EC135
"Dams" are usually installed when something is added that affects airflow at the static port and its sensitivity.
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Location: Massachusetts
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Warning unit shenanigans
Anyone ever flip on their battery master switch and not get the low rotor rpm tone? Or get just the gong instead? Or no sound at all?
Some more detail:
Ship is a P1. A previous warning unit worked great for about a year, then it started to act up. Sometimes when we turned on the master battery switch it worked correctly, you’d get the low rotor rpm tone, hit reset on the cyclic, then get the gong. But intermittently, we’d get no low rotor rpm tone, just straight to the gong, and sometimes neither tone, just silence.
We replaced that one and it worked fine for another year. Then we figured out the warning unit we put in wasn’t calibrated for the 95% low rotor rpm threshold for the P1, but instead for 97%. So we got a brand new unit from Airbus (complete with a check engine light…), calibrated for 95% and stuck it in. Now we’re having the same intermittent issue with the tones not coming on when you flip on the battery master.
Could this be a voltage thing? Could low battery voltage cause the warning unit not to make the tones? Could this be a compatibility thing between the new unit and the old aircraft?
Thanks!
Some more detail:
Ship is a P1. A previous warning unit worked great for about a year, then it started to act up. Sometimes when we turned on the master battery switch it worked correctly, you’d get the low rotor rpm tone, hit reset on the cyclic, then get the gong. But intermittently, we’d get no low rotor rpm tone, just straight to the gong, and sometimes neither tone, just silence.
We replaced that one and it worked fine for another year. Then we figured out the warning unit we put in wasn’t calibrated for the 95% low rotor rpm threshold for the P1, but instead for 97%. So we got a brand new unit from Airbus (complete with a check engine light…), calibrated for 95% and stuck it in. Now we’re having the same intermittent issue with the tones not coming on when you flip on the battery master.
Could this be a voltage thing? Could low battery voltage cause the warning unit not to make the tones? Could this be a compatibility thing between the new unit and the old aircraft?
Thanks!
Anyone able to tell me why this 135 has that little damm in front of the static port? Haven’t seen it before on the 8 different 135s I have come across...
Optional on 1 thru 3 versions and possibly standard on H version.
SB EC135‐34‐045 Valid for Versions: T1, T2, T2+, T3, P1, P2, P2+, P3 635 T1, 635 T2+, 635 T3, 635 P2+, 635 P3
Recommended for helicopters having problems with entry of water in static ports.
Warning unit shenanigans
FADEC FAIL - Power available on good engine
I thought I understood the FADEC FAIL / manual throttle logic but was recently given a new perspective from someone who was taught by factory TRI. Looking for some 2nd opinions.
Currently teaching is that when you get a FADEC FAIL / manual throttle, you set the engine to 80% N1 /20-30% torque respectively iaw the PCL. Then (and this the critical part) you are limited to AEO limits on remaining engine. However, people being taught by Airbus TRI are saying the “good” engine is limited to OEI. This of course would make the whole procedure simple. Set and forget in a sea level/temperate environment. Even the roll off on the ground becomes simple. (Obviously it does mention AEO limits in the PCL but only if you subsequently increase the manual throttle above 80% N1/30% torque).
This is discussed in this thread going back 11 years but I was wondering if anyone had anything in writing from the Airbus TRI? There is one mention in the training manual of this in that it says one of the triggers for “OEI mode” of the FLI is a FADEC FAIL but it’s specific to T3/P3 (OEI mode shifts where the “bong” happens - instead of 10 FLI, it’s 13.5 FLI).
Currently teaching is that when you get a FADEC FAIL / manual throttle, you set the engine to 80% N1 /20-30% torque respectively iaw the PCL. Then (and this the critical part) you are limited to AEO limits on remaining engine. However, people being taught by Airbus TRI are saying the “good” engine is limited to OEI. This of course would make the whole procedure simple. Set and forget in a sea level/temperate environment. Even the roll off on the ground becomes simple. (Obviously it does mention AEO limits in the PCL but only if you subsequently increase the manual throttle above 80% N1/30% torque).
This is discussed in this thread going back 11 years but I was wondering if anyone had anything in writing from the Airbus TRI? There is one mention in the training manual of this in that it says one of the triggers for “OEI mode” of the FLI is a FADEC FAIL but it’s specific to T3/P3 (OEI mode shifts where the “bong” happens - instead of 10 FLI, it’s 13.5 FLI).
Join Date: Sep 2000
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I thought I understood the FADEC FAIL / manual throttle logic but was recently given a new perspective from someone who was taught by factory TRI. Looking for some 2nd opinions.
Currently teaching is that when you get a FADEC FAIL / manual throttle, you set the engine to 80% N1 /20-30% torque respectively iaw the PCL. Then (and this the critical part) you are limited to AEO limits on remaining engine. However, people being taught by Airbus TRI are saying the “good” engine is limited to OEI. This of course would make the whole procedure simple. Set and forget in a sea level/temperate environment. Even the roll off on the ground becomes simple. (Obviously it does mention AEO limits in the PCL but only if you subsequently increase the manual throttle above 80% N1/30% torque).
This is discussed in this thread going back 11 years but I was wondering if anyone had anything in writing from the Airbus TRI? There is one mention in the training manual of this in that it says one of the triggers for “OEI mode” of the FLI is a FADEC FAIL but it’s specific to T3/P3 (OEI mode shifts where the “bong” happens - instead of 10 FLI, it’s 13.5 FLI).
Currently teaching is that when you get a FADEC FAIL / manual throttle, you set the engine to 80% N1 /20-30% torque respectively iaw the PCL. Then (and this the critical part) you are limited to AEO limits on remaining engine. However, people being taught by Airbus TRI are saying the “good” engine is limited to OEI. This of course would make the whole procedure simple. Set and forget in a sea level/temperate environment. Even the roll off on the ground becomes simple. (Obviously it does mention AEO limits in the PCL but only if you subsequently increase the manual throttle above 80% N1/30% torque).
This is discussed in this thread going back 11 years but I was wondering if anyone had anything in writing from the Airbus TRI? There is one mention in the training manual of this in that it says one of the triggers for “OEI mode” of the FLI is a FADEC FAIL but it’s specific to T3/P3 (OEI mode shifts where the “bong” happens - instead of 10 FLI, it’s 13.5 FLI).
I see you are in the Southwest, have you spoken to Jesse, what he doesn't know about 135s is not worth knowing....
Join Date: Sep 2000
Location: UK
Age: 47
Posts: 1,595
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Anyone ever flip on their battery master switch and not get the low rotor rpm tone? Or get just the gong instead? Or no sound at all?
Some more detail:
Ship is a P1. A previous warning unit worked great for about a year, then it started to act up. Sometimes when we turned on the master battery switch it worked correctly, you’d get the low rotor rpm tone, hit reset on the cyclic, then get the gong. But intermittently, we’d get no low rotor rpm tone, just straight to the gong, and sometimes neither tone, just silence.
We replaced that one and it worked fine for another year. Then we figured out the warning unit we put in wasn’t calibrated for the 95% low rotor rpm threshold for the P1, but instead for 97%. So we got a brand new unit from Airbus (complete with a check engine light…), calibrated for 95% and stuck it in. Now we’re having the same intermittent issue with the tones not coming on when you flip on the battery master.
Could this be a voltage thing? Could low battery voltage cause the warning unit not to make the tones? Could this be a compatibility thing between the new unit and the old aircraft?
Thanks!
Some more detail:
Ship is a P1. A previous warning unit worked great for about a year, then it started to act up. Sometimes when we turned on the master battery switch it worked correctly, you’d get the low rotor rpm tone, hit reset on the cyclic, then get the gong. But intermittently, we’d get no low rotor rpm tone, just straight to the gong, and sometimes neither tone, just silence.
We replaced that one and it worked fine for another year. Then we figured out the warning unit we put in wasn’t calibrated for the 95% low rotor rpm threshold for the P1, but instead for 97%. So we got a brand new unit from Airbus (complete with a check engine light…), calibrated for 95% and stuck it in. Now we’re having the same intermittent issue with the tones not coming on when you flip on the battery master.
Could this be a voltage thing? Could low battery voltage cause the warning unit not to make the tones? Could this be a compatibility thing between the new unit and the old aircraft?
Thanks!
One of our cabs has got the same problem, it's also a P1 of '99 vintage but the warning still works when you toggle the test switch and when you explore the limits.
This has been bubbling in the background for years.
Due to the design of the rotor head it isn't much of a challenge to add a blade as most of the "components" are in the blade cuff which is now seperate from the blade as per BK117-D3.
The mast is a simple design. I would say the R&D was done for the BK117 D3 and they just scaled it down.
A trade in the design I would bet on as being 5 bladed the ARIS mounts are now gone.
Fenestron looks to be slightly larger and some stator vanes have been removed?
The cab has a lot more composite structure.
And yes it will apparently be a "variant". I know there was a struggle to keep the H145 as a "variant" of the BK117.
Even the 135 is up to about 27 different "variants". Wouldn't be surprised if there is only one engine choice and by the look of the skinny tailpipes a "T" model.
Due to the design of the rotor head it isn't much of a challenge to add a blade as most of the "components" are in the blade cuff which is now seperate from the blade as per BK117-D3.
The mast is a simple design. I would say the R&D was done for the BK117 D3 and they just scaled it down.
A trade in the design I would bet on as being 5 bladed the ARIS mounts are now gone.
Fenestron looks to be slightly larger and some stator vanes have been removed?
The cab has a lot more composite structure.
And yes it will apparently be a "variant". I know there was a struggle to keep the H145 as a "variant" of the BK117.
Even the 135 is up to about 27 different "variants". Wouldn't be surprised if there is only one engine choice and by the look of the skinny tailpipes a "T" model.
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So even the cab is of different design, sliding and front doors also. Same type 🤣
H145 and BK117, say C2, have very few things in common…I bet there is a lot of AH workforce in EASA offices.
H145 and BK117, say C2, have very few things in common…I bet there is a lot of AH workforce in EASA offices.
Might be imagination but in the pictures it seems like maybe they got rid of the broom closet and went all flex ball cables like in the EC145.
Interestingly they seem to have not adopted some noteworthy features from the Bluecopter demonstrator, like the active rudder, the curved blades on main and tail rotor as well as the fancy aerodynamic cowlings.
Interestingly they seem to have not adopted some noteworthy features from the Bluecopter demonstrator, like the active rudder, the curved blades on main and tail rotor as well as the fancy aerodynamic cowlings.