Self Indicating Switches
 

From the above it would seem that there are a few possible configurations. Ours has lights on the BAT EPU, generator, fuel pump, windscreen wipers, Pitot + others. In fact according to the RFM page 7-3 the only switches without the 'tell-tale' lights are the LIGHT TST, FIRE TST, V/A & ELEC RST and CRANK

Buy a machine with 'all the lights' or have your LACU upgraded (post mod 31.004). Personally I don't think that it is any 'biggy'.

Up to a certain S/N Eucopter kept the "old" LACU panel where it can be hard to see.

But within the last couple of years they have switched to a new LACU panel where the buttons both have longer physical travel which makes it easier to see - and as Hidden Agenda writes - most of them have lights.

To make it more interesting almost all the buttons have switched places aswell - which makes it quite challenging if you fly one of each... :uhoh:

RD

Yeah sorry about tthat chaps, my post was in relation to pre-mod LACU.

As mentioned the new LACU is better, but when you fly both it gets confussing at times.

Ifr Ec120
 

Anybody know of the existence of an IFR EC120 anywhere. Just wondering if it had ever been done.:rolleyes:

http://www.airweb.faa.gov/Regulatory...e?OpenFrameSet

NO ifr STC's here . I think the requirement for dual hydraulics and second generator may make it difficult.( expensive )

Helibeginner,

I wouldn't call them IFR machines but I have flown a couple of machines with basic autopilot and TCAS, I can't remember who does the work but they become something called a 'voyager'. Both machines are/were privately owned. One in the UK and the other was in Ireland. I guess you could call them wannabe IFR!

problem with a service bulletin for the maintenance guys
 

Anyone receiving SB 05-009 about the scissor link greasing should note that the instruction failed to mention a shim is to be used when tightening the nut against the bushings..

The Voyager STC was created by Regourd Aviation, in partnership with Sagem. The set-up includes GPS-coupled 2-axis A/P, 9900 BX TCAD, Sagem PFD & AHRS and a WAAS-capable GNS480.

I/C

Anyone knows if and when Eurocopter will upgrade the EC120? As far as i know, it is quite underpowered.

..upgrade the 120 . . more power . .
 

They have already. They call it a 350B2. All the power you need and they throw in an extra seat as well. What sort of power did you have in mind?
I recall seeing a similar question a year back where the writer wanted an EC 120 with more power, bigger M/R blades and a higher MTOW. Kinda gave you the idea that he actually wanted some other helicopter.

Seriously though, the 120 has 510 SHP with some 430 allowed thru the transmission. It might be better to wish for a higher permissable Tq. You ever tried to top one out and keep within the Tq limits? You'll be way up there before it droops.

I guess that if by some miracle an additional 100 SHP came on line, then there would be a chorus of "When are they going to increase the MTOW?"


STL

As of now the Bell206B3 is outperforming the EC120B at altitude.
By the way, how could the AS350B2 upgrade the EC120B? The AS350B2 was a long time out before the EC120B was even on the drawing board.....
A hundred HP more would be nice.

The EC120B has 504 SHP, 376 SHP for take-off and 335 SHP for continues use. The max. torque is limited by the gearbox and yes it would be nice to be able to pull a bit more, but there's always something to wish for..


The 206BIII is outperformed by the EC120 by far on every front. I personally don't think you should compare them, just they are both helicopters.

Let me get this straight, I really don't like the 206, i fact I hate the 206. Why should I not compare the two? The EC120 is the Eurocopter version of Bell's 206B. They both have 1 engine and 5 seats. During the mountain course I took last year, all of the instructors clearly agreed that the EC120 does not perform at altitudel as the 206B does. That said, I don't think the 206B performs strong at altitude. The EC120 does however clearly outperform the 206 in every other aspect. I myself wish we had the EC120 instead of the 206 even with its current power limitation. I only have about 7 hours in the EC120 and I really like it. Some day....:)

starting issue info for the maintenance guys
 

apparently the priority valve is sticking causing flooding of the engine.I also found a plugged start injector recently causing a failed start.

anyone having problems with a stiff throttle, I know its a strong spring in the microswitch for the light, but am looking to see if anyone has changed one ??

We had a problem with the throttle twist grip on our EC130 when it was first delivered. Not sure if it's the same setup as the 120 but the 130 has a sleeve inside the collective tube that is connected to the twist grip, it is a very close fit inside the tube and it rotates along with the twist grip. We found that when they had installed the manual cargo hook release lever on the collective tube, the clamp had 'crushed' the tube ever so slightly at the exact same point where the sleeve was located inside the tube. When I tried to open the throttle I noted that significant force was required to open it, it should normally spring to the full throttle position once you take it off the idle position. They moved the hook release lever down the tube a bit and all was fixed.

CH.

if I will buy a used EC120 - will I see all overlimit records on onboard computer?
 

so the question is - is it possible to erase somehow the history of flight from heli computer?

I am asking it because I do think that it is better to buy a little used heli ( 100-400 hrs) - as its baby problems will be allready known and solved - but I am still afraid of that someone have cocked the turbine a lot of times and I will not know it...

please advise

Paul

Find someone reputable to accomplish a pre-buy inspection of the helicopter. It needs to be someone who is knowledgeable about the type of machine (EC120) and the engine. it could be a seperate engine inspection and airframe inspection. A borescope inspection would be very important if you are worried about the condition of the engine. I know an owner who is paying over $300,000 USD to repair an engine that had been damaged previous to his purchase. An engine inspection prior to buying the machine would have been very worthwhile.

The pre-inspection will cover the recorded history of the aircraft. Unlike other models, the on-board computer records EVERY over-temp, over-torque, etc. Details of the last (10, I think) and cumulative. Whereas a short and slight over-temp on a Bell 206 might go unmentioned by the pilot (or unnoticed by the instruments) the EC120 does not miss a fraction of a second. Anything serious flagged by the computer has to be looked at by the service organisation and the flag re-set so it ould take collusion of the parties to fake this.

Whilst it is never impossible to fake, change or tamper with a computer-based record it would take both knowledge and fraudulent intent.

I suggest that you have the inspection carried out by the service organisation that will look after the aircraft post purchase - and let them know that before the inspection. There is no guarantee, but one hopes that the thought of "missing" something on the nspection and then trying to tell you that you should pay for the repair is not a pleasant one for them.

John,

you sure,

from memory the VEMD on the 120 records the details of the last 31 flights, including exceedences temp tq rotor and engine speed, but it doesnt hold these after that, it does however record all the faults such as gene probs loss of feed to the vemd cooling fan failures and the like forever, personally i think it should be the other way around.

I spent a lot of time in the 120 and a lot of time waiting for pax and playing with the vemd, unless they updated the software, i flew one of the early ones, then you dont know if the thing has ever been torched.

hope this helps