EC120
Joined: Jun 2004
Posts: 646
Likes: 18
From: Europe
What good will it bring? Heavy engine, less reliability and more noise.
120 has a power to weight ratio of 0,29 hp per kilogram, a 650 hp "diesel racecar" - Audi R10 has 0,70 hp per kilogram.
I guess it all depends on what sort of truck they are talking about
Might as well try hamster power.
The technology used is expected to yield a power-to-weight ratio between those found on trucks and those found in diesel-equipped racecars.
I guess it all depends on what sort of truck they are talking about
Might as well try hamster power.
Joined: Jun 2011
Posts: 35
Likes: 0
From: USA
More noise!? 
Less Reliability?
Heavier? You got me
Reduced fuel burn, lower cost per hour, less expense at overhaul, more Tq,, and less risk of a ship-crippling un-contained failure are not good things that will come from using diesel?
Less Reliability?
Heavier? You got me
Reduced fuel burn, lower cost per hour, less expense at overhaul, more Tq,, and less risk of a ship-crippling un-contained failure are not good things that will come from using diesel?
Joined: Jun 2004
Posts: 646
Likes: 18
From: Europe
Less reliability in terms of more moving parts.
Thermal efficiency of diesel engine is around 32%, whereas turbine engines are at 40%+. With same fuel caloric value that is less power / more fuel.
More torque is hard to benifit from when the transmission is the limiting factor.
I doubt it will be all that cheap, maybe at first. Looking at diesel cessnas, at first maintenance was very cheap but now its getting more expensive than conventional engines.
Thermal efficiency of diesel engine is around 32%, whereas turbine engines are at 40%+. With same fuel caloric value that is less power / more fuel.
More torque is hard to benifit from when the transmission is the limiting factor.
I doubt it will be all that cheap, maybe at first. Looking at diesel cessnas, at first maintenance was very cheap but now its getting more expensive than conventional engines.
Joined: Jun 2011
Posts: 35
Likes: 0
From: USA
Agreed. However, a diesel (or any recip) uses that energy differently than a turbine. A turbine may have a better thermal efficiency than a reciprocating engine. But the smaller turbines use up to 50% of that energy to keep the engine running. Which is not very efficient. Recip engines loose less power to keep the engine alive. If given the same amount of fuel the recip engine will make more power.
As far as cost. I can see diesels getting expensive but I hardly think it will surpass the cost of a turbine. Of a gas engine, maybe. But a gas engine that would make enough power to lift the planned Eurocopter would not be feasible and or economic.
As far as cost. I can see diesels getting expensive but I hardly think it will surpass the cost of a turbine. Of a gas engine, maybe. But a gas engine that would make enough power to lift the planned Eurocopter would not be feasible and or economic.
Joined: Jun 2004
Posts: 33
Likes: 0
From: Canada
Hi Nellycopter,
Sorry for the delay in answering.
I was referring to the MR Head Lead Lag Dampers above. The weights under the floor are the Cabin Anti-Vibrators, sometimes called the Hammers.
As they are very frequency sensitive, sometimes they will not dampen out the 3 per as well as they can/should if the NR has drifted from nominal.
Have you had a track and balance carried out recently?
Rigidhead
Sorry for the delay in answering.
I was referring to the MR Head Lead Lag Dampers above. The weights under the floor are the Cabin Anti-Vibrators, sometimes called the Hammers.
As they are very frequency sensitive, sometimes they will not dampen out the 3 per as well as they can/should if the NR has drifted from nominal.
Have you had a track and balance carried out recently?
Rigidhead
Joined: Apr 2004
Posts: 80
Likes: 1
From: canada
If anyone is interested, if you want to operate below 0 degrees C with a S/N ship below 1412 I think and using fuel with no anti ice additive. you can get the fuel pump screen modded up to a -618 at the overhaul shop.vs buying a new one. this and modding the fuel inlet screen on the line on the firewall, will allow you to go to -15.
Joined: Apr 2004
Posts: 80
Likes: 1
From: canada
another thing to look for, the LH engine door rear saddle that the rubber rests in, the mounts rivets will loosen up. also the aft nav light will vibrate and wear the contact on the spring inside, so if your going through bulbs, look inside at the contact...
Joined: Apr 2004
Posts: 80
Likes: 1
From: canada
Was reminded today of the 7 day run to maintain oil film and fuel wetting of components , and a log book entry to back it up, any failure to do it, ie storage or heavy maintenance rendered it unservicable, you can vent it up to 3 times but then it goes back for overhaul.
potential sellers and buyers and reps are told to look for these entries .. or steer clear of ship as its 60K min charge to have a look at it otherwise.
potential sellers and buyers and reps are told to look for these entries .. or steer clear of ship as its 60K min charge to have a look at it otherwise.
Joined: Aug 2011
Posts: 73
Likes: 0
From: Europe
Joined: Oct 2007
Posts: 76
Likes: 0
From: n/a
Just wondering if anyone else has heard that EC are thinking of making a EC120C, which will have a beefed up transmission. I know the pilots that fly them have been wanting it for years, but I've heard this rumor from more than one source.
What else would you like to see on a 'C' model?
NiB
What else would you like to see on a 'C' model?
NiB
Joined: Jan 2003
Aviation Qualifications: CPL
Posts: 1,361
Likes: 1
From: Near the bottom
TTB - is there a story behind that last post?
I heard of one E120 that was 4 years old with just 450 hours and it had suffered MRGB corrosion to a level that meant a replacement.
It seems to be a design or production problem with the 120.