 13


5.1.4

Density altitude The density altitude chart (Figure (Figure 5-6) expresses density altitude in terms of pressure altitude and temperature, as well as the true airspeed factor 1s as a function of density altitude.

EXAMPLE:

(see Figure 5-6)


- Den Densi sity ty alti altitu tude de (DA) (DA) - True airspeed factor - True airspeed (TAS)

Known:

Solution:

OAT

–14 °C

Pressure altitude

5000 ft

CAS

100 kt

DA = 2700 ft;

1 s = 1.04;

TAS = 104 kt;

1. Ent Enter er char chartt at known known OA OAT (–14 (–14 °C) 2. Move vertically vertically upwards upwards to known known pressure pressure altitude altitude (5000 ft). ft). 3. Move Move horizon horizontal tally ly left left and read read density density altit altitude ude (2700 ft). 4. Move horizontally horizontally right and read read true true airspeed airspeed factor (1.04). 5. Multiply Multiply the the known calibrated calibrated airspe airspeed ed (100 kt) by true airspeed airspeed factor factor ( = 1.04) to obtain true airspeed. 1s

6. TAS = CAS CAS x 1 s = 100 x 1.04 = 104 knots

5 - 14



DENSITY ALTITUDE CHART

σ

p

/

1 – R O T C A F D E E P S R I A E U R T

t f – E D U T I T L A Y T I S N E D

0 , T R A H C A D 5 B 2 K B

OUTSIDE AIR TEMPERATURE – °C Fig. Fig. 5-6 5-6


Dens Densit ity y - Alti Altitu tude de char chartt

5 - 15


5.1.5

Airspeed system calibration The pilot’s and copilot’s airspeed system calibration chart (Figure (Figure 5-7 ) provide information for determining CAS from IAS or vice versa. The chart is provided to show the necessary position error correction for level flight. The correction is applicable at all approved altitudes and helicopter masses.

NOTE

The correction applies only when the helicopter is flown with no appreciable sideslip.

EXAMPLE: EXAMPLE :

(see Figure 5-7)


Cali Ca libr brat ated ed airs airspe peed ed (CA (CAS) S)

Known:

Level flight Indicated airspeed (IAS) (pilot’s system) = 70 KIAS

Solution:

CAS =72 kt 1. Enter chart at known indicated indicated airspeed airspeed (70 KIAS). KIAS). 2. Move Move vertica vertically lly upwar upwards ds to level level flight flight line. line. 3. Move horizontall horizontally y left left and and read read calibrate calibrated d airspeed airspeed (72 KCAS).

5 - 16



AIRSPEED SYSTEM CALIBRATION PILOT‘S / COPILOT‘S SYSTEM

CLEAN CONFIGURATION NOTE

INDICATED AIRSPEED ASSUMES ZERO INSTRUMENT ERROR

160

140 S T O N 120 K – D E E 100 P S R I A D 80 E T A R B I L 60 A C

Level Flight

40

D _ 5 2 0 0 _ H L F _ 5 3 1 C E

20

0 0

20

40

60

80

100

120

140

160

INDICATED AIRSPEED – KNOTS

Fig. Fig. 5-7 Airspe Airspeed ed syst system em cali calibrat bration ion (pilot (pilot and copilo copilot) t)


5 - 17


5.1.6

Static system correction

5.1.6.1 Alternate Alternate static system system altitude altitude correction correction When the altimeter is connected to the cabin static, significant errors are introduced. The corrections, which apply to indicated altitude in order to obtain true altitude, are shown on the following table (see Fig. Fig. 5-8) for level flight.

EFFECTIVITY

Up to S/N 120 ( if no air-conditioning system is installed ) ALTERNATE STATIC SYSTEM CORRECTION

PILOT’S WINDOW

IAS (kt)

50

70

90

110

130

150

CLOSED

∆ PA (ft)

0

0

10

25

50

75

OPEN

∆ PA (ft)

20

40

70

110

150

200

SUBTRACT ∆ PA FROM INDICATED ALTITUDE

S/N 121 and above or air-conditioning system is installed

EFFECTIVITY

ALTERNATE STATIC SYSTEM CORRECTION (PILOT WINDOW OPEN) NACA

VENTILATION BLEED AIR

CLOSED

CLOSED

OPEN

OFF

ON

ON

CLOSED

OFF

OFF

OFF

OFF

ON

IAS (kts)

50

70

90

110 130 150

CAS (kts)

44

62

79

96

∆ PA (ft)

50

80

120 160 200 236

CAS (kts)

44

62

79

∆ PA (ft)

50

80

120 170 180 225

CAS (kts)

44

63

80

∆ PA (ft)

40

70

110 150 170 210

CAS (kts)

45

63

81

∆ PA (ft)

40

70

100 140 160 195

96

97

98

117 134

117 121

118 135

119 136

SUBTRACT ∆ PA FROM INDICATED ALTITUDE

NOTE

If the pilot window is closed there is no influence from the ventilation or bleed air on the airspeed or altitude indicator. The calibration between IAS and CAS in level flight is included in the table. Fig. Fig. 5-8 Alterna Alternate te static static system system correc correctio tion n

EFFECTIVITY

5 - 18

All EASA APPROVED Rev. 0


EXAMPLE:

(see Fi Fig. 5-8)


True rue alti altitu tude de (ft (ft))

Known:

Indicated pressure altitude Indicated airspeed Pilots window closed

Solut lution:

True altitude = 975 ft

1000 ft 110 kt

1. Enter table at known known indicat indicated ed airspeed airspeed (110 (110 kt). kt). 2. Su Subt btra ract ct obt obtai aine ned d valu value e (∆ PA) from the indicated PA. 3. True altitu altitude de is is 10 1000 00 ft ft – 25 ft ft = 975 ft

EXAMPLE :

(see Fi Fig. 5-8)


True rue alti altitu tude de (ft (ft))

Known:

Indicated pressure altitude Indicated airspeed

110 kt

NACA

Closed

VENT

ON

Bleed Air

Solut lution:

1000 ft

OFF

True altitude = 830 ft 1. Enter table at known known indicat indicated ed airspeed airspeed (110 (110 kt). kt). 2. Su Subt btra ract ct obt obtai aine ned d valu value e (∆ PA = 170 ft) from the indicated PA. 3. True alti altitude tude is 1000 1000 ft ft – 170 170 ft = 830 ft


5 - 19



5 - 20



5.1.7

Height-velocity envelope The height-velocity envelope shown in the height-velocity diagram (Figure (Figure 5-9) is the combination of indicated airspeed and height above ground as a function of gross mass, pressure altitude and outside air temperature. The diagram shows the area which is critical for helicopter operation in the event of a single engine failure during takeoff, landing or other operations near the ground. The curves are applicable for landing sites with smooth firm surfaces and define the conditions in which a safe landing can be made after an engine suddenly becomes inoperative.

NOTE

D

The helicopter configuration shall comply with the mass-altitude-temperature limits shown in section 5.

D

In accordance with JAR 27 requirements, the H-V envelope is preserved only up to 7000 ft density altitude.

The critical height-velocity area which should be avoided, can be defined by first determining point P, a point on the boundary curve of the requested critical HV-area. HV-area. If the combination of OAT, altitude and gross mass can not be located in the gross mass sub-chart, no HV-area is present. If the determination of point P results in a skid height of 45 ft no HV-area is present.


5 - 21


EXAMPLE:

(see Figure 5-9)

Deter Determin mine: e:

Criti Critical cal height height-ve -veloc locity ity curve curve

Known:

OAT

13 °C

Pressure altitude

5000 ft

Gross mass

2700 kg

Solution:

Point P (1 (116 ft) 1. Ent Enter er char chartt at known known OA OAT (13 (13 °C). 2. Move vertically vertically upwards to known known pressure pressure altitude altitude (5000 ft). ft). 3. Move horizontall horizontally y right right to known gross mass (2700 kg). 4. Move vertically vertically downwards downwards to intersect intersect the the reference reference line. 5. From interse intersection ction with with reference reference line line move move horizontall horizontally y left and read read height above ground for point P = 116 ft. 6. Draw Draw the boun boundary dary curve curve th throu rough gh po point int P1 by interpolating between the existing curves on the chart. 7. The so obtained obtained area is the the height-spee height-speed d envelope envelope which which should should be avoided.

5 - 22



HEIGHT-VELOCITY DIAGRAM (Single Engine Failure)

P

Fig. Fig. 5-9 EASA APPROVED Rev. 0

Heig Heightht-ve velo loci city ty diagr diagram am

5 - 23


5.1.8

Hover ceiling in ground effect (HIGE) The charts for hover in ground effect are based on a skid height of 4 ft. There are two types of charts given: 1. Hover ceiling ceiling in in ground effect effect for zero zero wind or or headwind headwind (Fig. 5-10 and and Fig. Fig. 5-16) 2. Hover ceili ceiling ng in ground ground effect effect for for crosswi crosswind nd (Fig (Fig. 5-12, Fig. Fig . 5-14, Fig. 5-18 and Fig. 5-20) For GM up to 2835 kg and density altitudes up to 7000 ft controllability is assured for winds up to 30 kt from all directions, above 7000 ft for winds up to 17 kt from all directions. For GM above 2835 kg and density altitudes up to 5000 ft controllability is assured for winds up to 30 kt from all directions, above 5000 ft for winds up to 17 kt from all directions. Controllability during standard type takeoff and landing has been demonstrated for flight conditions with crosswind components up to 17 kt.

EXAMPLE:

(see Figure 5-10)


Maxi Ma ximu mum m gross gross mas mass s for for HIGE HIGE

Known:

OAT

+ 28°C

Pressure altitude

8000 ft

Zero wind or headwind Bleed air consumers

Solu Soluti tion on::

OFF

Max axim imum um gros gross s mass = 27 271 10 kg 1. Ent Enter er chart chart at known known OAT OAT (+ 28°C). 2. Move Move upwards upwards to known known press pressure ure altit altitude ude (8000 (8000 ft) 3. From point point of interse intersection ction move move horizontal horizontally ly left left and read read maximum takeof takeofff and landing gross mass (2710 kg)

EXAMPLE:

(see Figure 5-10)


Maxi Ma ximu mum m gross gross mas mass s for for HIGE HIGE

Known:

OAT Pressure altitude

– 4°C 11000 ft



OFF

Maximu Maxi mum m gros gross s mass mass = 2835 2835 kg (PA (PA > 10000 ft) 1. Since Since the given given OAT/AL OAT/ALTITUDE TITUDE combination combination is is not shown, shown, the GROSS MASS LIMIT line applies (see also footnote on the chart). 2. Ma Maxi ximu mum m gros gross s ma mass ss = 2835 kg

5 - 24



HOVER CEILING IN GROUND EFFECT 2 X TURBOMECA ARRIUS 2B2 TAKEOFF POWER

ZERO WIND OR HEADWIND BLEED AIR:

OFF

1600

NOMINAL AND HIGH ROTORSPEED

1700

1800

Observe altitude / GM limitation of: 12000 ft if GM > 2720 kg 10000 ft if GM > 2835 kg

G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

T A O . X A M

2700

2800

2900 GROSS MASS LIMIT 2910 KG

1 _ 3 0 0 1 S 2 T 5 3 1 C E

3000 For altitude/oat combinations not shown, the GROSS MASS LIMIT line is applicable –40

Fig. 5-10

–30

– 20

– 10

0

10

20

30

40

50

Hover ceiling ceiling in ground effect effect (AEO, (AEO, TOP TOP,, zero wind or headwind, headwind, bleed bleed air off)


5 - 25




ON

1600


1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . X A M

T A O . N I M

2700

2800


1 1 _ 3 0 0 1 S 2 T 5 3 1 C E


Fig. 5-11 5-11

5 - 26

–30

–20

–1 0

0

10

20

30

40

50

Hover ceiling ceiling in ground ground effec effectt (AEO, (AEO, TOP TOP,, zero wind or headwind, headwind, bleed air on) on) EASA APPROVED Rev. 0



CROSSWIND COMPONENT:

17 KT

BLEED AIR:

OFF

1600

NOMINAL ROTORSPEED

1700

1800

Observe altitude / GM limitation of: 12000 ft if GM > 2720 kg

G

1900

2000

2100 15000 FT DENSITY ALTITUDE

2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . X A M

T A O . N I M

2700

2800 GROSS MASS LIMIT 2835 KG 2900 n 1 _ 5 0 0 1 S 2 T 5 3 1 C E


Fig. 5-12

–3 0

– 20

–10

0

10

20

30

40

50

Hover ceiling ceiling in ground effect effect (AEO, (AEO, TOP TOP,, crosswind crosswind component 17 kt, bleed air air off, off, nominal NR)


5 - 27




17 KT

BLEED AIR:

ON

1600

NOMINAL ROTORSPEED

1700

1800

Observe altitude / GM limitation of: 12000 ft if GM > 2720 kg

G

1900

2000


2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

2700

2800 GROSS MASS LIMIT 2835 KG 2900 n 1 1 _ 5 0 0 1 S 2 T 5 3 1 C E


Fig. 5-13

5 - 28

–3 0

–2 0

–10

0

10

20

30

40

50

Hover ceiling ceiling in ground effect effect (AEO, (AEO, TOP TOP,, crosswind crosswind component 17 kt, bleed air air on nominal NR) EASA APPROVED Rev. 0




17 KT

BLEED AIR:

OFF

1600

HIGH ROTORSPEED

1700

Observe altitude / GM limitation of:

1800

12000 ft if GM > 2720 kg 10000 ft if GM > 2835 kg

G

G

1900

2000


2200 g k – S S A M S S O R G

2300

2400

2500 T A O . X A M

T A O . N I M

2600

2700

2800


h 1 _ 5 0 0 1 S 2 T 5 3 1 C E


–30

–20

–10

0

10

20

30

40

50

OAT–_C

Fig. 5-14

Hover ceiling ceiling in ground effect effect (AEO, (AEO, TOP TOP,, crosswind crosswind component 17 kt, bleed air off, off, high NR)


5 - 29




17 KT

BLEED AIR:

ON

1600

HIGH ROTORSPEED

1700


1800


G

G

1900

2000


2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

2700

2800


h 1 1 _ 5 0 0 1 S 2 T 5 3 1 C E


Fig. 5-15

5 - 30

– 30

–2 0

–10

0

10

20

30

40

50

Hover ceiling ceiling in ground effect effect (AEO, (AEO, TOP TOP,, crosswind crosswind component 17 kt, bleed air on, high NR) EASA APPROVED Rev. 0


HOVER CEILING IN GROUND EFFECT 2 X TURBOMECA ARRIUS 2B2 MAXIMUM CONTINUOUS POWER


OFF

1600


1700


1800


G

G

1900

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . X A M

T A O . N I M

2700

2800

2900 GROSS MASS LIMIT 2910 KG 1 _ 4 0 0 1 S 2 T 5 3 1 C E


Fig. 5-16

–30

– 20

– 10

0

10

20

30

40

50

Hover ceiling ceiling in ground ground effec effectt (AEO, (AEO, MCP MCP, zero zero wind or headwind, headwind, bleed bleed air off)


5 - 31




ON

1600


1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

2700

2800


1 1 _ 4 0 0 1 S 2 T 5 3 1 C E


–30

–2 0

– 10

0

10

20

30

40

50

OAT–_C

Fig. 5-17

5 - 32

Hover ceiling ceiling in ground effect effect (AEO, (AEO, MCP, zero wind or headwind, headwind, bleed bleed air on) EASA APPROVED Rev. 0




17 KT

BLEED AIR:

OFF

1600

NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000


2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . X A M

T A O . N I M

2700



–30

–20

– 10

0

10

20

30

40

50

OAT–_C

Fig. 5-18

Hover ceiling ceiling in ground effect effect (AEO, (AEO, MCP MCP, crosswind crosswind component 17 kt, bleed air off, off, nominal NR)


5 - 33




17 KT

BLEED AIR:

ON

1600

NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000


2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

2700



Fig. 5-19

5 - 34

–3 0

–20

–1 0

0

10

20

30

40

50

Hover ceiling ceiling in ground ground effec effectt (AEO, (AEO, MCP MCP, crosswind crosswind component 17 kt, bleed air on, nominal NR) EASA APPROVED Rev. 0




17 KT

BLEED AIR:

OFF

1600

HIGH ROTORSPEED

1700

1800


G

1900

G

2000


2200 g k – S S A M S S O R G

2300

2400

2500 T A O . X A M

T A O . N I M

2600

2700

2800


h 1 _ 6 0 0 1 S 2 T 5 3 1 C E


Fig. 5-20

–3 0

–20

– 10

0

10

20

30

40

50

Hover ceiling ceiling in ground effect effect (AEO, (AEO, MCP MCP, crosswind crosswind component 17 kt, bleed air off, off, high NR)


5 - 35




17 KT

BLEED AIR:

ON

1600

HIGH ROTORSPEED

1700

1800


G

1900

G

2000


2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

2700

2800


h 1 1 _ 6 0 0 1 S 2 T 5 3 1 C E


Fig. 5-21

5 - 36

–30

–20

–1 0

0

10

20

30

40

50

Hover ceiling ceiling in ground ground effec effectt (AEO, (AEO, MCP MCP, crosswind crosswind component 17 kt, bleed air on, high NR) EASA APPROVED Rev. 0




5 - 37


5.1.9

Hover ceiling in ground effect (HIGE) - OEI Performance For specific operations OEI hover in ground effect data may be required. The charts for hover in ground effect are based on a skid height of 4 ft.

5.1.9.1 Bleed air consumers Bleed air heating and other bleed air consumption is not permitted during operation which requires OEI-hover. 5.1.9.2 Performance data

Maximum gross mass to ensure OEI-HIGE capability: The maximum gross mass is limited by the OEI-hover chart (see Fig. 5-22). The graph is calculated under the assumption of zero wind or headwind. EXAMPLE:

(see Fig. 5-22 )


Maxim Ma ximum um gross gross mass mass for OEIOEI-HIG HIGE E (2.0 (2.0 min powe power) r)

Known:

OAT

+ 27 °C

Pressure altitude

1000 ft



OFF

Max axim imum um gros gross s mass = 27 273 35 kg 1. Ent Enter er chart chart at known known OAT OAT (+ 27°C). 2. Move Move upwards upwards to known known pressu pressure re altitu altitude de (1000 (1000 ft) 3. From point of intersect intersection ion move move horizonta horizontally lly left left and read maximum OEIHIGE gross-mass = 2735 kg.

5 - 38



OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

HOVER CEILING IN GROUND EFFECT 1 X TURBOMECA ARRIUS 2B2 2.0 MIN. POWER

ZERO WIND OR HEADWIND BLEED AIR: OFF

1500

1600

1700

1800

1900

2000

2100 g k 2200 – S S A M 2300 S S O R 2400 G

2500

2600

2700

T A O . X A M

T A O . N I M

2800 1 _ 3 0 5 1 S 2 T 5 3 1 C E

2900 GROSS MASS LIMIT 2910 KG 3000 –40

Fig. Fig. 5-22 5-22


–30

–20

–1 0

0

10

20

30

40

50

Hover Hover ceili ceiling ng in ground ground effe effect ct – OEI OEI (zer (zero o wind wind or headwi headwind) nd)

5 - 39


5.1.10

Hover ceiling in ground effect (HIGE) with High Landing Gear installed The following charts (Fig. 5-23 to Fig. 5-28) provide HIGE information when the high landing gear (FMS 9.2.–22) is installed for nominal and/or high rotorspeed with bleed air on/off. For a calculation example refer to para 5.1.8.

5 - 40




ZERO WIND OR HEADWIND

HIGH LANDING GEAR

BLEED AIR:

OFF

1600


1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . N I M

2600

T A O . X A M

2700

2800


L 1 _ 3 0 0 1 S 2 T 5 3 1 C E


Fig. 5-23

–30

–20

– 10

0

10

20

30

40

50

HIGE (AEO, (AEO, TOP TOP,, zero zero wind wind or headwind, headwind, bleed bleed air air off, off, high landing landing gear)


5 - 41



ZERO WIND OR HEADWIND

HIGH LANDING GEAR

BLEED AIR:

ON

1600


1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . X A M

T A O . N I M

2600

2700

2800


L 1 1 _ 3 0 0 1 S 2 T 5 3 1 C E


Fig. 5-24

5 - 42

– 30

– 20

–10

0

10

20

30

40

50

HIGE (AEO, TOP, TOP, zero zero wind wind or headwind, headwind, bleed bleed air air on, high high landing landing gear) EASA APPROVED Rev. 0




17 KT

BLEED AIR:

OFF

HIGH LANDING GEAR 1600

NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000


2200 g k – S S A M S S O R G

2300

2400

2500

T A O . X A M

T A O . N I M

2600

2700

2800 GROSS MASS LIMIT 2835 KG 2900 n L 1 _ 5 0 0 1 S 2 T 5 3 1 C E


Fig. 5-25

– 30

–20

– 10

0

10

20

30

40

50

HIGE (AEO, TOP, TOP, crosswind crosswind component component 17 kt, kt, bleed bleed air off, off, high landing landing gear, gear, nominal NR)


5 - 43




17 KT

BLEED AIR:

ON


NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000


2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

2700

2800 GROSS MASS LIMIT 2835 KG 2900 n L 1 1 _ 5 0 0 1 S 2 T 5 3 1 C E


Fig. 5-26

5 - 44

–30

– 20

–10

0

10

20

30

40

50

HIGE (AEO, (AEO, TOP TOP,, crosswin crosswind d component component 17 kt, bleed air on, high landing landing gear, gear, nominal NR) EASA APPROVED Rev. 0




17 KT

BLEED AIR:

OFF


HIGH ROTORSPEED

1700

1800


G

1900

G

2000


2200 g k – S S A M S S O R G

2300

2400

2500

T A O . X A M

T A O . N I M

2600

2700

2800

2900 h L 1 _ 5 0 0 1 S 2 T 5 3 1 C E


Fig. 5-27

– 30

–2 0

–1 0

0

10

20

30

40

50

HIGE (AEO, TOP, TOP, crosswind crosswind component component 17 kt, kt, bleed bleed air off, off, high landing landing gear, gear, high NR)


5 - 45




17 KT

BLEED AIR:

ON


HIGH ROTORSPEED

1700

1800


G

1900

G

2000


2200 g k – S S A M S S O R G

2300

2400

2500

2600

T A O . N I M

2700

2800

2900 h L 1 1 _ 5 0 0 1 S 2 T 5 3 1 C E

GROSS MASS LIMIT 2910 KG 3000 For altitude/oat combinations not shown, the GROSS MASS LIMIT line is applicable –40

Fig. 5-28

5 - 46

–3 0

–20

–1 0

0

10

20

30

40

50

HIGE (AEO, TOP, TOP, crosswind crosswind component component 17 kt, bleed bleed air air on, high high landing landing gear, gear, high NR) EASA APPROVED Rev. 0




5 - 47


5.1.11

Hover ceiling out of ground effect (HOGE) Information for hover out of ground effect is presented up to the following conditions:

For GM up to 2835 kg the HOGE charts are valid for the conditions: Up to 7000 ft density altitude – wind wind up to 30 kt from from all all dir direc ecti tions ons.. Above 7000 ft density altitude – cros crossw swin ind d up up to to 10 10 k ktt fro from m rig right, ht, and – wind wind up up to 30 kt kt from from all all othe otherr dir direc ecti tions ons.. For GM above 2835 kg the HOGE charts are valid for the conditions: Up to 5000 ft density altitude – wind wind up to 30 kt from from all all dir direc ecti tions ons.. Above 5000 ft density altitude – cros crossw swin ind d up up to to 10 10 k ktt fro from m rig right, ht, and – wind wind up up to 30 kt kt from from all all othe otherr dir direc ecti tions ons..

EXAMPLE:

(see F Fiigure 5-29 )


Maxim Ma ximum um gross gross mass mass for HOGE HOGE (Nomi (Nominal nal Roto Rotors rspee peed) d)

Known:


21 °C 7000 ft



OFF

Max axim imum um gros gross s mass = 27 274 40 kg 1. Enter chart (zero wind or headwind) headwind) at known OA OAT (21°C). 2. Move Move upwards upwards to known known pressu pressure re altitu altitude de (7000 (7000 ft) 3. From point point of intersectio intersection n move horizon horizontally tally left and and read max max gross mass mass (2740 kg)

EXAMPLE:

(see F Fiigure 5-31 )


Maxim Ma ximum um gross gross mass mass for HOGE HOGE (Hig (High h Rotors Rotorspee peed) d)

Known:


29 °C 4000 ft



OFF

Max axim imum um gros gross s mass = 29 291 10 kg 1. Since Since the given given OAT/AL OAT/ALTITUDE TITUDE combination combination is is not shown, shown, the GROSS MASS LIMIT line applies (see also footnote on the chart). 2. Ma Maxi ximu mum m gros gross s ma mass ss = 2910 kg

5 - 48



HOVER CEILING OUT OF GROUND EFFECT 2 X TURBOMECA ARRIUS 2B2 TAKEOFF POWER BLEED AIR:

OFF

1600

NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . X A M

T A O . N I M

2600

2700



Fig. 5-29


– 30

– 20

– 10

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, (AEO, TOP TOP,, bleed bleed air off, nom. NR)

5 - 49



ON

1600

NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . N I M

2600

2700



Fig. 5-30

5 - 50

– 30

–2 0

–10

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, (AEO, TOP TOP,, bleed bleed air on, nom.NR) nom.NR)




OFF

1600

HIGH ROTORSPEED

1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500

T A O . X A M

T A O . N I M

2600

2700

2800


h 1 _ 7 0 0 1 S 2 T 5 3 1 C E


Fig. 5-31


– 30

–20

– 10

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, TOP, TOP, bleed bleed air off, high NR)

5 - 51


HOVER CEILING OUT OF GROUND EFFECT 2 X TURBOMECA ARRIUS 2B2 AKEOFF POWER BLEED AIR HEATING:

ON

1600

HIGH ROTORSPEED

1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . N I M

2600

2700

2800


h 1 1 _ 7 0 0 1 S 2 T 5 3 1 C E


Fig. 5-32

5 - 52

– 30

– 20

–10

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, (AEO, TOP TOP,, bleed bleed air on, high NR)



HOVER CEILING OUT OF GROUND EFFECT 2 X TURBOMECA ARRIUS 2B2 MAXIMUM CONTINUOUS POWER BLEED AIR:

OFF

1600

NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . N I M

2600

2700



Fig. 5-33


– 30

–20

– 10

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, (AEO, MCP, bleed bleed air off, nom. NR)

5 - 53



ON

1600

NOMINAL ROTORSPEED

1700


1800

12000 ft if GM > 2720 kg

G

1900

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . N I M

2600

2700



Fig. 5-34

5 - 54

– 30

– 20

–10

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, (AEO, MCP, bleed bleed air on, nom.NR) nom.NR)




OFF

1600

HIGH ROTORSPEED

1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500

T A O . X A M

T A O . N I M

2600

2700

2800


h 1 _ 8 0 0 1 S 2 T 5 3 1 C E


Fig. 5-35


– 30

– 20

–1 0

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, MCP, MCP, bleed bleed air off, high NR)

5 - 55


HOVER CEILING OUT OF GROUND EFFECT 2 X TURBOMECA ARRIUS 2B2 MAXIMUM CONTINUOUS POWER BLEED AIR HEATING:

ON

1600

HIGH ROTORSPEED

1700

1800


G

1900

G

2000

2100

2200 g k – S S A M S S O R G

2300

2400

2500 T A O . N I M

2600

2700

2800


h 1 1 _ 8 0 0 1 S 2 T 5 3 1 C E


Fig. 5-36

5 - 56

–3 0

–20

–1 0

0

10

20

30

40

50

Hover ceiling ceiling out of ground ground effect effect (AEO, (AEO, MCP, bleed bleed air on, high high NR)





5 - 57


5.1.12

Hover ceiling out of ground effect (HOGE) - OEI Performance For specific operations OEI hover out of ground effect capability may be required and shall be performed in accordance with national operational rules.

5.1.12.1 Bleed air consumers Bleed air heating and other bleed air consumption is not permitted during operation which requires OEI-hover. 5.1.12.2 Performance data

Maximum gross mass to ensure OEI-HOGE capability: The maximum gross mass is limited by the OEI-hover chart (see Fig. Fig . 5-37, 5-37, 5-38).

OEI-HOGE performance with vertical R/C reserve: Specific operations may require an additional vertical R/C reserve to the OEI-HOGE. The following gross mass values have to be subtracted from the derived gross mass of Fig. Fig. 5-37, 5-37, 5-38:

Vertical climb reserve

n Gross Mass

[ft / min]

[kg]

50

– 15

100

– 20

150

– 25

Use of the wind credit chart (RH part of Fig. Fig. 5-37, 5-37, 5-38): The wind credit chart is valid for headwind components. Operations with tailwind components should be avoided. Wind accountability in Fig. Fig. 5-37, 5-37, 5-38 is UNFACTORED. UNFACTORED.

NOTE

EFFECTIVITY

5 - 58

Unless otherwise authorized by operating regulations, the pilot is not authorized to credit more than 50% of the performance increase resulting from the actual headwind component.

Not for U.S. registered helicopters



EXAMPLE:

(see F Fiigure 5-37)

Deter De termin mine: e:

Maximu Maximum m gross gross mas mass s for OEI–HO OEI–HOGE GE (2 (2 min min power) power)

Known:

OAT

+14 °C

Pressure altitude

0 ft (SL)

Windspeed

26 k t

Bleed air consumers

OFF

For calculation: 50% headwind

Solu olution tion::

13 kt

Max Ma ximum imum gros gross s mas ass s = 272 720 0 kg 1. Ent Enter er char chartt at known known OA OAT (+14 (+14°C). 2. Move Move upwards upwards to to known known pressur pressure e altitu altitude de (0 ft) ft) 3. From point point of interse intersection ction move move horizontal horizontally ly right right to the reference reference line line of the wind credit chart. 4. From this this point point follow follow the directi direction on of the wind credit credit guide guide lines. lines. 5. Ent Enter er char chartt at know known n windsp windspeed eed (13 (13 kt kt)) 6. Move vertically vertically upwards to intersec intersectt tracing tracing from above. 7. From point of of intersecti intersection on move move horizontal horizontally ly right right and read max. gross mass = 2720 kg (Using the example on the assumption of no wind, the solution is 2620 kg)


EFFECTIVITY

Not for U.S. registered helicopters 5 - 59


OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

HOVER CEILING OUT OF GROUND EFFECT 1 X TURBOMECA ARRIUS 2B2 2.0 MIN. POWER


NOTE: Wind accountability is unfactored 1500 1600 1700 1800 1900 2000 2100 g k

2200 –

S S A 2300 M S S O 2400 R G

T A O . N I M

T A O . X A M

E N I L E C N E R E F E R

2500 2600 2700 2800

GROSS MASS LIMIT 2910 KG

–40

–30

–20

–10

0

10

20

30

40

50

1 _ 2 0 5 1 S 2 T 5 3 1 C E

2900 3000 0

10

20

30 (KTS)

0 10 20 30 40 50 60 (KM/H) WINDSPEED

Fig. Fig. 5-37 5-37

EFFECTIVITY

5 - 60

Hover Hover ceil ceiling ing out of of ground ground effect effect – OEI, OEI, 2.0 2.0 min. min. power

Not for U.S. registered helicopters



OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

HOVER CEILING OUT OF GROUND EFFECT 1 X TURBOMECA ARRIUS 2B2 30 SEC. POWER


NOTE: Wind accountability is unfactored 1500 1600 1700 1800 1900 2000 2100 g k

2200 –

S S A 2300 M S S O 2400 R G

T A O . X A M

T A O . N I M

E N I L E C N E R E F E R

2500 2600 2700 2800

GROSS MASS LIMIT 2910 KG

–40

–30

–20

–10

0

10

20

30

40

1 _ 1 0 5 1 S 2 T 5 3 1 C E

50

2900 3000 0

10

20

30 (KTS)

0 10 20 30 40 50 60 (KM/H) WINDSPEED

Fig. Fig. 5-38 5-38


Hover Hover ceil ceiling ing out of of ground ground e eff ffect ect – OEI, OEI, 30 sec. sec. power

EFFECTIVITY

Not for U.S. registered helicopters 5 - 61


5.1.13

Rate of climb – AEO performance The following rate of climb charts show the rate of climb for all engines operating condition at VY with various combinations of power settings, pressure altitude, outside air temperature and gross mass.

EXAMPLE:

(see Figure 5-39)


Rate Ra te of clim climb b (AE (AEO– O–TO TOP) P)

Known:


+29 °C 12500 ft

Gross mass

2050 kg

Bleed air consumers

OFF

Solution:

Rate of cl climb = 1370 ft/minute 1. Ent Enter er chart chart at known known pressu pressure re altitu altitude de (12500 (12500 ft). 2. Move Move horizon horizontal tally ly right right to known known OAT OAT (+29 (+29 °C). 3. From point point of interse intersection ction move move verticall vertically y downwards downwards to reference reference line. line. 4. Move further downwards downwards following following the directi direction on of the the gross mass guide guide lines (full lines). 5. Ent Enter er chart chart at at known known gross gross mass mass (2050 (2050 kg). kg). 6. Move horizontally horizontally right to intersec intersectt tracing tracing from from above. above. 7. From the the point of intersecti intersection on move vertica vertically lly downwards downwards and read rate rate of climb (13,7 x 100 = 1370 ft/minute).

5 - 62



RATE OF CLIMB 2 X TURBOMECA ARRIUS 2B2 TAKEOFF POWER

VY = 65 KIAS BLEED AIR:

20000

OFF

2100KG–1500KG

19000 18000 17000 16000 15000 t f 14000 – E 13000 D U T 12000 I T L A 11000 E R10000 U S S 9000 E R P 8000

–35 to –20

7000 6000 5000 –10 to +40

4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2000 1900 1800

1 _ 3 1 0 1 S 2 T 5 3 1 C E

1700 1600 1500 –4

0

4

8

12

16

20

24

28

32

36

RATE OF DESCENT/CLIMB –100FT/MIN

Fig. 5-39


Rate of climb climb (AEO, TOP, TOP, bleed air off, 1500kg to 2100kg) 2100kg)

5 - 63




20000

OFF

2100KG–2500KG

19000 18000 17000 16000 15000 t f 14000 – E D13000 U T 12000 I T L A 11000 E R10000 U S S 9000 E R P 8000

–35 to –20

7000 6000 5000 –10 to +40

4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2200 2300 2400

2 _ 3 1 0 1 S 2 T 5 3 1 C E

2500

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-40

5 - 64

Rate of climb (AEO, (AEO, TOP TOP,, bleed bleed air off, 2100kg to 2500kg) 2500kg)





20000

OFF

2500KG–2910KG

19000 18000 17000


16000


G

15000 t f 14000 – E D13000 U T 12000 I T L A 11000 E R10000 U S S 9000 E R P 8000

G

–35 to –20

–10 to +40

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2500 2600 2700 2800

3 _ 3 1 0 1 S 2 T 5 3 1 C E


3000

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-41


Rate of climb climb (AEO, (AEO, TOP, TOP, bleed bleed air off, 2500kg to 2910 2910 kg)

5 - 65




20000

ON

2100KG–1500KG


–35 to –20

7000 6000 5000 –10 to +20

4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2000 1900 1800

1 1 _ 3 1 0 1 S 2 T 5 3 1 C E

1700 1600 1500 –4

0

4

8

12

16

20

24

28

32

36


Fig. 5-42

5 - 66

Rate of climb climb (AEO, TOP, TOP, bleed bleed air on, 1500kg to 2100 2100 kg)





20000

ON

2100KG–2500KG


–35 to –20

7000 6000 5000 –10 to +20

4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2200 2300 2400

1 2 _ 3 1 0 1 S 2 T 5 3 1 C E

2500

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-43


Rate of climb climb (AEO, (AEO, TOP, TOP, bleed bleed air on, 2100kg to 2500kg) 2500kg)

5 - 67




20000

ON

2500KG–2910KG

19000 18000 17000


16000


G

15000 t f 14000 – E D13000 U T 12000 I T L A 11000 E R10000 U S S 9000 E R P 8000

G

–35 to –20

–10 to +20

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2500 2600 2700 2800

1 3 _ 3 1 0 1 S 2 T 5 3 1 C E


3000

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-44

5 - 68

Rate of climb climb (AEO, TOP, TOP, bleed bleed air on 2500kg to 2910kg) 2910kg)



RATE OF CLIMB 2 X TURBOMECA ARRIUS 2B2 MAXIMUM CONTINUOUS POWER


20000

OFF

2100KG–1500KG


–35 to –10

0 to +40

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2000 1900 1800

1 _ 4 1 0 1 S 2 T 5 3 1 C E

1700 1600 1500 –4

0

4

8

12

16

20

24

28

32

36


Fig. 5-45


Rate of climb climb (AEO, MCP, MCP, bleed bleed air off,1 off,1500kg 500kg to 2100kg)

5 - 69




20000

OFF

2100KG–2500KG


–35 to –10

0 to +40

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2200 2300 2400

2 _ 4 1 0 1 S 2 T 5 3 1 C E

2500

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-46

5 - 70

Rate of climb (AEO, (AEO, MCP MCP,, bleed air off, 2100kg to 2500kg) 2500kg)





20000

OFF

2500KG–2910KG

19000 18000 17000


16000

G

15000 G

t f 14000 – E D13000 U T 12000 I T L A 11000 E R10000 U S S 9000 E R P 8000


–35 to –10

0 to +40

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2500 2600 2700 2800

3 _ 4 1 0 1 S 2 T 5 3 1 C E


3000

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-47


Rate of climb climb (AEO, MCP, MCP, bleed bleed air off, 2500kg to 2910kg) 2910kg)

5 - 71




20000

ON

2100KG–1500KG


–35 to –10

0 to +20

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2000 1900 1800 1 1 _ 4 1 0 1 S 2 T 5 3 1 C E

1700 1600 1500 –4

0

4

8

12

16

20

24

28

32

36


Fig. 5-48

5 - 72

Rate of climb climb (AEO, (AEO, MCP, MCP, bleed bleed air on,1500kg on,1500kg to to 2100kg) 2100kg)





20000

ON

2100KG–2500KG


–35 to –10

0 to +20

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2100 2200 2300 2400

1 2 _ 4 1 0 1 S 2 T 5 3 1 C E

2500

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-49


Rate of climb climb (AEO, (AEO, MCP, MCP, bleed bleed air on, 2100kg to 2500kg) 2500kg)

5 - 73




20000

ON

2500KG–2910KG

19000 18000 17000


16000

G

15000

G


t f 14000 – E D13000 U T 12000 I T L A 11000 E R10000 U S S 9000 E R P 8000

–35 to –10

0 to +20

7000 6000 5000 4000 3000 2000 1000 g k – S S A M S S O R G

0

REFERENCE LINE

2500 2600 2700 2800

1 3 _ 4 1 0 1 S 2 T 5 3 1 C E


3000

–4

0

4

8

12

16

20

24

28

32

36


Fig. 5-50

5 - 74

Rate of climb climb (AEO, (AEO, MCP, MCP, bleed bleed air on, 2500kg to 2910kg) 2910kg)



5.1.14

Rate of climb– OEI performance The following rate of climb charts show the rate of climb for one-engine-inoperative condition at VY or VTOSS with various combinations of power settings, pressure altitude, outside air temperature and gross mass. In Fig. Fig. 5-52 and Fig. Fig. 5-53 the dashed lines are valid for pressure altitudes from SL up to 5000 ft PA. In Fig. Fig. 5-58 and Fig. 5-59 the dashed lines are valid for pressure altitudes from SL up to 4200 ft PA.


5 - 75


OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

RATE OF CLIMB 1 X TURBOMECA ARRIUS 2B2 OEI – MAXIMUM CONTINUOUS POWER


20000

OFF

2100KG–1500KG

19000 18000 17000 16000 15000 t f 14000 – E 13000 D U T 12000 I T L A 11000 E R 10000 U S S 9000 E R P 8000

–35 to –10

0 to +40

7000 6000 5000 4000 3000 2000 1000 0

REFERENCE LINE

2100 g k – S S A M S S O R G

2000 1900 1800 1 _ 2 1 0 1 S 2 T 5 3 1 C E

1700 1600 1500 –8

–6

–4

–2

0

2

4

6

8

10

12

14

16


Fig. 5-51

5 - 76

Rate of Climb (OEI, MCP, MCP, bleed bleed air off, 1500kg to 2100kg) 2100kg)



OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

RATE OF CLIMB / DESCENT 1 X TURBOMECA ARRIUS 2B2 OEI – MAXIMUM CONTINUOUS POWER

VY = 65 KT BLEED AIR:

20000

OFF

2100KG–2500KG

19000 18000 17000 16000 15000 t f 14000 – E 13000 D U T I 12000 T L A 11000 E R10000 U S S 9000 E R P 8000

–35 to –10

0 to +40

7000 6000 5000 4000 3000 2000 1000 0

REFERENCE LINE

2100 g k – S S A M S S O R G

2200 2300 2400 2 _ 2 1 0 1 S 2 T 5 3 1 C E

2500

–8

–6

–4

–2

0

2

4

6

8

10

12

14

16


Fig. 5-52


Rate of Climb (OEI, MCP, MCP, bleed air off, 2100kg to 2500kg)

5 - 77


OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI



OFF


G

20000

G

2500KG–2910KG

19000 18000 17000 16000 15000 t f 14000 – E 13000 D U T I 12000 T L A 11000 E R 10000 U S S 9000 E R P 8000

–35 to –10

0 to +40

7000 6000 5000 4000 3000 2000 1000 0

REFERENCE LINE

2500 g k – S S A M S S O R G

2600 2700 2800 3 _ 2 1 0 1 S 2 T 5 3 1 C E


3000

–8

–6

–4

–2

0

2

4

6

8

10

12

14

16


Fig. 5-53

5 - 78

Rate of Climb (OEI, MCP, MCP, bleed bleed air off, 2500kg to 2910kg)



OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI



20000

ON

2100KG–1500KG

19000 18000 17000 16000 15000 t f 14000 – E 13000 D U T 12000 I T L A 11000 E R10000 U S S 9000 E R P 8000

–35 to –10

7000

0 to +20

6000 5000 4000 3000 2000 1000 0

REFERENCE LINE

2100 g k – S S A M S S O R G

2000 1900 1800

1 1 _ 2 1 0 1 S 2 T 5 3 1 C E

1700 1600 1500 –8

–6

–4

–2

0

2

4

6

8

10

12

14

16


Fig. 5-54


Rate of Climb (OEI, MCP, MCP, bleed bleed air on, 1500kg to 2100kg) 2100kg)

5 - 79


OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI



20000

ON

2100KG–2500KG


–35 to –10

7000

0 to +20

6000 5000 4000 3000 2000 1000 0

REFERENCE LINE

2100 g k – S S A M S S O R G

2200 2300 2400

1 2 _ 2 1 0 1 S 2 T 5 3 1 C E

2500

–8

–6

–4

–2

0

2

4

6

8

10

12

14

16


Fig. Fig. 5-55 Rate Rate of Clim Climb b (OEI, (OEI, MCP, MCP, bleed bleed air air on, 2100k 2100kg g to 2500kg) 2500kg)

5 - 80



OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI




ON

G

20000

2500KG–2910KG

G


–35 to –10

7000

0 to +20

6000 5000 4000 3000 2000 1000 0

REFERENCE LINE

2500 g k – S S A M S S O R G

2600 2700 2800

1 3 _ 2 1 0 1 S 2 T 5 3 1 C E


3000

–8

–6

–4

–2

0

2

4

6

8

10

12

14

16


Fig. 5-56


Rate of Climb (OEI, MCP, MCP, bleed bleed air on, 2500kg to 2910kg) 2910kg)

5 - 81


OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

RATE OF CLIMB 1 X TURBOMECA ARRIUS 2B2 2.0 MIN. POWER

VTOSS = 40 KIAS BLEED AIR:

20000

OFF

2100KG–1500KG


7000 6000 5000 –35 to –10

4000 3000

0 to +20

2000 1000 0

REFERENCE LINE

2100 g k – S S A M S S O R G

2000 1900 1800 1 _ 2 1 5 1 S 2 T 5 3 1 C E

1700 1600 1500 –2

0

2

4

6

8

10

12

14

16

18

20

22


Fig. Fig. 5-57 Rate Rate of Climb Climb (2.0 (2.0 min. min. power power, 1500kg 1500kg to to 2100kg 2100kg))

5 - 82



OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI



20000

OFF

2100KG–2500KG


7000 6000 5000 –35 to –10

4000 3000

0 to +20

2000 1000 0

REFERENCE LINE

2100 g k – S S A M S S O R G

2200 2300 2400 2 _ 2 1 5 1 S 2 T 5 3 1 C E

2500

–2

0

2

4

6

8

10

12

14

16

18

20

22


Fig. Fig. 5-58 5-58


Rate of Clim Climb b (2.0 (2.0 min. min. power power,, 2100kg 2100kg to to 2500kg 2500kg))

5 - 83


OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI

OEI



OFF

20000 2500KG–2910KG

19000 18000 17000


16000


G

15000

G

t f 14000 – E 13000 D U T I 12000 T L A 11000 E R 10000 U S S 9000 E R P 8000

7000 6000 5000 –35 to –10

4000 3000

0 to +20

2000 1000 0

REFERENCE LINE

2500 g k – S S A M S S O R G

2600 2700 2800 3 _ 2 1 5 1 S 2 T 5 3 1 C E


3000

–2

0

2

4

6

8

10

12

14

16

18

20

22


Fig. Fig. 5-59 5-59

5 - 84

Rate Rate of Climb Climb (2.0 (2.0 min. min. power power, 2500kg 2500kg to 2910k 2910kg) g)


FLIGHT MANUAL EC 135 T2+ MASS AND BALANCE

SECTION 6 MASS AND BALANCE TABLE OF CONTENTS

Page 6.1

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1

6.1.1

Mass definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1

6.1.2

Balance definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1

6.2

BASIC EMPTY MASS CENTER OF GRAVITY . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4

6.2.1

Mass and balance record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4

6.2.2

Equipment list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4

6.3

LOADING EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 6

6.4

ALLOWABLE C.G. ENVELOPE (LONGITUDINAL) . . . . . . . . . . . . . . . . . . . . . 6 - 7

6.5

LOADING CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 8


Location diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 3

Fig. 6-2

C.G. envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 7

Fig. 6-3

Crew/passenger and ba baggage ce centroids (7 se seat arrangemen t) . . . . . . . . . 6 - 8

Fig. 6-4

Loading table (seven seat arrangement) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 9

Fig. 6-5

Crew/passenger an and ba baggage ce centroids (5 se seat ar arrangemen t) t) . . . . . . . . 6 - 10

Fig. 6-6

Loading table (five seat arrangement) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 11

Fig. 6-7

Crew and baggage centroids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 12

Fig. 6-8

Cabin loading table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 13

Fig. 6-9

Fuel loading tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 14

APPENDED TO SECTION 6 Form MBR . . . . . . . . . MASS AND BALANCE RECORD Form EL . . . . . . . . . EQUIPMENT LIST

MANUFACTURER’S DATA Rev. 0

6–i/( 6–ii blank)

FLIGHT MANUAL EC 135 T2+ Mass and Balance

SECTION 6 MASS AND BALANCE

6.1

GENERAL This section provides information required for helicopter loading and computing mass and balance. It shall be the pilot’s responsibility to make certain that:

6.1.1

–

the helico helicopter pter is is proper properly ly loaded loaded so so that the the entire entire flig flight ht is conduc conducted ted withi within n the Center of Gravity Limits.

–

all cargo cargo is is stowed stowed and and tied down down proper properly ly so that that in-fli in-flight ght shifti shifting ng is impos impossib sible le

–

proper proper tie-down tie-down equip equipmen mentt (i.e. (i.e. ropes, ropes, belts, belts, etc.) etc.) of suff sufficien icientt strength strength has has to be used. As many tie-down fittings as possible have to be used per single cargo item in order to reduce the individual load per fitting and to avoid inadvertent inflight shifting.

Mass definitions Basic empty mass The basic empty mass consists of the basic helicopter with required standard equipment, optional equipment, unusable fuel, and full operating fluids including transmission, gearbox and engine oils, hydraulic fluid, rotor brake oil.

Gross mass The gross mass is the sum of the basic empty mass and the pilot/crew, the passengers, the baggage/cargo and the fuel. This value will vary with mission. 6.1.2

Balance definitions Locations on and within the helicopter can be determined in relation to fuselage stations, buttock lines and waterlines, measured in millimeters (mm) from known reference points (Fig. (Fig. 6-1). Fuselage stations, buttock lines, and waterlines are planes perpendicular to each other. Reference plane is the plane at the longitudinal centerline of the helicopter perpendicular to the cabin floor.

Fuselage stations (F.S. or STA.) Fuselage stations are vertical planes perpendicular to, and measured along, the longitudinal axis of the helicopter. Station 0 is an imaginary vertical plane forward of the nose of the helicopter, from which all horizontal distances are measured for balance purposes (see also ”reference datum”). MANUFACTURER’S DATA Rev. 0

6-1


Buttock lines (B.L.) Buttock lines are vertical planes perpendicular to, and measured to the left and right along the lateral axis of the helicopter. Buttock line (0) is the plane at the longitudinal centerline of the helicopter.

Waterline (W.L.) Waterlines are horizontal planes perpendicular to, and measured along, the vertical axis of the helicopter. Waterline (0) is a plane below the lowest point on the fuselage of the helicopter.

Reference datum (RD) The reference datum (RD) is the station 0. It is located 2160 mm (85 in) in front of the Leveling Point (LP) (see Fig. Fig. 6-1).

Arm The arm, for longitudinal balance purposes, is the horizontal distance from the reference datum to the center of gravity of a given item. For other purposes, Fuselage Stations (F.S. or STA) may be used. For the EC 135 helicopter arm and fuselage station are the same.

Moment (Massmoment) (Massmoment) The moment is the mass of an item muliplied by its arm. Moment (kgmm)

= Mass (kg)

Arm (mm)

Center of Gravity (CG) Center of gravity is the point about which the helicopter would balance if suspended. Distance from the RD is found by dividing the total moment by the gross mass of the helicopter. Arm (mm) =

Sum of all moments (kgmm) Sum of all masses (kg)

CG Limits CG limits are the extremes of movements to which the helicopter CG can travel. The CG of the loaded helicopter must remain within these limits at takeoff, throughout flight, and at landing.

6-2



BL 2000

m m – E I N I L K C O T T U B

BL 1000

BL 0

BL –1000

BL –2000 STA 0

STA 2000

STA 0

STA 2000

STA 4000

STA 6000

STA 8000

STA 10000

STA 12000

STA 14000

STA 6000

STA 8000

STA 10000

STA 12000

STA 14000

WL 5000

WL 4000

m mWL 3000 – E I N I L R WL 2000 E T A W WL 1000

WL 0 D _ 0 1 0 0 _ H L F _ 5 3 1 C E

STA 4000

FUSELAGE STATION – mm LEVELING POINT STA 2160

Fig. Fig. 6-1 6-1


Loca Locati tion on diag diagra ram m

6-3


6.2

BASIC EMPTY MASS CENTER OF GRAVITY The procedure for establishing mass and moment (relative to the reference datum) of the empty helicopter is described in the EC 135 Maintenance Manual (MM). The MASS AND BALANCE RECORD (Form MBR-1) appended to this Section is used to maintain a continuous history of changes to the basic ’’as delivered” helicopter mass and balance data.

6.2.1

Mass and balance record The basic empty mass (BEM) and center of gravity (CG) location are determined through actual weighing carried out by the helicopter manufacturer. This data is then entered on the first line of the MASS AND BALANCE RECORD, Form MBR-1 which then becomes a permanent part of the Flight Manual. The MASS AND BALANCE RECORD must be updated (normally by transcribing the applicable information from the EQUIPMENT LIST) when necessary as follows: –

When add When additi itiona onall equipmen equipmentt is insta installe lled d on the heli helicop copter ter necessi necessitat tating ing a chang change e in the basic empty mass (as per definition), add the new entry or entries to the previous totals of basic empty mass and moment then compute the new basic empty mass, moment and CG Iocation (arm).

–

Likewi Likewise, se, when equip equipmen mentt is remove removed d from the the helicop helicopter ter,, subtract subtract the new new entry entry or or entries from the previous totals of basic empty mass and moment then compute the new basic empty mass, moment and CG location (arm).

At all times, the last mass and moment entries are considered the current basic empty mass and balance status of the helicopter. 6.2.2

Equipment list An EQUIPMENT LIST, Form EL-1 is appended to this Section and contains optional equipment of the particular helicopter when delivered. Each item on the list is provided with a number and description for identification, together with its mass, arm and moment. Those items of equipment that were installed when the particular helicopter was initially weighed are so indicated by a check (4) mark in the ,,Initial Weighing” column. Therefore the mass, arm and moment of these items are included in the basic empty mass (BEM) data found on the MASS AND BALANCE RECORD, Form MBR.

6-4



Intentionally left blank


6-5


6.3

LOADING EXAMPLE The following example shows the method of calculation of the longitudinal center of gravity. Mass

Arm

Mass Moment

(kg)

(mm)

(kgmm)

1544

4560

7040640

Pilot

80

2428

194240

+ Copilot

80

2428

194240

+ Fwd passengers (3)

240

3371

809040

+

Aft passengers (2)

160

4250

680000

+

Baggage

76

5000

380000

92

5026

462392

480

4075

1956000

Mass empty +

+ Fuel (Supply tank) + Fuel (Main tank)

Total

NOTE

2752

11716552

The mass empty C.G. and mass moment is to be taken from the “Empty mass and balance report” in this section.

C.G. = 11716552 2752

kgmm kg

= 4257 mm

The C.G. is 4257 mm aft of the reference datum. From Fig. Fig. 6-2 it can be seen, that the C.G. lies within the allowable C.G. limit.

6-6



6.4

ALLOWABLE C.G. ENVELOPE (LONGITUDINAL)

3.000

A

B

X–STA [mm] A 4227,3 B 4369.0 C 4570.0

Fuel Main Tank

2.800 2.600

D 4180.0

] g 2.400 k [ T H 2.200 G I E W 2.000 S S O R 1.800 G

GW [kg] 2910 2910 1500 1840

Fuel Supply Tank

Baggage Aft Pax Fwd Pax

Empty Mass

D Copilot

1.600

Pilot

C

1.400 1.200 D _ 8 8 0 0 _ H L F _ 5 3 1 C E

4.100

4.200

4.300

4.500

4.600

4.700

X–STA [mm]

Fig. Fig. 6-2 6-2


4.400

C.G. C.G. env envelop elope e

6-7


6.5

LOADING CHARTS AND TABLES

650 mm

D _ 4 1 0 0 _ H L F _ 5 3 1 C E

STA 2428

STA 3371

STA 4250

STA 5000

STA 5650

Fig. Fig. 6-3 Crew/pa Crew/passe ssenger nger and bagg baggage age centr centroid oids s (7 seat arrange arrangement) ment)

6-8



LOADING TABLE (SEVEN SEAT ARRANGEMENT) Mass (kg) PIL/Pax

50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180 185 190 195 200 205 210 215 220 225 230 235 240 245 250

Mass Moment (kgmm) FWD Pax

AFT Pax

Baggage

STA 2428

STA 3371

STA 4250

STA 5000

121400 133540 145680 157820 169960 182100 194240 206380 218520 230660 242800 254940 267080 279220 291360 303500 315640 327780 339920 352060 364200 376340 388480 400620 412760 424900 437040 449180 461320 473460 485600 497740 509880 522020 534160 546300 558440 570580 582720 594860 607000

168550 185405 202260 219115 235970 252825 269680 286535 303390 320245 337100 353955 370810 387665 404520 421375 438230 455085 471940 488795 505650 522505 539360 556215 573070 589925 606780 623635 640490 657345 674200 691055 707910 724765 741620 758475 775330 792185 809040 825895 842750

212500 233750 255000 276250 297500 318750 340000 361250 382500 403750 425000 446250 467500 488750 510000 531250 552500 573750 595000 616250 637500 658750 680000 701250 722500 743750 765000 786250 807500 828750 850000 871250 892500 913750 935000 956250 977500 998750 1020000 1041250 1062500

250000 275000 300000 325000 350000 375000 400000 425000 450000 475000 500000 525000 550000 575000 600000 625000 650000 675000 700000 725000 750000 775000 800000 825000 850000 875000 900000 925000 950000 975000 1000000 1025000 1050000 1075000 1100000 1125000 1150000 1175000 1200000 1225000 1250000

Fig. Fig. 6-4


Loading Load ing Table able (sev (seven en seat seat arra arrangem ngement) ent)

6-9


INNER SEAT RAIL

1350 mm 900 mm 450 mm

D _ 3 1 0 0 _ H L F _ 5 3 1 C E

STA 2428

STA 3510

STA 4300

STA 4750

STA 5200

STA 5650

Fig. Fig. 6-5 Crew/pa Crew/passe ssenger nger and bagg baggage age centr centroid oids s (5 seat arrange arrangement) ment)

6 - 10



LOADING TABLE (FIVE SEAT ARRANGEMENT) Mass (kg)

50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180 185 190 195 200 205 210 215 220 225 230 235 240 245 250

Mass Moment (kgmm) PIL/Pax

AFT Pax

STA 2428

STA 3510

STA 4300

STA 4750

STA 5200

121400 133540 145680 157820 169960 182100 194240 206380 218520 230660 242800 254940 267080 279220 291360 303500 315640 327780 339920 352060 364200 376340 388480 400620 412760 424900 437040 449180 461320 473460 485600 497740 509880 522020 534160 546300 558440 570580 582720 594860 607000

175500 193050 210600 228150 245700 263250 280800 298350 315900 333450 351000 368550 386100 403650 421200 438750 456300 473850 491400 508950 526500 544050 561600 579150 596700 614250 631800 649350 666900 684450 702000 719550 737100 754650 772200 789750 807300 824850 842400 859950 877500

215000 236500 258000 279500 301000 322500 344000 365500 387000 408500 430000 451500 473000 494500 516000 537500 559000 580500 602000 623500 645000 666500 688000 709500 731000 752500 774000 795500 817000 838500 860000 881500 903000 924500 946000 967500 989000 1010500 1032000 1053500 1075000

237500 261250 285000 308750 332500 356250 380000 403750 427500 451250 475000 498750 522500 546250 570000 593750 617500 641250 665000 688750 712500 736250 760000 783750 807500 831250 855000 878750 902500 926250 950000 973750 997500 1021250 1045000 1068750 1092500 1116250 1140000 1163750 1187500

260000 286000 312000 338000 364000 390000 416000 442000 468000 494000 520000 546000 572000 598000 624000 650000 676000 702000 728000 754000 780000 806000 832000 858000 884000 910000 936000 962000 988000 1014000 1040000 1066000 1092000 1118000 1144000 1170000 1196000 1222000 1248000 1274000 1300000

Fig. Fig. 6-6


Baggage

Loadin Loa ding g Tabl Table e (fiv (five e seat arrang arrangeme ement) nt)

6 - 11


INNER SEAT RAIL

2100 mm 1400 mm 700 mm

D _ 2 1 0 0 _ H L F _ 5 3 1 C E

STA

STA 3550

2428

NOTE

STA 4950

STA 5650

The cargo centroid is to be measured from the rear end of the inner seat rails.

Fig. Fig. 6-7 6-7

6 - 12

STA 4250

Crew Crew and bag bagga gage ge cent centro roid ids s



CABIN LOADING TABLE Mass (kg)

Mass Moment (kgmm) PIL/PAX

10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400

Load

STA 2428

STA 3550

STA 4250

STA 4950

24280 48560 72840 97120 121400 145680 169960 194240 218520 242800 267080 291360 315640 339920 364200 388480 412760 437040 461320 485600 509880 534160 558440 582720 607000 631280 655560 679840 704120 728400 752680 776960 801240 825520 849800 874080 898360 922640 946920 971200

35500 71000 106500 142000 177500 213000 248500 284000 319500 355000 390500 426000 461500 497000 532500 568000 603500 639000 674500 710000 745500 781000 816500 852000 887500 923000 958500 994000 1029500 1065000 1100500 1136000 1171500 1207000 1242500 1278000 1313500 1349000 1384500 1420000

42500 85000 127500 170000 212500 255000 297500 340000 382500 425000 467500 510000 552500 595000 637500 680000 722500 765000 807500 850000 892500 935000 977500 1020000 1062500 1105000 1147500 1190000 1232500 1275000 1317500 1360000 1402500 1445000 1487500 1530000 1572500 1615000 1657500 1700000

49500 99000 148500 198000 247500 297000 346500 396000 445500 495000 544500 594000 643500 693000 742500 792000 841500 891000 940500 990000 1039500 1089000 1138500 1188000 1237500 1287000 1336500 1386000 1435500 1485000 1534500 1584000 1633500 1683000 1732500 1782000 1831500 1881000 1930500 1980000

Fig. Fig. 6-8 6-8


Cabi Cabin n load loadin ing g tabl table e

6 - 13


FUEL LOADING TABLE - SUPPLY TANK Vol. (ltr)

Mass (kg)

10 20 30 40 50 60

8 16 24 32 40 48

Mass Moment (kgmm)

Arm (mm) 4940 4946 4957 4968 4978 4987

Vol. (ltr)

39520 79136 118968 158976 199120 239376

70 80 90 100 110 115

Mass (kg) 56 64 72 80 88 92

Arm (mm) 4996 5003 5011 5018 5025 5026

Mass Moment (kgmm) 279776 320192 360792 401440 442200 462392

FUEL LOADING TABLE - MAIN TANK Vol. (ltr)

Mass (kg)

10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300

8 16 24 32 40 48 56 64 72 80 88 96 104 112 120 128 136 144 152 160 168 176 184 192 200 208 216 224 232 240

Arm (mm) 3881 3882 3883 3884 3885 3887 3889 3890 3892 3895 3898 3900 3902 3904 3905 3906 3907 3908 3909 3910 3911 3911 3912 3912 3913 3913 3914 3914 3915 3915

Mass Moment (kgmm) 31048 62112 93192 124288 155400 186576 217784 248960 280224 311600 343024 374400 405808 437248 468600 499968 531325 562752 594168 625600 657048 688336 719808 751104 782600 813904 845424 876736 908280 939600 Fig. Fig. 6-9 6-9

6 - 14

Vol. (ltr)

Mass (kg)

310 320 330 340 350 360 370 380 390 400 410 420 430 440 450 460 470 480 490 500 510 520 530 540 550 560 570 580 590 600

248 256 264 272 280 288 296 304 312 320 328 336 344 352 360 368 376 384 392 400 408 416 424 432 440 448 456 464 472 480

Arm (mm) 3915 3916 3916 3916 3916 3917 3917 3917 3926 3935 3943 3954 3962 3971 3978 3988 3995 4003 4010 4017 4024 4030 4034 4040 4046 4052 4057 4063 4068 4075

Mass Moment (kgmm) 970920 1002496 1033824 1065152 1096480 1128096 1159432 1190768 1224912 1259200 1293304 1328544 1362928 1397792 1432080 1467584 1502120 1537152 1571920 1606800 1641792 1676480 1710416 1745280 1780240 1815296 1849992 1885232 1920096 1956000

Fuel Fuel load loadin ing g tabl tables es MANUFACTURER’S DATA Rev. 0

E C 1 3 5 T2 +

MASS

AND

BALANCE

RECORD

(Continuous History of Changes in Structure or Equipment Affecting Mass and Balance)

MODEL/VARIANT:

Date

Equipment List Item No. IN

SERIAL NO.:

Page No.:

of

MASS CHANGE

Description of Article or Modification

OUT

Added (+) Mass (kg)

Massmoment (kgmm)

Removed (–) Mass (kg)

Massmoment (kgmm)

RUNNING BASIC EMPTY MASS (BEM)

Mass (kg)

Massmoment (kg)

CG (mm)

Signature

AS DELIVERED

Form MBR -1

Rev. 0

EC135

T2+ M A S S

AND

BALANCE

RECORD

(Continuous History of Changes in Structure or Equipment Affecting Mass and Balance)

MODEL/VARIANT:

Date

E ui ment List Item No. IN

Form MBR -2

OUT

SERIAL NO.:

Page No.:

of

MASS CHANGE

Description of Article or Modification

Added (+) Mass (kg)

Massmoment (kgmm)

Removed (–) Mass (kg)

Massmoment (kgmm)

RUNNING BASIC EMPTY MASS (BEM)

Mass (kg)

Massmoment (kg)

CG (mm)

Signature

Rev. 0

EC135

EQUIPMENT

LIST

(EL) WEIGHINGS

MODEL/VARIANT: EC 135 T2+ SERIAL NO.: Page

Item No.

1)

Initial

Second

Third

Fourth

Date/Sign.

Date/Sign.

Date/Sign.

Date/Sign.

Mark as required 1)

Mark as required 1)

Mark as required

Mark as required 1)

1 of

Description of Article or Modification/Part Modification/Part No.

Required markings:

n =

FMS No.

insta installe lled; d; 0 = not not inst install alled. ed.

DMass

DArm

DMassmoment

(kg)

(mm)

(kgmm)

1)

EC135

EQUIPMENT

LIST

(EL) WEIGHINGS

MODEL/VARIANT: EC 135 T2+ SERIAL NO.: Page

Item No.

1)

Initial

Second

Third

Fourth

Date/Sign.

Date/Sign.

Date/Sign.

Date/Sign.

Mark as required 1)

Mark as required 1)

Mark as required

Mark as required 1)

2 of

Description of Article or Modification/Part Modification/Part No.

Required markings:

n =

FMS No.

insta installe lled; d; 0 = not not inst install alled. ed.

DMass

DArm

DMassmoment

(kg)

(mm)

(kgmm)

1)

FLIGHT MANUAL EC 135 T2+ Systems Description

SECTION 7 SYSTEMS DESCRIPTION TABLE OF CONTENTS

Page 7.1

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

7.2

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

7.2.1

Overhead Console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 2

7.2.1.1 Overhead switch panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 3 7.2.2

High Power Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 4

7.2.3

Instrument Panel and Consoles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 5

7.2.3.1 Warning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 6 7.3

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

7.3.1

Yaw SAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 8

7.3.2

Cy Cyclic Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.3.3

Collective Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 10

7.4

POWER PLANT AND RELATED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 13

7.4.1

Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 13

7.4.2

Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 14

7.4.3

Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 15

7-9

7.4.3.1 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 15 7.4.3.2 Ma Manual engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 16 7.4.3.3 Engine shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17 7.4.3.4 Engine ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17 7.4.3.5 N2 ADJUST rheostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17 7.4.3.6 30 sec./2 min. topping selection switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17 7.4.3.7 7.4 .3.7 Eng Engine ine oversp overspeed eed prot protect ection ion syst system em . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17 7.5

HIGH NR MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 18

7.6

FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 20

7.6.1

Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 20

7.6.2

Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 22

7.6.3

Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 22

7.7

BLEED AIR HEATING SYSTEM KEITH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 23

7.8

TRANSMISSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 25

7.8.1

Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 25

7.8.2

Main Transmission Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 26

7.8.3

Main Transmission Cautions and Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 26


7–i


Page 7.8.4

Antiresonance-Rotorisolation System (ARIS) . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 27

7.9

ROTOR SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 28

7.9.1

Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 28

7.9.2

Tail Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 28

7.10

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30

7.11

ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 32

7.11.1

Cockpit light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 33

7.12

CENTRAL PANEL DISPLAY SYSTEM (CPDS) . . . . . . . . . . . . . . . . . . . . . . . . 7 - 34

7.12.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 36

7.12.2

CPDS function modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 37

7.12.2.1 Maintenance mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 37 7.12.2.2 Configuration mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 39 7.12.2.3 Flight mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 42 7.12.3

VEMD and CAD page control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 61

7.12.3.1 Normal mode (all three lanes available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 61 7.12.3.2 Derivative mode with one VEMD lane off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 62 7.12.3.3 Derivative mode with CAD off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 63 7.12.3.4 Derivative mode with both VEMD lanes off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 64 7.12.3.5 De Derivative mode with CAD and one VEMD lane off . . . . . . . . . . . . . . . . . . . . . 7 - 65

LIST OF FIGURES Page Fig. 7-1

Typical cockpit arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1

Fig. 7-2

Typical overhead console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 2

Fig. 7-3

Typical overhead switch panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 3

Fig. 7-4

Typical high power buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 4

Fig. 7-5

Typical instrument panel arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 5

Fig. 7-6

Warning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 6

Fig. 7-7

Flight control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 7

Fig. 7-8

Typical cyclic stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 9

Fig. 7-9

Typical collective pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 10

Fig. 7-10 Tw Twist grips version I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 11 Fig. 7-11 Twist grips version II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 12 Fig. 7-12 Power plant and related systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 13 Fig. 7-13 Engine oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 14 Fig. 7-14 Rotor RPM vs Density Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 15 Fig. 7-15 En E ngine control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 16 Fig. 7-16 Eng Mode Sel switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 16

7–ii



Page Fig. 77 -17 HIGH NR mode switches and advisory indication . . . . . . . . . . . . . . . . . . . . 7 - 19 Fig. 7-18 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 20 Fig. 7-19 En Engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 21 Fig. 7-20 Fu Fuel pump switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 22 Fig. Fig. 7-21 7-21 Bleed Bleed air hea heatin ting g system system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 24 Fig. 7-22 Ma Main transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 25 Fig. 7-23 Main transmission oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 26 Fig. 7-24 Antiresonance-Rotorisolation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 27 Fig. 7-25 Tail rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 28 Fig. 7-26 Main rotor blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 29 Fig. 7-27 Main rotor system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 29 Fig. 7-28 Pressure supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30 Fig. 7-29 Pressure supply system switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30 Fig. 7-30 Hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 31 Fig. 7-31 DC power distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 32 Fig. 7-32 Cockpit light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 33 Fig. 7-33 Typical CAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 34 Fig. 7-34 Typical VEMD display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 35 Fig. 7-35 MAINTENANCE MENU page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 37 Fig. 7-36 Access to maintenance mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 38 Fig. 7-37 A/C CONFIG page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 39 Fig. 7-38 Access to CONFIG mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 40 Fig. 77 -39 Installation state modifying (A/C CONFIG page) . . . . . . . . . . . . . . . . . . . . . 7 - 41 Fig. 7-40 FLI page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 43 Fig. 77-41 Typical VEMD display with optional EPC page . . . . . . . . . . . . . . . . . . . . . . 7 - 46 Fig. 7-42 Typical VEMD display with optional EPC result page . . . . . . . . . . . . . . . . . 7 - 47 Fig. 7-43 Typical VEMD display with optional EPC FAIL page . . . . . . . . . . . . . . . . . 7 - 4 8 Fig. 7-44 FLIGHT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 49 Fig. 7-45 ELEC/VEH page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 50 Fig. 77-46 Installation state modifying (ELEC/VEH page) . . . . . . . . . . . . . . . . . . . . . . 7 - 51 Fig. 7-47 CAU/FUEL page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 52 Fig. 7-48 CAU/FUEL FAIL page on VEMD in case of CAD failure . . . . . . . . . . . . . . 7 - 53 Fig. 7-49 CAU/FUEL FAIL page on CAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 53 Fig. 7-50 CPDS cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 55/ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Fig. 7-51 CAU/FUEL page controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 58 Fig. 7-52 CAU/BACKUP page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 59 Fig. 7-53 SY S YSTEM STATUS page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 60 Fig. Fig. 7-54 7-54 Degr Degrad aded ed caut cautio ion n ind indic icat atio ion n in in cas case e of of CAD CAD and and one one VEMD VEMD lan lane e of off . . . 7 - 66 MANUFACTURER’S DATA Rev. 9

7–iii/( 7–iv blank)


SECTION 7 SYSTEMS DESCRIPTION

7.1

GENERAL This section section contains contains information information that applies applies specifica specifically lly to EC 135 T2+ helicopters helicopters with Central Panel Display System installed .

7.2

COCKPIT ARRANGEMENT

1

13 2

3

4

5 DH T S T

DH

BARO EXT SOURCE NAV PFD ND

CRS

S T D POS

T S T

BARO EXT SOURCE NAV PFD ND

CRS

S T D POS

12

11 R _ 7 1 1 0 _ H L F _ 5 3 1 C E

10

9 8 1 2 3 4 5

Over Overhe head ad cons consol ole e Roto Rotorr bra brake ke leve leverr Cock Cockpi pitt ligh lightt Inst Instru rume ment nt pane panell Cyclic st stick

6 Center post 7 Coll Collec ecti tive ve pitc pitch h 8 Coll Collec ecti tive ve pitc pitch h fri fricction brake

Fig. 7-1 MANUFACTURER’S DATA Rev. 0

7

6

9 Fire Fire exti exting ngui uish sher er 10 Venti entila lati tion on syst system em control lever

11 Cent Center er cons consol ole e 12 Slan Slantt con cons sole ole 13 Compass

Typical cockpit arrangement

7-1


Overhead Console

7.2.1

The overhead console is divided in several sections to provide easy access to the respective circuit breaker or switches. 1

2

3 4

8

7

6

RESET

OVSP I OVSP II ENG I O F F

M A X ENG II

5 D _ 8 6 0 0 _ H A W _ 5 3 1 C E

1 2 3 4

Bus system I Bus system II II Bus Bu s cont contro roll swit switch ches es AC Bu Bus s II II ((op opti tion onal al))

Fig. 7-2

7-2

5 6 7 8

Over Overhe head ad pane panell Esse Essent ntiial bus buses es Shed Sh eddi ding ng buse buses s AC Bu Bus s I (opt (optio iona nal) l)

Typical overhead console



7.2.1 7.2.1.1 .1 Over Overhe head ad Swit Switch ch Pa Panel nel

2

1 RESET

OVSP I OVSP II

E NG I O F F

M A X

3 E NG II

4

7

5 D _ 6 5 0 0 _ H L F _ 5 3 1 C E

6

1 Test est swi switc tche hes s 2 Avio Avioni nic c swit switch ches es 3 Heating Heating,, ventil ventilati ation, on, wipe wiperr switch switches es and rheostat

Fig. 7-3


4 5 6 7

Fuel Fuel pump pump swit switch ches es Light Light s swi witc tche hes s and and rheos rheostat tat Engi En gine ne swit switch ches es and and rheos rheosta tatt Opti Optiona onall syst system em swi switc tches hes

Typical overhaed panel

7-3


7.2.2

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

R _ 4 8 0 0 _ H L F _ 5 3 1 C E

Fig. 7-4

7-4

Typical high power buses



7.2.3

Instrument Panel and Consoles (Fig. (Fig. 7-5)

10

9

3

2

1

4

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

5

POS

6

1 2 3 4

CAD Warni arning ng pane panell Anal An alog og ins instr trum ument ents s (e.g. (e.g. NR /N2) Flight Flight control control displa displays ys pilot pilot (PFD & ND) 5 VEMD

Fig. 7-5


6 N MS 7 DC powe power/ r/eng engin ine e contr control ol pa pane nell 8 Flight Flight contro controll displ displays ays copilot copilot (PFD & ND) 9 Extend Extended ed instr instrume umemt mt panel panel (option (optional) al) 10 Stan Standar dard d in inst stru rume ment nt pane panell

Typical instrument panel arrangement

7-5


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 reseted by pushing the CDS/AUDIO RES button.

1

2

3

4

EC135_WAH_0062_D

10

1 2 3 4 5

9

FIRE FIRE warni warning ng ligh lightt / EMER EMER OFF switch switch Low fuel warnin warning g su suppl pply y I / supply supply II Auto Au topi pilo lott (opt (optio ional nal)) Roto Rotorr RPM RPM warn warnin ing g ACTIVE ACTIVE indica indicates tes switch switch positi position on for EMER OFF switch

8

7

6 7 8 9 10

6

5

Cargo Cargo sm smoke oke d detec etectio tion n light light (opti (optional onal)) Stan Standby dby hor horiz izon on (opti (optiona onal) l) Main Main transmi transmissi ssion on oil oil pressu pressure re warni warning ng Batt Ba tter ery y disc discha harg rge e warni warning ng Batt Ba tter ery y tempe tempera ratur ture e warnin warning g

Fig. Fig. 7-6 Warni arning ng pane panell

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



7.3

FLIGHT CONTROL SYSTEM

7

5

9 8

4

6

R _ 2 6 0 0 _ H L F _ 5 3 1 C E

3

2

1

1 2 3 4 5

Longitu Longi tudi dina nall trim trim actua actuato torr Later Lat eral al trim trim actu actuat ator or Lowe Lowerr gui guida danc nce e uni unitt Uppe Upperr gui guida danc nce e uni unitt Main Ma in roto rotorr act actua uato torr Fig. Fig. 7-7 7-7


6 7 8 9

Ballbe Ball bear arin ing g contr control ol Tail ail roto rotorr actua actuato torr Yaw ac actuator Tail ail roto rotorr inp input ut lev lever er

Flig Flight ht contr control ol syst system em

7-7


7.3.1

YAW SAS The yaw stability augmentation system (Yaw SAS) introduces limited authority control inputs into the tail rotor control. The Yaw SAS, automatically activated during the start procedures, operates in series with the command inputs of the pilot on the non-boosted section ot the tail rotor control. It operates by converting electrical signals from the yaw rate sensor (fibre optical gyro) into control inputs for the tail rotor via the yaw actuator and the yaw hydraulic. In case of power supply cut-off or a failure/malfunction of the fibre optical gyro or the yaw actuator a YAW SAS caution will be displayed on the CAD. In this case the pilot should disengage the Yaw SAS by pressing the SAS DCPL switch.

7-8



7.3.2

Cyclic Stick

6 5 7

4

8 3

2

1

1

ICS RADIO

Intercommunication sy system

2

TRIM REL

Trim release

3

ATT TRIM

Attitude trimming

4

SAS DCPL

SAS Decouple - disengages all engaged SAS (e.g. YAW SAS, P&R SAS, Pitch damper)

5

P&R // YAW RST

SAS Re Reset - reengages SA SAS (s (see al also F FM MS 9. 9.2-5)

6

INACTIV

7

Spare

8

CDS/AUDIO RES

Acknowledgment of new cautions Fig. 7-8


Typical cyclic stick

7-9


Collective Pitch (Collective Lever)

7.3.3

10

9 ON

8

O F F – MIR

L D G L T

1

RETR

7

L T – M I R

2

WIPER

6

The collective lever is equipped with several switches and buttons and with twist grips for manual engine control. A friction adjustment at the base of the lever is used to prevent the collective pitch setting from moving when the lever is released.

3

5

4

1

FILL FILL FLOA FLOATS TS (opt (opt.) .)

Acti Activa vati tion on of em emer erge genc ncy y flo float atat atio ion n sys syste tem m (op (opt. t.))

2

ENG TRIM

Engine trim switch

3

WIPER

Wiper switch

4

Min fu fuel override button

To shut of the engine during manual engine control

5

GA

Go around mode

6

LT/ MIR

Directional control search and landing light or external mirror

7

TOPPING

Topping pushbutton provides activation of the respective 30 sec onds/ 2 minutes power limitations.

8

LDG LT MIR

Selection landing light or mirror

9

CUT CA CABLE (opt.)

Cab ablle cut cuttter of of re rescue wi winch ca cable (o (opt.)

10

LDG LT FIX

Operational control of fixed landing light Fig. 7-9

Typical collective pitch

7.3.3.1 Twist grips (version I and version II)



Version I (with emergency safety latch)

CAUTION

7 - 10

DO NOT DAMAGE THE SPRING–LOADED PIN ON THE SAFETY LATCH (STOP). BEFORE YOU CLOSE THE SAFETY LATCH ALWAYS PRESS IN THE SPRING–LOADED PIN (WITH YOUR FINGERNAIL). THE SPRING–LOADED PIN HOLDS THE SAFETY LATCH IN THE OPEN POSITION TO ALLOW FREE FREE MOVEMENT MOVEMENT WITHIN THE EMERGENCY RANGE. WHEN THE SPRING–LOADED PIN OR ITS MATING PART IS WORN OR MANUFACTURER’S DATA Rev. 0


DAMAGED, THE SAFETY LATCH WILL NOT STAY OPEN. THE TWIST GRIP WILL BE BLOCKED AND MAY CAUSE ENGINE OVERSPEED.

1

2 5

3

7

6

2

4

1 EM EMER ER safe safety ty latc latch h 2 Minim Minimum um fuel fuel overrid override e butto button n (red) (red) 3 Twis wist gri grip p ENG ENG 1 1

4 Twis wist gri grip p ENG ENG 2 5 Mechan Mechanica icall stop stop in the direct directon on of of higher fuel flow

5

6 Sp Spri ring ng-l -loa oade ded d pin pin 7 “N”“N”- Neu Neutr tral al pos posti tion on

Fig. Fig. 7-10 7-10

NOTE

Twist wist grip grips s vers version ion I (col (collec lectiv tive e leve lever) r)

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


7 - 11




Version II (without emergency safety latch)

Flight direction 1

2

3

4

5

1 Minimu Minimum m fuel fuel over overrid ride e button button ENG 1 2 Twist wist grip grip ENG ENG 1 3 Twist wist grip grip ENG ENG 2 4 Minimu Minimum m fuel fuel over overrid ride e button button ENG 2 5 Neut Neutra rall posi positi tion on

Fig. Fig. 7-11 7-11

7 - 12

Twist wist grips grips versio version n II (colle (collecti ctive ve lever lever))



7.4

POWER PLANT AND RELATED SYSTEMS

7.4.1

Engines Two Turbomeca Arrius 2B2 gas turbine engines are located in separate fireproof compartments aft of the main transmission and above the rear cabin. The engines are of the free wheel turbo shaft type, with single-stage centrifugal compressors, reverse-flow combustors, and single-stage gas producer and power turbines.

5

7

6

4

8

3 9 2 10

11 1 15

14

13

1 Fuel Fuel pump pump hous housin ing g 2 Meter eteriing uni unit 3 Low Low oil oil pres pressu sure re swit switch ch 4 Ma Main in oil oil tem tempe pera ratur ture e sens sensor or 5 Low Low fuel fuel pres pressu sure re sens sensor or 6 Engine Engine oil and fuel filter filter cloggi clogging ng indicator pins

12

7 8 9 10 11 12 13 14 15

11

Fuel Fuel filt filter er cove coverr Main Ma in oil oil fil filte terr cove coverr Oil Oil pump pump (ins (insid ide) e) N1 - sensors Fire Fire detec detecti tion on sens sensor or Chip Chip dete detect ctor ors s Engi En gine ne oil oil sig sight ht glas glass s Oil Oil fil fille lerr cap cap Manu Ma nual al fuel fuel cont contro roll leve leverr

Fig. Fig. 7-12 7-12 Power ower plan plantt


7 - 13


7.4.2

Engine Oil System (Fig. (Fig. 7-13)

4

s s e v a l p a y v b s s e a r u p s y s b e r r p t e i e f h l v l g a i i H v O 4 5 1 1

5

7

8

e v l a v s s p s p m a p m u y u p b p e r r e e l e r g l o o u n s e o v o s a c c e l l r c i i P S O O 0 1 2 3 1 1 1 1

6

3

2

9

5 1

1

0 1 1 1

Y L P P U S

E G N E V A C S

G N I H T A E R B

T N E V R I A

Fig. Fig. 7-13 7-13

7 - 14

4 1

3 1

Engi En gine ne oil oil syst system em

2 1

g u l c p i t c e i t n e g n a g m a l m a l c a r k i n c e n a i r i n a h t c a t c g r l e t u i e l l E S O M p 6 7 8 9

h g c u t i l p w c r s t i e R t e _ t 1 r i e n 6 0 u 0 m s g _ s s a H L n e m F _ a r l 5 r p r a 3 t l 1 r c C e T i e i E t r / o i n t l i f P w a c l r l e i l i o t O O L S E 1 2 3 4 5



7.4.3

Engine Control System

7.4.3 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 Fuel sup suppl ply y, in depe depend nden ency cy of the the N1 RPM, during starting procedure and ground idle operation.

–

Automa Aut omatic tic engine engine contr control ol in in all speed speed an and d power power ranges ranges of the the engin engines. es.

–

Automa Aut omatic tic torqu torque e match match with with possib possibili ility ty to set set const constant ant torq torque ue split. split.

–

Moni Mo nito tori ring ng of of engi engine ne and and pow power er par param amet eter ers. s.

–

Over Oversp speed eed prote protect ctio ion n of the power power tur turbi bine nes. s.

–

In normal normal “Powe “Powerr On” opera operatio tion n the rotor rotor speed speed is gove governed rned automa automatic ticall ally y as a funcfunction of density altitude (Fig. (Fig. 7-14 shows the rotor RPM vs DA under AEO conditions including HIGH NR mode and OEI/ OEI Training).

105

HIGH NR mode active

max. cruise flight

104

AEO

OEI

103

hover flight

) 102 % ( m 101 p r r o 100 t o R 99

AEO

R _ 9 8 0 0 _ H L F _ 5 3 1 C E

98 97 96 95 0

2 00 0

40 00

6 0 00

8 00 0

10 0 00

2 0 0 00

Density altitude (ft) Fig. Fig. 7-14 7-14


Rotor Rotor RPM RPM vs vs Dens Densit ity y Alt Altit itud ude e

7 - 15


1 En Engi gine ne ma main in swit switch ch

1

2

3

2 FADEC ADEC cont contro roll swi switc tch h 3 Train rainin ing g sele select ctor or swi switc tch h (inactive)

Note: With optional Training Mode (FMS 9.1–4) the switch is labeled ”TRAIN SEL” Fig. Fig. 7-15 7-15

Engi En gine ne cont contro roll pan panel el (typical)

7.4.3 7.4 .3.2 .2 Ma Manua nuall engi engine ne c cont ontro roll Slight mismatches between both engines torque indication can be corrected by using the ENG TRIM switch, located on the collective pitch panel (Fig. (Fig. 7-9). The 2-way switch allows either increasing the power of engine 1 (L+) and simultaneously decreasing the power of engine 2 (R–) or vice versa. For training purposes or in case of a FADEC failure a direct manual engine control is provided via two twist grips (see Fig. 7-10 and Fig. 7-11) at the collective pitch. The front grip controls engine 1, the aft one controls engine 2. To change from normal to manual mode the ENG MODE SEL switch has to be set from NORM to MAN position. ENG MANUAL caution appears on the CAD.

Fig. Fig. 7-16 7-16

ENG ENG MODE MODE SEL SEL swit switch ches es

Now the pilot is able to control the engine by twisting the respective grip from the neutral position N towards MIN or MAX direction as required (see para. 7.3.3.1). As soon as the twist grip is turned out of the N position the TWIST GRIP caution comes on at the CAD. To change from manual mode back to normal mode the ENG MODE SEL switch has to be set from MAN to NORM position. The ENG MANUAL caution disappears. To regain the default constellation, set twist grip(s) to neutral (N) position. TWIST GRIP caution disappears.

7 - 16



7.4.3 7.4.3.3 .3 En Engi gine ne shut shutdow down n Normal engine shutdown In accordance with the Normal Procedures (see Sect. 4) the engines are shut down by placing the ENG I/II main switches to OFF position. The respective shut off valves are closed and the engines will shut down. Manual engine shutdown Overriding the twist grip MIN position by pushing the red minimum fuel override button and turning the grip further on as far as it is possible causes the manual fuel control valve to close and the engine will shut down. Emergency shutdown In case of emergency conditions the engine(s) can be shut down by pressing and releasing the FIRE switch(es) in the warning panel, the respective emergency shut off valve(s) will be closed and the engine(s) will shut down. 7.4.3 7.4.3.4 .4 En Engi gine ne ven venti tila lati tion on Engine ventilation can be performed by using the VENT switch located at the overhead switchpanel. (see Section 4 Normal Procedures) 7.4.3.5 7.4. 3.5 N2 ADJU ADJUST ST rheosta rheostatt ((see see Fig. Fig. 7-16) If a engine or a FADEC was replaced it can be necessary to adjust the N2 in accordance to the maintenance manual. 7.4.3.6 7.4. 3.6 30 sec./ sec./ 2min. 2min. toppin topping g select selection ion switc switch h For TM Arrius 2B2 engines, the limitations of the OEI MCP rating will be controlled by the pilot, wheras the OEI 30 sec / 2.0 min. ratings are controlled by the engines FADEC. Therefore a topping selection switch, located on the collective pitch panel, has been installed to allow the activation of the respective 30 seconds/ 2 minutes power limitations. In case of an engine failure, the 30 sec. limitations will be active (default). When the pilot does not need the 30 sec. power anymore, he is able to select the 2 min. limitations by pushing the topping switch. If required, the pilot may select the 30 sec. limitations again, by means of the topping switch. If all parameters (torque, TOT, N1) are below their MCP limiting values, the 30 sec. limitations are reset automatically. 7.4.3.7 7.4. 3.7 Eng Engine ine over overspe speed ed protec protectio tion n system system Each engine is monitored by an engine tachometer unit to prevent serious damage to the engine, in case of malfunction, by shut down. If during engine operation the OVSP FAIL caution indication comes on the overspeed protection system of the affected engine has failed and the engine is no longer protected against power turbine overspeed. If during engine operation the OVSP caution indication comes on in conjunction with the ENG FAIL caution indication, the affected engine will be shut down automatically due to an engine overspeed event. In order to prevent both engines being shut down by their overspeed protection system a cross inhibition function deactivates the overspeed protection system of the remaining engine in case of an overspeed event. MANUFACTURER’S DATA Rev. 0

7 - 17


7.5

HIGH NR MODE This feature is implemented to increase the performance of the H/C for operation with gross mass above 2835 kg and/or CAT CAT A operation. When the HIGH NR mode is manually selected, the High NR mode switches automatically between nominal and high rotorspeed (NRO) according to Fig. Fig. 7-14. The High NR mode is mandatory for: – Flight with gross mass above 2835 kg – Cat A operation

NOTE

Although use of the HIGH NR mode is permitted for all other operations, its use is not recommended.

The pilot has to select the HIGH NR mode prior to takeoff by pushing the HI NR pb. “ON” illuminates on the push button. Additionally the advisory indicator HIGH NR illuminates (see Fig. Fig. 7-17). If the HI NR pb is pushed again the mode is deselected and the HIGH NR advisory goes off. When the HIGH NR mode is selected (HI NR pb shows ON), airspeed information provided by the ADC 2 to the VEMD lane 2 triggers the HIGH NR mode activation as follows:

1 – When the airspeed increases above 55 KIAS, the HIGH NR mode is automatically deactivated, so that NRO decreases to the nominal NRO. The HIGH NR advisory goes off. 2 – When the airspeed reduces below 50 KIAS, the HIGH NR mode is automatically re–activated and NRO increases by up to  3 %. The HIGH NR advisory comes on. NOTE

When the HI NR pb is selected at DA > 9000ft, no NRO /N2 increase/decrease happens, due to the normal NRO variation with density altitude.

In case of selected but not activated HIGH NR mode, the system automatically activates the high NRO, if: – no or invalid data from ADC 2 available – the CAD is switched off or failed – VEMD lower lane is switched off or failed

NOTE

7 - 18

For safety reasons the system also automatically activates the high NRO, even when HIGH NR mode is not selected, in case of CAD electrical power loss.



HIGH NR mode not selected

selected

Push button location: I–Panel

inactive

active

Advisory indication location: Above MASTER CAUTION

Fig. Fig. 7-17 7-17


HIGH HIGH NR mod mode e swit switches ches and adviso advisory ry indica indicatio tion n

7 - 19


7.6

FUEL SYSTEM (FIG. (FIG. 7-18)

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 Fill Filler er neck neck and and cap cap 2 Fuel Fuel prim prime e pum pump p (left supply tank chamber) 3 Supply ta tank 4 Em Emer ergen gency cy shu shutt off off val valve ves s 5 Fuel Fuel expa expans nsio ion n tan tank k and ventilation system 6 Aft Aft and and forw forwar ard d fue fuell transfer pump (main tank) 7 Main tank 8 Fuel pr probes 9 Su Suppl pply y tank tanks s fue fuell pro probes bes 10 Int Inter erco conn nnec ecti ting ng Ve Ventl ntlin ine e

4

5

9

4 10

3

6 2

7

8

1

FWD R _ 3 8 0 0 _ H L F _ 5 3 1 C E

Fig. ig. 7-18 7-18 Fuel Fuel syste ystem m

7 - 20



e r e h p s o m t A

4 1

3 1

5 1

1 1 2 1 0 1

R _ 3 6 0 0 _ H L F _ 5 3 1 C E

r e e t o v l v c l a a j e v v n s - s r r i g o o o r t t n e i t c c c c e s e i e j n j r n e n u l i e i r s t n e t s r i f r e a a e a r t r t P S M P S 1 2 3 4 5 1 1 1 1 1

y l e b v m l a e V s s a

9

8

6

t i n u g n i r e t e M

l a u n a m e v h l i e a t v v w l a e t P i v e g v l n r l D a u o u r p v t g t f n n n l f a i a o o t r c u t s t e n u n e l a o e u M h C M f S 7 8 9 0 1 ) p i r g h t t s h i i w c t w i p T ( w m l s u o e e r p r l l v t u e a e n s u v l v o s f c a l e s r e s v a p i n a i n u p w g a n o n y r a L E b D M 3 4 5 6

5 7 4

3

2

1

Fig. Fig. 7-19 7-19


s e r s r t o a u a p s i c s d y e p b r n m h p i u t e e p i w g g a e r a k k m c e c o i r t l l o i p f , l h b b l l e c - t v e i d e e l u u a r w n F F v p s a 1 2

Engi En gine ne fuel fuel syst system em

7 - 21


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. Fig. 7-20 7-20 Fuel Fuel pump pump swit switch ches es

7.6.3

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.

7 - 22



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: –

Ejecto Ejectorr valv valve e assy assy with with prima primary ry and and seco secondar ndary y valv valves es

–

Tem empe pera ratu ture re con contr trol ol com compu pute terr

–

Temp emperat erature ure sensor sensors s located located in the the cabin cabin ceiling ceiling and and in the heater heater supply supply duct duct

–

Overte Overtempe mperatu rature re swit switches ches locate located d in the the heate heaterr suppl supply y duct 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. The cabin air temperature is controlled by the BLD HTG rheostat located at the overhead panel. 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. 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

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


7 - 23


H T I W E R C E T A F I M R I L E T W N I O L E F N I G N E

L A N G I S – 1 N W O L

E V L A 1 V G N 2 I X I M

E N I 2 G N E

M R O N

X X A A M

G T H D L B

T S U A H X E

I N F M F O S U I B . . S S R S Y O E S G T

I R U T N E V

M

. P ) C M º E 0 T 2 1 R > E ( V H O C T T I C U W D S

R O S N E S . P M E T T C U D

X O B L O R T N O C L T N P S G N T O D U H C I . I . A B S E S Y H S S R E E V O R E M E

M

S M E N O I T P O

P L O C

R O S E S S I E R O P N P U S

T E L T U O R I A N I B A C

T E L T U O R I A N I B A C

E N I 1 G N E

. ) I R P C º A M E 5 N 8 T > R R ( U E H T V E O C T R T I R W C S O U F D

S M E N O I T P O

G N I L N I E B N A A C P E R D I O I S R . N I E P T D M N E E N A L I T R F L W O N A I S O H B N L T T S I A E E N C S W I B

G O F R E O D F / L G L I N U T P A E H

L L A E N W I E G R N I E F

R I A M R A W / R I R I A A D I N E B X A I M C

I R U T N E V

T S U A H X E

P L O C

R R I A O F H L S L E U R P F

T O H M

K C E D E N I G N E / X O B R A E G

R I A R T I N A E D I B E E M L A B R O O L F W O L E B

E R L D E B E A W E I P O R L S A V B

R I A D L O C / R I A D E X I M

P

M D ) R E A Y I ) T R A N V C / O D I O O S E T S I V E U G D D L A T C A ( B C ( H

T O L I P O C

T O L I P

) T P O ( G L N I E L N O A P O – I C

) T P O ( G L N I E L N O A P O – C I

R _ 7 8 1 0 _ H L F _ 5 3 1 C E

) Y ) R Y A R D A N M O I R C P ( E S E ( C E I C V I E V : D E E D V G F L I N A R F V O E T G T U N E H I X M S I M 1 2

G N S I L D O C O C

D L E I H S D N I W

Fig. Fig. 7-21 7-21

7 - 24

Bleed Bleed Air Air Heati Heating ng syst system em MANUFACTURER’S DATA Rev. 0


7.8

TRANSMISSION SYSTEM

7.8.1

Main Transmission

2

1 Hydraul Hydraulic ic pressu pressure re suppl supply y syst system em 2 Ma Main in roto rotorr mas mastt 3 ARIS ARIS s sing inglele-axl axle e hydr hydrome omecha chanic nic vibration isolator 4 Oil Oil coo cooli ling ng fan fan inl inlet et 5 Flying Flying contro controls ls hydr hydraul aulic ic boost boosters ers 6 Oil cooler

1

1 D _ 9 5 2 0 _ H A W _ 5 3 1 C E

5

FWD

12

4

FWD D _ 6 5 2 0 _ H A W _ 5 3 1 C E

3 6

13 11

14

10 7

View A 9

7 8 9 10 11

Roto Rotorr bra brake ke disc disc Tail ail rotor rotor driv drive e flang flange e Chip hip de detect ector Oil Oil fifiller ller cap Rotor Rotor brak brake e hyd hydra raul ulic ic fluid reservoir 12 Oil Oil pres pressu sure re sen senso sorr 13 Oil Oil te temp mper erat atur ur swi switc tch h and and sensor 14 En Engi gine ne driv drive e sha shaft ft

8

View A

15

15 Oil fifilter 16 Oil Oil gag gage e gl glass ass

FWD

16

Fig. Fig. 7-22 7-22


Main Ma in tran transm smis issi sion on

7 - 25


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.

6 2

1

4 5

XMSN OIL T

3

7

XMSN OIL P

11

10

supply

9

scavange EC135_FLH_0064_R

8

XMSN OIL P 1 2 3 4 5 6

Oil Oil temp temper erat atur ure e sens sensor or Oil Oil tem tempe pera ratu ture re swit switch ch Oil filter filter with with by-p by-pass ass valve valve Oil Oil pre press ssur ure e sen senso sorr Oil cooler Bearings Fig. Fig. 7-23 7-23

7.8.3

7 8 9 10 11

Oil tank Magne Ma gneti tic c chi chip p det detec ector tor Oil Oil pu pump mps s with with byby-pa pass ss val valve ve Oil Oil pres pressu sure re swit switch ches es Mete Me teri ring ng chec check k val valve ves s

Main Main transm transmiss ission ion oil system system

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.

7 - 26



7.8.4

Antiresonance-Rotorisolation 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. 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.

6

5

4 7 3

2

1 Prim Primar ary y bell bellow ows s

8

2 Comp Compre ress ssio ion n spri spring ng 3 Se Seco cond ndar ary y bel bello lows ws

1

4 Mass jacket 5 Gly Glycol col solu soluti tion on 6 Blee eed d screw 7 Pe Pendu ndulu lum m wit with h tuni tuning ng mas mass s 8 Be Bear arin ing gc cage age with with bear bearin ing g

Fig. Fig. 7-24


Antire Ant ireson sonance ance-Ro -Rotor toriso isolat lation ion System System

7 - 27


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. (Fig. 7-27) 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 indicator and a visual and aural rotor RPM warning unit.

7.9.2

Tail Rotor System

3

2

1 Tail ail rot rotor or dri drive ve shaft shaft 2 Pitc Pitch h con contr trol ol cabl cable e

4

3 Stator bla blade 4 Tail ail rot rotor or blad blade e 5 Pitch horn

1

5

7

8

6 Sight gl glass 7 Tail ail roto rotorr gea gearr box box 8 Track rack and and bal balan ance ce sensors 9 Chip hip de detect ector

6 9

Fig. Fig. 7-25 7-25 Tail ail roto rotorr

7 - 28



3

1 Pitch horn 2 Blad Blade e fitt fittiing 3 Flexbeam

2 1

Fig. Fig. 7-26 7-26

Main Ma in roto rotorr blad blade e

5

4 3

2 6

7

1 2 3 4 5 6 7 8

Swash-plate ate Elas Elasto tome meri ric c leadlead-la lag g damper damper Blade Blade rete retent ntio ion n bolts bolts Roto otor hu hub b cap Rotor Rotor blad blade e dyna dynamic mic tun tuning ing cover cover Pitch horn Rota Rotati ting ng con contr trol ol rod rods s Con onttrol cu cuff

1

8

Fig. Fig. 7-27 7-27


Main Ma in roto rotorr syst system em

7 - 29


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

2

5

3 4 6

1 2 3 4

Sight gl glass Flui Fluid d leve levell indi indica cator tor Reservoir Return liline Fig. Fig. 7-28 7-28

5 Press ressur ure e line ine 6 Hydr Hydrau auli lic c pum pump p 7 Valve bl block Pres Pressu sure re suppl supply y syst system em

The hydraulic system can be tested on ground by means of the test switch located on the overhead console (Fig. (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. Fig. 7-29 7-29

7 - 30

Pressu Pressure re supply supply system system switch switch



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

MISC

SYSTEM II HYD PRESS

Fig. Fig. 7-30 7-30 Hydr Hydrau auli lic c syst system em


7 - 31


ELECTRICAL SYSTEM

7.11

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 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

BATTERY BUS

R _ 5 6 0 0 _ H L F _ 5 3 1 C E

BATTERY

GENERATOR 1

GENERATOR 2

RELAY

Fig. Fig. 7-31 7-31

7 - 32

DC power power dist distri ribu buti tion on



7.11.1

Cockpit Light (typical) The cockpit light is a spotlight, installed on the left side of the center post below the overhead console. It provides a cone of light and is controlled by the spotlight switch on/off and dim ring. Dimming is performed by changing the diameter of the integrated diaphragm. The cone of light can be focused by the spotlight focusing ring. The cockpit light receives power from the No. 2 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

4

1 2 3 4

Gimbal Spot Sp otli light ght focus focusin ing g rin ring g Spotli Spo tlight ght switc switch h on/off on/off and dim ring ring Hous Housin ing g cove coverr

Fig. Fig. 7-32 7-32


3

Cock Cockpi pitt light light (typ (typic ical al))

7 - 33


7.12

CENTRAL PANEL DISPLAY SYSTEM (CPDS) The CPDS consists of the vehicle and engine multifunction display (VEMD) and the caution and advisory display (CAD). The CPDS displays all the necessary engine and vehicle parameters as: –

the the fi firs rstt limi limitt in indi dica cati tion on (FL (FLI) I) inc inclu ludi ding ng N1 (nN1), TOT and torque values

–

mast ma st mo mome ment nt (if (if sys syste tem m is is ins insta tall lled) ed)

–

OAT

–

In–Fl In–Flig ight ht power power chec check k dat data a (op (opti tion onal al))

–

elec electr tric ical al sys syste tem m para parame meter ter and and opti option onal als s

–

pressu pressure re and tem temper peratur ature e of of engi engines nes and main main gear gear box

–

CAUT CAUTIO ION N / ADVI ADVISO SORY RY and fuel fuel indi indica cati tion on

and performs the following complementary functions: –

mast mast moment moment over overlim limit it reco recordi rding ng (if (if syst system em is is insta installe lled) d)

–

N1 and N2 cycles counting

48

44 4

R _ 2 1 1 0 _ H L F _ 5 3 1 C E

Fig. Fig. 7-33 7-33

7 - 34

Typic ypical al CAD CAD


FLIGHT MANUAL EC 135 T2+

R _ 3 1 1 0 _ H L F _ 5 3 1 C E

Fig. Fig. 7-34 7-34


Typic ypical al VEMD VEMD disp displa lay y

7 - 35


7.12.1

General The VEMD (fig. (fig. 7-34) consists of two processing modules (lanes) and two screens combined in a housing. All input signals are received and processed by the two processing modules and the results, exchanged through the cross–talk links, are compared by the two processors. In case of discrepancy a failure message is displayed. In case of one module failure, all the functions remain available on the other module. Each processing module receives power from a separate power supply. In case of a failure of one power supply the remaining power supply can provide power to both processing modules. The VEMD receives power from the ESS BUS I and ESS BUS II via the VEMD circuit breakers. Several buttons on the right-hand side of the screens provide VEMD control as follows: –

OFF1 OFF1 / OFF OFF 2:

swit switch ches es scre screen en (lane (lane)) 1/2 on or off off

–

BRT+/B BRT+/BRT– RT–::

contro controls ls the bright brightness ness of the screens screens

–

SCRO SCROLL LL::

a) proc procee eeds ds to the the next next page page

–

RESET:

a) resets to default screen display b) resets to the previous page

–

SELE SELECT CT::

–

ENTE ENTER: R:

–

+/–:

sele select cts s a data data fiel field d a) confi confirm rms s the the sele select ctio ion n of a data data fiel field d b) confirms data inputs c) confirms CAUTIONs that appear on the VEMD in case of CAD failure provides input in data fields

The CAD (Fig. (Fig. 7-33) consists of one processing module (lane) and one screen combined in a housing. The CAD receives power from the ESS BUS I and ESS BUS II via the CAD circuit breakers. Several buttons on the right-hand side of the screen provide CAD control as follows:

7 - 36

–

OFF: OFF:

–

SCRO SCROLL LL::

–

SELE SELECT CT::

–

BRT+/B BRT+/BRT– RT–::

swit switch ches es scre screen en (lane (lane)) 1 on or off off proc procee eeds ds to the the next next page page

a) sele select cts s a dat data a fiel field d if VEMD VEMD fail failed ed b) confirms CAUTIONs that appear on the CAD contro controls ls the bright brightness ness of the screens screens



7.12.2

CPDS function modes The CPDS can be operated in three modes: –

the FLIGHT mode

–

the CONFIGURATION mode and

–

the MAINTENANCE mode

7.12.2.1 7.12.2.1 Maintenance Maintenance mode mode The maintenance mode provides information about operating times, system failures, detected overlimits etc. which have been recorded during flight. For determination of appropriate maintenance action these information can be read out after flight. In addition the maintenance mode provides data loading functions, necessary for CPDS configuration (customization). When the “MAINT” mode is activated, the MAINTENANCE MENU page is automatically displayed on the VEMD upper screen. The CAD displays the message “MAINTENANCE MODE”.

R _ 0 6 5 0 _ H A W _ 5 3 1 C E

MAINTENANCE MENU FLIGHT REPORT FAILURE HOOK OVER LIMIT INFL IN FLIG IGHT HT EPC RE RESU SULT LT TRANS. DATA FUNCT. TIMES DATALOADING MODE MO DE NO NOTT AV AVAI AILA LABL BLEE HARM HA RMON ONIZ IZAT ATIO IONN IN PR PROG OGRE RESS SS Fig. Fig. 7-35 7-35

MAIN MA INTE TENA NANC NCE E ME MENU NU pag page e

– FLIG FLIGHT HT REPO REPOR RT

in FLI FLIGH GHT T mod mode e the the FLIG FLIGHT HT REP REPORT ORT pag page e (s (see Fig. ig. 7-44) automatically displayed after flight, before CPDS is switched off. In MAINTENANCE mode the page is available even afterwards.

– FAILURE

shows detected internal CPDS or interface failures.

– MM MM–O –OVE VERL RLIM IMIT IT

shows hows dete detect cted ed mast ast mom momen entt ov overli erlimi mits ts.. ((op opti tion onal al))

– INFL NFLIGHT EP EPC RESULT

displays the memorized Inflight EPC result page from the selected flight.

– TRANS DATA

provides copy fun unc ction of FLASH–P H–PROM ROM data from VEMD lane 1 to VEMD lane 2 and vice versa.

– FUNC. TIMES

displays CPDS operating times.

– DAT DATA LOAD LOADIN ING G

sele select cts s data datalo load adin ing g mo mode de for for the the comm commun unic icat atio ion n by seri serial al ma main intetenance link.


7 - 37


The MAINT MODE mode can only be activated when the engine is detected in the “shutdown” state and the VEMD screens must be switched off, the CAD must be switched on. To access this mode proceed as follows:

Must be performed within 2 seconds

Press simultaneously and hold until “release key” appears Press

Press

OFF1

OFF2

RESET

“MAINT MODE”

+ SCROLL

Fig. Fig. 7-36 7-36

appears on the CAD

Acce Access ss to MA MAIN INTE TENA NANCE NCE mo mode de

General rules for maintenance mode control:

7 - 38

–

press press SELEC SELECT T to change change to another another fiel field; d; the first first field field is is preselect preselected ed by default default..

–

press press ENTER ENTER to valid validate ate a field field;; once once a new field field is is select selected, ed, press press ENTER ENTER to to mov move e to the associated page or to initiate the associated procedure.

–

press press RESET RESET to to return return from from this this page page tto o the MENU MENU page page or to the previo previous us page. page.

–

press” press”+” +” or or “–” “–” to incr increme ement nt or decrem decrement ent a value value or a stack. stack.

–

press press SCROL SCROLL L to change change to to another another page; page; ifif a functi function on inclu includes des more more than one one page page for the same application, press SCROLL to scroll between the pages.

–

pres press s RESE RESET T to retur return n to the the pr prev evio ious us lev level el



7.12.2.2 7.12.2.2 Configuration Configuration mode mode The CONFIGURATION mode consists of the A/C CONFIG page that lists all options which influence the application of the VEMD and the CAD.

AIRCRAFT CONFIGURATION

R _ 0 6 5 0 _ H A W _ 5 3 1 C E

AUXILIARY FUEL TANK: ICING RATE SYSTEM: SECOND BATTERY: EXTERNAL LOAD: HOOK FUEL FLOW WITH SENSOR: FUEL UNIT: UNIT SYSTEM: ALT. AL T. AN AND D SP SPEE EEDD UNI UNIT: T: MAST MOMENT:

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

N/I: N = Not installed I = Installed

HOOK/CABLE

LITER/IMP GAL/ US GAL/KG/LB SI/IMPERIAL METER/FEET

VALID / ABORT NOTE: NOTE: – –

Pres Presen entl tly y no “EXT “EXTER ERNA NAL L LOAD LOAD”” indi indica cati tion on prov provid ided ed ICIN CING RAT RATE S SY YSTE STEM ((op opttiona ional) l)

Fig. Fig. 7-37 7-37 A/C A/C CONF CONFIG IG page page


7 - 39


The CONFIG MODE mode can only be activated when the engine is detected in the “shut-down” state and the VEMD screens must be switched off, the CAD must be switched on. To access this mode proceed as follows:

Must be performed within 2 seconds Press simultaneously and hold until “release key” appears Press

Press

OFF1

OFF2

SELECT

+

“CONFIG MODE” appears on the CAD

ENTER

Fig. Fig. 7-38 7-38

7 - 40

Acce Access ss to CONF CONFIG IG mo mode de



Procedure to modify the installation state on the A/C CONFIG page:

Entry into A/C CONFIG page

1. FIELD MODIFY

+

SELECT

–

–

–

– or

SELECT

–

2. FIELD Proceed as above n. FIELD SELECT

ENTER

–

–

VALID FIELD VALID FIELD

Validate para meters and store in memory

ABORT FIELD ABORT FIELD SELECT

ENTER

–

–

Cancel modifications above

Fig. Fig. 7-39 7-39


Display message NO STORAGE

Return to FLIGHT mode by switching both screens off and on again

Instal Installat lation ion state state mod modify ifying ing (A/C (A/C CONFIG CONFIG page page))

7 - 41


7.12.2.3 Flight Flight mode The FLIGHT mode provides information to the crew in each phase of the flight. Therefore an engine state management has been generated to describe the present engine status. It is divided into: –

ground phase

–

start/relight ph pha ase

–

flight phase

–

shut-down ph phase

In FLIGHT mode the symbology page combinations mentioned below are accessible to the crew members, displayed on both VEMD and CAD screens.

– First limit page: NOTE

7 - 42

F LI

The EPC page and the EPC result page can be selected by means of the SCROLL button

– Inflight EPC page:

INFLIGHT ENGINE POWER CHECK

– Inflight EPC result page:

INFLIGHT EPC RESULT

– EPC FAIL page:

INFLIGHT ENGINE POWER CHECK NOT AVAILABLE

(appears automatically in case of EPC failure)

– Flight report page:

FLIGHT REPORT

(appears automatically after engine shutdown on ground)

– Engine and electrical parameter page:

ELEC/VEH

– Caution and fuel page:

CAU/FUEL

and fuel fail page: – Caution an

CAU/FUEL FAIL

(appears automatically in in case of CAU/FUEL page failure)

– Caution and backup page

CAU/BACKUP

(only when both VEMD lanes have failed)

– System System status status and failur failure e page: page:

SYSTEM SYSTEM STA STATUS



The first limit page (FLI) –

displays N1 (nN1), torque and TOT for each engine

–

displa displays ys mast mast m mome oment nt indi indicati cation on an and d mes messag sages es (if (if inst install alled) ed)

–

is displ displaye ayed d on the upper upper VEMD VEMD scre screen en (in (in case case of upper upper VEMD VEMD failure failure itit is disdisplayed on the lower VEMD screen)

ENG FAIL or FADEC FAIL or ENG MANU IDLE may appear as caution on both sides

820 Solid white rectangle marks the parameter represented by the pointer

R _ 8 0 1 0 _ H L F _ 5 3 1 C E

95.0

FLI FAIL or FLI DEGR may appear as caution on both sides

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

Message zone

for information refer to page 7-45 Fig. 7-4 7-40 MANUFACTURER’S DATA Rev. 0

FLI page

7 - 43


If one parameter fails, the digital value disappears and the parameter turns into yellow. FLI DEGR caution appears on the CAD and FLI DEGR appears at the bottom (left or right) of the FLI page. During start mode, if TOT is invalid, the needle disappears and starting of engine is impossible. If the lost parameter was designated as “first limit” before the failure, the first limit status will change automatically to the next limiting parameter on the affected system. Thus, a pointer split may be encountered on the FLI which should not be tried to be matched by engine trimming. In case of loss of torque and nN1 signal of the same system, the parameters turn into yellow and FLI FAIL caution appears on the CAD and at the bottom (left or right) of the FLI page and the needle disappears.. Due to the fact that “normal” N1 is displayed as digital value but nN1 is presented by the pointer if designated as first limit parameter, both parameter, N1 and nN1 are displayed in yellow in case of N1 signal failure. If only nN1 is invalid, nN1 is displayed in yellow above the N1 indication. The message zone indicates messages concerning failures and detected overlimits that are either not visible in the current display status or require action by the crew e.g. to switch off a screen.

List of messages by priority:

7 - 44

–

LANE 1 FAILED

PRESS OFF 1

–

LANE 2 FAILED

PRESS OFF 2

–

CAD FAILED

–

CAUTION DE DETECTED

–

VEH PA PARAM OV OVER LI LIMIT

–

GEN PARAM ARAM OVER OVER LIMI LIMIT T (norm (normal al duri during ng engi engine ne star startin ting) g)

–

BAT BAT PARAM ARAM OVER OVER LIMI LIMIT T

–

DC VOLT OLT PAR PARAM AM OVER OVER LIM LIMIT

–

CROSSTALK FAILED

–

VEMD VEMD BRI BRIGH GHTN TNES ESS S CONT CONTRO ROL L FAI FAILE LED D

–

CAD CAD BRI BRIGH GHTN TNES ESS S CON CONTR TROL OL FAI FAILE LED D

PRESS OFF

PRESS OFF 2



The LIMIT sign appears in the following cases (for N1( nN1), TOT, Tq and Mast Moment –optional–):

LIMIT 88 mn 88 s

–

when when ope opera rati ting ng in a red red regi region on or

–

when when operati operating ng unde underr AEO AEO TOP TOP ( > 5 min.) min.) condi conditio tion. n. (Addi (Additio tionally nally an an audi audio o sigsignal is generated)

–

when when opera operatin ting g under under OEI ( > 30 sec. sec.// 2.0 2.0 min) min) condit condition ion..

–

when when Mas Mastt Mome Moment nt exc excee eeded ded (opt (optio ional nal syst system em))

NOTE

For detailed description see section 2, para. 2.18.


7 - 45


The inflight EPC page – optional

INFLIGHT EN ENGINE POWER CHECK NOT INSTALLED SANDFILTER SELECT BLEED AIR CONSUMERS SWITCH OFF STANDARD PRESSURE ALTITUDE < 10000 ft GENERATOR LO LOAD REDUCE STEADY LEVEL FLIGHT >65KIAS PERFORM ENG TRQ 2x60% ADJUST IF COLL STOP REACHED DISMATCH TRQ EPC START PRESS ENTER R _ 0 6 5 0 _ H A W _ 5 3 1 C E

ENG 1

MARGIN

ENG 2

XXXX

N1 %

XXXX

Fig. 7-41

7 - 46

Typical VEMD display display with optional optional EPC page (version) (version)



The inflight EPC result page – optional

INFL IN FLIG IGHT HT EP EPCC RE RESU SULT LT WITH SANDFILTER FLIGHT NUMBER: XXXXX ENG 1

R _ 0 6 5 0 _ H A W _ 5 3 1 C E

ENG 2

XXX.X XXXX XXX.X

TRQ % TOT°C N1 %

XXX.X XXXX XXX.X

−XXXX

ALT ft

−XXXX

−XX.X

OAT °C

−XX.X

ENG 1

MARGIN

ENG 2

XXX.X

N1 %

XXX.X

Fig. 7-42

Typical VEMD display display with optional optional EPC result result page page (version)


7 - 47


The EPC FAIL page – optional

INFLIGHT EN ENGINE POWER CHECK NOT AVAILABLE INVALID PA PARAMETERS:

R _ 0 6 5 0 _ H A W _ 5 3 1 C E

Fig. 7-43

7 - 48

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

Typical ypical VEMD display display with optional optional EPC FAIL page page



The flight report page (FLIGHT REPORT) –

is displa displayed yed auto automat matica ically lly afte afterr engin engine e shutdo shutdown wn on on ground ground

–

is display displayed ed on the lower lower VEMD VEMD screen or, or, in case of of screen screen failure, on another another valid valid screen.

–

indica indicates tes paramet parameters ers that that are only only given given for for inform informati ation on to the pilot. pilot. The The informa informatio tion n must be validated by the pilot.

FLIGHT REPORT FLIGHT FLIG HT NU NUMB MBER ER XXXX XX XXXX DURATION XX h XX min FLIGHT / TOTAL

CYCLE

FIGHT / TOTAL

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

N1 N2

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

OVERLI OVER LIMT MT MM > 66% MM > 78% R _ 0 6 5 0 _ H A W _ 5 3 1 C E

TIM IMEE XXmnXX.Xs XXmnXX.Xs

MAX MAX XXX.X % XXX.X %

FAILURE: CPDS FCDS 1/AFCS FCDS 2 EXIT

PRESS RESET CPDS/FCDS/AFCS failure indication

Indication of Mast Moment (MM) exceeding, accumulated time and max. MM. (The same informations are available on maintenance pages.)

Fig. Fig. 7-44 7-44 FLIG FLIGHT HT REPO REPOR RT page page


7 - 49


The engine and electrical parameter page (ELEC/VEH) –

is displa displayed yed auto automat matica ically lly on the the lower lower VEMD VEMD scree screen. n.

–

may be disp display layed ed on the CAD screen screen in in ca case se o off lane lane 2 failur failure. e.

The units for the various parameters on this page can be changed as described in 7.12.2.2 Configuration mode.

DC [V] GEN field: options

GEN [AMPS]

HOOK

[kg] or [lb]

CABLE

[m] or [ft] (indication only when winch installed and CABLE CUT –ARM caution on)

Options: LWC

Not installed

BAT [AMPS]

liquid water content, if ice detection system is installed, see also FMS 9.2–75 (optional)

HOOK

kg

R _ 9 1 1 0 _ H L F _ 5 3 1 C E

The symbology and animation logic of the bar graphs that indicates the values for engine/transmission oil temperature/pressure is described in “LIMITATIONS”, “LIMITATIONS”, 2.18.2.2.

If a parameter is invalid, the numerical value disappears and a yellow failure symbology appears Fig. Fig. 7-45 7-45

7 - 50

ELEC EL EC/V /VEH EH page page MANUFACTURER’S DATA Rev. 0


The ELEC/VEH page controls Pressing the SELECT button displays a cyan box around the GEN field and changes may be applied as follows:

Entry into ELEC/VEH page

GEN field SELECT

+

–

MODIFY

–

–

–

Wait more than 5 seconds

or

Display a new state

SELECT


ENTER

–

–

Press within 5 sec. to validate new choice

SELECT

–

+

MODIFY

–

–

–

Display previous state


or

Box cleared xxx field

Fig. Fig. 7-46 7-46 MANUFACTURER’S DATA Rev. 0

Proceed as above

Instal Installat lation ion state state mod modify ifying ing (ELEC/ (ELEC/VEH VEH page page))

7 - 51


The caution and fuel page (CAU/FUEL) –

is dis displ play ayed ed aut autom omat atic ical ally ly on on the the CAD CAD scre screen en..

–

additio additional nal AUX FUEL FUEL TANK indica indicatio tion n ((opti optiona onal) l)

The aquisition of the fuel parameters is only performed on the CAD; they are no longer available in case of CAD failure. The units for the various parameters on this page can be changed as described in 7.12.2.2 Configuration mode.

XXXXXXXXXXXXX

Caution/Advisory half page (see description)

END Xh XXmn

(normal Tanks: 48/44 kg)

FUEL kg

XXXXXXXXXXXXX

AUX XXX

Values depending on the type of fuel tank ! Values in this example are valid for a self sealing fuel tank version.

XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX

FF1 XXX kg/mn

044

XXX

040

FF2 XXX kg/mn

Fig. Fig. 7-47 7-47 CAU/ CAU/FU FUEL EL page page

7 - 52



The caution and fuel fail page (CAU/FUEL FAIL)

END

FUEL kg

AUX

QUANTITY NOT

FF1

FF2

AVAILABLE

Fig. Fig. 7-48 CAU/FUE CAU/FUEL L FAIL FAIL page on V VEMD EMD in case case of CAD CAD fail failure ure

END

FUEL kg

AUX

FF1

FF2

Fig. Fig. 7-49 7-49


CAU/ CAU/FU FUEL EL FAIL AIL pag page e on CAD CAD

7 - 53


The caution/advisory half page –

displa displays ys all amber amber cauti cautions ons as well well as as green green advisor advisories ies.. The amber amber caution cautions s are asassociated with amber master.

–

includ includes es three three cauti caution on colum columns ns (syst (system em 1, misc miscell ellaneo aneous, us, syst system em 2)

–

lists lists the the cautio cautions ns from from the the page page top to to the bott bottom om and and the adviso advisorie ries s beneath beneath

–

prov provid ides es 3 funt funtio iona nall mo mode des: s:

–

“Start” mode During power up a caution input test checks the presence of the following cautions:

SYSTEM I

MISC

SYSTEM II

ENG FAIL

ENG FAIL

ENG OIL P

ENG OIL P

FUEL PRESS

FUEL PRESS

HYD PRESS

HYD PRESS

XMSN OIL P

XMSN OIL P

GEN DISCON

GEN DISCON

If the test was not successful INP FAIL appears in conjunction with the failed caution. After 8 seconds “ACK NEEDED” appears on VEMD upper lane.

After power up the following cautions appear and will be automatically acknowledged:

SYSTEM I

7 - 54

MISC

SYSTEM II

ENG FAIL

F PUMP AFT

ENG FAIL

ENG OIL P

F PUMP FWD

ENG OIL P

FADEC FAIL

EPU DOOR

FADEC FAIL

FUEL PRESS

BAT DISCON

FUEL PRESS

HYD PRESS

EXT POWER

HYD PRESS

XMSN OIL P

XMSN OIL P

GEN DISCON

GEN DISCON

INVERTER

INVERTER



–

“Before aquisition” mode When new cautions appear,

–

•

all cautions already acknowledged are cleared

•

a thick yellow line flashes above and underneath the new cautions

•

cautions are displayed in sequence of occurrence

•

they wait for aquisition by the crew members (CDS/AUDIO RES button on the cyclic stick grip or CAD SELECT key if CAD is available or VEMD ENTER key if CAD is not available)

“After aquisition” mode When the cautions are acknowledged, •

and if one column is full, “1 of 2” message appears on top of the middle column, indicating that a second page has been generated. The second page can be selected by the SCROLL button. The system returns automati cally to page 1 after 15 seconds.

•

the flashing lines disappear

Any caution, new or acknowledged, that is no longer evident disappears and after 5 seconds the one underneath moves one line up.

No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

SYSTEM I FLI DEGR FLI FAIL ENG FAIL ENG OIL P ENG CHIP FADEC FAIL FUEL PRESS FUEL FILT ENG O FILT IDLE TRAINING TRAIN IDLE ENG MANUAL TWIST GRIP F VALVE DEGRADE REDUND


MISC

P DAMPER N MS XMSN CHIP TRGB CHIP XMSN OIL T ROTOR BRK AUTOPILOT DECOUPLE XMSN OFILT DOORS TRIM F PUMP AFT F PUMP FWD T1 MISCMP P0 MISCMP F QTY FAIL F QTY DEGR HTG OVTEMP continued on next page

SYSTEM II FLI DEGR FLI FAIL ENG FAIL ENG OIL P ENG CHIP FADEC FAIL FUEL PRESS FUEL FILT ENG O FILT IDLE TRAINING TRAIN IDLE ENG MANUAL TWIST GRIP F VALVE DEGRADE REDUND

7 - 55


19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

PRIME PUMP HYD PRESS XMSN OIL P OVSP GEN OVHT GEN DISCON INVERTER FIRE EXT FIRE E TST BUSTIE OPN STARTER ENG CHP CT ENG OF CT F FILT CT PITOT HTR FUEL VALVE CL ENG EXCEED

EPU DOOR BAT DISCON EXT POWER SHED EMER DG HOR BAT CA CUT ARM* FLOATS ARM* P/R SAS* YAW SAS* XMSN CHP CT XMSN OF CT XMSN OT CT TRGB CHP CT ACTUATION GYRO CAU DEGR CAD FAN VEMD FAN CPDS OVHT RNAV* SAND FILT* MSG* FUEL

PRIME PUMP HYD PRESS XMSN OIL P OVSP GEN OVHT GEN DISCON INVERTER FIRE EXT FIRE E TST BUSTIE OPN STARTER ENG CHP CT ENG OF CT F FILT CT PITOT HTR FUEL VALVE CL ENG EXCEED

* can only be activated if respective equipment is installed Fig. Fig. 7-50 7-50

7 - 56

Typical ypical CPDS CPDS cautio cautions ns (depe (dependi nding ng on conf configu igurati ration) on)



The green coloured advisories – indicated beneath the cautions – keeps the pilot informed about operating conditions of additional (optional) equipment which is not essential for the flight. Advisories and their explanation: –

BLEED AIR

–

Blee Bleed d air air is in use use

–

AIR COND

–

Air conditi conditioni oning ng syste system m is swit switche ched d on (opti (optional onal))

–

HOOK UNLD

–

Extern External al cargo cargo hook hook is not loaded loaded (option (optional) al)

–

S/L LIGHT

–

Standard Standar d landing landing ligh lightt and/or and/or option optional al landin landing g light light is switched on

–

S/L LT EXT

–

Search Sea rch and landi landing ng ligh lightt is extende extended d (opti (optional onal))

–

IR ON

–

Infra Inf rare red d sour source ce is on (opti (optiona onal) l)

–

SAND FILT

–

Blower Blower of sand sand filt filter er is switch switched ed on (optio (optional nal))

–

IFCO

–

The IR-IFCO IR-IFCO screen screen of the the SX-1 SX-16 6 is is acti active ve (optional)

–

PITOT HTR

–

At lea least st one one pitot pitot heat heater er is is swit switch ched ed on

–

AUX F XFER

–

Fuel Fuel trans transfer fer acti active ve (op (opti tion onal al))

–

TRAIN ARM

–

Train rainin ing g mode mode act activ ive e (opt (optio ional nal))


7 - 57


The CAU/FUEL page controls

SELECT

–

SELECT

SELECT

–

Page 1 of n

–

Page 2 of n

Page n of n

– SELECT key SELECT key on the CAD, if CAD and VEMD are available – SELECT key SELECT key on the VEMD, if CAD is not available If the SELECT button has not been pressed for 15 seconds, page 1 is displayed automatically.

Fig. Fig. 7-51 7-51

7 - 58

CAU/ CAU/FU FUEL EL pag page e cont contro rols ls



The caution and backup page (CAU/BACKUP) –

is disp display layed ed on the the CAD CAD screen screen when when both both VEMD VEMD lanes lanes are not not availab available. le.

Caution half page (see previous description)

263

Backup page

Supply tank I

– Torque indication (pointer and digital value indicate torque in %).

II

– If one parameter is invalid, the digital data and pointer indication disappears and dial and parameter “TRQ” turns to yellow.

Values depending on the type of fuel tank ! This values not valid for self sealing fuel tanks.

Main tank

[kg or lb or US gal or imp gal or l]

Fig. Fig. 7-52 7-52 MANUFACTURER’S DATA Rev. 0

CAU/ CAU/BA BACK CKUP UP page page

7 - 59

R _ 9 0 1 0 _ H L F _ 5 3 1 C E


The system status page (SYSTEM STATUS) –

is displ displaye ayed d on the VEMD VEMD lower lower screen, screen, excep exceptt flight flight mo mode de is detecte detected d and one lane lane has failed.

“System failure“ function displays messages (MSG) and/or failures (FAIL) concerning both FADEC boxes. Access is provided as follows: SCROLL

–

SCROLL

–

Return to previous page

Provides access to the SYSTEM STATUS page SELECT

–

SELECT

–

XXXXXX FAIL XXXXXX

XXXXXX MSG XXXXXX

+ or –

+ or –

–

– FADEC status messages

FADEC ambient air pressure Exhaust gas temp. Torque trim Power turbine rpm N2 ref. speed trim value

EGT TRQtrim

Collective pitch position

FCDS/AFCS status

FCDS1/AFCS FCDS1/AFCS FCDS2 FCDS2

Fig. Fig. 7-53 7-53

7 - 60

SUBSYSTEM XXXXXX XXXXXX SUBSYSTEMXXXXXX XXXXXX XXXXXX XXXXXX SUBSYSTEM SUBSYSTEM XXXXXX XXXXXX

R _ 0 1 1 0 _ H L F _ 5 3 1 C E

SYST SYSTEM EM STA STATUS TUS pag page e



VEMD and CAD page control

7.12.3

7.12.3.1 7.12.3.1 Normal mode (all three lanes available)

Standard mode in all phases (”shut-down”, “start”, “relight”, “flight”)

SCROLL

–

CAU FUEL

CAU

FLI

FUEL ELEC

FLI

SYSTEM STATUS

VEH

EPC The engine power check (EPC) pages, as described in para 7.12.2.3, can be selected by using the SCROLL button.

Exception: Exception : when shifting from ”flight” to “shut–down” phase

CAU FUEL

AUTOMATICALLY

FLI ELEC VEH


CAU FUEL

FLI FLIGHT REPORT

7 - 61


7.12.3.2 Derivative Derivative mode mode with one VEMD lane off

– flight phase SCROLL

–

CAU

ELEC

FLI

FUEL

VEH

FLI

- degraded caution indication (see para 3.3.1 and 3.3.2) AUTOMATICALLY

ELEC – shutdown phase

FLIGHT REPORT

VEH

RESET

–

– ground phase

CAU

FLI

FUEL

ELEC

SCROLL

–

VEH

SCROLL

–

SCROLL ELEC VEH

7 - 62

FLI

SYSTEM STATUS

–



7.12.3.3 7.12.3.3 Derivative Derivative mode with with CAD off

FLI

SCROLL

FLI

–

CAU

ELEC

XXX

VEH

- degraded caution indication (see para 3.3.3) - no fuel indication

SCROLL

–

SCROLL

–

FLI SYSTEM STATUS

AUTOMATICALLY

FLI

– shutdown phase

FLIGHT REPORT RESET

–

BASIC PAGE


7 - 63


7.12.3.4 Derivative Derivative mode mode with both VEMD lanes off

CAU BACKUP

- degraded caution indication (see para 3.3.4)

7 - 64



7.12.3.5 7.12.3.5 Derivative Derivative mode with with CAD and one VEMD lane off

FLI

SCROLL

–

CAU XXX

- degraded caution indication (fig. (fig . 7-54) - no fuel indication - possibly no master caution SCROLL

SCROLL

–

–

ELEC VEH

AUTOMATICALLY

– shutdown phase FLIGHT REPORT RESET

–

BASIC PAGE


7 - 65


The caution indication in case of CAD and one VEMD lane off is as follows:

No. 1.

FAILED VEMD LANE ENG CHIP

2.

REMAINING LANE

XMSN CHIP

ENG CHIP

ROTOR BRK

FADEC FAIL

3.

FLI FAIL

P0 MISCMP

FLI FAIL

4.

FLI DEGR

T0 MISCMP

FLI DEGR

5.

ENG IDLE

6.

HYD PRESS

HYD PRESS

7.

ENG FAIL

ENG FAIL

8.

ENG MANUAL

9.

TWIST GRIP

10.

DEGRADE

11.

REDUND

Fig. 7-54

7 - 66

MISC

Degraded Degraded caution caution indication indication in case of CAD and one VEMD lane lane off


FLIGHT MANUAL EC 135 T2+ Handling, Service, Maintenance

SECTION 8 HANDLING, SERVICE, MAINTENANCE

8.1

GENERAL This section describes ways an operator can ensure that the necessary handling, servicing and maintenance of the helicopter are accomplished.

NOTE

It is the operator’s responsibility to ensure that all airworthiness directives are complied with and that the handling, servicing and maintenance of the helicopter are accomplished when required and in accordance with the applicable Aviation Regulations.

In order to meet the above requirements, the helicopter operator should establish contact with the helicopter manufacturer or certified service station for service and information; and that all correspondence regarding the helicopter include the helicopter serial number found on the data plate secured to the RH fuselage structure. Helicopter and component maintenance manuals, and parts catalogs are available from the helicopter manufacturer. For definition of terms, abbreviations and symbols used in this section, refer to Section 1. 8.2

REFUELING

8.2.1

Refueling with anti–icing additives NOTE

D

Follow the anti-icing additive manufacturer’s instructions.

D

Before refueling, when using anti-icing additive, it is required to have 50 kg fuel in the main tank.

D

The operator must ensure that the fuel contains the permissible concentration of anti-icing additive.

Normal refueling: –

Hold Hold or attach attach the tube tube of the addit additive ive spra spray y at the the filler filler neck neck in such such a way way that that the additive mixes directly with the fuel flow.

–

During During refuel refueling ing,, spray spray the calcul calculate ated d additiv additive e quantity quantity at even even interva intervals ls so that that the amount of additive is spread evenly throughout the fuel quantity. Stop spraying when 20kg of fuel are still to be filled.

Barrel or gas can refueling: –

Use a fuel screen.

–

The proc procedu edure re as for for “norm “normal al refue refuelin ling” g” is to to be follo followed wed at at all times times..

–

If “normal “normal refueli refueling” ng” is not possible possible,, barrel barrel or can refuelin refueling g with anti-icin anti-icing g additive additive is not permissible.


8-1


8.3

DRAINAGE PROCEDURE

NOTE

Accomplishment of the drainage procedure is always necessary before every first flight of the day (see basic FLM, section 4). If the helicopter is parked for longer than a week and the main tank and the supply tank still contain either fuel to which anti–ice additive has been mixed by hand or fuel which had been preblended with anti–ice additive, the following drainage procedure is to be accomplished at least once a week. Additionally, in this case, the drainage procedure has to be accomplished again before the next flight.

8.3.1

Drainage procedure for removal of water accumulation from the main tank and from the supply tank: WARNING

NOTE

8-2

D

FUEL IS TOXIC AND DAMAGING TO HEALTH IF IT COMES INTO CONTACT WITH SKIN OR EYES OR IF FUEL VAPOURS ARE INHALED. THE APPLICABLE SAFETY REGULATIONS FOR HANDLING OF HAZARDOUS AND OF TOXIC MATERIALS HAVE TO BE OBSERVED.

D

TO PREVENT THE HAZARD OF FIRE AND EXPLOSION DUE TO SPARKING RESULTING FROM STATIC CHARGES, ALWAYS ESTABLISH THE SPECIFIED ELECTRICAL GROUND CONNECTIONS BEFORE STARTING DRAINING AND DO NOT REMOVE THEM UNTIL DRAINING HAS BEEN FINISHED.

–

For draini draining ng purpose purposes, s, park park helic helicopt opter er on horiz horizont ontal, al, even even ground ground and plac place e a suitable grounded spillage container at the ready.

–

Place Place a fire fire extin extingui guisher sher at the the ready ready near near to the heli helicopt copter er..

–

Before startin Before starting g drainage, drainage, conne connect ct ground ground connect connection ions s from from the the helicop helicopter ter to the the grounding point and to the drain tool and, if an alternative spillage container made of electrically conducting material is used, establish a ground connection to it as well.(see Fig.1)

Drainage is to be accomplished equally on all drain valves of the main tank and of the supply tank. To make sure that all accumulations of water are completely eliminated, the quantity of fuel/water mixture tapped off should not be less than 0.4 litres per tapping point. It is preferable to use the drain tool P/N 000.117 provided on helicopter delivery. To help determine the amount tapped off, it is useful to make a level indicator mark. To ease identification of the drain tool, it is recommended to mark it in the course of the initial accomplishment of the drainage procedure i.a.w. the work steps described below using the drain tool P/N 000.117. If the alternative drain tool P/N B13390 is used, the drain tool is briefly connected via a defueling hose to the drain valve by means of a bayonet catch through the openings in the forward and aft tank covers of the main tank and through those in the cover of the supply tank MANUFACTURER’S DATA Rev. 0


–

Using Using a vibro vibrogra graph ph or a perma permanent nent mark marking ing pen, pen, mark mark P/N P/N 000.1 000.117 17 on the unders underside ide of the baseplate. If permanent marking ink is used, apply colourless lacquer to protect the marking.

–

If desire desired, d, le level vel indi indicat cation ion m mark arking ings s can be be made as as a measur measurement ement aid aid on the the transparent beaker of the drain tool as follows: – firs firstt mark markin ing g on bea beake kerr at a heig height ht of of appr approx ox.. 65 to 70 70 mm above above the the base basepl plat ate e of the drain tool (reference datum level is the upper surface of the baseplate outside the beaker part) – second and, possibly third marking at a distance of approx. 50 mm respectively above the respective next lower marking.

–

If dr drain ain ttool ool (5) (5) is is not not use used, d, pl place ace a groun grounded ded spil spillag lage e con containe tainerr, if applicable, at the ready beneath the respective drain valve and place the end of the defueling hose into this spillage container.

–

Pass Pass the press pressure ure pin pin of the d drai rain n tool tool P/ P/N N 000.1 000.117 17 through through tthe he openings openings in in the forward and aft covers of the fuel main tank and through those of the supply tank, press it upwards and tap off the fluid. If the alternative drain tool P/N B13390 is used, insert its connecting piece, with the defueling hose attached, into the drain valve and lock it by means of the bayonet catch. In doing this, make sure that the tapping process only runs for a short time since the flow rate is high and the desired quantity is quickly collected. The tapped quantity of fuel per tapping point must be at least 0.4 litres.

–

Dispos Dispose e of fuel/wat fuel/water er mixtur mixture e in an environ environmen mental tally ly compa compatib tible le manner manner.


8-3


2 1 3 Ground/Earth

4

m m 0 7 – 5 6

6 9

10

8 7

1 2 3 4 5 6 7 8 9 10

Ground Ground connect connection ion on helico helicopter pter 6 Groun round d bus bushi hing ng Groun Ground d con connec necti tion on plat plate e Extension Extension adapter(only adapter(only necessary necessary for h/c with external external cargo hook) Drain tool Ground Ground cabl cable e for for spill spillage age contai container ner Groun roundi ding ng poi point nt Groun Ground d cabl cable e to helic helicop opte terr Fire Fire exti exting ngui uish sher er Drain va valve

5 Minimum quantity per tapping point is 0.4 litres. This corresponds to a filling level of approx. 65 – 70 mm in drain tool P/N 000.117. 10

If drain tool P/N B13390 is used: 11 Defue Defueli ling ng too tool/ l/Dr Drai ain n too tooll 12 Connect Connection ion point point for defu defueli eling ng hose hose 11

12 Cross–sectional view of drain valve with drain tool P/N B13390 Fig.1 Accessories and Details for Drainage Process

8-4


FLIGHT MANUAL EC 135 T2+ Operational Tips

S E C T I O N 10 OPERATIONAL OPERATIONAL TIPS TIP S

10.1

Guidelines for low noise operations The following guidelines are used to operate the EC135 T2+ in noise sensitive areas. These guidelines are recommendations only. The flight procedures remain under the pilot’s responsibility, according to local regulation restrictions and flight manual limitations.

NOTE

10.1.1

10.1.2

The EC 135 T2+ is compliant with the limitation of American National Park when flying at 550 ft AGL with 7 passengers on board (650 ft AGL with 6 passengers).

General recommendations –

Adopt Ado pt a trajec trajector tory y as far as p poss ossibl ible e from from s sens ensiti itive ve a area reas. s.

–

Mainta Maintain in as much much as possib possible le a steady steady fligh flightt avoidin avoiding g large large pedals pedals moveme movements nts o orr over–control.

–

When flying When flying over sensi sensitiv tive e areas areas prefer prefer a traject trajectory ory along along the noisie noisiest st route route (motor (motor-way, railway, etc.).

–

Leave the sensiti sensitive ve area area as much as possibl possible e on the left left hand hand side of the helicopter helicopter..

Operating in sensitive area Flyover:



–

Adopt an airsp Adopt airspeed eed of of 120 KIAS KIAS for for Outsid Outside e Air Air Temp emperat erature ure (OA (OAT) = 25 C, in order to fly at minimum noise in flyover operation at the recommended 550 ft AGL.

–

If possib possible le incre increase ase the the hight hight above above ground ground leve levell to lower lower the the noise effec effectt .

–

Increase Increase slightly slightly the the airspeed airspeed if OA OAT is increasing increasing and decrease decrease slightly slightly if OAT OAT is de– creasing.



°

Take–off and climb from helipad in sensitive area:

After the shortest possible acceleration segment, once Vy (65KIAS) is reached, climb at Take-off Power (TOP) maintaining Vy Vy for the best rate of climb. climb.


10 - 1

FLIGHT MANUAL EC 135 T2+ Operational Tips



Approach and landing on helipad in sensitive area:

Select Vy with a minimum rate of descent of 1100 ft/min. Keep this airspeed as long as possible. Final approach according to FLM Normal Procedures. 10.1.3

10.1.4

10.1.5

Take–off and landing from/to a helipad in a non sensitive area but adjacent to neighbouring sensitive areas (seaside areas for example) –

If possible possible select select a take–of take–offf trajector trajectory y opposite opposite to the sensitive sensitive area. area. Accelerat Accelerate e until until Vy is reached, then start to climb at Vy with TOP in order to achieve the best rate of climb.

–

If possible possible for landing landing adopt a trajectory trajectory facing facing the sensiti sensitive ve area. Select Select Vy, Vy, with with a rate of descent close to 500 ft/min. Final approach according to FLM Normal Procedures.

Manoeuvre near the ground (around hovering) in sensitive area –

Avoi Avoid d unn unnec eces essa sary ry hove hoveri ring ng..

–

Avoi Avoid d quic quick k and and repe repeti titi tive ve ped pedal al mov movem ement ents. s.

–

Prefer le left tu turns.

Atmospheric wind effect Adopt a trajectory leading to the lee side of the sensitive area.

10 - 2


Ec135 t2 Basis Flm

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