EC120
Join Date: Jul 2002
Location: Denver, CO and the GOM
Age: 63
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I think what Mr Selfish is saying is that you can't count on 40% power giving you a 500 fpm descent at 70 kt every day. However, there are "ballpark" figures to start from - give me a week (I'm just starting the EC120 transition), I'll be able to post something for you (if someone else doesn't).
Join Date: Nov 2001
Location: England
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EC120B yes,no,maybye??
I wonder if anyone can throw some light on the suitability of the 120B or 120B 'Voyager' as a general 'pilot and 3 pax' utility helicopter. I have heard stories of the aircraft being gutless and having a C of G problem. I have never flown 1, but I have been asked to look into it's potential as a 'taxi'. I would appreciate honest answers and opinions, which would allow for considered decision making. Comparisions to a suitable alternative would also be appreciated.
Many thanks.
Gov.
Many thanks.
Gov.
love it's simplicity, it's reliability, it's quietness, and it is a pleasure to fly. It is only gutless like every other helicopter: load it up to MAUW!! The difference is that this one tells you that you are not quite the gifted high AUW pilot that you had thought you were.
And the taxi passengers will love it. Essential to get the ECU.
And the taxi passengers will love it. Essential to get the ECU.
Join Date: Nov 2001
Location: England
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Thanks for the replies thus far.
Mr 'S', the Voyager is produced by a company in France with a load of goodies.
'HF', I accept that the bong will alert you, but surely even at MAUM the machine should still perform and not run completely out of power?
I see that no-one has commented on the 'alleged' forward CofG issues? Do they exist or are they a figment of someone's wild imagination???
Thanks,
Gov.
Mr 'S', the Voyager is produced by a company in France with a load of goodies.
'HF', I accept that the bong will alert you, but surely even at MAUM the machine should still perform and not run completely out of power?
I see that no-one has commented on the 'alleged' forward CofG issues? Do they exist or are they a figment of someone's wild imagination???
Thanks,
Gov.
Join Date: Aug 2006
Location: australia
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Gov,
You will find if you compare the EC-120B with aircraft in the same class you will find that it is the superior a/c. It has more grunt than a jet ranger, can lift more than a jet ranger. You may find that pilot's that tell you it is gutless are pilot's that probably perform exceedences on a regular basis, this mentality costs operaters big bucks in engine replacement parts. The V.E.M.D. in the EC-120b is a marvellous piece of kit. The EC-120B is a very low maintenance helicopter and is also a MODERN slick looking helicopter. Being gutless is a common misconception of the EC-120B, compare it with something in the same class: IE: 5 seater gas turbine. I am not trying to bag out jet rangers but simply using it as a comparison. Maybe this can help!
You will find if you compare the EC-120B with aircraft in the same class you will find that it is the superior a/c. It has more grunt than a jet ranger, can lift more than a jet ranger. You may find that pilot's that tell you it is gutless are pilot's that probably perform exceedences on a regular basis, this mentality costs operaters big bucks in engine replacement parts. The V.E.M.D. in the EC-120b is a marvellous piece of kit. The EC-120B is a very low maintenance helicopter and is also a MODERN slick looking helicopter. Being gutless is a common misconception of the EC-120B, compare it with something in the same class: IE: 5 seater gas turbine. I am not trying to bag out jet rangers but simply using it as a comparison. Maybe this can help!
Join Date: Nov 2005
Location: UK
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Evening all,
A client of mine has expressed an interest in the Voyager, would be interested to hear some opinions on range and endurance for a typical corporate example. I have heard first hand from a 120 pilot about the C of G probs, seems you have to be careful with it when near MAUW and turning out of wind in the hover. Any further info from experienced 120 drivers appreciated.
Regards,
BC.
A client of mine has expressed an interest in the Voyager, would be interested to hear some opinions on range and endurance for a typical corporate example. I have heard first hand from a 120 pilot about the C of G probs, seems you have to be careful with it when near MAUW and turning out of wind in the hover. Any further info from experienced 120 drivers appreciated.
Regards,
BC.
Join Date: Feb 2005
Location: KPHL
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I'd say always be mindful of CofG, no matter what the type. Is this rumour of a CofG problem coming from people who don't calculate it for their trip and discover that the limits are there for a reason, or are the published limits inappropriate? I'd guess the former, but don't have enough EC120 time to speak about it in particular.
If I were looking for a helicopter in that class, EC120 would be a contender. I would look at Jetrangers, Bell 407, and EC120 for a start. Consider the value as well as the qualities.
If I were looking for a helicopter in that class, EC120 would be a contender. I would look at Jetrangers, Bell 407, and EC120 for a start. Consider the value as well as the qualities.
Join Date: Jun 2003
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The EC120 is a good Helo if care is taken with the load.It has a huge boot but dont load it to the gunnels!A bit like the EC130 it can have forward C of G problems when heavy and low gas(Pax all forward of the mast).If you are taking duals in out be very careful to align throttle as if this is a fraction out things may get hot very quick.Far superior than the JR.All the best
Is this a marketing plot.... or do I mean Ploy?
Never heard of the Voyager before and yet within hours of it being mentioned in this thread... lo... into my in tray pops an advertising E-mail drop by the French people...
'The EC120 is Eurocopter’s most successful entry level helicopter.
Eurocopter is the #1 helicopter manufacturer in the world.
The EC120 Voyager is a High End variant of the EC120.
It boasts a 2 axis auto pilot, glass cockpit & fully integrated avionics suite which considerably diminishes workload.
It includes displayable traffic, terrain & weather information. It is meant for safety & comfort minded pilots who wish to enjoy the benefits of next-gen equipment at an affordable price.
With an added weight of less than 50 kg, a pilot with 3 passengers can enjoy 3 hours (345 nm + reserves) of hands free cruising at 120 kts!
and more.... [I refer you to that earlier link to Regourd].
Coincidence of course..
Never heard of the Voyager before and yet within hours of it being mentioned in this thread... lo... into my in tray pops an advertising E-mail drop by the French people...
'The EC120 is Eurocopter’s most successful entry level helicopter.
Eurocopter is the #1 helicopter manufacturer in the world.
The EC120 Voyager is a High End variant of the EC120.
It boasts a 2 axis auto pilot, glass cockpit & fully integrated avionics suite which considerably diminishes workload.
It includes displayable traffic, terrain & weather information. It is meant for safety & comfort minded pilots who wish to enjoy the benefits of next-gen equipment at an affordable price.
With an added weight of less than 50 kg, a pilot with 3 passengers can enjoy 3 hours (345 nm + reserves) of hands free cruising at 120 kts!
and more.... [I refer you to that earlier link to Regourd].
Coincidence of course..
Join Date: Feb 2003
Location: Harwich
Age: 65
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Dual in the EC120
I've read all 400 or so posts on this thread and none of them mention what it's like to fly as PuT. (I could only afford the one trip so perhaps it's not representative, but what the heck).
For reasons to do with the mission I was sitting on the left. The VEMD was wonderfully clear and easy to keep Tq at 85 (or more accurately, 'between the 8 and the 9'). However, all the flight instruments were on the right side of the panel and the same size as my watch (and I don't have a pilot's watch) so cruise consisted of making sure the collective didn't drop and occasionally peering across at the altimeter. Full fuel and four up (two light-ish people in the back) we started off getting about 110 which I'm sure was 115 or a little more after an hour and the loss of 100kg of fuel. But I couldn't swear to that simply because the dials were that small.
We did get a brief 'beep' from the VEMD when turning and pulling after TO; P1 admitted he'd started the manouvre a smidgen too early and reckoned the 206 was definitely stronger. I know that's a subject that still causes disagreement.
The a/c (about 400hrs on the Hobbs) had a great 'posh car' feel and excellent visibility.
If I was speccing, it would have LARGE AND CLEAR flight instruments, preferably crystal clear tellies like the engine display. Or of course, I could have sat on the right - but how would P1 have known I was flying it properly then?
For reasons to do with the mission I was sitting on the left. The VEMD was wonderfully clear and easy to keep Tq at 85 (or more accurately, 'between the 8 and the 9'). However, all the flight instruments were on the right side of the panel and the same size as my watch (and I don't have a pilot's watch) so cruise consisted of making sure the collective didn't drop and occasionally peering across at the altimeter. Full fuel and four up (two light-ish people in the back) we started off getting about 110 which I'm sure was 115 or a little more after an hour and the loss of 100kg of fuel. But I couldn't swear to that simply because the dials were that small.
We did get a brief 'beep' from the VEMD when turning and pulling after TO; P1 admitted he'd started the manouvre a smidgen too early and reckoned the 206 was definitely stronger. I know that's a subject that still causes disagreement.
The a/c (about 400hrs on the Hobbs) had a great 'posh car' feel and excellent visibility.
If I was speccing, it would have LARGE AND CLEAR flight instruments, preferably crystal clear tellies like the engine display. Or of course, I could have sat on the right - but how would P1 have known I was flying it properly then?
Join Date: Apr 2004
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Heads up for operators with the overhead air deflectors..
I noticed the rubber bumper on the deflector started to wear into the screen, no doubt due to the cold, as inside it seems pliable..
I noticed the rubber bumper on the deflector started to wear into the screen, no doubt due to the cold, as inside it seems pliable..
Join Date: Mar 2006
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Auto's in the EC120
http://www.youtube.com/watch?v=eyG9m...related&search=
Sorry if this has been posted before.
Title changed.
Heliport
Sorry if this has been posted before.
Title changed.
Heliport