EC135
Brilliant Stuff,
That was more than likely just a "story" to keep people happy and divert attention from the real issue.
That was more than likely just a "story" to keep people happy and divert attention from the real issue.
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This vent, on both sides, is "7" shaped, if that makes any sense, where the long leg of the 7 is roughly vertical (leading up from the master box space) and the short leg (to the exit vent) points slightly down and towards the rear of the aircraft. Thus, when in forward flight, air from the master box area is indeed extracted. If you're washing the aircraft, squirting a hose (or even jet-wash) at that area from anything aft of the vent is plain foolish.
Having flown many hours in the high hover in pi**ing rain, it's not a problem, as you'd need some very interesting airflows to get any water into the vent.
ECD put out some advice (3-4 years ago?) to cover the vent when washing the aircraft. Actually, so long as you ensure any water that goes near the vent is only directed from the front, or above, and along/down the aircraft skin - (i.e. as rain would go when on the ground, or in flight) you shouldn't have any problems, vent covered or not. That's from approx weekly washing experience of 5 years + on an aircraft flying 1000+ hrs per year.
The other area to watch out for is the air ducts under the chin - squirting water in there may affect the air blower, as it's mounted with the electrical bits under the motor. The result is that any water sitting static in the motor fan area may seep its way into the electrics & the fan eventually stops playing. Fit the suppplied blanks while washing & you'll be OK.
Having flown many hours in the high hover in pi**ing rain, it's not a problem, as you'd need some very interesting airflows to get any water into the vent.
ECD put out some advice (3-4 years ago?) to cover the vent when washing the aircraft. Actually, so long as you ensure any water that goes near the vent is only directed from the front, or above, and along/down the aircraft skin - (i.e. as rain would go when on the ground, or in flight) you shouldn't have any problems, vent covered or not. That's from approx weekly washing experience of 5 years + on an aircraft flying 1000+ hrs per year.
The other area to watch out for is the air ducts under the chin - squirting water in there may affect the air blower, as it's mounted with the electrical bits under the motor. The result is that any water sitting static in the motor fan area may seep its way into the electrics & the fan eventually stops playing. Fit the suppplied blanks while washing & you'll be OK.
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Its a sim, the cockpit would be alot brighter if it was real and they would both be wearing headsets. Great view aswell which would be difficult to achieve if it were the real thing.
Join Date: Oct 2010
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JAPAN
Last year City Air Services started a shuttle from the Mori Building in downtown Tokyo to Tokyo Internation Airport.
The transfer take approx. 15 minutes and costs about Y50,000.
The helicopter used is the Hermes version of the EC135.
EC135 Hermes approaches the MORI Building in downtown Tokyo
EC135 Hermes landing on MORI Building roof pad
The 'helicopter hostesses' of City Air Services
'Helicopter Hostess' to assist with passenger embarkation and taking fare from passengers
Passenger compartment of EC135 Hermes
View over downtown Tokyo on route to airport
TC landed on MORI building during the promotion of his 'Valkyrie' film
The transfer take approx. 15 minutes and costs about Y50,000.
The helicopter used is the Hermes version of the EC135.
EC135 Hermes approaches the MORI Building in downtown Tokyo
EC135 Hermes landing on MORI Building roof pad
The 'helicopter hostesses' of City Air Services
'Helicopter Hostess' to assist with passenger embarkation and taking fare from passengers
Passenger compartment of EC135 Hermes
View over downtown Tokyo on route to airport
TC landed on MORI building during the promotion of his 'Valkyrie' film
What's with the latest FLM/PCL revisions?
"Ground IDLE (within ~45 sec) - Check N2 ~74%"
Rough estimate or a startup limitation? Normal startup takes 42-43 seconds every time and if it takes 46''?... shut it down, enter the discrepancy in helicopters log book?
When is the startup completed? At 50%, when the engine is autonomus and starter becomes generator, or at stabilised RPM (~74% N2)?
Looking at EC's FLM after each revision more and more useless and mindboggling stuff is entering the pages with no logic support. Like the change in the preflight (cabin roof instead of cabin top). More and more idotic revision pages that come in great numbers changing nothing. Don't get me started on Supplement revisions. Whole supplement changed once because of a picture being lowered two text rows.
Is PCL an official checklist from eurocopter or just a help for crews; being revised long after the FLM changes?
The latest ENG switch guard is a joke, isn't it? You almost have to reposition the ENG switch back to flight to remove the guard for shut down. I was told that the modification is to prevent unintentional shutwodn of the good, healthy (only) engine. I mean, If I previously removed one IDLE guard to shut it down, if it's in my mind I will remove the second, third and tenth guard and shut it down.
I don't see anything like that happening to agusta (109). It seems that they have to change the helicopter for every accident it happens, instead of making it better, they are making it worse IMHO.
The one thing that EC never thought of is maybe a light at the end of ENG swtich that would glow bright red if engine is at idle or off and green for flight. They never thought one would be flying it at night and you can't see the damn switches without a light.
"Ground IDLE (within ~45 sec) - Check N2 ~74%"
Rough estimate or a startup limitation? Normal startup takes 42-43 seconds every time and if it takes 46''?... shut it down, enter the discrepancy in helicopters log book?
When is the startup completed? At 50%, when the engine is autonomus and starter becomes generator, or at stabilised RPM (~74% N2)?
Looking at EC's FLM after each revision more and more useless and mindboggling stuff is entering the pages with no logic support. Like the change in the preflight (cabin roof instead of cabin top). More and more idotic revision pages that come in great numbers changing nothing. Don't get me started on Supplement revisions. Whole supplement changed once because of a picture being lowered two text rows.
Is PCL an official checklist from eurocopter or just a help for crews; being revised long after the FLM changes?
The latest ENG switch guard is a joke, isn't it? You almost have to reposition the ENG switch back to flight to remove the guard for shut down. I was told that the modification is to prevent unintentional shutwodn of the good, healthy (only) engine. I mean, If I previously removed one IDLE guard to shut it down, if it's in my mind I will remove the second, third and tenth guard and shut it down.
I don't see anything like that happening to agusta (109). It seems that they have to change the helicopter for every accident it happens, instead of making it better, they are making it worse IMHO.
The one thing that EC never thought of is maybe a light at the end of ENG swtich that would glow bright red if engine is at idle or off and green for flight. They never thought one would be flying it at night and you can't see the damn switches without a light.
Last edited by Phoinix; 5th Nov 2010 at 16:51.
Ah, but Phoinix, knowing Eurocrapter cockpit design philosophy you'd find that in order to operate these switch-lights in the dark, you'd first have to turn your head 90 degrees and look up at the rear of the cockpit roof to pick one of 3 identically designed busbar switches, move a guard and then operate it, then automatically cancel some new alert that it will have brought up on your advisory panel (with associated audio 'bong', identical to that for all other occurrences...)
I really do wonder if the engineers who build EC135 cockpits for the convenience of other engineers ever consider inviting a pilot into the design process. Someone who's heard of coriolis disorientation, perhaps...
Yes, I KNOW the 135 is the light utility heli of the future, but PLEASE could someone who's seen an MD902 cockpit advise Donauworth on how best to put together a future T3/P3?
I really do wonder if the engineers who build EC135 cockpits for the convenience of other engineers ever consider inviting a pilot into the design process. Someone who's heard of coriolis disorientation, perhaps...
Yes, I KNOW the 135 is the light utility heli of the future, but PLEASE could someone who's seen an MD902 cockpit advise Donauworth on how best to put together a future T3/P3?
Right, and the new EC blooper... this one is getting it's imprint down the idiot lane.
Check engine warning light being introduced on newest ships some weeks ago is to be disconected by an ASB effective before next flight. Right...
Nice job...
I guess no pilots are present at the desk when these dumb decisions are made. I imagine two lawyers and a couple of christmas tree engeneers making making the call. Maybe a new SB is coming out for holidays so that the cockpit lights flicker on weinacht baum tune. At operators expenses i'm sure.
Check engine warning light being introduced on newest ships some weeks ago is to be disconected by an ASB effective before next flight. Right...
Nice job...I guess no pilots are present at the desk when these dumb decisions are made. I imagine two lawyers and a couple of christmas tree engeneers making making the call. Maybe a new SB is coming out for holidays so that the cockpit lights flicker on weinacht baum tune. At operators expenses i'm sure.
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Phoinix,
Would these consultants be the pilots that managed to take off with one engine in idle?
Or the ones that tried to take off with the cyclic locked?
I agree that perhaps it would be best to not try to engineer solutions to
all people issues.
(Tongue planted firmly in cheek)
Rigidhead
Would these consultants be the pilots that managed to take off with one engine in idle?
Or the ones that tried to take off with the cyclic locked?
I agree that perhaps it would be best to not try to engineer solutions to
all people issues.
(Tongue planted firmly in cheek)
Rigidhead
There are no limits
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Yes, I KNOW the 135 is the light utility heli of the future, but PLEASE could someone who's seen an MD902 cockpit advise Donauworth on how best to put together a future T3/P3
They will have to figure out a better system than they have at the moment. One day they install CHECK ENG warning light that proved to be confusing during training mode. Dooooh, every idea they have is only 10% thought out.
It seems every incident and accident that happens influences a huge change that is not thought of thorough enough (or not at all) and causes even more confusion.
I'm sure if I fall of a helicopter during preflight and tell that to EC we will have a retrofit carabiner mounted in the next SB.
It seems every incident and accident that happens influences a huge change that is not thought of thorough enough (or not at all) and causes even more confusion.
I'm sure if I fall of a helicopter during preflight and tell that to EC we will have a retrofit carabiner mounted in the next SB.
emsmech,
I'm not quite sure from your post - what comparison are you making?
I'm not quite sure from your post - what comparison are you making?
Join Date: Nov 2010
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EC-135 Aero Questions
I am writing a EC-135 study guide. I am looking for the answers to the following questions:
1. Main rotor hub hinge offset Value
2. Normal landing attitude
3. In a hover, pitch attitude that will result in the helicopter accelerating
4. Normal hover attitude
Thanks.
1. Main rotor hub hinge offset Value
2. Normal landing attitude
3. In a hover, pitch attitude that will result in the helicopter accelerating
4. Normal hover attitude
Thanks.