EC135
Thank you for your time and effort RVDT.
Just to be clear, what is than the stated 4' 55'' countdown from the TRM (July 2006 edition, page 00-62, top right)?
I have a notice from the TR course that the AOE MCP countdown timer appears the last 5 seconds of 5' countdown, and it still doesn't make sense to me.
Just to be clear, what is than the stated 4' 55'' countdown from the TRM (July 2006 edition, page 00-62, top right)?
I have a notice from the TR course that the AOE MCP countdown timer appears the last 5 seconds of 5' countdown, and it still doesn't make sense to me.
Phoinix,
If you are in the AEO MCP (yellow band) for longer than 4 mins 55 seconds the LIMIT will illuminate along with a GONG at 5 minutes and you now have a recorded exceedance. In this case an MGB exceedance. Keep in mind that there are no sensors in the MGB to measure this limit. It is done by the engines via the FADEC.
There are 2 cases.
1) As soon as only 5 seconds of either 5 minute (AEO MCP) 2 minute OEI or 30 seconds OEI remain you will get a LIMIT with flashing box around it. If you exceed that limit the box goes to steady state with an audio GONG.
2) Exceedance of 30 second power OEI, 5 minute takeoff power (AEO Overtorque) or Mast Moment will trigger the LIMIT signal immediately together with a GONG. Depending on the exceedance it will be recorded. In the case of the AEO Overtorque there is a transient limit, check your applicable RFM as it varies between models.
Also keep in mind that AEO MCP is only useable at V less than or equal to Vy (65 KIAS).
If you are in the AEO MCP (yellow band) for longer than 4 mins 55 seconds the LIMIT will illuminate along with a GONG at 5 minutes and you now have a recorded exceedance. In this case an MGB exceedance. Keep in mind that there are no sensors in the MGB to measure this limit. It is done by the engines via the FADEC.
There are 2 cases.
1) As soon as only 5 seconds of either 5 minute (AEO MCP) 2 minute OEI or 30 seconds OEI remain you will get a LIMIT with flashing box around it. If you exceed that limit the box goes to steady state with an audio GONG.
2) Exceedance of 30 second power OEI, 5 minute takeoff power (AEO Overtorque) or Mast Moment will trigger the LIMIT signal immediately together with a GONG. Depending on the exceedance it will be recorded. In the case of the AEO Overtorque there is a transient limit, check your applicable RFM as it varies between models.
Also keep in mind that AEO MCP is only useable at V less than or equal to Vy (65 KIAS).
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Question about EC-135 P1
Can anybody relate their experiences operating/flying a P1?
Do they have a glass cockpit? Is there a stability system on this aircraft? How is the performance/fuel burn?
Thanks for any responses.
Do they have a glass cockpit? Is there a stability system on this aircraft? How is the performance/fuel burn?
Thanks for any responses.
Last edited by TheVelvetGlove; 27th Aug 2008 at 01:14.
Not a P1 but a T1, lovely aircraft (think of a twin engine Gazelle and you wont go far wrong). Analogue cockpit with a CDS dislpay for Fuel and Eng display. Fuel burn is approx 3kg per min at MAUM giving just over 2 hours use to 100 MLA.
Basic stab system on the A/C not full AFCS but nice to fly.
Shaun
Basic stab system on the A/C not full AFCS but nice to fly.
Shaun
There is a "search" function at the top of the page.
But if thats too much try here - EC135 Search Result. The thread was started about 8 years ago.
But if thats too much try here - EC135 Search Result. The thread was started about 8 years ago.
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I fly the P1, the instruments are as described above, it doesn't have any pitch or roll sas, only yaw sas. It is smooth in still air but a bumpy ride during the day when the thermals get going. The P2 with the pitch and roll is a whole other aircraft, much nicer to fly.
The fuel system is in Kgs on ours and we plan for around 200Kgs per hour. The two small tanks hold 49kgs and 45kgs and the main tank holds 420 / 440 depending on how much fuel you are prepared to spill. It also has a nasty habit of spitting fuel all over you no matter how slowly you fuel...dirty girl.
The fuel system is in Kgs on ours and we plan for around 200Kgs per hour. The two small tanks hold 49kgs and 45kgs and the main tank holds 420 / 440 depending on how much fuel you are prepared to spill. It also has a nasty habit of spitting fuel all over you no matter how slowly you fuel...dirty girl.
Fuelling the 135.
SB EC135-28-005
All models S/N 0005 up to and including 0400.
During an inspection on a helicopter it was found that the hook and pile tape (Velcro) for tank attachment to the floor had become partly detached. As a consequence this can lead to a reduction in the effective usable tank volume or to a longer refuelling time (read blowback) being necessary for the filling of the tank to its full capacity.
Procedure: Defuel and remove equipment plates and inspect ceiling of the tank. If the velcro has become detached badly, you have to remove the tank, replace the existing Velcro and fit additional as per SB.
Compliance: If it is not possible to fill the normal fuel quantity stated in Section 2 of the RFM, or it takes longer than it used to, to completely fill to the full quantity in the tank, the attachments of the tank lower shell are to be inspected at the next removal of the equipment plates.
Manpower: Fitting of each hook and pile tape 0.5 man hours. (There are 25 of them - 12.5 hours) Strangely no mention of the man hours required to remove each tank so you can change them and subsequent leak check. This requires removal of the floor sections! At a guess this would be a 3-4 dayer.
I think a lawyer must write these SB's. Too bad if you if you have time against you and need all the fuel available.
The blowback is the air pockets formed around where the tank has become detached.
More info: One of the reasons for this and other mods subsequent to SN 249 were issues between pre-Production and Production aircraft. Some fuel capacity was lost due to a few subtleties and certain customers made a point of it!
All models S/N 0005 up to and including 0400.
During an inspection on a helicopter it was found that the hook and pile tape (Velcro) for tank attachment to the floor had become partly detached. As a consequence this can lead to a reduction in the effective usable tank volume or to a longer refuelling time (read blowback) being necessary for the filling of the tank to its full capacity.
Procedure: Defuel and remove equipment plates and inspect ceiling of the tank. If the velcro has become detached badly, you have to remove the tank, replace the existing Velcro and fit additional as per SB.
Compliance: If it is not possible to fill the normal fuel quantity stated in Section 2 of the RFM, or it takes longer than it used to, to completely fill to the full quantity in the tank, the attachments of the tank lower shell are to be inspected at the next removal of the equipment plates.
Manpower: Fitting of each hook and pile tape 0.5 man hours. (There are 25 of them - 12.5 hours) Strangely no mention of the man hours required to remove each tank so you can change them and subsequent leak check. This requires removal of the floor sections! At a guess this would be a 3-4 dayer.
I think a lawyer must write these SB's. Too bad if you if you have time against you and need all the fuel available.
The blowback is the air pockets formed around where the tank has become detached.
More info: One of the reasons for this and other mods subsequent to SN 249 were issues between pre-Production and Production aircraft. Some fuel capacity was lost due to a few subtleties and certain customers made a point of it!
Last edited by RVDT; 28th Aug 2008 at 17:33. Reason: More info
Another strange one on the 135.
Have a look at the screws that attach the SEMA's (Smart Electro Mechanical Actuator) to the flight control runs. The number of SEMA's fitted varies with VFR SAS/IFR Autopilot configuration.
According to type certificate requirements they should have 2 methods of locking.
Part 27
The 135 clearly does not.
The 155 which uses the same or similar actuator clearly does as the attaching screws are cross drilled and wire locked.
Am I missing something? Does it mean that ONE fastener can fall out and its OK because you have three left?
There were issues recently where the fasteners used were too long. Screws were torqued OK but they had bottomed out in the thread allowing play in the control run.
see ASB EC135-22A-015 - Applicable ALL models.
Have a look at the screws that attach the SEMA's (Smart Electro Mechanical Actuator) to the flight control runs. The number of SEMA's fitted varies with VFR SAS/IFR Autopilot configuration.
According to type certificate requirements they should have 2 methods of locking.
Part 27
(a) Each removable bolt, screw, nut, pin, or other fastener whose loss could jeopardize the safe operation of the rotorcraft must incorporate two separate locking devices. The fastener and its locking devices may not be adversely affected by the environmental conditions associated with the particular installation.
The 155 which uses the same or similar actuator clearly does as the attaching screws are cross drilled and wire locked.
Am I missing something? Does it mean that ONE fastener can fall out and its OK because you have three left?
There were issues recently where the fasteners used were too long. Screws were torqued OK but they had bottomed out in the thread allowing play in the control run.
see ASB EC135-22A-015 - Applicable ALL models.
Last edited by RVDT; 29th Aug 2008 at 16:09.
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RVDT,
Just out of interest are you a pilot or engineer?, you seem to know a lot of very technical info on the 135, is this info necessary for a pilot, i ask because i fly the P2 and T2 but have nowhere near the in depth knowledg of sema screws etc.
Just out of interest are you a pilot or engineer?, you seem to know a lot of very technical info on the 135, is this info necessary for a pilot, i ask because i fly the P2 and T2 but have nowhere near the in depth knowledg of sema screws etc.
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Cool, were you a technician who decided to train to be a pilot or the opposite? I know a few techs who became pilots but i know of no pilots who decided that wanted to be techs!
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Phoinix, to go back too your point about the vertical display, what ECD are talking about is the VSI to everyone else. On the 135 with the FCDS the VSI is not a pitot static instrument, but gets its information from an accelerometer in the AHRS.
So if there is a discrepency between the two VSI's; on the RCU you need to switch to the AHRS you think is correct, NOT switch the ADC.
The problem with that of course, is that you will have a GYRO caption on the CAD if you switch to 1 or gyro and P&R SAS captions if you switch to 2.
So if there is a discrepency between the two VSI's; on the RCU you need to switch to the AHRS you think is correct, NOT switch the ADC.
The problem with that of course, is that you will have a GYRO caption on the CAD if you switch to 1 or gyro and P&R SAS captions if you switch to 2.
SR.............not entirely correct
quote ECD Data -
Attitude and Heading Reference Unit (AHRU)
The Attitude and Heading Reference Units AHRU 1 and 2 (Attitude and Heading Reference Units 1 and 2) use sensors to measure the primary reference flight data such as: attitude, rotational speed, (angular speed or turn rate) and acceleration values for linear acceleration of the helicopter. This data is provided across an ARINC 429 Bus for processing in electronic flight control display equipment and the autopilot computer.
The AHRUs also supply data for the inertial baro-anemometric vertical speed, as set by the ADC Air Data Computer, i.e. the measured data must be sent by the (ADC Air Data Computer) to the AHRUs.
Each AHRU consists of one inertial platform with 3 fibre optic gyros and a miniature silicon accelerometer.
Allowing for the translation to English of course!
It only performs the "I" part of the IVSI function, carried out by the vertical acceleration pump in an analogue instrument.
I don't think there is an annunciation of discrepancy between the VSI's.
I'm sticking to my original post.
Attitude and Heading Reference Unit (AHRU)
The Attitude and Heading Reference Units AHRU 1 and 2 (Attitude and Heading Reference Units 1 and 2) use sensors to measure the primary reference flight data such as: attitude, rotational speed, (angular speed or turn rate) and acceleration values for linear acceleration of the helicopter. This data is provided across an ARINC 429 Bus for processing in electronic flight control display equipment and the autopilot computer.
The AHRUs also supply data for the inertial baro-anemometric vertical speed, as set by the ADC Air Data Computer, i.e. the measured data must be sent by the (ADC Air Data Computer) to the AHRUs.
Each AHRU consists of one inertial platform with 3 fibre optic gyros and a miniature silicon accelerometer.
Allowing for the translation to English of course!
It only performs the "I" part of the IVSI function, carried out by the vertical acceleration pump in an analogue instrument.
I don't think there is an annunciation of discrepancy between the VSI's.
I'm sticking to my original post.
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Looking for a pic of EC-135 P1 w/ analog & CDS display
I guess there aren't too many of the older P1's around, at least not in the US.
Does anyone have a picture of a panel for the old P1 with analog gauges? I might be flying one soon, and have had no luck finding anything on the web.
As far as yaw SAS goes, I have only flown the 412 and the older S-76A with ASCS... what is the benefit of just having yaw SAS if you don't have any other channels? Just seems like an odd idea to me.
Does anyone have a picture of a panel for the old P1 with analog gauges? I might be flying one soon, and have had no luck finding anything on the web.
As far as yaw SAS goes, I have only flown the 412 and the older S-76A with ASCS... what is the benefit of just having yaw SAS if you don't have any other channels? Just seems like an odd idea to me.
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Trim Release Button
Any info about betteruse of Trim Release Button??, as I have been told to use it only twice on each fly, and in other Helicopters It´s neccesary to use iit frequently.Thanks in advance.