EC145
Joined: Oct 1999
Posts: 3
Likes: 0
From: callian, var,France
Tank you for EC145 comment
Thank you to all who have contributed to the 145 discussion.
We are talking to Swiss Rega, German ADAC and Eurocopter. I will post how things fionbally develop down the line.
Thanks agian.
Touareg
We are talking to Swiss Rega, German ADAC and Eurocopter. I will post how things fionbally develop down the line.
Thanks agian.
Touareg
Joined: Jul 2002
Posts: 50
Likes: 0
From: USA
Ec-145
Anybody have any time in the EC-145? We are looking at potential aircraft, and am wondering how it would compare to a 109E. I'm sure the speed doesn't match up, but we are looking more at volume then speed. IFR is a must, as is a convertable interior from pax to light cargo. Also looking at an S-76, but am thinking it's overkill.
Joined: Oct 2001
Posts: 764
Likes: 0
From: 48 Deg South
Drop me an email and will put you in touch with Laurent Racine who flies the Rega EC145 out of Lausanne, Switzerland. They have been flying it for some time now and swapped from an Agusta A109 K2 so he could possible give you a good comparison.
Autorotate.
Autorotate.
Joined: Aug 1999
Aviation Qualifications: ATP+Mil
Posts: 4,411
Likes: 83
From: Gold Coast, Australia
135/145
I suspect that is a major headache for Eurocopter, since they have produced in the 135, a competitor for the 145 (which is a development of the BK117C).
I'd still like to be able to justify one......
I'd still like to be able to justify one......
Joined: Aug 2003
Posts: 320
Likes: 0
From: In my house
The EC 145 is really a BK117C with a 135 "front end" on it. EC did a great job in removing the control closet and running the controls through the centre winshield fairing.
I flew one a while ago and actually preferred it to the EC155. 8 pax and a totally move around and flexible interior make it an excellent small offshore, big EMS type machine. Almost a 412 competitor in my opinion. Cost is about $5mUS with SPIFR package fitted.
HH
I flew one a while ago and actually preferred it to the EC155. 8 pax and a totally move around and flexible interior make it an excellent small offshore, big EMS type machine. Almost a 412 competitor in my opinion. Cost is about $5mUS with SPIFR package fitted.
HH
Joined: Nov 2004
Posts: 378
Likes: 26
From: Australia
Hippolite, at least you said almost a 412 replacement, still stuff all payload , power , range and room compared to a 412EP and the Eurotrash don't like high ambient temps /hot high (not european hot ie: 25oC) real hot high 35-45 oC like Mid East and Australia
Joined: Sep 2004
Posts: 642
Likes: 2
From: daworld
Blackhawk9,
You might wanna compare BK117 with S-76 at Karratha. Last time I was there, BK would leave 76 for dead during summer (A while back I must admit). Well known that even the older LTS101 BK's have more than enough power, let alone the newer Arriel 2 powered versions!! Not all European helicopters are anaemic, and not all yank tanks have power to spare. Horses for courses.
You might wanna compare BK117 with S-76 at Karratha. Last time I was there, BK would leave 76 for dead during summer (A while back I must admit). Well known that even the older LTS101 BK's have more than enough power, let alone the newer Arriel 2 powered versions!! Not all European helicopters are anaemic, and not all yank tanks have power to spare. Horses for courses.
Joined: Aug 2003
Posts: 320
Likes: 0
From: In my house
blackhawk 9
Aa nooby says, horses for courses. I don't think that the 412EP would be any better even in your hot climate than the 145.
FYI, I am not in Europe.
The cabin in the 145 is more versatile than the 412EP although not quite as big. Remenber, the 145 is a smaller helicopter but for SOME missions, it would be a 412 EP competitor.
The 412 was good in its day but let's face it, its an old machine now with a limited life.
I think that you will see more 145s in your country, some even replacing or taking work from old 412s where the "voluminous" cabin of the 412 is not really being used to its full capacity.
HH
Aa nooby says, horses for courses. I don't think that the 412EP would be any better even in your hot climate than the 145.
FYI, I am not in Europe.
The cabin in the 145 is more versatile than the 412EP although not quite as big. Remenber, the 145 is a smaller helicopter but for SOME missions, it would be a 412 EP competitor.
The 412 was good in its day but let's face it, its an old machine now with a limited life.
I think that you will see more 145s in your country, some even replacing or taking work from old 412s where the "voluminous" cabin of the 412 is not really being used to its full capacity.
HH
Joined: Dec 2004
Posts: 100
Likes: 0
From: canada
EC-145 drivers - comments wanted
we are going through the process of deciding whether this machine warrants further consideration from us. (read as spending money to actually go to a different country to test fly)
i would like to ask you ec-145 drivers what you feel are the good/bad points with this machine
the numbers look fine for our utility type missions, BUT, what is the ride like for exec transport ?? My understanding is that EC has changed the blade design to help quiet and smooth the ride, and added a vibration dampner. is the translational buffeting anything i should be concerned about (exec transport) ??
what REAL numbers are you getting at say 7200 lbs for airspeed ??
what is the stability like in gusty 10 - 25 kt winds, bags all around required ??
we are now flying a 407, so the ride/speed issue may play a great part in our decision
and no, we are not relying on these responses to make a final decision, just to get some feedback from people actually flying the bird
i would like to ask you ec-145 drivers what you feel are the good/bad points with this machine
the numbers look fine for our utility type missions, BUT, what is the ride like for exec transport ?? My understanding is that EC has changed the blade design to help quiet and smooth the ride, and added a vibration dampner. is the translational buffeting anything i should be concerned about (exec transport) ??
what REAL numbers are you getting at say 7200 lbs for airspeed ??
what is the stability like in gusty 10 - 25 kt winds, bags all around required ??
we are now flying a 407, so the ride/speed issue may play a great part in our decision
and no, we are not relying on these responses to make a final decision, just to get some feedback from people actually flying the bird
Joined: Jul 2004
Posts: 66
Likes: 0
From: UK
Its a 117 in disguise!!!!
No seriously just beware that its a utility aircraft that is not capable of producing the soothing cabin ride, environment or speed of an AB139 or Agusta Grand (to name but two).
Also no FADEC is a concern to many potential operators.
No seriously just beware that its a utility aircraft that is not capable of producing the soothing cabin ride, environment or speed of an AB139 or Agusta Grand (to name but two).
Also no FADEC is a concern to many potential operators.
Guest
Posts: n/a
EC145 - Doors Off Flight?
Is the EC145 certified for doors-off flight?
I'm hearing that the doors must be kept closed as they are critical to the cabin structural integrity ... especially in relation to crashworthiness.
Anyone know?
Thanks for your help!
Brasky
I'm hearing that the doors must be kept closed as they are critical to the cabin structural integrity ... especially in relation to crashworthiness.
Anyone know?
Thanks for your help!
Brasky
Joined: Dec 2003
Posts: 168
Likes: 0
From: At home
Brasky,
The 145 FM Supplement Section 9.1-2 permits operations with a mix of crew and cabin doors open or removed subject to the usual limitations such as sideslip etc and your crosswind limit is reduced to 30 Kts. All seems pretty much standard.
STL
The 145 FM Supplement Section 9.1-2 permits operations with a mix of crew and cabin doors open or removed subject to the usual limitations such as sideslip etc and your crosswind limit is reduced to 30 Kts. All seems pretty much standard.
STL
Joined: Aug 2004
Posts: 14
Likes: 0
From: UK
Ec145 doors
I am aware that the front-crew doors have a semi-open position of say 100mm which provides a wind-break/spoiler action over the open main-cabin doors.
It would appear that the design team have been attentive to the needs of a demanding first customer or two - the French MOD and the Civil Rescue Authorities.
It would appear that the design team have been attentive to the needs of a demanding first customer or two - the French MOD and the Civil Rescue Authorities.
Joined: Jul 2001
Posts: 1,084
Likes: 1
From: the cockpit
tc,
I am guessing that the doors will not restrict CAT A due to any structural reasons, but rather from excess drag causing reduced climb and acceleration performance. For example, the BK117 actually reduces it's climb performance by a staggering 250 ft per minute for doors open, so if you are heavy and OEI, taking 250 fpm off you is likely to be severley embarassing, and thus its a good thing to remember for rescue crews who have a donk failure: close the doors as quick as you can!
I am guessing that the doors will not restrict CAT A due to any structural reasons, but rather from excess drag causing reduced climb and acceleration performance. For example, the BK117 actually reduces it's climb performance by a staggering 250 ft per minute for doors open, so if you are heavy and OEI, taking 250 fpm off you is likely to be severley embarassing, and thus its a good thing to remember for rescue crews who have a donk failure: close the doors as quick as you can!