EC120
Join Date: Aug 2007
Location: Suffolk
Age: 56
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Did my type conversion on the one at EBG Redhill. Nice machine good training and most importantly available for PPL self fly hire (the only one I know of in the UK). Good for a first turbine conversion as it is manual start (no fancy fadec to help out) so you're on a steep learning curve where a mistake can be expensive which tends to focus the mind even more.
Not that much more than an R44 to SFH. Belongs to JOHNR81 so I guess his question about rated EC120 pilots may be to get a few more hours on it per month. I have had a few people say they don't like them but what would you rather turn up in an EC120 or and R44.... no competition. Just my few penny-worth.
Not that much more than an R44 to SFH. Belongs to JOHNR81 so I guess his question about rated EC120 pilots may be to get a few more hours on it per month. I have had a few people say they don't like them but what would you rather turn up in an EC120 or and R44.... no competition. Just my few penny-worth.
cullear1
Join Date: May 2004
Location: Ireland
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Could anyone please tell me the relationship if there is one beetween outside air temp and nr on the EC120. ie if oat goes up is nr likely to fall by a couple of rpm?
many thanks
many thanks
Join Date: Jul 2008
Location: Georgetown, TX
Age: 44
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Cuellar1, There is some correlation between OAT and Nr...when it gets colder, we have to adjust it down a little bit...when it gets warm, we adjust it back up...we usually see a 5-7 RRPM difference...sometimes more, sometimes less. It depends on the OAT difference of course....we are in Austin, TX USA so our winter and summer extremes are not so severe....We usually adjust it when it cools down for good, and when it warms back up again in the spring...
Ryan
Ryan
cullear1
Join Date: May 2004
Location: Ireland
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Thanks for that reply, That is what i was seeing happening with a change of about ten-twelve degrees celsius, so my next question is why is this happening? many thanks.
Speaking of EC120s and autos, the skids look so far back that it I can't shake the impression that it would want to nose over in a run-on landing.
How *do* they behave in a run-on auto?
How *do* they behave in a run-on auto?
Join Date: Sep 2006
Location: Saltsjöbaden, Sweden
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Run-on...
I'd say "fine". I've only done around ten to fifteen knots or so and that was not an issue. As usual you bleed of the speed carefully with the pitch and there is no tendency to roll forward.
Join Date: May 2009
Location: Holland
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auto
They auto very relaxed, due to the bigger mass, compared to a R44 ,but at the end you keep your cyclic aft.(not horizontal as with the R44) so that the springs at the end of the skids make the first contact with the ground and then you go horizontal.
Join Date: Nov 2007
Location: Yellow Brick Road
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As Rotordent said, she runs on (power off auto) very well due to excellent directional stability provided by the large Airbus-like tailfin. The sturdy skids gives a lot of confidence as compared to the skinny tubes of the R44. Even without high-inertia MR blades, rrpm does not decay rapidly and the entire experience is not unlike the B206.
I take it when Rotordent said aft cyclic, it's just a few degrees - that's all you'll need.
I take it when Rotordent said aft cyclic, it's just a few degrees - that's all you'll need.
ReverseFlight,
You've got to be pulling our chain with your rotor inertia claims. Hovering engine cuts are routinely done from 20 feet with a Jetranger in our recurrent training. I never saw any attempt at more than 4 feet at the EC120 factory course. But I'll let you try the high hover cut first and then you can let us all know how it worked out.
It does a run-on auto pretty good though. The heel-slam reminds me of the 407 - we just keep that 10-15 onto grass instead of trying to get it to stop in light winds.
You've got to be pulling our chain with your rotor inertia claims. Hovering engine cuts are routinely done from 20 feet with a Jetranger in our recurrent training. I never saw any attempt at more than 4 feet at the EC120 factory course. But I'll let you try the high hover cut first and then you can let us all know how it worked out.
It does a run-on auto pretty good though. The heel-slam reminds me of the 407 - we just keep that 10-15 onto grass instead of trying to get it to stop in light winds.
Join Date: Apr 2004
Location: canada
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We're in the midst of our first 1500 hr, If you have any warranty left, check the rotor brake splines under the rotor, ours was worn to the point the splines are sharp. and the output section of the transmission now needs to be replaced. there is a new style rotor also, so get it installed or you'll be buying one also.
Also we found a crack in the stainless firewall panel above the inlet where the bend is, it follows the bend so its hard to see, also the blue stiffener at the top was broken where it attaches to the vertical blue piece to the right of the particle separator, you'll find smoking rivets under the engine pan framework that the through bolt and spring attaches, its common I hear.
Also we found a crack in the stainless firewall panel above the inlet where the bend is, it follows the bend so its hard to see, also the blue stiffener at the top was broken where it attaches to the vertical blue piece to the right of the particle separator, you'll find smoking rivets under the engine pan framework that the through bolt and spring attaches, its common I hear.
Join Date: Dec 2001
Location: Philadelphia PA
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malabo:
If you're simulating engine failures in a 20' hover in a Bell 206, you're setting yourself up for a rude surprise in the event of a real engine failure.
Everyone I've known who's had an engine failure (including me) has been surprised by the failure. This takes away the element of preparedness that you have built in when you're 'training' for engine failures.
Without that element of preparedness, where you will (in all probability) lower the collective after the failure before raising it to cushion the touchdown, the only thing you'll be able to do in a real engine failure is raise the collective.
From 20', having only the ability to raise the collective, you will hurt the airframe and probably your backs significantly.
Start from a low hover, and following simulating the engine failure, only raise the collective. Build up in height until you don't like the resulting rate of descent / impact. You'll stop long before 10', let alone 20'.
If you're simulating engine failures in a 20' hover in a Bell 206, you're setting yourself up for a rude surprise in the event of a real engine failure.
Everyone I've known who's had an engine failure (including me) has been surprised by the failure. This takes away the element of preparedness that you have built in when you're 'training' for engine failures.
Without that element of preparedness, where you will (in all probability) lower the collective after the failure before raising it to cushion the touchdown, the only thing you'll be able to do in a real engine failure is raise the collective.
From 20', having only the ability to raise the collective, you will hurt the airframe and probably your backs significantly.
Start from a low hover, and following simulating the engine failure, only raise the collective. Build up in height until you don't like the resulting rate of descent / impact. You'll stop long before 10', let alone 20'.
Join Date: Jun 2009
Location: Fleetwood, PA
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Ec 120 Question On Vemd False Readings
Has anyone ever experienced a false overtemp limit reading on a vemd?? VEMD shows overtemp of 1100 degrees F for 11 seconds. Engine sent out, partial disassemble, returned, much money later finally working on putting it back. Pilot on that flight says he did not overtemp on start as VEMD states.....please help