EC120
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VTVYJ = REGISTRATION DOES NOT EXIST
guesstimating this is the one:
Name Manuf. Sr. No. AUW Class Owner Operator
VT-JPL EUROCOPTER EC130 3802 2427 H INDIA FLYSAFE AVIATION LIMITED INDIA FLYSAFE AVIATION LTD.
an other newspaper was talking about EC130 as well
Name Manuf. Sr. No. AUW Class Owner Operator
VT-JPL EUROCOPTER EC130 3802 2427 H INDIA FLYSAFE AVIATION LIMITED INDIA FLYSAFE AVIATION LTD.
an other newspaper was talking about EC130 as well
Join Date: Mar 2002
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Could it be a EC130??
Can't make out any definate 120 parts in the photo and earlier report said 7 seater!
My thoughts do go out to the families of the lost ones.
Can't make out any definate 120 parts in the photo and earlier report said 7 seater!
My thoughts do go out to the families of the lost ones.
Cool as a moosp
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Battery problems again.
Went to the machine and the battery was so low that it would not light up the VMD. We replaced the battery a few months ago ($$$) and we have noticed a gradual reduction in the voltage over the last few weeks. "Warm" starts were seen.
This has been done before on this thread, but I cannot find any real answer. Some say "leave the GEN switch on, because an engineer told them to"; some say disconnect the battery, probably a smart move but why should we need to? And in the back of the mind is that battery problems are often the source of overheats on start. Expensive.
A couple of questions. Has anyone found where the wiggly amps are going? If the map light rheostats are off, what else could run the battery down? If we go for a lead-acid battery which I have seen in Australia, (which will be an authorisation problem here,) does that improve things?
If your LAME's have an answer we would be delighted to know.
Went to the machine and the battery was so low that it would not light up the VMD. We replaced the battery a few months ago ($$$) and we have noticed a gradual reduction in the voltage over the last few weeks. "Warm" starts were seen.
This has been done before on this thread, but I cannot find any real answer. Some say "leave the GEN switch on, because an engineer told them to"; some say disconnect the battery, probably a smart move but why should we need to? And in the back of the mind is that battery problems are often the source of overheats on start. Expensive.
A couple of questions. Has anyone found where the wiggly amps are going? If the map light rheostats are off, what else could run the battery down? If we go for a lead-acid battery which I have seen in Australia, (which will be an authorisation problem here,) does that improve things?
If your LAME's have an answer we would be delighted to know.
I've always disconnected the batt on the EC120 whenever it's left standing for more than about 4 hours. Never had a batt problem. Incidentally, I use the same precaution on the Gazelle and A109. J
Cool as a moosp
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Yes, several people do that and it seems to keep the battery up there. But why should we need to do this on a machine that costs 10 times that of a Mercedes?
How about a battery isolation switch right next to the battery. Anyone tried that either on, or without, an STC?
How about a battery isolation switch right next to the battery. Anyone tried that either on, or without, an STC?
There was an EC120 doing ag work up until a few months ago in the South Island of NZ.I think the first one to be fitted with spray gear.Im not sure if this is correct,can any one help please?
During my endorsement training from the factory pilot, he pulled out a wiring diagram of why we should leave the generator switch on. So I do, and I have had no issues. Recently, I have noticed that everyone keeps disconnecting the battery as well, so like a good sheep, I now do that too!!
I figure that if you can remember to disconnect the battery, you can remember to turn off all the switches..but hey, that's just me.
moosp, why dont you just think of the generator switch as your battery isolation switch, because that is what it does? No STC, no mod, no cost.
I figure that if you can remember to disconnect the battery, you can remember to turn off all the switches..but hey, that's just me.
moosp, why dont you just think of the generator switch as your battery isolation switch, because that is what it does? No STC, no mod, no cost.
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I was also told to disconnect the battery on our aircraft after it went flat. The maintenance guys never really gave an explanation why, other than something on the hardware was responsible.
We looked at buying a spare battery but they are very expensive from Eurocopter, I could purchase the exact same battery from an aviation battery supplier here in the UK for £1200 LESS than from EC!.
Technically you should be a qualified engineer to change the battery as it is bolted to the aircraft .
Invested in a ground power unit and only ever used it on one occasion when volts were slightly low
We looked at buying a spare battery but they are very expensive from Eurocopter, I could purchase the exact same battery from an aviation battery supplier here in the UK for £1200 LESS than from EC!.
Technically you should be a qualified engineer to change the battery as it is bolted to the aircraft .
Invested in a ground power unit and only ever used it on one occasion when volts were slightly low
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amps
moosp,
Why don't you (or your engineers) turn everything off, pop open the battery compartment and stick an ammeter from the battery to the main lead.
Then get someone else to switch things on (e.g. battery switch / generator) to see what is drawing any power when the thing is on the ground.
After that you'll know what you can leave on on the ground and what has to be turned off.
Why don't you (or your engineers) turn everything off, pop open the battery compartment and stick an ammeter from the battery to the main lead.
Then get someone else to switch things on (e.g. battery switch / generator) to see what is drawing any power when the thing is on the ground.
After that you'll know what you can leave on on the ground and what has to be turned off.
Cool as a moosp
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Thank you for your replies.
I think it would be interesting to put an induction ammeter over the battery anode lead with the generator switch both on and off and see if there is any drain. I'll see if our engineers can do a test.
I have heard of leaving the gen switch on after shut down before, so it is probably a good idea, even though not promulgated by EC. Something to do with the field windings being hard wired to the battery perhaps?
We have a GPU, very swish and locally made which we use a lot from home base.
I think it would be interesting to put an induction ammeter over the battery anode lead with the generator switch both on and off and see if there is any drain. I'll see if our engineers can do a test.
I have heard of leaving the gen switch on after shut down before, so it is probably a good idea, even though not promulgated by EC. Something to do with the field windings being hard wired to the battery perhaps?
We have a GPU, very swish and locally made which we use a lot from home base.
Moosp
If you disconnect the battery and then stick your head in the boot (trunk) and reconnect the battery, you'll here a relay 'click'. I don't know which relay or why, but I know if it clicks when you add power, it must be drawing some current, however small.
That's why I always disconnect the battery.
PS. Don't try to disconnect or reconnect the battery when you're in a hurry as my freind did. He had his car keys in the same hand he was trying to turn the battery terminal with. A bright flash and some instantaneous arc welding later and he was stuck .... car ignition key welded to the battery terminal! Couldn't start the chopper because he couldn't get the batt connected; couldn't start the car because his key was welded to the batt and to cap it all, there was no mobile phone signal to call for help! Why does it always come in threes?
J
J
If you disconnect the battery and then stick your head in the boot (trunk) and reconnect the battery, you'll here a relay 'click'. I don't know which relay or why, but I know if it clicks when you add power, it must be drawing some current, however small.
That's why I always disconnect the battery.
PS. Don't try to disconnect or reconnect the battery when you're in a hurry as my freind did. He had his car keys in the same hand he was trying to turn the battery terminal with. A bright flash and some instantaneous arc welding later and he was stuck .... car ignition key welded to the battery terminal! Couldn't start the chopper because he couldn't get the batt connected; couldn't start the car because his key was welded to the batt and to cap it all, there was no mobile phone signal to call for help! Why does it always come in threes?
J
J
Cool as a moosp
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As our accountant would reply, "what would you like it to be?"
It depends on your country of operation, city, usage, new or old. Try these for ideas, based on ours, in an expensive country.
Second hand cost, USD1M, leasing costs 4,500 per month
Fuel at 100L per hour (roughly). This varies greatly around the world so check your supplier. Multiply by hours per month. We pay US$ 1.80 per litre, yes LITRE.
Insurance. Around US$3,000 per month. Maybe cheaper around the world.
Hangarage. Varies greatly, depends on your airport/heliport or farm building. Try US$500 per month.
Scheduled maintenance. However much a 100 hour is in your part of the world. It takes about 18 man hours, with a few fluids to replace. Around $2,000 but we have a deal.
"Unscheduled" maintenance. Including 50 hour and 25 hour checks if your muffins of a CAA demand them over and above the EC required inspections. (Like ours does
) Pro rate from 100 hour.
Occasional SB's to fix, usually of an inspection nature. Allow $2,000 per month.
Say $450 per hour for a 500 hour year? Your mileage will definitely vary.
It depends on your country of operation, city, usage, new or old. Try these for ideas, based on ours, in an expensive country.
Second hand cost, USD1M, leasing costs 4,500 per month
Fuel at 100L per hour (roughly). This varies greatly around the world so check your supplier. Multiply by hours per month. We pay US$ 1.80 per litre, yes LITRE.
Insurance. Around US$3,000 per month. Maybe cheaper around the world.
Hangarage. Varies greatly, depends on your airport/heliport or farm building. Try US$500 per month.
Scheduled maintenance. However much a 100 hour is in your part of the world. It takes about 18 man hours, with a few fluids to replace. Around $2,000 but we have a deal.
"Unscheduled" maintenance. Including 50 hour and 25 hour checks if your muffins of a CAA demand them over and above the EC required inspections. (Like ours does
) Pro rate from 100 hour. Occasional SB's to fix, usually of an inspection nature. Allow $2,000 per month.
Say $450 per hour for a 500 hour year? Your mileage will definitely vary.
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To the battery/gen-switch:
It was recommended by the factory techs to keep the gen-switch on at all times - it seems if off the power drains through the starter circuit ??
We changed the factory SAFT battery to a CONCORD.
This comes in a kit, as there is a difference in the mounting hardware + most likely there is some adjustment at the voltage regulator. Seems the Concord battery runs a different resistance level. If this is not adjusted you will constantly get an over-voltage warning: 28.9 to 29.6 V, nominal would be 28V.
One advantage of the Concord is that the outer shell is plastic and generally isolating. Unlike the SAFT with its metal housing, you should have a hard time welding your carkeys to any of the terminals!
Cheers,
3top
PS: How long are your Starter/Generator carbon packs (brushes) holding?
It was recommended by the factory techs to keep the gen-switch on at all times - it seems if off the power drains through the starter circuit ??
We changed the factory SAFT battery to a CONCORD.
This comes in a kit, as there is a difference in the mounting hardware + most likely there is some adjustment at the voltage regulator. Seems the Concord battery runs a different resistance level. If this is not adjusted you will constantly get an over-voltage warning: 28.9 to 29.6 V, nominal would be 28V.
One advantage of the Concord is that the outer shell is plastic and generally isolating. Unlike the SAFT with its metal housing, you should have a hard time welding your carkeys to any of the terminals!
Cheers,
3top
PS: How long are your Starter/Generator carbon packs (brushes) holding?
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EC120 Down near Canberra
G'day All,
A little birdie told me that a nice shiny new EC120 isn't so nice any more after it went down near Canberra the other day. All aboard escaped without injury, with the pilot claiming "engine failure". Very lucky indeed, as the machine appears to be a write off!!
Cheers,
MPT
A little birdie told me that a nice shiny new EC120 isn't so nice any more after it went down near Canberra the other day. All aboard escaped without injury, with the pilot claiming "engine failure". Very lucky indeed, as the machine appears to be a write off!!
Cheers,
MPT
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G'day bladebanger,
My sources tell me that it was being flown by its owner JS, a well known Canberra businessman. I guess the whizz bang computer will be able to tell us the details of the "engine failure".
Cheers,
MPT
(edited to fix finger trouble)
My sources tell me that it was being flown by its owner JS, a well known Canberra businessman. I guess the whizz bang computer will be able to tell us the details of the "engine failure".
Cheers,
MPT
(edited to fix finger trouble)
MPT,
I guess by the inverted commas over "engine failure" that there is something more to the story?
This would be the first engine failure in a EC120 in Oz, have there been that many with this new tech engine and it's trend monitoring?
I ask here with a view to seeing if, and when, engines might be reliable enough for single engine IFR.
I guess by the inverted commas over "engine failure" that there is something more to the story?
This would be the first engine failure in a EC120 in Oz, have there been that many with this new tech engine and it's trend monitoring?
I ask here with a view to seeing if, and when, engines might be reliable enough for single engine IFR.
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G'day helmet fire,
Wouldn't like to comment further on the "engine failure" until the download's completed and analysed. As a matter of interest, which machine would be used for the IFR ops? I understood that the EC120 was VFR only.
Cheers,
MPT
Wouldn't like to comment further on the "engine failure" until the download's completed and analysed. As a matter of interest, which machine would be used for the IFR ops? I understood that the EC120 was VFR only.
Cheers,
MPT
MPT,
I am not considering using one, I am just intrested in the future prospects. The Koala owned by CareFlight haas an autopilot, but only one donk, and there is an NZ B3 squirrel that was made IFR with an autopilot and extra hydraulic pack at Sydney EC.
I am not considering using one, I am just intrested in the future prospects. The Koala owned by CareFlight haas an autopilot, but only one donk, and there is an NZ B3 squirrel that was made IFR with an autopilot and extra hydraulic pack at Sydney EC.