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

EurocopterEC135

Technical BriefingHeli-Expo, Houston

February 2010

2Agenda

American Eurocopter Customer Support/Technical Support Update

EC135 Fleet Statistics

EC135 Documentation

EC135 Technical Follow-up

EC135 Corrosion Protection

3Manager Technical SupportJames JB KincaidPhone: 972-641-5068Fax: 972-641-3710Mobile: [email protected]

Product ManagerEC135/EC145/ BK117/BO105

Michael MortersPhone: 972-641-3587Fax: 972-641-3710

[email protected]

Product ManagerEC135/EC145/ BK117/BO105

Mike MattlerPhone: 972-641-3734Fax: 972-641-3710

[email protected]

Product ManagerEC135/EC145/BK117/BO105

Dave VogelPhone: 972-641-3573Fax: 972-641-3710Mobile: [email protected]

EC135 The Team!

AEC EC135 Team Contacts

4American Eurocopter Customer Support Improvements

Office Hours Grand Prairie office open for technical assistance from 7:00 AM until 5:00 PM fully staffed.

- After hours support maintained 24/7 through closed loop answering service- Supported by technicians on call

Additional Staff Experienced German factory technicians added to Grand Prairie staff

- Dieter Schmidt Avionics / autopilot expertise- Manfred Wimmer EC145 / EC135 expertise / LUH

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

Customer Support Newsletter

5Assistance at American EurocopterHelp Desk 1-800-232-0323

Cory Shippen AS350/AS355/EC130 John Sharski EC120 & Service CentersMike May AS350/AS355/EC130 Ed Spalding EC120/AS332/AS365Chris Carter AS350/AS355/EC130 Dieter Schmidt Avionics/Autopilot/ElectricalEric Crossin EC225 specialist Paul Peterson Avionics/Autopilot/ElectricalDave Vogel BO105/BK117/EC135/EC145 Matt Vaitekunas Avionics/Autopilot LUHMike Morters BO105/BK117/EC135/EC145 Jim Creighton EC155/AS365Mike Mattler BO105/BK117/EC135/EC145 John Wintermote AS365/USCG HH/MH-65Manfred Wimmer BO105/BK117/EC135/EC145 Ronald Caulkins HUMS Specialist

AEC In-House Representatives

6American Eurocopter Regional Support Representatives

John Shauger(812) 597-5528

Bill Biddlecome(928) 632-0697

Les Weatherhead LUH(817) 453-7829

Tom Brown(702) 898-6307

Terry Kratovil LUH(724) 838-7438

Steve Smith(425) 821-6797

Dave Dunstan(530) 626-0451

Scott Dodge(207) 698-5051

Cambren Davis(352) 848-0009

Bob Swanson(303) 688-9618

Chris Breaux(985) 290-3398

Jon Hubbell(317) 336-7887

Phil Rizan(770) 687-2775

Ryan Olsen(949) 305-8532

Kelly Haller LUH(972) 795-1461

Erich Crossin(817) 263-7862

Eric Herbst(972) 641-3734

Michael Morters (214) 629-6282

EC120/AS350/AS3555/EC130

EC135/EC145/BK117/BO105

UH-72 Lakota LUH

EC225/AS332/SA330

7Agenda



EC135 Documentation



8EC135/EC635 Fleet Statistics as of 12/31/2009

EC135/EC635 Total

HC delivered: 852 HC in service: 826 Operators: 241 Countries: 49 FH accumulated: 1,635,000 Fleet leader: 305,000

9Aircraft S/N Operator Country Flight Hours4067 Northumbria Police Authority United Kingdom 11,955

4079 Thames Valley Police Authority United Kingdom 10,129

4040 West Mercia Constabulary United Kingdom 9,453

4064 Metro Aviation, Inc. United States 9,381

4107 Royal Cayman Islands Police Cayman Islands 8,976

4063 North Wales Police Auth. A.S.U. United Kingdom 8,802

4215 Merseyside Police Authority United Kingdom 8,640


4209 Thames Valley Police Authority United Kingdom 7,680


EC135/EC635 Fleet Statistics as of 1/31/2010

PresenterPresentation NotesHere are some fleet statistics up to August of the year

10

By regionBy mission

ALE19%

Miscellaneous6%

EMS46%

Executive/VIP17%

Offshore6%

Military6%

Europe55%

North America26%

Far East10%

Middle East3%

South America

4% Central America

1%

Pacific Area1%


EC135/EC635 Helicopters in Service

11


North America221

Central America14

South America34

Africa2

Middle East15

Europe408 Far East

76

Australasia6

EC135/EC635 Helicopters in Service

12

Agenda



EC135 Documentation



13

Technical Support

Upcoming Revisions

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

14

By publishing ASB EC135-04A-008 some life limits have been changed.These changes are already included in MSM Rev. 10.

Service life limit of 7,700 flight hours has been introduced for old forward ring frame (attachment of tail boom to fuselage).

Service life limit of 10,000 flight hours for old style aft ring frame and 18,000 flight hours for new style aft ring frame has been introduced.

Service life limit (10,000 hours) for rear structure (CFK tail boom tube) has been removed!

Service life limit for tail rotor blades has been increased from 8,000 to 12,000 hours.

Service life limit for main rotor blade dampers has been increased from 6 to 8 years.

EC135 Documentation

PresenterPresentation NotesFIRE BOTTLE IS LISTED AS 33000025-11 Drop the 1

15

Upcoming Revisions

AMM Revision no. 10 scheduled for August 2009.DONE! AMM Revision no. 11 scheduled for March/ April of 2010 IPC Revision no. 10 scheduled for August 2009DONE! IPC Revision no. 11 scheduled for November 2009..DONE! IPC Revision no. 12 scheduled for March 2010

16

Agenda



EC135 Documentation



17

EC135 Technical Presentation

18

Performance Improvement ~ 60% over electric AirCon System

Performance of current electrical AirCon system

= 5.2 kw

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

ATA Chapter: 21 New Air Cond and Basic Vent System

19

Cabin Evaporator

Cockpit Evaporator


20Cold air showers for forward cabin area


21


22

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

0870.


23

ATA Chapter: 24 Electric Master Boxes

Status: Current MTBF for EMBs (seen over the last 12 month):

EMB No.1: 3,190 hoursEMB No.2: 3,899 hours

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

contributing factors for EMB failures. New short term cover for avionic deck vent now part of basic configuration.

24

ATA Chapter: 24 Electric Master Boxes

Two possibilities for water ingress

25

ATA Chapter: 26 Fire Extinguisher System

Issue: Inadvertent discharge of the fire extinguisher bottle.

Status: Incidents can be classified in two categories:

1. Inadvertent discharge during pre flight procedure- Caused by overlapping of test switch positions when test switch is moved rapidly from the Off to the EXT/WARN position

- Procedure in the flight manual will be changed:First from OFF to EXT (Cautions EXT & FIRE EXT must come on) and only thereafter to EXT WARN (Cautions EXT/WARN, FIRE EXT & FIRE E TEST must come on)

2. Inadvertent discharge due to defective fire detectors- First batch of defective sensors have been sent to the manufacturer in CW 22 for investigation.

- Failures were caused by ingress of moisture due to defective sealant

26

ATA Chapter: 28 Fuel Pump

Status: Current MTBF for Testfuchs fuel pump:

Over the total RDG time period: 6,622 hoursOver the last 12 month RDG time period: 9,358 hoursOver the last 3 month RDG time period: 18,920 hours

27

ATA Chapter: 31 Main Switch Panel (20VE)

Issue: Several incidents of Single ENG Take-Off have been reported. ECD is therefore

implementing two modifications in order to help pilots avoid such incidents.

Status: Implementation of an automatic visual and audio warning (see next slide). Implementation of a double guard (SN 870 and up). Current flap guard protects the OFF position of the engine main switch New double guard will protect both the OFF and the IDLE position of the engine main

switch ASB_EC135-EC635-31-045

Current flap guard New double guard

Guarded in FLIGHT Guarded in IDLE

28

ATA Chapter: 31 Main Switch Panel (20VE)

New System: Audio Warning Single ENG Take-Off If only one engine main switch is in the FLIGHT position when the collective

is unlatched, a red warning CHECK ENG indication will appear and a special audio gong will be generated. The red flashing warning will last for five seconds (flashing at four times per

second) along with the special audio gong (which will sounds like: #go-go-go-go#). It will not be possible to acknowledge the special audio gong during these five seconds.

After five seconds a permanent red warning will appear, along with the standard audio gong. This standard audio gong can be acknowledged. The red warning will only disappear if/when both engine main switches are

put in FLIGHT position or when both are not in the FLIGHT position.

SB will be distributed in 2010

29

ATA Chapter: 32 Medium Height Landing Gear

Status as of February 2010: Design completed. Landing gear certified (November 2009). First serial installation on S/N 0831. SB for retrofit installation in preparation.

Height increase + 3.9 in

Width increase + 4.5 in

Standard attachment for all types

of steps

30

ATA Chapter: 32 Medium Height Landing GearStandard landing gear Medium landing gear High landing gear

Standard attachment for all types of steps

Status:

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

Now available

Height: 1.3 ftWidth: 6.6 ft

Height: 1.7 ftWidth: 6.9 ft Weight: 10.1 lb

Height: 2.3 ftWidth: 7.6 ft Weight: 57.3 lb

31

ATA Chapter: 32 Rear Cross Tube

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

Status: Cracked rear cross tube currently at ECD for lab investigation. Replacement of all rear cross tube remaining with centre drain hole and/or

thread insert for grounding cable as per ASB EC135-32A-012 Rev 4.

32

Issue: Failure of fixed landing light attachment.

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

ATA Chapter: 33 Fixed Landing Light

33

ATA Chapter: 34 AHRS

Issue: Long turn-around times of AHRS.

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

34

ATA Chapter: 52 Door Jettison System

Issue: Unintended release of hinged door jettison.

Status: First installation in FAL in S/N 0730. Retrofit of improved lock mechanism will be described

in Rev. 01 of SB 52-006. Change of lock wire is not an option, since easy release

function has to be ensured in case of emergency!

35

ATA Chapter: 53 Lower Sliding Door Rail

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

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

36

Fwd frame X5730

ATA Chapter: 53 Tail Boom Frame X5730

37


Issue: Fatigue testing of forward frame showed tendency to

crack.

Status: Service Life Limit of 7,700 flight hours has been

introduced for forward frame. Two high-time frames (>7,000 hours and >8,000 hours)

have already been removed for laboratory investigation. Replacement in the field possible by trained

technicians and with field deployable alignment tool. New reinforced aluminum ring frame

(On-Condition component) introducedfor serial production from S/N 0870.

SB EC135-53-021 for frame replacementhas been published.

38


39


Rear frame X9227

40


Issue: Aft ring frame cracks detected on 15 helicopters worldwide.

Status: Introduction of visual pre-flight check with ASB EC135-53A-022. Cracks start in extension of the horizontal stabilizer line (verified by lab

assessment of cracked ring frame). Replacement of frame possible at ECD or American Eurocopter. Solution for serial production: replacement of countersunk rivets by protruding

rivets (starting from S/N 0830). Retrofit solution (reinforcement doubler) introduced through SB EC135-53-023. Doubler is not approved as a repair solution (if frame is already cracked!).

TCI:

10.0

00 F

H

TCI:

18.0

00 F

H

TCI:

on c

ondi

tion

41


Installation of rear frame with universal head rivets

42


Reinforcement in its position

43

ATA Chapter: 53 Z ARIS

Issue: Issue closed.

Status: So far only one confirmed failure of a 0.30mm secondary bellows . Investigation revealed that this bellows was pre-damaged. MTBF of Z-ARIS currently at 2,885 hours for total RDG time period

at 7,388 hours for the last 12 month RDG periodat 12,613 hours for the last 3 month RDG period

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

44

ATA Chapter: 63 FS108 Main Transmission

Priority #1: Secondary tooth breakage and teeth degradation on input stage

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

45

EC135 MGB Input Stage: Problem Description

Secondary tooth breakage and teeth degradation on input stage

46

EC135 MGB Input Stage: Status of New Topography

New tooth topography was designed (different topography on LH and RH):

Tests for qualification of new topography: Fatigue test: Successfully observed in June 2009 Overload test RH: Successfully observed in August 2009 Overload test LH: Successfully observed in September 2009 100 hours endurance test: End October-2009 EASA certification: Planned end-2009

Bevel gearBevel gear

Input pinionInput pinion

- Load pattern was moved more to tooth heel area

- Load pattern is located over whole length of tooth

Load pattern of current topography Load pattern of new topography

On-Top test runs to clarify topography reliability

Required for certification

Required for certification

47

EC135 MGB Input Stage: Status of New Topography

New tooth topography was designed (different topography on LH and RH). Overload test (140%) and qualification test (endurance test) successfully

concluded in October 2009. Certification of new input pinions granted on December 17th 2009. Main XMSN with improved input pinions will have a new part number. First serial production main XMSNs with improved pinions will be on

production line by March 2010. Main XMSNs undergoing repair/overhaul will be getting new input pinions as

from March 2010. Every main XMSN which needs to be opened for any repair/overhaul will

generally receive new input pinions. Main XMSNs with improved input pinions are not affected by ASB 63-012 (oil

sampling every 100 hours).

48

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

staining is given.

EC135 MGB Input Stage: Additional Overload Test

49




50

EC135 MGB FS108 Spacer Tube

Wear on top surface of

spacer tube

Severe wear of tangs

Issue: The EC135 main transmission

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

Root causes: The settling effect of the mast

assembly and the wear ofthe spacer tube result in aloss of the mast nut torque.

51

EC135 MGB FS108 Spacer Tube

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

Further steps:

Short-term solution: A reference fleet is getting re-torqued at 50FH then every 100FH. The Ti-, Fe- and Ag-content in oil of further A/C of the reference fleet will be monitored if the

content of these materials will increase in the same proportion, mast nut will be re-torqued. Introduction of mast nut retorque into MSM at 150 hours TSN, TSO or since mast installation (at

400 hours if retorque at 150 hours shows no movement of nut). First main XMSN oil change will be shifted from 50 hours TSN, TSO to 150 hours TSN, TSO.

Mid-term solution: Design improvement of main rotor mast nut and spacer tube. Change request launched approved. First design proposal currently under detailed study.

52




53

EC135 MGB FS108 Mast Moment Measurement System

Issue: Repeated failures of strain gauge bonding caused due to water inside the

rotor mast. Repair (re-bonding) currently only possible at ZFL Germany.

Solution: To avoid de-bonding, action has been launched to close top and bottom of

main rotor mast. First closed parts scheduled for early 2010. Parts will be available for retrofit application at customers location.

Design change to replace the current hot bonding process with a new cold bonding process has been launched at ZFL. The cold bonding process will enable customers to replace strain gauges in the field.

Further details available from ZFL team

54

Issue: Failures if main rotor mast strain gauge debonds

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

ATA Chapter: 62 Main Rotor Mast

55


Issue: Condensation inside main rotor mast. Condensation has negative impact on strain gauge bonding and introduces

water into the main XMSN oil.

Status: Main rotor mast will be closed (bottom and top).

Sealing of lower end of main rotor mast

56


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

57




58

EC135 MGB FS108 Internal Corrosion / Water in Oil

59

EC135 MGB FS108 Internal Corrosion / Water in Oil

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

Further steps: Protective resin coating will be applied on collector gears. Serial parts scheduled for March 2010. Omission of rotor mast vent (SB to be issued Closure of upper and lower

end of main rotor mast together). New oil filler cap (water proof design) has been introduced into serial

production end of 2009. First main XMSN with new oil cap S/N 1904. New oil filler cap now also available as spare part under P/N 0053 208 040.

60




61

EC135 MGB FS108 Brake Pads Partly Broken

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

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

In September 2008 a customer informed ECD that fragmentsof his brake pads had been discovered to have broken off.

History and future plans:Brake pads Operational usage Status107.GR01.05 Until January 2007 No longer available No breakage reported107.GR01.06 January - February 2007 No longer available No breakage reported107.BB01.06 Since February 2007 Certified Six cases of partial breakage reported107.BB01.10 Expected in 2010 Certification tests planned for end-November 2009

62

EC135 MGB FS108 Brake Pad Comparison

Brake pads Detailed information / comparison107.GR01.05

107.GR01.06 Matrix connection on carrier plate similar to type 107.GR01.05

107.BB01.06

107.BB01.10 Data:- Carrier plate features four holes (similar to type 107.GR01.05 Improvement of stress peaks in comparison to 107.BB01.06 is assumed)

Test:- 300 braking cycles at 50% rpm (inspection of brake disc expected to raise

scheduled disc inspection (currently every 300 braking cycles or 100 hours))- 10 braking cycles with 70% rpm

Certification tests were planned for end-November 2009

Carrier plate

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

Sharp edges high stress peaks in matrix possible start of crack

Sharp edges in carrier plate for matrix connection

63

EC135 MGB FS108 Summary

Main issue of MGB FS108 Deterioration of input stage is in final step Certified solution expected in 2009

Spacer tube Short term solution: Introduction of re-torque and oil monitoring procedure under investigation Mid term solution: Design solution to decrease wear in two steps. Certification and validation by

service evaluation

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

Corrosion of collector shaft Implementation for coating to avoid corrosion launched

Broken brake pads Certification of new brake pads in progress

TRDS bearings failure Tests for decrease of bearing operating temperature in progress (see slide 64)

64

ATA Chapter: 64 Tail Rotor

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

Status: DESC 0002 fleet evaluation (5 selected

aircraft with 1,600 hours/3 years inspection interval) shows positive results.

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

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

65

ATA Chapter: 65 EC135 TRDS Bearings Failure

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

Heavy corrosion: long immobilization time in humid/salty environment Incorrectly manufactured bearing seal retaining groove: loss of grease Slight corrosion, loss of inner play: high rotating speed increased operating temperature

Status: Design analysis has been launched with the purpose of investigating measures which could decrease

bearing temperature. The following results have been gathered: High rotational speed leads to high bearing operating temperature Rubber sleeve has an isolating effect on the heat flow of the bearing increase in operating temperature

Further steps for problem solution: The influence of the following parameters on bearing

temperature will be analyzed in detail: Bearing grease amount Bearing grease type Isolating effect of sealing Isolating effect of rubber sleeve

Test results planned end of October 2009

66

ATA Chapter: 85 WSPS Lower Cutter

Issue: Breakaway tip replacement number not in the IPC

Status: Replacement tip part number =

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

191-83022-1 MS20470A6-18 (soft rivet)

67

ATA Chapter: 71 Inlet Barrier Filter (IBF)

LH Filter

New LH oil cooler exhaust+

Protection grid

68

ATA Chapter: 71 Inlet Barrier Filter (IBF)

69

ATA Chapter: 71 IBF Architecture and Installation

New LH oil cooler duct

LH Filter

BP door

(Cowlings shown removed)

70

ATA Chapter: 71 IBF Architecture and Installation

(Cowlings shown removed)

71

ATA Chapter: 71 IBF Plenum Chamber / Bypass Duct

RH BP door open

LH BP door open

Relative air direction

Geometry of Bypass Door Opening

72

Remote panel

Filter clogging indication Failure indication Bypass operation Test functions Maintenance function

ATA Chapter: 71 IBF Cockpit Indications

73

ATA Chapter: 71 IBF Status

Status: EC135 P2 / P2+: Cat B Certification = January 2010. EC135 P2 / P2+: Cat A Certification = February 2010. (Note: IBF will not be offered for the EC135 P1)

EC135 T2/T2+: Prototype installation commenced October 2009; certification TBA

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

fixed firewalls). Simple and fast filter element exchange, thanks to Camloc fastener installation.

74

ATA Chapter: 80 20VE Switch Panel

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

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

75

ATA Chapter: 80 20VE Switch Panel

New OEI training concept: Selection of training mode without using the engine main switches.

TRAINIDLE

NORM

TRAIN ENG IIENG I

OFF

ARM

SELCTRL

IDLE

FLIGHT FLIGHT

OFF OFF

OFF

OFF

OFF

NORM NORMON

RESET RESET RESET

GEN I GEN IIBAT MSTR

IDLE

76

Agenda



EC135 Documentation



77

Corrosion Offshore Kit

Corrosion protection provided through an additional coat of PU paint.

78

Corrosion Offshore Kit

Corrosion protection provided through an additional coat of PU paint.

79

Corrosion Protection Hydraulic MR Actuator

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

connectors.

80

Offshore Kit Oil Cooler Protection

From March 2008, oil coolers receive an additional PU top coating in order to improve resistance against corrosion.

81

Offshore Kit Oil Cooler Fan Inlet Screen

From March 2008, oil cooler blower inlet screens receive an additional PU top coating. An improved assembly procedure is also used to avoid contact corrosion between steel screen and aluminum ring.

82

Technical Support

EUROCOPTER

LEVERAGING OUR STRENGTHS

EurocopterEC135Technical BriefingHeli-Expo, HoustonFebruary 2010AgendaEC135 The Team!American Eurocopter Customer Support ImprovementsAEC In-House RepresentativesSlide Number 6Slide Number 7Slide Number 8 Slide Number 10Slide Number 11Slide Number 12Slide Number 13 Slide Number 15Slide Number 16Slide Number 17Slide Number 18Slide Number 19Slide Number 20Slide Number 21Slide Number 22ATA Chapter: 24 Electric Master BoxesATA Chapter: 24 Electric Master BoxesSlide Number 25ATA Chapter: 28 Fuel PumpATA Chapter: 31 Main Switch Panel (20VE)ATA Chapter: 31 Main Switch Panel (20VE)ATA Chapter: 32 Medium Height Landing GearATA Chapter: 32 Medium Height Landing GearATA Chapter: 32 Rear Cross TubeATA Chapter: 33 Fixed Landing LightATA Chapter: 34 AHRSATA Chapter: 52 Door Jettison SystemATA Chapter: 53 Lower Sliding Door RailSlide Number 36ATA Chapter: 53 Tail Boom Frame X5730ATA Chapter: 53 Tail Boom Frame X5730Slide Number 39ATA Chapter: 53 Tail Boom Frame X9227ATA Chapter: 53 Tail Boom Frame X9227ATA Chapter: 53 Tail Boom Frame X9227ATA Chapter: 53 Z ARISATA Chapter: 63 FS108 Main TransmissionEC135 MGB Input Stage: Problem DescriptionEC135 MGB Input Stage: Status of New TopographyEC135 MGB Input Stage: Status of New TopographyEC135 MGB Input Stage: Additional Overload TestATA Chapter: 63 FS108 Main TransmissionEC135 MGB FS108 Spacer TubeEC135 MGB FS108 Spacer TubeATA Chapter: 63 FS108 Main TransmissionEC135 MGB FS108 Mast Moment Measurement SystemSlide Number 54ATA Chapter: 62 Main Rotor MastATA Chapter: 62 Main Rotor MastATA Chapter: 63 FS108 Main TransmissionEC135 MGB FS108 Internal Corrosion / Water in OilEC135 MGB FS108 Internal Corrosion / Water in OilATA Chapter: 63 FS108 Main TransmissionEC135 MGB FS108 Brake Pads Partly BrokenEC135 MGB FS108 Brake Pad ComparisonEC135 MGB FS108 Summary ATA Chapter: 64 Tail Rotor ATA Chapter: 65 EC135 TRDS Bearings FailureATA Chapter: 85 WSPS Lower CutterATA Chapter: 71 Inlet Barrier Filter (IBF)ATA Chapter: 71 Inlet Barrier Filter (IBF)ATA Chapter: 71 IBF Architecture and InstallationATA Chapter: 71 IBF Architecture and InstallationATA Chapter: 71 IBF Plenum Chamber / Bypass DuctATA Chapter: 71 IBF Cockpit IndicationsATA Chapter: 71 IBF StatusATA Chapter: 80 20VE Switch PanelATA Chapter: 80 20VE Switch PanelSlide Number 76Corrosion Offshore KitCorrosion Offshore KitCorrosion Protection Hydraulic MR ActuatorOffshore Kit Oil Cooler ProtectionOffshore Kit Oil Cooler Fan Inlet ScreenSlide Number 82

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

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