EC120
Hiller:
Just seen exactly the same problem and attempted diagnoses on another 120 that was in almost daily use. It seems it was an intermittent fault with the Electrical Master Box. Three alternatives: repair EMB, time and cost unknown, exchange EMB (about 9000 Euro plus shipping VAT etc) or new EMB at about 14000 Euro plus. Good Luck!
Just seen exactly the same problem and attempted diagnoses on another 120 that was in almost daily use. It seems it was an intermittent fault with the Electrical Master Box. Three alternatives: repair EMB, time and cost unknown, exchange EMB (about 9000 Euro plus shipping VAT etc) or new EMB at about 14000 Euro plus. Good Luck!
Join Date: Jun 2007
Location: foot of a mountain
Posts: 293
Likes: 0
Received 0 Likes
on
0 Posts
Hillerbee states they have swopped the box and it works in the other aircraft. A simple suggestion. Maybe look very carefully at the lugs of the wires going onto the starter generator-especially the thin one going with the thicker one on one of the biggerstuds as well as the 2 thin wires on the smaller studs. I have burned out a GCU on a 105 twice until I found even though the lug was still attached and looked fine, there were a thin loose strand that once fitted shorted onto the next door neighbour stud and it was only when it cut my finger that I found it. One never knows with these things as it often turns out to be the simplest thing.
Join Date: Nov 2005
Location: Belgium
Age: 60
Posts: 494
Likes: 0
Received 0 Likes
on
0 Posts
The problem is solved, the engineers swapped boards from the good main electric box to ours, and it appeared to be one of the boards. The self-test on the Main Electric Box doesn't actually check the boards themselfs!?
Anyway problem found, now we have to wait for a new board from Eurocopter.
Anyway problem found, now we have to wait for a new board from Eurocopter.
Join Date: Jun 2009
Location: Fleetwood, PA
Age: 45
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
we had to remove the engine and send it to turbomeca for the overtemp. we now have it back with a bill for 100k. the was fod as well that was repaired and we overhauled the fcu. it is still sitting the engine has not been installed yet. still have not gotten our mechanic to show me the overtemp info, so it is still a mystery of what happened here. bird has not been flown since march. i'm dying here to get back in the air. sorry took me so long to respond. it sounds like you know what you are doing and you know these machines well. can you give me your email address for future correspondence?
Join Date: Jun 2007
Location: foot of a mountain
Posts: 293
Likes: 0
Received 0 Likes
on
0 Posts
Check your pm. I am no expert, but have some experience on them. You should be able to get to the maintenance screen though. Will pm you how to get there easily without having to ask again-it's simple.
Join Date: Oct 2009
Location: St Gallen
Posts: 105
Likes: 0
Received 0 Likes
on
0 Posts
Moving map GPS for new EC120B
I am expecting new EC120B very soon. I have bought this bird just for VFR pleasure evening flying around my country, and since the heli was already finished for another customer, I had to acept installed avionics.
Here is what is inside
Well pretty standard set of avionics. Big Garmin GPS screen, and Bendix King HSI are a little bit useless for VFR machine, but since there are inside, I will leave them there.
What I really miss here is a big moving map. I would like to choose either Garmin 695, Garmin 496 or Moving Terrain. I made a lot of thoughs, where to place this device. Here are some photos of other EC120B installations, that I have found on Internet.
With Avydine Entegra
Placing Moving map just in front of a pilot. Interesting idea
Garmin 200 display
Glass from Sagem
Unusuall solution
Moving Terrain
Moving Terraing again. This heli has AP installed.
Old good 496
AVMap solution
Here is what is inside
Well pretty standard set of avionics. Big Garmin GPS screen, and Bendix King HSI are a little bit useless for VFR machine, but since there are inside, I will leave them there.
What I really miss here is a big moving map. I would like to choose either Garmin 695, Garmin 496 or Moving Terrain. I made a lot of thoughs, where to place this device. Here are some photos of other EC120B installations, that I have found on Internet.
With Avydine Entegra
Placing Moving map just in front of a pilot. Interesting idea
Garmin 200 display
Glass from Sagem
Unusuall solution
Moving Terrain
Moving Terraing again. This heli has AP installed.
Old good 496
AVMap solution
Join Date: Oct 2009
Location: St Gallen
Posts: 105
Likes: 0
Received 0 Likes
on
0 Posts
Which type of headsets for EC120B
My EC120B was finally delivered. The heli has a special connector for Bose Aviation Headsets (the only special thing here is, that this plug has also wiring for powering headsets). I just wanted to order a pair of headsets, but I have found out, that there are two versions:
Hi impedance & Low impedance
Can someone give me a hint, which one shoul I order to EC120B?
Hi impedance & Low impedance
Can someone give me a hint, which one shoul I order to EC120B?
Join Date: Apr 2004
Location: canada
Posts: 80
Likes: 0
Received 0 Likes
on
0 Posts
Thought I'd add to the low voltage starts, we had one and the screen dropped off for a second so you lost visual on the instruments and we got an overtemp warning, had a look and no damage at all. but I wouldn't play with a low voltage situation, extra batteries are usually near, especially 2 yr old concorde ones..Also if the ship has sat for a bit, do a 1 or 2 minute purge, we found it helps the start.
Join Date: Oct 2009
Location: St Gallen
Posts: 105
Likes: 0
Received 0 Likes
on
0 Posts
The best Nr for EC120B
Hi
I have just started to fly completelly new EC120B. The fuel unit is set to keep Nr around 413 to 415. I am not so much happy with vibrations, although another EC120B, that I was flying on (aircraft with around1200TT) aslo had Nr around 414, and the vibrations were worse.
But I have read somewhere, that 407 Nr are the best for heli. Is that true?
I have just started to fly completelly new EC120B. The fuel unit is set to keep Nr around 413 to 415. I am not so much happy with vibrations, although another EC120B, that I was flying on (aircraft with around1200TT) aslo had Nr around 414, and the vibrations were worse.
But I have read somewhere, that 407 Nr are the best for heli. Is that true?
Join Date: Nov 2005
Location: Belgium
Age: 60
Posts: 494
Likes: 0
Received 0 Likes
on
0 Posts
Mine is at 410. There are anti-vibration dampers under the floor, they would have to be adjusted to the rotor rpm. Maybe they are off. Mine flies very smooth with a full fuel, when the fuel gets below 50% I start getting vibrations. (Friend of mine has the same with his)
Join Date: Apr 2004
Location: canada
Posts: 80
Likes: 0
Received 0 Likes
on
0 Posts
We just did a 1500 hr, and had the hammers done, as well as the main rotor balance, and the last little weight, made a big difference in the floor vibrations you feel. 412 is the rpm to balance at.
Catch 22,
The Arrius engine in the 120 uses basically the same fuel unit as the Ariel.
An inherent problem within that unit is RPM drift versus fuel temperature.
You need an accurate method of measuring the RRPM. I think there is a page in the VEMD that will show you the true RPM. The rotor tach may or may not be so accurate.
It is far easier to correct the RRPM than mess with the hammers. And from memory this is checked at MCP in the cruise. Messing with the hammers should be the last resort.
Track and balance equipment will give you a good cross check of the RRPM.
The Arrius engine in the 120 uses basically the same fuel unit as the Ariel.
An inherent problem within that unit is RPM drift versus fuel temperature.
You need an accurate method of measuring the RRPM. I think there is a page in the VEMD that will show you the true RPM. The rotor tach may or may not be so accurate.
It is far easier to correct the RRPM than mess with the hammers. And from memory this is checked at MCP in the cruise. Messing with the hammers should be the last resort.
Track and balance equipment will give you a good cross check of the RRPM.
Join Date: Jun 2008
Location: England & Scotland
Age: 63
Posts: 1,413
Likes: 0
Received 0 Likes
on
0 Posts
Rotor Hub EASA AD 2010-0026-E
So......
Having read EASA AD 2010-0026-E (Main rotor hub inspection), which has recently been issued, There seems to be a potential problem with the rotor hub. There is reported to be one emergency landing as a result of vibration in the rotor which, upon inspection, was found to be caused by a crack in the main rotor hub at the point of attachment of the drag dampeners.
Things get clearer when I read the latest revision of the Service Bulletin (Eurocopter SB 05A012). The initial check has to be performed by a mechanic, and the ID plate has to be removed, but subsequent checks at max 15 flight hour intervals can be by a pilot who meets the training / certification criteria. Personally, I don’t but I will be including close scrutiny of the rotor hub (with the aid of a torch) in my ‘A’ checks before any flight.
I have some questions, though.
Does anyone know more about the incident which started this off?
As this is the first time I have heard of cracking at this point of the rotor hub, does anyone know of any other examples?
My machine has now been checked out and it does not have a crack (yet?); if anyone finds different for theirs would they please post?
Thanks for any replies
Having read EASA AD 2010-0026-E (Main rotor hub inspection), which has recently been issued, There seems to be a potential problem with the rotor hub. There is reported to be one emergency landing as a result of vibration in the rotor which, upon inspection, was found to be caused by a crack in the main rotor hub at the point of attachment of the drag dampeners.
Things get clearer when I read the latest revision of the Service Bulletin (Eurocopter SB 05A012). The initial check has to be performed by a mechanic, and the ID plate has to be removed, but subsequent checks at max 15 flight hour intervals can be by a pilot who meets the training / certification criteria. Personally, I don’t but I will be including close scrutiny of the rotor hub (with the aid of a torch) in my ‘A’ checks before any flight.
I have some questions, though.
Does anyone know more about the incident which started this off?
As this is the first time I have heard of cracking at this point of the rotor hub, does anyone know of any other examples?
My machine has now been checked out and it does not have a crack (yet?); if anyone finds different for theirs would they please post?
Thanks for any replies
Last edited by John R81; 3rd Mar 2010 at 11:26. Reason: Format from word