EC155
Join Date: Mar 2003
Location: the hills of halton
Age: 71
Posts: 809
Likes: 0
Received 0 Likes
on
0 Posts
Probably put it in reverse to get negative thrust to keep it stuck to the deck. I could not quite see if the fenestron also reversed direction . Must be some cunning way to de-couple MR and TR ( maybe somesort of freewheel on the TR output from the MGB )
Join Date: Jun 2003
Location: Australia
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
Could anyone provide me with a realistic figure for Cat A takeoff in the EC155B and B1.
What would be the useful load with full fuel in a Cat A profile??
Sealevel @ 30c would be fine....
What would be the useful load with full fuel in a Cat A profile??
Sealevel @ 30c would be fine....
Last edited by trackdirect; 23rd Mar 2008 at 08:45.
Join Date: Oct 2003
Location: UK
Age: 68
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
What basis are you starting from? VIP or utility machine? Clear area profile or helipad?
These figures are based on real aircraft and might give you some idea of performance.
EC155B MTOW clear area VToss 60kts, SL +30degC = 4540kg
EC155B1 MTOW clear area VToss 60kts, SL +30degC = 4800kg
1. VIP machine with floats, air con:
Basic weight 3200kg
2 crew @ 85kg = 170kg
Gives a payload of 160kg (155B) or 420kg (155B1) and over 3 hours endurance at cruise speed (approx 150kts indicated) to tanks dry.
2. Utility machine with floats, external life rafts:
Basic weight 3050kg
2 crew @85kg = 170kg
Gives a payload of 310kg (155B) or 570kg (155B1) and over 3 hours endurance at cruise speed (approx 150kts indicated) to tanks dry.
Loads more info on 155B1 performance etc at: http://www.eurocopter.com/site/docs_...s/TD_155B1.pdf
It's a really great pilots' machine, fantastic autopilot, super smooth ride and, if ours is anything to go by, very reliable.
Regards, 155 Man
These figures are based on real aircraft and might give you some idea of performance.
EC155B MTOW clear area VToss 60kts, SL +30degC = 4540kg
EC155B1 MTOW clear area VToss 60kts, SL +30degC = 4800kg
1. VIP machine with floats, air con:
Basic weight 3200kg
2 crew @ 85kg = 170kg
Gives a payload of 160kg (155B) or 420kg (155B1) and over 3 hours endurance at cruise speed (approx 150kts indicated) to tanks dry.
2. Utility machine with floats, external life rafts:
Basic weight 3050kg
2 crew @85kg = 170kg
Gives a payload of 310kg (155B) or 570kg (155B1) and over 3 hours endurance at cruise speed (approx 150kts indicated) to tanks dry.
Loads more info on 155B1 performance etc at: http://www.eurocopter.com/site/docs_...s/TD_155B1.pdf
It's a really great pilots' machine, fantastic autopilot, super smooth ride and, if ours is anything to go by, very reliable.
Regards, 155 Man
Join Date: Jun 2003
Location: Australia
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
Sorry 155man should have given a bit more info.
EMS (Air ambulance, No winch) so pretty light fitout I guess, no floats or shiny door handles required.
Heliport operations, so vertical climbout.
Rough crew estimates are 2 pilot @ 85kg each and 2 med crew @80kg each with max weight of med equipment 160kg.
I have seen the Eurocopter figures but I was really after real world experience, from my experience I have found that quite often the aircraft will not perform to the advertised EC figures on the graph!!!
Thanks for the info so far...
EMS (Air ambulance, No winch) so pretty light fitout I guess, no floats or shiny door handles required.
Heliport operations, so vertical climbout.
Rough crew estimates are 2 pilot @ 85kg each and 2 med crew @80kg each with max weight of med equipment 160kg.
I have seen the Eurocopter figures but I was really after real world experience, from my experience I have found that quite often the aircraft will not perform to the advertised EC figures on the graph!!!
Thanks for the info so far...
Ground level Helipad Cat A gives about 3800 kg for the B at SL and 30 C. I think the B1 offers about 200 kg more - but 155man will have the graphs, I'm sure. I'd be surprised if an EMS a/c was that light, as you'd have gear in the back plus at least one extra crew, wouldn't you?
Not sure what you want to do with "real world figure" - you can't plan on them legally, and you certainly won't want to restrict these weights further. Assuming the relationship between training weights and real weight is correct, the aircraft performs as advertised during Cat A OEI work.
Not sure what you want to do with "real world figure" - you can't plan on them legally, and you certainly won't want to restrict these weights further. Assuming the relationship between training weights and real weight is correct, the aircraft performs as advertised during Cat A OEI work.
Join Date: Oct 2003
Location: UK
Age: 68
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
Track Direct
Ground Level Helipad figures for SL 30 deg C:
155B - MTOW 3800kg
155B1 - MTOW 4100kg
The Eurocopter website link I posted previously might give you enough info to work out a guestimate for an EMS machine basic weight. I don't know of any 155 EMS machines out there, but there might be some in the States. As 212 Man says, an EMS equipped machine will probably not be that light and I assume that an EMS operation will have to work to public transport performance standards so you have to go on the figures given in the Flight Manual Supplement.
The 155 is probably not the machine you need for EMS. The 145 on the other hand would be ideal I should think. Rear clam shell doors for stretcher loading, large, unobstructed cabin, skids for rough terrain landings and more grunt than the 155. That's the one I would be looking at.
Regards, 155 Man
Ground Level Helipad figures for SL 30 deg C:
155B - MTOW 3800kg
155B1 - MTOW 4100kg
The Eurocopter website link I posted previously might give you enough info to work out a guestimate for an EMS machine basic weight. I don't know of any 155 EMS machines out there, but there might be some in the States. As 212 Man says, an EMS equipped machine will probably not be that light and I assume that an EMS operation will have to work to public transport performance standards so you have to go on the figures given in the Flight Manual Supplement.
The 155 is probably not the machine you need for EMS. The 145 on the other hand would be ideal I should think. Rear clam shell doors for stretcher loading, large, unobstructed cabin, skids for rough terrain landings and more grunt than the 155. That's the one I would be looking at.
Regards, 155 Man
Join Date: Jun 2003
Location: Australia
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
212man,
I'm not looking to overolad the aircraft beyond limits I am just well aware that the figures you get from the glossy brrochures don't often correspond to the actual performance you will get, thats why I was after the "real world figures"
Just hoping that this type might be suitable to load up full fuel and carry a useful load, unfortunately not many helicopters are built to do this these days!!
Thanks for your help.
I'm not looking to overolad the aircraft beyond limits I am just well aware that the figures you get from the glossy brrochures don't often correspond to the actual performance you will get, thats why I was after the "real world figures"
Just hoping that this type might be suitable to load up full fuel and carry a useful load, unfortunately not many helicopters are built to do this these days!!
Thanks for your help.
Join Date: Apr 2008
Location: United States
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
EC 155 B1 HOGE Performance
Does anyone know why the Tech Data sheet for the Ec 155 B1 does not list HOGE performance for weights above 4400kg (9,700lbs)?
It would apper that the aircraft has the engine performance to hover OGE above 4400kg. Is there a structural or transmission limit that is not mentioned?
Any answers from someone that flies a 155 B1 would be apreciated.
It would apper that the aircraft has the engine performance to hover OGE above 4400kg. Is there a structural or transmission limit that is not mentioned?
Any answers from someone that flies a 155 B1 would be apreciated.
Pick up a copy of Helicopter Aerodynamics and More Helicopter Aerodynamics by Ray Prouty. Read up on what affects hover performance.
Areas to look at - extra (same) blade over Dauphin, ideal A of A, L/D ratio etc etc. One way is good for hover (4 blade N3) the other is better for speed (5 blade 155). Download the Tech Data and compare the performance. The dynamics are very similar - Engines, MGB, Fenestron etc.
EC155 Cat A vertical procedure - NONE. Legacy undercarriage and structure.
Areas to look at - extra (same) blade over Dauphin, ideal A of A, L/D ratio etc etc. One way is good for hover (4 blade N3) the other is better for speed (5 blade 155). Download the Tech Data and compare the performance. The dynamics are very similar - Engines, MGB, Fenestron etc.
EC155 Cat A vertical procedure - NONE. Legacy undercarriage and structure.
Not sure why - the RFM graphs certainly go to MGW.
Not true - there is a vertical procedure.
EC155 Cat A vertical procedure - NONE. Legacy undercarriage and structure.
RVDT,
I've just downloaded the tech brochure, and it goes to 4920 kg too, so not sure where your question comes from?
I've just downloaded the tech brochure, and it goes to 4920 kg too, so not sure where your question comes from?
It could when it was a 'B' and the MTOM was 4800 kg! Although the Arriel 2C2 has more power (than the 2C1), it only makes a difference OEI - the same AEO transmission limits apply (as far as I know: not in currency anymore.)
cos they're french? Or because they're relatively new, expensive and the 76's have been knocking about for years?
Or because they don't quite do what people want them to do?
Do they have that enhanced Class 2 performance thingy? I think there might just be a few more around in the next couple of years. It might just be that some offshore companies are looking to replace ageing fleet with them and there's a shortage? Who knows?
Or because they don't quite do what people want them to do?
Do they have that enhanced Class 2 performance thingy? I think there might just be a few more around in the next couple of years. It might just be that some offshore companies are looking to replace ageing fleet with them and there's a shortage? Who knows?
How do they compare to the S76?
They seem to have similiar spec, yet there are quite a few S76s around
Any ideas how the two compare?
I think that sums it up.......
