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05 – Flight Control EC135 Classic

B1
Training Manual

Chapter 05
Flight Control

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05 – Flight Control EC135 Classic
B1
Training Manual

Table of contents
5.1 Principle of the Flight Control ........................................ 4 5.4.3 Redundancy Provision ..................................................... 46
5.2 Flight Control of the EC135 ............................................ 6 5.5 Indication and Testing Systems ................................... 48
5.2.1 Components ...................................................................... 6 5.5.1 Pressure Supply Systems................................................ 50
5.2.2 Collective Control............................................................... 8 5.5.2 Reservoir ......................................................................... 54
5.2.3 Transmission of Control Signals ...................................... 10 5.5.3 Hydraulic Valve Block - Normal Operation....................... 56
5.2.4 Weight Compensation ..................................................... 14 5.6 Hydraulic Actuators ....................................................... 58
5.2.5 Cyclic Control................................................................... 16 5.6.1 Assembly ......................................................................... 58
5.2.6 Cyclic Centering Device................................................... 18 5.6.2 Description of the Follow-up Principle ............................. 58
5.2.7 Mixing Lever Assembly .................................................... 20 5.7 Mechano-Hydraulic Actuator MHA ............................... 62
5.2.8 Mixing Lever Assembly P3/T3 Version ............................ 22 5.7.1 Assembly ......................................................................... 62
5.2.9 Rotating Control Rods P3/T3 Version .............................. 24 5.7.2 Function ........................................................................... 62
5.2.10 Adjustment Boosted Section P3/T3 Version .................... 24 5.7.3 Mechanical Override ........................................................ 64
5.2.11 Principle of the Transmission of Control Signals ............. 26 5.7.4 System Test ..................................................................... 66
5.2.12 Swash Plate ..................................................................... 28 5.8 Electro-Hydraulic Actuator EHA ................................... 68
5.2.13 Rotating Control Rod ....................................................... 30 5.8.1 Function ........................................................................... 68
5.2.14 Scissors Assembly ........................................................... 32 5.9 Fenestron® Actuator ..................................................... 70
5.2.15 Trim System ..................................................................... 34 5.9.1 Function .......................................................................... 70
5.3 Tail Rotor Control .......................................................... 40 5.10 Three Axis Stability Augmentation System SAS ........ 72
5.3.1 Components ................................................................... 40 5.10.1 Yaw Stability Augmentation System ................................ 74
5.3.2 Function of the Tail Rotor Control .................................... 42 5.10.2 Fiber Optical Gyro FOG ................................................... 76
5.4 Hydraulic System........................................................... 44 5.10.3 Pitch & Roll Stability Augmentation System..................... 78
5.4.1 Components .................................................................... 44 5.10.4 Circuit Breaker Roll SAS and Pitch SAS (AC System) .... 80
5.4.2 Location ........................................................................... 44 5.10.5 Pitch Damper (DPIFR) ..................................................... 82

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Training Manual

5.11 Autopilot System EC135 ............................................... 84 This training document comprises the following ATA chapters:
5.11.1 Installation Locations ....................................................... 86 Principle of the Flight Control ATA 67
5.11.2 EHA.................................................................................. 88 Flight Control of the EC135 ATA 67
Tail Rotor Control ATA 67
Hydraulic System ATA 29
Indication and Testing Systems ATA 29
Hydraulic Actuators ATA 67
Mechano-Hydraulic Actuator MHA ATA 67
Electro-Hydraulic Actuator EHA ATA 67
Fenestron® Actuator ATA 67
Three Axis Stability Augmentation System SAS ATA 22
Autopilot System EC135 ATA 22

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5.1 Principle of the Flight Control B1
Training Manual

5.1 Principle of the Flight Control

General Tail Rotor Control

The attitude and airspeed of the EC135 are controlled by adjusting the The tail rotor control is in principle the same as the collective control
angle of incidence of the main and tail rotor blades. of the main rotor system. Adjusting the angle of incidence of the ten
tail rotor blades collectively varies the thrust, reacting against themain
Flight Control rotor torque. If these forces are equal, the helicopter stands still in
Three types of controls are necessary to fly the helicopter: hover. If not, the helicopter will turn around its yaw axis.
– collective control of the main rotor
– cyclic control of the main rotor
– tail rotor control.
The pilot gives control signals by:
– collective pitch lever (left hand)
– cyclic control stick (right hand)
– tail rotor pedals (feet).

Collective Control
Changing the angle of incidence equally on all four main rotor blades
increases or decreases the main rotor thrust. This is called collective
control.

Cyclic Control
The cyclic control adjusts the angle of incidence of two opposite blades
periodically and inverse. By means of this results a horizontal force.
The helicopter will tilt and move in the direction of the horizontal force.
Cyclic control consists of lateral control (left and right movement) and
longitudinal control (forward and backward movement).

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5.1 Principle of the Flight Control B1
Training Manual

Flight Control

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5.2 Flight Control of the EC135 B1
5.2.1 Components Training Manual

5.2 Flight Control of the EC135

5.2.1 Components 5.2.1.3 Tail Rotor Control

The flight control of the EC135 comprises the following systems: The main components of the tail rotor control are:
– main rotor control – pedal assembly
– tail rotor control. – Flexball control cable
– yaw SAS actuator (SEMA)
5.2.1.1 Main Rotor Control – Fenestron® actuator.
The main rotor control conists of two systems:
– collective control 5.2.1.4 Color Code
– cyclic control. The parts of the control linkages are color coded:
– red: right side, roll axis
5.2.1.2 Components – white: center, collective
The most important components of the main rotor control are: – black: left side, pitch axis
– collective lever
– cyclic stick
– trim system
– control linkage, non boosted section
– one mechano-hydraulic actuator (MHA)
– two electro-hydraulic actuators (EHA)
– mixing lever assembly
– control rods, boosted section.

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5.2 Flight Control of the EC135 B1
5.2.1 Components Training Manual

Flight Control

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5.2 Flight Control of the EC135 B1
5.2.2 Collective Control Training Manual

5.2.2 Collective Control 5.2.2.4 Collective Pitch Stop

The collective pitch stop is an elastic stop which limits the angle of
5.2.2.1 Signal Input attack of the main rotor blades in fast and high density altitude flights.
The collective control signals are given by pulling the collective pitch During an emergency condition i.e. autorotation landing it may be
lever upward or pushing downward. Pulling creates climb, pushing necessary to exceed this elastic stop. This will increase the collective
descent. control force because of a spring force to overcome.

5.2.2.2 Collective Pitch Lever
The collective pitch lever is located on the left side of the pilot seat.
The second lever is located on the left side of the copilot seat. Both
collective pitch levers are mechanically linked via a torsion tube.
5.2.2.3 Friction Brake
To prevent PIO’s and undesired movement of the collective lever
during flight, a friction brake acts on the torsion tube. The desired
friction against the movement of the pitch lever can be set by the
adjusting screw.
♦ NOTE Final adjustment of the collective pitch stop is
determined during maintenance check flight. The
actual mechanical stop is compared to the rotor
thrust given by the measured torque under the
respective outside air conditions (PA, OAT). If there
is a difference to the calculated value in the diagram,
the mechanical stop can be adjusted by changing
the number of shims under the pitch stop flange.
(approx. 1 % TRQ per 0.15 mm shim thickness).
♦ NOTE The adjusted friction force must not be below the
given minimum in the AMM to avoid PIOs.

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5.2.2 Collective Control Training Manual

Collective Shaft

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5.2 Flight Control of the EC135 B1
5.2.3 Transmission of Control Signals Training Manual

5.2.3 Transmission of Control Signals

The control signals are transmitted via the collective shaft, located
underneath the cockpit floor, several control rods and bell cranks
to the input control lever of the dual hydraulic boost unit. Here, the
signals are force amplified. The amplified signals are transmitted via
a control rod to the collective control fork, which is part of themixing
lever assembly. The collective control fork lowers or lifts the sliding
sleeve, which creates the intended simultaneous variation of the angle
of incidence on all four rotor blades.

5.2.3.1 Collective Pitch Lock

To secure the collective pitch lever during ground operation, a
collective pitch lock is installed. It consists of a spring and a lock latch.
To lock the collective pitch, the latch is placed onto the locking pin at
the collective pitch lever head.

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5.2.3 Transmission of Control Signals Training Manual

Collective Control

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5.2.3 Transmission of Control Signals Training Manual

INTENTIONALLy LEFT BLANK

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5.2.3 Transmission of Control Signals Training Manual

Collective Lever Pilot / Copilot

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5.2 Flight Control of the EC135 B1
5.2.4 Weight Compensation Training Manual

5.2.4 Weight Compensation

In order to compensate forces required to move collective levers, a
weight compensation system is installed. It is adjustable to single and
dual pilot operation. It is located under the cabin floor attached to the
collective shaft.

5.2.4.1 Example
To install copilot collective lever:
– Detach the protective cover on pilot collective lever.
– Pull the rigging pin from SP (Single Pilot) position and rotate
the lever approximately 1.8 turns clockwise.
– Lock position DP (Dual Pilot) with the rigging pin.

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5.2.4 Weight Compensation Training Manual

Weight Compensation

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5.2 Flight Control of the EC135 B1
5.2.5 Cyclic Control Training Manual

5.2.5 Cyclic Control 5.2.5.4 Vibration Decoupling Unit

The linkage for decoupling the vibrations is located between the upper
5.2.5.1 Signal Input guidance unit and the main rotor gearbox. This unit supresses control
The cyclic control signals are given by moving the cyclic stick left or inputs induced by vibrations from the main gear box relatively to the
right (lateral control) and by pushing or pulling it (longitudinal control). fuselage. If there is a displacement between themain gearbox and
the upper guidance unit, the decoupling rod causes a tilting of the
5.2.5.2 Cyclic Stick guidance unit for compensation.
The cyclic sticks are located in front of the pilot’s and copilot’s seat.
Both sticks are linked via the cyclic shaft and a linkage mechanism
underneath the cabin floor.

5.2.5.3 Control Transmission

Longitudinal control inputs are transmitted via the cyclic shaft to a
lower horizontal control rod which leads to the lower guidance unit
beneath the control post.
Lateral control inputs are transmitted via a linkage which is connected
above the cyclic shaft to the cyclic stick, to a bell crank and to a lower
horizontal control rod which leads to the lower guidance unit beneath
the control post.
The lower guidance unit transfers longitudinal and lateral control
inputs as thrust motions to one vertical control rod each.
The left and the right bell crank of the upper guidance unit transmit the
thrust motions to one upper horizontal control rod each. One upper
horizontal control rod displaces the input lever of the longitudinal
control spool (LH) and the other one displaces the input lever of the
lateral control spool (RH) at the main rotor actuator.
The lateral control lever tilts the swashplate forward to the left when
pushing the cyclic stick to the left and backward to the right when
pushing the stick to the right.

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5.2.5 Cyclic Control Training Manual

Cyclic Control

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5.2 Flight Control of the EC135 B1
5.2.6 Cyclic Centering Device Training Manual

5.2.6 Cyclic Centering Device

A cyclic centering device is installed on the pilots cyclic stick. This
allows the cyclic stick to be positioned in the center position to reduce
mast moment forces on the rotor system. It consists of a cantilever
attached to the cyclic stick and a receptacle pin which is part of the
instrument panel. This design prevents the cyclic stick from being
in a locked position which may lead to loss of controllability of the
helicopter.

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5.2.6 Cyclic Centering Device Training Manual

Cyclic Centering Device

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5.2 Flight Control of the EC135 B1
5.2.7 Mixing Lever Assembly Training Manual

5.2.7 Mixing Lever Assembly

General
The purpose of the mixing lever assembly is to transmit the three
amplifiedmain rotor control signals (collective, longitudinal and lateral)
to the swashplate.

5.2.7.1 Main Components

The main components of the mixing lever assembly are:
– collective control fork
– two cyclic control levers.

5.2.7.2 Collective Control Fork

The collective fork is supported by the hinged supportmounted on
top of themain transmission. At the forked end it is connected to the
sliding sleeve.

5.2.7.3 Cyclic Control Levers

The two cyclic control levers are mounted one on each side of the
collective control fork. As seen in flight direction, the lateral control
lever is mounted to the RH side and the longitudinal control lever is
mounted to the LH side of the collective fork.

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5.2.7 Mixing Lever Assembly Training Manual

Mixing Lever Assembly up to P2+, T2+

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5.2 Flight Control of the EC135 B1
5.2.8 Mixing Lever Assembly P3/T3 Version Training Manual

5.2.8 Mixing Lever Assembly P3 / T3 Version

General
The purpose, function and location of the mixing assembly is identical
to the former version

5.2.8.1 Main Changes

The main changes are:
– collective control range
– mixing Lever Assembly ratios
– re-inforcement of mixing lever assembly
– rotating control rod basic length
– boosted section adjustment tool

5.2.8.2 Collective Control

The higher control loads on the collective actuator require a reduction
of collective control range to 0° – 16.3°.

5.2.8.3 Cyclic Control

To maintain the cyclic control range, a change of lever ratios in the
mixing lever assembly.

5.2.8.4 Mixing Lever Assembly

To ensure static and dynamic strength, a reinforcement of critcal
points is done.

♦ NOTE There is no change of interfaces and bolts.

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5.2.8 Mixing Lever Assembly P3/T3 Version Training Manual

Mixing Lever Assembly P3 / T3 Version

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5.2 Flight Control of the EC135 B1
5.2.9 Rotating Control Rods P3/T3 Version Training Manual

5.2.9 Rotating Control Rods P3 / T3 Version

General
The purpose, components and configuration of the rotating control rod
is indentical to former version.
Also all notes and warnings are applicable for the rotating control rods.

5.2.9.1 Main Changes

The only change regarding the rotating control rods is the reduction of
the basic setup length from 308.8 mm to 307.3 mm.

5.2.10 Adjustment Boosted Section P3 / T3 Version

General
The adjustment procedure for the flight control boosted section is
similar to the former version.

5.2.10.1 Main Changes

For the adjustment P3 / T3 specific locating rods are required.

♦ NOTE Follow always the current AMM procedure according

helicopter version. If wrong tooling is used, the
blade angle range is changed. This could lead to
control loss over the helicopter.

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5.2.10 Adjustment Boosted Section P3/T3 Version Training Manual

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5.2 Flight Control of the EC135 B1
5.2.11 Principle of the Transmission of Control Signals Training Manual

5.2.11 Principle of the Transmission of Control 5.2.11.3 Lateral Input:

Signals
5.2.11.1 Collective
For increasing the vertical lift of the helicopter the swash plate has to
be raised evenly by the collective fork and the sliding sleeve (point 1
to point 1’).
Thus the pivot points of the lateral and longitudinal levers have to be
raised as well in order to avoid a cyclic input to the swash plate (point
2 to point 2’ and point 3 to point 3’).
The lateral input for left and right follow the same principle as the
longitudinal control. Point 2 has to be raised or lowered and the
helicopter will turn left or right.
♦ NOTE Transmission of cyclic signals is totally independant
of collective control inputs. Collective control
signals are transferred to both, the sliding sleeve
and the two short control rods.

5.2.11.2 Longitudinal Input (Example Forward Flight):

The longitudinal lever raises point 3 to point 3’ and thereby tilts the
swash plate. Thus the rotating pitch links, which are mounted at the
leading edge of the rotor blades, provide the maximum input approx.
90° prior the tail position of the blades. Due to the gyroscopic effect,
inertial blade mass and rotor characteristics the blades deliver the
highest lift at the tail position. The lowest lift is evident at the nose
position. The rotor plane tilts forward which causes the helicopter to
fly forward.
For a rearward flight the swash plate has to be tilted in the opposite
direction (lowering of point 3) and the rotor plane will tilt to the rear
according the principle described above.

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5.2.11 Principle of the Transmission of Control Signals Training Manual

Transmission of Cyclic and Collective Signals

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5.2 Flight Control of the EC135 B1
5.2.12 Swash Plate Training Manual

5.2.12 Swash Plate 5.2.12.4 Swash Plate Bearing

General
The swash plate transfers the cyclic or collective control input from the
stationary part of the flight controls to the rotating blades.
5.2.12.1 Sliding Sleeve
The collective control inputsmove the sliding sleeve up or down.
Inside the sleeve two teflon bushings are attached, which permit easy
sliding movement on the gearbox mounted support tube. Two bearing
bolts at the top of the sliding sleeve retain the cardan ring. Two ball
bearings at the lower side of the sliding sleeve connect the collective
control fork of the mixing lever unit.
5.2.12.2 Cardan Ring
The cardan ring contains four bearings, two for pivoting the cardan
ring and two for pivoting the control ring. This arrangement constitutes
a gimbal mounting which enables the interconnected control ring to tilt
in all directions about the vertical axis.
The swash plate bearing is a duplex ball bearing which connects the
nonrotating control ring to the rotating bearing ring.
♦ NOTE The swash plate bearing is the only rotating part of
the helicopter that is lubricated by grease.
5.2.12.5 Bearing Ring
The bearing ring is rotated synchronously with the rotor through the
two scissors assemblies. The four forked lugs provide the attachement
points for the rotating control rods. The connecting bolts from the two
levers integral with the bearing ring provide the attachment points for
the scissors assemblies. Located within the bearing ring is a soft-iron
pin which provides the impulses for a magnetic pick-up for track and
balance purposes.

5.2.12.3 Control Ring

The stationary control ring transmits the cyclic inputs via the swash
plate bearing to the rotating bearing ring. It is connected to the mixing
lever assembly by two control rods.
Also at the control ring provision is made for installation of a speed
pickup for track and balance purposes of the main rotor blades.

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5.2.12 Swash Plate Training Manual

Swash Plate Assembly

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5.2 Flight Control of the EC135 B1
5.2.13 Rotating Control Rod Training Manual

5.2.13 Rotating Control Rod 5.2.13.2 Configuration

General
The purpose of the rotating control rods is to transmit the flight control
signals to themain rotor blades. Four rotating control rods are installed
between the rotating part of the swash plate and the pitch horns at the
rotor blades.
The bearing rod ends are screwed into the rod body by a coarse thread
(MJ10x1.25) on one side and a fine thread (MJ10x1.00) on the other
side. The rod ends are secured in the rod body by a keyed washer
and a counter nut on each side. The counter nuts are additionally
lockwired. To prevent corrosion inside the rod body, the upper end is
sealed by a sealing compound.

5.2.13.1 Components ♦ NOTE The coarse thread must be located on the top. If not,
Each rotating control rod consists of: the adjustment for the blade track by rotating the
rod body is not as described in the maintenance
– two bearing rod ends
manual.
– two counter nuts
– two keyed washers ♦ NOTE The metric threads of some high loaded bolted
– rod body. connections might be designed according the MJ
standard. Due to modifications in the thread root
area an improved stability is achieved. In addition,
the self locking behaviour has been improved due
the selected relationship of thread diameter and
pitch. For combinations or exchangeability of MJ
and standard ISO M threads the remarks in the IPC
have strictly to be followed. For identification the
letters “MJ” are imprinted on bolts/nuts.

♦ WARNING The threads of the rod ends are marked by red

paint. These red areas must not be visible after
adjustment / installation.

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5.2.13 Rotating Control Rod Training Manual

Rotating Control Rod

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5.2.14 Scissors Assembly Training Manual

5.2.14 Scissors Assembly

General
The scissors assembly connects the swash plate to the rotor mast. Its
purpose is to drive the rotating part of the swash plate. The driving unit
connects the bearing ring of the swash plate with the scissors clamp
at the main rotor mast.

5.2.14.1 Attachment
The scissors assembly is connected to the main rotor mast by two
integrated lugs. Each of the two scissors assemblies are connected
to the swash plate by means of a spherical bearing and a swash plate
installed bolt.

♦ NOTE The lettering OUTER SIDE on the lever faces

outboard.

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5.2.14 Scissors Assembly Training Manual

Scissors Assembly

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5.2 Flight Control of the EC135 B1
5.2.15 Trim System Training Manual

5.2.15 Trim System
General
As the EC135 is equipped with hydraulic boost units for main rotor
control, which amplify the control signals, no real control forces are
necessary at the control stick.
For better handling of the helicopter, an artificial control force giving
the pilot a reference for stick displacement is desireable. For that
reason, trim actuators with artificial force feel springs are installed in
the non–boosted section of the cyclic controls.
During flight, the pilot does not onlymove the stick for a short time, e.g.
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.
Therefore the artificial control force can be trimmed to zero in each
stick position by electric motors and clutches in the trim actuators.
5.2.15.1 Trim Actuators
The longitudinal trim actuator is installed beneath the cabin floor
centered directly behind frame 1 and in front of the cyclic shaft. The
lateral trim actuator is installed beneath the cabin floor centered
behind the cyclic shaft and in front of frame 2.
In the housing of an actuator there are mounted a DC motor, an
electro–mechanical clutch, a centrifugal friction brake, a position
sensor and a spring for artificial force feel.
5.2.15.2 Trim Linkage
The longitudinal trim rod connects the output lever of the longitudinal
trim actuator with the cyclic shaft.
The lateral trimrod connects the output lever of the lateral trimactuator
with a bell crank mounted on top of the cyclic shaft.
5.2.15.3 Control Board
The control board for the trim system is installed beneath the cabin
floor between the cross beam and Frame 2. The Unit is attached to
the floorboard. On the control board there are mounted two relays for
control of the DC motors.
5.2.15.4 4–Way Trim Switches
The 4–way trimswitches are installed on top of both cyclic control stick
grips, respectively.
The desired trim position of the cyclic control is adjusted by the 4–way
trim switches.
5.2.15.5 Push Buttons
The push buttons ATT TRIM REL to release the trim position are
installed on top of both cyclic stick grips, respectively.
5.2.15.6 Dual Controls
If dual controls are installed, the 4–way trim switch priority is set to trim
aft / right, regardless whether the trim signal is triggered by the pilot
or the copilot.
5.2.15.7 Circuit Breaker
The circuit breakers TRIM ACT and TRIM REL are mounted in the
overhead console.

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5.2.15 Trim System Training Manual

Trim System - Locations

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5.2 Flight Control of the EC135 B1
5.2.15 Trim System Training Manual

5.2.15.8 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 (wormgear) and transmits actuator output shaft. This allows free movement in
the movement to the closed electrical clutch. With the clutch the the respective direction without an artificial control
primary reducer is connected to the secondary reducer and the motor force. In that case the trim system in the associated
movement is transmitted to the output shaft. Via the output lever and direction is disabled, too.
a control rod, the stick is moved into a new force free neutral position.
The running direction of a trim motor is changed by a polarity reversal. ♦ NOTE If the helicopter is equipped with an autopilot system,
The on–board circuitry with the relais and the two DC motors enables there are a hands–on–detection potentiometer and
the cyclic stick in four directions: Forward, aft, left, right. a position transmitter (RVDT) integrated in the trim
When operating the 4–way trim switch only one of the four contacts actuators. The P/Ns of the trim actuators are different
can be closed.When releasing the switch, all four contacts are opened acc. to the H/C configuration (AP vs. Non AP).
again.
During a cyclic control input the trim actuator output lever moves
together with the cyclic controls. With the trim actuator 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 the centrifugal friction
brake generates 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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Training Manual

Trim System - Trim Actuator

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5.2 Flight Control of the EC135 B1
5.2.15 Trim System Training Manual

5.2.15.9 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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B1
Training Manual

Trim System - Functional Diagram

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5.3 Tail Rotor Control B1
5.3.1 Components Training Manual

5.3 Tail Rotor Control

General 5.3.1.2 yaw Actuator

The tail rotor control changes the angle of incidence of the tail rotor The yaw actuator is an actuator with an integral position feedback
blades collectively. The tail rotor control is used for the yaw control. (Smart electro-mechanical actuator, SEMA). It converts the stabilizing
Control inputs aremade by the pilot via the pedal assembly. The pedal signal produced by the fibre optic gyro (FOG) into a corresponding
inputs are superimposed by inputs from the Yaw Stability Augmentation mechanical input to the tail rotor control linkage.
System (YAW-SAS) via an electro-mechanical actuator. The inputs The series-connected yaw actuator operates between the Flexball
are boosted hydraulically and transmitted to the control spider which control cable and the hydraulic tail rotor actuator. In consequence,
changes the blade angles. stabilizing inputs from the yaw stability augmentation system and the
control inputs from the pilot are superimposed on each other.
5.3.1 Components Following a stabilizing input, the yaw actuator automatically recenters
The tail rotor controls consist of the following assemblies: within its maximum stabilizing stroke range to ensure full stabilizing
– pedal assembly input authority. The authority in the yaw actuator control is 9.25 %.
– Flexball control cable
– yaw-SAS actuator
5.3.1.3 Flexball Control Cable
The Flexball control cable consists of a double-row arrangement of
– Fenestron® actuator (booster).
steel balls leading through captive ball cages. The steel balls roll
between two outer races and a center core. A flexible casing encloses
5.3.1.1 Pedal Assembly the races. Due to this construction the center core is able to transmit
The pedal assembly consists of: identical tensile and compression forces.
– 2 pedals
– 2 pedal control rods
– bellcrank lever.
The pedal assemblys of the pilot and copilot are linked by a connection
rod.

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5.3 Tail Rotor Control B1
5.3.1 Components Training Manual

Tail Rotor Control

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5.3 Tail Rotor Control B1
5.3.2 Function of the Tail Rotor Control Training Manual

5.3.2 Function of the Tail Rotor Control

The angle of incidence of the tail rotor blades can be varied within a
range of -16.8° thru +34.2° for up to P2+ / T2+; +35.3° from P3 / T3.
If e.g. a control input “yaw to the left” ismade by actuating the left pedal
of the pedal assembly, this input is transmitted as a tension motion via
control rods and the guidance unit to the Flexball control cable.
The Flexball control cable actuates a control rod in the Fenestron®
and thus the input of the yaw actuator. The yaw actuator superimposes
additional control inputs of the yaw stability augmentation system. The
part of the control rod located behind the yaw control actuator pulls the
input lever.
The Fenestron® actuator increases the force at the input lever and
axially shifts the rotating control spider via its piston rod to the right.
The levers of the control spider convert the axialmotion into a positive
twist of the rotor blades.

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5.3.2 Function of the Tail Rotor Control Training Manual

Fenestron® Actuator

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5.4 Hydraulic System B1
5.4.1 Components Training Manual

5.4 Hydraulic System

General 5.4.2 Location

The hydraulic system is used to boost the manual control inputs of the The components of the hydraulic power system are installed at the
pilot. At the same time the reset forces of the rotor blades are blocked. front of the main transmission and in the cockpit. Two pressure supply
systems are installed on top of the accessory gearboxes. The fan
5.4.1 Components gearboxes are attached to the left-hand and right-hand forward side
The hydraulic system consists of the following components: of the main transmission. The main rotor actuators are installed in the
center of the forward side of the main transmission. The Fenestron®
– two identical pressure supply systems
actuator is installed inside the stator hub of the Fenestron®. Hydraulic
– main rotor actuators lines connect the pressure supply systems to the main rotor actuators
– Fenestron® actuator and the Fenestron® actuator. The components of the indicating and
– indicating and testing system. testing system are part of the pressure supply systems. The related
switches and displays are installed in the overhead panel and in the
Tab. 05-1: Leading Particulars Hydraulic System
instrument panel.
Operating pressure 103 bar
Return pressure 1.40 - 1.75 bar
Hydraulic fluid acc. MIL-H 5606 (F)
Fluid capacity 1.0 l (SYS 1), 1.2 l (SYS 2)
Reservoir capacity 0.8 l

♦ NOTE To prevent a contamination and blockage, it is

recommended that hydraulic fluid stored in cans
should not be used when it is older than 3 years.

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5.4 Hydraulic System B1
5.4.2 Location Training Manual

Pressure Supply System

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5.4 Hydraulic System B1
5.4.3 Redundancy Provision Training Manual

5.4.3 Redundancy Provision

The hydraulic power system is a dual system. It has two identical
pressure supply systems, system 1 and system 2, that operate
independently. Under normal operating conditions both pressure
supply systems simultaneously generate the entire pressure for
boosting the main rotor controls. System 2 in addition also boosts
the tail rotor controls. If one of the pressure supply systems fails, the
remaining system continues to supply the main rotor actuators. This
causes the operating force of the mechano-hydraulically operated
main rotor actuators to decrease to half.
Only the failure of system 2 causes the tail rotor control to operate
without pressure. Failure of system 1 has no effect on the Fenestron®
actuator.

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5.4.3 Redundancy Provision Training Manual

Hydraulic System - Schematic

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5.5 Indication and Testing Systems B1
5.4.3 Redundancy Provision Training Manual

5.5 Indication and Testing Systems

General Test Procedure

Each system has a pressure switch to monitor the operating pressure. As both hydraulic systems operate simultaneously one system has
Power is supplied through the ESS busbar and the related circuit to be switched off to test the other. Testing System 2 (test switch
breakers. in position SYS 2) system 1 is switched off (and vice versa) via the
With system pressure above approx. 83 bar, the pressure switch is solenoid valve. The pressure in System 1 drops and the pressure
open and the caution HYD PRESS disappears. switch activates the CDS / CPDS caution HYD PRESS in system 1.
With small control inputs on ground the pilot can test the enforcement
System pressure of less than approx. 69 bar closes the pressure
of the respective system.
switch. The caution indication HYD PRESS is displayed on display
segment SYSTEM I or SYSTEM II on CDS / CPDS.
♦ NOTE Testing System 1 the pedal forces will increase
because System 2 and therefore the Fenestron®
Components
actuator is switched off.
The components of the indicating and testing system are:
– pressure switch for System 1 / 2 ♦ WARNING The test has to be performed on ground only.
– 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 CDS / CPDS
– test switch (spring loaded).

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5.5 Indication and Testing Systems B1
Training Manual

Hydraulic System - Indication and Testing System

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5.5 Indication and Testing Systems B1
5.5.1 Pressure Supply Systems Training Manual

5.5.1 Pressure Supply Systems

General
The pressure supply systems 1 and 2 are two identical systems. They
independently supply the hydraulic actuators with operating pressure.

Components
Each pressure supply system consists of:
– hydraulic pump
– reservoir
– valve block
– hydraulic lines.

♦ NOTE To prevent the hydraulic systems from contamination

an external ground cart must not be connected.
System tests can be carried out by operating the
hydraulic pumps with a special tool. To refill the
systems a container with a hand--pump and a fine
filter are available.

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5.5.1 Pressure Supply Systems Training Manual

Pressure Supply System

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5.5 Indication and Testing Systems B1
5.5.1 Pressure Supply Systems Training Manual

5.5.1.1 Hydraulic Pump Tab. 05-2: Leading Particulars Hydraulic Pump

The hydraulic pump is an integral part of the pressure system. All Speed 5145 RPM
connections (i.e. pressure line, suction line, case drain) are made by Preloaded pressure in thee
1.40–1.75 bar
channels and bores in the valve block. reservoir
The pump is conventional piston type wherein a cylinder barrel Reservoir capacity 0.8 l
containing nine pistons is driven by the accessory drive of the main Low pressure relief valve Opens at 6.5 bar
transmission.
High pressure relief valve Opens at 122 bar
The pistons are constrained by the rotating part of the backplate and
ball-and-socket-joints shoes which are hydrostatically balanced. As Pressure switch
Opens at 82.7 bar
the barrel rotates, the pistons intake and discharge fluid through a (increasing pressure)
stationary valve surface (control plate) on the port cap. The length Pressure switch
of the piston stroke, and thereby the displaced volume is determined Closes at 69 +/- 3.4 bar
(decreasing pressure)
by the angle of the non-rotating part of the backplate. This angle is
controlled by a spring acting against system pressure on the cam of
the non-rotating part.

♦ NOTE The longer the stroke of the pistons, the larger the
volume of fluid delivered.

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Training Manual

Hydraulic Pump Operation

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5.5 Indication and Testing Systems B1
5.5.2 Reservoir Training Manual

5.5.2 Reservoir
The reservoir stores the hydraulic fluid. The necessary preload
pressure is generated by the double actuated piston in the reservoir.
The operating pressure applies a force on the smaller piston. As
a result the larger piston pressurizes the reservoir. With the ratio
between the both piston areas (1:60) and an operating pressure of
103 bar, a return pressure of 1.40 – 1.75 bar is created in the reservoir
to prepressurize the pump suction side.
A pressure relief valve avoids a damage of the reservoir caused
by overpressure. It opens at a pressure of 6.5 bar and relieves out
hydraulic fluid to the leak oil port.
Both the reservoirswith the valve blocks attached to their forward side,
are installed on the hydraulic pumps. A support bracket also attaches
them to the main transmission.
The sight glass on the top of the reservoir serves as an indicator for
the amount of air in the system.
A fluid level indicator is installed on the rear side of the reservoir.
♦ NOTE The sight glass must be half full of hydraulic fluid
minimum. Otherwise the system has to be bled. A
save flight operation is assured as long as fluid is
visible in the sight glass.
The pressure relief valve prevents overloading of the system. The
valve opens at a pressure of 122 bar and excessive pressure is
released to the return side.
The solenoid valve, the shut off valve and the pressure switch are part
of the indication and test system.Energizing the solenoid valve causes
the shut off valve to close. The resulting decrease in pressure causes
the pressure switch to close and to send a signal to the cockpit for low
pressure caution indication.
Maintenance
For maintenance purpose the following ports are available:
– bleed valve and sightglass for detection and bleeding of
trapped air (in system 2 a second bleed valve is mounted at
the Fenestron® actuator)
– maintenance port for pressure monitoring (high pressure
side).
– refill and bleed port for draining and refilling the system (low
pressure side).
♦ NOTE Due to internal piping the refill port is mounted at
the plate assy in reverse order.

Valve Block
The valve block contains all the valves and control lines to control and
test the hydraulic system.
Directly after the hydraulic pump there is a non return valve to prevent
a reversal of the fluid’s direction of flow.
The filter prevents the system from contamination.

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5.5.2 Reservoir Training Manual

Reservoir / Valve Block - Cross Section

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5.5 Indication and Testing Systems B1
5.5.3 Hydraulic Valve Block - Normal Operation Training Manual

5.5.3 Hydraulic Valve Block - Normal Operation
The hydraulic pump delivers a constant pressure of 103 bar via the
non return valve and the filter to following locations:
Location 1 Small piston chamber (left section) of the reservoir piston
unit.
Result: The force at the piston rod due to the high pressure in the
small chamber creates the low pressure in the large piston chamber
(right section) with a relationship of 60:1.
Location 2 Right side of the shut off valve.
Result: The force generated by the high pressure piston (right side)
and the spring force override the force created by the low pressure
piston and keep the shut off valve in the opened position.
Location 3 Center section of the shut off valve.
Result: As the shut off valve is being kept in the open position the
high pressure outlet is pressurized. The pressure switch is open and
therefore the caution HYD PRESS in the CDS/CPDS is suppressed.
In this situation the respective main rotor actuator system is supplied
with high pressure. The returning fluid from the actuators is recycled
by the hydraulic pump or led to the reservoir, depending on the flow
demand.
Location 4 Solenoid Valve inlet.
Result: In this situation none.
Result: the piston of the shut off valve travels to the right end stop
because the force created by the larger piston surface and the high
pressure is greater than the force created by the spring and the smaller
piston surface with high pressure applied.
The pressure outlet is blocked and the pressure switch closes (Caution
HYD PRESS in the CDS / CPDS for the respective system comes on).
The pressure outlet line and the main rotor actuator of the deactivated
system are connected to the return pressure as long as the test
situation is evident.
Hydraulic Valve Block - Test Function deactivated
The test switch is released to the norm position, the solenoid valve
closes the high pressure inlet for the left shut off valve piston and the
shut off valve reverts to the open position again. The fluid of the left
piston chamber is pushed into the low pressure line which is opened
simultaneously.
Result: The pressure switch opens again (caution HYD PRESS goes
off) and themain rotor actuators are supplied with high pressure again.
♦ NOTE Both hydraulic systems can be tested with this
procedure. Only when testing system 1 (system
2 is inactive) there is no pressure supply to the
Fenestron® actuator.

Hydraulic Valve Block - Test Function activated ♦ WARNING Never activate the hydraulic test switch in flight.
For the single system test on ground one system has to be shut off
with the spring loaded test switch in the overhead panel. During the
test the solenoid valve is activated and opens the high pressure inlet
for the left side of the shut off valve.

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5.5.3 Hydraulic Valve Block - Normal Operation Training Manual

Reservoir / Valve Block - Cross Section

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5.6 Hydraulic Actuators B1
5.6.1 Assembly Training Manual

5.6 Hydraulic Actuators

General 5.6.2 Description of the Follow-up Principle

Due to the high reset forces which react on the controls when changing
the blade pitch, hydraulic actuators transmit boosted control inputs to
the rotor system.
The main rotor actuator block consists of three adjacent hydraulic
actuators. It is installed at the front part of the main rotor gearbox by
means of an attachment and supply plate.
5.6.1 Assembly
The hydraulic actuator mainly consists of:
– servo valve
– boost cylinder
5.6.2.1 Fluid Flow
System pressure is supplied from the pump via the valve block to
the control spool. Depending on the control spool position the upper
or lower side of the piston is pressurized. The boost piston moves
in the corresponding direction. The low pressure fluid from the non
pressurized chamber is led back through the return line into the
reservoir.
With the control spool in the neutral position, no boost piston movement
is possible, because the pressure line aswell as both return lines are
closed. The boost piston is hydraulically blocked.
5.6.2.2 Control Input
The input control rod is moved upward. At themoment of the input,
the boost piston cannot move, because it is still hydraulically blocked.
Therefore, when the control input rod moves upward, the control lever
turns around the pivot point at the boost piston. The control spool in
the control valve is pulled down by means of the connecting rod and
the control lever. This opens the upper port of the servo valve, directing
hydraulic pressure into the upper chamber of the boost cylinder. In the
same moment the return line of the lower chamber opens and the fluid
moves back to the reservoir.

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5.6 Hydraulic Actuators B1
5.6.2 Description of the Follow-up Principle Training Manual

Hydraulic Actuator - Basic System Function

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5.6 Hydraulic Actuators B1
5.6.1 Assembly Training Manual

5.6.2.3 Reaction of the Boost Piston

The hydraulic pressure in the upper chamber of the boost cylinder
causes the piston to move down. Low pressure fluid from the lower
boost cylinder chamber is ported to the servo valve and to the reservoir
via the return line. With the boost piston moving down and a constant
movement at the input control rod upward, themiddle point of the
control lever becomes the pivot point where the control lever turns
around. The control spool remains pulled down as long as the input
continues.

5.6.2.4 Input Stop

When there is an input stop, the upper spherical bearing of the control
lever becomes the pivot point. As the control spool is still in the open
position, the boost piston moves until the control spool is pushed back
in the closed position by the connecting rod and the control lever.
With the control spool in the neutral position no further hydraulic flow
is possible and the boost piston becomes hydraulically blocked again.
This short time delay is not perceptible in the controls.

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Training Manual

Hydraulic Actuator - Basic System Function

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5.7 Mechano-Hydraulic Actuator MHA B1
5.7.1 Assembly Training Manual

5.7 Mechano-Hydraulic Actuator MHA

5.7.1 Assembly
The mechano-hydraulic actuator MHA (collective axis) consists of
two independent systems which are mounted as a unit. Both systems
have one common piston rod and are located opposite each other.
System 1 with the respective mounting and supply plate is located on
the top at the power piston output, system 2 with the respective supply
plate is located below.
5.7.2 Function
The control linkage for collective control is connected to the input lever
of the main rotor actuator. The piston rod of the main rotor actuator is
connected to the mixing lever gear unit by means of control links.
Without hydraulic pressure the system is switched off by the combined
shut–off valve and bypass valve unit. Two springs with different spring
rates keep the valves in the desired position.
With the operating pressure increasing via the pressure port and the
check valve the inlet chamber of the shut–off valve is pressurized. Via
the hollow piston shaft and the orifice the control chamber pressure
increases more slowly and causes at first the bypass valve to close
with the compression of the weak spring. After the bypass contacts
the conical seating the strong spring will be compressed and the two
piston sections move relative to each other and open the shut-off
valve. Thus the pressure is led through to the control spool. In this
situation the boost piston is hydraulically blocked and counteracts all
forces coming back from the rotor.
A control input made at the input lever moves the control spool out
of the neutral position and the operating pressure is directed to the
respective boost piston chamber. The boost piston moves as long the
input continues and the control spool remains in the open position.
The opposite piston chamber is opened to the return line in order to
allow the piston travel.
When the input stops the boost piston pulls the control spool back
into the neutral position via the connection rod and the boost piston
movement stops (follow up principle).
The boost piston is hydraulically blocked in the new position.
The mechanical end stop for the boost piston travel is in the piston
chamber and will be reached, if the control input is continued.
In case of operating pressure drop (normal run down; system switched
off for test purpose; broken hydraulic line; control line with operating
pressure released to the return pressure) as a consequence the
pressure in the control chamber drops and the strong spring closes
first the shut--off valve, then the weak spring opens the by pass valve.
The system is depressurized and the boost piston chambers are
interconnected in the concerned system.
If the second system is still operative the boost piston in the deactivated
system does not block the control movement.

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5.7 Mechano-Hydraulic Actuator MHA B1
5.7.2 Function Training Manual

Mechano-Hydraulic Actuator MHA

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5.7 Mechano-Hydraulic Actuator MHA B1
5.7.3 Mechanical Override Training Manual

5.7.3 Mechanical Override

5.7.3.1 Purpose
Because the control spools of the two systems are mechanically linked
to each other, a jammed control spool in one system would cause
blocking of the corresponding control spool within the other system.
In order to assure the function of the hydraulic system in case one
control spool jams, a mechanical override is installed to each system.

5.7.3.2 Assembly
The control spool is moving in a valve sleeve, which is kept in position
by two springs. A test button is installed to the springs housing.

5.7.3.3 Function
In case of a jammed control spool, every control input will shift the
control spool and the control spool sleeve together against the spring
forces. The first displacement of the control spool sleeve causes the
opening of the control line to return pressure, thus first the shut–off
valve closes and then the bypass valve opens. A bypass around the
boost piston chambers of the respective system is established.

♦ NOTE In case of a jammed control spool an increased

control force in the affected axis will be observed.

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5.7.3 Mechanical Override Training Manual

Mechanical Override

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5.7 Mechano-Hydraulic Actuator MHA B1
5.7.4 System Test Training Manual

5.7.4 System Test

A test button, installed to each spring housing allows checking the
valve sleeve for free movement. Pressing the test button will first close
the gap between button and sleeve. Then, increase of applied force
will cause the displacement of the control spool sleeve. Caused by the
spring forces, the test button returns back to its normal position after
the return pressure has been built up.

♦ NOTE If, after closing the gap, no further movement is

possible against the spring force, the valve sleeve
may be blocked in the housing or the control spool
may be jammed in the control spool sleeve.

♦ NOTE Due to the friction between the test button and the
seal, the test button will be pressed out fully by the
return pressure only.

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5.7.4 System Test Training Manual

Override test

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5.8 Electro-Hydraulic Actuator EHA B1
5.8.1 Function Training Manual

5.8 Electro-Hydraulic Actuator EHA

General 5.8.1.1 EHA - SAS Decoupled

For the longitudinal and lateral axis (pitch and roll) an electro–hydraulic The complete SAS (P&R and YAW SAS) can be switched off by the
actuator (EHA) together with a MHA compose the complete actuator. pilot manually. In this case the solenoid valve is activated directly by
The electrical control signal sent from SAS and / or A/P to the EHA the cutoff switch on the cyclic stick.
will be converted into a mechanical control input by hydraulics. This The control pressure will be relieved to the return line and the spring
enables superimposition of this input with the mechanical input coming force will open the bypass valve. Then the control piston will be centered
from the control rods (pilot, trim system, SEMA). independent from its present position. The orifice in the bypass valve
causes a delay in order to avoid a control input. Therafter the control
5.8.1 Function spool and the boost piston move only after a mechanical input via the
The basic functions concerning boost piston and control spool are flight controls.
similar to the mechano–hydraulic actuator as described for the
collective axis. ♦ NOTE In case of hydraulic system 1 failure the P&R SAS
In order to allow the control piston inputs to the control spool and will be inoperative.
thereby to the control output the mechanical linkage is modified. As
long as the SAS is inactive the control piston is centered by two springs
and the control spool moves only after an input coming from the pilot.
When the supply line from P1 to the solenoid valve is pressurized
the control pressure builts up via the solenoid valve and closes the
bypass valve.
Thus the operating pressure can be directed into one of the control
piston chambers by the piston unit in the solenoid valve. The position
of the piston unit is controlled by the SAS computer via electromagnetic
signals to the servo valve coils. The position sensor signal is used as
a feedback signal for the control loop in the SAS computer.
With both control piston chambers interconnected no differential
pressure builds up and no influence from the SAS is possible.

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5.8 Electro-Hydraulic Actuator EHA B1
5.8.1 Function Training Manual

Electro - Hydraulic Actuator EHA

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5.9 Fenestron® Actuator B1
5.9.1 Function Training Manual

5.9 Fenestron® Actuator

General The movement of the power piston is stopped and the power piston is
The Fenestron® actuator is used for boosting the inputs for the tail kept in its position until a new control input is made.
rotor control. It is bolted to the tail rotor gearbox. It transmits pedal If the pressure drops in system 2, the shutoff valve closes and the
inputs to the control spider for changing the angle of incidence of the by-pass valve opens. Both boost piston chambers are interconnected
tail rotor blades. Integrated in the Fenestron® actuator are the stops and the mechanical control can displace the power piston.
for the maximum and minimum control range. The actuator is supplied The control spool normally travels in the valve sleevewhich is centered
with pressure by the pressure system 2. by two springs. If the control spool is blocked the valve sleeve can
be shifted against the spring force. Thus the control line is directly
5.9.1 Function connected to the return line. If the pressure drops in the control line,
Without hydraulic pressure the two springs with different spring rate the bypass valve switches the system off via the shut-off valve unit as
keep the bypass valve (weak spring) in the opened and the shut-off described above. The pilot will feel slightly higher control forces in the
valve (strong spring) in the closed position. affected axis because one of the springs at the valve sleeve has to be
compressed.
Thus the power piston can travel freely and the pilot is able to give
inputs to the tail rotor by means of the mechanical linkage only. The function of the test button is similar to these of the MHA and EHA.
When operating pressure fills the shutoff valve inlet chamber and the
control chamber through the hollow piston rod, the valve unit starts to
travel to the right. First the by pass closes (weak spring); second the
shutoff valve opens and gives the pressure free to the control spool
inlet.
The input lever is connected with the piston rod of the power piston.
Via the control lever the control spool can be moved. Pulling the input
lever displaces the control spool to the right and the operating pressure
enters the left power piston chamber which causes again amovement
to the right as long as the input lever continues to travel.
The control spool closes the pressure and return line as soon as the
required position of the power piston has been reached (input lever
stops the movement) due to the follow up of the control lever.

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5.9 Fenestron® Actuator B1
5.9.1 Function Training Manual

Fenestron® Actuator

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5.10 Three Axis Stability Augmentation System SAS B1
5.9.1 Function Training Manual

5.10 Three Axis Stability Augmentation System SAS

General
The helicopter can be equipped with an optional 3–axis Stability
Augmentation System (SAS).
The 3–axis stability augmentation system comprises the following
independent subsystems:
– yaw stability augmentation system (standard equipment)
– pitch and roll stability augmentation system (option)
– pitch damper for DPIFR certified H/C (option).

Requirements / Modular Structure

If the helicopter is equipped with an autopilot system (AFCS), the SAS
becomes part of the autopilot system architecture.
A precondition for operating of the AFCS is the 3–axis SAS and the
pitch damping system. Nevertheless, the 3–axis SAS and the pitch
damping system can be operated as a “stand alone” system without
the AFCS under VFR and DPIFR rules.

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5.10 Three Axis Stability Augmentation System SAS B1
Training Manual

VFR / IFR Requirements and AFCS

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5.10 Three Axis Stability Augmentation System SAS B1
5.10.1 Yaw Stability Augmentation System Training Manual

5.10.1 yaw Stability Augmentation System

General
The yaw stability augmentation system applies limited authority control
inputs to the tail rotor control linkage.
The yaw SAS operates independently of the other flight control
systems and provides the following functions:
– enhancement of the dynamic yaw stability
– damping of gust effects on the yaw axis.
The system is designed for “feet-on” operation, thereby requiring the
pilot to provide helicopter yaw control by operating the pedals. In turn,
the pilot experiences improved handling qualities while at the same
time retaining full control input authority.

System Components
The yaw stability augmentation system consists of the following
components:
– fiber optical gyro (FOG)
– yaw actuator (SEMA)
– circuit breaker yAW SAS
– cut-off switch SAS DCPL
– re-engagement switch SAS CONT.

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5.10.1 Yaw Stability Augmentation System Training Manual

yaw SAS - Locations

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5.10 Three Axis Stability Augmentation System SAS B1
5.10.2 Fiber Optical Gyro FOG Training Manual

5.10.2 Fiber Optical Gyro FOG Switch SAS DCPL

The fiber optical gyro (FOG) is installed below the engine deck within
the structure of the tail boom attachment cone between frame 7 and
frame 8. It can be accessed when the avionic plate is lowered.
The fiber optical gyro controls helicopter acceleration around the
vertical axis. A variation in the yaw rate within a specific frequency
bandwidth causes the FOG to transmit an electrical stabilizing signal
to the yaw actuator. The FOG is equipped with an electronic validity
control loop to monitor the operational readiness of the system.
yaw Actuator (SEMA)
The yaw actuator is installed in the Fenestron® structure. It is an
actuator with an integral position feedback (Smart Electro-Mechanical
Actuator SEMA). It converts the stabilizing signal produced by the
FOG into a corresponding mechanical input to the tail rotor control
linkage.
The series–connected yaw actuator operates between the Flexball
control cable and the hydraulic Fenestron® actuator. In consequence,
stabilizing inputs from the yaw stability augmentation system and the
control inputs from the pilot are superimposed on each other.
Following a stabilizing input, the yaw actuator automatically recenters
within its maximum stabilizing stroke range to ensure full stabilizing
input authority.
The cut-off switch SAS DCPL is located on the extreme left on the
upper end of the cyclic stick grip.
In the case of malfunction of the yaw actuator, the system can be
disengaged through the cut–off switch SAS DCPL. The cut–off switch
interrupts the engage signal to the FOG.
Switch P&R/P–D/y RST
The re-engagement switch P&R/P–D/Y RST is located in the top
left--hand corner of the cyclic stick grip and is used to reactivate the
system after the cut-off switch has been operated (reactivation is also
possible by pulling and depressing the circuit breaker P/R SAS). The
re-engagement switch reconnects the engage signal to the FOG.
CDS/CPDS Display
The Caution YAW SAS appears in the MISC field if the Yaw SAS is
decoupled.

Circuit Breaker yAW SAS

The circuit breaker YAW SAS is located in the top right–hand section
of the overhead panel.

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5.10.2 Fiber Optical Gyro FOG Training Manual

Functional Schematic - yaw SAS

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5.10 Three Axis Stability Augmentation System SAS B1
5.10.3 Pitch & Roll Stability Augmentation System Training Manual

5.10.3 Pitch & Roll Stability Augmentation System A position sensor (LVDT) in the electro–hydraulic actuators (EHA)
supplies the SAS computer with actuator position feedback signals.
General
The pitch and roll SAS, which is also an independent system, is used Electro-Hydraulic Actuators
for stabilizing the attitude of the helicopter about the longitudinal and Both the electro–hydraulic actuator (EHA) and the mechano-hydraulic
lateral axes. It applies limited authority stabilizing inputs to the main actuator (MHA) are integrated into the main rotor actuator housing.
rotor controls. The electro-hydraulic actuators (EHA) in the pitch and the roll axes
are converting the electrical stabilizing signals to mechanical inputs.
System Components When the servo valve is excited, a hydraulic control piston operates
The pitch and roll SAS consists of the following components: to move the control spool of the mechanical-hydraulic actuator MHA,
– pitch and roll SAS computer thereby adding stabilizing inputs to theMHA of the respective axis.
As a result, the stabilizing inputs from the pitch and roll SAS are
– electro-hydraulic actuators (EHA) (2 off)
superimposed on the pilot stick inputs.
– circuit breaker P/R SAS for 28 V DC
Following a stabilizing input, the EHA automatically recenters within
– circuit breaker ROLL SAS and PITCH SAS for 26 V AC / its maximum stabilizing stroke range to ensure full stabilizing input
400 Hz authority.
– cut-off switch SAS DCPL
– re-engagement switch P&R/P-D/y RST Circuit Breaker P/R SAS (DC System)
– 2 attitude gyros or GH14 horizons or AHRS1. The circuit breaker P/R SAS is located in the upper LH section of the
overhead panel. The busbar PP10E supplies the P&R SAS system 28
VDC through the circuit breaker P/R SAS.
Pitch and Roll SAS Computer
The pitch and roll SAS computer is located in the left-hand side
channel in the floor structure and uses the input signals from the
attitude gyros to compute the stabilizing input signals for the electro-
hydraulic actuators (EHA). An integral electronic validity control
loop within the SAS computer monitors operational readiness of the
system. Position signals fromboth trimactuators are used by the SAS
computer to determine whether the pilot is overriding an SAS control
input. This prevents the SAS from working against pilot stick inputs.

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5.10.3 Pitch & Roll Stability Augmentation System Training Manual

Pitch& Roll SAS - Locations

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5.10 Three Axis Stability Augmentation System SAS B1
5.10.4 Circuit Breaker Roll SAS and Pitch SAS (AC System) Training Manual

5.10.4 Circuit Breaker Roll SAS and Pitch SAS (AC
System)
The SAS computer is also supplied with 26 V AC / 400 Hz from busbar
26 V AC BUS I and II through the circuit breaker ROLL SAS and
PITCH SAS. The circuit breaker ROLL SAS is located in the upper LH
section, the circuit breaker PITCH SAS in the upper RH section of the
overhead panel.
The system is operative when its power supply is on. It becomes
inoperative when the power supply is interrupted by pulling one of the
three circuit breakers.
Cut–Off Switch SAS DCPL
The cut–off switch SAS DCPL is located on the extreme left on the
upper end of the cyclic stick grip.
The system can be disengaged by actuating cut–off switch SAS DCPL.
The cut–off switch interrupts the engage signal to the SAS computer.
Attitude Gyros
The P/R SAS system requires attitude information in the pitch and roll
axis. Depending on the equipment, this information comes from
– vertical gyros underneath the floor panel
– artificial horizon (e.g. GH14)
– Attitude and heading reference system AHRS 1
All three different sensor types require AC power for the correct signal
to the P/R SAS computer (analogue 400 Hz).
CDS / CPDS Display
The caution P/R SAS is displayed on the CDS / CPDS when the power
supply is interrupted or a fault occurs in the EHS, SAS computer, or
attitude gyro.

Re-engagement Switch P&R/P–D/y RST

The re-engagement switch P&R/P–D/Y RST is located in the top
left hand corner of the cyclic stick grip and used to reactivate the
system after the cutoff switch has been actuated (reactivation is also
possible by pulling and depressing the circuit breaker P/R SAS). The
re-engagement switch reconnects the engaged signal to the SAS
computer.

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5.10.4 Circuit Breaker Roll SAS and Pitch SAS (AC System) Training Manual

Functional Schematic – Pitch and Roll SAS

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5.10 Three Axis Stability Augmentation System SAS B1
5.10.5 Pitch Damper (DPIFR) Training Manual

5.10.5 Pitch Damper (DPIFR) The SEMA is installed in series with the pilot’s longitudinal control. It
sends limited control signals directly to the EHA without the cyclic stick
General being moved.
For Dual Pilot IFR certification an additional pitch damper has to be The actuator and a servo control loop are contained in the pitch SEMA
installed in order to compensate excessive pitch changes (e.g. EHA casing.
runaway). The electronics of the servo control loop includes a monitoring system
which detects and corrects internal defects in the servo control loop
System Components itself and control signal errors.
The pitch damper system comprises the following: With the P/R SAS active, the pitch SEMA acts as a pitch damper, too.
– pitch gyro An EHA runaway will not be detected by the SAS, therefore the SEMA
– pitch SEMA will recover this situation.
– switch P&R/P-D/Y RST
Switch P&R/P–D/y RST
– circuit Breaker PITCH DAMPER
The switch P&R/P-D/Y RST is located on the left on the upper end
– indication P DAMPER. of the cyclic stick grip. The 3–way switch is used to reengage the
individual functions.
Pitch Gyro
The pitch rate gyro (FOG, Fibre Optic Gyro) is installed in the LH side
Circuit Breaker
channel near to the SAS computer and measures angular changes of The circuit breaker PITCH DAMPER is installed in the overhead panel
the helicopter in its pitch axis. and supplied via the ESS. BUS II.
The pitch rate gyro provides digital signals to control the pitch SEMA.
Indication PITCH DAMPER
The power supply for the system is provided via the P DAMPER circuit
breaker located in the overhead panel. A failure of the pitch damper is indicated with the caution P DAMPER
in the MISC field of the CDS/CPDS. HC with early CDS versions are
equiped with an caution light PITCH DAMPER on the left side of the
Pitch SEMA
Warning Unit.
The pitch SEMA is integrated in the horizontal control rod which leads
from the upper guidance unit to themain rotor actuator for longitudinal
control.

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5.10.5 Pitch Damper (DPIFR) Training Manual

Pitch Damper - Locations, Indication and Switch

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5.11 Autopilot System EC135 B1
5.10.5 Pitch Damper (DPIFR) Training Manual

5.11 Autopilot System EC135

General redundancy, a second actuator is installed in the roll axis (roll SEMA)
The EC 135 AFCS consists of a 3–axis SAS (Yaw SAS, Pitch & Roll and in the yaw axis (yaw SEMA).
SAS) a pitch damper and an autopilot system. A precondition for operating of the AFCS is the 3–axis SAS and the
pitch damping system. Nevertheless, the 3–axis SAS and the pitch
The yaw SAS damping system can be operated as a “stand alone” system without
the AFCS under VFR and DPIFR rules.
Consists of a yaw rate gyro (FOG) and a “smart” electro-mechanical
actuator (SEMA). It provides rate damping about the helicopter’s The 3–axis autopilot system of the EC 135 is installed as flight control
vertical axis. system for D/SPIFR operation.
It provides:
The Pitch & Roll SAS – Digital SAS (AP SAS)
Consists of a P&R SAS computer (SAS 2000), a longitudinal (pitch) – Auto trim function (A. TRIM)
and a lateral (roll) electro-hydraulic actuator (EHA). – Heading hold (HDG)
The P&R SAS provides short term attitude hold and rate damping. – Altitude hold (ALT)
It has a stand-by back up function when operated with the AFCS.
The EHAs operate in series with the cyclic controls and introduce a – Airspeed hold (IAS)
limited authority by motion directly into the hydraulic boost. The SAS – Vertical speed hold (VIS)
computer uses attitude information from AHRS 1. – Altitude acquire (ALT.A)
– VOR navigation (NAV (VOR))
The Pitch Damper – Long range navigation (NAV (NMS))
Consists of a pitch rate gyro (FOG) and a longitudinal SEMA. It
– Localizer mode (APP (LOC))
provides pitch damping also as redundancy for IFR to lesson the
effect of a Pitch SAS (EHA) defect. – VOR approach mode (APP (VOR.A)
– Glide slope (GS)
The Autopilot System – Go around mode (GA)
Consists of the Autopilot Module (APM 2000) and the Autopilot
Mode Selector (APMS 2000). For additional control authority and

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5.11 Autopilot System EC135 B1
Training Manual

AFCS - Installation Locations

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5.11.1 Installation Locations
APM
The autopilot module is integrated in the PELICAN rack. The rack is
installed on the avionics deck in the aft, upper section of the cargo
compartment. The APM consists of two computers integrated on a
single printed circuit board. Both computers perform continuous
crosstalk to verify and ensure its correct operation.
ADC
The air data computers 1/2 are respectively installed in the LH and RH
side channels of the helicopter. They are connected to the respective
pitot/static system to give information about ALT/IAS/VS.
Pitch FOG
The pitch fibre optic gyro is installed in the LH side channel of the
helicopter. This laser gyro operates in the longitudinal axis and
provides digital signals for control of the pitch damper (SEMA).
yaw FOG
The yawfibre optic gyro is installed in the aft, upper section of the
cargo compartment near to the rear structure attachment cone. It
gives yaw rate signals to the yaw SEMA 1 to stabilize the yaw axis.
APMS
The autopilot mode selector is integrated below the instrument
panel in the slanted console or in the center console. It comprises all
necessary buttons and knobs to engage the autopilot and to select the
various upper modes.
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5.11 Autopilot System EC135 B1
5.11.1 Installation Locations Training Manual
Pitch & Roll SAS Computer
The pitch & roll SAS computer is installed in the LH side channel of
the helicopter. It uses the input signals from the AHRS 1 to compute
the stabilizing input signals for the electro-hydraulic actuators (EHA).
The P&R computer is also supplied with 26 VAC / 400 Hz (only from
inverter 2) in addition to DC power supply.
Pitch SEMA
The pitch SEMA is installed in the horizontal control rod of the pitch
axis, behind the overhead panel. It converts the pitch stabilizing signal
into a correspondingmechanical input only in case of a runaway of
the pitch EHA. With AP engaged it acts as a normal series actuator +
A.TRIM.
Roll SEMA
The roll SEMA is installed in the control rod of the roll axis, directly in
front of the hydraulic actuator. This actuator converts the roll stabilizing
and/or control signal into a corresponding mechanical input to the roll
control rod, only with the AP engaged.
yaw SEMA
The two yaw SEMAs are respectively mounted on each end of the
control rod for the Fenestron® servo actuator. They convert the yaw
stabilizing and/or control signal into a corresponding mechanical input
to the yaw control rod. Yaw SEMA 2 is only active with AP+A.TRIM
engaged.
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Training Manual

Pitch / Roll SEMA/EHA

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5.11.2 EHA
The electro-hydraulic actuators for the pitch and roll axes are
installed directly in the hydraulics of the main rotor actuator. They are
commanded by or via the Pitch & Roll SAS computer.
Trim Motors (Parallel Actuators)
Trim Motors (Parallel Actuators) The trim motors for pitch/roll are
installed below the cabin floor in the forward section of the helicopter
and are respectively connected with the pitch and roll controls.
Also the “hands–on” detection is done inside the trim motors. This
information is required to inform the SAS and / or the autopilot in order
to prevent a counteract of the systems to a pilot’s command.
FCDM 1/2
The flight control display modules are installed in the PELICAN rack in
the avionics deck. Each FCDM provides signals to display the required
information to the Primary Flight Display and to the Navigation Display.
Additionally, NAV information (e.g. VOR) is transferred from the
FCDMs to the autopilot module.
LVDT Pedal
The linear transducer (linear position sensor) is mounted directly on
the pilot’s pedal structure below the cabin floor in the forward section
of the helicopter. It measures the position of the pedals and provides
the information to the APM.
LVDT Collective
The linear transducer (linear position sensor) is installed below the
floor in the center section of the helicopter and is connected with the
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5.11 Autopilot System EC135 B1
5.11.2 EHA Training Manual
collective pitch lever. The APM requires the position of the collective
lever e.g. as one of the conditions for detection “in flight” or “helicopter
on ground”. Additionally the collective LVDT is used as an anticipator
which enables the autopilot to react faster and to minimize the influence
of collective movements on the other axes.
AHRS
The AHRS 1/2 are installed below the floor in the center section of
the helicopter. They comprise of 3–axis fibre optical gyros (laser
gyros) and accelerometers and provide information of the helicopter’s
attitude.
Magnetometers
The magnetometers are installed in the tail boom. They give reference
to magnetic north.
The configuration of the magnetometers up to SN 217 is one upon the
other, mounted in a single bracket. Helicopters with SN218 and higher
they are in tandem arrangement with separate brackets.
DTS
The connection receptacle for the test equipment of the AFCS system
is integrated on the circuit breaker panel (11VE) of the high load bus 1.
Here, a test computer can be connected to read ARINC429 signals.
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5.11.2 EHA B1
Training Manual

yaw SEMA 1 and 2

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Training Manual

INTENTIONALLy LEFT BLANK

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1 Be aware that there are a few systems that require the collective to be down and
locked;
There is also a proximity sensor
2 Must verify the condition on preflight check ( Possible debonding). Refer to ASB
62A-021.
3 On the ground 1 360° turn equals to approximately a 12mm rise or fall of the
blade tip.
In the air, 1 360° turn equals to appro. a 10mm rise or fall of the blade tip.
4 Used to turn off/on SAS (Pilot/Coplilot stick)
5 Receives signal from SAS computer