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nutmix

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About nutmix

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  • Birthday 08/24/1971

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  1. Hi, If your antenna's are clos together (less than 3 ft) make sure the Interlock (not sure if your FM has one) has been wired up this stoppes the transmission being broardcasted into the other comms.
  2. If there was still ice in the tip weight pocket after heating the blade to get the "booty" off, I dont think debonding is the problem, although you are dead right about heat and glue (reason the blades are painted white on upper surface to reflect sun heat). It takes about 80 degrees C to degrade the bond. There may still be ice behind the mass balance weight in the spar (very difficult to see) that has not been removed. I am assuming the vibreation is lateral??? Nutmix
  3. Hi I, Thanks for your feed back. I have been down the exact roads you are describing. The aircraft loss case had less than 300 hrs TTSN on the aircraft and engine........... Stalling when rolling the throttle open, (different a/c) has been cured by changing the start derich and accel adjustments from extremes to a more neutral setting. Sometimes had to do and get a good start though. Cheers Nutmix
  4. Hi to all, We have been having a few case's of C20 R's compressor stalling recently. We only have them in NOTARS here but we are having different operators/maintainers experiencing them. Has anybody that opeartes them been having any issues? We have had a close call and an aircraft loss as a result of stalling recently. We have also had a loss as a result of a #1 bearing failure a while back. I know extremes in FCU derich and accel settings can cause them, but we have also had tight #1 nozzles causing them if the bleed valve is not set at the max settings for closing late and opening early after o/hauls. Any info would be greatfull. Thanks in advance, Nutmix
  5. Yeah, it is a well known fact the inconell bellows are too stiff. They exercise them 10,000 times before installation to try and soften them. One thing is that the FCU performance gets better the more hours you do, but you can be forever adjusting that start temp. Maybe the B's dont suffer as much as the compressor doesnt take anywhere as much grunt to spin up as the R's. Dont start on the new and improved governors, they are terrible. The best time Ive had was a new C30 one which got to an amazing 1200 hrs. I think the average would be approx 900 hrs before failure. You can normally tell when they are on the way out when the pilots report that the beep range has shifted.... when you adjust to get it back you find the pointer is at or above 80 degrees, then you've got about 100-150 hrs. Ive had B ones fail as as early as 35 hrs! The scary thing is when they are removed you cant actually turn the shaft's. I know that if I had a box of old style gov's they would sell like hotcakes. Good luck to all Nutmix
  6. I have had starting issues with o/hauled and new FCU's on C20R's. The main cause is the bellows shaft scoring. This will give you slow acceleration from 30-33% onwards especially on the first start of the day. Regarding light off temps on R's. There is a CSL given to me by the RR rep that tells you that a R should start up to 50 degrees hotter than a B. The CSL states that the correct temp for a normal start should peak at 860 degrees which is 50 deg above red line (scarry the first few times with a Diamond TOT indicator as the scale expansion makes the needle seem like its going to rocket away). Remember that the transient should be under 10 seconds. I have found that the first start of the day will be slow but will stay below red line but any further starts, cooled to below 150 deg will have a first peak of approx 650-660 deg and a second stage peak of approx 850-860. It will transit for approx 6 seconds. The RR rep has assured me this is a good start. Total start time should will be approx 30 sec's. I will find the CSL number and post it later. One thing to be carefull of is that you dont have the start de-rich nearly at the upper limit and the accel at the lower limit. This can lead to compressor stalling. The aircraft are MD500N's. Hope thios is some help. Nutmix
  7. You have hit the nail on the head there....... We need to have a laugh every now and then, even if it is at ourselves. ANZAC day certainly hurt for more peope this year. RIP guys.
  8. Was taught to put wind (after landing) over your left shoulder (US machine), therefore retreating blade actually becomes advancing blade and therefore wanting to climb. 90 degree precession law means the blade should be at its highest above the tail boom. Sound good in theory but have had many comments on actual results. Opinions?
  9. MD run a 5 day differences course. Here in New Zealand they are not differentiated from the D/E/FF as they are built under the same type certificate. They run the same components and systems as the later E's except for, obviously, the fan and YSAS system. As you will well know the Maintenance Manual (HMI-2) covers the D/E/FF/N as they are basically the same helicopter. I guess its really no different than C to D/E models. nutmix
  10. nutmix

    Balancers

    The Dynamic Solution Systems (DSS) Microvibe II is awsome for 206's through to MD's. Optical tracker (no targets) keeps the track picture in the box so you can compare different speeds, it gives you balance solutions (weight or sweep for lateral and PCL or tab adjustments for vertical) and learns form your inputs. There is no need for the maintennce manual charts as it is all part of te software. All files are down loadable to a PC based program which also links you to the manufacturers so if you have any problems they can see what you are talking about. The engine and airframe spectrum analysis has machine files you can lay over the top of the chart which lables what the peaks are caused by or multiples of. I have been using one for approx 3 years on 2 bladed FH1100's, R22 & R44 to MD500's (C, D/E, FF, N) and also a S76. All you do is download the a/c type from thier database and away you go. It does take some thinking when initially learning how to use, but once you get to grips with it you will find it a fantastic tool. Nutmix
  11. Hi All, I have a customer looking at possibly purchasing a 407 to replace an existing machine as the contarct weight is now going beyond its capability. From an operators point, what are (if there are) any pit falls when using the machine primarily for longline rig shifts. It would be used in a high frequency short duration lift cycle. In the last 1800 hrs the machine has accumlated just over 22,000 T/E's. What will it truthfully lift at 3000 ft, +25C, with 1 1/2 hrs worth of fuel? From a maintainers point, are there any real issues, I believe there can be some issues with blade tabs cracking. Any advice would be very helpfull. Thanks in advance Nutmix
  12. From memory the book says no more lights within 8 hrs, and no more than 4 lights in 50 hrs. Shiney flakes on the top plug are usually #1, 6 or 7 bearing. Hope all goes well with no more lights, plan your trip along vehicle access for the first few hours incase you get another light. Nothing worse than being stranded in the middle of nowhere.......
  13. If you listen to the clip at approx 1 minute 45 seconds you can hear another machine spooling up. Therefore I think it gives good reason that he/she landed where he/she did to give the other machine clearance.
  14. Have been maintaining a 530 FF which was bought new last year. Have managed to get a set of original MD blades to put on it as the PMA ones wouldn't pull the skin off a cold rice pudding. Even with the MD blades in no wind conditions, there is no way you could lift 1800 lb + pilot and 1 hrs gas....... besides with an average EW 1800lbs, load 1600 lbs, pilot 220 lbs, fuel 250lbs makes AUW 3870 lbs. MAX UAW in the book 3750 Lbs................ doesnt add up.
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