Helicopter down at Redhill
120
all the best, hangar rat.
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From: England & Scotland
H123 - No. It works on the basis of a hull value. If the insurer writes-off the machine as an economic loss they pay the agreed value and the wreck becomes theirs. They then put the wreck out to sealed-bid and sell the salvage to recoup as much of their loss as possible. Although extensively damages, G-FEDA had a lot of avionics etc that were undamaged and the engine core is (I understand) OK too.
Insurance through Haywards - can't fault them at all.
New machine insured through Haywards also. There isn't a price hit but underwriters have included restrictions - minimum experience. Not a problem for me but strongly suspect I should not make a habit of losing machines / claiming. Insurance comes live Friday when I hope to bring the new ship home.
HMM - that gap in the hangar will soon be filled!
John
Insurance through Haywards - can't fault them at all.
New machine insured through Haywards also. There isn't a price hit but underwriters have included restrictions - minimum experience. Not a problem for me but strongly suspect I should not make a habit of losing machines / claiming. Insurance comes live Friday when I hope to bring the new ship home.
HMM - that gap in the hangar will soon be filled!
John
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From: England & Scotland
So, here it is back at Redhill:
Purchased from Northern Ireland, it was a 4.3 hr flight back to Redhill. After taking delivery, lifting out was from a confined space and 3-up with 270kg of fuel took us to the yellow but not a problem. Through the Belfast city zone and coasted out at Ballywalter. Brushing the edge of the Mull of Galloway and Burrow Head (with Scottish Information all the way) we passed North of Carlisle and with poorer weather than preferred for a direct route over the Pennines, we took the valley route East into Newcastle's airspace, and turned South for a fuel stop at Durham Tees Valley.
From there it was almost a straight line to London City, but with Easterly landings the only crossing clearance offered was declined as it seemed to risk breaching the "Land Clear" rule for a single, so we routed East of the zone before crossing the Thames West of the QEII bridge and routing South of Biggin Hill for Redhill.
2.2hrs to reach Durham Tees Valley and 2.1hrs (with the detour) to Redhill. Well inside our fuel planning, landing both times with our reserve intact and a good margin beyond that.
First impressions - very good. She is a very smooth aircraft. Even with floates fitted we had a fast cruise (85% on the FLI) at 120knt IAS with 3 pax, 270kg fuel and with the wheels in the cargo bay. Slight vibrations from 110kt so we slowed to 80% on the FLI and maintained 110 to 115 knt IAS.
Weather was good throughout the journey with some rain showers that generally did not trouble us. Over the Irish Sea there was more, and lower, cloud and I was happy to have taken the shortest crossing point. It looks worse in this photo than it was, photo taken from the rear seat looking into a cloud bank we were descending to pass underneath.
Issues to solve:
1. Slight leak in the top left pannel of the transparancies. I stayed dry but Ken enjoyed the left seat less, I think.
2. The throttle needs adjusting - backing to the gate at 60% actually takes the turbine to 55% which is not self-sustaining
3. The tow-cart does not fit - different installation of the landing light compared to last machine - some welding of the cart needed.
4. No gas in the air conditioning
Aside from that, paperwork completed today for transfer and posted to CAA.
Nellycopter - not sure what you mean, Can you expand?
Purchased from Northern Ireland, it was a 4.3 hr flight back to Redhill. After taking delivery, lifting out was from a confined space and 3-up with 270kg of fuel took us to the yellow but not a problem. Through the Belfast city zone and coasted out at Ballywalter. Brushing the edge of the Mull of Galloway and Burrow Head (with Scottish Information all the way) we passed North of Carlisle and with poorer weather than preferred for a direct route over the Pennines, we took the valley route East into Newcastle's airspace, and turned South for a fuel stop at Durham Tees Valley.
From there it was almost a straight line to London City, but with Easterly landings the only crossing clearance offered was declined as it seemed to risk breaching the "Land Clear" rule for a single, so we routed East of the zone before crossing the Thames West of the QEII bridge and routing South of Biggin Hill for Redhill.
2.2hrs to reach Durham Tees Valley and 2.1hrs (with the detour) to Redhill. Well inside our fuel planning, landing both times with our reserve intact and a good margin beyond that.
First impressions - very good. She is a very smooth aircraft. Even with floates fitted we had a fast cruise (85% on the FLI) at 120knt IAS with 3 pax, 270kg fuel and with the wheels in the cargo bay. Slight vibrations from 110kt so we slowed to 80% on the FLI and maintained 110 to 115 knt IAS.
Weather was good throughout the journey with some rain showers that generally did not trouble us. Over the Irish Sea there was more, and lower, cloud and I was happy to have taken the shortest crossing point. It looks worse in this photo than it was, photo taken from the rear seat looking into a cloud bank we were descending to pass underneath.
Issues to solve:
1. Slight leak in the top left pannel of the transparancies. I stayed dry but Ken enjoyed the left seat less, I think.
2. The throttle needs adjusting - backing to the gate at 60% actually takes the turbine to 55% which is not self-sustaining
3. The tow-cart does not fit - different installation of the landing light compared to last machine - some welding of the cart needed.
4. No gas in the air conditioning
Aside from that, paperwork completed today for transfer and posted to CAA.
Nellycopter - not sure what you mean, Can you expand?
Last edited by John R81; 23rd May 2012 at 20:04.
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Actually only months apart November to May. I would have scheduled it early anyway to avoid missing the early 2012 season (going to miss the middle bit anyway for Olympic restrictions).
Current news is that mandatory parts are just 2400 Euro so with mechanic time and paint touch up it could cost only £50k if you are lucky and nothing horrid is found.
Fingers crossed
Currently, floats off for testing and bottle off for hydrostatic testing. I will also need to swap out the transponder for a Garmin 328 mode S.
John
Current news is that mandatory parts are just 2400 Euro so with mechanic time and paint touch up it could cost only £50k if you are lucky and nothing horrid is found.
Fingers crossed
Currently, floats off for testing and bottle off for hydrostatic testing. I will also need to swap out the transponder for a Garmin 328 mode S.
John
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From: England & Scotland
Joined: Oct 2005
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From: Peterborough
Delay
Appologies for the delay in my reply, I managed to unlink my email account with pprune, so I didnt get a notification that anyone had let a comment .
I flew G-IGPW, it flew very nicely, downwind auto hyd off to the ground was a non event.
I am looking to type rate on the 120 shortly,
I will be popping down to EBG for a chat with Ken in the next couple of weeks to discuss it.
I dont think he is looking to SFH the 120 anymore I can't imagine what the insurance limitations are. Unless you can tell me what yours are.
Moving up from a jetranger to an EC120 is like moving form your first mini onto a luxury sports car.
Mike
I flew G-IGPW, it flew very nicely, downwind auto hyd off to the ground was a non event.
I am looking to type rate on the 120 shortly,
I will be popping down to EBG for a chat with Ken in the next couple of weeks to discuss it.
I dont think he is looking to SFH the 120 anymore I can't imagine what the insurance limitations are. Unless you can tell me what yours are.
Moving up from a jetranger to an EC120 is like moving form your first mini onto a luxury sports car.
Mike
