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  1. The easiest thing to do is call 1-800-363-8224 if you are in Canada, and speak to a Product Support Engineer at Bell. They will give you all you need to know about twist grip rotational load. Just a thought.
  2. Have you created a component history card for the filters where you can record the cleaning/maintenance functions? It could then be used to track the number of cleaning cycles and have a retirement life based on cleanings/hours. Just a thought. If you have access to the Bell Tech Pubs web site, you can download a blank history card that you could use, even if it is for an Astar.
  3. There is no TB, SI, ASB or other approved data to allow you to do this. :-(
  4. Not wanting to put a damper on the entreprenuerial spirit, but who is going to validate the accuracy of this software...Rolls-Royce....Bell...the Regulatory Authorities??? I think you would be hard pressed to tell your boss the ship is grounded because it failed a powercheck based on software that was not validated. Of course you could use it as an excuse to actually open the flight manual and plot it on the approved charts in order to verify the results. It seems kind of redundant since you already have gone through the exercise to collect the data. Standard Aero used to have an Excel applica
  5. How about for the sake of simplicity and accuracy we just look at the CARs. Car 101.01 specifically which states: "air time" - means, with respect to keeping technical records, the time from the moment an aircraft leaves the surface until it comes into contact with the surface at the next point of landing; (temps dans les airs) "flight time" - means the time from the moment an aircraft first moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight; (temps de vol) To me it indicates it does not matter when the engine starts
  6. I forgot to mention that many of the seals used today are made from Viton which is a synthetic elastomer impervious to the DOD spec oils. As far as oil migration between the free wheel and the engine, as long as the recommended seals are used and installed with the proper tools, they tend to work fairly well. The use of MO Jet 2 all around will be a compromise and over the years has worked reasonably well and precludes the possibility of someone who isn't paying attention from cross contaminating by using the wrong oil.
  7. The whole idea of using 555 type oils (DOD-85734) in the gearbox and 254 (third generation HTS MIL-PRF-23699) in the engine is to use an oil with the most desirable characteristics for the application. The 555 type oils are desirable for low speed, high torque, gearboxes because they have an EP (extreme pressure) additive to maintain a specific oil film thickness under high loads by sticking to the metal surface. The 254 type oils have an anti-coking additive that ensures the oil slides off of the hot surfaces of a high speed gas turbine engine. The 555 oils do tend to eat up silicon seal
  8. Better than that, why not cal 1-800-361-9305 and ask Bell Helicopter Product Support?
  9. Just curious MC, how long was the line and what was it made from?
  10. The 212 0n floats looks like C-GHVH aka "Heli-Voyageur's Helicopter". Purchased from Shirley Helicopters when it was N8555V. Which was acquired from Northrop Industries. Should have seen the ship then! A nose on it only Jimmy Durante could love. I seem to recall that Associated Helicopters FAHZ or GIRZ was the first Sperry equipped 212 in Canada and it was done at Associated Air Center in Dallas. I think that Bow's FBHX was the first one that was modified in the field by Associated Air Center. Of course, I could be wrong as it was 30 or so years ago
  11. You can't blame the Forestry guys who are out there trying to do their jobs. The decision as to who is hired for these contract rests with the bean counters who ASSUME that all helicopter operators meet the requirements of Transport Canada and provide safe, properly maintained helicopters and properly trained crews for any contract they bid on (that's not to say that some don't ). The bean counters don't really care if the operator makes a profit or not. All they see is a rate that is bid and more than likely think even the lowest bid is way too high since they may be used to contracting for t
  12. The -32 deg C for Jet A-1 is an engine limitation. It has to do with the fuel viscosity at that temperature according to the fuel specification. In reality the refineries actually produce fuel that is better than the specification so the fuel viscosity, measured in centistokes, at -40 deg C is about what the specification says it should be at -32 deg C. If the fuel viscosity is too high, it can affect the function of the fuel control and limit the engine's ability to restart at cold temperatures. That being said, the critical feature is the fuel temperature and not the ambient air temp. S
  13. Rest in peace Don. http://yourlifemoments.ca/sitepages/obitua...mp;source=North Bay Nugget
  14. Not to steal anything from Grumpy's original post, but it looks like Canadore has jumped on the 206B to L conversion training as well. http://www.canadorec.on.ca/ProgramInfo/Con...ell206-206L.cfm
  15. I may be wrong, but it is my understanding the information in the Limitations Section of the RFM is the same data that is contained within the Type Certificate Data Sheet, but perhaps explained in laymen's terms. This section of the RFM is approved by the regulatory authorities as a function of type certification of the aircraft. All other pertinent data is to be contained in the "Manufaturer's Data" section of the RFM which is not regulatory authority approved, but provided by the OEM to inform the operator of information required for the understanding of the systems and safe operation of the
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