EC135-tech-briefing-Heli-Expo-4-12-2010.pdf

Eurocopter EC135 Technical Briefing Heli-Expo, Houston February 2010

Agenda

• American Eurocopter Customer Support/Technical Support Update • EC135 Fleet Statistics • EC135 Documentation • EC135 Technical Follow-up • EC135 Corrosion Protection

2

EC135 – The Team!

AEC EC135 Team Contacts Manager Technical Support James JB Kincaid Phone: 972-641-5068 Fax: 972-641-3710 Mobile: 214-701-5094 [email protected]

Product Manager EC135/EC145/ BK117/BO105 Michael Morters Phone: 972-641-3587 Fax: 972-641-3710

Product Manager EC135/EC145/ BK117/BO105 Mike Mattler Phone: 972-641-3734 Fax: 972-641-3710

[email protected]

[email protected]

Product Manager EC135/EC145/BK117/BO105 Dave Vogel Phone: 972-641-3573 Fax: 972-641-3710 Mobile: 817-201-1196 [email protected]

3

American Eurocopter Customer Support Improvements • Office Hours  Grand Prairie office open for technical assistance from 7:00 AM until 5:00 PM fully staffed. - After hours support maintained 24/7 through closed loop answering service - Supported by technicians ‘on call’

• Additional Staff  Experienced German factory technicians added to Grand Prairie staff - Dieter Schmidt – Avionics / autopilot expertise - Manfred Wimmer – EC145 / EC135 expertise / LUH

• Additional Technical Representatives -

Mike May – AS350 expertise Kelly Haller – LUH support, SW region Les Weatherhead – LUH support East region Erich Crossin – Super Puma support Matthew Vaitekunas – LUH Autopilot / Avionics Paul Peterson – Avionics / Autopilot Ronald Caulkins – HUMS Specialist John Sharski – EC120 Service Center Audits

• Customer Support Newsletter 4

AEC In-House Representatives

Cory Shippen Mike May Chris Carter Eric Crossin Dave Vogel Mike Morters Mike Mattler Manfred Wimmer

AS350/AS355/EC130 AS350/AS355/EC130 AS350/AS355/EC130 EC225 specialist BO105/BK117/EC135/EC145 BO105/BK117/EC135/EC145 BO105/BK117/EC135/EC145 BO105/BK117/EC135/EC145

Assistance at American Eurocopter Help Desk 1-800-232-0323

John Sharski Ed Spalding Dieter Schmidt Paul Peterson Matt Vaitekunas Jim Creighton John Wintermote Ronald Caulkins

EC120 & Service Centers EC120/AS332/AS365 Avionics/Autopilot/Electrical Avionics/Autopilot/Electrical Avionics/Autopilot LUH EC155/AS365 AS365/USCG HH/MH-65 5 HUMS Specialist

American Eurocopter Regional Support Representatives EC120/AS350/AS3555/EC130 EC135/EC145/BK117/BO105 EC225/AS332/SA330 UH-72 Lakota LUH

Steve Smith (425) 821-6797

Dave Dunstan (530) 626-0451 Ryan Olsen (949) 305-8532

Bob Swanson (303) 688-9618

Jon Hubbell (317) 336-7887 John Shauger (812) 597-5528

Tom Brown (702) 898-6307

Kelly Haller LUH (972) 795-1461 Bill Biddlecome (928) 632-0697

Scott Dodge (207) 698-5051 Michael Morters (214) 629-6282

Erich Crossin (817) 263-7862

Chris Breaux (985) 290-3398

Les Weatherhead LUH (817) 453-7829 Eric Herbst (972) 641-3734

Terry Kratovil LUH (724) 838-7438

Phil Rizan (770) 687-2775

Cambren Davis (352) 848-0009

6

Agenda


7

EC135/EC635 Fleet Statistics as of 12/31/2009 EC135/EC635 Total

• HC delivered:

852

• HC in service:

826

• Operators:

241

• Countries:

49

• FH accumulated: • Fleet leader:

1,635,000 305,000

8

EC135/EC635 Fleet Statistics as of 1/31/2010 Aircraft S/N

Operator

Country

Flight Hours

4067

Northumbria Police Authority

United Kingdom

11,955

4079

Thames Valley Police Authority

United Kingdom

10,129

4040

West Mercia Constabulary

United Kingdom

9,453

4064

Metro Aviation, Inc.

United States

9,381

4107

Royal Cayman Islands Police

Cayman Islands

8,976

4063

North Wales Police Auth. A.S.U.

United Kingdom

8,802

4215

Merseyside Police Authority

United Kingdom

8,640

4018


United States

8,273

4209

Thames Valley Police Authority

United Kingdom

7,680

4013


United States

7,376

9

EC135/EC635 Fleet Statistics as of 1/31/2010 EC135/EC635 – Helicopters in Service By mission Miscellaneous 6%

By region

Executive/VIP 17%

Europe 55%

Middle East 3%

Military 6%

Far East 10%

Offshore 6% EMS 46% ALE 19%

Pacific Area 1% South America 4%

North America 26% Central America 1%

10

EC135/EC635 Fleet Statistics as of 9/31/2009 EC135/EC635 – Helicopters in Service

Europe

408

North America

221

Far East

76 Middle East

15 Central America

Africa

14

2 South America

34 Australasia

6 11

Agenda


12

Upcoming Revisions AMM & IPC revisions will be issued individually (not simultaneously) in future, since the IPC will be updated at shorter intervals. • Additional manpower has been allocated to IPC department to close backlog • Increased revision frequency (2 to 3 revisions per year) • Future revisions will incorporate a revision highlight

13

Technical Support

EC135 Documentation By publishing ASB EC135-04A-008 some life limits have been changed. These changes are already included in MSM Rev. 10.  Service life limit of 7,700 flight hours has been introduced for ‘old’ forward ring frame (attachment of tail boom to fuselage).  Service life limit of 10,000 flight hours for ‘old’ style aft ring frame and 18,000 flight hours for ‘new’ style aft ring frame has been introduced.  Service life limit (10,000 hours) for rear structure (CFK tail boom tube) has been removed!  Service life limit for tail rotor blades has been increased from 8,000 to 12,000 hours.  Service life limit for main rotor blade dampers has been increased from 6 to 8 years.

14

Upcoming Revisions • • • • •

AMM Revision no. 10 scheduled for August 2009……………. DONE!



AMM Revision no. 11 scheduled for March/ April of 2010 IPC Revision no. 10 scheduled for August 2009………………DONE!



IPC Revision no. 11 scheduled for November 2009…………..DONE!



IPC Revision no. 12 scheduled for March 2010

15

Agenda


16

EC135 Technical Presentation

17

ATA Chapter: 21 – New Air Cond and Basic Vent System Performance Improvement ~ 60% over electric AirCon System

Performance of current electrical AirCon system = 5.2 kw

     

Mechanical driven compressor Two evaporators / dual zone system Sufficient cooling even in extreme climatic conditions Increased airflow Modern, effective and light weight components Efficient water drainage

18

ATA Chapter: 21 – New Air Cond and Basic Vent System Cabin Evaporator

Cockpit Evaporator 19

ATA Chapter: 21 – New Air Cond and Basic Vent System

‘Cold air showers’ for forward cabin area 20

ATA Chapter: 21 – New Air Cond and Basic Vent System

21

ATA Chapter: 21 – New Air Cond and Basic Vent System Status:

• • • • • • •

Flight test carried out during summer period 2009. Data from test campaign currently under evaluation. Certification was scheduled for end of 2009. Introduction into serial production starting with aircraft S/N 0870. Retrofit of new basic ventilation into older aircraft is possible. Electric air conditioning system only certified with old basic ventilation. Electric air conditioning system no longer available in serial production after 0870.

22

ATA Chapter: 24 – Electric Master Boxes Status:

• Current MTBF for EMBs (seen over the last 12 month): EMB No.1: EMB No.2:

3,190 hours 3,899 hours

• Water barrier for avionic deck venting still in design. • EMB removal report established by Thales to investigate contributing factors for EMB failures.

• New short term cover for avionic deck vent now part of basic configuration.

23

ATA Chapter: 24 – Electric Master Boxes Two possibilities for water ingress

24

ATA Chapter: 26 – Fire Extinguisher System Issue:

• Inadvertent discharge of the fire extinguisher bottle. Status:

• Incidents can be classified in two categories: 1. Inadvertent discharge during pre flight procedure - Caused by overlapping of test switch positions when test switch is moved rapidly from the Off to the EXT/WARN position - Procedure in the flight manual will be changed: First from OFF to EXT (Cautions EXT & FIRE EXT must come on) and only thereafter to EXT WARN (Cautions EXT/WARN, FIRE EXT & FIRE E TEST must come on)

2. Inadvertent discharge due to defective fire detectors - First batch of defective sensors have been sent to the manufacturer in CW 22 for investigation. - Failures were caused by ingress of moisture due to defective sealant 25

ATA Chapter: 28 – Fuel Pump Status:

• Current MTBF for Testfuchs fuel pump: Over the total RDG time period:

6,622 hours

Over the last 12 month RDG time period:

9,358 hours

Over the last 3 month RDG time period:

18,920 hours

26

ATA Chapter: 31 – Main Switch Panel (20VE) Issue:

• Several incidents of ‘Single ENG Take-Off’ have been reported. ECD is therefore implementing two modifications in order to help pilots avoid such incidents. Status:

• Implementation of an automatic visual and audio warning (see next slide). • Implementation of a double guard (SN 870 and up).  Current flap guard protects the “OFF” position of the engine main switch  New double guard will protect both the “OFF” and the “IDLE” position of the engine main switch  ASB_EC135-EC635-31-045 Current flap guard

New double guard

27

Guarded in ‘FLIGHT’

Guarded in ‘IDLE’

ATA Chapter: 31 – Main Switch Panel (20VE) New System: “Audio Warning Single ENG Take-Off”

• If only one engine main switch is in the “FLIGHT” position when the collective is unlatched, a red warning “CHECK ENG” indication will appear and a special audio gong will be generated.  The red flashing warning will last for five seconds (flashing at four times per second) along with the special audio gong (which will sounds like: #go-gogo-go#). It will not be possible to ‘acknowledge’ the special audio gong during these five seconds.

• After five seconds a permanent red warning will appear, along with the standard audio gong.  This standard audio gong can be acknowledged.  The red warning will only disappear if/when both engine main switches are put in “FLIGHT” position or when both are not in the “FLIGHT” position.  SB will be distributed in 2010 28

ATA Chapter: 32 Medium Height Landing Gear Status as of February 2010:

• • • •

Design completed. Landing gear certified (November 2009). First serial installation on S/N 0831. SB for retrofit installation in preparation. Height increase + 3.9 in

Standard attachment for all types of steps

Width increase + 4.5 in

29

ATA Chapter: 32 Medium Height Landing Gear Standard landing gear

Medium landing gear

High landing gear

Now available

Height: 1.3 ft Width: 6.6 ft

Height: 1.7 ft Width: 6.9 ft Δ Weight: 10.1 lb

Height: 2.3 ft Width: 7.6 ft Δ Weight: 57.3 lb

Status:  Design completed  Landing gear certified (November 2009) Standard attachment for all types of steps

 First serial installation on S/N 0831  SB for retrofit installation in preparation

30

ATA Chapter: 32 – Rear Cross Tube Issue:

• Broken rear cross tube on RH side at thread insert for grounding cable. Status:

• Cracked rear cross tube currently at ECD for lab investigation. • Replacement of all rear cross tube remaining with centre drain hole and/or thread insert for grounding cable as per ASB EC135-32A-012 Rev 4.

31

ATA Chapter: 33 – Fixed Landing Light Issue:

• Failure of fixed landing light attachment. Status:

• New design attachment has been successfully tested in summer 2008. • Retrofit SB to be issued.

32

ATA Chapter: 34 – AHRS Issue:

• Long turn-around times of AHRS. Status:

• Long turn-around times caused by capacity shortage for repair within SAGEM. • SAGEM to open dedicated repair line end of 2009. • MTBF of AHRS over total RDG time period: 12,300 hours.

33

ATA Chapter: 52 – Door Jettison System Issue:

• Unintended release of hinged door jettison. Status:

• First installation in FAL in S/N 0730. • Retrofit of improved lock mechanism will be described in Rev. 01 of SB 52-006.

• Change of lock wire is not an option, since easy release function has to be ensured in case of emergency!

34

ATA Chapter: 53 – Lower Sliding Door Rail Status:

• Mechanical wear on end stop area of lower door rail. • Bolts can only be removed by opening side shell cover (nuts installed).

• CR launched for installation of titanium wear plate on affected area. • CR launched to replace nuts in lower side shell with anchor nuts. 35

ATA Chapter: 53 – Tail Boom Frame X5730

Fwd frame X5730

36

ATA Chapter: 53 – Tail Boom Frame X5730 Issue:

• Fatigue testing of forward frame showed tendency to crack. Status:

• Service Life Limit of 7,700 flight hours has been introduced for forward frame.

• Two high-time frames (>7,000 hours and >8,000 hours) have already been removed for laboratory investigation.

• Replacement ‘in the field’ possible by trained technicians and with field deployable alignment tool.

• New reinforced aluminum ring frame (On-Condition component) introduced for serial production from S/N 0870.

• SB EC135-53-021 for frame replacement has been published. 37


38


Rear frame X9227

39

ATA Chapter: 53 – Tail Boom Frame X9227 Issue:

• Aft ring frame cracks detected on 15 helicopters worldwide. Status:

• Introduction of visual pre-flight check with ASB EC135-53A-022. • Cracks start in extension of the horizontal stabilizer line (verified by lab assessment of cracked ring frame).

• Replacement of frame possible at ECD or American Eurocopter. • Solution for serial production: replacement of countersunk rivets by protruding rivets (starting from S/N 0830).

TCI: on condition

TCI: 18.000 FH

TCI: 10.000 FH

• Retrofit solution (reinforcement doubler) introduced through SB EC135-53-023. • Doubler is not approved as a repair solution (if frame is already cracked!).

40

ATA Chapter: 53 – Tail Boom Frame X9227 Installation of rear frame with universal head rivets

41

ATA Chapter: 53 – Tail Boom Frame X9227 Reinforcement in its position

42

ATA Chapter: 53 – Z ARIS Issue:

• Issue closed. Status:

• So far only one confirmed failure of a 0.30mm secondary bellows . • Investigation revealed that this bellows was pre-damaged. • MTBF of Z-ARIS currently at 2,885 hours for total RDG time period at 7,388 hours for the last 12 month RDG period at 12,613 hours for the last 3 month RDG period

• All failed Z-ARIS with older 0.25mm or 0.20mm secondary bellows will automatically be upgraded to 0.30mm standard during repair.

43

ATA Chapter: 63 – FS108 Main Transmission Priority #1:

• Secondary tooth breakage and teeth degradation on input stage High priority:

• • • •

Wear of spacer tube Mast moment indication system Corrosion / water in oil Brake pads partly broken

44

EC135 MGB Input Stage: Problem Description Secondary tooth breakage and teeth degradation on input stage

45

EC135 MGB Input Stage: Status of New Topography • New tooth topography was designed (different topography on LH and RH): Load pattern of current topography

Load pattern of new topography Bevel gear

Bevel gear

Input pinion

Input pinion - Load pattern was moved more to tooth heel area - Load pattern is located over whole length of tooth

• Tests for qualification of new topography:     

Fatigue test: Overload test RH: Overload test LH: 100 hours endurance test: EASA certification:

 Successfully observed in June 2009  Successfully observed in August 2009  Successfully observed in September 2009  End October-2009  Planned end-2009

       

Required for certification On-Top test runs to clarify topography reliability Required for certification

46

EC135 MGB Input Stage: Status of New Topography • New tooth topography was designed (different topography on LH and RH). • Overload test (140%) and qualification test (endurance test) successfully concluded in October 2009.

• Certification of new input pinions granted on December 17th 2009. • Main XMSN with improved input pinions will have a new part number. • First serial production main XMSNs with improved pinions will be on production line by March 2010.

• Main XMSNs undergoing repair/overhaul will be getting new input pinions as from March 2010.

• Every main XMSN which needs to be opened for any repair/overhaul will generally receive new input pinions.

• Main XMSNs with improved input pinions are not affected by ASB 63-012 (oil sampling every 100 hours).

47

EC135 MGB Input Stage: Additional Overload Test

Because of long time share of high load (1.29 x OEI MCP), after overload test on LH and RH a higher level of confidence to sustain in endurance test (AEO portion) and in fleet (future) without grey staining is given.

48



• • • •


49

EC135 MGB FS108 – Spacer Tube Issue:

• The EC135 main transmission spacer tube shows extensive wear and broken tangs. Additionally, the spacer tube wears more than expected on the top surface directly in contact with the upper mast bearing inner ring.

Wear on top surface of spacer tube

Severe wear of tangs

Root causes:

• The settling effect of the mast assembly and the wear of the spacer tube result in a loss of the mast nut torque.

50

EC135 MGB FS108 – Spacer Tube Historical improvements introduced:

• • • •

Increase from 2 to 6 keys. Material of spacer from steel to titanium. Increase of nut torque from 350 Nm to 800 Nm. 1,600 hour interim inspection.

Further steps: Short-term solution:

• A reference fleet is getting re-torqued at 50FH then every 100FH. • The Ti-, Fe- and Ag-content in oil of further A/C of the reference fleet will be monitored  if the content of these materials will increase in the same proportion, mast nut will be re-torqued.

• Introduction of mast nut retorque into MSM at 150 hours TSN, TSO or since mast installation (at 400 hours if retorque at 150 hours shows no movement of nut).

• First main XMSN oil change will be shifted from 50 hours TSN, TSO to 150 hours TSN, TSO. Mid-term solution:

• Design improvement of main rotor mast nut and spacer tube. • Change request launched approved. • First design proposal currently under detailed study.

51



• • • •


52

EC135 MGB FS108 – Mast Moment Measurement System Issue:

• Repeated failures of strain gauge bonding caused due to water inside the rotor mast. Repair (re-bonding) currently only possible at ZFL Germany. Solution:

• To avoid de-bonding, action has been launched to close top and bottom of main rotor mast. First ‘closed’ parts scheduled for early 2010. Parts will be available for retrofit application at customer’s location.

• Design change to replace the current hot bonding process with a new cold bonding process has been launched at ZFL. The cold bonding process will enable customers to replace strain gauges in the field.  Further details available from ZFL team

53

ATA Chapter: 62 – Main Rotor Mast Issue:

• Failures if main rotor mast strain gauge debonds Status:

• ‘Cold Bonding’ Process to be introduced (Improved reliability & easier repair) • Completion date for cold bonding: 30th April 2009

54

ATA Chapter: 62 – Main Rotor Mast Issue:

• Condensation inside main rotor mast. • Condensation has negative impact on strain gauge bonding and introduces water into the main XMSN oil. Status:

• Main rotor mast will be closed (bottom and top). Sealing of lower end of main rotor mast

55

ATA Chapter: 62 – Main Rotor Mast

Sealing plate installed to close the lower end of the main rotor mast

56



• • • •


57

EC135 MGB FS108 – Internal Corrosion / Water in Oil

58

EC135 MGB FS108 – Internal Corrosion / Water in Oil Issue:

• Investigation has shown that water contamination is not a fleet issue. • Water contamination is a limited climatic specific problem. Further steps:

• Protective resin coating will be applied on collector gears. • Serial parts scheduled for March 2010. • Omission of rotor mast vent (SB to be issued → Closure of upper and lower end of main rotor mast together).

• New oil filler cap (water proof design) has been introduced into serial

production end of 2009. First main XMSN with new oil cap → S/N 1904.

• New oil filler cap now also available as spare part under P/N 0053 208 040.

59



• • • •


60

EC135 MGB FS108 – Brake Pads Partly Broken Issue:

• At the beginning of 2007, brake pads 107.GR12.05 were no longer available. • Two alternative brake pads were offered by the supplier:  Alternative 1: 107.BB01.06  Alternative 2: 107.BB01.10

• It was decided to use 107.BB01.06, the resistance to wear of which was expected to be higher.

• In September 2008 a customer informed ECD that fragments of his brake pads had been discovered to have broken off. History and future plans: Brake pads

Operational usage

Status

107.GR01.05

Until January 2007

No longer available  No breakage reported

107.GR01.06

January - February 2007

No longer available  No breakage reported

107.BB01.06

Since February 2007

Certified  Six cases of partial breakage reported

107.BB01.10

Expected in 2010

Certification tests planned for end-November 2009 61

EC135 MGB FS108 – Brake Pad Comparison Brake pads Detailed information / comparison 107.GR01.05 Matrix Carrier plate

107.GR01.06

Matrix connection on carrier plate similar to type 107.GR01.05

107.BB01.06

107.BB01.10

Four holes in carrier plate  smooth stress flow inside the matrix

Sharp edges in carrier plate for matrix connection

Sharp edges  high stress peaks in matrix  possible start of crack

Data: - Carrier plate features four holes (similar to type 107.GR01.05  Improvement of stress peaks in comparison to 107.BB01.06 is assumed) Test:

- 300 braking cycles at 50% rpm (inspection of brake disc expected to raise scheduled disc inspection (currently every 300 braking cycles or 100 hours))

- 10 braking cycles with 70% rpm

Certification tests were planned for end-November 2009

62

EC135 MGB FS108 – Summary Main issue of MGB FS108

• Deterioration of input stage is in final step • Certified solution expected in 2009 Spacer tube

• Short term solution: Introduction of re-torque and oil monitoring procedure under investigation • Mid term solution: Design solution to decrease wear in two steps. Certification and validation by service evaluation De-bonding of shaft

• Design of additional parts to reduce de-bonding probability • New bonding process at customer launched Corrosion of collector shaft

• Implementation for coating to avoid corrosion launched Broken brake pads

• Certification of new brake pads in progress TRDS bearings failure

• Tests for decrease of bearing operating temperature in progress (see slide 64) 63

ATA Chapter: 64 – Tail Rotor Issue:

• Tear down inspection at 1,200 hours/3 years. Status:

• DESC 0002 fleet evaluation (5 selected aircraft with 1,600 hours/3 years inspection interval) shows positive results.

• Results of last SE aircraft have just arrived and need to be verified now by the design department.

• Data evaluation is targeted to raise the inspection interval up to 1,600 hours/3 years.

64

ATA Chapter: 65 EC135 – TRDS Bearings Failure Issue:

• Since 2007 several tail rotor drive shaft bearings have seized, leading to rubber sleeve damage. • The following failure modes have been observed: 

Heavy corrosion: long immobilization time in humid/salty environment



Incorrectly manufactured bearing seal retaining groove: loss of grease



Slight corrosion, loss of inner play: high rotating speed  increased operating temperature

Status:

• Design analysis has been launched with the purpose of investigating measures which could decrease bearing temperature. The following results have been gathered:  High rotational speed leads to high bearing operating temperature  Rubber sleeve has an isolating effect on the heat flow of the bearing  increase in operating temperature

Further steps for problem solution:

• The influence of the following parameters on bearing temperature will be analyzed in detail:  Bearing grease amount  Bearing grease type  Isolating effect of sealing  Isolating effect of rubber sleeve

 Test results planned end of October 2009

65

ATA Chapter: 85 – WSPS Lower Cutter Issue:

• Breakaway tip replacement number not in the IPC Status:

• Replacement tip part number = 191-83023-1 MS20470AD4-11 rivets 2 each

• Replacement rubber tip part number = 191-83022-1 MS20470A6-18 (soft rivet)

66

ATA Chapter: 71 – Inlet Barrier Filter (IBF)

New LH oil cooler exhaust + Protection grid

LH Filter

67

ATA Chapter: 71 – Inlet Barrier Filter (IBF)

68

ATA Chapter: 71 – IBF Architecture and Installation

New LH oil cooler duct BP door

LH Filter

(Cowlings shown removed)

69

ATA Chapter: 71 – IBF Architecture and Installation

(Cowlings shown removed)

70

ATA Chapter: 71 – IBF Plenum Chamber / Bypass Duct Geometry of Bypass Door Opening RH BP door open

LH BP door open

Relative air direction

71

ATA Chapter: 71 – IBF Cockpit Indications Remote panel

• • • • •

Filter clogging indication Failure indication Bypass operation Test functions Maintenance function 72

ATA Chapter: 71 – IBF Status Status:

• EC135 P2 / P2+: Cat B Certification = January 2010. • EC135 P2 / P2+: Cat A Certification = February 2010. • (Note: IBF will not be offered for the EC135 P1) • EC135 T2/T2+: Prototype installation commenced October 2009; certification TBA • • • • •

System weight: 60 lb. AEO performance unchanged. Noise level remains unchanged. Filter efficiency: >99% filtration on Fort Irvine and Lacanau sands. No sealing issues at rotor mast and cowling (filter-box is mounted on the engine fixed firewalls).

• Simple and fast filter element exchange, thanks to Camloc fastener installation. 73

ATA Chapter: 80 – 20VE Switch Panel Issue:

• Engine Overtorque incidents due to unintended disengagement of training mode. Status:

• Modification of 20VE switch panel currently being designed. • Separate switches to select the engine into training idle. • Main engine switch will no longer be used (remains in FLIGHT position).

74

ATA Chapter: 80 – 20VE Switch Panel • New OEI training concept:  Selection of training mode without using the engine main switches.

FLIGHT I D L E OFF

TRAIN IDLE

A R M

NORM

O F F

SEL

CTRL

ENG I

FLIGHT I D L E OFF

ENG II

TRAIN

NORM

ON

NORM O F F

O F F

O F F

RESET

RESET

RESET

GEN I

BAT MSTR

GEN II

75

Agenda


76

Corrosion – Offshore Kit • Corrosion protection provided through an additional coat of PU paint.

77

Corrosion – Offshore Kit • Corrosion protection provided through an additional coat of PU paint.

78

Corrosion Protection – Hydraulic MR Actuator • Electric connectors on MR actuator are to be replaced with composite connectors. • All new serial production actuators will be affected (exact introduction date TBA). • Any MR actuators which are shipped for repair will also receive composite connectors.

79

Offshore Kit – Oil Cooler Protection • From March 2008, oil coolers receive an additional PU top coating in order to improve resistance against corrosion.

80

Offshore Kit – Oil Cooler Fan Inlet Screen • From March 2008, oil cooler blower inlet screens receive an additional PU top coating. An improved assembly procedure is also used to avoid contact corrosion between steel screen and aluminum ring.

81

EUROCOPTER LEVERAGING OUR STRENGTHS

82

Technical Support

EC135-tech-briefing-Heli-Expo-4-12-2010.pdf

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