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Utility helicopterEC135H135An EC135T2 used by the of England & WalesRoleLightNational originMultinationalManufacturerFirst flight15 February 1994Introduction1996StatusIn serviceProduced1995–presentNumber built1300 (Jan. 2018)Developed fromVariantsThe Eurocopter EC135 (now Airbus Helicopters H135) is a twin-engine civil light produced by (formerly known as Eurocopter). It is capable of flight under (IFR) and is outfitted with a digital automatic flight control system (AFCS). First flying on 15 February 1994, it entered service in 1996 and 1,300 have been delivered up to January 2018 to 300 operators in 60 countries, accumulating over 4.5 million flight hours. It is mainly used for helicopter then for corporate transport, law enforcement, offshore wind and military flight training.

Half of them are in Europe and a quarter in North America. The is a military variant. Contents.Development Origins The EC135 started development prior to the formation of Eurocopter under (MBB) under the designation Bo 108 in the 1970s. MBB developed it in partnership with, the Bo 108 was initially intended to be a technology demonstrator, combining attributes of the successful with new advances and an aerodynamically streamlined design. Technologies included on the Bo 108 included the first full-authority digital engine controls on a helicopter, a hingeless main rotor, and the adoption of a new transmission. The first prototype made its first flight on 17 October 1988, powered by two /1 engines.

A second Bo 108 followed on 5 June 1991, this time with two TM319-1B Arrius engines; unlike later production aircraft, both technology demonstrators flew with conventional tail rotors. Bo 108 prototypeIn the late 1990s, the design was revised with the introduction of the tail rotor system, an advanced rigid main rotor, composite materials, and resonance isolation systems. It was decided to pursue a full certification program, resulting in the production of two pre-production prototypes; at the same time, it was chosen to give the Bo 108 a new designation of EC135 to correspond with the newly created Eurocopter company.

At this point, it was decided that the EC135 should be developed with the option of being powered by two competing engines, the 2B and the engines; two pre-production prototypes were built in 1994 powered by either engine, both powerplants proved to be successful and were used on subsequent production aircraft.In January 1995, the EC135 made its first public appearance at the Heli-Expo convention at, at which prospective buyers were reportedly impressed with its appearance and performance figures. Another feature which became apparent upon entering service was the low noise levels produced, in part due to its fenestron tail, the EC135 was the quietest aircraft in its class for more than 15 years. Despite the helicopter's design being primarily oriented towards emergency medical operators, the EC135 had considerable appeal to a wide range of operators. European certification was achieved on 16 June 1996, with approval following on 31 July.On 2 December 1999, the EC135 was granted single-pilot IFR (SPIFR) certification by Germany's (LBA).

In December 2000, the United Kingdom's also gave the EC135 SPIFR certification. Further development.

Cockpit of an EC135, May 2008The EC135 is a twin-engine rotorcraft. It can be alternatively powered by a pair of 2B or engines, dependent on customer's preference (which gives either a T or a P, respectively, in the variant name). The main rotor is of a four-bladed, fiber-composite design; progressive improvements to the main rotor have increased its performance and reduced maintenance costs since the type's introduction. The EC135 holds the distinction of being the quietest helicopter in its class, featuring an anti- isolation system to dampen vibration from the main rotor. The type's fenestron anti-torque device can be actively regulated via a HI NR rotor optimization mode, which provides for greater controllability during higher weight take-off and landings. It is capable of performing Category A operations throughout its full flight envelope.The EC135 can be equipped with either a conventional flight deck or the Avionique Novelle – the latter allows for single pilot operation. The glass cockpit is equipped with several, including two Sextant SMD45 displays and a central panel display.

The main avionics suite is supplied by; the EC135 can be outfitted with various avionics suites from manufacturers such as Russian firm Transas Aviation and British firm Britannia 2000. Glass cockpit of an H135 fitted with Helionix avionics, 2016The newer H135 model can be equipped with a four-axis autopilot, which is included as part of the Helionix avionics suite; this suite provides the H135 a greater level of commonality with several other Airbus Helicopters-produced rotorcraft including the H145,. Earlier versions of the EC135 were equipped with a three-axis autopilot with integrated stability augmentation; featuring a First Limit Indicator (FLI), simplifying engine and torque monitoring. Cockpit can be optionally installed. An EC135 of the GermanVarious cabin and cockpit configurations are available for the EC135, depending on the role performed and the operator's preferences.

It can hold up to five passengers and a pilot when configured with a standard executive interior, or seven passengers in a dense corporate interior. Multi-role interiors that allow the main cabin area to be quickly changed and re-equipped are also available. The main cabin of the EC135 is accessed either by large doors on either side of the cabin or by clamshell doors located at the rear of the cabin, directly underneath the aircraft's tail boom; the clamshell doors are particularly attractive to emergency medical services (EMS) and cargo operators. The brain software. Various medical facilities can be installed in the cabin, such as in-flight stations (including functionality), and hygiene-convenient flooring. In a mountain rescue configuration, the cabin can simultaneously accommodate two stretchers as well as the pilot, anaesthetist, winch operator, mechanic and mountain rescue specialist.Airbus Helicopters has promoted the airframe's various configurations as possessing 'unique adaptability' for various missions, including utility work, commercial transportation, and training roles. Equipment for the role include external, system, search lights with, left or right-mounted,.

For offshore oil & gas operations, the rotorcraft can be fitted with, emergency floatation aids (including an automated external life raft), energy-absorbent seating, class-D certified external hoists, and crash-resistant. An external hook can be installed to carry underslung loads of up to 272 kg for cargo missions. In a training capacity, features such a light aircraft recording system (for post-flight analysis), intuitive human-machine interface, specific training modules, and a one-engine inoperative training mode, and full ground simulators, may be selected. Operational history. One of the three EC135T2, shown landing EC135 P1 Powered by two 463 kW (621 shp) Pratt & Whitney Canada PW206B (ratings correspond to Take-Off Power (TOP)).

Later versions have the Center Panel Display System (CPDS). Initial maximum take-off weight (M.T.O.W.) of 2,630 kg (5,798 lbs), later raised to 2,720 kg (5,997 lbs) and then 2,835 kg (6,250 lbs). EC135 T1 Powered by two 435 kW (583 shp)(TOP rating) Turbomeca Arrius 2B1/2B1A/2B1A1. Later versions have the CPDS. Initial M.T.O.W. Of 2,630 kg (5,798 lbs), later raised to 2,720 kg (5,997 lbs) and then 2,835 kg (6,250 lbs). EC135 P2 Powered by two 463 kW (621 shp) (TOP rating) Pratt & Whitney Canada PW206B2.

Increased thermodynamic and mechanic OEI ratings (128% OEI torque). Replaced EC135 P1 in production in August 2001.

EC135 T2 Powered by two 452 kW (606 shp) (TOP rating) Turbomeca Arrius 2B2. Increased thermodynamic and mechanic OEI ratings (128% OEI torque).

Replaced EC135 T1 in production in August 2002. EC135 P2+ (Marketing name EC135 P2i) Latest current production version with 498 kW (667 shp) PW206B2 (new power ratings based on a software upgrade), plus a 2,910 kg (6,415 lbs) M.T.O.W. Upgrade, extended component (TBOs), and a change in the main transmission lubricating oil. Built in Germany and Spain. EC135 T2+ (Marketing name EC135 T2i) Latest current production version with 473 kW (634 shp) Arrius 2B2 engines (new power ratings based on a FADEC software upgrade), plus a 2,910 kg (6,415 lbs) M.T.O.W.

Upgrade, extended component TBOs, and a change in the main transmission lubricating oil. Built in Germany and Spain. EC135 P2+ (Marketing name EC135 P2e) Marketing designation of aircraft with increased M.T.O.W.

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Of 2,950 kg (6,504 lbs) within restricted flight envelope. EC135 T2+ (Marketing name EC135 T2e) Marketing designation of aircraft with increased M.T.O.W.

Of 2,950 kg (6,504 lbs) within restricted flight envelope. EC135 P3 Powered by two 528 kW (708 shp) (TOP rating) PW206B3 engines (new power ratings based on a FADEC software upgrade), plus a 2,980 kg (6,570 lbs) M.T.O.W. Upgrade, and significant increased OEI, Cat A, and hot/high performance. Market introduction in 2014. EC135 T3 Powered by two 492 kW (660 shp) (TOP rating) Arrius 2B2Plus engines (new power ratings based on a FADEC software upgrade), plus a 2,980 kg (6,570 lbs) M.T.O.W. Upgrade, and significant increased OEI, Cat A, and hot/high performance. Market introduction in 2014.

Military variant originally developed to meet a requirement for a fire support and medical evacuation helicopter. Presently, operated by, and armed forces. TH-135 Military training variant developed from the EC135 T2+. ACH135 Corporate variant of the H135. Operators In 2016, half of them were engaged in operations, 17% in, 16% in public services (typically ), 10% in military missions, 4% in offshore operations (typically inspection), and the remaining 3% in military training.The 1300th was delivered in January 2018, as over 300 customers in 60 countries accumulated more than 4.5 million flight hours.Most are in Europe (641), followed by North America (316) and Asia (195). Military operators. Eurocopter EC135T2 of the Police of the Czech Republic.

(operated by ).Accidents and incidents. On 29 November 2013, a EC135 T2 in, Scotland. Three occupants of the aircraft were killed, as well as seven patrons of the pub. The UK AAIB issued its final report on the accident on 23 October 2015. It said that 'No significant pre-impact technical defect was identified in any part of the aircraft or its systems.' It added that important fuel transfer pumps were switched off 'for unknown reasons', and also that the helicopter 'did not land within the 10-minute period specified in the Pilot’s Checklist Emergency and Malfunction Procedures, following continuous activation of the low fuel warnings, for unknown reasons.' Specifications (EC135 P2+/T2+).