EC135
Join Date: Mar 2015
Location: Africa
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Single engine cruise... It look nice but what is behind this concept, an idle or a full shut down? And is the drag reduction allow to maintained the VBR around 135-140kts on one engine?
Join Date: Oct 2015
Location: turkey
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ec-135
sir;
As I learn from internet, German Army use EC-135 as basic training helicopter. What is your opinion about it? Can you train all emergency manuevers with that helicopter? As we know, multi-engine helicopters are handicapped for this way. For example have you ever train tail rotor emergencies or full touch autorotations? and also I have more questions about it. If you reply I'll be pleased. Thank you.
As I learn from internet, German Army use EC-135 as basic training helicopter. What is your opinion about it? Can you train all emergency manuevers with that helicopter? As we know, multi-engine helicopters are handicapped for this way. For example have you ever train tail rotor emergencies or full touch autorotations? and also I have more questions about it. If you reply I'll be pleased. Thank you.
EC120 is their primary...
Army actually does do basic training on 135 as a result of highly successful lobbying from EC. They do a couple of hours of AR training on the 105.
My opinion: Ineffective as a primary trainer. Gigantic waste of tax payers money. There would have been so many better and more effective choices, but if they really had to obey to the EC people so badly they could at least have gone with the 120 option. This is a nice example of the difference between police and military aviation.
Join Date: Jul 2007
Location: AGL in Brazil
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Hey guys,
Does anyone have the H135 supplement manual for winch/hoist operations, including performance?
If is there any further material or presentation regarding the H135 hoist operation I would appreciate.
Thank you in advance
Does anyone have the H135 supplement manual for winch/hoist operations, including performance?
If is there any further material or presentation regarding the H135 hoist operation I would appreciate.
Thank you in advance
Is anyone familiar with the details of Dutch Police EC135 training mode incident some years ago?
After failing to lower the collective when the training mode disarmed (RRPM bellow 92%, 10 seconds buffer elapsed), they overtorqued the engines and XMSN. Another source also claims the rotor overspeed.
What exactly was happening in the cockpit? Any reports out there?
After failing to lower the collective when the training mode disarmed (RRPM bellow 92%, 10 seconds buffer elapsed), they overtorqued the engines and XMSN. Another source also claims the rotor overspeed.
What exactly was happening in the cockpit? Any reports out there?
Phoinix,
It sure will. Pretty sure there is a note in the RFM about it somewhere.
The terminology used might "disguise" the issue a bit.
If you think about what is actually going on I think you will find it is NORMAL.
Exceeding Power ON RPM limits - it disarms so you would expect things to come back to normal in a big hurry.
Of course dumping the collective rapidly to counter the over torque could easily end up with an overspeed as well so ...................
It sure will. Pretty sure there is a note in the RFM about it somewhere.
The terminology used might "disguise" the issue a bit.
If you think about what is actually going on I think you will find it is NORMAL.
Exceeding Power ON RPM limits - it disarms so you would expect things to come back to normal in a big hurry.
Of course dumping the collective rapidly to counter the over torque could easily end up with an overspeed as well so ...................
Join Date: Mar 2009
Location: reckoning
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M.R Blade behaviour
I seek inputs from experience 135 drivers and engineers. About a month back we started feeling some vertical vibrations which kept increasing slowly in about 15hrs of flying. We did the Vibrex and found one of my main rotor blades out of track. It was Up around 1inch as compared to the other three in hover. The engineer corrected the tracking by bringing this blade down.
After about 10hrs more of flying v felt the same vibrations still but lesser amplitude. At a gap of around 20hrs we did the Vibrex again to find the same blade higher then others..
What can cause the same blade flying up gradually out of track?
Does anyone know of composite degradation of an EC135 blade? And too in causing increased flapping.
Appreciate you inputs if someone has experienced the similar thing.
After about 10hrs more of flying v felt the same vibrations still but lesser amplitude. At a gap of around 20hrs we did the Vibrex again to find the same blade higher then others..
What can cause the same blade flying up gradually out of track?
Does anyone know of composite degradation of an EC135 blade? And too in causing increased flapping.
Appreciate you inputs if someone has experienced the similar thing.
Join Date: Sep 2013
Location: Heart of England
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The first possibility is unlikely but worth checking. You should ensure that the lower lobes of the MRS hub are not cracked on the rising blade.
The next quite likely possibility is to ensure that you do not have cracked main rotor blade tabs. Use a magnifying glass.
There is also a replaceable spherical bearing inside the Blade cuff on a beam that attaches the flex beam to the frequency adaptors. I would check that as well as it can turn into a maraca quite swiftly once it starts wearing, this will also affect the track and hence vertical balance. It is best practice to change all of them if you find one worn.
This depends on the blade part number. The blades do have a tendency to crack and craze a bit along the trailing edges but this should not affect the flight of the blade. The crack to look out for is one that starts about a metre from the cuff on the trailing edge and propagates at an angle of 45 degrees. But I have seen them up to a couple of inches long and only found them on a detailed inspection so they don't appear to affect the flight of the blade. That one will cost you a few bob unless you have been wise enough to buy PBH.
Last but not least: It is always best to raise a Technical Enquiry (TE) in your Keycopter account. If you haven't got one then please do apply. It is worth it. You will have access to the horses mouth and your snag will then become part of product support and improvement for everyone.
I hope this post finds me blathering into the ethernet (which I rarely do) and your engineers have already fixed the problem.
The next quite likely possibility is to ensure that you do not have cracked main rotor blade tabs. Use a magnifying glass.
There is also a replaceable spherical bearing inside the Blade cuff on a beam that attaches the flex beam to the frequency adaptors. I would check that as well as it can turn into a maraca quite swiftly once it starts wearing, this will also affect the track and hence vertical balance. It is best practice to change all of them if you find one worn.
This depends on the blade part number. The blades do have a tendency to crack and craze a bit along the trailing edges but this should not affect the flight of the blade. The crack to look out for is one that starts about a metre from the cuff on the trailing edge and propagates at an angle of 45 degrees. But I have seen them up to a couple of inches long and only found them on a detailed inspection so they don't appear to affect the flight of the blade. That one will cost you a few bob unless you have been wise enough to buy PBH.
Last but not least: It is always best to raise a Technical Enquiry (TE) in your Keycopter account. If you haven't got one then please do apply. It is worth it. You will have access to the horses mouth and your snag will then become part of product support and improvement for everyone.
I hope this post finds me blathering into the ethernet (which I rarely do) and your engineers have already fixed the problem.
Join Date: Mar 2009
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Actually I have been looking forward to get any reply here.. Thank you so much for taking the time.
👍
We are suspecting the link connecting the dampers and the flex beam. On ground when v are flapping the blade there is a different noice coming.
As u described.
There is also a replaceable spherical bearing inside the Blade cuff on a beam that attaches the flex beam to the frequency adaptors. I would check that as well as it can turn into a maraca quite swiftly once it starts wearing, this will also affect the track and hence vertical balance. It is best practice to change all of them if you find one worn.
Thanks again.
👍
We are suspecting the link connecting the dampers and the flex beam. On ground when v are flapping the blade there is a different noice coming.
As u described.
There is also a replaceable spherical bearing inside the Blade cuff on a beam that attaches the flex beam to the frequency adaptors. I would check that as well as it can turn into a maraca quite swiftly once it starts wearing, this will also affect the track and hence vertical balance. It is best practice to change all of them if you find one worn.
Thanks again.
Join Date: Feb 2005
Location: Ireland
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135 P3 "fish" tailing
Hi,
I have a question for P3 experienced pilots. This aircraft has a bad fish tail attitude in cruise flight. More wind - more movements left to right. Example 15 kt tailwind it was fighting 5 degreed left to right all the way (NAV mode on). I have a years of experience with P2+, but only few weeks (20h) with this almost brand new P3. I know about difference of the model and heard about this tail movements, but it doesn't feel good. One day we had quite of turbulent weather and it was awful to fly with. Any comments?
I have a question for P3 experienced pilots. This aircraft has a bad fish tail attitude in cruise flight. More wind - more movements left to right. Example 15 kt tailwind it was fighting 5 degreed left to right all the way (NAV mode on). I have a years of experience with P2+, but only few weeks (20h) with this almost brand new P3. I know about difference of the model and heard about this tail movements, but it doesn't feel good. One day we had quite of turbulent weather and it was awful to fly with. Any comments?