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ktmnomad

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About ktmnomad

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  1. Was the mgb input seal leaking a lot. Lots and lots ! Fixed now
  2. Thanks for the great info greyhorizons After you showed the limitations for oil usage/leaking I saw how much more we were adding from the leak. Lip seal has been changed now and I told them I would like a balance done so we are in the process of doing that today. Thanks again!!
  3. After I wrote up the movement in the book, I was happy to see them act fast. They changed the bushings and dust seals the next day and the following day was just waiting for it to set. They said the bearing was fine, unfortunately they did it all so fast I never got a chance to see it apart. Managed to get a few photos from one of the guys though. The roughness I felt on the bearing while applying my weight to the spider seems to have disappeared after they regreased it and what not. I really have nothing to compare this to so hopefully you guys can chime in. They didn't bother to rebalance anything and while its ”fairly” smooth at 100%, when I turn it to idle I get a lot of vibration briefly around 303-293rpm, the whole dash is shaking (3 to 4 seconds) until they drop further, doesn't matter what surface I'm on (mud, stones, concrete. Grass etc) We are coming up on 1200hrs, seems they are trying to avoid ”little” things right now. Like the main seal or I think lip seal from MGB has been leaking the last 2 months and its starting to get really bad. They are delaying it until the 600hr. Its jetranger leaking right now, maybe more. Obviously if I was in a jet box I'd be less concerned lol. How bad is bad or at what point should I say this is BS and write that up? Was always told if the astar is leaking anything it's not good. The spill below the gimbal assembly after 5 hrs of flight is big enough that its running down the transmission hole to the fuel tank, so if you can imagine a pool of oil that big in circumference dripping from the bottom gimbal pin or close to it below the housing. Module 5 is also leaking but not much at all.
  4. Hey, ha ha nope not yellow lol. Trying to figure out what company that is. Have a couple in mind.
  5. The heli is still under warranty, there really is no reason why they shouldn't change everything that is needed so we see what happens. Yes! Im interested to see how it looks so I'll do that. I felt ”roughness” in the spider bearing at 2 different points while applying weight with my hand and turning the tail slowly. Thanks
  6. Thanks for that. Yeah I sent it to a few buddies and they said the same thing basically. Mechanic here said it can go another 50 to 70 hrs with no problems... 😑 I flew it back to base today and said its getting changed and wrote it up in the book. Glad you confirmed my initial hesitation (conflicting answers) but then realistation that it definitely should be changed. 95% of my flying is slinging 6 to 7hrs a day with max loads at high altitude. Not something that should be left as is. Thanks.
  7. Thanks for posting, had no idea this was played across the whole of Canada until friends from Vancouver to Halifax were in touch ha ha. Thanks for the kind words from everyone! Top tip, stick to the ”Nak” milk/cheese as it's the female. Ha ha.
  8. Hey guys, I'm working in a 3rd world country and wanted opinions on the tail spider assembly. When I shut down the last days, I heard a clunking near the tail. After the blades stopped I saw that the spider housing or pitch link support tube has a fair amount of play. Obviously very technical terms here ha ha, can you tell I'm the pilot... 😂 Anyway let me know what you guys might think of this. The noise you hear in the video is the same I hear after shutdown with blades spinning. Dunk dunk dunk dunk kinda deal. Thanks. video-b67b2145a0b56c5ff36bf0eae0cd8dbd-V.mp4
  9. Finally got the new Onboard hook and full weigh system installed and Ive been back to my normal route the past week and half. Performance with the Nr at 394 vs 400. Is been colder so its a little difficult to tell but I would give a good estimate that I am loosing about 150 to 200lbs of load on the line possibly up to 300 lbs. It's hard to tell as all the cargo is weighed before and the airbus weigh scale was giving much higher numbers then what of the ground staff were telling me. I also feel that I'm having to put more pedal in for the same load weights which makes sense. I'm operating pretty high so I can't say how it may extrapolate at lower altitudes. At first I noticed I was able to cruise between the pick up and drop off spots at a higher indicated air speed for the same power but this could of also been due to the temperatures. My whole post was about finding out the difference the Nr makes from someone else, I'm thinking that I am the only one to answer my own question though lol. (so far) On another note, our brand new onboard hook is having issues with the electrical release so it sounds like in another few days we will be borrowing the airbus system again which means I'll get another chance to compare the difference. The reply email from onboard was as follows. (not about the fault just about the Nr increase) The decision to allow for the Nr increase when under load is an Airbus one. If you know Murray Bens at Airbus in New Zealand, he probably could have a nice long discussion with you about this issue. The C-40 will require a new bracket for AS350’s, but other than that, should be a direct replacement for the C-39. We expect we will be able to certify the C-40 with the upgraded VEMD to allow our STC kit to increase the main rotor when under load.
  10. It sure does! The angle you see in the photo is how it sits, the bungee cords are at the front and they really aren't doing much since the frame can't really move to the back anyway (it can but not like the on-board). The onboard one as we know, the bungees hold it back while no load, not the case here, this is how it looks with or with out load. I even messaged engineers from previous company and they said it looks wrong as well. However, the engineers here assured me it is correct and after looking at other helicopters with the airbus swing, they look the same.
  11. Hey Heli500, I should be able to get a good idea of the change since I'll mostly be doing the same route with same approximate sling weight and the same fuel weight every flight. (refuel every load) At the destination for the loads, I am right on the limit to what I can carry as I am NG'ing out rather then TQ out so I won't be able to demonstrate max loads as far as TQ goes. (My TQ is 62% with FLI at 9 in forward flight) Previously I'm taking off with 220 lbs fuel and 1550 - 1660 lbs of load at ~9560 ft. I'm not pulling max as I'm taking the loads higher but I'm usually at ~9.8 ish on the FLI and when I'm landing i'm at 10 for sure. Once the temps rise a few degrees, the load goes where ever it is that my air speed slows to zero or before (of course i'm timing that spot for the two 2 x 4's laying on the ground) and then its not moving from the ground... The whole airbus system was ripped out the last days and now we have the complete onboard system so I won't be able to just disconnect or reconnect anything as that system is history. However, in march next year, I'm sure our company will get their hands on that Onboard C-40 connector which will enable the onboard weigh system to connect to the VEMD and therefor bump the Nr up to 400. A switch would be good for sure, maybe they thought people would abuse it or who knows...
  12. Ah okay, thanks for the further information. I think it will be hard to find specific information about the performance increase with Nr especially in Canada as this is the first as350 I have flown with an actual airbus swing and weigh system. Our B3e also has the newest VEMD so I'm not sure if older B3e's even have this Nr increase capability to 400? You can tell the airbus swing because the whole swing assembly is at an angle unlike the dart and onboard swings. (it looks totally wrong and i questioned the install a few timesl, was assured it was correct lol) To clarify, its not the hook that matters, rather the weigh system which connects to VEMD that makes the Nr increase with load. Our actual hook with the airbus swing and weigh system is an onboard hook. (or the one we were borrowing) The answer about the Nr increase with onboard was answered by Onboard. I was more curious about actual performance gains with the higher Nr. I'l be back to long lining tomorrow as we just finished the install of the full onboard system (Weigh system, swing and hook). Will find out what i can or cannot lift as I'll be doing the same route as prior with the airbus system. As for B3e vs B3. Our B3e is a 2018 model with single hydraulics and empty weight of 2861 Lbs. We can't utilise the benefits of DH (5225 internal) so we save weight there. Pics (Swing set up, Hook and weigh meter showing KG) From Onboard "Right now, only the Airbus factory supplied weighing system can connect with the VEMD. The C-39 indicator in all of Onboard’s STC’s will not work with the latest VEMD. We are designing a new indicator, the C-40 which will be able to connect to the VEMD and display weight and increase Nr when carrying load. We expect the C-40 to be certified by HeliExpo next year – March 2019. We are waiting for some final information from Airbus in France in order to connect the C-40 to the VEMD"
  13. Hey Ray, I realise the system is variable Nr but in my previous experience I believe it only increased to a maximum of ~394 while using the onboard system that doesn't talk to the computer or with full load in cabin (as needed). That was in the summer however and now I'm flying in totally different circumstances and altitudes where it would be impossible for me to compare what I was doing in the summer to where I am now with weight and performance. Yeah as soon as the computer detects a load on the hook, it just bumps up the rpm to 400, but only on the airbus system for now.
  14. Hey, The last month I've been flying cargo on the longline non stop with a B3e fitted with the Airbus cargo swing and weigh system. When the VEMD detects a load on the hook it automatically increases the Nr to 400. It turns out we were borrowing the airbus swing system from another company and now we are getting the onboard system installed which doesn't have this Nr increase feature (Onboard are in the process of developing the VEMD connection to get this increase) I'll find out soon enough but I thought I would ask if anyone has experienced the difference in performance from the standard 394 Nr to the 400 Nr? Thanks in advance. (photo shows Nr 400 not 477 lol)
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