The increase in RRPM I understand reduces the torque (at the same rpm) and therefore gives more available power for the critical take-off and landing stages of flight. It does not make it quieter or to be complient for noise certification.

When engaged, the Cat A switch (i.e. the 3% nr increase) actually makes the aircraft noisier. The threshold at which it is deselected is due to noise abatement considerations. The combination of the higher nr combined with airspeeds in excess of 55 kts cause the EC135 noise signature to exceed the level at which the aircraft was certificated....

...at least that's what the bloke down the pub told me.

2910kg when ECD get sorted. TM all ready to make the transition. Estimated mid 2006.
T2 only, FOC. Fadec tweak and thermal limits on 2B2's extended.
Over 400 switches and c/b's in an EC135T2:(Mid life upgrade (2012) will see these reduced by half apparently. The PEUG have forwarded 47 amendments to the EC135 cockpit layout, including the sighting of the cat a switch.
Cat a switch fitted exactly as bomber ARIS stated. Unfortunately this has now knocked the T2 EC135 of the top slot for quietest light twin in europe. That honour goes to the 902 variant.
[T1 still retains top slot and now shares it with the 902].

Thanks for that ARIS but the vital info that you ought to have included was the name of the pub!

Wouldn't it be nice if ECD included a short chapter in the supplements for the FLM; which apart from giving the limits of the system, gave a brief description of what it is for :hmm:

An increase in NR for a lower torque does make more sense. I must try hovering and switching the Cat A on and seeing how much the TQ reduces (given that the AUW and wind will not change), and thereby see just how much extra power is available.

3% of hover torque power I would suggest?

TC. waiting for the phone to ring so that I can go out and try, but Hovering at 100% Nr with say 65% torque, Cat A pushed to get 103% NR, Tq decreases, but I can't see a direct correlation % for % :hmm:

I thought I remembered from the gallop through conversion that the CAT A switch boosted Nr in order to give a bit of flex for the good engine when recovering from a donk stop and subsequent Nr droop... or was I asleep and dreamt that?

I think that what we require here is a response from Eurocopter to detail exactly what the Cat A system that is installed on the T2/P2 entails therefore cutting out the guesswork/assumptions. For sure all that has been said is generally near the truth.

Just come back from harrassing innocent members of the public and the findings are as follows:

OAT +2, 135ft AMSL, wind 040/09, 2795Kg gross weight

4ft hover, without Cat A 58% Tq, with Cat A - 58% Tq

No discernable difference, Tq initially climbs when Cat A selected, but when everything has settled down, same figures on the VEMD. I didn't take the figures for N1 & TOT as they are not a limiting parameter.

Open to suggestions :confused:

T2 cat a switch
 

The cat a switch was introduced to the uk with the introduction of the 135 t2 variant and was also part of the upgrade for existing t1 models to t2 standard. The raising of the Nr during cat a operations reduces droop following engine failures which means cat a t/o weights are increased. The airspeed at which the cat a mode is deselected was driven by noise constraints ie turn off as soon as possible due to increased noise in cat a mode.

EC135 equipment wishlist
 

So hypothetically speaking a boss asks his pilot to create a wishlist of equipment for a new EC135. The aircraft would be mainly used for VIP transfers and would also be doing quite a few long distance trips. Any suggestions on what I.................I mean what the pilot, should ask for? :E

CH :cool:

Air Con......

Before you go into all the nice things to have fitted look into the possibility of getting an airframe that can accept an auxillary tank. We discovered that as our airframe was not modded for an auxillary tank, having one fitted would have meant major airframe work. 2hours 20 minutes endurance is a real hindrance for long trips. You can spend as much time on the ground refuelling as flying and it costs you landing/handling fees every time you stop. We also went for low skids as more convenient for embarking/disembarking. Small boarding lights that illuminate the skids and steps are really good. Weather radar we did not consider an advantage nor did we go for air con. Tinted sun shields and windscreen wipers are a must. As performance is a problem we fly usually with only two rear facing seats fitted and a convenient cover is fitted over the third seat fittings. No bar or other weighty fittings.
I have not included here the piloty things as the list is very long.
Try and keep your ship as light as possible. Ours weighs in at 1832.

Be wary of the extra fuel tank. The C of G is far enough back as it is. Air con is vital it can get VERY warm in the back, let alone the effects of all that perspex in the front. We normally fly with the middle seat removed. But, I realy wish we had the radar. Also buy it some pyjamas. Its' a joy to fly and the temptation is to take it home at night and cuddle it:ok:

JC Aviations aux fuel tank kit, Bruces custom covers nose bag, Engle fridge and you do already have a stereo don't you?

Hi CaptainHollywood,

don't tell me you hit the lottery again. Isn't flying a brand new EC130 more than you can ask for??? What's next? EC 225????

Why does the devil always have to take a dump on the biggest turd?:ouch::{
(Does this phrase exist in english?)

Just kidding, good luck to you CH and if you need a holiday replacement just send me a pm.:ok:

Under normal climatic conditions in the UK and Euroland air con is not normally necessary and the penalty in cost,weight and CG is something you have to consider. With air con and an aux tank there will be a aft CG problem. You will have to decide which has the greatest benefit. We would have had the aux tank had the airframe been modded at birth. We have our own solution to long ferry flights.

Captain Holywood:

How about asking for an Agusta Grand instead, then you might be able to go somewhere far away, very quickly and in comfort too!!:)

Those of you who advocate a weather radar I have to ask you why do you need this item. I cannot see an advantage in having one flying in UK and Europe as there is ground radar available which if you are receiving Radar Informantion or Radar Advisory you should be able to request rerouting assistance due to adverse weather. Or am I wrong. It might be that I don't fly in nasty thundery weather because a little EC135 is no match for the brute forces of nature in CU and CB and remember you said it was VIP and for sure your VIP will not like flying in nasty weather.