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Posts posted by BAH

  1. I was also having trouble with the 407 m/r until a guy at Alpine told me to ignore the track. From then on I have always told the balancing equipment to do balance only and it has worked every time since then with very few runs. This works very well with the 8500. I repeat, do not install the camera, do not paint the bottom of the blades and on initial setup turn off the track. Don't worry about the track on a 407. That is for 2 bladed Bells. Unless you are installing new or repaired blades, only then I would track them first and then do balance.


    This is very interesting, we use RAD's and do the exact opposite. Get the track down to less that 4mm, then look at balance.

  2. Many moons since I worked on Astars, but if I remember correctly... I was using a Vibrex 2000, set on Spectrum Anaylis. Mount the accelerometers on the seat rails as per the manual. When you hit the start button to read the Spectrum, tap the hammers. You want to see a peak at the same vibration level as the 3per. If it is not there, adjust the hammer in or out.

    Hope this helps, and I didn't forget anything.

  3. Are you using RAD's? Is so, try to get the track within 4mm within the 'initial' program. Toggle off tab and weight to get the adjustments and, not like the older systems, do all the adjustments. After you get the track within those figures add some weight. When you go to 'flight', try to just use tab and weight adjustments (yes, hub weight will have an affect at all flight regimes).

    We are starting to bypass the 35% torque setting, when we were using it, is seems that RAD's will sacrifice higher speed, or hover to get good readings at 35%.

    If you are not using RAD's on the 407, disregard everything I have just typed. All I have used on the 407 is RAD's, and most times, 3 to 4 flights is all it takes.

  4. "Comparison with duty to rescue

    Good Samaritan laws may be confused with the duty to rescue, as described above. U.S. and Canadian approaches to this issue differ. Under the common law, good Samaritan laws provide a defence against torts arising from the attempted rescue. Such laws do not constitute a duty to rescue, such as exists in some civil law countries,[25] and in the common law under certain circumstances. However, the duty to rescue where it exists may itself imply a shield from liability; for example, under the German law of "Unterlassene Hilfeleistung" (an offense according to provide first aid when necessary), a citizen is obliged to provide first aid when necessary and is immune from prosecution if assistance given in good faith turns out to be harmful. In Canada, all provinces with the exception of Quebec operate on the basis of English Common Law. Quebec operates a civil law system, based in part on the Napoleonic Code, and the principle of duty to rescue does apply.[26]


    To illustrate a variation in the concept of duty to rescue, in the Canadian province of Ontario, the Occupational Health and Safety Act provides all workers with the right to refuse to perform unsafe work. There are, however, specific exceptions to this right. When the "life, health or safety of another person is at risk," then specific groups, including "police officers, firefighters, or employees of a hospital, clinic or other type of medical worker (including EMS)" are specifically excluded from the right to refuse unsafe work.[27]"


    I got this from Wikipedia under the Good Samaritan Law, if you read the second paragraph starting at , it reads to me that an RCMP pilot and crew have no choice but to act. To do nothing would then be negilgence on their part.

    Also, if you read up under this definition, anyone, could have come to the rescue without the fear of reprisal is something went wrong:


    Protection from liability 2. (1) Despite the rules of common law, a person described in subsection (2) who voluntarily and without reasonable expectation of compensation or reward provides the services described in that subsection is not liable for damages that result from the person's negligence in acting or failing to act while providing the services, unless it is established that the damages were caused by the gross negligence of the person. 2001, c. 2, s. 2 (1).[23]

    Also Good Samaritan Act

    [RSBC 1996] CHAPTER 172


    I did not see the video, so I am only going on what has been written in this thread.

    Good job on the part of the aircrew, the person is alive and with their family.

  5. I am serious about the t/r servo. The guys here thought it was the pump too, similar symptoms you describe including turning off the hydraulics and it stopped. they changed the pump to no avail. When they checked the servo the pilot valve was chattering away. Servo changed, vib's gone.

  6. Is ASB407-02-54 incorporated? This introduced the 2 scoops on the engine doors and air shields on the bearings, P/N 407-040-328-101. This is to improve cooling and the shields are to prevent grease being blown out of the bearings. I just change a set on one of our 407's, the bearings have been there since installation of this ASB, over 1000 hrs,

  7. From


    Part V - Subpart 71 - Aircraft Maintenance Requirements


    (4) Except as provided in subsection (5), no person shall sign a maintenance release in respect of maintenance performed on a transport category aeroplane or a turbine-powered helicopter, unless the person

    (amended 2000/12/01; previous version)


    a. has successfully completed a course of maintenance training that has been approved by the Minister and that is applicable to the type of aircraft, engine or system on which the maintenance is performed, in accordance with Appendix M of Chapter 571 of the Airworthiness Manual; or

    (amended 2000/12/01; previous version)


    b. held a type rating applicable to the type of aircraft, engine or system on which the maintenance is performed, issued by the Minister before August 1, 1999.

    (amended 2000/12/01; previous version)




    b. is the info you need. That is why I have a ACA for a 407 with only a BH06 endosment from before 1999. Although I do have the C47B engine course.

    As I read it, if you had the type rating before 1999, does not matter when you were ACA'd.

  8. I concur with Ray, time for your engineer to be with you. About the torque, have you been flying in smoke a lot, or doing drip torching? A few years back, a pilot, who had been torching and flying in the smoke being created, complained about the 100% flat pitch torque being higher than the norm. I looked at the blades and they were filthy, I mean very filthy, you could write your name in the soot. Gave the blade a really good wash and scrub with sponge and lots of soap and elbow grease and the torque came down. Just a thought, but if they are really dirty, just emagine what your compressor will be like. Could be the cause of all your problems.

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