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Torque Split

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Everything posted by Torque Split

  1. Transport as far as I know, has not provided a definition of a built up area. Any one else have any info on this?
  2. To save a current location, zoom in real tight to your position and touch in the middle and it will allow you to save that spot. It will be close enough. Its been a few years but I seem to recall that was the process.
  3. FYI. I recently had issue with arrhythmia and it turned out it was caused by Omega 3 fish oil. Everything normal once I stopped taking the daily dose of fish oil. Ya just never know.
  4. The sand filter installation is not the same as the Inlet Barrier filters. Sand filter uses P2 air and has vortex generators that look like the ones used on the Bell 206 inlet area. Haven't seen one of those installed on a 350 in years.
  5. Set yourself up for TIPI (Technical Information Publication on Internet) at Airbus Helicopters. You can access all the Flt Manuals there and SBs, ASBs etc. And you will get them sent to you as soon as they come out.
  6. The flight director may have been trying to increase collective to maintain altitude, if they were losing altitude due to VRS which would exacerbate the situation. Increasing collective is the one thing you don't want to do when in Vortex Ring State. High energy crash could mean going down vertically with a high rate of descent which happens very quickly in VRS as you have no lift.
  7. If and I say if.........................the aircraft was flying slow on the downwind leg and then started a turn for final, its possible the A/C entered into Vortex Ring State. They most likely would have had to pull in some power in the turn to prevent losing altitude. An aircraft in Vortex ring state will not respond to pulling in power to prevent descending and only makes the condition worse. The only thing one can do at this point is to increase airspeed to fly out of it and if possible reduce power. If this was the case, then the aircraft would have failed to respond to the control inpu
  8. As per the Flight Manual please see the following: Flight Manual Paragraph 2-6-B. PRELIMINARY CHECK HYDRAULIC Throttles -Set to idle. NOTE: Uncommanded control movement or motoring with either hydraulic system off may Indicate hydraulic system malfunction. HYDR NO. 1 switch- OFF, then ON. HYDR SYS NO. 2 switch -OFF, then ON.
  9. There is a hyd check at idle and at full rpm on the 212. First check is at idle to ensure that if something was wrong with the system (eg:motoring servo) you should be able to overcome the forces. Also at idle, to be overcome forces if the hyds were not enough to override unusually stiff flight controls (possibly mechanical issues with the flight controls eg: minimum frictions set too high or swashplate issues) You wouldn't want to find out you have these issues at full rpm as you may not be able to overcome the flight forces. Next check is at full rpm to ensure that everything functions n
  10. Self induced LTE While moving sideways (not reason to, other than showing off for the video) an opposite direction of air through the tailrotor caused the tail rotor to enter a vortex ring state.
  11. Loss of Tail Rotor Effectiveness (LTE) 7.6.1 Aim: For the candidate to identify and react to a loss of yaw control of the aircraft. Loss of tail rotor effectiveness can be described as the tail rotor not having enough authority to stop the aircraft from yawing. This can be caused by the tail rotor physically not having enough control (Such is the case with the 204 and 206. The 204 has a long tail boom and a large vertical fin with small tail rotor blades. When the wind hits the fin at a 90-degree angle there is not enough control to stop the yaw rate.) The other type of Loss of tail r
  12. Make sure that if you have any item on a temporary mount above the dash on the bell mediums , what could happen if it fell off and landed on any of the switches on the centre console. Wouldn't want to have to explain why the engine over sped when the Gov switch was bumped to manual, or a fuel switch was bumped to the off position. I know they are supposed to be lifted to move the switch, but ya just never know!!
  13. Doesn't need to be overcomplicated as in typical Transport fashion! Could be simplified by stating................... from takeoff until final landing for the purpose of shutdown.
  14. Flying out to pickup the slashers and they were having trouble with the clock system to call me in. Then I heard "Fly away from the sun boy, fly away from the sun." Worked for me, did what I was told and found them!
  15. I have had a few Astars that had the "lumbar" portion of the back seat cushion in the wrong place. They were too high and caused back pain very quickly. Make sure that the back part of the cushion is put in first and the base cushion next. This ensures that the lumbar part is low enough to be where it should be. There are aftermarket cushions out there where the lumbar cushion is adjustable to ones height. You open up the side zippers one the side of the back cushion and move the small lumbar cushion up or down to your comfort. HeliCushion by Helicart.com is one that is made in Canada.
  16. I don't think there has ever been a question as to what flying time has to be entered into the aircraft logbook. Its called "Airtime" and its only when the skids are free of the ground. The dilemma is; what does a pilot enter into his flight time as far as his Flight/Duty time entries and personal logbook? They may have flown 10 hours (Air Time...Skids free) but may have been at the controls for 14 hours with the aircraft running (doing numerous takeoffs landings and waiting for the customer). In which case the pilot will become fatigued much quicker than if he/she logged 10 hours for
  17. Check to see if there is an additional airframe fuel filter installed, as this may eliminate the requirement for anti icing additives as it has for other aircraft.
  18. https://www.tc.gc.ca/eng/civilaviation/standards/commerce-operationalstandards-acp-schedule-3381.htm Use the above link or Google ACP bulletins and then on the right hand side it will show course providers. You can check on their site to see when the courses are.
  19. Any one have an electronic Flight Manual copy for a 350 B3e that they might be able to pass on. Pm me if you do. Thanks in advance.
  20. Looking to find a place where I can procure a steel bung (adapter) that screws into a 45 gal drum. The standpipe then goes down through it into the drum. Alberta companies preferred. Thanks in advance..
  21. Worked with Al and he was a friend, mentor and gentleman!….. It was once said, that the pilot hours average at Remote Helicopters was over 10000 hrs. ….. Due to the incredible amount of the hours that the "senior" pilots had, yet they were always willing to share their "lessons learned" through their stories. Thanks Al ! It will be quite the get together when he joins Doug and Sandy upstairs. My condolences to his family. Jim Archibald
  22. So if a helicopter has one hour of air time and the pilot has been at the controls for an hour and a half during numerous stops while his customer got out (and did meter readings for example) What does the pilot put down for his flight time for his Flight Duty times? As far as fatigue goes he is still in control of the aircraft.
  23. This confusion poses a risk in particular to forest fire operations in Alberta. Alberta will not pay for time on the ground (non airtime). So a pilot doing crew moves all day long can easily have 8 hrs of air time but 9 hours of flight time (time at the controls while loading and unloading). The norm would be to put 8 hours in the logbook as that is all that we get paid for. So a pilot after 18 days of logging 8 hours of airtime (adds up to 144 hrs) but actually has 162 hours of flight time if you count the time at the controls. He is well over the max CARS regulation of 150 hrs if he
  24. Answer to question #1 would be C and question #2 would be A. In my interpretation.
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