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Superwrench

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Superwrench last won the day on November 29

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    Smithers, BC

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  1. I had the pleasures of working at USCAN and Doug right out a AMT school. I learned a lot there. RIP Doug.
  2. I think you maybe thinking of a different John. John was an great AME about 40 years old.
  3. The leaf springs have little to no effect on the ground vibrations. They are there for landing just as the skids first touch the ground. On the ground they have no effect in my option. They can be in limits and not even touch the ground with bearpaws on. As long as they are equal or lower then the bottom of the skid tube they are within limits for delection. I have seen plenty of shocks feel fine but still need fluid. If you have the old style pop up the black seal and fill that cavity with hyd fluid, then shack the tail. It will draw the fluid in, keep filling and shacking the tail til
  4. I have had a similar experience. The mag pick up interrupter was on the wrong spot on the swashplate. The interrupter should be over the mag pickup with the red blade over the nose. Made all my move lines 120degrees out. Took a few runs to figure that one out.
  5. Your ground is no longer smooth? Has your track changed much from hover? If ground is not smooth, (0.35ips is limit on high gear) check your shocks are good, may need fluid added. For the three per, what is your ips at( on the one per)? Common 3 per issues are windshield screws, check there torque. Also if your one per ips reading is below 0.05, not uncommon to start to feel normal 3 per that is always there. I have had smooth readings on balance gear, but you feel the 3 per. Actually made the machine a little ruffer, so it felt better. If you are using a mic
  6. I don't believe A&P's need type courses to sign out an aircraft like we do in Canada. There still could be FAA courses available if wanted. I thought a whole class of FAA inspectors a couple years back, and they got a TC approval number on there certificates. The FAA courses are open book, so they are not transferrable to Canada. Countries like Europe, NZ, Australia and others do require type courses with local approvals, so a TC approved course may not be accepted.
  7. The 205B was a modified Bell 205A-1. Bell had an SB for the conversion but only 4 were ever built. 2 in Canada still flying S/N 30188 and 30297. The Bell 210 ( pretty much same at Huey 2 and 205B) was built off UH-1H airframes zero timed and civilian certified. Bell again only built 4.
  8. Was the tail rotor recently installed? If so try loosing and retightening the attachment bolt. It can load the hinge bearings up. If tail rotor was not recently installed check the laminated bearings. I have had both cause a big shutter through the airframe around 270-320rpm. It would be smooth at idle and at 100%. I think if you had messed up teeth in the MGB, I would hope you would have had a chip light
  9. Heard canadore maybe putting one on in may if there is enough interest.
  10. I don't think it is the power cables. We had tried connecting the unit straight to the ships batt with different wires and the problem was still there. The filter/shields helped, but I can not explain or understand why they did. If you have a latitude unit they can check your box/data from there computers and possibly see if something that s up. Our trackers don't have any interfaces or connect to any systems, just power and ground to the unit.
  11. We had a similar problem with a latitude tracker. Really messed the FM up when using a repeater. FM antenna was on the boom and tracker antenna on the roof. We had an avionics teck troubleshoot with not a lot of luck. When we disabled the tracker the FM worked properly. Latitude send us some filters I think they are called, those round magnets that wire goes through. We put them around the power wires, and it helped a lot. Didn't totally solve the problem, but make a big difference.
  12. I think the 412 is a great aircraft for what the coast guard needs. I would think the 412 is better suited then the 139 for the coast guard, because they do land in unprepared sites, and I would think skids are better for that. I am pretty sure the Canadian coast guard does not winch people so I am not sure they will even have a hoist on the aircraft. From a tax payer stand point it is Canadian made and supported, plus they should have most of the required tooling, ground handling support, and some spares from the 212.
  13. Just read helieagles post again and realized that he does not have dual electrical boost pumps, so this info will not help out very much.
  14. Have you checked the boost pump pressures are correct. If I remember right the l/h book pump is suppose to be higher then the r/h when you have dual electric boost pump. Also I have heard that if a check valve in the fuel manifold at the top of the hellhole is not working corrently that your boost pump can fill your r/h tank (where fuel quantity probe is) higher then your l/h tank ( where the low fuel switch is). I have never seen this but some thing I have heard. Open up both fuel cells and take a look while the boost pumps are on. That is correct that when you have the helitrades
  15. The flame outs are not caused by the control box. The control box detects an Np over speed of 108.8 which it then bleed off PY air which then causes engine to decel. There is a small orifice in the fuel pump, that if it is a certain size (which could still be limits), it can cause the engine to flame out when you do your EOS test. I have heard that the fuel pump manufacture is working on a modification to the fuel pump to stop that. Apprently they are being tested, not sure when they are going to be available. I believe that this is why soloy calls for the EOS to be done at the last fligh
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