Final report EC 135 Family-23 07 12 - EASA

EASA Eurocopter EC135 Family 

EUROPEAN AVIATION SAFETY AGENCY 

EXPERT DEPARTMENT / CERTIFICATION DIRECTORATE 

Operational Evaluation Board Report 

Original Report 

Dated: 23 07 2012 

Manufacturer: EUROCOPTER 

Twin Engine Helicopter 

EC 135 Family 

(P1, P2, P2+, T1, T2, T2+, & EC 635) 

European Aviation Safety Agency 

Postfach 10 12 53 

D-50452 Köln, Germany 

Original Report Page 1 of 36


EC 135 

EC 635 



Revision Record 

Revision No. Section Pages No. Date 

Original Report All All 23/07/2012 



Contents 

• Cover ......................................................................................................................... 1 

• Helicopters Pictures ................................................................................................... 2 

• Revision Record ......................................................................................................... 3 

• Contents ..................................................................................................................... 4 

• Operation Evaluation Board – OPS-FCL .................................................................... 5 

• Eurocopter experts involved in the process ................................................................ 6 

• Executive Summary ................................................................................................... 7 

• Acronyms ................................................................................................................... 8 

1. Purpose and applicability.......................................................................................... 10 

2. General Description of all EC 135 & EC 635 variants .............................................. 11 

3. Helicopter Main Characteristics ................................................................................ 22 

4. Operator Differences Requirement (ODR) Tables .................................................... 23 

5. Optional specific equipment ..................................................................................... 23 

6. Master Differences Requirements ............................................................................ 24 

7. Type Rating List and Licence Endorsement List ....................................................... 26 

8. Specification for Training .......................................................................................... 26 

9. Specification for Testing, Checking, Currency & Recent experience ........................ 36 

10. Specification for Flight Simulation Training Devices ................................................. 36 

11. Application of OEB report ......................................................................................... 36 

12. Appendices .............................................................................................................. 36 



Operational Evaluation Board – OPS / FCL Subgroup 

Jean-Marc SACAZES 

EASA – Section Manager 

Operational Suitability Rotorcraft / Balloons / Airships 

Experts department- Certification Directorate 



Name 

Joachim BALIK 

Eurocopter Experts involved in the process 

Position 

Head of Training - FTO 

Office / Branch 

Eurocopter Deutschland 

Jürgen Hackbarth Chief Flight Instructor- FTO Eurocopter Deutschland 

Rene NATER 

Robert Haas 

Test Pilot – 

Program EC135 

Eurocopter Deutschland 

Certification Manager Eurocopter Deutschland 

Remarks 



1. Manufacturer Application 

Executive Summary 

Eurocopter Manufacturer has made a formal application to EASA Experts Department - 

Certification Directorate to an OEB catch up process for the evaluation of initial and Additional Type 

Ratings and Difference training courses between all variants and in both ways of the “EC 135 

Family”. 

In addition Eurocopter has requested to evaluate the military variant EC 635 T1, P2+, T2+, literally 

the same helicopter like the EC135 but with additional military specifications, to consider as 

variants of the EC135 Family. Those three models are already included in the same EASA 

TCDS.R009. 

2. OEB recommendations 

The OEB recommends for approval by NAAs 

• Update Type Rating List & Licence Endorsement List 

• Pilot Initial Type Rating Training minimum syllabus 

• Pilot Additional Type Rating Training minimum syllabus 

• Instrument Rating Extension 

• Difference Training minimum syllabus 

• Currency and Recent experience 

• Training area of special emphasis 

3. Procedures, requirements and associated AMC references 

The EASA – Section Manager Operational Suitability Rotorcraft / Balloons / Airships 

and Eurocopter Helicopter experts have participated actively to this evaluation (Refer to the list page 6). 

EASA representatives have conducted this OEB in accordance with JAR-OPS 3, Part-FCL and 

JAR-FSTD 1H requirements. This evaluation was based on the JOEB Handbook and Common 

procedures Document (CPD) and the processes detailed in the JAA Administrative and Guidance 

Material, Section One, Part Two, Chapter 5 and Part-FCL including associated appendices, AMC 

and GM. 

Note on references and reference texts: 

Where references are made to requirements and where extracts of reference texts are provided, these are at the 

amendment state at the date of publication of the report. Readers should take note that it is impractical to update these 

references to take account of subsequent amendments to the source documents. 

François FABRE 

EASA – Deputy Head of Expert Department 

Certification Directorate 



General 

Acronyms 

AC Alternate Current (electrical) 

AEO All Engines Operative 

AFCS Automatic Flight Control System (Autopilot) 

AMC Acceptable Means of Compliance 

AOC Aircraft Operator Certificate 

ARIS Anti Resonance Isolation System 

ATPL (H) Airline Transport Pilot Licence (Helicopter) 

ATO Approved Training Organisation 

ATR Additional Type Rating 

CPD Common Procedures Document (for FAA-TCCA-FAA) 

CDS Cockpit Display System 

CPDS Central Panel Display System 

CPL (H) Commercial Pilot Licence (Helicopter) 

DC Direct Current (electrical) 

EASA European Aviation Safety Agency 

ECD Eurocopter Deutschland 

ECU Engine Control Unit 

EECU Electronic Engine Control Unit 

EFIS Electronic Flight Instrument System 

EMB Electrical Master Box 

EPU External Power Unit 

FADEC Full Authority Digital Engine Control 

FCDS Flight Control Display System (digital flight instruments) 

FLI First Limit Indicator 

FLM Flight Manual 

FTD Flight Training Device 

FNPT Flight and Navigation Procedure Trainer 

FRP Fibre Reinforced Plastic 

FSTD Flight Simulation Training Device 

FTO Flying Training Organisation 

GM Guidance Material 

GPU Ground Power Unit 

IFR Instrument Flight Rules 

IR Instrument Rating 

ITR Initial Type Rating 

JAA Joint Aviation Authority 

JAR-FCL 1 Joint Aviation Requirements – Flight Crew Licenses (Aeroplane) 

JAR-FCL 2 Joint Aviation Requirements – Flight Crew Licenses (Helicopter) 

JAR-OPS 3 Joint Aviation Requirements Operations 3 (Helicopter commercial air transport) 

JOEB Joint Operational Evaluation Board 

MDR Master Difference Requirements 

MEH Multi Engine Helicopter 

MEL Minimum Equipment List 

MET Multi Engine Turbine 

MGB Main Gear Box 

MMEL Master Minimum Equipment List 

MSL Mean Sea Level 



NAAs National Aviation Authorities 

N/A Not Applicable 

ODR Operator Differences Requirements 

OEI One Engine Inoperative 

OEB Operational Evaluation Board 

PPL (H) Private Pilot Licence (Helicopter) 

RPM Revolutions per Minute 

TGB Tail rotor Gear Box 

TRI (H) Type Rating Instructor (Helicopter) 

T/R Tail Rotor 

TRTC Type Rating Training Course 

TRTO Type Rating Training Organisation 

VEMD Vehicle and Engine Monitoring Display 

VNE Velocity - Never Exceed 

VTOSS Velocity Take Off Safety Speed 

Vy Velocity - for best rate of climb 

Vx Velocity - for best angle of climb 

YAW-SAS Yaw – Stability Augmentation System 

WAT Weight Altitude Temperature 

Helicopter Model designators along historic evolution within EADS group 

AS Aerospatiale 

BO Bölkow (MBB / Messerschmidt Bölkow Blohm) 

BK Bölkow / Kawasaki 

EC Eurocopter 

SA Sud Aviation 

SE Société Nationale de Constructions Aéronautiques du Sud-Est 

SO Société Nationale de Constructions Aéronautiques du Sud-Ouest 



I. Purpose and applicability 

Data is being submitted by Eurocopter in support of the catch up OEB process concerning 

differences between the helicopters: EC135 P1, P2, P2+ or T1, T2, T2+ and EC635 T1, P2+, T2+. 

The operator difference tables (ODR) provided by the manufacturer include a comparison of the EC 135 

family (See Appendix 4). 

The basic EC635 is essentially an EC135 under military certification and only differs to a civilian 

EC135 by a reinforced side shell. Since the EC635 variants (T1,P2+ & T2+) are identical and 

already included in EASA TCDS.R005, specific EC635 ODR tables are not developed and the 

same ODR tables apply as used for EC135 (see MDR Table page 24) 

Note: 

To enable an easy reading of this report, the EC135 P1, P2, P2+, T1, T2, T2+ and EC635 T1, P2+, T2+, are 

sometimes named and grouped under “EC 135 Family”. 

This report is the result of a catch up process evaluation which has been made by analysis and 

comparison, based on Pilot Initial and Additional Type Rating Training syllabus for all variants 

of the EC 135 provided by Eurocopter Training Academy and FTOs’ already approved by LBA 

(Germany) and by other NAA’s. 

This document: 

� Provides a general description of all the EC 135 Family 

� Updates the Type Rating List and Licence Endorsement List including all EC 135 variants 

� Makes recommendations for minimum training syllabus for the EC135 Family to: 

� initial type rating (ITR) 

� additional type rating (ATR) 

� Instrument Rating Extension (IR) 

� differences training 

� Currency and Recent experience 

� Training area of special emphasis 

Note: 

All variants / models : EC135 P1 (CDS); EC 135 P1 (CPDS) ; EC135 P2 (CPDS); EC135 P2+; EC135 T1 (CDS) ; EC 

135 T1 (CPDS); EC135 T2 (CPDS); EC135 T2+; EC 635 T1 (CPDS) ; EC 635 P2+; EC 635 T2+, are listed in the Type 

Certificate Data Sheet delivered by EASA under TCDS.R.009.. (See Appendix 1). 



2. General Description of EC 135 Family 

History 

To substitute the BO105 after 20 years in duty, the BO108 was developed and flown for the first 

time on Oct. 15th, 1988. In late 1992, the design was modified to provide accommodation for more 

passengers and cargo, also an Aerospatiale developed Fenestron Anti Torque system was 

adapted. 

The EC 135 - as it looks today - took shape and certification by the German (LBA) and the 

American Airworthiness Authorities (FAA) was completed 1996. 

General 

The EC 135 is approved in the Small Rotorcraft Airworthiness Category, under JAR 27 first issue – 

06 September 1993,, JAR 27 Appendix C for Category A Operation, and JAR 27 Appendix B for 

operation under IFR. 

The EC 135 is a light twin-engined turbine multi-purpose helicopter, a fully-separated fuel system, a 

dual hydraulic system, a dual electrical system and a redundant lubrication system for the main 

transmission. 

The helicopter in its basic configuration is certified for land operation under day and night Visual 

Meteorological Conditions (VMC). With special equipment installed and operative and under 

observance of the procedures and limitations, the helicopter is also certified for land operation 

under day and night Instrument Meteorological Conditions (IMC). 

• Cockpit Display Systems Versions and Flight Instrumentation 

EC135 variants in their basic configurations may be equipped with two major different cockpit 

instrumentations (see pages 18/19): 

o CDS (Cockpit Display System) installed up to SN 168, a digital engine and systems 

information combined with analogue flight instruments. 

o CPDS (Central Panel Display System) installed SN 169 and up, a multifunction digital screen 

display combined with analogue flight instruments (or optional FCDS) 

OEB has decided that the design and training differences between the two possible flight 

instrumentations should be considered essentially as the same variant, however a pilot 

familiarisation training may be necessary (see the Note on pages 28 or 31) 

• Engine Versions 

EC 135 and EC 635 variants are powered by two engines, depending on the designators on the 

FLM, respective engine versions are installed: 

o EC 135 P1 : Pratt & Whitney PW 206 B for (CDS & CPDS) 

o EC 135 P2 : Pratt & Whitney PW 206 B2 

o EC 135 P2+: Pratt & Whitney PW 206 B2 

o EC 135 T1 : Turbomeca 2B1/2B1A/2B1A_1 for (CDS & CPDS) 

o EC 135 T2 : Turbomeca 2B2 

o EC 135 T2+ : Turbomeca 2B2 

o EC 635 T1 : Turbomeca 2B1/2B1A/2B1A_1 

o EC 635 P2+ : Pratt & Whitney PW 206 B2 

o EC 635 T2+ : Turbomeca 2B2 

These engines are in the 450 KW class and may produce up to max. 526 KW for OEI operations 



For Version P1 and T1 the general maximum take-off mass is 2720 kg. 

With OPT 9-1-3 installed (enlarged control range) the MTOM is 2835 kg. 

With OPT 9-2-19 (external cargo hook) both versions (P1 and T1) have a MTOM of 2900 kg. 

For Version P2 and T2 the general maximum take-off mass is 2835 kg. 

With OPT 9-2-19 (external cargo hook) both versions (P2 and T2) have a MTOM of 2900 kg. 

For engine versions P2+ and T2+ the general maximum take-off mass is 2910 kg 

With OPT 9-2-19 : 

• external cargo hook, both versions (P2+ and T2+) have a MTOM of 2910 kg. 

• extended gross mass, both versions (P2+ and T2+) have a MTOM of 2950 kg. 

Fuselage 

The fuselage serves as platform for the helicopter systems, crew, passengers and payload. 

The exterior shape of the fuselage is aerodynamically optimized and includes various cowlings 

(MGB, Engine, Aft, Tail rotor fairing) and service covers (i.e. Nose, Forward, Middle, Tank, Tail 

boom / Fin). 

The modular concept simplifies the assembly of the helicopter and permits the replacement of 

individual modules without the necessity of disassembling the entire fuselage. 

The main components of the fuselage are: 

Main fuselage structure (transmission deck, side shells, engine deck, rear attachment cone, cabin 

floor, subfloor structure and bottom shell) It is the part of the fuselage that carries all the loads 

transmitted by the main transmission, the main rotor system and all loads caused by the engines, 

landing gear and tail unit. 

It consists of the body structure and floor structure. The structures are predominantly produced as 

aluminium-alloy body structures which are rigidly attached to each other. 

The transmission deck takes up the load of the lifting system and consists of frames 4 thru 5 as well 

as longitudinal beams. It is attached by rivets to the side panels and includes six mounts for the 

main transmission installation. 

The engine deck, which supports the engines, consists of frames 6 and 7 and longitudinal beams. It 

is riveted to the transmission deck and to the side panels. The engine deck is equipped with 

mounts to which the engine is attached through its mounting struts. 

Integral with the upper surface of the engine deck is the rear structure attachment cone. 

As the engine deck is part of the firewall-system, the skin is made from titanium sheet metal. 

Cabin structure (cabin frame and roof structure) 

It is a one-piece structural component, constructed as a hollow profile made of composite material, 

mainly carbon-fiber, but also glasfiber and KEVLAR is used. The framework provides the structural 

support for mounting the windshields, the nose windows, the pilot/copilot doors and the sliding 

doors to the passenger compartment. 

Rear structure (tail boom with horizontal stabilizer and Fenestron structure) 

The rear structure is connected to the main fuselage structure through connecting frame 8 which is 

riveted to the attachment cone. It stabilizes the helicopter in flight through a vertical fin and contains 

an integrated Fenestron tail rotor. The rear structure is a sandwich design made 

of carbon glass hybrid preprag with NOMEX core inside. 

Doors and service covers 

The helicopter fuselage is fitted with six doors to provide access to the cockpit, passenger cabin 

and cargo compartment. The doors are a carbon-glass-fiber composite construction. 

Original Report Page 12 of 36


Landing gear 

The landing gear carries the weight of the helicopter on the ground and absorbs landing impact 

loads. It is attached through four fittings and bearing rings to the floor structure of the fuselage. It is 

made of aluminium and consists of two cross tubes and two skids which are clamped together with 

skid shoes. 

To prevent the fuselage from being over-stressed during touch down, the bearing rings on the cross 

tubes are swivelling in their brackets so that all forces are absorbed by bending the cross tubes 

only. 

A skid track of 2 m, the rigid construction of the landing gear and the hinge less main rotor provides 

the helicopter with good stability when on the ground and disables ground resonances. 

The landing gear may be fitted with optional equipments like emergency flotation system, FLIR, etc. 

A high- or intermediate landing gear is available to meet changing operational requirements. 

Seating 

In its basic configuration the EC135 series features a 7 seat arrangement. 

Cockpit 

There are 2 crew seats in the cockpit of which the copilot seat on the left hand side may be used as 

passenger seat during single pilot operations. The seats are supported by longitudinal slide rails 

and are fixed each by four sliding shoes. 

Cabin 

In the forward cabin section are 3 passenger seats facing aft to the flight direction, mounted on a 

high support frame. 

In the aft section of the cabin are 2 passenger seats facing forward to the flight direction, mounted 

RH and LH side of the cabin. Each of the seats is mounted on two support bars which are fixed in 

the seat tracks on the aft cabin floor. 

Several other seat arrangements are certified and described in the optional section of the flight 

manual 

Main Rotor and blades 

The main rotor system consists of a bearing-less, hinge-less 4-bladed main rotor, a main rotor shaft 

with integral hub, control elements, and the rotor-related indicators. 

By using modern composite materials, this rotor system provides flapping, lead-lag and blade pitch 

change functions without the need of complicated ball and elastomeric bearings. 

Main Rotor Blades 

The main rotor blades are manufactured with fiber composite materials. A blade root (Flex Beam) 

with low bending and torsion stiffness enables the same functions like flap- and lead-lag hinges as 

well as the function of blade pitch bearings. 

A pitch control cuff around the flex beam is integrated in the blade structure to provide a rigid 

connection with the airfoil section of the blade. The pitch angle of the main rotor blade is changed 

through a pitch horn on the pitch control cuff. The pitch control cuff is kept centred around the blade 

root by a bearing support and a spherical bearing. 

Two elastomeric lead-lag dampers provide sufficient in-plane damping of the main rotor blade to 

prevent ground and air resonance. 

The airfoil section has a rectangular blade geometry with a parabolic swept-back tip and a negative 

2° twist per meter. The blade airfoil consists of: 

- a homogenous section comprising the DM--H4 airfoil up to R = 4500 mm 

- a transition area between R = 4500 and R = 4800 mm with DM--H4 and DM--H3 airfoil 



- the blade tip between R = 4800 and R = 5100 mm comprising the DM--H3 airfoil. 

Each blade is equipped with a blade tip mass, static discharger, trim tabs and balance washers. 

The blades are protected against leading edge erosion and lightning. 

Main Rotor Hub Shaft 

The main rotor hub shaft, which is hollow and is formed with two hub flanges at its upper end, is 

forged as one-piece and made of steel alloy. The hub flanges allow the attachment of the main 

rotor blades. On these flanges, the rotor blades are connected, thus eliminating the need of a rotor 

head. 

Control Elements 

A swashplate is used to connect the rotor to the stationary components of the control system. 

It is mounted to a sliding sleeve, free to slide on a main gearbox mounted support tube. 

Two scissor assemblies enable a synchronous rotation of the swashplate bearing ring with the rotor 

mast. Four rotating control rods enable the control inputs from the swashplate to the main rotor 

blades. 

Rotor related Indications 

The indicating system consists of a rotor RPM indicator, a visual and aural rotor RPM warning and 

a mast moment indication. 

The rotor RPM is sensed with an inductive system. The signal is processed to a warning unit and 

indicated in a rotor RPM indicator. It works as long as electrical power is supplied to the helicopter. 

Through the warning unit the pilot is warned by a warning light and aural signal when passing 

minimum, high or maximum rotor RPM. 

Since the main motor system is a hinge less / bearing less system, the rotor mast has to carry 

certain bending moments during slope landings or very rapid control inputs. To indicate such rotor 

mast bending moments a Mast Moment (MM) indication system is installed. 

Tail Rotor 

The vertical fin together with the integral Fenestron structure forms a unit. The upper region of the 

vertical fin has an aerodynamic function, while the Fenestron structure below encloses the tail rotor 

system. With this design and sufficient forward speed, the helicopter is able to continue to fly even 

in case of a tail rotor drive failure. 

The tail rotor is a shrouded fan-in-fin rotor (Fenestron concept) which is installed in a duct in the 

Fenestron structure which is part of the tail fin and made of composite material. A stator is installed 

in the duct of the Fenestron structure to which the tail rotor gearbox is attached. 

The tail rotor is equipped with ten unevenly-spaced rotor blades. This design produces overlapping 

acoustic vibrations which in turn creates a low noise level. 

Drive System 

The drive system transmits engine power to the Main Rotor, to the Tail Rotor drive and to its 

associated auxiliary units (like HYD pumps / Oil cooler fans etc.). 

As the engines are free turbine type engines, there is no clutch. A free wheel is integrated in each 

main transmission input drive, enabling independent drive of one or two engines as well as 

autorotation of the main transmission gear above the engine input speed. 

The engines output rotates with approx. 5900 RPM (at 100% N2) which is reduced to 395 RPM for 

the Main rotor and to 4986 for the Tail rotor drive output. 

The tail rotor gearbox reduces the RPM further down to 3584 used by the Tail rotor. 

The drive system consists of: 

Engine Driveshaft’s 

The driveshafts transmit the power of the engines to the main transmission. They connect the 

engines with the freewheeling units of the main transmission. In addition, they correct for any 



variations in length or misalignment between the engine outputs and the main transmission inputs. 

For this purpose two flexible couplings are attached to each end of the driveshaft. 

Main transmission 

The main transmission transfers the power from both engines to the main rotor system, tail rotor 

drive and to the auxiliary units. All mounting points, attachment fittings and oil lines are integrated 

into the transmission casing. It contains a wet sump oil system for lubrication and cooling. Because 

of redundancy, the lubrication system comprises two oil pumps located in the lower casing of the 

gearbox. A connecting pad at the tail rotor drive provides the attachment point for the rotor brake 

disc adapter and the tail rotor driveshaft. 

The tail rotor drive transmits the power from the main rotor transmission to the tail rotor through a 

system of shafts, flexible couplings and the tail rotor gearbox. 

The tail rotor gearbox (TGB) is a single-stage, spiral-toothed bevel gear. The gearbox housing is 

made of aluminium alloy. It reduces the speed of the drive shafts and houses the components 

which control the tail rotor. 

Flight Controls 

Main rotor control 

Below the cockpit floor, passing a centre post in the cabin to the cabin roof, are control linkages 

between cyclic stick and collective pitch which lead to main rotor hydraulic actuators. These 

linkages are interconnected with bell-cranks. 

Above the cabin are the hydraulic actuators which are bolted to the main transmission. They are 

linked to the cyclic stick- and collective linkages on the un-boosted side and to the mixing levers / 

swash-plate on the boosted side. 

After the swash-plate, rotating control rods are connected to the pitch horn of the blades. 

Tail rotor control 

The pedal assembly for tail rotor control is connected below the cockpit floor with control rods to a 

bell crank lever. From here a ball bearing control cable (Flexball cable) leads to an electrical 

actuator which is located inside the Fenestron structure and an integrated part of the YAW-SAS. A 

control rod leads from this yaw actuator to an input lever which moves a piston in the Fenestron 

Actuator. The inputs are boosted hydraulically and transmitted to the control spider which changes 

the blade angles of the Fenestron. 

The standard version of the helicopter is fitted with a YAW SAS system which is connected to HYD 

system No. 2. The yaw actuator is an actuator with an integral position feedback (SEMA Smart 

Electro-Mechanical Actuator). It converts the stabilizing signal produced by a fibre optic gyro (FOG) 

into a corresponding mechanical input to the tail rotor control linkage. 

Rotor brake 

A hydro-mechanical rotor brake system enables the rotors to be brought to a standstill 

The rotor brake control lever is installed in front of the overhead panel and equipped with a locking 

device. A cable runs to the hydraulic assembly (fluid reservoir / brake cylinder / damper) mounted 

on the main transmission. From here a hydraulic line leads to the brake calliper which is mounted 

on a brake support on the main transmission above the tail rotor drive. 

The tail rotor drive pad provides the attachment point for the rotor brake disc adapter to which the 

brake disk is mounted. If the rotor brake lever is locked for a longer period of time, the hydraulic 

pressure will slowly decrease and the brake function will be lost with time. 

When the brake is active, the calliper moves and touches a micro switch which in turn triggers a 

caution light in the CDS/CPDS, indicating that the rotor brake is active. 



Engines 

The EC 135 is equipped with either two Pratt & Whitney 206 or two Turbomeca ARRIUS engines. 

The engines feature small differences in technical design, power output and fuel consumption but in 

principle both engines are of modular design and consist of: 

- The reduction gearbox module 

- Gas generator and power turbine module 

- Engine subsystems (Fuel / Oil / Indication) 

The PW206 and the ARRIUS 

Are a lightweight, free turbine, turbo-shaft engine incorporating a single stage centrifugal 

compressor driven by a single stage compressor turbine and a single stage power turbine that 

drives a reduction gearbox, means the aircraft power train. 

The PW 206 at nominal 100% N2 (39130 RPM - Power Turbine speed) the output drive is reduced 

to 5928 RPM. 

The ARRIUS at nominal 100% N2 (44038 RPM - Power Turbine speed) the output drive is reduced 

to 5898 RPM. 

Metered fuel from a Fuel Management Module (FMM) or (FMU) is sprayed into a reverse flow 

annular combustion chamber through individual fuel nozzles mounted around the gas generator 

case. A high voltage ignition unit and dual spark igniters are used to ignite the fuel during engine 

start. 

An Electronic Engine Control (EEC) or (EECU) system works in conjunction with an electrical 

torque motor located within the Fuel Management Module to change the fuel flow as required. This 

system ensures an automatic control of the engine output speed and fast response to changes in 

power demand. 

As emergency backup the fuel flow may be manually changed with a twist grip which in turn is 

changing the position of a fuel metering valve in the FMM or FMU. 

Note: 

Both engines utilize a single channel computerized electronic engine control. Since such systems 

are fully automate they are commonly known as FADEC. This designation is used in the helicopter 

documentation whenever the electronic engine control system is meant. 

Ignition system (engine start) 

The engine start of the EC 135 is fully automated and controlled by the respective FADEC. 

Fuel system 

The fuel system comprises two fuel tanks, a fuel supply system, a refueling and grounding 

equipment and a monitoring system. The main tank and supply tank with overflow to the main tank 

and sufficient separated quantity for approximately 20 minutes flight time are installed under the 

cabin floor. Fuel is stored in underfloor compartments using two bladder type fuel cells comprising a 

main tank and a supply tank. The supply tank comprises two seperate sections, with different 

capacities, each supplying one engine. This ensures that the engines may not fail at the same time 

when running out of fuel. From the supply tank, located directly aft of the main tank, fuel is 

transferred to the engines. The main and the supply tank are interconnected via spill ports and 

transfer lines. The volume above the spill ports of the main and supply tank is a part of the main 

tank capacity. 



Electrical System 

The electrical power supply systems generate and distribute power for operation and control of the 

helicopter systems. The EC 135 electrical systems operate on 28 VDC. When supplied by the 

battery, they operate on 24 V. An AC system is installed additionally. 

The electrical power supply consists of: 

- power generation 

- external power receptacle 

- power distribution 

- AC power system. 

• Power Generation 

The power generation consists of two generators, a battery and the corresponding master 

boxes. 

• External Power Receptacle 

It is possible to supply the electrical power system with DC power by an External Power Unit. 

The voltage of the EPU should be adjusted between 24 and 28 VDC. 

If the voltage of the EPU is higher than the voltage of the battery, the EPU is automatically 

selected as power source. If not, the system will not accept the EPU for power distribution. 

• Power Distribution 

Several bus bars are installed in the master boxes, the overhead panel and both circuit breaker 

panels, to which all electrical consumers of the helicopter are connected by means of circuit 

breakers. 

• AC Power System 

The AC power system generates two different AC voltages (26 VAC, 115 VAC) out of 28 VDC 

using static inverters. The helicopter is equipped with one system (SYS 2) as a standard or two 

systems (SYS 2 and SYS 1) as an option. 

The AC voltages are distributed to the consumers via modules and bus bars. They are used for 

navigation instruments and for the Stability Augmentation System (SAS). 

Hydraulic System 

The hydraulic system is used to boost the manual control inputs of the pilot. Like in many 

helicopters, the main rotor system cannot be controlled without hydraulic assistance. For this 

reason the system is completely redundant for main rotor control. 

Since the tail rotor (Fenestron) may be controlled with higher forces also without hydraulic 

assistance, the yaw axis is designed as a simplex system and supplied by HYD system No. 2 only. 

The system consists of; 

- two identical pressure supply systems (located on top of the main XMSN accessory gear) 

- three main rotor actuators (duplex type, installed in front of the main XMSN) 

(collective axis = MHA (Mechano Hydraulic Actuator) 

(lateral- and longitudinal axis = EHA (Electro Hydraulic Actuator) 

- Fenestron actuator (simplex type) 

(for yaw axis control, installed inside the stator hub of the Fenestron) 

- indicating and testing system 

(installed in the cockpit) 



The hydraulic system works with an operating pressure of 103 bar, return pressure 1.40 -- 1.75 bar, 

with hydraulic fluid acc. MIL--H 5606 (F) standard. 

The fluid capacity of SYS 1 is 1.0 l, SYS 2 is 1.2 l and the reservoir has a capacity of 0.8 l. 

It is a closed system, so it is not possible to refill the system without a special tool. 

Instrument panels and consoles 

Three basic instrument panels exist; 

a) Instrument panel with Cockpit Display System ( CPS) and analogue instruments 

• Main features of CDS (Cockpit Display System) 



b) Instrument panel with Central Panel Display System (CPDS) and analogue instruments 

c) Instrument panel with Central Panel Display System (CPDS) and FCDS 



• Main features of CPDS (Central Panel Display System) 

CAD – Caution and Advisory Display (general indication examples) 

The VEMD consists of two processing modules (lanes) and two screens combined in a housing. 

Upper lane provides for system 1, lower lane for system 2. All input signals are received and 

processed by the two processing modules and the results, exchanged through the cross–talk links, 

are compared by the two processors. In case of discrepancy a failure message is displayed. 

In case of one module failure, all cautions concerning the FADEC, except of FADEC FAIL, are no 

longer available. Each processing module receives power from a separate power supply. In case of 

a failure of one power supply the remaining power supply can provide power to both processing 

modules 



FLI – First Limit Indicator (Upper lane - general indication examples) 

ELEC / VHC – Electric and Vehicle display (Lower lane - general indication examples) 



Dimensions 

2 Engines 

Fuel tanks 

Air Speed 

Rotor Speed 

3. Helicopters main characteristics 

3.1 Sum up of main characteristics of the EC135 and EC 635 variants 

Fuselage 

Main rotor 

EC 135 P1 

(CDS) &(CPDS) 


(CPDS) 

(Reading mode, column by column from the left to the right side → ) 

EC 135 P2+ 

EC 635 P2+ 

EC 135 T1 

(CDS) & (CPDS) 

EC 635 T1 (CPDS) 

Original Report Page 22 of 36 

EC 135 T2 (CPDS) 

EC 135 T2+ 

EC 635 T2+ 

Length 10.20 m identical identical identical identical identical 

Width 1.56 m identical identical identical identical identical 

Height 3.51 m identical identical identical identical identical 

Diameter 

10.20 m identical identical identical identical identical 

Tail rotor 1.00 m identical identical identical identical identical 

Power ON 

Power OFF 

Power ON 

Autorotation 

Absolute VNE 

Pratt & Whitney 

206 B 

till SN 249 = 544 kg 

Later SN = 568 kg 

Pratt & Whitney 

206 B2 

568 Kg 

identical 

identical 

Turboméca Arrius 

2B1/ 2B1A/ 2B1A_1 

till SN 249 = 544 kg 

Later SN = 568 kg 

Turbomeca Arrius 

2B2 

568 Kg 

identical 

identical 

155 kt identical identical identical identical identical 

OEI= 110 kt 

AR = 90 Kt 

100% 

+ 4% / - 5% 

100 % 

+ 12% / - 15% 

identical identical identical identical identical 

100% 

+ 4% / - 3% 

identical 

100% 

+ 4% / - 5% 

100% 

+ 4% / - 3% 

identical 

identical identical identical identical identical 

Maximum Operating Pressure Altitude 20000 ft identical identical identical identical identical 

MTOW with Internal 

load 

MTOW with External 

load 

Category A 

Density 

Altitude 

Clear 

Heliport 

VTOL 

operations 

2720 kg but with OPT 

9.1-3 2835 kg 

2835 kg 


9.1-6 2950 kg 


9.1-3 2835 kg 

2835 kg 


9.1-6 2950 kg 

2900kg 2910 Kg identical 2900kg 2910 Kg identical 

8000 ft 12000 ft identical 8000 ft 

12000 ft 

identical 

5000 ft 8000 ft identical 8000 ft identical identical


3.2 Exterior Dimension 

4. Operator Difference Requirement (ODR) Tables 

Operator Difference Requirement tables have been produced by EUROCOPTER to evaluate 

through the OEB catch up process the entire “EC135 family“ for Pilot Initial and Additional Type 

Rating Training course and also Difference Training courses. (See Appendix 5). 

5. Optional specific equipment 

No optional equipment is provided requiring specific training according PART-FCL regulation. 

Original Report Page 23 of 36


6. Master Differences Requirements: 

6.1 Difference Level Summary. 

The Common Procedures Document (CPD) describes one acceptable method and guidelines for 

conducting an Operational Evaluation of an aircraft type or a variant certificated. As such the 

document offers an acceptable method for compliance with the intent of the applicable regulatory 

requirements. 

The methods and guidelines presented in this document are not the only acceptable methods for 

ensuring compliance with the appropriate regulatory sections. Operators may use other methods if 

those methods will provide the necessary level of safety and are acceptable to the regulatory 

authority. 

Difference levels are summarised in the table below for training, checking, and currency. This table is 

an extract only and complete descriptions of difference levels for training, checking and currency are 

given in OPS/FCL Common Procedures for conducting Operational Evaluation Boards document. 

DIFFERENCE LEVEL TABLE 

DIFFERENCE 

LEVEL 

A SELF INSTRUCTION 

B 

C 

D 

E 

TRAINING CHECKING 

AIDED 

INSTRUCTION 

SYSTEMS DEVICES 

MANOEUVRE 

DEVICES** 

SIMULATOR C/D OR 

AIRCRAFT # 

NOT APPLICABLE 

(OR INTEGRATED 

WITH NEXT PC) 

TASK OR SYSTEM 

CHECK 

PARTIAL CHECK 

USING DEVICE 

PARTIAL PC USING 

DEVICE 

FULL PC USING 

SIMULATOR C/D OR 

AIRCRAFT 

CURRENCY/ RECURRENT 

TRAINING 

NOT APPLICABLE 

SELF REVIEW 

DESIGNATED SYSTEM 

DESIGNATED 

MANOEUVRE(S) 

AS PER REGULATIONS 

(TAKEOFFS & LANDINGS 

IN SIMULATOR C/D OR 

THE AIRCRAFT) 

PC = means Proficiency Check (i.e. LST, LPC or OPC) 

Full Flight Simulator or aircraft may be used to accomplish specific manoeuvres 

6.2. Training, Checking, and Recurrent Training difference requirements 

The Common Procedures Document has been established basically for fixed wing evaluations, so it 

appears that adaptations and alleviations to comply with JAR-FCL and to PART-FCL regulation, 

specific elements dedicated to helicopter are necessary. 

Numbers of regulatory OPS / FCL and operational aspects concern typically helicopter matters like: 

o At least one hour flying time for Multi Engine type difference training 

o No Helicopter class Rating 

o Limited number of available Flight Simulation Training Device 



The Master Difference Requirement tables (MDR) for the “EC135 Family“have been basically 

produced by Eurocopter. 

To helicopter 


(CDS) &(CPDS) 


(CPDS) 


and 



(CDS)&(CPDS) 

and 

EC 635 T1 

(CPDS) 



(CDS)&(CPDS) 


(CPDS) 

From Helicopter 

↓ 




(CDS)&(CPDS) 


(CPDS) 

These requirements are related to a standard EC135 with analog instruments and do not include 

FCDS, AFCS or special NAV equipment like FMS. Such Systems are non-standard equipment but 

widely used and therefore taken into account under paragraph 8 where additional training is required. 

OEB has concluded that the Master Differences Requirements are at levels D/D/D. 


(CPDS) 



N/A A / A / A A / A / A D / D / D D / D / D D / D / D 

A / A / A N/A A / A / A D / D / D D / D / D D / D / D 

A / A / A A / A / A N/A D / D / D D / D / D D / D / D 

D / D / D D / D / D D / D / D N/A A / A / A A / A / A 

(CPDS) D / D / D D / D / D D / D / D A / A / A N/A A / A / A 


and 


D / D / D D / D / D D / D / D A / A / A A / A / A N/A 

The main element which requires a level “D” difference training, checking and currency is the Engine 

governing differences related to FADEC operation and emergencies. 

The Operational Evaluation Board has considered the EC135 P1-CDS/CPDS, P2-CPDS, P2+, 

T1-CDS/CPDS, T2-CPDS, T2+ and recommends to classify also their identical military versions 

called “EC635 T1, P2+, T2+.” as “variants” of the “EC135” and not as other types. Therefore 

they are included in the “EC 135 Family” (See paragraphs 7 and 8.5). 



7. Type Rating List 

The proposal of this OEB is to update the Type Rating List (Helicopters) as follows: 

• Table 9 / Type Rating List (Helicopters) 

1 

Manufacturer 

Eurocopter 

-ME Turbine - 

2 

Helicopter 

EC 135 P1 CDS 

EC 135 P1 CPDS 

EC 135 P2 CPDS 



EC 135 T1 CDS 

EC 135 T1 CPDS 

EC 635 T1 CPDS 

EC 135 T2 CPDS 



3 4 

Licence endorsement 


(D) 

EC 135/635 

This table 9 matrix contains only Helicopters that have been evaluated through a JOEB, an OEB or a Catch-Up process. Associated 

reports are published on the EASA –Expert Department / Certification Directorate Website and Pilot Training courses are available from 

the Manufacturers 

8. Specification for Training 

8.1 General 

The Type Rating Training courses proposed by Eurocopter Deutschland Training Academy for the 

EC135 Family fulfill the minimum requirements of EASA Part-FCL. This Training Academy provides a 

variety of training and conversion training courses. 

The assessment is based on the EC135 Family Pilot Initial and Additional Type Rating Training 

syllabi, and as well the difference training between variants proposed by Eurocopter Deutschland 

Training Academy approved by LBA Germany and to Training courses from other European TRTOs’ 

already approved by their national Authorities. 

OEB recommends Pilot training syllabi divided into the following phases for approval in Approved 

Training Organizations, like FTO and TRTO: 

• Prerequisites for entry onto the specific course 

• Theoretical knowledge instruction syllabus and test summary 

• Helicopter flight training courses 

• FSTD flight training courses (when available) 

• Additional Synthetic Training Device instructions (i.e. Avionic Trainer, if available) 

• Skill test


8.2 Course pre-entry requirements 

For the issue of a first type rating for a single-pilot multi-engine helicopter, all students must fulfil the 

pre-entry requirements of the Part –FCL.720.H(c): 

8.3 Licensing requirements 

The AMC2 FCL.725 (a) of the Part –FCL requires for an Initial issue of a SPH, MET (H) CS and FAR 

27 and 29 , an approved flight instruction of at least 8 flight hours in the helicopter or when using 

FTD 2/3, at least 4 hours in helicopter and at least 10 hours in total excluding skill test. (See 

Appendix 2). 

Note: 

These requirements have to be considered as the bare minimum, additional training could be necessary 

depending on: 

• complexity of the aircraft type, handling caracteristics, level of technology 

• previous experience of the applicant 

• the availability of FSTDs 

8.4 Initial, Additional Type Rating & Difference training courses 

8.4.1 Initial Type Rating (ITR) 

Candidates for the Initial EC135 Family Type Rating must: 

• Hold a valid Helicopter Pilot license, 

• Hold a Single-Engine Piston / Turbine Pilot Type Rating 

• Comply with the requirements set out in Part –FCL Subpart H – Section 1 & 3. 

• Have 70 Flight Hours as PIC 

• In case of a PPL(H) license holder: hold a Multi Engines Turbine pre-entry course. 

8.4.2 Additional Type Rating (ATR) 

Candidates for an Additional EC135 Family Type Rating must: 

• Hold a valid Pilot license, 

• Hold a Multi-Engine Turbine Pilot Type Rating 

• Comply with the requirements set out in Part FCL Subpart H – Section 1 & 3. 



8.4.3 Difference training courses in between variants: 

To 


(CDS) 

&(CPDS) 


(CPDS) 


and 



(CDS)&(CPD 

S) 

and 


(CPDS) 


(CPDS) 


and 



P1 

(CDS) 

&(CPDS) 

EC135 

P2 

(CPDS) 


P2+ 

And 


P2+ 

∆ 1 ∆ 2 ∆ 3 

From 

↓ 


T1 

(CDS)&(CPDS) 

and 


T1 

(CPDS) 


T2 

(CPDS) 

(∆ 1) From P1 CDS / CPDS to T1 CDS / CPDS, T2 CPDS or T2+ 

(∆ 2) From P2 CPDS to T1 CDS / CPDS, T2 CPDS or T2+ 

(∆ 3) From P2+ to T1 CDS / CPDS, T2 CPDS or T2+ 

(∆ 4) From T1 CDS / CPDS to P1 CDS / CPDS, P2 CPDS or P2+ 

(∆ 5) From T2 CPDS to P1 CDS / CPDS, P2 CPDS or P2+ 

(∆ 6) From T2+ to P1 CDS / CPDS, P2 CPDS or P2+ 


T2+ 

and 


T2+ 

∆ 4 ∆ 5 ∆ 6 

Note: 

Basic differences of CDS and CPDS systems are explained during the initial type rating course. If the one or 

other is not flown for a longer period, familiarisation training can adequately be addressed through Selfinstruction 

and has to be performed and needs approximately 3 hours. 



8.5 Initial, Additional Type rating & Difference training minimum syllabus summary 

The tables below summarise the minimum training hours required for VFR: 

• Initial and Addition Type rating courses (Table 1) 

• Difference Training courses (Table 2) 

Theoretical 

course 

(incl. theoretical 

exam) 

Theoretical 

course 

(if applicable) 

VFR Courses Initial Type Rating Additional Type Rating 

Applying on 

Basic Helicopter 

configuration 

P1 CDS / CPDS, 

P2 CPDS 

or P2+ 

T1 CDS / CPDS, 

T2 CPDS 

or T2+ 


P2 CPDS 

or P2+ 


T2 CPDS 

or T2+ 

28h00 28h00 28h00 28h00 

FCDS 5h00 5h00 5h00 5h00 

AFCS 5h00 5h00 5h00 5h00 

FMS/NAV 5h00 5h00 5h00 5h00 

FTD or FFS (as Qualified) 6h00 6h00 5h00 5h00 

Helicopter 8h00 4h00 8h00 4h00 5h00 3h00 5h00 3h00 

+ Skill test required required required required 

Theoretical 

course 

(no exam) 

Theoretical 

course 

- if applicable - 

Table 1 

VFR Courses Difference Courses 

FROM 

Basic Helicopter 

configuration 

TO 

∆ 1 ∆ 2 ∆ 3 ∆ 4 ∆ 5 ∆ 6 

P1 CDS / CPDS, P2 CPDS or P2+ T1 CDS / CPDS, T2 CPDS or T2+ 

T1 

CDS 

CPDS 

T2 

CPDS 

Table 2 

T2+ P1 

CDS 

CPDS 

P2 

CPDS 

3h00 3h00 

FCDS 5h00 5h00 

AFCS 5h00 5h00 

FMS/NAV 5h00 5h00 

Helicopter 1h00 1h00 1h00 1h00 1h00 1h00 

+ Skill test N/A N/A 


P2+


8.6 Theoretical knowledge syllabus and test summary 

8.6.1 Initial and Additional Type Rating 

Theoretical instruction should be provided in accordance with Part – FCL Subpart H – Section 1 – 

FCL.710. 

The following sections present a summary of the material for an Initial Type Rating training 

program should consider. Whilst based on the Eurocopter programs. 

Training providers should ensure their type specific courses cover the pertinent material. 

Note: 

If an initial type rating for a turbine powered aircraft is required, the candidate must first undergo a turbine 

engine course 

Initial and Additional Type Rating 

theoretical knowledge Syllabus 

Helicopter structure, transmissions, rotors 

and equipment, normal and abnormal 

operation of the systems, 

analogue flight instruments 


P2 CPDS or 

P2+ 


T2 CPDS or 

T2+ 

20h00 20h00 

Limitations (*) 1h00 1h00 

Performance, flight planning and 

monitoring 

3h00 3h00 

Weight and balance, servicing 1h00 1h00 

Emergency procedures (**) 3h00 3h00 

Special requirements for 

helicopters fitted with; 

- if applicable - 

FCDS N/A with 5h00 N/A with 5h00 

AFCS 

FMS/NAV 

analogue 

flight 

instruments 

5h00 

5h00 

analogue 

flight 

instruments 

5h00 

5h00 

Optional equipment In addition In addition 

TOTAL THEORETICAL KNOWLEDGE 

SYLLABUS 

28h00 43h00 28h00 43h00 

Theoretical examination session 2h00 2h00 2h00 2h00 

TOTAL 30h00 45h00 30h00 45h00 

(*) basic FLM limitations, without optional system limits 

(**) basic theoretical instruction elements are covered during the ground training course but all FLM 

Emergency procedures will be briefed during flight training briefing phase. 

On completion of the theoretical phase for the basic helicopter, the trainee is assessed via a multiplechoice 

questionnaire (a minimum of 50 questions is recommended) covering the program for the basic 

helicopter. To obtain the type rating, the threshold for passing is 75% of correct answers in the 

written examination on a range of multiple choice or computerized questions. 



8.6.2 Difference training courses in between variants 

Theoretical instruction should be provided in accordance with Part- FCL by considering the previous 

experience of the applicant. 

Theoretical knowledge difference 

training in between variants 

Helicopter structure, transmissions, 

rotors and equipment, normal and 

abnormal operation of the systems, 

analogue flight instruments 

(*) basic FLM limitations, without Optional Equipment limits 

∆ 1 ∆ 2 ∆ 3 ∆ 4 ∆ 5 ∆ 6 

T1 

CDS 

CPDS 


P2 CPDS 

or P2+ 

T2 

CPDS 

T2+ P1 

CDS 

CPDS 


T2 CPDS 

or T2+ 

P2 

CPDS 

(**) basic theoretical instruction elements are covered during the ground training course but all FLM 

Emergency procedures will be briefed during flight training briefing phase. 

Note: 

Basic differences of CDS and CPDS systems are explained during the initial type rating course. If the one or 

other is not flown for a longer period, familiarisation training can adequately be addressed through Selfinstruction 

and has to be performed and needs approximately 3 hours. 


P2+ 

1h15 1h15 1h15 1h15 1h15 1h15 

Limitations (*) 0h15 0h15 0h15 0h15 0h15 0h15 

Performance, flight planning and 

monitoring 

0h30 0h30 0h30 0h30 0h30 0h30 

Weight and balance, servicing -- -- -- -- -- -- 

Emergency procedures (**) 1h00 1h00 1h00 1h00 1h00 1h00 

TOTAL THEORETICAL KNOWLEDGE 

SYLLABUS (for basic helicopter 

configuration ) 

When applicable for additional 

equipment training : 

3h00 3h00 3h00 3h00 3h00 3h00 

FCDS (5h00) (5h00) (5h00) (5h00) (5h00) (5h00) 

AFCS (5h00) (5h00) (5h00) (5h00) (5h00) (5h00) 

FMS/NAV (5h00) (5h00) (5h00) (5h00) (5h00) (5h00) 

Theoretical examination session -- -- -- -- -- --


8.7 Flight training course summary (VFR) 

8.7.1 Initial Type Rating (ITR) 

Helicopter & 

Flight Simulation Training Device (as Qualified) 

Normal Procedures 

Pre-flight, cockpit, engine start, Shut down, 

Hover Maneuvers 

Traffic circuits, 

normal and steep take-offs and landings 

Advanced flight maneuvers like; 

Characteristics of rigid rotors, Quick stop, 

steep turn, max cruise and never exceed speed, 

HOGE 

Operational take off / landing like; 

Slope and crosswind take-offs and landings 

Emergency Procedures 

OEI during cruise, 

Clear Area CAT A take-off and landing AEO and 

OEI training procedures 

Autorotation from higher altitudes with demo of 

rotor characteristics and warnings 

Autorotation with power recovery 

Tail rotor failure / tail rotor control failure 

FADEC failure (engine manual ops) 

Flight with Max Gross Mass 

Hover, limited power take off and landing, 

steep take offs and landings, OEI procedures 

Repetition 

Normal and emergency procedures 

Additional equipment training 

COM/NAV system, Training mode ops, and 

FCDS (EFIS), AFCS (VFR ops), 

Initial VFR Type Rating (ITR) 


P2 CPDS or 

FTD or FFS 

and 

Helicopter 

FTD 

or 

FFS 


Heli 

P2+ 

Helicopter 

only 


T2 CPDS or 

FTD or FFS 

and 

Helicopter 

FTD 

or 

FFS 

Heli 

T2+ 

Helicopter 

only 

1h00 1h00 1h30 1h00 1h00 1h30 

2h45 1h15 3h15 2h45 1h15 3h15 

0h30 - - 0h30 0h30 - - 0h30 

0h30 0h45 0h30 0h30 0h45 0h30 

1h15 1h00 2h15 1h15 1h00 2h15 

Total Flight Training 10h00 8h00 10h00 8h00 

Skill Test 

In accordance with Part FCL Appendix 9 

required required required required 

Notes: 

During the flight “1”, the Type Rating Instructor will evaluate the trainee level. 

The flight training course corresponds to the basic aircraft certification and satisfies the conditions of 

Part FCL –Section H, taking into account the type of license held and the experience of the candidate. 

Each helicopter flight session could be extended or reduced by 15 minutes at the discretion of the 

instructor. Additional flight could be necessary at the discretion of the instructor if the trainee has 

not successfully demonstrated the ability to perform all maneuvers with a high degree of proficiency. 

Depending on the configuration of the aircraft used and on customer's request, additional flights may 

also be performed to enhance basic initial type rating training (minimum syllabus).


8.7.2 Additional Type Rating (ATR) 

Helicopter & 

Flight Simulation Training Device (as certified) 



Hover Maneuvers 

Traffic circuits, 

normal and steep take-offs and landings 

Advanced flight maneuvers like; 

Characteristics of rigid rotors, Quick stop, 

steep turn, max cruise and never exceed speed, 

HOGE 

Operational take off / landing like; 

Slope and crosswind take-offs and landings 


OEI during cruise, 

Clear Area CAT A take-off and landing AEO and 

OEI training procedures 

Autorotation from higher altitudes with demo of 

rotor characteristics and warnings 

Autorotation with power recovery 

Tail rotor failure / tail rotor control failure 


Flight with Max Gross Mass 

Hover, limited power take off and landing, 

steep take offs and landings, OEI procedures 

Repetition 

Normal and emergency procedures 

Additional equipment training 

COM/NAV system, Training mode ops, and 

FCDS (EFIS), AFCS (VFR ops), 

Additional VFR Type Rating (ATR) 


P2 CPDS or 

FTD or FFS 

and 

Helicopter 

FTD 

or 

FFS 


Heli 

P2+ 

Helicopter 

only 


T2 CPDS or 

FTD or FFS 

and 

Helicopter 

FTD 

or 

FFS 

Heli 

T2+ 

Helicopter 

only 

0h45 0h15 1h00 0h45 0h15 1h00 

2h00 1h15 3h15 2h00 1h15 3h15 

0h30 - - 0h30 0h30 - - 0h30 

0h30 0h30 1h00 0h30 0h30 1h00 

1h15 1h00 2h15 1h15 1h00 2h15 


Skill Test 

. In accordance with Part FCL Appendix 9 

Note: 

required required required required 

The total flight training of 8h00 may be individually reduced to a minimum of 6h00 total, if the helicopter is 

equipped with analogue instruments only. 

The total flight training of 8h00 may be individually reduced to a minimum of 6h00 total, if the helicopter is 

equipped with CPDS / FCDS / AFCS and the applicant has recent experience on Eurocopter family cockpits 

with CPDS / FCDS / AFCS.


8.7.3 “CAT “Training for Initial and Additional VFR Type Rating 

For Operations in hostile and congested environment (ref. JAR OPS 3) CAT A profiles have to be 

used. Such JAR-OPS requirements are an addition to the standard type rating course or may be 

taught as an individual course 

Helicopter & Flight Training Device (as Qualified) 

CAT A procedures 

All Take-off and landing, Clear Heliport, 

VTOL-Surface level or elevated heliport, 

Short field and Confined heliport: 

AEO and OEI procedures 

Cat A procedures Training 


P2 CPDS or 

P2+ 

FFS or Helicopter 


T2 CPDS or 

T2+ 

FFS or Helicopter 

2h00 2h00 

Total Flight Training 2h00 2h00 

Skill Test 

8.7.4 Difference training 

Helicopter 




OEI during cruise, landing and takeoff, 


Total Flight Training (for basic helicopter 

configuration ) 

not 

required 

Difference Training 

FROM 

When applicable for additional equipment 

training 

- 

TO 

not 

required 

∆ 1 ∆ 2 ∆ 3 ∆ 4 ∆ 5 ∆ 6 

T1 

CDS 

CPDS 


P2 CPDS or P2+ 

T2 

CPDS 

Helicopter 

only 


T2 CPDS or T2+ 


T2+ 

P1 

CDS 

CPDS 

P2 

CPDS 

Helicopter 

only 

0h15 0h15 

0h45 0h45 

1h00 1h00 

FCDS (0h30) (0h30) 

AFCS (0h30) (0h30) 

FMS/NAV (0h30) (0h30) 

Total Flight Training ( basic + helicopter 

special requirements configuration) 

2h30 2h30 

Skill Test 

In accordance with Part FCL Appendix 9 

Not required Not required 

P2+


For Difference training, flight instruction should be provided in accordance with Part FCL. The 

previous experience of the applicant should be considered and the extent of the training should be 

based upon these minimum training syllabi. 

Special requirements - if applicable - FCDS, AFCS and FMS/NAV training means; 

Only for applicants which do not have previous experience with these systems. The additional time 

represents training for VFR operations only. 

After completing the training on the aircraft considered, the accomplishment is recorded on the 

applicant's flight log and signed by the TRI. 

8.7.5 Instrument Rating Extension to: 

Initial and Additional MEH - IR Rating 

IR Extension Courses Initial MEH Type Rating Additional MEH Type Rating 

Applying on 


P2 CPDS 

or P2+ 


T2 CPDS 

or T2+ 


P2 CPDS 

or P2+ 


T2 CPDS 

or T2+ 

Theoretical course 8h00 8h00 8h00 8h00 

FTD / FFS 

(only FCDS / AFCS cockpit) 

3:00 3:00 3:00 3:00 

Helicopter 5h00 2h00 5h00 2h00 5h00 2h00 5h00 2h00 


Skill Test 

In accordance with Appendix 3 of 

FCL 2.240. 

required required required Required 

IR extension training courses are detailed and based on Eurocopter Deutschland Training Academy 

syllabus (See Appendix 3) 

8.8 Training area of special emphasis (TASE) 

The OEB recommends the Training Organizations to put particular emphasis for the correct use of: 

• OEI Training and limitations, WAT chart and correct take-off / landing profiles 

• manual engine operations (FADEC malfunctions) 

• Tail rotor failure procedures. 

Furthermore for the FCDS / AFCS cockpit, while it is considered to have high level of automatism, to 

pay particular attention to the correct use of 

• ICP (Instrument Control Panel) 

• FCDS displays, settings and emergencies 

• AFCS operation, especially upper modes and limitations; 

• VFR/IFR approach procedures and limitations; 

• GA procedures; 



9. Specification for Testing, Checking, Currency & Recent 

experience 

9.1 Skill test 

As required by Part-FCL Appendix 9 

9.2 Proficiency Checks 

As required by Part-FCL Appendix 9 

9. 3 Currency Requirements 

As illustrated in Chapter 2, paragraph “cockpit versions” of this report, the EC135 family may be 

equipped with a CDS (Cockpit Display System / up to SN 168), combined with analogue flight 

instruments (or optional EFIS) or a CPDS (Central Panel Display System / SN 169 and up), 

combined with analogue flight instruments (or optional FCDS). 

A mayor difference between the versions is the engine, with engine governing and consequently the 

emergency procedures for FADEC malfunctions. 

The OEB recommends that, Pilots which have not flown such variants / engine versions for more 

than 24 months should be refreshed on these differences according to the ODR tables shown under 

6.1 (See Appendix 5). 

9. 4 Recent Experience Requirements 

Recent experience as required by Part-FCL and JAR-OPS 3. 

10. Specification for Flight Simulation Training Devices 

When this report has been finalized there have been several FSTDs available qualified in 

accordance with JAR-FSTD (H) and compliant with EASA requirements. Training credits are based 

on the level of each individual FSTD qualification. 

11. Application of OEB report 

This OEB report applies to commercial operations. However, the OEB also recommends private or 

corporate operations to follow the findings of this report. 

12. Appendices 

• Appendix 0 : Cover 

• Appendix 1 : EASA TCDS.N°.R009 

• Appendix 2 : Part FCL Type rating requirements 

• Appendix 3 : EC 135, EUROCOPTER Pilot Type Rating Training (Approved by the LBA) 

• Appendix 4 : EC 135 –ODR Tables 

• Appendix 5 : Operator Compliance check-list to JAR-OPS 3 – Subpart K&L 

Notes: 

Appendices are available for NAA’s by request to EASA Expert department / Certification Directorate or to Eurocopter 

Manufacturer.

Final report EC 135 Family-23 07 12 - EASA

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