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 ):)

The MGB oil, to thick!

It's one-upmanship.

Sikorsky had the X-wing with four blades so Eurocopter had to do it with five blades.

i didnt know eurocoter got into the business of being stealthy. i can see the slogan.

"So quiet, you'd think she was turned off " :eek:

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 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

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...

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.

A small bird told me that the 155 is struggling in the SNS in light wind conditions...any truth?

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

Hippolite,

Yes

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.

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.

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.

Not sure why - the RFM graphs certainly go to MGW.

Not true - there is a vertical procedure.

RVDT,
I've just downloaded the tech brochure, and it goes to 4920 kg too, so not sure where your question comes from?

http://i202.photobucket.com/albums/a...ctc/155OGE.jpg

So it can't hover OGE at max gross ISA?

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?
:E

They're much better
Ask that question again in 2028
They're much better

I think that sums it up.......;)

212man,

Are you sure you will still say this when the 76D enters service? I don't know how the maintenance compares with the 155 but the 76D does seem to have certain advantages, RIPS being a major one.

BC

Well, blade de-icing was much talked about as an option (the only aircraft in its class to have it) but I'm not sure it was ever produced. It would imply the design etc is there waiting for demand/competition. I'm sure a 155C with the TM Ardiden, de-icing and upgraded Thales avionics will give the 76D a run for its money!

Can anyone help? Looking for a EC155 performance chart or similar.
 

Hello,
I am new to the forum and hope that someone here might be able to provide some assistance.

Does the EC155 have a performance chart that depicts airspeed for the onset of blade stall?

If so, and anyone has access to this chart, could you please contact me via email through the forum. I would like to have a copy of this chart for reference and I have burned up google looking for one. I also contacted Eurocopter USA but did not receive a response.

Thanks for your help.
Mark

There is no such chart and I'm not sure how you imagine it would be used? Bear in mind that the Vne is 175 KIAS, and that the aircraft has been flown to 210 KIAS (and the rotor to 240 KIAS on a 365 test bed) so you will never get even remotely close to any form of blade stall when operating within the normal flight envelope.

212man,
Wasn't sure but hoping there might be. The HH-60 and the UH-60 both have one that I currently have a copy of. I wasn't looking to use the chart to predict the airspeed in straight and level flight but instead to determine what Vne would be at a 60 degree angle of bank.
mark

EC 155 B1 SOP manual
 

Does any one has a SOP ( standard operating procedures ) Manual or something similar ?
I found out that the FM ( flight Manual ) from Eurocopter is very poor in detailed information such as , procedures , manuvers , training details .

EC-155 De-icing system
 

@ EC-155 drivers

Is the EC 155 certified to fly in "known icing conditions" in the US ?
Is it working well, did you encounter any issues with it?

thanks for the input

According to this, it is "optional"

Eurocopter EC 155 Medium-Lift Twin Engine Helicopter - Aerospace Technology

But i have yet to hear of any with an icing clearance, and the Eurocopter website doesn't mention anything about it.

Windshield de-icing only. No RIPS/FIPS type blade de-ice.

From the FLM: "If unexpected icing conditions are encountered, fly out of the icing zone as quickly as possible."

I/C

IC is correct.

No icing clearance, no blade de-icing, no engine anti-icing.

I believe it was discussed in the early stages of the development and production of the aircraft, but that it was dropped thereafter.

I'm not aware of any future plans to provide and anti-icing capability or icing clearance for the 155.

OH

You worried about a little ice in Michigan, on some dark frosty EMS call? We had one flying around Toronto and Newfoundland, so a few pilots around that have seen the torque creep up a little. Find the local Eurocopter CP and he can probably fill you in on how much you can get away with.

EC 155 Altimeter question
 

Question for any 155 pilots out there. Is there a reason the altimeter seems to reset to STD after shut down? Seems like most aircraft I have flown, to include those with glass cokpits retain the last altimeter setting when you start up. Also, is it just me or is the knob to set QNH VERY sensitive, can be difficult to near impossible to dial in the correct setting during turbulence.

Thanks for any help.

Subject: Information regarding indication of the corrected barometric
value on the flight display.

information to the effect that the indication of the corrected barometric value
on the flight display (SMD 45, SMD 68) may occasionally switch back to the standard value. This
spontaneous switching may occur on ground or in flight.

recommends that:
– when the height data is read off on the flight display, a check of the setting of the
barometric correction value be made at the same time.
– before take off, the BARO knob be turned, even if the required QNH is being displayed.
– during AFCS operations in ALT A mode, the setting of the barometric correction value be
checked regularly.

Airbus Helicopters introduces new range of mission options for the traditionally VIP-focused H155:

http://i.imgur.com/QS9HGBc.jpg

Airbus Helicopters selected for the partnership development of South Korea’s Light Civil and Light Armed Helicopters

Other bidders for this contract – which involves production of at least 200 units for the ROKA alone – included the AW169 'Dauphin killer' (shortlisted), S-76 and a new offering using Bell 430 drivetrain components. KAI itself reportedly foresees demand for 400 examples in South Korea, and a market for 600 overseas.

I/C

Indonesia Air transport has 4 EC155B1....since 2007 and working well on offshore

I know about EC155 flying in Japan and Germany (Police)
Offshore Europe i.e.
http://www.aircharterguide.com/Operator_Info/CHC+HELICOPTERS+NETHERLANDS-HELI-ONE/252/DEN+HELDER/262

CHC PH-SHO I believe still Flying from Den Helder for NAM (Shell)
Heli Holland PH-EQU convertible VIP /offshore
DanCopter used to have 2 in Den Helder as well. Before being kick-off Shell contract.

Cheers SLB

CHC does not have any EC 155 anymore :-(
PH-SHO is operated by HeliHolland. Don't know if it is all ad hoc but it flies regularly out of EHKD. (Not sure who in CHC came up with the idea of selling this nice heli to a direct competitor... who now flies it to some of CHC's customers platforms!)
DanCopter still has some EC 155's but think the days are numbered. Probably going back to the lease company sooner rather than later.
NHV is flying EC 155's for Wintershall out of EHKD, but rumours has it that it will soon be replaced by the EC175...
Shame this lovely helicopter seems to be phased out. Great heli to fly if you respect the limitations in low wind conditions. Never been involved in an accident as far as I know :-)

welcome to PPRUNE Noheliname but you might like to fact-check your closing statement - although I agree that 'facts' are sometimes the last thing you'll find here ;-)

NHV still have a good few of them flying around the place on short term work. Cheap and fast is v popular in todays environment. That said, they are also trying to hand them back to the leasing companies as they have too many spare following the closing of their bases in Ivory Coast and Ghana.