EC120
Join Date: Mar 2006
Location: uk
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nigelh. well said ,agree with you 100% obviously you have had the french engine EXPERIENCE just like myself, others will learn the hard way soon !! but be carefull it is illegal to disclose these facts , might ruin the sale of someone's ec120. My solution was similair to your idea, sold my single squirrel and bought a twin squirrel with allison engines. now i have no turbomeca, still in a squirrel which i love, an autopilot, dual hydraulics, sas, force trim, etc.and no scary bills. plus money left over ! and the safety and security of being in a twin.
Last edited by claudia; 14th Mar 2011 at 16:27.
I intend to get another 350 B2 ( is it a D with the 101 engine ?) at some point but waiting to find the right timex engine machine to do it with . Never ever ever turbomeca again thats a PROMISE !!!!!! Just about to pick up a 500C which will be fun for the summer ..but its not a squirrel ....
ps have both your engines had containment ring fitted ?? Last fly date is november and then you are GROUNDED !!!!! ( and you will then be in a queue with hundreds of 109,s, 206,s , 500,s, 355,s to name just a few )
ps have both your engines had containment ring fitted ?? Last fly date is november and then you are GROUNDED !!!!! ( and you will then be in a queue with hundreds of 109,s, 206,s , 500,s, 355,s to name just a few )
Join Date: Mar 2006
Location: uk
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nigelh. yes, had a 500c for a long time back in the ninetys, great fun machine, you will enjoy it . hopefully we both should have a good summers flying without the turbomeca worry. !!
Join Date: Sep 2009
Location: Sydney
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John R81 - 10th March Post
G'day John,
Apologies for the delayed thanks for your reply - I have been flying
!
I understand your comments about power (although I am not sure I agree - I need to fly one for some more hours - it needs to be able to do what I want), and I agree with the comments about tail rotor authority - you do just need to think a bit in advance. Again, more hours on the 120 and I will be able to make a better decision.
Bell Flyer - 14th March
Yep, I have seen the Dymocks machine (the old one, currently for sale at Eurocopter) and it's "nice". I have also seen the coolest fitout of a new B3 (black and yellow on the outside), so YES you are correct, you can make the interior look fantastic...but outside ?
I'm getting my endorsement on the R66 next week...then I will have even more to consider. For those interested, I shall continue with the dialogue. For the others, apologies for the boring decision making process !
Arrrj
Apologies for the delayed thanks for your reply - I have been flying
! I understand your comments about power (although I am not sure I agree - I need to fly one for some more hours - it needs to be able to do what I want), and I agree with the comments about tail rotor authority - you do just need to think a bit in advance. Again, more hours on the 120 and I will be able to make a better decision.
Bell Flyer - 14th March
Yep, I have seen the Dymocks machine (the old one, currently for sale at Eurocopter) and it's "nice". I have also seen the coolest fitout of a new B3 (black and yellow on the outside), so YES you are correct, you can make the interior look fantastic...but outside ?
I'm getting my endorsement on the R66 next week...then I will have even more to consider. For those interested, I shall continue with the dialogue. For the others, apologies for the boring decision making process !
Arrrj
Join Date: Jul 2003
Location: Panama
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Colibri vs Bo 105
Dear All,
I would need your advise. I have been offered a ec 120, 1999, with 3200 tt and a Bo 105 1983 4000+ tt, well maintained, with lots of spare parts. Similar prices. The bo is a little less expensive. Sometimes I fly to windy and confined areas. Which one you recommend I chose?
Tks in advance
Ramon
I would need your advise. I have been offered a ec 120, 1999, with 3200 tt and a Bo 105 1983 4000+ tt, well maintained, with lots of spare parts. Similar prices. The bo is a little less expensive. Sometimes I fly to windy and confined areas. Which one you recommend I chose?
Tks in advance
Ramon
Join Date: Oct 2009
Location: St Gallen
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STC for weight modification
Hi
Since I fly EC120 regulary I have noticed, that the machine has some vibration, if CG is inits forward li it. Especially if I fly alone.
Is there anyone, who could send me link for STC that will put this ballast in tail in order to companesate for this?
Since I fly EC120 regulary I have noticed, that the machine has some vibration, if CG is inits forward li it. Especially if I fly alone.
Is there anyone, who could send me link for STC that will put this ballast in tail in order to companesate for this?
Join Date: Jun 2009
Location: Fleetwood, PA
Age: 45
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EC 120B 12 year inspection
toptobottom. I fly serial# 1078 in the US. We are either the first or second 12 year on the east coast and probably the country coming up in December. Baltimore City PD may have the first one. I'm told the 12 year is about 300 manhours and depending on how much must be replaced on the airframe, I think you are looking at anywhere from $100k to $200k. We just finished a 500 hour on ours and she has never flown better.
Join Date: Jul 2009
Location: Canada
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I keep my helicopter at Pascan in Montreal. They have just completed the 3rd EC120 12-year service. I think they are the first service shop having done the 12yr so far but then again, I read the some stuff you guys do. It’s quite a job and runs between $130-$150k if no surprises. The last one was more due to a transmission issue. PM me if you want additional information.
wes120b/Helipilot1 - Thanks guys .
Conversion from Canadian is about £82k - £95k sterling and from US about £64k - £128k.
It'll be interesting to see what 'surprises' there are and what happens to resale values either side of the first wave of 12 year inspections...
. Conversion from Canadian is about £82k - £95k sterling and from US about £64k - £128k.
It'll be interesting to see what 'surprises' there are and what happens to resale values either side of the first wave of 12 year inspections...
Join Date: Jul 2010
Location: All around
Age: 41
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Eurocopter EC-120 Torque fluctuations
Hello,
We have on one of our EC-120's a torque fluctuation. And it also doesn't passes it power check and inflight loss of FLI.
We have changed everything that can be changed: VEMD, engine, electrical mastbox, torque sensor, helicopter wirring etc.
Also incontact with Eurocopter and Turbo Meca, butt still without resutl.
Does anyone have had this problem before, and knows a solution/suggestions?
Thanks already
We have on one of our EC-120's a torque fluctuation. And it also doesn't passes it power check and inflight loss of FLI.
We have changed everything that can be changed: VEMD, engine, electrical mastbox, torque sensor, helicopter wirring etc.
Also incontact with Eurocopter and Turbo Meca, butt still without resutl.
Does anyone have had this problem before, and knows a solution/suggestions?
Thanks already
Join Date: Jun 2007
Location: foot of a mountain
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What does she do during the torque sensor calibration procedure? Does the VEMD and torque sensor respond correctly and update the torque reading vs pressure on the logcard? There is software differences causing problems on the torque system between the sensor and VEMD's.
Join Date: May 2008
Location: North of East, South of West
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As E-T points out it sounds like the FCU.
If you have more then one machine swap an FCU from a known good setup and try it.
Sounds like you have had an expensive diagnosis so far.
Best of Luck
If you have more then one machine swap an FCU from a known good setup and try it.
Sounds like you have had an expensive diagnosis so far.
Best of Luck
A question for EC120 gurus:
I had a problem with collective friction on one particular helicopter. All the time I flew with the same friction setting. For the first hour or so, the friction was uniform through the whole operatinional travel of the collective. After time the friction was getting hard to about 7, 7.5 FLI TQ, after 8 FLI it sort of released and the friction was like before 7 FLI. The manitenance team took apart the whole collective assembly and checked the whole control system, no problems found, everything in limits.
Than on one flight, I experienced the same problem, the friction got harder from 7-8 FLI TQ and I released the friction completely moved the collective up and down a few times, set the friction to practical full on, did the movement again, set it back to my normal preference, and the problem was gone for about an hour flight time.
Any idea what the problem would be? We are running out of ideas. Did something like that ever happen to you?
I had a problem with collective friction on one particular helicopter. All the time I flew with the same friction setting. For the first hour or so, the friction was uniform through the whole operatinional travel of the collective. After time the friction was getting hard to about 7, 7.5 FLI TQ, after 8 FLI it sort of released and the friction was like before 7 FLI. The manitenance team took apart the whole collective assembly and checked the whole control system, no problems found, everything in limits.
Than on one flight, I experienced the same problem, the friction got harder from 7-8 FLI TQ and I released the friction completely moved the collective up and down a few times, set the friction to practical full on, did the movement again, set it back to my normal preference, and the problem was gone for about an hour flight time.
Any idea what the problem would be? We are running out of ideas. Did something like that ever happen to you?
Thread Starter
Join Date: Nov 2007
Location: Where it rains a lot .....
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EC120 starter shaft sheared (TWICE) any ideas ?
Firstly may I wish everyone a happy and prosperous new year.
I have this problem and I,m hoping someone on here can maybe shed some light on it.
My 120 went in in July 11 for routine maintenance and had new brushes fitted to the starter / generator, all was well until within a few months and around 6 flight hours, the starter shaft broke at the shear point.
A good few weeks on the floor waiting for a new shaft to arrive, and again all was well...... Apart from this time it lasted less than 4 hrs / 4 weeks...... And it's sheared again....
I can't really tell if it's doing it on start up or spool down maybe,
I hit the starter button on both occasions and the starter didn't even attempt to turn the engine.
Both times the starter has been removed and the tempory engine turning tool used to make sure engine is free and not seized or stiff.....
Has anyone had this before, do any of you guys have any ideas, maybe even more important because you never know ! Do any of you have an APC 160SG140Q starter laying around so I don't have to wait weeks for one to come from the states ?
Appreciate any help /ideas ...
Best regards
Nelly.
I have this problem and I,m hoping someone on here can maybe shed some light on it.
My 120 went in in July 11 for routine maintenance and had new brushes fitted to the starter / generator, all was well until within a few months and around 6 flight hours, the starter shaft broke at the shear point.
A good few weeks on the floor waiting for a new shaft to arrive, and again all was well...... Apart from this time it lasted less than 4 hrs / 4 weeks...... And it's sheared again....
I can't really tell if it's doing it on start up or spool down maybe,
I hit the starter button on both occasions and the starter didn't even attempt to turn the engine.
Both times the starter has been removed and the tempory engine turning tool used to make sure engine is free and not seized or stiff.....
Has anyone had this before, do any of you guys have any ideas, maybe even more important because you never know ! Do any of you have an APC 160SG140Q starter laying around so I don't have to wait weeks for one to come from the states ?
Appreciate any help /ideas ...
Best regards
Nelly.
Join Date: Jun 2011
Location: England
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Hi Nelly,
Happy new year.
One of the things which springs to mind from other types is that if you don't take care when fitting the starter then loads are placed on the shaft as it is left hanging whilst the clamp is placed around it to hold it in place.
Did the same person fit both starters?
Normally they shear on start because this is when the largest load is placed on the shaft.
Pwrltd
Happy new year.
One of the things which springs to mind from other types is that if you don't take care when fitting the starter then loads are placed on the shaft as it is left hanging whilst the clamp is placed around it to hold it in place.
Did the same person fit both starters?
Normally they shear on start because this is when the largest load is placed on the shaft.
Pwrltd
Thread Starter
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Thanks for the reply pwrltd,
Yes I think the same person at maintenance did fit the starter on both occasions,
I have spoken to a eurocopter engineer who tells me that it is a two man job to refit the starter as its very easy to fracture the spline drive shear point....
There is also a big sticker on the starter saying it must be supported until retaining clamp is fitted.
What I'm trying to find out is could it be anything else, I was wondering does the starter actually swap to start mode momentarily when the starter button is pressed to shut down or is it locked out ?
I can't just keep throwing money at it replacing the starter / shaft without any sort of explanation other than 'ain't seen that happen before '
It does seem too coincidental to have started after brush replacement....
Just wondering if anyone else had come across this ?
It must have happened before or why the big sticker on the casing ?
Nelly
Yes I think the same person at maintenance did fit the starter on both occasions,
I have spoken to a eurocopter engineer who tells me that it is a two man job to refit the starter as its very easy to fracture the spline drive shear point....
There is also a big sticker on the starter saying it must be supported until retaining clamp is fitted.
What I'm trying to find out is could it be anything else, I was wondering does the starter actually swap to start mode momentarily when the starter button is pressed to shut down or is it locked out ?
I can't just keep throwing money at it replacing the starter / shaft without any sort of explanation other than 'ain't seen that happen before '
It does seem too coincidental to have started after brush replacement....
Just wondering if anyone else had come across this ?
It must have happened before or why the big sticker on the casing ?
Nelly
Join Date: Jan 2009
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Not just a sticker
Nelly Copter
Pwrltd is correct, not just the sticker on the start-gen, the Bell MM warns against fitting without an extra pair of hands to support whilst the clamp is engaged and secured. Pretty much standard practice (you can even get the pilot to give you a hand
) - VFR
Pwrltd is correct, not just the sticker on the start-gen, the Bell MM warns against fitting without an extra pair of hands to support whilst the clamp is engaged and secured. Pretty much standard practice (you can even get the pilot to give you a hand
) - VFR
Join Date: Jun 2011
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Hi Nelly,
I am not too familiar with the EC120, but I would have thought the starter is locked out, one thing to remember is that the starter/generator shaft is constantly engaged so once its turning the loads acting on it remains fairly constant, hence why they shear on start up when the rotors etc are stationary.
When it broke first time I assume you were in the field, hence did the starter/generator get replaced in the field? Were there two sets of hands available?
According to PartsBase there is one in Sweden:
Contact: Erik EdgrenPhone: 46-8-5454-9897Fax: +46 8 5511 4755Email: [email protected]Web Address:ex-changeparts ab
Good Luck!
pwrltd
I am not too familiar with the EC120, but I would have thought the starter is locked out, one thing to remember is that the starter/generator shaft is constantly engaged so once its turning the loads acting on it remains fairly constant, hence why they shear on start up when the rotors etc are stationary.
When it broke first time I assume you were in the field, hence did the starter/generator get replaced in the field? Were there two sets of hands available?
According to PartsBase there is one in Sweden:
Contact: Erik EdgrenPhone: 46-8-5454-9897Fax: +46 8 5511 4755Email: [email protected]Web Address:ex-changeparts ab
Good Luck!
pwrltd