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01 – Electrical Systems EC135 Classic

B2
Training Manual

Chapter 01
Electrical Systems

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Table of contents
1.1 The Development of the EC135..................................... 10 1.4.8 Pilot’s Documentation ...................................................... 24
1.1.1 Cockpit Versions............................................................... 12 1.4.9 Other Manufacturer’s Documentation .............................. 24
1.2 General Description of the EC 135................................ 14 1.5 Electrical System Code.................................................. 26
1.2.1 General ............................................................................ 14 1.6 Electrical Equipment Code............................................ 30
1.2.2 Engines ............................................................................ 14 1.6.1 General............................................................................. 30
1.2.3 Transmission ................................................................... 14 1.7 Wire Identification Code................................................. 34
1.2.4 Main Rotor ....................................................................... 14 1.7.1 General............................................................................. 34
1.2.5 Tail Rotor System ............................................................. 14 1.8 Electrical Power Supply................................................. 36
1.2.6 Tail Boom ......................................................................... 14 1.8.1 General............................................................................. 36
1.2.7 Nomenclature .................................................................. 14 1.8.2 Components .................................................................... 36
1.2.8 Fuselage .......................................................................... 16 1.8.3 Power Generation ............................................................ 36
1.2.9 Fuel System ..................................................................... 16 1.8.4 External Power Receptacle ............................................. 36
1.2.10 Electrical System ............................................................. 16 1.8.5 Power Distribution ............................................................ 36
1.2.11 Landing Gear ................................................................... 16 1.8.6 AC Power System ............................................................ 36
1.3 Maintenance Concept..................................................... 20 1.9 DC Power Generation..................................................... 38
1.4 Documentation of the EC135......................................... 22 1.9.1 General ............................................................................ 38
1.4.1 General............................................................................. 22 1.9.2 Components .................................................................... 38
1.4.2 Layout............................................................................... 22 1.9.3 Generator System 1/2 ...................................................... 38
1.4.3 Revision / Reissue............................................................ 22 1.9.4 Battery System ................................................................ 38
1.4.4 ATA Numbering................................................................. 22 1.9.5 General Description of the DC Power Supply .................. 40
1.4.5 Page Number Blocks........................................................ 22 1.9.6 Starter and Generator....................................................... 42
1.4.6 Mechanic's Documentation............................................... 24 1.9.7 Electrical Master Box........................................................ 44
1.4.7 Operator’s Technical Control Documentation .................. 24 1.9.8 Built-In Test ...................................................................... 48

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01 – Electrical Systems EC135 Classic

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Training Manual

1.10 Zodiac Electrical Master Box1&2 (EMB1, EMB2)......... 50 1.14.2 Components .................................................................... 78
1.10.1 General Information ......................................................... 50 1.14.3 Power Connector ............................................................. 78
1.10.2 Master Box Layout............................................................ 50 1.14.4 Intercom Socket................................................................ 80
1.10.3 Test Function ................................................................... 50 1.14.5 Circuit Breaker ................................................................. 80
1.11 Battery System................................................................ 58 1.14.6 CPDS Display .................................................................. 80
1.11.1 General ............................................................................ 58 1.14.7 Function of the Ext. Power Receptacle ............................ 80
1.11.2 Components .................................................................... 58 1.14.8 Power Supply on Ground ................................................. 80
1.11.3 Battery ............................................................................. 58 1.14.9 Starting the Engines ........................................................ 80
1.11.4 Battery Master Box........................................................... 60 1.15 DC Power Distribution.................................................... 82
1.11.5 Built-in Test....................................................................... 64 1.15.1 Overhead Panel ............................................................... 82
1.11.6 Test Procedure ................................................................. 64 1.15.2 Circuit Breaker Panel 1 and 2........................................... 86
1.11.7 Failure Indications ............................................................ 64 1.16 Function - Complete System......................................... 88
1.12 Zodiac Battery Master Box............................................ 66 1.16.1 Operation with Battery (Emergency Operation) ............... 88
1.12.1 Components Zodiac Battery Master Box (BMB) .............. 66 1.16.2 Automatic Engine Starting................................................ 90
1.12.2 New BMB Op. with External Power Unit, Engines OFF, BUS 1.16.3 Operation with one Generator.......................................... 92
TIE II OFF......................................................................... 70 1.16.4 Operation with Generators Connected in Parallel............ 94
1.12.3 New BMB: Operation with EPU, Engines running, BUS TIE 1.16.5 Operation with Separated Generators.............................. 96
II OFF................................................................................ 72
1.16.6 Operation with External Power Unit.................................. 98
1.12.4 Switches GEN I, GEN II, BAT MSTR................................ 74
1.16.7 Connection of Shedding Busbar 1 and 2........................ 100
1.12.5 Indication ......................................................................... 74
1.16.8 Fault Reactions............................................................... 102
1.12.6 Warning Unit Indication .................................................... 74
1.17 AC Power System......................................................... 104
1.13 Bonding System............................................................. 76
1.17.1 General .......................................................................... 104
1.13.1 General ............................................................................ 76
1.17.2 Components .................................................................. 104
1.13.2 Locations ......................................................................... 76
1.18 Lighting System............................................................ 108
1.14 External Power Receptacle............................................ 78
1.18.1 Position Lights ............................................................... 108
1.14.1 General ............................................................................ 78

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Training Manual

1.18.2 Anti-Collision Light...........................................................110 1.23.3 Conditions....................................................................... 140

1.18.3 Landing Light Fixed in Nose Cover or mounted on the Cross 1.23.4 System Test ................................................................... 140
Tube.................................................................................112 1.24 Instrument Panel........................................................... 142
1.18.4 Cockpit Lighting...............................................................114 1.24.1 System Components ..................................................... 142
1.18.5 Instrument Lighting..........................................................116 1.25 Central Panel Display System (CPDS)........................ 144
1.18.6 Passenger and Cargo Compartment Lighting.................118 1.25.1 CAD (Caution and Advisory Display) ............................. 144
1.19 Pitot-Static System....................................................... 120 1.25.2 VEMD (Vehicle and Engine Monitoring Display) ............ 144
1.19.1 Introduction .................................................................... 120 1.25.3 Test Switch ..................................................................... 144
1.19.2 Standby Speed Indicator................................................ 124 1.25.4 Circuit Breakers ............................................................. 144
1.19.3 Pitot-Static System - Operation...................................... 126 1.25.5 CDS/AUDIO RES Switch ............................................... 144
1.20 Switch Unit.................................................................... 128 1.25.6 Voltage Adjusting Element ............................................. 144
1.20.1 Engine Control Switches ................................................ 128 1.25.7 Maintenance Connector ................................................. 144
1.20.2 DC Power Control Switches .......................................... 128 1.25.8 CPDS OVHT Caution .................................................... 144
1.21 Warning Unit................................................................. 130 1.25.9 Color Code Ranges and their Meaning ......................... 146
1.21.1 Power Supply ................................................................. 130 1.25.10 CAD Operation .............................................................. 146
1.21.2 Test ................................................................................ 130 1.25.11 VEMD Operation ............................................................ 146
1.21.3 Warning Indications ....................................................... 130 1.25.12 Function of the CPDS..................................................... 148
1.22 Fire Warning System.................................................... 136 1.25.13 CPDS Modes.................................................................. 154
1.22.1 Components .................................................................. 136 1.25.14 CAUTION / FUEL - Page................................................ 154
1.22.2 Locations ....................................................................... 136 1.25.15 First Limit Page (FLI) P1 / T1.......................................... 160
1.22.3 Trigger Temperatures...................................................... 136 1.25.16 First Limit Page (FLI) P2, T2; P2+, T2+; P3, T3............. 164
1.22.4 Function ......................................................................... 136 1.25.17 OEI Power Bands .......................................................... 168
1.23 Fire Extinguishing System (Example Single Bottle 1.25.18 Limit Light ...................................................................... 168
System).......................................................................... 138
1.25.19 Electrical and Vehicle Parameters (ELEC / VEH)........... 172
1.23.1 Components .................................................................. 138
1.25.20 VNE................................................................................ 174
1.23.2 Function ......................................................................... 138

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01 – Electrical Systems EC135 Classic

B2
Training Manual

1.25.21 System Status Page....................................................... 180 1.27.2 Warning Unit .................................................................. 234
1.25.22 Inflight Engine Power Check Page................................. 186 1.27.3 N1 RPM Indication ......................................................... 234
1.25.23 EPC Fail Page................................................................ 188 1.27.4 N2 RPM Indication ......................................................... 236
1.25.24 CAUTION/FUEL FAIL Page............................................ 190 1.27.5 Torque Indication TM...................................................... 238
1.25.25 CAUTION/BACKUP Page.............................................. 192 1.27.6 Gas Temperature Indication TM..................................... 240
1.25.26 FLIGHT REPORT Page.................................................. 194 1.27.7 Temperature Indication PW............................................ 242
1.25.27 CPDS Switch Over Functions......................................... 196 1.27.8 Oil Temperature and Pressure Indication....................... 244
1.25.28 Derivative Mode with one VEMD Line off....................... 198 1.27.9 Oil Pressure Caution ...................................................... 246
1.25.29 Derivative Mode with CAD off......................................... 200 1.27.10 Oil Chip Caution ............................................................. 246
1.25.30 Backup Mode with CAD and one VEMD Lane off.......... 202 1.28 Main Gearbox Indication.............................................. 248
1.25.31 Backup Mode with both VEMD Lines off ....................... 204 1.28.1 XMSN Oil Temperature Indication ................................. 248
1.25.32 Maintenance Menu ........................................................ 206 1.28.2 XMSN Oil Pressure Indication ....................................... 248
1.25.33 Flight Report................................................................... 208 1.28.3 XMSN High Oil Temperature Caution ............................ 248
1.25.34 Failure ............................................................................ 210 1.28.4 XMSN Oil Chip Caution.................................................. 248
1.25.35 Overlimit ......................................................................... 212 1.28.5 XMSN Low Oil Pressure Caution/Warning..................... 250
1.25.36 Inflight Engine Power Check (Inflight EPC) ................... 214 1.28.6 Low/High Rotor RPM Warning ....................................... 250
1.25.37 Transfer Data ................................................................. 216 1.28.7 Mast Moment Indication System..................................... 252
1.25.38 Functional Times ............................................................ 216 1.29 Fuel Distribution System............................................. 256
1.25.39 Data Loading ................................................................. 218 1.29.1 Components .................................................................. 256
1.25.40 A/C CONFIG Page......................................................... 220 1.29.2 Power Supply and Monitoring of the Fuel Pumps........... 260
1.25.41 CPDS Software Versions Overview................................ 224 1.29.3 Fuel Supply Lines and Shut–Off Valves......................... 262
1.25.42 H/C Serial Number Changes Overview.......................... 228 1.29.4 Fuel Quantity Indication System .................................... 264
1.26 Center Section with CDS.............................................. 228 1.29.5 Fuel Quantity Indication.................................................. 266
1.27 Engine Indicating System............................................ 232 1.29.6 Fuel System Monitoring ................................................. 266
1.27.1 Engine Warning Indications on CPDS ........................... 234 1.29.7 Low Level Warning......................................................... 268

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01 – Electrical Systems EC135 Classic

B2
Training Manual

1.29.8 Fuel Low Pressure Caution ........................................... 270 1.34.3 Potentiometer N2 Adjust (Engine ) ................................ 296
1.29.9 Fuel Filter Contamination Caution.................................. 270 1.34.4 Dip Switch N2 Adjust (Engine ) ...................................... 296
1.29.10 Circuit Monitoring ........................................................... 270 1.34.5 N2 Adjustment ............................................................... 296
1.30 Hydraulic Indication and Testing Systems................. 272 1.34.6 Engine Starting............................................................... 298
1.30.1 Components .................................................................. 274
1.31 Trim System.................................................................. 278
1.31.1 Trim Actuators ................................................................ 278
1.31.2 Trim Linkage .................................................................. 278
1.31.3 Control Board ................................................................. 278
1.31.4 4–Way Trim Switches .................................................... 278
1.31.5 Push Buttons ................................................................. 278
1.31.6 Circuit Breaker................................................................ 278
1.31.7 Function.......................................................................... 280
1.31.8 Dual Controls.................................................................. 282
1.32 Engine Control TM/PW................................................. 284
1.32.1 General .......................................................................... 284
1.32.2 System Components ..................................................... 284
1.32.3 FADEC–Box.................................................................... 286
1.33 Engine Ignition.............................................................. 290
1.33.1 Components and Locations............................................ 290
1.33.2 Leading Particulars......................................................... 290
1.33.3 Ignition System............................................................... 290
1.34 Engine Switches (Overhead Panel)............................. 292
1.34.1 Switch NORM/MAN ENG I / ENG II ............................... 292
1.34.2 Switch VENT/OFF ENG I / ENG II.................................. 296

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01 – Electrical Systems EC135 Classic

B2
Training Manual

This training document comprises the following ATA chapters: Engine Indicating System ATA 31
General Description of the EC 135 ATA 06 Main Gearbox Indication ATA 63
Maintenance Concept ATA 05,12 Fuel Distribution System ATA 28
Documentation of the EC135 ATA 00 Hydraulic Indication and Testing Systems ATA 29
Electrical System Code ATA 24 Trim System ATA 67
Electrical Equipment Code ATA 24 Engine Control TM/PW ATA 76
Wire Identification Code ATA 24 Engine Ignition ATA 74
Electrical Power Supply ATA 24 Engine Switches (Overhead Panel) ATA 76
DC Power Generation ATA 24 Avionics Cooling System ATA 21
Zodiac Electrical Master Box1&2 (EMB1, EMB2) ATA 24 Power Supply ATA 24
Battery System ATA 24 Intercom System ATA 23
Zodiac Battery Master Box ATA 24 VHF AM COM System ATA 23
Bonding System ATA 24 Emergency Locator Transmitter ATA 25
External Power Receptacle ATA 24 Automatic Direction Finder (ADF) ATA 34
DC Power Distribution ATA 24 VHF Navigation System ATA 34
AC Power System ATA 24 Air Traffic Control (ATC) ATA 34
Lighting System ATA 33 Distance Measuring Equipment ATA 34
Pitot-Static System ATA 34 Global Positioning System ATA 34
Switch Unit ATA 24 Radar Altimeter System ATA 34
Warning Unit ATA 31 STBY Horizon System ATA 34
Fire Warning System ATA 26 Standby Compass ATA 34
Fire Extinguishing System (Example Single Bottle ATA 26 Video Radar Unit ATA 31
System) Types of Inspections ATA 05
Instrument Panel ATA 31 Scheduled Checks and Inspections ATA 05
Central Panel Display System (CPDS) ATA 31 Handling of the EC135 ATA 07,08,09

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Reference Planes ATA 06 Engine Turbomeca ARRIUS ATA 71

Leveling ATA 08 Engine Pratt & Whitney 206B ATA 71
Fuselage General Description ATA 53 Engine Control TM/PW ATA 76
Tail Unit Structure ATA 53 Windshield Wiper ATA 30
Tail Boom ATA 53 Heating and Ventilation System up to SN 999 ATA 21
Fenestron® Structure ATA 53 Heating and Ventilation System from SN 1000 and ATA 21
General Description of the Lifting System ATA 63 up
Main Transmisson ATA 63 Placards and Markings ATA 11
Oil Cooling System ATA 63 Flight Control Display System FCDS ATA 31,34
Main Transmission Mounts ATA 63 Automatic Flight Control System AFCS ATA 22
Main Rotor System ATA 62 Stability Augmentation System ATA 22
Tail Rotor ATA 64 Electrical Power System ATA 24
Tail Rotor ATA 64
Tail Rotor Drive ATA 65
Tail Rotor Gearbox ATA 65
Principle of the Flight Control ATA 67
Flight Control of the EC135 ATA 67
Tail Rotor Control ATA 67
Hydraulic System ATA 29
Hydraulic Actuators ATA 67
Electro-Hydraulic Actuator EHA ATA 67
Fenestron® Actuator ATA 67
Landing Gear ATA 32
Fuel System ATA 28
Fuel Storage System ATA 28

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01 – Electrical Systems EC135 Classic

B2
Training Manual

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01 – Electrical Systems EC135 Classic

1.1 The Development of the EC135 B2
Training Manual

1.1 The Development of the EC135

History Engine Versions

The first Airbus Helicoters (former EUROCOPTER, former MBB, The following engine versions are existing:
former BÖLKOW) helicopter with glass fiber rotor blades was the –– EC135 P1 equipped with Pratt & Whitney PW 206 B engines
single blade helicopter BO 102, a captive trainer, operating for the
–– EC135 P2, P2+ equipped with Pratt & Whitney PW 206 B2
first time in 1957. In 1961 the single seater BO 103 followed, the only
engines
helicopter to fly with one rotor blade.
–– EC135P3 equipped with Pratt & Whitney PW 206 B3 engines
In 1962/63, a new hingeless rotor system was created and successfully
tried on an Alouette II in Marignane, France. –– EC135T1 equipped with Turbomeca ARRIUS 2B1, 2B1A,
2B1A_1
From 1960 to 1964, the high speed helicopter BO 46 was designed
with the Derschmidt rotor system. –– EC135 T2, T2+ equipped with Turbomeca ARRIUS 2B2
engines
In 1964 these helicopters were followed by the multi purpose 2 1/2 ton
twin engine helicopter BO 105. –– EC135 T3 equipped with Turbomeca ARRIUS 2B2 plus
engined
To substitute the BO 105 after 20 years in duty, the BO 108 was
created and flown on Okt. 15th, 1988 for the first time. Consultations Both engine types are in the 450  kW class. The maximum take-off
with potential customers - operators of Airbus Helicopters products mass for both original versions is 2720 kg (upgrade to 2835 kg MTOM
and of competing types - showed that cabin volume should be is possible), and 2900 kg with external load.
increased and visibility improved and that greater emphasis should be The EC135 P2+, T2+ is certified for a MTOM of 2910 kg (S/N 505 and
put on mission flexibility (the cabin floor for instance should be flat and up). An upgrade up to 2950 kg MTOM (P2e and T2e) is possible.
unobstructed to allow easy conversion from passenger transportation
The EC135 P3, T3 is certified for a MTOM of 2980 kg.
to cargo operation). In late 1992, the design was modified to provide
accommodation for max. six passengers and two crew members. The
Aerospatiale developed Fenestron® Anti Torque system was adapted,
and the EC135 as it is today took shape.
In the middle of 1996, the certification by the German (LBA) and the
American Airworthiness Authorities (FAA) was completed.

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01 – Electrical Systems EC135 Classic

1.1 The Development of the EC135 B2
Training Manual

EC135 Variants

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01 – Electrical Systems EC135 Classic

1.1 The Development of the EC135 B2
1.1.1 Cockpit Versions Training Manual

1.1.1 Cockpit Versions

Two major cockpit versions are existing:
–– CPDS (Central Panel Display System with multifunction
screens) together with analog flight instruments or as an
option with FCDS (Flight Control Display System).
–– CDS (Cockpit Display System) with analog flight instruments
or EFIS (Electronic Flight Instrument System)

♦ NOTE CDS Standard cockpit has been replaced by CPDS

cockpit (S/N 169 and up).

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01 – Electrical Systems EC135 Classic

B2
1.1.1 Cockpit Versions Training Manual

External Dimensions (P1, T1, P2, T2, P2+, T2+)

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01 – Electrical Systems EC135 Classic

1.2 General Description of the EC 135 B2
1.2.1 General Training Manual

1.2 General Description of the EC 135

1.2.1 General 1.2.5 Tail Rotor System

The EC135 is a light multi purpose twin engine helicopter according The helicopter is equipped with a Fenestron® tail rotor system. There
to certification specification for small rotorcraft CS-27 of the European are 10 blades rotating in a housing integrated in the tail boom. The
Aviation Safety Agency EASA. There are seven seats in the basic Fenestron® is controlled via a “Flexball” type cable, routed from the
version, the number can be increased up to eight seats. pedals to the input control rod of the Fenestron®.

1.2.2 Engines 1.2.6 Tail Boom

The EC135 T is powered by two engines Turbomeca ARRIUS 2B, the The tail boom can be separated from the fuselage, and consists
EC135 P is powered by two engines Pratt &Whitney PW206 B. They of tail boom cone, horizontal stabilizer with end-plates, vertical fin
are equipped with a digital engine control system. with integrated tail rotor, tail rotor gearbox and fairing. The P3, T3
helicopters have on each end of the stabilizer a glassfiber cover.
1.2.3 Transmission
The main transmission is a two-stage flat gearbox (produced by 1.2.7 Nomenclature
Zahnradfabrik Friedrichshafen ZF), which is mounted by an anti- EC = Eurocopter
resonance rotor isolation system (ARIS) on the transmission deck. 1 = Certification civil helicopter, 6 = Certification military helicopter
3 = 3 ton class take off mass
1.2.4 Main Rotor
5 = Two engines, 0 = One engine
The helicopter is equipped with a four-bladed hingeless and bearingless
main rotor (BMR). The inboard flexbeam enables movement of the Examples:
blades in all axes. Blade pitch angles are controlled through integrated –– EC120 = civil certification, 2 ton class, one engine
glass and carbon fibre control cuffs. –– EC155 = civil certification, 5 ton class, two engines
The main rotor control linkage system is of conventional design. The –– EC635 = military certification, 3 ton class, two engines
hydraulic system for the main rotor controls is designed as a duplex
system with tandem pistons (both systems are active). In case of a Exceptions:
failure of one system, the remaining system has sufficient power to –– EC225 = civil cert., 10-19 ton class (11 ton), two engines
ensure safe flight operation and a safe landing. –– EC725 = military cert. 10-19 ton class (11 ton), two eng

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01 – Electrical Systems EC135 Classic

1.2 General Description of the EC 135 B2
1.2.7 Nomenclature Training Manual

External Dimensions (P1, T1, P2, T2, P2+, T2+)

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01 – Electrical Systems EC135 Classic

1.2 General Description of the EC 135 B2
1.2.8 Fuselage Training Manual

1.2.8 Fuselage
The primary structure consists mainly of sheet metal design. Cabin
frame, bottom shell, doors, engine cowling, nose access panel and
the entire tail boom are made of composite material.
The cabin is accessible through six doors: two hinged doors for the
crew, two sliding doors for the passengers, and two aft clamshell
doors for the rear compartment.

1.2.9 Fuel System

The fuel system comprises two fuel tanks, a fuel supply system, a
refueling and grounding equipment and a monitoring system. The
main tank and the separated supply tankwith overflowto themain tank
are installed under the cabin floor.

1.2.10 Electrical System

The fully redundant electrical 28 VDC system is supplied by two
generators and the battery.

1.2.11 Landing Gear

The EC135 has two cross tubes and two skids. The cross tubes are
constructed to be bent to absorb forces during touch down of the
helicopter.

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01 – Electrical Systems EC135 Classic

B2
1.2.11 Landing Gear Training Manual

External Dimensions (P3/T3)

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01 – Electrical Systems EC135 Classic

B2
1.2.11 Landing Gear Training Manual

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01 – Electrical Systems EC135 Classic

B2
1.2.11 Landing Gear Training Manual

Cabin Dimensions (P1, P2, P2+, P3, T1, T2, T2+, T3)

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01 – Electrical Systems EC135 Classic

1.3 Maintenance Concept B2
1.2.8 Fuselage Training Manual

1.3 Maintenance Concept

General Intermediate Level

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

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01 – Electrical Systems EC135 Classic

1.3 Maintenance Concept B2
Training Manual

Maintenance Concept

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01 – Electrical Systems EC135 Classic

1.4 Documentation of the EC135 B2
1.4.1 General Training Manual

1.4 Documentation of the EC135

1.4.1 General 1.4.5 Page Number Blocks

The documentation of the EC 135 consists of two main groups: Page number blocks are used for the different sections of the
–– EC135 helicopter documentation written by Airbus Helicopters maintenance manual to logically place the activities in sequence as
follows: Procedures have either a brief subtopic or a combination
–– other manufacturers documentations
of subtopics i.e. Removal/Installation, Inspection/Test. If subtopics
are brief, then they are combined in one topic under Maintenance
1.4.2 Layout Practices. If the subtopics become lengthy so that a combination
The whole documentation library is prepared in general compliance would require numerous pages, the topics are broken out into page
with Air Transport Association Specification ATA iSpec2200. The number blocks.
customized documentation is available for certain H/C serial numbers –– Pageblock 1-99 System Description
or a group of H/C serial numbers. A part of the documentation library –– Pageblock 101-199 Troubleshooting
is delivered on an USB stick or could be downloaded.
–– Pageblock 201-299 Maintenance Procedures
1.4.3 Revision / Reissue –– Pageblock 301-399 Servicing
Changes in the helicopter equipment, maintenance practices, –– Pageblock 401-499 Removal/Installation
procedures etc. make it necessary to update the manual content. –– Pageblock 501-599 Adjustment/Test
To ensure that the EC135 manuals continue to show the latest –– Pageblock 601-699 Inspection
information, twice a year an USB stick is replaced by a reissue. The –– Pageblock 701-799 Cleaning/Painting
preceding issue then becomes obsolete and must be discarded.
–– Pageblock 801-899 Repair
1.4.4 ATA Numbering –– Pageblock 901-999 Storage
The numbering system provides a procedure for dividing material into
chapter section subject and page. The number is composed of three ♦ NOTE Element 1, element 2 and the pageblocks are set
elements, which have two numbers each. The chapter and section by the ATA iSpec2200 specification. The following
element are established by ATA iSpec2200. Subject and unit element elements can be defined by the aircraft manufacturer
numbers are assigned by AHD. as required.

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01 – Electrical Systems EC135 Classic

1.4 Documentation of the EC135 B2
1.4.5 Page Number Blocks Training Manual

ATA Numbering

For instruction only Iss. July 2018 01 – 23

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01 – Electrical Systems EC135 Classic

1.4 Documentation of the EC135 B2
1.4.6 Mechanic's Documentation Training Manual

1.4.6 Mechanic's Documentation –– Emergency Alert Service Bulletins

The mechanic’s documentation is provided on CD or as a hardcopy: –– Information Notice / Safety Information Notice
–– Aircraft Maintenance Manual (AMM) –– Technical Improvement Proposal (TIP)
–– Systems Description Section (SDS)
–– Master Servicing Manual (MSM) 1.4.8 Pilot’s Documentation
–– Wiring Diagram Manual (WDM) The pilot has four documents available (hardcopy):
–– Illustrated Parts Catalog including Tools Catalog (IPC) –– Master Minimum Equipment List (MMEL)
–– Corrosion and Erosion Control Guide (CECG) –– Flight Manual (FLM), according Helicopter Association
–– Avionic Manual (AVM) International, HAI
–– Standard Practices Manual (MTC) –– Log Book
–– Structural Repair Manual (SRM) –– Pilot’s Checklist (PCL)

The AMM, SDS and WDM are available in customized versions. The
♦ NOTE The Flight Manual and the Log Book must always be
custumer can choose in between the following variants:
present in the helicopter.
–– Serial number documenataion system (one S/N only)
–– Fleet documentaion system (several S/N) 1.4.9 Other Manufacturer’s Documentation
–– Global documentation system (all S/N) The other manufacturers (engines, avionics and optional equipment)
deliver their own documentation:
CD documentation is a global documentation with the possibility to set
the effectivity to the respective aircraft serial number. –– Engine Maintenance Manual
–– Engine Illustrated Parts Catalog
1.4.7 Operator’s Technical Control Documentation –– Engine Service Bulletins / Service Letters
The following documents are kept by the operator’s technical control –– Component Maintenance Manuals (CMM)
(hardcopy): –– Special optional equipment (e.g. external hoist system)
–– Historical Record
–– LOAP (List of applicable publications/Status revision ♦ NOTE The valid manuals incl. the revision status
Documentation) are published in the LOAP (list of applicable
–– Service Bulletins / Alert Service Bulletins publications).

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01 – Electrical Systems EC135 Classic

B2
1.4.9 Other Manufacturer’s Documentation Training Manual

Helicopter Documentation

For instruction only Iss. July 2018 01 – 25

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01 – Electrical Systems EC135 Classic

1.5 Electrical System Code B2
1.4.6 Mechanic's Documentation Training Manual

1.5 Electrical System Code

Tab. 01-1: Electrical System Code F Flight Indicator
CA Autopilot (power supply) FA Air Data Computer
CB Cyclic Stick Trim System Directional Gyro Compass System Radio
FC
CC CSAS (Yaw) Magnetic Indication, Pilot
CD CSAS (P/R) FD Radio Magnetic Indication, Copilot
CG Autopilot System (DAFCS) FE Encoder Altimeter
FG Attitude Indication (GH-14A)
D Transmission Instruments FH Attitude Indication, Copilot (GH-14A)
DA Transmission Oil Temperature Indication FJ Standby Horizon
DB Transmission Oil Pressure Indication FX Outside Air Temperature Indication
DD Mast Moment Indication System
DE Rotor RPM Indication H Ventilating, Heating, De-Icing
DH Hydraulic Control HA Pitot Tube Heater, Pilot
HB Ventilating Fan System
E Engine Instruments HC Pitot Tube Heater, Copilot
EA N2 RPM Indication HD Static Port Heater, Pilot
EB N1 RPM Indication System HE Static Port Heater, Copilot
EC TOT Indication HH Heating System (for Keith)
ED Engine Oil Temperature/Pressure Indication HL Instrument Cooling System
EE Fuel Quantity Indication
EH Electrical Engine Torque Indication K Engine Control System
EN Engine Overspeed Protection System KA Start and Ignition System
EP Twist Grip Position Indication KB N2 Trim System

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01 – Electrical Systems EC135 Classic

1.5 Electrical System Code B2
Training Manual

L Lighting QM Fuel Pumps

LA Anti Collision Light QX Fuel Quantity Indication
LB Position Light
LC Landing Light R Communication and Navigation System
LE Cockpit Lighting S Radar System
LF Instruments and Console Lighting SA Radar Altimeter (KRA 405B)
LG Cabin and Cargo Dome Light SX ATC Transponder System (KXP 756)
LH Copilot Lighting
LL Emergency Exit Light T Special Avionics
LM Exit Lighting VAR, EMS TN GPS/MAP System (Phase 2)
TP Emergency Locator Transmitter System
M Miscellaneous
MA Windshield Wiper System W Warning Unit and CPDS System
MC Utility Receptacle WA Fuel Low Pressure Switch
ME Blade Tracking Provision WB Engine Oil Low Pressure Switch
MF Rescue Winch System WC Engine Fire Warning System
MJ Engine Sand Filter WD Engine Fire Extinguishing System
WE Cargo Smoke Warning System
P DC Power WF Enging Oil Chip Detection
PA DC Power System WG Engine Oil Filter Pressure Switch
PB DC & AC Power Distribution WH Fuel Filter Pressure Switch
PC Ground Module WJ XMSN Oil Chip Detection System
WK Transmission Oil Pressure Switch
Q Fuel System WL Transmission Oil Temperature Switch
QB Fuel Shut-Off Valve System WM Rotor Brake Caution

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01 – Electrical Systems EC135 Classic

1.5 Electrical System Code B2
1.4.6 Mechanic's Documentation Training Manual

WN Doors Caution
WP Bleed Valve Position Indication X AC Power
WY Warning Unit System XB AC Power System
WZ CPDS VEMD & CPDS CAD

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01 – Electrical Systems EC135 Classic

1.5 Electrical System Code B2
Training Manual

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01 – Electrical Systems EC135 Classic

1.6 Electrical Equipment Code B2
1.6.1 General Training Manual

1.6 Electrical Equipment Code

1.6.1 General
All electrical and electronic equipment is identified by a code. The
electrical equipment code consists of the following elements:

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01 – Electrical Systems EC135 Classic

1.6 Electrical Equipment Code B2
1.6.1 General Training Manual

Electrical Equipment Code

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01 – Electrical Systems EC135 Classic

1.6 Electrical Equipment Code B2
1.6.1 General Training Manual

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01 – Electrical Systems EC135 Classic

1.6 Electrical Equipment Code B2
1.6.1 General Training Manual

Electrical Equipment Code ‒ Example

For instruction only Iss. July 2018 01 – 33

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01 – Electrical Systems EC135 Classic

1.7 Wire Identification Code B2
1.7.1 General Training Manual

1.7 Wire Identification Code

Tab. 01-2: Conversion table AWG to cross section in mm2
1.7.1 General
AWG Cross section in mm2
In the wiring diagrams all wires are identified by the same codes which
are used for wire identification in the helicopter. The wire identification
code consists of the following elements: 26 0.2
Fig. 01-1: Example 24 0.25
22 0.4
20 0.6
18 1.0
16 1.2
14 2.0
12 3.0
10 5.0
8 9.0
6 14.0
4 22.0
2 34.0
1 42.0

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01 – Electrical Systems EC135 Classic

1.7 Wire Identification Code B2
1.7.1 General Training Manual

Electrical Power Supply ‒ Locations

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01 – Electrical Systems EC135 Classic

1.8 Electrical Power Supply B2
1.8.1 General Training Manual

1.8 Electrical Power Supply

1.8.1 General –– two master boxes

The electrical power supply systems generate and distribute power for –– battery master box
operation and control of the helicopter systems. The EC135 electrical –– two circuit breaker panels
systems operate on 28 VDC, when supplied by the battery, they –– overhead panel
operate on 24 V.
–– DC receptacle
An AC system is installed additionally.
–– terminal junctions
1.8.2 Components Several busbars are installed in themaster boxes, the overhead panel
The electrical power supply consists of: and both circuit breaker panels, to which all electrical consumers of
–– power generation the helicopter are connected by means of circuit breakers.
–– external power receptacle
1.8.6 AC Power System
–– power distribution
The AC power system generates two different AC voltages (26 VAC,
–– AC power system 115 VAC) out of 28 VDC. The AC voltages are distributed to the
consumers (navigation instruments) via modules and busbars.
1.8.3 Power Generation
The power generation consists of two generators, a battery and the
corresponding master boxes.

1.8.4 External Power Receptacle

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

1.8.5 Power Distribution

The power distribution consists of the following components:

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01 – Electrical Systems EC135 Classic

1.8 Electrical Power Supply B2
1.8.6 AC Power System Training Manual

Electrical Power Supply ‒ Locations

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01 – Electrical Systems EC135 Classic

1.9 DC Power Generation B2
1.9.1 General Training Manual

1.9 DC Power Generation

1.9.1 General 1.9.4 Battery System

The DC power generation supplies direct current by means of two DC The battery system comprises the following components:
generators and a battery. –– battery with temperature sensor
–– battery master box
1.9.2 Components
–– battery busbar
The power generation consists of:
–– fuses
–– starter/generator, engine 1/2, with temperature switch
and electrical master box 1/2 –– ESSENTIAL BUS relay
–– battery with temperature switch, battery master box and –– battery relay
fuse
–– switches (GEN I, GEN II, BAT MSTR)
–– Central Panel Display System (CPDS)
–– warning unit
–– bonding system

1.9.3 Generator System 1/2

The generator system 1/2 consists of the following components:
–– starter/generator 1/2
–– electric master box 1/2
–– PRIMARY busbar 1/2
–– SHEDDING busbar 1/2
–– fuses
–– relays

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01 – Electrical Systems EC135 Classic

1.9 DC Power Generation B2
1.9.4 Battery System Training Manual

DC Power Generation

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01 – Electrical Systems EC135 Classic

1.9 DC Power Generation B2
1.9.5 General Description of the DC Power Supply Training Manual

1.9.5 General Description of the DC Power Supply Tab. 01-3: Leading Particulars DC Power Supply

The battery is connected via the relays BATC, BTC1 and BTC2 to the Generator weight 9.53 kg
PRIMARY busbars. The SHEDDING busbars are connected via two Nominal data 30 VDC, 200 A
relays SBC1 and SBC2 to the PRIMARY busbars. Speed range 7,050 - 12,000 RPM
Both the generators G1 and G2 are connected via two relays GC1 and Max. speed (5 min) 14,000 RPM
GC2 parallel to the PRIMARY busbars. Temperature switch 205 ± 5.5 °C
The EPU supplies the PRIMARY busbars via the relay GPUC and the
two relays BTC1 and BTC2. Number of Batterys 1
When the EPU is connected to the helicopter’s electrical system (BAT Voltage 24 V
MASTER SW in position ON), both the relays BATC, GC1 and GC2 Capacity 17 Ah, 25 Ah, 26 Ah, 40 Ah
are opened. By means of this automatically function the generators are Assembly 20 cells series connected
insulated from the EPU. The relays SBC1 and SBC2 are automatically
closed in the following configuration: Temperature switch 70 ± 3 °C
Tab. 01-5: Leading Particulars DC Power Distribution
–– power supply with an EPU
Voltage range 26 - 30 V
–– power supply with an active generator
Point of regulation POR 28.5 VDC ± 0.1 V
For the pilot there are three switches on the switch unit: Fuses
The switch BAT/MSTR in position ON closes the relay BATC and the Blowout fuses 50 A, 80 A, 100A
relays EBC1 and EBC2. Aditionally the relays BTC1 and BTC2 are - in the masterboxes
(150A)
closed, if the switch BUS TIE is in position NORM. - in the overhead panel Circuit breakers, different values
The spring loaded switch in position RES engages the relay BATC Total weight of the master boxes 17 kg
after a failure again, if the coupling conditions are fullfilled. Tab. 01-6: Leading Particulars AC Power Supply
The two switches GEN I and GEN II with their positions ON/OFF/
Number of systems 1 or 2 optional
RES closes the two relays GC1 and GC2. The spring loaded switch
in position RES is used for engaging again a disconnected generator Input voltage 24 - 30 VDC
after a failure. Output voltage and power 26 VAC, 400 Hz, 150 VA
115 VAC, 400 Hz, 350 VA
♦ NOTE For operation of the RESET function, see the Flight Max. current 15 ADC input
Manual.

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01 – Electrical Systems EC135 Classic

B2
1.9.5 General Description of the DC Power Supply Training Manual

Starter and Generator

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01 – Electrical Systems EC135 Classic

1.9 DC Power Generation B2
1.9.6 Starter and Generator Training Manual

1.9.6 Starter and Generator 1.9.6.4 Generator Mode

In the generator mode the starter/generator supplies the electrical
1.9.6.1 General system and loads the battery.
The DC power generation subsystem is designed to supply electrical The generator mode is only available when the engine is running, as
energy from several sources. Depending on the operation mode all the armature is driven by N1 geartrain of the engine.
three master boxes determine the source from which the energy can In the generator mode a magnetic field is built up in the armature via
be taken and which busbars are supplied. For this the three master the excitation input. If the armature is driven, voltage is induced. The
boxes are connected to each other. brushes collect the induced voltage from the collector coil and transmit
this voltage to the connectors of the generator. A compensating coil is
1.9.6.2 Starter and Generator connected in series to the armature to compensate for arcing. A fan
The starter and generator can be used in two modes: cools the generator during operation.
–– starter mode In the generator mode the generator supplies the PRIMARY busbar in
–– generator mode the associated master box with current.
The engines are equipped with 200 A starter/generators.
1.9.6.3 Starter Mode
1.9.6.5 Temperature Switch
In the starter mode the starter/generator is used to start the engines.
The starter input is supplied with current by means of an external The temperature switch monitors the temperature of the starter/
power unit or the installed battery. The starter drives the engine gas generator cooling air and closes the contact when the temperature is
generator assembly by means of the drive shaft. higher than approx. 205 °C.
The caution GEN OVHT is displayed on the CAD.

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01 – Electrical Systems EC135 Classic

B2
1.9.6 Starter and Generator Training Manual

Starter and Generator

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01 – Electrical Systems EC135 Classic

1.9 DC Power Generation B2
1.9.7 Electrical Master Box Training Manual

1.9.7 Electrical Master Box 1.9.7.3 Electrical Master Box System 2

The construction and function of the electrical master box 2 is similar
1.9.7.1 Electrical Master Box System 1 to that of the electrical master box 1, but not identical. The main
The electrical master box 1 controls the function of the DC system 1 difference is the additional relay for the external power. Therefore, the
and regulates the voltage of the system to 28.5 ± 0.1 V. logic is different, because the EPU has the highest priority over the
The current supplied by starter/generator 1 is distributed depending other systems. The external power receptacle is only connected to the
on the operating mode to the other busbars via the PRIMARY busbar. electrical master box 2.
Systems with a high current flow such as starter/generator 1 are It is not possible to swap master box 2 and 1, not even for test purposes.
directly connected to the PRIMARY busbar 1. The connections to
systems and busbars are protected by fuses and controlled by several 1.9.7.4 Voltage Protection
contactors. The voltage input of the external power receptacle is supervised. The
A control circuit disconnects the PRIMARY busbar 1 from the EPU is directly compared with a threshold adjusted to 21 V. Anything
remaining system if a short-circuit occurs. The installed generator below 21 V is regarded as under voltage of the EPU. Anything above
control board controls and monitors the operation of starter/generator 31 V is regarded as over voltage.
1 and switches it off if a failure occurs.
The electrical master box 1 is electrically connected to the battery 1.9.7.5 Locations
master box and the electrical master box 2. The BUS TIE function The electrical master box 1 is installed behind the LH interior paneling
connects the PRIMARY busbar 1 to the PRIMARY busbar 2 and the near frame 5, the master box 2 is exactly on the opposite side (RH).
BATTERY busbar.
Operating conditions of the system 1 are indicated by the electrical
master box 1 on the CAD.

1.9.7.2 Test Function

A built-in test function may be activated by a push button located at
the respective master box housing (after opening a small door in the
interior fairing) and indicates possible failures in the electrical master
box by means of indicator lights (LEDs).

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01 – Electrical Systems EC135 Classic

B2
1.9.7 Electrical Master Box Training Manual

Electrical Master Box

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01 – Electrical Systems EC135 Classic

B2
1.9.7 Electrical Master Box Training Manual

Intentionally left blank

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01 – Electrical Systems EC135 Classic

B2
1.9.7 Electrical Master Box Training Manual

Electrical Master Box

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01 – Electrical Systems EC135 Classic

1.9 DC Power Generation B2
1.9.8 Built-In Test Training Manual

1.9.8 Built-In Test 1.9.8.2 Failure Indications

The built-in test enables during maintenance on ground to check the The following failures can be indicated by the corresponding letters
functions of the master box. The following conditions are necessary: and numbers:
–– the master box must be supplied by the EPU Tab. 01-7: Failure Indications

–– the generators are standing still F not used

–– the generator switch is in position NORM E not used
–– the switch BAT MSTR is in position ON D not used
–– the STARTER relay is open C Fuses of internal supply of Z 500 and Z 600
–– the switch SHED BUS is in position NORM Distributing fuses (Essential bus, Shedding bus, High Load
B
bus, high power consumers)
–– if high power consumers (e.g. external hoist, air conditioning
syst.) are installed the systems have to be switched on A not used
9 Bus tie relay
1.9.8.1 Test Procedure 8 not used
The TEST push button must be pressed for the duration of the test 7 Shedding bus relay
run. Minimum for 10 seconds. During the built-in test running the red 6 High load bus relay
LED “r” is illuminated. If the test was successful, the green LED “o” is 5 High power relay
illuminated for a short time. If there is a failure detected in the master 4 GEN relay
box, red LEDs of the corresponding failures illuminate and the red
3 Test and supply board Z 300
LED “f” comes on.
2 Logic and guard board Z 200
1 Generator control board Z 100
f Test failed (red)
o Test successful (green)
r Test is running (red)

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01 – Electrical Systems EC135 Classic

B2
1.9.8 Built-In Test Training Manual

Electrical Master Box ‒ Built-In Test Indication

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01 – Electrical Systems EC135 Classic

1.10 Zodiac Electrical Master Box1&2 (EMB1, EMB2) B2
1.10.1 General Information Training Manual

1.10 Zodiac Electrical Master Box1&2 (EMB1, EMB2)

1.10.1 General Information 1.10.2 Master Box Layout

The EC135 can be equipped with a new series of master boxes. They One of the major changes to the previous master box are the power
provide the same basic funcionality as the previous master boxes, but fuses.
are produced by a different manufacturer. All power fuses are located at a removable fuse block in the upper part
The new generation of master boxes cannot be mixed with the of the master box. Type of fuse and the way of installation is different
previous master boxes. from the previous master boxes.
Upgrading from previous master boxes to the new generation needs The motherboard and controlboards have a totally different layout.
some smaller modifications at the electrical harness and at the interior Only one Hall sensor is installed in the EMB. This current sensor
panel (Service Bulletin). measures the current at the generator line.
The new electrical master boxes have different part numbers meaning A differential current protection between Bus Tie 1 and Bus Tie 2 is
that EMB1 and EMB 2 cannot be swapped: EMB 1 is for the left side, not integrated.
EMB 2 is for the right side.
The Bus Tie logic in combination with EPU is different.
The electrical master boxes can be ordered as a “basic version”
or “HPC” option. The “HPC option” is like the previous “full option”- 1.10.3 Test Function
master box, i.e. these master boxes are equipped with High Power
Relays for optional equipment (e.g. rescue hoist). 1.10.3.1 PBIT
For detailed failure indication an ARINC 429 analyzer can be The Power Up Built In Test happens automatically after switching on
connected. the helicopter. It veryfies the operating status of the master box.

♦ NOTE The part numbers of the master boxes are very 1.10.3.2 CBIT
similar. Check carefully.
The Continuous Built In Test starts automatically after the PBIT has
finished. The CBIT monitors the components of the electrical master
♦ NOTE For RESET function see Flight Manual. boxes and its peripherals during operationals configuration. The origin
of a failure is stored temporary in a volatile memory.

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01 – Electrical Systems EC135 Classic

1.10 Zodiac Electrical Master Box1&2 (EMB1, EMB2) B2
1.10.3 Test Function Training Manual

Zodiac Electrical Master Box (EMB)

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01 – Electrical Systems EC135 Classic

1.10 Zodiac Electrical Master Box1&2 (EMB1, EMB2) B2
1.10.3 Test Function Training Manual

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01 – Electrical Systems EC135 Classic

1.10 Zodiac Electrical Master Box1&2 (EMB1, EMB2) B2
1.10.3 Test Function Training Manual

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01 – Electrical Systems EC135 Classic

1.10 Zodiac Electrical Master Box1&2 (EMB1, EMB2) B2
1.10.1 General Information Training Manual

1.10.3.3 IBIT –– After an audible relay switching, the test has finished and the
The Initialized Built In Test is triggered by the TEST pushbutton on the green LED for “TEST O.K”. illuminates (approx. 5 s.) In case
master box and is used for trouble shooting or after a replacement of of a failure, only the red LED “Test failed” illuminates.
the electrical master box. There are 2 LEDs installed for testability results: a green LED for Test
The test funtion differs from the previous master box test: O.K., and a red LED for Test FAILED.
–– there are less conditions for the test Test o.k. is shown by the green LED “Test O.K.”, illuminating for 5 s.
–– the test duration is much faster A failure of the EMB 1 is indicated by the red LED “Test FAIL”.
–– indication of failures is completely different
1.10.3.6 IBIT EMB
1.10.3.4 Test Conditions for EMB The following devices are tested during an EMB IBIT:
The following conditions for the test of themaster box 1 are necessary: –– Distribution fuses (F1, F5, F6)
–– the master box must be supplied by the EPU –– Generator Control Unit Board (GCUB)
–– the generators are standing still –– Protection Logic Board (PLB)
–– the generator switch is in position NORM –– Generator Line Contactor (GLC)
–– the switch BAT MSTR is in position ON –– Shedding Bus Contactor (SBC)
–– the STARTER relay is open –– Bus Tie Contactor (BTC)
–– the switch SHED BUS is in position NORM –– High Power Contactor (HPC)
–– if high power consumers (e.g. external hoist, air conditioning –– High Load Contactor (HLC)
syst.) are installed the systems have to be switched on A test of EMB2 includes the test of the battery box, see later.

1.10.3.5 Test Procedure EMB 1.10.3.7 ARINC 429 Failure Readout

Press the test button once (it is not necessary to keep the button EMB 1 and EMB 2 are equipped with an ARINC 429 connection to
pressed during the test). provide detailled information for trouble shooting. Some labels are:
–– The two LEDs illuminate for 1 sec. 37, 50, 51, 350 and up.
–– During the test duration, the LEDs are OFF (approx. 3 s)
♦ NOTE EMB and BMB failures are not stored in a memory.
After power off, the PBIT and IBIT results are gone.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Zodiac Electrical Master Box ‒ Built-In Test Indication

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Intentionally left blank

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Zodiac Electrical Master Box (EMB)

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01 – Electrical Systems EC135 Classic

1.11 Battery System B2
1.11.1 General Training Manual

1.11 Battery System

1.11.1 General 1.11.3 Battery

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

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01 – Electrical Systems EC135 Classic

1.11 Battery System B2
1.11.3 Battery Training Manual

Battery

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01 – Electrical Systems EC135 Classic

1.11 Battery System B2
1.11.4 Battery Master Box Training Manual

1.11.4 Battery Master Box 1.11.4.1 Blowout Fuse

The battery master box controls the operation of the battery. A fuse (325 A) located in the battery bonding line melts when the
The battery is charged, if at least one of the generators supplies current flow is excessive and thus prevents the system from being
current. If the battery is used for power supply, the battery busbar damaged.
delivers current to the system. The fuse is mounted next to the battery master box to the fuselage.
With connections from the battery busbar to both the ESSENTIAL
busbars 1 and 2 the supply is done in case of failure of both generators. ♦ NOTE Disconnect the battery if the helicopter is not used.
The connections are protected by blowout fuses.
By occuring failures, the battery and the battery busbar are isolated ♦ NOTE The battery cannot be charged by the EPU.
automatically from the PRIMARY busbar.
During operation the actual current or voltage provided by the ♦ NOTE The battery must be connected prior to the
generators or the battery is displayed by the VEMD. If the battery connection of an EPU (UEPU>UBAT).
operates as the power source, it will be discharged. The warning
display BAT DISCH illuminates at the warning unit.
The battery master box is installed in the lower part of the aft fuselage
section below the battery.

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01 – Electrical Systems EC135 Classic

B2
1.11.4 Battery Master Box Training Manual

Battery Master Box

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01 – Electrical Systems EC135 Classic

B2
1.11.4 Battery Master Box Training Manual

Intentionally left blank

For instruction only Iss. July 2018 01 – 62

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01 – Electrical Systems EC135 Classic

B2
1.11.4 Battery Master Box Training Manual

Battery Master Box

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01 – Electrical Systems EC135 Classic

1.11 Battery System B2
1.11.5 Built-in Test Training Manual

1.11.5 Built-in Test 1.11.7 Failure Indications

The built-in test enables during maintenance on ground to check The following failures can be indicated by the corresponding letters
the functions of the battery master box. The following conditions are and numbers:
necessary: Tab. 01-8: Failure Indications

–– the battery master box must be supplied by the battery 1 Stabilizing board Z 100
–– the generators are standing still 2 Power supply board Z 200
–– the switch BAT MSTR is in position ON 3 Internal supply fuses Z 500
–– the STARTER relay is open 4 Bonding fuse
5 Essential distribution fuses
1.11.6 Test Procedure 6 BAT Relay circuit
The TEST push button must be pressed for the duration of the test 7 not used
run. Minimum for 10 seconds. During the built-in test running the red f Test failed (red)
LED “r” is illuminated. If the test was successful, the green LED “o” o Test successful (green)
is illuminated. If there is a failure detected in the battery master box,
r Test running (red)
red LEDs of the corresponding failures illuminate and the red LED “f”
comes on.

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01 – Electrical Systems EC135 Classic

B2
1.11.7 Failure Indications Training Manual

Battery Master Box

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01 – Electrical Systems EC135 Classic

1.12 Zodiac Battery Master Box B2
1.12.1 Components Zodiac Battery Master Box (BMB) Training Manual

1.12 Zodiac Battery Master Box

1.12.1 Components Zodiac Battery Master Box 1.12.1.1 Test Conditions BMB
(BMB) –– the helicoptzer ist supplied by battery (EPU disconnected)
The battery master box has no test function or indication, since it is –– the switch BAT MSTR is set to postition ON
tested automatically with the electical master box 2 together.
A block of six circuit breakers is installed at the top side of the EMB. 1.12.1.2 Battery Master Box Test
These circuit breakers are connected to the battery bus bar. Here, The battery master box test function is included in the test routine of
optional equipment could be connected to have a direct battery power the electrical master box 2. No action ist required at the battery box.
supply (battery hot bus function).
A failure of the battery master box is indicated by a flashing LED "Test
The battery master box supplies the ESS BUS 1 and 2 directly via the FAIL" at EMB2. The red LED of EMB 2 falshes once a second.
ESS Bus relays. These relays are very robust and do not require an
integrated auxiliary block.
Each ESS Bus line is protected by a fuse placed before the respective
ESS BUS relay.
The battery relay is an economizer type with integrated electronic
driver, has two auxiliary blocks and opens very quickly in order to
isolate the battery bus from the main bus bars.
A single Hall effect sensor measures the battery current. It is located
between battery and battery bus bar.
The Hall effect sensor has three different measurement channels:
–– ch1 and 2 used for monitoring and protection against high
current
–– ch3 used for detection of low current (battery discharge is
triggered at 5A)
As soon as the battery is connected to the BMB, the battery bus bar
is supplied.

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01 – Electrical Systems EC135 Classic

1.12 Zodiac Battery Master Box B2
1.12.1 Components Zodiac Battery Master Box (BMB) Training Manual

Zodiac Electrical Battery Master Box (BMB)

For instruction only Iss. July 2018 01 – 67

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01 – Electrical Systems EC135 Classic

1.12 Zodiac Battery Master Box B2
1.12.1 Components Zodiac Battery Master Box (BMB) Training Manual

Zodiac Electrical Battery Master Box (BMB)

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01 – Electrical Systems EC135 Classic

1.12 Zodiac Battery Master Box B2
1.12.1 Components Zodiac Battery Master Box (BMB) Training Manual

New Battery Master Box

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01 – Electrical Systems EC135 Classic

1.12 Zodiac Battery Master Box B2
1.12.2 New BMB Op. with External Power Unit, Engines OFF, BUS TIE II OFF Training Manual

1.12.2 New BMB Op. with External Power Unit, 1.12.2.2 Cautions
Engines OFF, BUS TIE II OFF The following cautions are displayed on the CPDS:
The helicopter is on ground and is supplied with external power (EPU), Tab. 01-10: Cautions

the engines are OFF. SYS I MISC SYS II

For test purposes, BUS TIE II may be opened. As a consequence to BAT DISCON
BUS TIE II being open, a new logic is implemented which causes BUS GEN DISCON GEN DISCON
EXT POWER
TIE I to open automatically. BUSTIE OPN BUSTIE OPN
EPU DOOR
1.12.2.1 Switch Positions 1.12.2.3 Indications
The switches must be set to the following positions:
The following electrical values are displayed on the CPDS:
Tab. 01-9: Switch Positions
Tab. 01-11: Indications
BAT MSTR ON
SYS I SYS II
GEN I NORM/OFF
DC VOLT 24.0 28.0
GEN II NORM/OFF
GEN AMPS 0 0
SHED BUS NORM
BAT AMPS current load
BUS TIE I NORM
There is no EPU current load indication on any display in the cockpit.
BUS TIE II OFF
The circuit breaker on the external power receptacle must be activated ♦ NOTE The voltage of the EPU should be higher than the
to enable the external power supply to power the electrical system battery voltage.
through circuitry of the electical master box 2.

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01 – Electrical Systems EC135 Classic

B2
1.12.2 New BMB Op. with External Power Unit, Engines OFF, BUS TIE II OFF Training Manual

New BMB: Operation with External Power Unit, Engines OFF, BUS TIE II OFF

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01 – Electrical Systems EC135 Classic

1.12 Zodiac Battery Master Box B2
1.12.3 New BMB: Operation with EPU, Engines running, BUS TIE II OFF Training Manual

1.12.3 New BMB: Operation with EPU, Engines 1.12.3.1 Switch Position
running, BUS TIE II OFF The switches are in the following positions:
The helicopter’s engines were started with EPU. Tab. 01-12: Switch Position

If the helicopter’s electrical system is powered by the external power BAT MSTR ON
source, the EPU is regarded as the only power source causing the GEN I NORM
disconnection of Generator Relays and the Battery Relay. GEN II NORM/OFF/RESET
For test purposes, BUS TIE II may be opened. As a consequence to SHED BUS NORM
BUS TIE II being open, a new logic is implemented which causes BUS
BUS TIE I NORM
TIE I to open automatically.
BUS TIE II OFF
Additionally the logic will reconnect Generator 1 automatically in order
to supply ESS BUS1 and SHED BUS1.
1.12.3.2 Cautions
Generator 2 is still disconnected because the EPU is themaster power
The following cautions are displayed on the CPDS:
for system 2 (priority).
Tab. 01-13: Cautions
The new logic prevents the battery being discharged by ESS BUS1, if
SYS I MISC SYS II
the EPU supply from system 2 to system1 is interrupted by switching
BUS TIE II to off. Now Generator 1 reconnects and takes over the BAT DISCON
GEN DISCON
supply of ESS BUS 1 (and SHED BUS1). BUSTIE OPN EXT POWER
BUSTIE OPN
EPU DOOR

1.12.3.3 Indications
The following electrical values are displayed on the CPDS:
Tab. 01-14: Indications

SYS I SYS II
DC VOLT 28.6 28.0
GEN AMPS current load 0
BAT AMPS 0

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01 – Electrical Systems EC135 Classic

B2
1.12.3 New BMB: Operation with EPU, Engines running, BUS TIE II OFF Training Manual

New BMB: Operation with EPU, Engines running, BUS TIE II OFF

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01 – Electrical Systems EC135 Classic

1.12 Zodiac Battery Master Box B2
1.12.4 Switches GEN I, GEN II, BAT MSTR Training Manual

1.12.4 Switches GEN I, GEN II, BAT MSTR If a generator or the battery should be engaged after a failure, the
respective switch must be set to the position RESET. This provides a
1.12.4.1 General reset of failure indications and of the protective functions. Subsequently
The switches GEN I and GEN II are three position toggle switches the switch can be set to the position NORM.
with the positions:
1.12.5 Indication
NORM - OFF - RESET
The voltage and the current of the generators and the battery are
The position RESET is spring loaded to the position OFF.
indicated on the CPDS. If there is a generator isolated from the
The switch BAT MSTR is a three position toggle switch with the helicopter’s power supply (with the electrical system is active), the
positions: caution GEN DISCON will be displayed in the SYSI / SYS II field of
ON - OFF - RESET the CPDS.
The position RESET is spring loaded to the position OFF. In case of overtemperature the caution GEN OVHT will be displayed
in the SYSI / SYSII field of the CPDS.
1.12.4.2 Location
The switches GEN I, GEN II and BATMSTR are mounted to the switch 1.12.6 Warning Unit Indication
unit in the middle part of the instrument console. The warning indications BAT TEMP and BAT DISCH are integrated in
the warning unit display. In case of battery overtemperature (> 70 °C)
1.12.4.3 Function the indication BAT TEMP comes up at the warning unit.
The position NORM of the switch GEN I/II activates the generator by If the battery operates as power source, it will be discharged. The
the corresponding master box reaching the N1 speed of 50 %. warning BAT DISCH comes up at the warning unit display. Due to
In position OFF, the generators are disconnected from the power a hysteresis of the current sensor, the BAT DISCH warning typically
supply system. appears at a discharge current of approx.10 A.
The position ON of the switch BAT MSTR connects the battery or the
♦ NOTE BAT DISCH may also appear if the voltage of the EPU
EPU via the electrical master box 2 to the power supply system.
is below the voltage of the battery and the battery is
The position OFF disconnects the battery/EPU from the power supply discharged via the ESSENTIAL BUSSES.
system.

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01 – Electrical Systems EC135 Classic

B2
1.12.6 Warning Unit Indication Training Manual

Power Supply ‒ Switches and Indications

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01 – Electrical Systems EC135 Classic

1.13 Bonding System B2
1.13.1 General Training Manual

1.13 Bonding System

1.13.1 General
The helicopter cell constitutes the base of the bonding system. Generator
1, generator 2, battery and external power unit are connected to the
cell via ground connection points. Terminal junctions are connected
to the modules via cables. Depending on the current flow, electrical
equipment is connected either to modules, terminal junctions or the
ground connection point. External power connectors, the battery
and the generators, serving as high current flow components, are
connected to ground connection points. Electrical equipment with a
reduced current flow (e.g. instruments) are connected to modules.

1.13.2 Locations
The following systems are connected via ground connection points:
Tab. 01-15: Ground Connection Points

E 100 Generator 1
E 200 Generator 2
E2 Battery
E1 EPU
The terminal junctions are connected to the frames as follows:
Tab. 01-16: Terminal Junctions

100VV / 200VV Fuselage floor, LH and RH

101VV / 201VV Near frame 1, LH and RH
102VV / 202VV Near frame 7, LH and RH
103VV / 203VV Cabin roof, rear area
Central section of the instrument
104VV / 204VV
console, LH and RH cover

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01 – Electrical Systems EC135 Classic

1.13 Bonding System B2
1.13.2 Locations Training Manual

Bonding System

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01 – Electrical Systems EC135 Classic

1.14 External Power Receptacle B2
1.14.1 General Training Manual

1.14 External Power Receptacle

1.14.1 General
An external power receptacle is installed in the helicopter to connect
an external power unit (EPU). It is protected by a cover. The external
power unit should supply at least 24 VDC. The external power
receptacle is designed to a (short-time) current flow of up to 700 A.
The external power receptacle is installed on the RH side of the
helicopter beyond the lower maintenance step.

1.14.2 Components
The external power receptacle consists of:
–– power connector
–– intercom socket
–– circuit breaker EXT PWR
–– switch EPU DOOR
–– CPDS Indication

1.14.3 Power Connector

A mechanical safety-device prevents the socket from being inserted
incorrectly. The negative pin of the power connector is connected
to the bonding point E1 (connection to the bonding system) via
a conductor rail. The two large pins are used for the negative and
positive poles. The shorter pin (positive, +1) is used for engaging the
electrical master box 2. The current flows over the two large pins, until
the contacts are closed savely.

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01 – Electrical Systems EC135 Classic

1.14 External Power Receptacle B2
1.14.3 Power Connector Training Manual

External Power Receptacle

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01 – Electrical Systems EC135 Classic

1.14 External Power Receptacle B2
1.14.4 Intercom Socket Training Manual

1.14.4 Intercom Socket 1.14.8 Power Supply on Ground

An intercom may be connected to the aircraft intercommunication If power supply on ground is ensured by an external power unit, both
system. It enables the maintenance personnel to communicate with starters/generators and the battery are disconnected (generator relay
persons in the cockpit even during excessive noise levels (e.g. when 1/2 and battery relay are open) from the PRIMARY busbars. They
the engines are running). cannot be connected to these busbars together with the external
power unit.
1.14.5 Circuit Breaker
By means of the circuit breaker the control line for the external 1.14.9 Starting the Engines
power receptacle is activated. When the circuit breaker is pressed, If starting of the engines is effected bymeans of an external power
the electrical master box 2 disconnects the battery and both starter/ unit, both starter/generators serve as starter for the engines, however,
generators from the PRIMARY busbars. On the CPDS the cautions they are disconnected from the helicopter’s power supply system as
BAT DISCON (MISC), GEN DISCON (SYSI/II) are displayed. soon as the engines are running and the starter/generators operate
as generators, i. e. supply current. For starting the external power unit
1.14.6 CPDS Display should supply currents of 500 - 600 A at a nearly constant voltage
The caution EXT PWR indicates that an external power unit is level.
connected and activated. The caution is controlled by the electrical
master box 2. The display EPU DOOR indicates that the cover at the ♦ NOTE Charging the battery with the EPU is not possible.
external power receptacle is open. It is activated by the EPU DOOR
switch. Both displays are integrated in the CPDS and are indicated in ♦ NOTE The battery must be connected prior to the
the MISC area. connection of an EPU (UEPU>UBAT).

1.14.7 Function of the Ext. Power Receptacle

The connection of an external power unit to the helicopter’s power
supply system is controlled by the electrical master box 2. The
following modes are available:
–– power supply on ground
–– starting the engines.cc

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01 – Electrical Systems EC135 Classic

B2
1.14.9 Starting the Engines Training Manual

External Power Receptacle ‒ Function

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01 – Electrical Systems EC135 Classic

1.15 DC Power Distribution B2
1.15.1 Overhead Panel Training Manual

1.15 DC Power Distribution

General 1.15.1.3 Busbars

The DC power distribution system routes the direct current supplied The following busbars route the current to the individual consumers:
by the battery, generators or the external power unit to the individual –– ESSENTIAL busbar 1 (PP10E)
power consumers via several busbars.
–– ESSENTIAL busbar 2 (PP20E)
1.15.1 Overhead Panel –– SHEDDING busbar 1 (PP10S)
–– SHEDDING busbar 2 (PP20S)
1.15.1.1 General Additionally, the following busbars are available at the overhead panel
Busbars and circuit breakers supplying the consumers with current for AC voltage:
are integrated in the overhead panel. Several systems are activated
–– AC busbar 1
and controlled at the overhead panel.
–– AC busbar 2
1.15.1.2 Assembly The essential consumers are connected to the two ESSENTIAL
The overhead console consists of two component brackets. The rear busbars. Further DC power consumers are connected to the
panel contains the components and the front panel the busbars. SHEDDING busbars. Consumers which require AC voltage are
All circuit breakers, switches and rheostats are mounted on the connected to the AC busbars.
front panel. The relays, fixed resistors and all other components are The overhead panel is supplied with DC voltage by the PRIMARY
mounted on the component brackets. busbars 1 and 2 or the BATTERY busbar via the blocking diodes. The
The front panel consists of three parts which each have background BATTERY busbar supplies the ESSENTIAL busbars 1 and 2. Further
lighting and the labelling of the installed circuit breakers, switches and lines coming from the master boxes 1 and 2 supply the SHEDDING
rheostats. busbars 1 and 2.

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01 – Electrical Systems EC135 Classic

1.15 DC Power Distribution B2
1.15.1 Overhead Panel Training Manual

Overhead Console (Example)

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01 – Electrical Systems EC135 Classic

1.15 DC Power Distribution B2
1.15.1 Overhead Panel Training Manual

1.15.1.4 Switch SHED BUS

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

1.15.1.5 Switches BUS TIE I / II

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

♦ NOTE For operation of the RES function (reset) see the

Flight Manual.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Overhead Console ‒ Switches and Controls (Example)

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01 – Electrical Systems EC135 Classic

1.15 DC Power Distribution B2
1.15.2 Circuit Breaker Panel 1 and 2 Training Manual

1.15.2 Circuit Breaker Panel 1 and 2

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

1.15.2.2 Circuit Breaker Panel 1

Circuit breaker panel 1 contains the HIGH LOAD busbar 1 which
is directly supplied with DC voltage from PRIMARY busbar 1 in the
electrical master box 1. It is also equipped with the 28 VDC receptacle
and a connector for the “Inflight Track & Balance” system.
Additionally, some circuit breakers powered by the SHEDDING busbar
1 may also be located at the circuit breaker panel 2.

1.15.2.3 Circuit Breaker Panel 2

Circuit breaker panel 2 contains the HIGH LOAD busbar 2 which
is directly supplied with DC voltage from PRIMARY busbar 2 in the
electrical master box 2.
Additionally, some circuit breakers powered by the SHEDDING busbar
2 may also be located at the circuit breaker panel 2.

1.15.2.4 Locations
The circuit breaker consoles are installed on the LH side and on the
RH side of the cargo bay, respectively.

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01 – Electrical Systems EC135 Classic

B2
1.15.2 Circuit Breaker Panel 1 and 2 Training Manual

Circuit Breaker Panel 1 and 2

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.1 Operation with Battery (Emergency Operation) Training Manual

1.16 Function - Complete System

General 1.16.1.1 Switch Positions

The following operating modes are possible in the DC power system: The switches must be set to the following positions:
–– operation with battery (emergency function) Tab. 01-17: Switch Positions

–– automatic engine starting BAT MSTR ON

–– one generator working NORM/OFF in case of emergency
GEN I
operation
–– generators working in parallel (normal function)
NORM/OFF in case of emergency
–– generators working individually GEN II
operation
–– operation with external power unit (EPU)
SHED BUS NORM
–– connection of SHEDDING busbars 1 and 2
BUS TIE I NORM
–– system reactions due to malfunctions
BUS TIE II NORM

1.16.1 Operation with Battery (Emergency 1.16.1.2 Cautions

Operation) The following cautions are displayed on the CPDS:
The battery supplies the BATTERY busbar with current. Both Tab. 01-18: Cautions
ESSENTIAL and PRIMARY busbars are supplied by this busbar. The SYS I MISC SYS II
HIGH LOAD busbars 1 and 2 and the SHEDDING busbars 1 and 2 GEN DISCON GEN DISCON
are not supplied with current (exception: external hoist).
The warning BAT DISCH is illuminated on the warning panel. 1.16.1.3 Indications
The following electrical values are displayed on the CPDS:
Tab. 01-19: Indications

SYS I SYS II
DC VOLT 24.0 24.0
GEN AMPS 0 0
BAT AMPS current load

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.1 Operation with Battery (Emergency Operation) Training Manual

Operation with Battery

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.2 Automatic Engine Starting Training Manual

1.16.2 Automatic Engine Starting 1.16.2.2 Cautions

The engines can be started by means of the battery or an external The following cautions for the respective engine during the start-up
power unit (refer to operation by means of an external power unit). are displayed on the CPDS:
The battery supplies the PRIMARY busbars 1 and 2 and the Tab. 01-21: Cautions

ESSENTIAL busbars 1 and 2 with current via the BATTERY busbar. To SYS I MISC SYS II
start the engines the starter/generator 1 is supplied with current from GEN DISCON GEN DISCON
the PRIMARY busbar 1, the starter/generator 2 from the PRIMARY STARTER
busbar 2. The engines can only be started successively. When N1
exceeds 50 %, the master box opens the starter relay and closes the
1.16.2.3 Indications
generator relay.
The following electrical values are displayed on the CPDS:
Tab. 01-22: Indications
1.16.2.1 Switch Positions
The switches must be set to the following positions: SYS I SYS II
Tab. 01-20: Switch Positions DC VOLT 24.0 24.0
BAT MSTR ON GEN AMPS 0 0
GEN I NORM BAT AMPS current load
GEN II NORM The warning BAT DISCH illuminates on the warning unit.
SHED BUS NORM
BUS TIE I NORM
BUS TIE II NORM
In addition:
FADEC ON
ENG CONTROL ENG I IDLE/FLIGHT

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01 – Electrical Systems EC135 Classic

B2
1.16.2 Automatic Engine Starting Training Manual

Automatic Engine Starting

For instruction only Iss. July 2018 01 – 91

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.3 Operation with one Generator Training Manual

1.16.3 Operation with one Generator 1.16.3.2 Cautions

The HIGH LOAD busbars 1 and 2 are disconnected from the system. The following cautions are displayed on the CPDS:
The battery is again charged via the BATTERY busbar. Generator Tab. 01-24: Cautions
1 supplies PRIMARY busbar 1 and, via the BUS TIE connection SYS I MISC SYS II
PRIMARY busbar 2 with current. The SHEDDING busbars 1 and 2 GEN DISCON
and the ESSENTIAL busbars 1 and 2 are supplied with current by the
PRIMARY busbar 2.
1.16.3.3 Indications
If the defective generator 2 is operative, it can be connected again (set
The following electrical values are displayed on the CPDS:
GEN II switch first to position RESET, then to NORM).
Tab. 01-25: Indications
Automatic deactivation of the HIGH-LOAD busbars and (optional)
SYS I SYS II
high-current consumers (except Ext. Hoist) prevents overload of the
generator still in operation. DC VOLT 28.6 28.6
GEN AMPS current load 0
1.16.3.1 Switch Positions BAT AMPS charging current, if provided (negative)
The switches must be set to the following positions:
Tab. 01-23: Switch Positions

BAT MSTR ON
GEN I NORM
GEN II NORM/OFF/RESET
SHED BUS NORM
BUS TIE I NORM
BUS TIE II NORM

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01 – Electrical Systems EC135 Classic

B2
1.16.3 Operation with one Generator Training Manual

Operation with One Generator

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.4 Operation with Generators Connected in Parallel Training Manual

1.16.4 Operation with Generators Connected in

Parallel
Both starter/generators operate as power sources and supply current
to their respective PRIMARY busbars, which in turn supply all the
other busbars with current. The battery is charged via the BATTERY
busbar. The system load is shared equally by both generators due to
the connection of PRIMARY busbar 1 to PRIMARY busbar 2, i. e., the
BUS TIE I and II switches are set to NORM.

1.16.4.1 Switch Positions

The switches must be set to the following positions:
Tab. 01-26: Switch Positions

BAT MSTR ON
GEN I NORM
GEN II NORM
SHED BUS NORM
BUS TIE I NORM
BUS TIE II NORM

1.16.4.2 Indications
The following electrical values are displayed on the CPDS:
Tab. 01-27: Indications

SYS I SYS II
DC VOLT 28.6 28.6
GEN AMPS current load current load
BAT AMPS charging current, if provided (negative)
The current load on generator 1 and generator 2 is identical.

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01 – Electrical Systems EC135 Classic

B2
1.16.4 Operation with Generators Connected in Parallel Training Manual

Operation with Parallel Connected Generators

For instruction only Iss. July 2018 01 – 95

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.5 Operation with Separated Generators Training Manual

1.16.5 Operation with Separated Generators 1.16.5.2 Cautions

With the BUS TIE I in the OFF position both PRIMARY busbars are The following cautions are displayed on the CPDS:
disconnected. Each generator supplies the respective PRIMARY Tab. 01-29: Cautions
busbar only and the generator load will be different. Generator 2 SYS I MISC SYS II
additionally charges the battery. BUSTIE OPN
The HIGHLOAD busbars 1 and 2 are disconnected from the helicopter
power supply system. 1.16.5.3 Indications
The following electrical values are displayed on the CPDS:
1.16.5.1 Switch Positions Tab. 01-30: Indications
The switches must be set to the following positions:
SYS I SYS II
Tab. 01-28: Switch Positions
DC VOLT 28.6 28.6
BAT MSTR ON
GEN AMPS current load current load
GEN I NORM
BAT AMPS Charging current, if provided (negative)
GEN II NORM
SHED BUS NORM
BUS TIE I OFF
BUS TIE II NORM
In position NORM the BUS TIE switches are protected by means of a
cover against unintended operation.

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01 – Electrical Systems EC135 Classic

B2
1.16.5 Operation with Separated Generators Training Manual

Operation with Separated Generators

For instruction only Iss. July 2018 01 – 97

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.6 Operation with External Power Unit Training Manual

1.16.6 Operation with External Power Unit 1.16.6.2 Cautions

The electrical master box 2 connects the external power unit to the The following cautions are displayed on the CPDS:
PRIMARY busbar 2. If the BUS TIE I and BUS TIE II switches are Tab. 01-32: Cautions
set to NORM, the PRIMARY busbar 1 is again supplied with current. SYS I MISC SYS II
All other busbars, except the BATTERY busbar, are supplied with BAT DISCON
current by both PRIMARY busbars. The BATTERY relay opens and
the connections between BATTERY busbar and PRIMARY busbar GEN DISCON EXT POWER GEN DISCON
1 and 2 are interrupted. The battery operates still as a backup for EPU DOOR
ESSENTIAL busbar 1 and 2. The battery cannot be recharged by
means of the external power unit. 1.16.6.3 Indications
Both starter/generators are also disconnected from the power supply The following electrical values are displayed on the CPDS:
system, as long as the external power unit supplies current. They can Tab. 01-33: Indications
not be connected. SYS I SYS II
DC VOLT 28.0 28.0
1.16.6.1 Switch Positions GEN AMPS
The switches must be set to the following positions:
BAT AMPS 0
Tab. 01-31: Switch Positions
There is no load indication of the EPU.
BAT MSTR ON
GEN I NORM/OFF ♦ NOTE The voltage of the EPU should be higher than the
GEN II NORM/OFF battery voltage.
SHED BUS NORM
BUS TIE I NORM
BUS TIE II NORM
In addition, the circuit breaker on the external power receptacle must
be activated to enable the external power supply to be connected
through the electrical master box 2.

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01 – Electrical Systems EC135 Classic

B2
1.16.6 Operation with External Power Unit Training Manual

Operation with External Power Unit

For instruction only Iss. July 2018 01 – 99

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.7 Connection of Shedding Busbar 1 and 2 Training Manual

1.16.7 Connection of Shedding Busbar 1 and 2 1.16.7.2 Cautions

Switch SHED BUS controls the power supply of the SHEDDING The following cautions are displayed on the CPDS:
busbars 1 and 2. In position EMER they are constantly supplied with Tab. 01-35: Cautions
current, in position NORM the supply depends on the operational SYS I MISC SYS II
mode of the DC system. In position NORM the switch is protected by GEN DISCON SHED EMER GEN DISCON
means of a cover against unintended operation.
1.16.7.3 Indications
1.16.7.1 Switch Positions
The following electrical values are displayed on the CPDS:
The switches must be set to the following positions: Tab. 01-36: Indications
Tab. 01-34: Switch Positions
SYS I SYS II
BAT MSTR ON
DC VOLT 24.0 24.0
NORM (OFF in case of
GEN I GEN AMPS 0 0
emergency operation)
NORM (OFF in case of BAT AMPS current load
GEN II
emergency operation)
SHED BUS EMER ON
1.16.7.4 Warning Unit
The warning BAT DISCH illuminates on the warning unit.
BUS TIE I NORM
BUS TIE II NORM

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01 – Electrical Systems EC135 Classic

B2
1.16.7 Connection of Shedding Busbar 1 and 2 Training Manual

Additional Switch On of Shedding Busbars 1 and 2

For instruction only Iss. July 2018 01 – 101

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01 – Electrical Systems EC135 Classic

1.16 Function - Complete System B2
1.16.8 Fault Reactions Training Manual

1.16.8 Fault Reactions 1.16.8.3 Defect in the BUS TIE Line

If a defect occurs in the BUS TIE line, i.e. in the connection line
1.16.8.1 PRIMARY Busbar Fails between both systems, the system disconnects it from the PRIMARY
If the PRIMARY busbar 1 fails (e.g. due to a short-circuit), it is busbars and the BATTERY busbar. Both generators supply current
immediately disconnected together with generator 1 from the to the consumers of their system; the battery supplies the BATTERY
BATTERY busbar and the PRIMARY busbar 2. The SHEDDING busbar. The HIGH LOAD / HIGH POWER (except Ext. Hoist) busbars
busbar 1 and the HIGH LOAD busbars 1 and 2 are also disconnected are disconnected from the power supply.
from the respective PRIMARY busbars. The ESSENTIAL busbar 1 The following cautions are displayed on the CPDS:
is supplied with current by the PRIMARY busbar 2 via the BATTERY Tab. 01-39: Cautions
busbar. The battery is charged again via the BATTERY busbar. If SYS I MISC SYS II
PRIMARY busbar 2 fails, the operating mode is identical.
BUS TIE OPN BAT DISCON BUS TIE OPN
The following cautions are displayed on the CPDS:
Tab. 01-37: Cautions
♦ NOTE For operation of the RESET function see the Flight
SYS I MISC SYS II
Manual.
GEN DISCON
BUS TIE OPN

1.16.8.2 Both PRIMARY Busbars Fail

If both PRIMARY busbars fail, only the busbars BATTERY and
ESSENTIAL 1 and 2 are supplied by the battery. All other busbars are
isolated from the power supply.
The following cautions are displayed on the CPDS:
Tab. 01-38: Cautions

SYS I MISC SYS II

GEN DISCON GEN DISCON
BUS TIE OPN BUS TIE OPN

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01 – Electrical Systems EC135 Classic

B2
1.16.8 Fault Reactions Training Manual

Fault Reactions (Ex. Defect Bus Tie Line)

For instruction only Iss. July 2018 01 – 103

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01 – Electrical Systems EC135 Classic

1.17 AC Power System B2
1.17.1 General Training Manual

1.17 AC Power System

1.17.1 General
The AC power system generates 26 V and 115 VAC voltage with
400 Hz each out of 28 VDC voltage. The helicopter is equipped with
one system (SYS 2) or two systems (SYS 2 and SYS 1). The AC
voltages are distributed via busbars and modules.
The alterning voltages are used for navigation instruments and for the
Stability Augmentation System (SAS).

1.17.2 Components
The system 2 of the AC power system consists of the following:
–– static inverter
–– circuit breaker INV 2
–– switch INV 2
–– AC busbar
–– modules
–– CPDS as display unit

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01 – Electrical Systems EC135 Classic

1.17 AC Power System B2
1.17.2 Components Training Manual

AC (400 Hz) Power System

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01 – Electrical Systems EC135 Classic

1.17 AC Power System B2
1.17.1 General Training Manual

1.17.2.1 Static Inverter 1.17.2.4 AC Busbar

The static inverter 2 gets DC voltage from the ESSENTIAL busbar by The AC busbar 1 and 2 are integrated in the overhead panel. They
pushing the circuit breaker INV 2 PWR and closing the INV 2 switch. distribute the AC voltage to their consumers as long as the inverter
It converts the supplied 28 VDC into two AC voltages 26 V and 115 select switch is in the NORM position (2 inverters installed). After a
V with 400 Hz each. The voltages are then stabilized in the static failure of one inverter the remaining inverter can be selected for the
inverter 2. They are distributed to the consumers via modules and the complete AC system by switching to position INV1/INV2.
AC busbar 2.
The static inverter 2 is installed on the RH side behind the interior 1.17.2.5 Modules
paneling behind frame 4. The modules for AC high/low are installed in the cabin roof.

1.17.2.2 Circuit Breaker 1.17.2.6 Cautions

The circuit breaker INV 2 is installed in the overhead panel. If the static inverter 2 is defective, INVERTER is displayed in the SYS
II area of the CPDS.
1.17.2.3 Switch If the inverter operates, it will send a 28 V signal via the fault monitor
The switch INV 2 is installed in the overhead panel. line to the CPDS and the caution INVERTER disappears.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

AC (400 Hz) Power System ‒ Functional Schematic

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01 – Electrical Systems EC135 Classic

1.18 Lighting System B2
1.18.1 Position Lights Training Manual

1.18 Lighting System

General 1.18.1 Position Lights

The helicopter has various standard lighting systems. They can be The position lights helps to identify the position and the flight direction
divided into external and internal lighting systems. of the helicopter.
The system consists of a red light on the port side (LH), a green light
External Lights on the starboard side (RH); both are attached to the vertical stabilizers.
–– position lights A white light faces rearwards and is installed to the vertical fin fairing.
–– anti-collision light The lights are equipped with incandescent bulbs covered by colored
–– fixed landing light / blank glass domes. Newer versions of the H/C are equipped with
LEDs as a source of light.

Internal Lights 1.18.1.1 Power Supply / Operation

–– cockpit lighting The position lights are supplied with electrical power from the
–– instrument lighting shedding bus 1 via the circuit breaker POS LT and the switch POS on
–– passenger compartment lighting the overhead console.
–– cargo compartment lighting
Each system is described hereafter in detail.

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01 – Electrical Systems EC135 Classic

1.18 Lighting System B2
1.18.1 Position Lights Training Manual

Position Lights

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01 – Electrical Systems EC135 Classic

1.18 Lighting System B2
1.18.2 Anti-Collision Light Training Manual

1.18.2 Anti-Collision Light

1.18.2.1 General
The anti-collision light is a strobe light covered by a red glass and
alerts other aircrafts about the presence of the helicopter, even in
adverse weather conditions.
A power supply which is integral with the light provides the light with
pulsed voltage, enabling it to flash at approx. 40 - 60 times per minute
while at the same time preventing pulse loading of the aircraft electrical
system. The light is enclosed by a red glass cover.

1.18.2.2 Power Supply / Operation

The anti-collision light is supplied with electrical power from the
essential bus 2 via the circuit breaker A-COLL and the switch A-COLL
on the overhead console.

♦ WARNING The electrical connection itself is still live with

high voltage after the voltage supply has been
disengaged. Therefore do not loosen electrical
connection for at least 15 minutes after switching
off the anti-collision light.

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01 – Electrical Systems EC135 Classic

B2
1.18.2 Anti-Collision Light Training Manual

Anti-Collision Light

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01 – Electrical Systems EC135 Classic

1.18 Lighting System B2
1.18.3 Landing Light Fixed in Nose Cover or mounted on the Cross Tube Training Manual

1.18.3 Landing Light Fixed in Nose Cover or

mounted on the Cross Tube

1.18.3.1 General
To illuminate the landing area of the helicopter at night, a 250 W fixed
landing light is installed to the nose cover.
The light is relocated to the RH or LH side of the forward crosstube in
case nose installation is not possible, e.g. if the helicopter is equipped
with weather radar.

1.18.3.2 Power Supply / Operation

The fixed landing light is supplied with electrical power from the
essential bus 2 via the circuit breaker LDGLT on the overhead console
and the switch LDG LT installed to the control panel of the pilot and
copilot collective lever.
If the light is switched on the advisory LDG LIGHT in the CAD
illuminates.

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01 – Electrical Systems EC135 Classic

B2
1.18.3 Landing Light Fixed in Nose Cover or mounted on the Cross Tube Training Manual

Landing Lights

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01 – Electrical Systems EC135 Classic

1.18 Lighting System B2
1.18.4 Cockpit Lighting Training Manual

1.18.4 Cockpit Lighting

1.18.4.1 General
A cockpit light is installed left hand side mounted against the center
post. Besides the function as a crew reading light, it can also be used
to provide emergency lighting for the instrument panel. The light is
turned on via a switch which is integral with the light case. The width
of the light cone can be set by rotating the case. The direction of the
cone of light can be changed by adjusting the case.

1.18.4.2 Power Supply / Operation

The reading light is supplied with electrical power from essential bus 2
via the circuit breaker CKPT LT. In order to switch the reading light on,
the front dimmer/switch ring (front small) has to be turned out of his
“OFF” position by overcoming a resistance, increasing the intensity is
done be turning the ring further.
To change the focus of the reading light the rear ring (large ring) can
be turned.

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01 – Electrical Systems EC135 Classic

B2
1.18.4 Cockpit Lighting Training Manual

Cockpit Light

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01 – Electrical Systems EC135 Classic

1.18 Lighting System B2
1.18.5 Instrument Lighting Training Manual

1.18.5 Instrument Lighting

1.18.5.1 General
The instrument lighting system installed to the helicopter helps to read/
identify instruments and equipment during flights with reduced daylight
and night flights. At the same time it prevents glaring by reducing light
intensity on indication screens and warnings.

1.18.5.2 Power Supply / Operation

The instrument lighting system is supplied with electrical power from
the Light Dimming Power Supply which is connected to the essential
bus via the circuit breaker INSTR LT. The Light Dimming Power
Supply is installed below the floor panel. The units provide 28 V and
5 V output.
The system will be controlled with the switch INSTR LIGHT on the
overhead console. The intensity of the lighting can be adjusted via
the potentiometer INSTR LIGHT on the overhead console. Turning
this potentiometer from LO to HI will increase the intensity of the
illuminated display buttons and all instrument/inscription lights, the
overhead panel inscription light is not adjustable.

♦ NOTE The standby horizon has its own, independent

instrument illumination.

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01 – Electrical Systems EC135 Classic

B2
1.18.5 Instrument Lighting Training Manual

Instrument Lighting

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01 – Electrical Systems EC135 Classic

1.18 Lighting System B2
1.18.6 Passenger and Cargo Compartment Lighting Training Manual

1.18.6 Passenger and Cargo Compartment Lighting

1.18.6.1 General
All passenger seats are provided with a light which the occupant can
switch on and off as desired. The cargo compartment area is also
illuminated by a light with an integral switch.

1.18.6.2 Locations
The seat lights of the forward row of seats together with their associated
switches are mounted alongside each other in a common housing
located in the center of the roof above the middle seat of the row. The
seat lights and their associated switches for the two seats in the aft
row are situated above the respective seat.
The cargo compartment light and the associated switch are installed
in the interior fairing RH side of the cargo compartment.

1.18.6.3 Power Supply / Operation

With the switch PAX/CARGO at the overhead panel in NORM position,
power from the shedding bus 2 is supplied to the system through
circuit breaker PAX/CARGO. This condition enables each light to be
switched on separately via its respective switch.
When switch PAX/CARGO is set to ON, all the passenger seat lights
and the light in the cargo compartment will illuminate irrespective of
their individual switch positions. If the switch PAX/CARGO is set to
OFF, all of these lights will extinguish.

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01 – Electrical Systems EC135 Classic

B2
1.18.6 Passenger and Cargo Compartment Lighting Training Manual

Passenger and Cargo Compartment Lighting

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01 – Electrical Systems EC135 Classic

1.19 Pitot-Static System B2
1.19.1 Introduction Training Manual

1.19 Pitot-Static System

General 1.19.1.1 Locations

The purpose of the pitot-static system is to sense the total and the The pitot tube of pilot's system is located on the forward RH side of
static pressure of the ambient air on the helicopter during flight. the fuselage and the pitot tube of co-pilot’s system is located on the
The airspeed and barometric height of the helicopter, derived the forward LH side of the fuselage.
differential between the total and static pressures of the ambient air The static ports are located one on each side of the aft end of the
are calculated by the air data unit and indicated on displays. fuselage. The static selector valve is located on the RH side of the
Also the airspeed and barometric height of the helicopter are shown center part of the instrument panel.
on additional backup instrument(s). The hose lines are located mainly in the floor area of the fuselage and
A number of drain ports are provided to remove water from the lines. in the area of the instrument panel. The air data units are installed in
The pitot tubes have a heating element installed to prevent the the LH (ADU 1) and RH (ADU 2) side channels. The TTPU1 and 2
formation of ice. Additionally the static ports can also have a heating are installed between the forward access cover and the forward cross
element installed. tube on the LH and RH side respectively.
The standby airspeed indicator and barometric altimeter are located in
1.19.1 Introduction the center console of the instrument panel.
The pitot-static system consists of:
–– Two digital Air Data Computer (e.g. ADU3000/3200)
1.19.1.2 Equipment Power
The power source for the ADC1 and 2 are the AVIONIC ESS BUS 1
–– Two Total Temperature Probe Units (TTPU)
and 2.
–– Static selector valve (only pilot’s side)
–– Two Pitot tubes)
–– 4 static ports (2 for the pilot and 2 for the co-pilot)
–– Hose lines
–– One barometric altimeter and one speed indicator as
backup.

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01 – Electrical Systems EC135 Classic

1.19 Pitot-Static System B2
1.19.1 Introduction Training Manual

Pitot and Static System - Location

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01 – Electrical Systems EC135 Classic

1.19 Pitot-Static System B2
1.19.1 Introduction Training Manual

1.19.1.3 ADU3000/3200 1.19.1.6 Pitot tube

The ADU is electronic equipment connected via pressure hose lines The pitot tube measures the total pressure of the ambient air on the
to the pitot-static system. Also the ADU is electrically connected to helicopter. The pitot tubes have a heating element installed. Also the
the Total Temperature Probe Unit and to the Instrument Control Panel probe has the external drain hole(s).
for the barocorrection (QNH/QFE). The ADU computes the flight
monitoring parameters, which are then transmitted to the user systems 1.19.1.7 Static ports
over ARINC 429 digital link. The ADU consists of a rectangular housing The static pressure ports sense the static pressure outside the
with no control or display devices. helicopter. The static ports are interconnected so as to balance out
The equipment does not require any air cooling. dynamic pressure effects resulting from any yawing or sideslip motion
of a helicopter.
♦ NOTE With the EC135 T2+ and P2+, the RH Air Data
Computer is installed to provide speed signals for 1.19.1.8 Hose Lines
the HIGH NR system. The hose lines interconnect the pitot tube, static ports and static
selector valve as well as the standby instruments and air data
1.19.1.4 Total Temperature Probe Unit TTPU computers. Incorporated in the hose lines are a number of system
The TTPU determines the temperature of the ram-air passing through drainage ports for the elimination of water that may enter the system
the inlet port and onto a measurement sensor. The measurement as a result of condensation, rain, snow, etc.
sensor consists of a platinum element the resistance of which changes
in accordance with the temperature. The resulting electrical current
flow is used in the ADU for computation of further temperatures and
other parameter e.g. True Air Speed (TAS).
Each ADC is equipped with one temperature sensor.
The both TTPU have special covers which protected units from its
damages due to operations or handling.

1.19.1.5 Static Pressure Selector Valve

The static pressure selector valve changes the static pressure (STATIC
PRESSURE) of the ambient air of the helicopter to the cabin pressure
(ALTERNATE SOURCE).

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01 – Electrical Systems EC135 Classic

1.19 Pitot-Static System B2
1.19.1 Introduction Training Manual

Pitot and Static System - Location

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01 – Electrical Systems EC135 Classic

1.19 Pitot-Static System B2
1.19.2 Standby Speed Indicator Training Manual

1.19.2 Standby Speed Indicator 1.19.2.2 Standby Altimeter

The air speed indicator measures the actual speed of the helicopter The altimeter measures static pressure changes in the atmosphere via
relative to the surrounding air (Indicating Air Speed). It is integrated in an aneroid capsule. These static pressure changes are equivalent to
the upper part of the instrument panel. changes in altitude. It is integrated in the upper part of the instrument
panel.
1.19.2.1 Operation
A membrane capsule for the pitot and the static pressure transmits the 1.19.2.3 Operation
motion to a gear, which is connected to the pointer of the instrument. An aneroid capsule for the static pressure transmits the motion to a
The pointer indicates the pressure difference between total and static gear, which is connected to the pointers of the instrument. The pointer
pressure. The air speed indicator is connected to the co-pilot’s side of indicates the static pressure. The altimeter indicator is connected to
the pitot-static system. the co-pilot’s side of the pitot-static system.
The indication range is calibrated from 0 to 180 knots with an interval The scale is marked in feet. The pointer indicates 1000 feet per
of 5 knots. revolution on a scale calibrated at intervals of 20 feet. The counter
The airspeed indicator integral light is supplied by ESS BUS 2 via has three moving drums, which show tens of thousands, thousands
10A circuit breaker INSTR LT and is controlled by the INSTR LIGHTS and hundreds of feet. The barometric-counter indicates the pressure
switch installed on the overhead panel. as four digits as dual baro in mbar/inHg.
The altimeter integral light is supplied by ESS BUS 2 via 10A circuit
breaker INSTR LT and is controlled by the INSTR LIGHTS switch on
the overhead panel.

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01 – Electrical Systems EC135 Classic

B2
1.19.2 Standby Speed Indicator Training Manual

Standby Altimeter and Speed Indicator

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01 – Electrical Systems EC135 Classic

1.19 Pitot-Static System B2
1.19.3 Pitot-Static System - Operation Training Manual

1.19.3 Pitot-Static System - Operation 1.19.3.2 Heating system

On the pilot's side, the static pressure passes from the static ports With the switch PIT/STATIC HTR in the overhead panel the electrical
through the static pressure selector valve to the air data unit ADU2. heating for the pitot tubes and the static ports can be activated. There
The total pressure passes from the pitot tube to the air data unit ADU2. are two different versions for the indication in the cockpit:
The drain ports in the static pressure lines and in the pitot pressure –– Version 1: A yellow caution appears in the respective field of
line provide drainage in the pilot's system. the CPDS if the heating is switched off.
In case of the static line problem (e.g. blockage) moving the static –– Version 2: A yellow caution appears in the respective field of
pressure selector valve from the position STATIC PRESSURE to the CPDS if the heating is switched off.
position ALTERNATE SOURCE connects the cabin static pressure to
the ADC2. A green advisory appears if the heating is switched on (SW 2003).
On the co-pilot’s side, the static pressure passes from the static ports For the dual pitot/static system two heating systems with two switches
to the standby altimeter, the airspeed indicator and to the air data unit are installed.
ADU1. The total pressure passes from the pitot tube to the airspeed
indicator and to the air data unit ADU1. The drain ports in the static 1.19.3.3 Maintenance
pressure lines and in the pitot pressure line provide drainage in the During the maintenance the following action concerning the Pitot and
co-pilot’s system. Static system is necessary:
–– Inspection
1.19.3.1 System Activation –– Cleaning
1. Make sure the protective covers are removed from the pitot tubes –– Leakage and functional test
and static ports.
–– Display accuracy test
2. Push in appropriate circuit breakers.
3. Toggle the AVIONIC MASTER switches to the “ON” position. All tests have to be performed in accordance with the MSM and AMM.
For the leakage, functional and display accuracy test the pitot–static
4. Observe speed and altitude parameters on the PFDs. If it is
test equipment (e.g. Druck ADTS-505) mast be used.
necessary adjust barocorrection on the ICP
The correct function of the ADUs can be checked with an ARINC429
data bus analyzer by setting of the appropriated labels mentioned in
the AMM.

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01 – Electrical Systems EC135 Classic

B2
1.19.3 Pitot-Static System - Operation Training Manual

Pitot and Static Pressure System (FCDS)

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01 – Electrical Systems EC135 Classic

1.20 Switch Unit B2
1.20.1 Engine Control Switches Training Manual

1.20 Switch Unit

General 1.20.2 DC Power Control Switches

A number of switches are arranged in the switch unit. They are In the lower row of the switch unit the DC power control switches are
provided for: installed. These are:
–– engine control (upper row) –– two switches (GEN I, GEN II) for generator control with the
–– DC power control (lower row) positions NORM-OFF-RESET
–– one switch BAT MSTR to control the power supply from the
battery and from an external power source with the positions
1.20.1 Engine Control Switches
ON-OFF-RESET.
For starting the engines two switches for each engine are provided:
–– FADEC-switch (positions OFF-ON) to power the respective
♦ NOTE NOTE The switch BAT MSTR must be in Position
engine electronic system.
“ON”, even when the helicopter is supplied by an
–– ENGINE 1/2 start switches (positions OFF-IDLE-FLIGHT) for EPU.
automatic engine start and FADEC controlled governing in
ground idle or flight idle RPM.
To prevent inadvertent operation of the Engine Control Switch, the
switch has to be pulled out of a detent, and placed in the desired
position. As a secondary safety procedure, two switch guards are
installed to prevent unintended placement in the IDLE and OFF
position.

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01 – Electrical Systems EC135 Classic

1.20 Switch Unit B2
1.20.2 DC Power Control Switches Training Manual

Switch Unit

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01 – Electrical Systems EC135 Classic

1.21 Warning Unit B2
1.21.1 Power Supply Training Manual

1.21 Warning Unit

General 1.21.3 Warning Indications

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

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01 – Electrical Systems EC135 Classic

1.21 Warning Unit B2
1.21.3 Warning Indications Training Manual

Warning Unit

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01 – Electrical Systems EC135 Classic

1.21 Warning Unit B2
1.21.1 Power Supply Training Manual

1.21.3.1 AP. A. TRIM ♦ NOTE BAT DISCH may also appear if the voltage of the EPU
The warning AP. A. TRIM indicates a failure of the autopilot system. It is below the voltage of the battery and the battery is
is illuminated for 10 seconds. The signal is triggered by the autopilot discharged via the ESSENTIAL BUSSES.
computers.
1.21.3.5 XMSN OIL P
1.21.3.2 Rotor RPM The red indication XMSN OIL P comes on when both oil pressure
The ROTOR-RPM warning monitors a total of three limit values. It values in the main gearbox are below 0.5 bar.
reacts in various ways depending on which limit value is exeeded or
gone below. 1.21.3.6 CARGO SMOKE
–– rotor RPM < 95 % (<97 % T2(+) / P2(+)) The red indication CARGO SMOKE appears, when there is a signal
A steady red indication of ROTOR RPM and a pulsed tone is from the smoke detector in the rear cargo compartment (optional).
generated. (The pulsed tone can be switched off with AUDIO
RES.) 1.21.3.7 FIRE-Warning with EMER OFF SW Switch
–– rotor RPM ≥106 % The warning unit consists of the fire warning logic circuit and FIRE
The red indication ROTOR RPM flashes and a gong can be indication with switch EMER OFF SW 1 and ACTIVE-indication resp.
heard. (The gong can be switched off with AUDIO RES.) FIRE indication with switch EMER OFF SW2 and ACTIVE-indication.
The fire warning logic circuit displays individual firewarnings for
–– rotor RPM ≥112 % engine 1 and engine 2 and if necessary activates the fire extinguisher
The red indication ROTOR RPM flashes and a continuous system. Operation of the switch EMER OFF SW 1 cuts the fuel supply
tone is generated. (The tone cannot be switched off) to engine 1 and the ACTIVE indication illuminates. Switch EMER OFF
SW 2 cuts the fuel supply to engine 2.
1.21.3.3 BAT TEMP
The red indication BAT TEMP comes on when there is a battery
1.21.3.8 N1 RPM Monitoring
overtemperature detected (above 70 °C). The N1 RPM is monitored for both engines separately. If the speed
drops below 50 % signals are sent to the CPDS and
1.21.3.4 BAT DISCH –– the ENG FAIL caution is triggered
The red indication BAT DISCH comes on, when the battery is –– the bleed air is switched off
discharged with more than 10 ampere. –– the fire extinguisher system is activated, if a fire warning is
evident.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Warning Unit

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01 – Electrical Systems EC135 Classic

1.21 Warning Unit B2
1.21.1 Power Supply Training Manual

1.21.3.9 LOW FUEL Warning

A LOW FUEL warning is triggered by one of the sensors in the –– Gong
respective chamber of the supply tank. The gong is generated every three seconds and can be
suppressed. The gong is activated as soon as any warning
1.21.3.10 Audio Warnings light illuminates or the LIMIT indication appears on the FLI.
There are four kinds of audio warnings. They have different priority In the case of ROTOR RPM only if the value of 106 % is
and some of them can be suppressed by the switch CDS AUDIO RES exceeded (P3,T3 107,5 %).
(located at the cyclic stick). But they recommence indicating with each –– Warning bell
new malfunction indication. The following exist in order of priority:
Can be suppressed and is activated by fire warning.
–– Continuous tone
The continuous tone has a frequency of approx. 2400 Hz ♦ NOTE When there is a rotor RPM warning simultaneously
and cannot be suppressed. This tone is only activated by the with a fire warning, the warning unit produces the
signal ROTOR RPM ≥ 112 %. acoustic warning signal for rotor RPM ≥ 112 % and
–– Pulsed tone < 95 % P1, T1; < 97 % P2, T2, P2+, T2+, P3,T3. only.
The pulsed tone has a frequency of approx. 600 Hz and is
generated with a 5 Hz rhythm. It can be suppressed. The
pulsed tone is activated when ROTOR RPM is: < 95 % P1,
T1; < 97 % P2, T2, P2+, T2+, P3,T3

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Warning Unit ‒ Adjustment

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01 – Electrical Systems EC135 Classic

1.22 Fire Warning System B2
1.22.1 Components Training Manual

1.22 Fire Warning System

General 1.22.4 Function

Each engine is equippedwith its own independent fire warning system. The following describes the functioning of the no.1 engine fire warning
The systems consist of 2 thermal switches per engine, installed in system. The no. 2 engine fire warning system functions in the same
the designated fire zones, and visual and audio warning devices in way.
the cockpit. System function can be checked for continuity by test The test switch FIRE E/W 1 is set to OFF and circuit breaker FIRE-D
switches in the overhead panel. ENG I is depressed.
The no.1 engine electrical fire warning logic circuitry located in the
1.22.1 Components warning unit is supplied with 28 VDC power from the ESSENTIAL-
The fire warning system consists of the following: Busbar PP 10E.
–– 2 fire detectors per engine If overheating is detected on the engine, the respective fire detector
–– 2 fire warning lights (combined with the EMER OFF SW completes the circuit to ground via test switch (OFF-Position) and the
I/II) fire warning logic circuitry. The warning caption
–– test switches FIRE E/W 1, FIRE E/W 2 –– FIRE I
–– circuit breaker FIRE-D ENG I, FIRE-D ENG 2 on the pushbutton indicator EMER OFF SW 1 in the warning unit
illuminates.
1.22.2 Locations At the same time, the circuit to the AUDIO control unit is completed
The fire detectors are located beneath the starter-generator and and an alarm bell sounds in the pilot’s headset.
beneath the combustion chamber casing.

1.22.3 Trigger Temperatures

Tab. 01-40: Trigger Temperatures

TM PW
Reduction Gearbox 210 °C 204 °C
Power Turbine 271 °C 260 °C

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01 – Electrical Systems EC135 Classic

1.22 Fire Warning System B2
1.22.4 Function Training Manual

Fire Detectors ‒ Locations

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01 – Electrical Systems EC135 Classic

1.23 Fire Extinguishing System (Example Single Bottle System) B2
1.23.1 Components Training Manual

1.23 Fire Extinguishing System (Example Single Bottle System)

General 1.23.2 Function

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

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01 – Electrical Systems EC135 Classic

1.23 Fire Extinguishing System (Example Single Bottle System) B2
1.23.2 Function Training Manual

Fire Extinguisher System ‒ Locations

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01 – Electrical Systems EC135 Classic

1.23 Fire Extinguishing System (Example Single Bottle System) B2
1.23.3 Conditions Training Manual

1.23.3 Conditions 1.23.4 System Test

Two conditions are necessary to activate the fire extinguishing system: Two switches installed in the overhead panel allow to test the fire
–– fire warning caption FIRE on (signal from fire detector) warning system as well as the fire extinguisher system for serviceability.
The switches are 3-position toggle switches.
–– N1 of the respective engine < 50 %
The following positions and functions are available:
When the two conditions are fulfilled a relay controlled by the N1 RPM –– OFF:
control unit will be closed, causing activation of the fire extinguishing
No test function, fire warning and extinguisher system is
bottle by means of a explosive cartridge separately for LH or RH side.
armed
The extinguishing agent will be released to the respective engine
compartment via tubes and nozzles. –– EXT:
As a result FIRE EXT caution will illuminate on CPDS caution display Fire extinguisher system will be tested. CPDS caution FIRE
SYS I/II to inform the crew that the fire extinguisher was used and the EXT will come on together with MASTER CAUTION
bottle is empty. –– EXT/WARN
If one of the conditions is not fulfilled only the fuel shut-off valve closes
CPDS caution FIRE E TST comes on, FIRE EXT remains on.
when the EMER OFF SW switch (FIRE) is released.
Additionally the fire warning circuit will be tested. Respective
With SN 956 the switching logic of the fire extinguishing system has FIRE caption will come on together with the audio warning
changed. Now three conditions are neccessary to activate the fire bell.
extinguishing system:
The switches are spring loaded between the positions EXT and EXT/
–– fire warning caption FIRE on (signal from fire detector) WARN. They must be switched back to the OFF position manually.
–– N1 of respective engine < 50 %
–– EMER OFF SW switch released ♦ NOTE The weight of the bottle must be checked according
to national regulations, but at least every 5 years.

♦ NOTE For the test procedure, follow exactly the description

in the Flight Manual.

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01 – Electrical Systems EC135 Classic

B2
1.23.4 System Test Training Manual

Fire Warning and Extinguishing System

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01 – Electrical Systems EC135 Classic

1.24 Instrument Panel B2
1.24.1 System Components Training Manual

1.24 Instrument Panel

General 1.24.1.2 RH Section

The instrument panel contains most of the instruments and some The RH section of the instrument panel contains the displays for
of the control units installed in the helicopter. The configuration of flight control and navigation. A number of switches may be provided
the instrument panel varies according to operators needs and the for controlling the radio/navigation system. A nozzle is provided for
associated equipment. regulating fresh air supply.

1.24.1 System Components 1.24.1.3 LH Section

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

1.24.1.1 Center Console

The center console of the instrument panel contains the CDS (Cockpit
Display System) or the CPDS (Central Panel Display System), the
warning unit and analog back up instruments to display system/engine
conditions. A chronograph is also included. A number of switches for
engine and electrical system operation are located on the center
console, too.

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01 – Electrical Systems EC135 Classic

1.24 Instrument Panel B2
1.24.1 System Components Training Manual

Instrument Panel (CPDS, FCDS)

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.1 CAD (Caution and Advisory Display) Training Manual

1.25 Central Panel Display System (CPDS)

General 1.25.4 Circuit Breakers

The Central Panel Display System is an electronic indicating system The CAD and the VEMD are supplied with voltage, each via two circuit
and presents various parameters of the onboard systems on three breakers, from the ESSENTIAL busbars 1 and 2. The circuit breakers
screens. are arranged in the overhead panel.

1.25.1 CAD (Caution and Advisory Display) 1.25.5 CDS/AUDIO RES Switch
The CAD displays cautions, advisory messages and fuel system The CDS/AUDIO RES switch is used by the pilot and copilot to
indications. If the VEMD fails, the CAD can take over and display acknowledge displayed cautions. It has the same function as the
selected parameters from it. SELECT key on the CAD. The switch is installed in the grip of the
The display instrument of the CAD consists of a color screen, integrated pilot’s cyclic stick and, if dual controls are installed, one is also installed
in the left-hand side of the center section of the instrument panel. in the copilot’s cyclic stick grip.

1.25.2 VEMD (Vehicle and Engine Monitoring 1.25.6 Voltage Adjusting Element
Display) An adjusting element for each voltage indication of the VEMD is
The VEMD displays engine and dynamic system parameters. In integrated in the sensor units, mounted to the inner side of the bottom
addition, it can present data relating to onboard systems (e.g. aircraft shell, accessable through the forward access panel. With the adjusting
electrical system, autopilot) and to optional equipment (e.g. cargo element the voltage reading on the VEMD can be corrected.
hook).
1.25.7 Maintenance Connector
If the CAD fails, the VEMD displays selected CAUTIONs. The duplex
configuration of the VEMD provides redundancy so that two processing Two maintenance connectors are mounted to the rear part of the
modules are each individually capable of taking over all tasks. slanted console (SN 218 and up).
Both the VEMD screens are installed on the right-hand side of the
1.25.8 CPDS OVHT Caution
center section of the instrument panel.
The CPDS OVHT caution is triggered by a temperature switch in the
1.25.3 Test Switch instrument panel between 51 and 55 °C. If the temperature exceeds
42 °C the vent blower will be switched on automatically in order to
The test switch triggers the CPDS to display the test page with the
avoid an overtemperature situation.
complete color spectrum and the software version.

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.8 CPDS OVHT Caution Training Manual

CPDS ‒ Locations

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.9 Color Code Ranges and their Meaning Training Manual

1.25.9 Color Code Ranges and their Meaning 1.25.11 VEMD Operation
The range of colors used for displays on the screens of the CPDS The VEMD is operated by the following keys located on the front panel
covers different colors in addition to black and white. Each individual of the display monitor:
color has a specific significance. Tab. 01-43: VEMD Operation
Tab. 01-41: Color Code Ranges and their Meaning Key Function
Black Background, text on colored background Switches upper screen and processing module 1
OFF 1
White Scales, display arrows (pointers), numbers, etc. on/- off
Yellow Limits, defect symbols, cautions Switches lower screen and processing module 2 on/
OFF 2
Red Limits, warnings off
Green Advisories Scrolls to next page, depending on operating mode
SCROLL
and status
Cyan Tech. units, selections, demarcations etc.
Initiates return to normal screen display or to
Blue Fuel quantity level
RESET previously displayed page (depending on the
operating mode)
1.25.10 CAD Operation
SELECT Selects a particular data field
The CAD is operated by the following keys in the front panel:
Tab. 01-42: CAD Operation +/‒ Input of changes to data field
Key Function Acknowledges selection of a data field or a data
ENTER
entry to a data field
OFF Switches CAD on/off
Increases brightness of screen by continuous
Selects different screen pages (e.g. second page BRT +
SCROLL adjustment
with cautions)
Decreases brightness of screen by continuous
SELECT Acknowledges new cautions BRT ‒
adjustment
BRT + Increases brightness of screen
BRT ‒ Decreases brightness of screen

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01 – Electrical Systems EC135 Classic

B2
1.25.11 VEMD Operation Training Manual

CPDS

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.12 Function of the CPDS Training Manual

1.25.12 Function of the CPDS 1.25.12.2 Switch-on Sequence (Power up)

The CAD and VEMD are powered by two independent power supplies The CPDS is activated as soon as the aircraft electrical system is
each. Their respective circuits are protected by two circuit breakers energized on the ground. An internal self-test and an external self-test
each. As both are connected to ESSENTIAL busbars 1 and 2, their are run to establish the functional integrity of the CPDS:
operational integrity is ensured if one of the busbars should fail. While the internal self-test is running, the message TEST IN
PROGRESS will be displayed on the CAD/VEMD and the soft- and
1.25.12.1 Status of the CPDS hardware is checked.
The CPDS distinguishes between GROUND and FLIGHT status After the internal self test is passed, the external self test is performed.
according to the following parameters: While the presence of the following parameters is verified themessage
GROUND Status: EXTERNAL SELF TEST IN PROGRESS will be displayed on the
–– N1 RPM engine 1 and engine 2 < 50 % CAD/VEMD.
Tab. 01-44: External Test
–– XMSN oil pressure < 1 bar
SYS I MISC SYS II
FLIGHT Status: ENG CHIP CT TRGB CHP CT ENG CHIP CT
–– N1 RPM engine 1 or engine 2 > 50 % ENG OF CT XMSN CHP CT ENG OF CT
–– XMSN oil pressure > 1 bar F FILT CT XMSN OT CT F FLT CT
–– collective lever position (CLP) > 28.5 % (Turbomeca) or During the external test, the wiring of certain sensors is checked with
> 17 % (Pratt&Whitney). a continuity test (CT). If a failure occurs, the respective sensor is
displayed on the CAD as a caution with CT as a supplement.

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01 – Electrical Systems EC135 Classic

B2
1.25.12 Function of the CPDS Training Manual

Functional Schematic CPDS

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.12 Function of the CPDS Training Manual

1.25.12.3 Functional Integrity Test flash with a yellow bar, above and below. This message has to be
After the external self-test the functional integrity of the peripheral acknowledged by the CDS/AUDIO RES or the select button.
assemblies is tested. (INP-Test; INP=Input). After the test has run, the
following cautions will be displayed on the CAD: 1.25.12.4 Test Pattern
Tab. 01-45: Cautions If the switch TEST CDS/WARN UNIT is set to position CDS, a test
SYS I MISC SYS II pattern appears with Cyclic Redundant Code (CRC), part number and
configuration file number.
ENG FAIL+ F PUMP AFT** ENG FAIL+
ENG OIL P+ F PUMP FWD** ENG OIL P+ 1.25.12.5 Cyclic Redundant Code
FADEC FAIL* EPU DOOR FADEC FAIL* Check sum for the configuration file deviations (manufacturer only).
FUEL PRESS+ BAT DISCON FUEL PRESS+
HYD PRESS+ EXT POWER HYD PRESS+ 1.25.12.6 Part Number
XMSN OIL P+ XMSN OIL P+ Last two digits of the part number identify the software version.
GEN DISCON+ GEN DISCON+ Example:
INVERTER*** INVERTER*** B19030GB10 corresponds to software version V2010.
PITOT HTR PITOT HTR For the EC135 P3/T3 the software version V2012 is required.
FLI FAIL* FLI FAIL*
* only when the FADEC is switched off
1.25.12.7 Configuration File
All software versions are delivered with a basic configuration file.
** only when the fuel pumps are switched off
Necessary changes (e.g. after installation of optional equipment)
*** only if the respective system is installed might require the upload of a customized configuration file delivered
+ only these cautions trigger the INP FAIL, if they are not active during by Airbus Helicopters.
the test. Example:
If an error occurs during the test, INP FAIL will appear at the bottom Customized configuration files L316M30S0001
edge of column MISC and a yellow bar above and below the respective
caution will flash. The corresponding caution will appear on the CAD. ♦ NOTE The CPDS description shows the latest standards.
After 8 seconds, the ACK NEEDED prompt is displayed on the upper Major changes with part numbers and serial
VEMD screen. In case of a malfunction the respective caution will numbers are shown in an overview page at the end
of the CPDS description.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Test Pattern (Example Software Version V2010)

For instruction only Iss. July 2018 01 – 151

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Intentionally left blank

For instruction only Iss. July 2018 01 – 152

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01 – Electrical Systems EC135 Classic

B2
Training Manual

CPDS-Architecture for N1(∆N1), TOT, TQ

For instruction only Iss. July 2018 01 – 153

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.13 CPDS Modes Training Manual

1.25.13 CPDS Modes 1.25.14 CAUTION / FUEL - Page

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

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01 – Electrical Systems EC135 Classic

B2
1.25.14 CAUTION / FUEL - Page Training Manual

CAD - CAUTION / FUEL Page

For instruction only Iss. July 2018 01 – 155

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.13 CPDS Modes Training Manual

1.25.14.1 CPDS Cautions Tab. 01-46: CPDS Cautions

The following CPDS cautions can be displayed on the CAD or VEMD. No. SYS I/II MISC
(Example list. Refer to approved rotorcraft FLM). 1. FLI DEGR XMSN CHIP
2. FLI FAIL TRGB CHIP
3. ENG FAIL XMSN OIL T
4. ENG OIL P ROTOR BRK
5. ENG CHIP TRGB CHP CT
6. FADEC FAIL XMSN CHP CT
7. FUEL PRESS F PUMP AFT
8. FUEL FILT F PUMP FWD
9. ENG O FILT F QTY FAIL
10. IDLE F QTY DEGR
11. ENG MANUAL EPU DOOR
12. TWIST GRIP BAT DISCON
13. FUEL VALVE EXT POWER
14. FADEC MINR (only PW) SHED EMER
15. DEGRADE (only TM) XMSN OT CT
16. REDUND (only TM) INP FAIL
17. PRIME PUMP YAW SAS
18. HYD PRESS HTG OVTEMP
19. XMSN OIL P T1 MISCMP (TM only)
20. OVSP P0 MISCMP (TM only)
21. GEN OVHT CAU DEGR
22. GEN DISCON CAD FAN
23. INVERTER VEMD FAN
24. BUSTIE OPN CPDS OVHT

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01 – Electrical Systems EC135 Classic

B2
Training Manual

No. SYS I/II MISC

FUEL
25. STARTER
(SW 2001 B and up)
26. ENG CHP CT
27. ENG OF CT
28. F FILT CT
29. PITOT HTR
30. F VALVE CL
ENG EXCEED
31.
(T2, T2+, P2, P2+, P3,T3)

♦ NOTE Cautions with the letters CT at the end indicate

negative continuity test of the respective caution
circuit only.

♦ NOTE If the CAD and one VEMD screen fail only a degraded
Caution list is available on the remaining screen
(see respective FLM).

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.13 CPDS Modes Training Manual

1.25.14.2 Advisories Tab. 01-47: Advisories

The advisories appear in green characters below the cautions in BLEED AIR Bleed air supply has been activated
the MISC column and provide the crew with information about the AIR COND Air conditioning system is active
operational status and optional equipment. HOOK UNLD No load on load hook
In certain cases, instead of being displayed on the first page, the S/L LIGHT Search and landing light is active
advisories may be displayed on the second page. If a new caution S/L L RETR Search and landing light is fully retracted
appears, the advisories will disappear until the caution has been
acknowledged. The green advisories appear initially in the lower part IFCO IFCO filter is active
of the display fields and then form a column, one after another, under IR ON The IR-filter of the SX 16 is active
the cautions. SAND FILT Sand filter is active
The following advisories are possible (depending on optional AUX F XFER Auxiliary tank fuel valve open
equipment): TRAIN ARM Training mode is active (T2 T2+, P2, P2+)
If Pitot Static Heating Sytem is switched on
PITOT HTR
(SW 2003)

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01 – Electrical Systems EC135 Classic

B2
Training Manual

First Limit Page P1/T1 (Example TM 2B1)

For instruction only Iss. July 2018 01 – 159

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.15 First Limit Page (FLI) P1 / T1 Training Manual

1.25.15 First Limit Page (FLI) P1 / T1 1.25.15.2 Message Zone

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

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01 – Electrical Systems EC135 Classic

B2
1.25.15 First Limit Page (FLI) P1 / T1 Training Manual

First Limit Page P1/T1 (Example TM 2B1)

For instruction only Iss. July 2018 01 – 161

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.15 First Limit Page (FLI) P1 / T1 Training Manual

1.25.15.3 FLI ZONE P1 / T1

The engine 1 and 2 parameters are generated by the two FADEC
systems and are displayed on the screen as numerical values with the
corresponding measurement units.
In addition, the parameter that is nearest to its limit is displayed as an
analog pointer on a scale (i.e. First Limit Indication) and the numerical
value of the parameter indicated by the pointer is marked by a white
rectangle.
If a parameter fails, it is displayed in yellow characters without its
associated numeric value.

1.25.15.4 Limit Light / Counter

AEO above MCP

Five seconds before the 5 min power (AEO) time limit is reached the
red box, the limit light and the counter appear and the box flashes.
When the time limit is expired, the red box is fixed.

OEI above MCP

When entering the 2.5 min power (OEI) the counter appears
immediately. The limit light and the red box come on 5 sec before the
time limit is reached. The box flashes and becomes fixedwhen the
time limit is expired.
When the pilot leaves the limited range the limit box and the audio
tone remain active for another 5 sec.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

FLI - Marking Symbology

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.16 First Limit Page (FLI) P2, T2; P2+, T2+; P3, T3 Training Manual

1.25.16 First Limit Page (FLI) P2, T2; P2+, T2+; P3, T3 1.25.16.2 Message Zone
The FLI page is displayed on the upper VEMD screen. It contains the The message zone displays messages concerning failures and
following data: detected overlimits that are either not visible on the current display
–– FLI zone for TOT, N1 (∆N1 with TM), TRQ page or require action by the crew e.g. to switch off a screen.
–– mast moment indication The following list shows the messages in the order of their priority:
–– message zone –– LANE 1 FAILED . . . . . . . . . . PRESS OFF1
–– high information zone –– LANE 2 FAILED . . . . . . . . . . PRESS OFF2
–– low information zone –– CAD FAILED . . . . . . . . . . . . . PRESS OFF
–– CAUTION DETECTED
1.25.16.1 Mast Moment Indicator –– VEH PARAM OVER LIMIT
The mast moment indicator indicates the bending moment of the main –– GEN PARAM OVER LIMIT (normal during engine starting)
rotor. When entering the yellow range (50 % MM) a yellow line appears –– DC VOLT PARAM OVER LIMIT
under the letters MM. When entering the red range (66 % MM) the line –– CROSSTALK FAILED . . . . . PRESS OFF2
reverts to red, the LIMIT symbol and the warning GONG come on. –– VEMD BRIGHTNESS CONTROL FAILED
The time of exceedance and the maximum value (last flight and –– CAD BRIGHTNESS CONTROL FAILED
accumulation) can be displayed in the maintenance mode.
–– LOCALIZED FAILURE
♦ NOTE A logbook entry and maintenance action is required
if the red region has been entered. Periodical ♦ NOTE Since the EC 135 T2+, P2+; P3, T3 the message GEN
maintenance action is required if a helicopter is PARAM OVER LIMIT is suppressed on ground with
operated without or with a defective mast moment one engine in start mode.
system.

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01 – Electrical Systems EC135 Classic

B2
1.25.16 First Limit Page (FLI) P2, T2; P2+, T2+; P3, T3 Training Manual

Page First Limit T2,T2+, T3 (P2, P2+ highly similar)

For instruction only Iss. July 2018 01 – 165

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.16 First Limit Page (FLI) P2, T2; P2+, T2+; P3, T3 Training Manual

1.25.16.3 High Information Zone values. In addition the parameter which is closest to its limit drives
The high information zone is located on the FLI screen at the upper the analog pointer of the scale (i.e. First Limit Indication). The limiting
left corner for system1 and the upper right corner for system 2. It parameter is marked with a white rectangle; and underlined yellow if
indicates: in the caution range. Underlining changes to blinking red if a limit is
reached.
–– ENG FAIL
If a parameter fails, it is displayed in yellow without its numerical value.
–– FADEC FAIL
–– ENG MANU ♦ NOTE (TM only). In case of N1 becomes the limiting
–– IDLE parameter the FLI needles are indicating the so-
–– TRAIN called Delta N1. Thereby the real N1 is calculated
by air pressure and temperature in order to receive
–– TRAIN IDLE
a N1 limit for this density condition. Delta N1 is the
margin between the calculated and the actual N1.
1.25.16.4 Low Information Zone
The low information zone is located on the FLI screen at the lower 1.25.16.6 NG Corrected Engine Limit Indication (P3
left corner for system 1 and the lower right corner for system 2. It only)
indicates: The VEMD monitors the NG Corrected Engine Limit information
FLI DEGR in case one of the three engine parameter becomes invalid provided by each P&W EEC. This limit is displayed as N1 CORR and
FLI FAIL in case invalidity of more than one parameter. will appear inside a red box on the FLI. E.g. It will appear, when the
aircraft is in OEI condition, flies at high density altitude and lowambient
♦ NOTE In case of FLI DEGR the respective FLI needle may temperature and the N1 is reaching it’s limit. No audio signal will be
be driven by a not limiting parameter. In case of triggered and no subsequent maintenance action is required.
FLI FAIL the respective needle is removed. Both The N1 CORR could only be displayed, if no LIMIT warning is visible.
indications are also displayed as a caution on the
CAD.

1.25.16.5 FLI / Parameter Zone

The FLI / Parameter zone indicates the engine torque (TRQ) turbine
outlet temperature (TOT) gas generator turbine speed (N1) for engine
1 (left) and for engine 2 (right) the parameters are shown in numerical

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01 – Electrical Systems EC135 Classic

B2
Training Manual

For instruction only Iss. July 2018 01 – 167

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.17 OEI Power Bands Training Manual

1.25.16.7 AEO Power Bands 1.25.18.1 Countdown Timer

When entering the solid yellow range the max. continuous power band
is left and the H/C is operating in the 5’ take-off power band. AEO above MCP
5’ countdown timer
1.25.17 OEI Power Bands Five seconds before the time limit is reached, the red flashing box, the
If a OEI situation is detected the 30’’ power topping function is the limit symbol and the counter appear. When the time limit is expired,
default setting. Thus the 30’’ power band is available (small red triangle the red box is fixed.
in the FLI pointing at the 30’’ power limit; indication OEI HI on the
right side in the FLI, respective digital value(s) red blinking underlined OEI above MCP
when band is entered). 2.5’ countdown timer (P2 only)
If desired, the pilot can select the 2’ power topping function (selector Always becomes active if the power is above OEI MCP and within the
switch on the collective). The small red triangle appears at the 2’ power 2’ power band without entering the 30’’ power band. In this case the 2’
limit and the indication OEI LO is shown in the FLI (respective digital power band is extended for 30’’ (derated 30’’ power).
value(s) yellow steady underlined when band is entered).
2.5’ countdown timer (T2 only)
1.25.18 Limit Light The 2.5’ countdown timer is always active if the power is above the
MCP.
The limit light and counter is shown in the right center part of the FLI
screen. Whenever a FLI limit is exceeded (incl. mast moment) the limit 2’ countdown timer (P2 only)
light in red a box becomes visible in combination with an audio warning Becomes active if the power is above OEI MCP and within the 2’ power
(gong). Furthermore, a pre-warning of a parameter exceedance has band and there has been an uninterrupted usage of the 30’’ power
been integrated. band for more than 5 seconds during continued operation above OEI
MCP.
♦ NOTE A logbook entry is required whenever OEI maximum 30’’ countdown timer
continuous power has been exceeded. Becomes active if the power is above OEI MCP and within the 30’’
power band.
Only one counter is presented to the pilot at a given time, providing
the remaining time within the power band he is using.
Internally, the times in the 2’ and 30’’ power band are accumulated.

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01 – Electrical Systems EC135 Classic

B2
1.25.18 Limit Light Training Manual

FLI - Marking Symbology on Analog Display (Example T2/T2+, P2/P2+, T3/P3 highly similar)

For instruction only Iss. July 2018 01 – 169

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.17 OEI Power Bands Training Manual

1.25.18.2 ENG EXCEED Caution 1.25.18.3 Warnings

EC135 T2 and up LIMIT symbol with box and audio warning GONG
The ENG EXCEED caution appears on ground under the following Two different limit conditions for the activation of the LIMIT light with
conditions: box and the audio GONG are possible:
Exceedance of a single time excursion in a OEI power band (2’ or –– The LIMIT symbol with box activation due to OEI/AEO time
30’’). limit exceedance.
Significant exceedance of the 30’’ power band with reaching and
As soon as only 5 s of the allowed time in either power band (5’, 2’
maintaining the following values for more than 5 seconds: 136 % Tq,
or 30’’) are left, a LIMIT symbol with a blinking red box appears. This
4.8 % ΔN1 (only possible in case of topping function failure) or 1024
provides the pilot with a precaution that the allowed time within the
°C TOT.
power band is about to expire. If the allowed single time excursion
is consumed (counter reaches 0), the box stops blinking, turns into
EC135 P2 and up steady state. The audio GONG is triggered.
The ENG EXCEED caution appears in flight under the following –– The LIMIT symbol with box and activation due to limiting
conditions: Significant exceedance of the 30’’ power band with reaching value exceedance.
and maintaining the following values for more than 5 seconds: 133
% Tq, 104.3 % N1 or 990 °C TOT (only possible in case of topping Exceedance of one of the engine or H/C limiting parameters (30’’
function failure). power, 5’ take-off power,mastmoment) triggers the LIMIT symbol with
Exceedance of a single time excursion in an OEI power band (2’ or the box in the steady state together with the audio signal at once.
30’’). In the latest FADEC software version, the caution disappears
when the respective power band is left. ♦ NOTE Whenever red limit is exceeded is evident, a
The total allowed time in a OEI power band is expired. logbook entry and maintenance action is required.
Depending on time and maximum value the lifetime
The ENG EXCEED caution appears on ground under the following of the major components can be reduced or totally
conditions: expired.
♦ NOTE The ENG EXCEED caution is stored in the FADEC
and appears at the next engine start up.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Digital Data Display

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.19 Electrical and Vehicle Parameters (ELEC / VEH) Training Manual

1.25.19 Electrical and Vehicle Parameters (ELEC / 1.25.19.2 Ice Rate (LWC) / Cargo Hook HOOK / Cable
VEH) Length CABLE
The page for the parameters of the engines and of the electrical LWC (Liquid Water Content), HOOK and CABLE share the same
system is displayed automatically on the lower VEMD screen. The indication field. Depending on the configuration it is possible to toggle
units for the various parameters on this page can be selected in the between the indication by using the “+” or “-” key.
configuration mode.
The following parameters can be displayed: 1.25.19.3 Voltage and Current
–– outside air temperature OAT The voltage and current indication shows the voltage which supplies
–– load on cargo hook, cable length of external hoist, ice warning the essential bus bars. Additionally the generator current and the
system (options) battery current is monitored in the background.
–– voltage and current
1.25.19.4 Oil Pressure and Temperatures
–– oil pressure and oil temperature of the engines and of the
Within the vehicle field, oil pressures and temperatures are indicated.
main transmission.
They are grouped to systems. The indications consist of vertical
The oil pressure and temperature indication consists of a vertical bar bar graphs with upper and lower limits. The numerical value of a
with upper and lower limits for each parameter and a numeric display parameter is permanently displayed. If the respective parameter
with an associated unit of measurement. enters the caution range, it is additionally underlined yellow. When a
limit is reached the underlining changes to flashing red.
Some parameters, displayed on the ELEC / VEH fields can be varied.
By using the SELECT key, a white box is brought up highlighting the ♦ NOTE In addition to the flashing underline the limit bar
Optionals field. Further action on the key toggles the box to the GEN– graph will widen.
Field which can also be varied. Changes are done by using the “+”
and “-” keys, if the change should be kept, the ENTER key has to be
pressed, otherwise the indication will switch back to the default value. ♦ NOTE No audio warning is triggered.
In case a value is invalid, “XXX” is displayed in yellow characters.

1.25.19.1 Outside Air Temperature (OAT)

The sensor for the OAT can be found on the RH lower shell, close to
the forward cross tube, and will provide the respective information to
the CPDS.

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01 – Electrical Systems EC135 Classic

B2
1.25.19 Electrical and Vehicle Parameters (ELEC / VEH) Training Manual

Engine and Electrical System Parameter

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.20 VNE Training Manual

1.25.20 VNE 1.25.20.3 Emergency

In the P3, T3 helicopters the CPDS shall continuously calculate the In case of OEI condition the VNE is the same than in AEO operation
never exceed speed VNE. but never greater than 110 kts.
The calculated VNE is a funtion of gross aircraft weight, pressure In case of steady autorotation the VNE is the same than in AEO
altitude and OAT. The calculation can be influenced by the selection operation but never greater than 90 kts.
of the current gross weight. The three possible choices are:
Weight > 2800 kg 1.25.20.4 Malfunction
Weight < 2600 kg In case of a loss of IAS information (e.g. loss of ADC) the caution IAS
Weight > 2600 kg < 2800 kg will appear on the VEH/ELEC Page below the VNE. If the calculated
airspeed will be exceeded the VNEWarning will no longer appear.
The VNE calculation is not affected and will still show the maximum
1.25.20.1 Selection
allowed airspeed.
On the VEH/ELEC Page the weight can be selected by pushing the
Select button until the respective field is reached. From there on the
selection is done via the + / -- keys. Pushing select again acknowledges
the choice. Now VNE will be displayed with an arrowand an airspeed
in kts. The pointer upwards means > 2800 Kg. The pointer down
means < 2600 kg while the pointer to the right stands for in between
2600 kg and 2800 kg. The selection can be changed in flight as fuel
will be consumed and the gross mass will be reduced.

1.25.20.2 ALERT
If IAS is higher than the calculated VNE an alert will appear on the FLI.
The Limit Box will appear together with an audio alert. In addition VNE
will be displayed with a red flashing underline below the Limit box. On
the VEH ELEC page VNE will be underlined by a flashing red line.

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01 – Electrical Systems EC135 Classic

B2
1.25.20 VNE Training Manual

VNE - Gross Mass Selection (P3 / T3)

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01 – Electrical Systems EC135 Classic

B2
1.25.20 VNE Training Manual

Intentionally left blank

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01 – Electrical Systems EC135 Classic

B2
1.25.20 VNE Training Manual

ELEC / VEH - Bar Graph Display

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.20 VNE Training Manual

INTENTIONALLY LEFT BLANK

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01 – Electrical Systems EC135 Classic

B2
Training Manual

INTENTIONALLY LEFT BLANK

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.21 System Status Page Training Manual

1.25.21 System Status Page 1.25.21.2 Message Line

In the Message line various engine states are indicated:
General –– FLIGHT
The SYSTEM STATUS page is displayed on the lower VEMD screen –– IDLE
and is called up by way of the SCROLL key. FADEC data from the
respective engines are displayed. –– STOP
Depressing the SCROLL key again toggles through the Inflight Engine –– FADEC
Power Check pages. Return to the normal page ELEC/VEH is done –– REDUND (TM)
by SCROLL again or directly by RESET. –– DEGRADE (TM)
–– FAIL
1.25.21.1 SYSTEM STATUS Page –– FADEC MINR (PW)
The MSG and FAIL lines display messages and error codes. These
lines can be accessed individually with the SELECT key. When a
line is selected, the + or - key can be pressed to continuously cycle 1.25.21.3 Fail Line
the current messages and error codes for FADEC 1 and FADEC 2 Below the Message Line, the respective malfunctions will be displayed.
simultaneously in their respective order. For further information the respective engine maintenance manual
The values of the parameters of FADEC 1 and FADEC 2 are displayed has to be consulted.
below the MSG and FAIL lines and are continuously updated. E.g.:
The units for the various parameters on this page can be selected in –– T1
the configuration mode. –– P0
One helpful information in addition to the FADEC parameters is the –– CLP
collective lever position CLP.
In the lower part a subsystem information is shown. Data from FCDS1
/ AFCS / FCDS2 are displayed (failure messages).

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01 – Electrical Systems EC135 Classic

B2
1.25.21 System Status Page Training Manual

SYSTEM STATUS Page

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01 – Electrical Systems EC135 Classic

B2
1.25.21 System Status Page Training Manual

System Status Page (TM)

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01 – Electrical Systems EC135 Classic

B2
1.25.21 System Status Page Training Manual

System Status Page (PW)

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01 – Electrical Systems EC135 Classic

B2
1.25.21 System Status Page Training Manual

System Status Page PW

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01 – Electrical Systems EC135 Classic

B2
1.25.21 System Status Page Training Manual

Intentionally left blank

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.22 Inflight Engine Power Check Page Training Manual

1.25.22 Inflight Engine Power Check Page The Inflight Engine Power Check Page is standard from software
This option allows to perform periodical engine power checks very version 2005 and following versions. From software version 2003 until
comfortably. Performing a ground power check, one engine is set to version 2005 it was optional.
idle and the other engine has to be capable of developing sufficient
power without exceeding the given limits. In flight, the power check is ♦ NOTE For operation of the Inflight Engine Power Check
carried out in twin engine level flight. If all conditions are fulfilled, the see MSM and Flight Manual chapter 5. Nevertheless
power check data are stored automatically. The conditions for power the results must be recorded in the helicopter’s
check are shown at the display. documentation.
Pressing SCROLL at the VEMD a second time enters the Inflight
Engine Power Check page. Information is given how to obtain the ♦ NOTE An Inflight Power Check is established in addition to
correct test conditions (e.g. reduce generator power, perform level the Ground Power Check. This flight check will mainly
flight > 65 KIAS). be used to establish a power trend monitoring, e. g.
every 100 fh. It is no alternative to the Ground Power
If the conditions for the power check are fulfilled, the button ENTER
Check. Refer to the approved FLM.
has to be pressed to start the power check. During the check a loading
bar will show the progress. When the check has been accomplished,
the margin will be displayed and the respective engine parameters
are stored.
The FADEC will calculate a maximum permissible value (TOT for
PW; N1 for TM) based on the current environmental conditions. The
difference between the calculated and the determined values is called
margin. If the actual value is below the calculated one, the margin is
shown positive. Should the engine no longer be capable of developing
sufficient power, the margin is underlined yellow and negative.
Stored data can be accessed again in the maintenance mode selection
INFLIGHT EPC RESULT.

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EC135 Classic
B2
Training Manual

Inflight Engine Power Check Page

Intentionally left blank

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.23 EPC Fail Page Training Manual

1.25.23 EPC Fail Page

The following parameters are required for the EPC:
–– TRQ
–– TOT
–– N1
–– PO
–– TO
If one of the parameters is not valid, the EPC cannot be performed.
In this case the EPC Fail Page will appear and the invalid parameters
are displayed.

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01 – Electrical Systems EC135 Classic

B2
1.25.23 EPC Fail Page Training Manual

Inflight Engine Power Check Result Page

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.24 CAUTION/FUEL FAIL Page Training Manual

1.25.24 CAUTION/FUEL FAIL Page

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

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01 – Electrical Systems EC135 Classic

B2
1.25.24 CAUTION/FUEL FAIL Page Training Manual

CAUTION/FUEL Fail Page (Example TM)

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.25 CAUTION/BACKUP Page Training Manual

1.25.25 CAUTION/BACKUP Page

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

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01 – Electrical Systems EC135 Classic

B2
1.25.25 CAUTION/BACKUP Page Training Manual

CAUTION / BACKUP Page

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.26 FLIGHT REPORT Page Training Manual

1.25.26 FLIGHT REPORT Page

The ELEC/VEH page will automatically switch to the FLIGHT REPORT
page only if both engine N1 RPM drop below 50 % and the oil pressure
in the main transmission is less than 1 bar (GROUND STATUS).
The page contains the following data:
–– flight number and flight duration
–– gas generator turbine cycles
–– power turbine cycles
–– impeller cycles (Pratt&Whitney only)
–– mast moment overlimit times (SW 2003 and up)
–– failure indication of the effected system (SW 2003 and up).
Mast Moment overlimits are only shown if they occured during this
flight.
Failure messages like “CPDS” “FCDS” “AFCS” are only displayed if
respective failures occured during this flight.
The page is automatically cleared upon initiation of the next start
phase.
Returning from this page to the nominal page is possible only by
operating the RESET key.

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01 – Electrical Systems EC135 Classic

B2
1.25.26 FLIGHT REPORT Page Training Manual

Flight Report Page PW

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.27 CPDS Switch Over Functions Training Manual

1.25.27 CPDS Switch Over Functions

General
Depending upon how many screens of the CPDS are available,
the pages on the CAD and VEMD can be switched manually and
automatically.
Three operating modes of the CPDS are possible:
–– normal mode (3 screens available)
–– derivative mode (2 screens available)
–– backup mode (1 screen available).

Normal Mode
In the normal mode all three screens are operative. All pages are
available in a variety of combinations, except the CAUTION/BACKUP
and CAUTION/FUEL FAIL page.
The pages can be selected manually via the SCROLL key.
If the RESET key on the VEMD is pressed, the standard pages will
reappear on the screen.

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01 – Electrical Systems EC135 Classic

B2
1.25.27 CPDS Switch Over Functions Training Manual

CPDS - Normal Mode

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.28 Derivative Mode with one VEMD Line off Training Manual

1.25.28 Derivative Mode with one VEMD Line off

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

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01 – Electrical Systems EC135 Classic

B2
1.25.28 Derivative Mode with one VEMD Line off Training Manual

Derivative Mode with one VEMD Lane off

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.29 Derivative Mode with CAD off Training Manual

1.25.29 Derivative Mode with CAD off

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

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01 – Electrical Systems EC135 Classic

B2
1.25.29 Derivative Mode with CAD off Training Manual

Derivative Mode with CAD off

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.30 Backup Mode with CAD and one VEMD Lane off Training Manual

1.25.30 Backup Mode with CAD and one VEMD Lane

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

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01 – Electrical Systems EC135 Classic

B2
1.25.30 Backup Mode with CAD and one VEMD Lane off Training Manual

Backup Mode with CAD and one VEMD Line off

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.31 Backup Mode with both VEMD Lines off Training Manual

1.25.31 Backup Mode with both VEMD Lines off

If only the CAD is still operative, the CAUTION/BACKUP page is
displayed.
No other pages are available any more.

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01 – Electrical Systems EC135 Classic

B2
1.25.31 Backup Mode with both VEMD Lines off Training Manual

Backup Mode with both VEMD Lines off

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.32 Maintenance Menu Training Manual

1.25.32 Maintenance Menu

The maintenance menu is displayed on the VEMD (upper screen).
The submenues provide access to flight and failure data. The following
sub menues are possible:
–– Flight Report
–– Failure
–– Over Limit
–– Inflight EPC Result
–– Trans Data
–– Funct. Times
–– Data Loading.
The maintenance mode can only be entered when the engines are
detected in the “shut-down” state (GROUND STATUS). The VEMD
screens must be switched off, the CAD must be switched on.

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01 – Electrical Systems EC135 Classic

B2
1.25.32 Maintenance Menu Training Manual

Maintenance Menu

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.33 Flight Report Training Manual

1.25.33 Flight Report

Flight Report History Page

The Flight Report History page shows CPDS flight numbers and
indicates duration of the respective flight.
Duration counting starts if:
–– N1 RPM engine 1 or engine 2 > 50 %
–– XMSN oil pressure is > 1 bar
–– angle of collective lever CLP > 28.5 (TM) or 17 % (PW ).
The Flight Report History can only be entered when the ground state
is detected. The page stores the last 32 flights. They are selectable
with the + / - button.

♦ NOTE No. 1 of the 32 stored flights is always the latest

flight.

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01 – Electrical Systems EC135 Classic

B2
1.25.33 Flight Report Training Manual

Flight Report History Page PW

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.34 Failure Training Manual

1.25.34 Failure

Failure Diagnosis Page

The Failure Diagnosis page indicates flights on which failures occured.
It shows the flight numbers and the number of accumulated failures
during that flight.
The failure memory contains 256 failures or flights which are organized
in a circular buffer.
By pressing the ENTER button the failures of the selected flight will be
displayed in detail.
The example shows 10 failures. Pressing ENTER activates a sub
page giving the information that 8 failures occured at the VEMD and
2 at the CAD. On this sub– page, the VEMD or CAD can be selected.
By pressing ENTER again, the respective failures are shown. With
+/- it is possible to scroll through all failures. A failure code is shown in
the upper part of the screen. Sometimes a message: TO SEE PARAM
PRESS ENTER appears at the screen. Then it is possible to get
detailed information about this specific failure and a further sub– page
can be entered. Pressing EXIT enables to jump back one sub–page
level.
The SDS contains a list with the respective failure codes. Most of the
codes are very detailed and manufacturer’s level.

♦ NOTE If power is supplied to the aircraft’s electrical system

and a failure on ground is detected (e.g. internal /
external check) the CPDS stores this failure. The
CPDS uses the next flight number to store those
failure codes. They can be displayed in the Flight
Report History page.

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01 – Electrical Systems EC135 Classic

B2
1.25.34 Failure Training Manual

FAILURE DIAGNOSIS Page / SUBSYSTEM SELECTION Page

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.35 Overlimit Training Manual

1.25.35 Overlimit

Overlimit Menu Page

The Overlimit page shows the last 8 flight numbers. By selecting one
flight number a new page appears.
This page shows two ranges (MM > 66 %, > 78 %) together with the
time of exceedance and the maximum reached moment.
The lower two lines are indicating the cumulated time for the two
ranges.

♦ NOTE Change of display or rotor mast must be recorded

at the helicopter’s log book. After maintenance,
MM overlimits can be erased by Airbus Helicopters
personnel.

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01 – Electrical Systems EC135 Classic

B2
1.25.35 Overlimit Training Manual

Overlimit Menu Page

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.36 Inflight Engine Power Check (Inflight EPC) Training Manual

1.25.36 Inflight Engine Power Check (Inflight EPC)

Inflight EPC Result

The engine power has to be checked due to the regular inspection
intervals. To simplifiy the procedure an engine power check page was
created.
Stored data can be accessed again in the maintenance mode selection
INFLIGHT EPC RESULT.
The inflight EPC menu shows the last 8 flights where a power check
was performed. This enables a trend monitoring by comparing the
previous results.
The following data are stored:
–– engine torque TRQ
–– engine TOT
–– N1
–– altitude in feet
–– OAT
–– margin
The altitude is based on standard pressure (1013.25 hPa). Therefore
the standard pressure has to be adjusted at the Instrument Control
Panel (ICP).
The power check results have to be recorded in the helicopter’s
documentation.

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01 – Electrical Systems EC135 Classic

B2
1.25.36 Inflight Engine Power Check (Inflight EPC) Training Manual

INFLIGHT EPC RESULT

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.37 Transfer Data Training Manual

1.25.37 Transfer Data 1.25.38 Functional Times

Transfer Data is used to copy data from one VEMD lane to the The Functional Times page shows the accumulated flight hours and
other in case one of the processor modules has been changed or function times for the VEMD modules 1 and 2 and the function times
a configuration difference between the processor lanes has been for the CAD.
indicated. Fig. 01-3: Functional Times
Fig. 01-2: Transfer Data

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01 – Electrical Systems EC135 Classic

B2
1.25.38 Functional Times Training Manual

A/C CONFIG Page

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.39 Data Loading Training Manual

1.25.39 Data Loading Fig. 01-4: Data Loading

With Data Loading a customized configuration file can be uploaded

(e.g. modified caution list).

♦ NOTE With the Avionique Novelle Configuration Tool

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

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1.25.39 Data Loading Training Manual

INTENTIONALLY LEFT BLANK

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.40 A/C CONFIG Page Training Manual

1.25.40 A/C CONFIG Page –– Setting for whether a cargo hook or an external mounted hoist
The A/C CONFIG page is displayed on the VEMD (upper screen). system is installed. Depending on the setting, the display
The selected setting option in an equipment data field is modified on the page ELEC/VEH remains empty, HOOK with the
by the + and - keys. The next data field to be modified can then be measurement unit kg or lb or CABLE with the measurement
selected with the SELECT key. The modified configuration is stored by unit m or ft are shown, if associated modification on HOOK/
selecting the data field VALID with the SELECT key and then pressing CABLE is installed (STC of Manufacturer)
the ENTER key. The system then skips back to the standard MENU –– FUEL FLOW WITH SENSOR [I], [N/I]
page. However, if the data field ABORT is selected and the ENTER Setting for whether a fuel flow meter is installed. If N/I is set
key is pressed, the options in the data fields remain unchanged and the description and numeric value on page CAU/FUEL are
the standard MENU page is displayed again. hidden.
The CONFIG mode can only be entered in GROUND STATUS. The –– FUEL UNIT [LITER], [kg or lb], [US GALLON], [IMP. GALLON]
VEMD screens must be switched off, the CAD must be switched on Setting for which measurement unit is used to display the
before entering the A/C CONFIG page. contents of the fuel tank. Depending on the setting, the
The following parameters can be set on the A/C CONFIG page (I = appropriate measurement unit is shown next to the numeric
installed, N/I = not installed): tank displays on the page CAU/FUEL or CAU/BACKUP.
–– AUXILIARY FUEL TANK [I], [N/I] –– UNIT SYSTEM [SI], [IMPERIAL]
Setting for whether an auxiliary tank is installed. If N/I is set Setting for which unit system is used. See table below.
the graphic display disappears from the page CAU/FUEL and –– ALT. AND SPEED UNIT [FEET], [METER]
the digital value from the page CAU/BACKUP.
Determines which measurement unit is used. Depending on
–– BATTERY TEMP. PROBE [I], [N/I] (up to software V2002) the setting, the appropriate measurement unit is shown next
Setting for whether a temperature sensor for the battery is to the numeric display on the page ELEC/VEH.
installed. –– MAST MOMENT [I], [N/I]
–– ICING RATE SYSTEM [I], [N/I] (from software V2003)
Setting for whether a mast moment system is installed. When
Setting for whether an ice detection system is installed. When
N/I is set the display on the page FLI is not visible.
I is set, the display on page ELEC/VEH is the LWC message
with a triangle pointer (LWC = Liquid Water Content).
–– SECOND BATTERY [I], [N/I]
Setting for whether a second battery is installed.
–– EXTERNAL LOAD [N/I], [HOOK], [CABLE]

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01 – Electrical Systems EC135 Classic

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1.25.40 A/C CONFIG Page Training Manual

A/C CONFIG Page

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.40 A/C CONFIG Page Training Manual

1.25.40.1 Unit System

Tab. 01-48: Unit System

Parameter SI Imperial
Height m ft
Temp. (TOT, EOT) _C _F
Temp. (OAT) _C _F
RPM/Torque (N1,
% %
TRQ)
lb, l, US gallon, IMP.
Fuel quantity kg, l
gallon
Weight kg (lb) lb
Hour h h
Minute min min
Second s s
Electrical Power W W
lb/h, l/h, US gallon/h,
Flow Rate kg/h, l/h
IMP. gallon/h
Electrical Current A A
Electrical Voltage V V
Speed 1/min (RPM) 1/min (RPM)
Pressure (EOP) bar psi
Speed kts kts

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B2
Training Manual

INTENTIONALLY LEFT BLANK

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.41 CPDS Software Versions Overview Training Manual

1.25.41 CPDS Software Versions Overview V2001A (Part Number: ...05)

The software version can be identified with the last two digits in the Integration of PW 206B2 engine.
part number (e.g. part number ...02 corresponds software version Mast moment over limit recording.
V1999).
CPDS configuration change possible via ARINC 485 bus included.
The major features of the different CPDS software versions and some
changes depending on h/c serial number are shown in the following V2001B (Part Number: ...06)
listings:
Mast moment exceedance can be deleted.
V1999 (Part Number ....02) Certification of the TRAINING MODE (single engine) for EC135 P1
(PW 206B engines) and EC135 T1 (TM 2B1 engines).
Basic Version for EC135 T1 (TM 2B1 engines) and P1 (PW 206B
engines). Caution FUEL is integrated.
Mast moment indication > 50 % yellow range, > 78 % red range.
V2002 (Part Number: ...07)
The supply tank volumes reverts from blue into yellow if no transfer
Certification for Training Mode (dual engine) EC 135 T2 (TM 2B2
is provided or if the supply tanks volumes are below a certain value.
engines); integration of the modified fuel system.
V2000A (Part Number: ...03) V2003 (Part Number: ...08)
Modified mast moment indication:
Certification of Training Mode (dual engine) EC 135 P2 (PW 206B2);
> 50 % MM underlined yellow integration of icing rate indication, inflight engine power check is now
> 66 % MM underlined red and flashing (GONG, LIMIT in a red box). possible.
Certified for TM engine upgrade 2B1A.
Modified FLI: V2005 (Part Number: ...09)
P1/T1 Transient torque layout change (red dot from 12.5 to 14). This CPDS software is needed for the new EC 135 T2+ / P2+ version.

V2000B (Part Number: ...04) ♦ NOTE For the certification status of the software version
and the respective features refer to Flight Manual.
Generator current limitation change: Gen. Amps underlined yellow
when reaching 180 A (before 200 A).
Certified for TM engine upgrade 2B1A_1 (TU45 installed).

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01 – Electrical Systems EC135 Classic

B2
1.25.41 CPDS Software Versions Overview Training Manual

INTENTIONALLY LEFT BLANK

For instruction only Iss. July 2018 01 – 225

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01 – Electrical Systems EC135 Classic

1.25 Central Panel Display System (CPDS) B2
1.25.41 CPDS Software Versions Overview Training Manual

V2010 (Port Number: ...10)

Change of ice detection domain limits.
Engine cycle counting increase from 4 to 5 digits.
Change of minimum TOT domain limit from -60 °C to -110 °C for TM
engines.
Improved calculation (correct rounding) of mast–moment exceedance
accumulated time in the maintenance mode
Indication of SW error 4001, 4002 and 4003 in maintenance mode.

V2012 (Port Number: ...11)

This CPDS software is needed for the new EC 135 P3 / T3 version.

♦ NOTE For the certification status of the software version

and the respective features refer to Flight Manual.

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01 – Electrical Systems EC135 Classic

B2
1.25.41 CPDS Software Versions Overview Training Manual

INTENTIONALLY LEFT BLANK

For instruction only Iss. July 2018 01 – 227

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01 – Electrical Systems EC135 Classic

1.26 Center Section with CDS B2
1.25.42 H/C Serial Number Changes Overview Training Manual

1.25.42 H/C Serial Number Changes Overview S/N 318 and up

CPDS software 2003.
Up to S/N 120
CPDS over temperature indication separate light (temperature sensor S/N 337 and up
adjusted to 63 °C). New interior fairing.
Voltage adjustment unit installed under the cover of the instrument
panel. S/N 445 and up
The LH ventilation lines within the fuel cells are no more installed.
S/N 121 and up
CPDS over temperature indication integrated in the CAD caution list S/N 505 and up
(temperature sensor adjusted between 51 and 55 °C). MTOW 2910 kg, new twist grips, RH Air Data Computer is standard, a
Voltage adjustment unit installed in the sensor units under the cabin different type of gearbox oil is used in the main gearbox.
floor.
S/N 830 and up
S/N 169 and up New doubler and rivets at AFT ring frame of tail boom.
Only CPDS cockpit is available.
S/N 870 and up
S/N 218 and up New FWD ring frame at tail boom without life limit.
Maintenance connector installed in front of the center console (possible
retrofit back to S/N 169). S/N 1055 and up
Upgrade to MTOM 2950 kg., incl. upgraded lead lag dampers.
S/N 250 and up
Modified fuel system (increased volume, modified vent lines and
indication system).

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01 – Electrical Systems EC135 Classic

1.26 Center Section with CDS B2
1.25.42 H/C Serial Number Changes Overview Training Manual

INTENTIONALLY LEFT BLANK

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01 – Electrical Systems EC135 Classic

1.26 Center Section with CDS B2
1.25.42 H/C Serial Number Changes Overview Training Manual

1.26 Center Section with CDS

General
All the instruments and indications to monitor the helicopter systems
are installed in the center section of the instrument panel.

Configuration
The following instruments, indicators and switches are installed in the
center section of the instrument panel:
–– Warning unit
–– Triple rotor RPM indicator (incl. N2 indication for eng. 1/2)
–– Torque indicator
–– Dual TOT indicator
–– Dual ∆N1 indicator (T1 engine only)
–– Dual N1 indicator (P1 engine only)
–– Chronograph
–– Switch unit
–– Oil temperature and pressure indicator for engines and
main transmission (Different limit markers with the different
engines)
–– Cockpit Display System (CDS)

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01 – Electrical Systems EC135 Classic

1.26 Center Section with CDS B2
1.25.42 H/C Serial Number Changes Overview Training Manual

Instrument Panel (CDS, Analog Flight Instruments)

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.25.42 H/C Serial Number Changes Overview Training Manual

1.27 Engine Indicating System

General Components
The engine indicating system provides the pilot with information on The engine monitoring system comprises the following components:
the performance parameters of both engines as required during flight –– Engine warning indications on CPDS
operation. The individual parameters are picked up with the aid of
–– Warning Unit
engine–mounted sensors and are displayed on analog instruments or
the CPDS with one back-up instrument. –– Engine parameter display on CPDS
In addition, the FADECs of engine 1 and 2 provide the CPDS with –– Circuit breaker ENGI/ENGII IND N2
continuously updated engine data. These are transferred to the CPDS –– Circuit breaker CDS SYS I/SYS II
through a data bus. Engine malfunctions are annunciated on the –– Circuit breaker VEMD SYS I/SYS II
respective SYSTEM I / SYSTEM II display of the CPDS. –– Ciuit breaker CAD SYS I/SYS II
–– N1 pick–up
♦ NOTE Because of the engine types (PW or TM) there are
differences between the indication systems. –– N2 pick–up
–– Temperature sensors for TOT
–– Torque sensor

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
Training Manual

INTENTIONALLY LEFT BLANK

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.1 Engine Warning Indications on CPDS Training Manual

1.27.1 Engine Warning Indications on CPDS 1.27.3 N1 RPM Indication

The engine warning indications inform the pilot of malfunctions within This indication system measures the rotation speed of the gas
engine 1 and engine 2 which affects flight safety. The appear as generator. The gas generator signal N1 is used for engine control and
caution messages in the SYSTEM I and SYSTEM II caution segments indication.The N1 speed is an operating parameter as it reflects the
of the CPDS. engine power and serves to determine the limit range.
The following CAUTIONs, in order of priority, are displayed on the Version TM CPDS: The ∆N1 value is computed by the FADEC and
CPDS: indicated as per cent (% RPM) on the CPDS.
–– ENG FAIL - N1 RPM < 50 % There are two identical speed sensors mounted. They are positioned
–– ENG OIL P - Engine oil pressure < 1.7 bar in front of the reduction gearbox around the high / low pressure fuel
pump drive. These electromagnetic sensors produce an alternating
–– ENG CHP - Chip contamination in the oil system
voltage through rotation of the phonic wheel located on the drive gear
–– FUEL PRESS - Fuel pressure < 0.5 bar* of the fuel pumps. One of the sensors produces the signal for the
–– FUEL FILT - Fuel filter blocked* speed indication, the other is for the engine control.
–– ENG O FILT - Engine oil filter blocked Version PW CPDS: The N1 value is and indicated as per cent
–– OVSP FAIL - Overspeed of N2 (% RPM) on the CPDS. The sensor is directly connected to the CPDS.
The speed sensor with three independant coils is mounted on top of
* Part of the engine fuel supply and metering system.
the gearbox above the starter / generator output flange.
1.27.2 Warning Unit All versions: The N1 indication is supplied with power respective by
essential busbar PP10E / PP 20E via the circuit breakers N1 / N2 and
The following warnings and indication lights may appear on the
WARN or VEMD and WARN.
Warning Unit:
–– FIRE - Fire detected
–– ACTIVE - After releasing the EMER OFF SW switch

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.3 N1 RPM Indication Training Manual

N1 Speed Indication

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.4 N2 RPM Indication Training Manual

1.27.4 N2 RPM Indication

The N2 speed indication allows the monitoring of the rotation speed
of the power turbine assembly. The values of the two engines are
indicated at the analog instrument and at the page SYSTEM STATUS
of the CPDS. At the analog instrument additionally the rotation speed
of the main rotor (NRO) is indicated. The values are in per cent.
The electromagnetic sensors used for the N2 indication produce a
alternating voltage through rotation of a phonic wheel. The speed
sensor for the main rotor is located on the top of the main gear box.
Version T1: There are three identical speed sensors mounted. They
are positioned in front of the reduction gearbox casing around the
front part of the intermediate gear. One of the sensors produces the
signal for the speed indication, the others are for the engine control.
Version P1: The power turbine speed sensor is a triple coil magnetic
sensor which is mounted in the reduction gearbox near the output
drive. One coil provides signal to the FADEC, another coil provides
siganl to the instrument. The third is not connected.
All versions: The N2 3–pointer analog indication is supplied with
power respective by essential busbar PP10E / PP 20E via circuit
breaker N2 ENG I and N2 ENG II.

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01 – Electrical Systems EC135 Classic

B2
1.27.4 N2 RPM Indication Training Manual

N2 Speed Indication

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.5 Torque Indication TM Training Manual

1.27.5 Torque Indication TM To compensate for material and manufacturing tolerances (no two
The torque of the engine output shaft is measured. An electromagnetic shafts will twist in the same manner) a torque conformation box is
sensor picks up the signal. The confirmation box connected to the installed on the engine. This box sends two trim values, which are
EECU will provide information about the output shaft characteristics. determined on the test bench, to the EECU. Since these values are
specific to a unique output shaft, the confirmation box cannot be
This signal is processed by the EECU and sent to the CPDS in the
transferred to an other engine.
cockpit. The indication is in % TQ.
The pick–up is mounted in front of the reduction gear box near the
The torque measuring system consists of two concentric shafts each
output shaft. The torque measuring system is supplied with power
having a toothed wheel located at one end (phonic wheel) and a pulse
from the busbars PP10E / PP20E via the circuit breakers TRQ ENGI/
pickup probe. The inner shaft (engine output shaft) is used to transmit
II or CAD/VEMD ENG I/II.
engine torque and the outer acts as an unloaded reference shaft. The
torsional deflection (twist) of the output shaft results in an angular
♦ NOTE The torque indication of the PW engines is similar to
displacement of the tooth between the loaded shaft and the reference
TM and not described in this manual.
shaft.
The rotation of the phonic wheel formed by the teeth of each shaft, in
front of the sensor produces a pulsed voltage in the sensor.
This voltage is sent to the EECU which measures the displacement
between the pulses and determines the engine torque for internal use
and cockpit indication.

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01 – Electrical Systems EC135 Classic

B2
1.27.5 Torque Indication TM Training Manual

Torque Indication TM (PW similar)

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.6 Gas Temperature Indication TM Training Manual

1.27.6 Gas Temperature Indication TM

This system provides an indication of the gas temperature at the
gas generator turbine outlet. The gas temperature is an operating
parameter, particulary during engine starting for fuel flow control.
The four identical temperature double sensors are located around the
rear part of the combustion chamber casing. Each sensor houses two
thermo elements.
One set of four parallel–connected thermo elements supply their
contact potential to the indication system. A confirmation box allows a
corrected temperature indication for a given turbine entry temperature.
The other four parallel connected thermo elements provide their
signals directly to the FADEC box. The gas temperature indication is
supplied with power respective from the busbars PP10E / PP20E via
the circuit breakers TOT ENG I/II or VEMD ENG I/II.

1.27.6.1 Indication
The corrected value appears in the FLI (Eng 1 via VEMD line 1 and
Eng 2 via VEMD line 2). With one line off the respective TOT indication
in the FLI is lost. The non–corrected TOT value is displayed in the
SYSTEM STATUS page.

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01 – Electrical Systems EC135 Classic

B2
1.27.6 Gas Temperature Indication TM Training Manual

Gas Temperature Indication TM

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.7 Temperature Indication PW Training Manual

1.27.7 Temperature Indication PW

1.27.7.1 Exhaust Gas Thermocouple (T6)

The exhaust gas temperature measuring system consists of two
identical harnesses with four thermocouple elements in parallel
connected to an engine mounted terminal assembly. From the two
junction boxes the signals are lead to the inlet temperature sensor box
where they are paralleled and integrated with the signal from the T1
sensor. The T6 system provides an output signal which is proportional
to the arithmetic average of the exhaust temperatures to which the
eight thermocouples are exposed.

1.27.7.2 Inlet Temperature Sensor (T1)

The T1 sensor incorporates a platinium resistance temperature
element together with a cold junction for the T6 thermocouples. The
active portion of the sensor is located near the compressor air inlet,
therby giving a signal proportional to engine air inlet temperature (T1).
The signals provided by the T1 and T6 system are lead to the FADEC
where the measured gas temperature (MGT) is computed.

1.27.7.3 Indication
The digital TOT value is displayed on the FLI (Eng 1 via VEMD lane 1,
Eng 2 via VEMD lane 2) In case of one lane off, the respective analog
back–up value is displayed via the CAD.

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01 – Electrical Systems EC135 Classic

B2
1.27.7 Temperature Indication PW Training Manual

Temperature Sensors PW

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.8 Oil Temperature and Pressure Indication Training Manual

1.27.8 Oil Temperature and Pressure Indication

1.27.8.1 General
Version T1: The pressure and temperature indications of the oil
system of the reduction gearbox are provided of two sensors in one
housing. This housing ismounted on the left front part of the pump–
filter support block. These sensors give electrical voltage proportional
to the oil temperature and oil pressure to the CPDS.
Version P1: There are two single sensors mounted. The main oil
temperature sensor is installed on the front face of the reduction
gearbox; the main oil pressure sensor is installed on the RH side rear
face of the reduction gearbox.

1.27.8.2 Indication
The oil pressure and temperature indication consists of a vertical bar
with upper and lower limits for each parameter and a numeric display
with associated unit of measurement. The sensors are supplied with
power respective from the busbars PP10E / PP20E via the circuit
breakers VEMD ENG I/II.

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01 – Electrical Systems EC135 Classic

B2
1.27.8 Oil Temperature and Pressure Indication Training Manual

Oil Temperature / Pressure Indicator

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01 – Electrical Systems EC135 Classic

1.27 Engine Indicating System B2
1.27.9 Oil Pressure Caution Training Manual

1.27.9 Oil Pressure Caution Fig. 01-5: Example: Low Oil Pressure Switch PW

The low pressure caution ENG OIL P at the CPDS is triggered by a

low oil pressure switch in the oil supply system.
Version TM: The switch is mounted on the right front part of the
pump–filter support block. Its trigger pressure is 1.7 bar (T1) and 1.3
bar (T2/T2+).
Version PW: The switch is mounted on the left hand side, rear face
of the reduction gearbox. The light will extinguish at 4.5 bar (66 psi)
on a pressure rise, and will illuminate at 4.0 bar (57 psi) on a pressure
decrease.

1.27.10 Oil Chip Caution

Operation
The magnetic plug attracts magnetic particles in the oil system. When
a particle bridge is formed across the magnetic gap of the plug, a
electrical circuit is closed and at the CPDS the caution ENG CHIP
comes up.
Version TM: One magnetic plug is located at the rear lower part of the
reduction gearbox casing. The other magnetic plug is located at the
rear lower part of the combustion chamber casing.
Version PW: The magnetic plug is installed on the upper part of the
front face of the reduction gearbox.

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01 – Electrical Systems EC135 Classic

B2
1.27.10 Oil Chip Caution Training Manual

Oil Pressure and Chip Caution

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01 – Electrical Systems EC135 Classic

1.28 Main Gearbox Indication B2
1.28.1 XMSN Oil Temperature Indication Training Manual

1.28 Main Gearbox Indication

1.28.1 XMSN Oil Temperature Indication 1.28.3 XMSN High Oil Temperature Caution
The oil temperature of the main gearbox is measured by a transducer The oil temperature caution caption is triggered by an oil temperature
mounted to the gearbox at the oil filter housing. The temperature is switch installed at the main transmission oil filter housing. The switch
indicated in the cockpit on the analog oil temperature and pressure closes the circuit to the CPDS at a temperature of approx. 115 °C.
indication or on the VEMD in °C. The indication at the MISC CAUTION display will be XMSN OIL T.

1.28.2 XMSN Oil Pressure Indication 1.28.4 XMSN Oil Chip Caution
The oil pressure is measured by a transducer mounted to the gearbox For the detection of magnetic chips in the oil system, a chip detector is
in the central oil passage. The pressure is indicated in the cockpit on fitted in the common suction line of both oil pumps. It is installed by a
the analog oil temperature and pressure indication or on the VEMD bayonet connection in the XMSN oil drain plug (a check valve closes
in bar. when the chip detector is removed).
Tab. 01-49: XMSN Oil Pressure Indication
Accumulation of particles bridge a contact gap of the detector magnet
Minimum 0.5 bar and close the circuit to the CPDS.
Continuous operation 0.5 to 7.8 bar The indication at the MISC CAUTION display will be XMSN CHIP.

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01 – Electrical Systems EC135 Classic

1.28 Main Gearbox Indication B2
1.28.4 XMSN Oil Chip Caution Training Manual

Main Transmission - Monitoring

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01 – Electrical Systems EC135 Classic

1.28 Main Gearbox Indication B2
1.28.5 XMSN Low Oil Pressure Caution/Warning Training Manual

1.28.5 XMSN Low Oil Pressure Caution/Warning 1.28.6 Low/High Rotor RPM Warning

1.28.5.1 General 1.28.6.1 General

To warn the pilot in case of low oil pressure in each of the XMSN The speed pick up which produces the signal for rotor RPM indication
lubrication systems two pressure switches are installed downstream is also used to trigger the rotor low / high ROTOR RPM warning. The
of the oil pumps. The switches are installed at the lower front side of warning consists of a visual warning (red) in the upper row of the
the main transmission. warning unit. Together with the visual warning, an audio warning is
generated. The audio warning tones are heard in the headset. They
1.28.5.2 Low Oil Pressure Caution can be suppressed in certain cases in order to be prepared for new
Each oil pressure switch closes when the pressure at the associated incoming warnings. Suppression is made by pressing a switch on the
pump outlet is below 0.5 bar. cyclic stick grip.
The associated indication are as follows:
1.28.6.2 Limits
–– XMSN OIL P Caution SYS I or II on CPDS
The rotor RPM warning system monitors four operating limits in all.
Depending on whether the rotor speed is above or below the specified
1.28.5.3 Low Oil Pressure Warning limits, the response varies as follows:
In case of low oil pressure in both XMSN lubrication systems (both –– ROTOR RPM < 50%
pump outlet pressure switches sense a pressure below 0.5 bar) a No warning, just a signal to other instruments.
low pressure warning will be sent additionally to the CPDS caution
–– ROTOR RPM < 95% (< 97%)
captions.
A steady red light appears and a pulsed tone is generated.
The associated indications are as follows:
The pulsed tone can be switched off.
–– XMSN OIL P Cautions SYS I and II on CPDS
–– ROTOR RPM ≥ 106%
–– XMSN OIL P Warning on the warning unit
A flashing red light appears and a gong every 3 seconds is
–– gong in the headset with 3 seconds intervals. generated. The gong can be switched off.
–– ROTOR RPM ≥ 112%
Additionally to the flashing red light (ON since 106%) a
continuous tone is generated. The continuous tone cannot
be switched off.

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01 – Electrical Systems EC135 Classic

B2
1.28.6 Low/High Rotor RPM Warning Training Manual

Main Transmission - Oil Pressure Switches

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01 – Electrical Systems EC135 Classic

1.28 Main Gearbox Indication B2
1.28.7 Mast Moment Indication System Training Manual

1.28.7 Mast Moment Indication System 1.28.7.3 Mast Moment Indication

The mast moment indication in the VEMD consists of a white marking
1.28.7.1 General with different ranges. The following ranges are allocated to single
The mast moment indication system is used to measure and indicate colors:
any bending moments, which occur on the rotor mast. Tab. 01-50: Mast Moment Indication

The system mainly consists of: Normal range up to 50 % no color

–– strain gauge bridge Caution range 50 % to 66 % yellow
–– sensor amplifier unit Maximum > 66 % red
–– induction transmitter (stator and rotor)
–– signal processing unit ♦ NOTE 50 % equal 9500 Nm bending moment.
–– indication in the CPDS.

1.28.7.2 Function
The signal processing unit (SPU) produces a certain frequency which
is supplied to the strain gauge bridges, bonded into the rotor mast,
via the stator and rotor of the induction transmitter and the sensor
amplifier unit (SAU). Due to shaft bending, the resistance of the strain
gauge bridge changes thus modulating the frequency. The modulated
signal is transmitted back via the induction transmitter to the SPU.
The signal processing unit generates a voltage signal proportional to
the bending moment. This voltage signal is sent to the CPDS for mast
moment indication.

♦ NOTE The signal processing unit can be installed under

the transmission deck or above the avionics deck in
the rear of the H/C.

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01 – Electrical Systems EC135 Classic

B2
1.28.7 Mast Moment Indication System Training Manual

Mast Moment Indication System

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01 – Electrical Systems EC135 Classic

B2
1.28.7 Mast Moment Indication System Training Manual

Intentionally left blank

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01 – Electrical Systems EC135 Classic

B2
1.28.7 Mast Moment Indication System Training Manual

Mast Moment Indication System

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.1 Components Training Manual

1.29 Fuel Distribution System

General 1.29.1.3 Prime Pumps

The fuel distribution subsystem transfers fuel from the main tank into The prime pumps deliver fuel to the engines via the feed lines during
the split supply tank and from there via shut off valves to the engines. engine start. The pump in the left tank chamber supplies the left
engine and the pump in the right tank chamber supplies the right
1.29.1 Components engine. With both engines running, the engine driven pumps draw in
The fuel distribution subsystem comprises the following components: the fuel through the prime pumps. Thus the prime pumps can then be
switched off.
–– two main tank mounted transfer pumps
The prime pumps are identical to the main tank mounted transfer
–– transfer lines
pumps, but there is no check valve installed in the pump outlet.
–– two supply tank mounted prime pumps
–– engine feed lines with shut-off valves. ♦ NOTE The prime pumps are only to be switched on for
engine start and some emergency procedures acc.
1.29.1.1 Transfer Pumps to flight manual.
The transfer pumps deliver fuel from the main tank to the split supply
1.29.1.4 Foam Core
tank via transfer lines. The capacity of the transfer pumps is such that
each of them delivers more fuel to the supply tank than the engines can An airframe mounted foam core is integrated in the RH supply tank
consume. The surplus fuel returns to the main tank via the overflow which is reducing the fuel quantity by approx. 4 kg. In this way a
tubes. This guarantees that the supply tank is always filled, as long as simultaneous engine flame out is avoided when the fuel tanks become
there is fuel in the main tank. The pumps are powered with 28 V DC empty.
and have a dry operating time of approx. 20 minutes.

1.29.1.2 Transfer Lines

Two flexible hoses are routed from the transfer pump outlet ports to
the rear of the main tank. There they are connected to each other and
to the split supply tank. The connecting hoses to the two sections of
the supply tank are routed through two overflow channels in the upper
rear area.

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.1 Components Training Manual

Fuel Transfer System

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.1 Components Training Manual

1.29.1.5 Equipment Plates 1.29.1.8 Low Fuel Sensor

The four equipment plates in the fuel tanks are identical and The fuel sensors in the supply tank are eqipped with low fuel sensors
accomodate the fuel supply components. The components are: (NTC-thermistors) used for the LOW FUEL indication.
–– fuel pump
–– fuel sensor 1.29.1.9 Fuel Pumps
–– low fuel sensor (supply tank only) The four fuel pump cartridges are identical. They are powered by a
28 VDC motor, supplied by the electrical system. The DC motor of a
–– drain valve. pump is mounted in a separate compartment. It can be removed from
The equipment plates are interconnected respectively with a ground the equipment plate without defueling the tank.
cable to the fuselage. Two transfer pumps are attached to the equipment plates of the main
tank in an upright position.
1.29.1.6 Check Valve One fuel pump (prime pump) is mounted inside each of the two
The fuel pumps of themain tank are each equipped with a check valve supply tank sections. This configuration makes provision for individual
attached to the pump outlet port. The check valve prevents fuel from defueling of the sections.
flowing back a transfer pump should fail. The fuel pumps of the main tank are each equipped with a check valve
attached to the pump outlet port.
1.29.1.7 Fuel Sensors The delivery rate of the earlier pump version is 6.6 l/min (manufacturer
The four capacitive fuel sensors, unequal in size, are attached to the Globe Motors) and for newer versions 12.5 l/min (manufacturer
equipment plates in an upright position. Testfuchs) with a pressure of approx. 1 bar.

♦ NOTE Due to crash safety the fuel sensors must not

contact the ceiling of the fuel cell. To increase the
accuracy of the fuel indication when the system is
completely filled, from S/N 250 and up, all four fuel
sensors are longer. Therefore a cut out is integrated
in the cabin floor above each sensor. In case of a
crash a predetermined breaking point will prevent
the fuel probes to penetrate the fuel cell.

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Equipment Plates

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.2 Power Supply and Monitoring of the Fuel Pumps Training Manual

1.29.2 Power Supply and Monitoring of the Fuel 1.29.2.4 Power Supply Transfer Pumps
Pumps The transfer pumps are supplied via the following busbars:
–– FWD transfer pump with Essential busbar 1
General –– AFT transfer pump with Shedding busbar 2.
The switches and circuit breakers for the fuel pumps are located in the
overhead panel.
1.29.2.5 Power Supply Prime Pumps
1.29.2.1 Switches and Circuit Breakers Main Tank The prime pumps are supplied via the following busbars:
The following switches / circuit breakers for the main tank are installed: –– prime pump engine 1 with Essential busbar 1
–– switch FUEL PUMP XFER–F –– prime pump engine 2 with essential busbar 2.
–– switch FUEL PUMP XFER–A
–– circuit Breaker XFER–F–Pump 1.29.2.6 Monitoring
–– circuit Breaker XFER–A–Pump. The electrical circuits of the transfer pumps are monitored. In case of
a defective pump, a dry running pump, or a switched off pump caution
indication is displayed at the CPDS MISC field.
1.29.2.2 Switches and Circuit Breakers Supply Tank
The indications are:
The following switches /circuit breakers for the supply tanks are
installed: –– F PUMP AFT
–– switch FUEL PUMP PRIME I –– F PUMP FWD
–– switch FUEL PUMP PRIME II The pumps are monitored via a shunt. When the power consumption
–– circuit breaker PRIME–P ENG I is higher than 5 Amps (blocked pump), or longer than 3 min lower than
–– circuit breaker PRIME–P ENG II 2 Amps (dry running pump), the caution will be triggered.

1.29.2.7 Indication
1.29.2.3 Precision Resistors As long as the prime pumps are switched on, in the CPDS Caution
The precision resistors (shunts) for the current measurement of the panel SYS I and / or SYS II the following indication will be displayed:
transfer pumps are located on the backside of the overhead panel.
–– PRIME PUMP

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01 – Electrical Systems EC135 Classic

B2
1.29.2 Power Supply and Monitoring of the Fuel Pumps Training Manual

Fuel Pumps - Switches and Circuit Breakers

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.3 Fuel Supply Lines and Shut–Off Valves Training Manual

1.29.3 Fuel Supply Lines and Shut–Off Valves 1.29.3.5 Operation

The shut–off valves are controlled by the switch labeled EMER OFF
1.29.3.1 General SW I resp. EMER OFF SW II, located in the warning unit. The switches
The fuel is supplied to the engines by two hoses, both equipped with are guarded push–to release switches (FIRE – Buttons):
shut off valves. –– when the switches are released, the valves close
–– when the switches are depressed, the valves are open.
1.29.3.2 Components
The fuel supply system consists of the following:
1.29.3.6 Monitoring
–– engine feed lines
The positions of the shut–off valves are monitored and displayed at
–– shut–off valves the CPDS SYS I / SYS II. The positions of the switches EMER OFF
–– switch EMER OFF SW I SW are displayed at the warning unit.
–– switch EMER OFF SW II When the valves are open (normal position):
–– circuit breaker FUEL–V ENG I –– no indication
–– circuit breaker FUEL–V ENG II.
If a switch EMER OFF SW is released, the following indications will
appear:
1.29.3.3 Shut–Off Valves –– ACTIVE (warning unit) will be on continously.
The fuel shut–off valves are used to perform emergency shutdown of –– FUEL VALVE on the CPDS SYS I / II is displayed as long as
the engines and also for normal maintenance activities. The valves the valve is transient.
are operated by a 28 VDC electrical motor.
–– F VALVE CL on the CPDS SYS I / II is displayed when the
The shut–off valves are installed in sealed housings in the LH and RH valve is closed.
side shell. The housings are vented to the ambient.

1.29.3.4 Power Supply ♦ NOTE When no fire warning is evident, only the shut–off
valve will close when operating the switch EMER
The shut–off valves are supplied by the following busbars:
OFF SW.
–– shut–off valve engine 1 with Essential busbar 1
–– shut–off valve engine 2 with Essential busbar 2.

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01 – Electrical Systems EC135 Classic

B2
1.29.3 Fuel Supply Lines and Shut–Off Valves Training Manual

Fuel Shut-Off Valves

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.4 Fuel Quantity Indication System Training Manual

1.29.4 Fuel Quantity Indication System 1.29.4.2 Fuel Quantity Transmitter

Each fuel quantity transmitter consists of two concentric tubes,
1.29.4.1 General installed on the equipment plates in the fuel tank. The inner and outer
The fuel quantity indicating system provides the pilot with information tube form the plates of a capacitor.
about the fuel quantity and system malfunctions. The relevant data is As the fuel level changes, the amount of fuel between the two capacitor
gathered with the aid of sensors, digitally processed and displayed on tubes changes. This changes the value of the dielectricum, thereby
the CPDS. varying the capacity of the fuel quantity transmitter. An oscillator
The fuel quantity indication system mainly consists of: circuit, consisting of a precision resistor and the transmitter, changes
–– four fuel quantity transmitters its frequency proportional to the fuel mass in the tank. The output
frequency varying between 8 kHz with a full tank and 13 kHz with an
–– indication on the field FUEL of the CPDS.
empty tank is digitally processed and displayed in the CPDS.
The fuel sensors are directly connected to the CAD and the fuel
amount is calculated only by the CAD.
The measurement accuracy amounts to 6 % with maximum fuel
content and 4 % with decreasing fuel content. Inaccuracies resulting
from pitch– attitudes of the helicopter are taken into account (attitude
compensation).
Inaccuracies resulting from different fuel types and temperatures
(density) are considered within the 6 % resp. 4 %.

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01 – Electrical Systems EC135 Classic

B2
1.29.4 Fuel Quantity Indication System Training Manual

Fuel Quantity Indication

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.5 Fuel Quantity Indication Training Manual

1.29.5 Fuel Quantity Indication

The display indicates the fuel quantity in the main tank and in both
supply tanks. In addition to the symbolic display of the fuel contents in
the tanks, a numerical display of the tank contents is provided in the
selected unit of measurement.

1.29.5.1 Fuel Flow Indication and Endurance

Calculation
If a flow sensor is installed in each engine supply line, the current fuel
consumption and the calculated endurance can be displayed in the
CAD.

1.29.6 Fuel System Monitoring

The caution FUEL QTY FAIL comes on if one supply tank sensor or
both main tank sensors fail. The respective bar graph will reset to 0.
The caution FUEL QTY DEGR comes on if one of the main tank
sensors fails.

1.29.6.1 Caution FUEL

With EC 135 up to SN 249 and before SB EC135 28–007, the caution
FUEL will be triggered at a value 40 kg LH and 35 kg RH.
With EC 135 SN 250 and up and CPDS SW 2002 and up, the caution
FUEL will be triggered at a value of 36 kg LH and 32 kg RH.

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01 – Electrical Systems EC135 Classic

B2
1.29.6 Fuel System Monitoring Training Manual

Fuel System Display CPDS

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.7 Low Level Warning Training Manual

1.29.7 Low Level Warning 1.29.7.3 Function

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

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01 – Electrical Systems EC135 Classic

B2
1.29.7 Low Level Warning Training Manual

Fuel Supply - Low Level Warning and Caution

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01 – Electrical Systems EC135 Classic

1.29 Fuel Distribution System B2
1.29.8 Fuel Low Pressure Caution Training Manual

1.29.8 Fuel Low Pressure Caution 1.29.9 Fuel Filter Contamination Caution
The fuel filter caution at the CPDS indicates an impending opening of
1.29.8.1 General the by–pass due to a clogged filter element.
The fuel low pressure caution indicates low pressure between the The differential pressure switch is attached to the fuel management
engine driven low– and high pressure pumps. module (PW), resp. to the fuel metering unit (TM). Differential pressure
is tapped between the fuel filter inlet and outlet (valid for both engine
1.29.8.2 Fuel Pressure Switch TM types).When the filter element becomes dirty, the pressure difference
The fuel pressure switch is attached to the fuel control unit. The increases. The switch closes reaching the pressure switch setting and
pressure is tapped between the fuel filter outlet and the high pressure the caution FUEL FILT appears on the CPDS.
pump inlet.
Whenever the fuel pressure drops below a threshold, the pressure 1.29.10 Circuit Monitoring
switch closes and activates the caution FUEL PRESS in the CPDS. The electrical circuit of the fuel filter is automatically tested. If there is
an interruption the caution F FLT CT will be displayed on the CPDS.
1.29.8.3 Fuel Pressure Switch PW
The fuel pressure switch is attached to the fuel management module.
The pressure is tapped between the fuel filter outlet and the fuel filter
inlet.
Whenever the high pressure pump inlet fuel pressure drops below a
threshold, the pressure switch closes and activates the caution FUEL
PRESS in the CPDS.

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01 – Electrical Systems EC135 Classic

B2
1.29.10 Circuit Monitoring Training Manual

Fuel Related Cautions

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01 – Electrical Systems EC135 Classic

1.30 Hydraulic Indication and Testing Systems B2
1.29.8 Fuel Low Pressure Caution Training Manual

1.30 Hydraulic Indication and Testing Systems

General
Each system has a pressure switch to monitor the operating pressure.
Power is supplied through the ESS busbar and the related circuit
breakers.
With system pressure above approx. 83 bar, the pressure switch is
open and the caution HYD PRESS disappears.
System pressure of less than approx. 69 bar closes the pressure
switch. The caution indication HYD PRESS is displayed on display
segment SYSTEM I or SYSTEM II on CPDS.

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01 – Electrical Systems EC135 Classic

1.30 Hydraulic Indication and Testing Systems B2
Training Manual

Hydraulic System - Indication and Testing System

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01 – Electrical Systems EC135 Classic

1.30 Hydraulic Indication and Testing Systems B2
1.30.1 Components Training Manual

1.30.1 Components
The components of the indicating and testing system are:
–– pressure switch for System 1 / 2
–– solenoid valve for System 1 / 2
–– shut-off valve for System 1 / 2
–– circuit breaker HYD–P SYS 1 / 2
–– relay for System 1 / 2
–– display system CPDS
–– test switch (spring loaded).

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01 – Electrical Systems EC135 Classic

1.30 Hydraulic Indication and Testing Systems B2
1.30.1 Components Training Manual

Hydraulic System - Indication and Testing System

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01 – Electrical Systems EC135 Classic

1.30 Hydraulic Indication and Testing Systems B2
1.30.1 Components Training Manual

Test Procedure
As both hydraulic systems operate simultaneously one system has
to be switched off to test the other. Testing System 2 (test switch
in position SYS 2) system 1 is switched off (and vice versa) via the
solenoid valve. The pressure in System 1 drops and the pressure
switch activates the CPDS caution HYD PRESS in system 1. With
small control inputs on ground the pilot can test the enforcement of
the respective system.

♦ NOTE Testing System 1 the pedal forces will increase

because System 2 and therefore the fenestron
actuator is switched off.

♦ WARNING The test has to be performed on ground only.

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01 – Electrical Systems EC135 Classic

1.30 Hydraulic Indication and Testing Systems B2
1.30.1 Components Training Manual

Pressure Supply System

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01 – Electrical Systems EC135 Classic

1.31 Trim System B2
1.31.1 Trim Actuators Training Manual

1.31 Trim System

General The lateral trim rod connects the output lever of the lateral trim actuator
As the EC135 is equipped with hydraulic boost units for main rotor with a bell crank mounted on top of the cyclic shaft.
control, which amplify the control signals, no real control forces are
necessary at the control stick. 1.31.3 Control Board
For better handling of the helicopter an artificial control force, giving The control board for the trim system is installed beneath the cabin
the pilot a reference for stick displacement is desireable. For that floor right behind the cross beam attached to the cabin floor. On the
reason trim actuators with artificial force feel springs are installed in control board there are mounted two relays for control of the DC
the non–boosted section of the cyclic controls. motors.
During flight the pilot does not only move the stick for a short time, e.g.
1.31.4 4–Way Trim Switches
flying a turn, but also for a long time, e.g. during cruise. Holding the
cyclic stick against the artificial control force would fatique the pilot. The 4–way trimswitches are installed on top of both cyclic control stick
grips, respectively.
Therefore the artificial control force can be trimmed to zero in each
stick position by electric motors and clutches in the trim actuators. The desired trim position of the cyclic control is adjusted by the 4–way
trim switches.
1.31.1 Trim Actuators
1.31.5 Push Buttons
The longitudinal trim actuator is installed beneath the cabin floor
centered directly behind frame 1 and in front of the cyclic shaft. The The push buttons ATT TRIM REL to release the trim position are
lateral trim actuator is installed beneath the cabin floor centered installed on top of both cyclic stick grips, respectively.
behind the cyclic shaft and in front of frame 2.
In the housing of an actuator there is mounted a DC motor, an electro–
1.31.6 Circuit Breaker
mechanical clutch, a centrifugal friction brake, a position sensor and a The circuit breakers TRIM ACT and TRIM REL are mounted in the
spring for artificial force feel. overhead console.

1.31.2 Trim Linkage

The longitudinal trim rod connects the output lever of the longitudinal
trim actuator with the cyclic shaft.

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01 – Electrical Systems EC135 Classic

1.31 Trim System B2
1.31.6 Circuit Breaker Training Manual

Trim System - Locations

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01 – Electrical Systems EC135 Classic

1.31 Trim System B2
1.31.7 Function Training Manual

1.31.7 Function ♦ NOTE In case of accidental jamming of any internal trim

The function of the longitudinal and lateral trim actuator is identical. actuator parts, a higher control force has to be
By operating the 4-way trim switch at the cyclic stick, the DC motor in applied to break a shear pin in the affected trim
the trim actuator drives the primary reducer (irreversible wormgear) actuator output shaft. This allows free movement in
and transmits the movement to the closed electrical clutch. With the the respective direction without an artificial control
clutch the primary reducer is connected to the secondary reducer and force. In that case the trim system in the associated
the motor movement is transmitted to the output shaft. Via the output direction is disabled, too.
lever and a control rod, the stick is moved into a new force free neutral
position. ♦ NOTE If the helicopter is equipped with an autopilot system,
The running direction of a trim motor is changed by a polarity reversal. there are a hands-on-detection potentiometer and
The on-board circuitry with the relais and the two DC motors enables a position transmitter (RVDT) integrated in the
the cyclic stick in four directions: Forward, aft, left, right. trim actuators. The P/Ns of the trim actuators are
When operating the 4-way trim switch only one of the four contacts different acc. to the H/C configuration (AP vs. Non
can be closed. When releasing the switch, all four contacts are again AP).
opened.
During a cyclic control input the trim actuator output lever moves
together with the cyclic controls.With the trimactuator deenergized
no movement of the reduction geartrain is possible. By the relative
movement between the two gears, the spring becomes twisted, thus
creating an artificial control force.
Depressing the ATT TRIM REL push button at the cyclic stick
energizes the electric clutch in the trimactuator. The clutch opens and
separates the secondary reducer fromthe primary reducer. This allows
the secondary reducer to turn and the spring to move in the force
free position. To smooth this movement a damping device mounted
with the secondary reducer gives a torque resistance proportional to
speed.
After releasing the ATT TRIM REL push button, a new force free stick
position is maintained.

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01 – Electrical Systems EC135 Classic

B2
1.31.7 Function Training Manual

Trim System - Trim Actuator

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01 – Electrical Systems EC135 Classic

1.31 Trim System B2
1.31.8 Dual Controls Training Manual

1.31.8 Dual Controls

If dual controls are installed, the 4-way trim switch priority is set to trim
aft / right, regardless of whether the trim signal is triggered by the pilot
or the copilot.

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01 – Electrical Systems EC135 Classic

B2
1.31.8 Dual Controls Training Manual

Trim System - Functional Diagram

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01 – Electrical Systems EC135 Classic

1.32 Engine Control TM/PW B2
1.32.1 General Training Manual

1.32 Engine Control TM/PW

1.32.1 General
The helicopter is equipped with an electronic engine control (PW calls
it EEC, Turbomeca EECU), that facilitates automatic control of both
engines for all RPM and power ranges. The engine power parameters
of the EC135 are optimized with the aid of the electronic engine
controls, i.e. engine power is adjusted to optimally fit flight profile and/
or maneuver while simultaneously keeping fuel consumption to a
minimum.
The electronic engine control ensures automatic operation of all
engine– related hydro–mechanical and electrical components.
In case of failure of the EEC/EECU the pilot has the possibility of
manual engine control.

1.32.2 System Components

The digital control unit is mounted in the helicopter and connected to
the engines by wiring harnesses.
The engine control system consists of:
–– electronic power control EEC/EECU
–– emergency engine control.

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01 – Electrical Systems EC135 Classic

1.32 Engine Control TM/PW B2
1.32.2 System Components Training Manual

Functional Schematic - Engine Control

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01 – Electrical Systems EC135 Classic

1.32 Engine Control TM/PW B2
1.32.3 FADEC–Box Training Manual

1.32.3 FADEC–Box 1.32.3.2 Function

The FADEC, which is a digitally control unit, basically controls the The digital control units FADEC for engine 1 and engine 2 provide the
corresponding turboshaft engine to give the right power and speed to following functions:
the rotor system. It provides interfaces to the other FADEC as well as –– automatic start–up of engines
to the aircraft for data interchange.
–– fuel supply depending on N1 gas generator speed during
starting of engines as well as in ground idle and flight (IDLE/
1.32.3.1 Location FADEC–Boxes FLIGHT)
The FADEC-Boxes are mounted with angle brackets and vibration –– automatic engine control in all RPM and power ranges
dampers below the engine deck in the middle section of the fuselage
between frame 5 and frame 6. They are positioned respectively to the –– monitoring of engine and power parameters
left and to the right in front of the engines. –– limitation of the fuel flow after topping parameters have been
There is a Connector plate respectively for the control lines from the reached.
helicopter to the engines. –– Overspeed protection
–– Training Mode
–– CAT A / High NR
–– Topping selection
–– Torque matching
–– FAULT detection

1.32.3.3 Maintenance Connector

The connectors for the Ground Base Software (GBS) are located on
the circuit breaker panel 1 at the bottom of the cargo compartment left
side panel.

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01 – Electrical Systems EC135 Classic

B2
1.32.3 FADEC–Box Training Manual

Engine Control - EECU / EEC

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01 – Electrical Systems EC135 Classic

1.32 Engine Control TM/PW B2
1.32.3 FADEC–Box Training Manual

1.32.3.4 Power Supply FADEC 1.32.3.5 Location

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

♦ NOTE As long as the alternater delivers AC power the

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

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01 – Electrical Systems EC135 Classic

B2
Training Manual

Alternator

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01 – Electrical Systems EC135 Classic

1.33 Engine Ignition B2
1.33.1 Components and Locations Training Manual

1.33 Engine Ignition

General 1.33.2 Leading Particulars

During engine start–up, the electronic engine control system Tab. 01-51: Leading Particulars Engine Ignition

automatically activates the engine ignition system through the engine Engine EC135 TM EC135 PW
starting system. Supply Voltage 18 - 32 VDC 18 - 30 VDC
On activating the engine ignition system, the ignition circuit between Input Voltage 28 VDC 28 VDC
the respective busbar and the ignition unit is closed by the energized Output Voltage 3 kV pulsating 2.5 - 3 kV pulsating
starter control relay.
approx. 240 discharges approx. 210 discharges
The high voltage ignition unit supplies pulsating high voltage to Spark discharge
per minute per minute
generate high-energy sparks through quick discharge across the
related ignition plugs. Energy generated 0.5 J per spark 1.25 J per spark
After attaining self–sustaining speed of 50 % N1 the starter control
1.33.3 Ignition System
relay disconnects the ignition circuit. From this point on, combustion
of the fuel / air mixture continues without the aid of outside ignition. The ignition system of each engine is supplied from the respective
essential bus under the following condition:
1.33.1 Components and Locations Example Start ENG 1:
The high voltage ignition unit is attached to mounting rails on the ENG I IGN circuit breaker (ESS BUS1) is depressed, START I Relay
underside of the engine–mounted firewall. 101KA is energized (because of ENG START I SWITCH [104KA] to
The two igniter plugs are installed on the outer rear section of the IDLE or FLIGHT) and START II Relais 201KA is kept deenergized (as
combustion chamber casing. They are connected to the high voltage a consequence).
ignition units through two flexible igniter cables.
The circuit breakers IGN ENG I / II are mounted in the overhead panel.

♦ NOTE All functions of the ignition system are controlled

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

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01 – Electrical Systems EC135 Classic

1.33 Engine Ignition B2
1.33.3 Ignition System Training Manual

Ignition System - Location

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01 – Electrical Systems EC135 Classic

1.34 Engine Switches (Overhead Panel) B2
1.34.1 Switch NORM/MAN ENG I / ENG II Training Manual

1.34 Engine Switches (Overhead Panel)

General I. At 50 % N1 the selfsustaining RPM is reached and the starter is

In order to control the engine over the complete operating range, switched automatically to the generator mode.
the FADEC modulates the fuel flow for each particular operating At the same time the cautions STARTER, ENG FAIL and GEN DISCON
condition. On the engine switches of the overhead panel, there are disappear and the caution IDLE comes on.
several operating conditions selectable. The PRIME PUMP has to be deactivated for the caution to disappear.
The N1 RPM continues the acceleration until the N2/NRO reaches
1.34.1 Switch NORM/MAN ENG I / ENG II approx. 75 %. This value will be regulated by the FADEC and is called
With the engine control switch in position NORM the automatic power GROUND IDLE. The cautions ENG FAIL, GEN DISCON and FUEL
management is engaged. Switching into position MAN the engine can PRESS remain active for engine 2 as long as it is not started.
be controlled manually with the twist grip. After a successful start of engine 2 both engine start switches have
to be set into the FLIGHT position. Thereby the N1 of both engines
1.34.1.1 Engine Starting accelerate until the N2/NRO reaches approx. 97 % and the cautions
The FADEC controls the complete starting procedure including the ENG IDLE disappear.
increase of RPMs, fuel flow and thereby the increase of the TOT. The When the collective is raised and the helicopter takes off the N2/NRO
pilot has only to monitor the engine indicating system in order to abort will increase automatically to 100 % (Pitch Compensation).
the start in case of malfunction.
The engine 1 starting cycle is described in the following. The engine 2 Quick Start Procedure
is started in the same way. The pilot may preselect both engines the same time with the engine
start switches in FLIGHT position. The first engine accelerates until
Automatic Engine Starting the N2/NRO reaches 97 %. When passing 50 % N1, the second
With the FADEC control switch in ON position the electronic control is engine will be activated automatically. Starting both engines the same
supplied with power. After the internal self test has passed the caution time is not possible.
FADEC FAIL on the CPDS disappears.
With the engine start switch ENG 1 in position IDLE the starter, the
engine ignition system and the automatic regulation of the fuel flow is
activated and the caution STARTER appears on the CPDS in system

For instruction only Iss. July 2018 01 – 292

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01 – Electrical Systems EC135 Classic

1.34 Engine Switches (Overhead Panel) B2
1.34.1 Switch NORM/MAN ENG I / ENG II Training Manual

Engine Starting

For instruction only Iss. July 2018 01 – 293

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01 – Electrical Systems EC135 Classic

1.34 Engine Switches (Overhead Panel) B2
1.34.1 Switch NORM/MAN ENG I / ENG II Training Manual

Starter Interlock Function

It is not possible to start both engines at the same time because:
1) the masterboxes 1 and 2 perform a cross talk by means of a starter
interlock function (starter in/ starter out).
2) Only one of the ENG START relays (101KA or 201KA) can be
energized at the same time.

START RELAY 101KA and 201KA

These two relais are located on the left and right side of the overhead
panel. They control the ignition units of each engine and make the
connection for the STARTER RELAY of the respective Masterbox.
There is only power from the ESS BUS to the respective ignition unit
(and the respective Masterbox– start command) if the START RELAY
is engergized. The command for engerizing 101KA or 201KA comes
from the ENG START SWITCHES (switch position IDLE or FLIGHT).
It is not possible to energize both RELAYs at the same time (interlock
function).

For instruction only Iss. July 2018 01 – 294

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01 – Electrical Systems EC135 Classic

1.34 Engine Switches (Overhead Panel) B2
1.34.1 Switch NORM/MAN ENG I / ENG II Training Manual

Engine Starting

For instruction only Iss. July 2018 01 – 295

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01 – Electrical Systems EC135 Classic

1.34 Engine Switches (Overhead Panel) B2
1.34.2 Switch VENT/OFF ENG I / ENG II Training Manual

1.34.2 Switch VENT/OFF ENG I / ENG II 1.34.5 N2 Adjustment

If the switch VENT/OFF ENG I/II is set from OFF to VENT, the starter/ The engines at the P3/T3 variants have an improved N2 governing
generator will be powered through the electrical master box which logic (proportional integral governing). There is no adjustment of the
controls the required operating voltage to the starter/generator. The N2 reference required any more for normal maintenance practice.
starter/generator will begin to run up the gas generator assembly to Even an engine– or engine computer change does not require a N2
approx. 20 % N1, while the starting relay remains de–energized and adjustment.
the engine ignition system is deactivated. The fuel flow remains shut–
off. ♦ NOTE For depot level maintenance (e.g. adjustment of
vibration absorber) a variation of N2 is possible
1.34.3 Potentiometer N2 Adjust (Engine TM) via an electrical interface using the RS422 data link
After installation of a new engine or a FADEC the N2 speed has to (Break–Out–Box). By means of the Break–Out–Box
be adjusted by the potentiometer N2 ADJUST. The potentiometer is and the beep trim switch at the collective lever the
installed in the lower part of the overhead panel. N2 reference can be changed.

1.34.4 Dip Switch N2 Adjust (Engine PW)

The dip switch N2 ADJUST is installed in the lower part of the overhead
panel. It looks like a potentiometer, but it is a three–position–switch
with a middle position, a 45° clockwise and a 45° counter clockwise
position.
P1 / T1 engines have two potentiometers / dip switches.
P2(+) / T2(+) engines need only one, because with the new engines
it is possible to adjust the N2 speed of both engines simultaneously.

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01 – Electrical Systems EC135 Classic

1.34.5 N2 Adjustment B2
Training Manual

Engine Switches (Overhead Panel)

For instruction only Iss. July 2018 01 – 297

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01 – Electrical Systems EC135 Classic

1.34 Engine Switches (Overhead Panel) B2
1.34.6 Engine Starting Training Manual

1.34.6 Engine Starting When the collective is raised and the helicopter takes off the N2/NRO
The FADEC controls the complete starting procedure including the will increase automatically to 100 % (Pitch Compensation).
increase of RPMs, fuel flow and thereby the increase of the TOT. The
pilot has only to monitor the engine indicating system in order to abort 1.34.6.2 Quick Start Procedure
the start in case of malfunction. The pilot may preselect both engines the same time with the engine
The engine 1 starting cycle is described in the following. The engine 2 start switches in FLIGHT position. The first engine accelerates until
is started in the same way. the N2/NRO reaches 97 %. When passing 50 % N1, the second
engine will be activated automatically. Starting both engines the same
1.34.6.1 Automatic Engine Starting time is not possible.
With the FADEC control switch in ON position the electronic control is
1.34.6.3 Starter Interlock Function
supplied with power. After the internal self test has passed the caution
FADEC FAIL on the CPDS disappears. It is not possible to start both engines at the same time because:
With the engine start switch ENG 1 in position IDLE the starter, the 1) the masterboxes 1 and 2 perform a cross talk by means of a starter
engine ignition system and the automatic regulation of the fuel flow is interlock function (starter in/ starter out).
activated and the caution STARTER appears on the CPDS in system 2) Only one of the ENG START relays (101KA or 201KA) can be
I. At 50 % N1 the selfsustaining RPM is reached and the starter is energized at the same time.
switched automatically to the generator mode.
At the same time the cautions STARTER, ENG FAIL and GEN DISCON 1.34.6.4 START RELAY 101KA and 201KA
disappear and the caution IDLE comes on. These two relais are located on the left and right side of the overhead
The PRIME PUMP has to be deactivated for the caution to disappear. panel. They control the ignition units of each engine and make the
connection for the STARTER RELAY of the respective Masterbox.
The N1 RPM continues the acceleration until the N2/NRO reaches
There is only power from the ESS BUS to the respective ignition unit
approx. 75 %. This value will be regulated by the FADEC and is called
(and the respective Masterbox– start command) if the START RELAY
GROUND IDLE. The cautions ENG FAIL, GEN DISCON and FUEL
is engergized. The command for engerizing 101KA or 201KA comes
PRESS remain active for engine 2 as long as it is not started.
from the ENG START SWITCHES (switch position IDLE or FLIGHT).
After a successful start of engine 2 both engine start switches have It is not possible to energize both RELAYs at the same time (interlock
to be set into the FLIGHT position. Thereby the N1 of both engines function).
accelerate until the N2/NRO reaches approx. 97 % and the cautions
ENG IDLE disappear.

For instruction only Iss. July 2018 01 – 298

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01 – Electrical Systems EC135 Classic

1.34.6 Engine Starting B2
Training Manual

Engine Starting

For instruction only Iss. July 2018 01 – 299