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helofixer

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About helofixer

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  • Birthday 10/28/1969

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    Belle Chasse, Louisiana, USA
  1. You must use Mobil 28 in the new t/r hangar bearings. reference ASB 407-04-63 rev B. Your aircraft should have a red warning decal near every t/r hangar bearing stating that Mobil 28 is the only approved lube for them.
  2. We use the Royco 22MS and it works just great.
  3. RADS versus Microvib or some other system? We use the RADS for 407 M/R track and balance and I want to throw it in the river. Tail rotors are not a problem. Rotor smoothing after major hub work makes me want to kick the dog. Anyone have any sucess with using a different system other than RADS on Bell 407's? We are looking for any input. If its not tracker problems, or garbage adjustments that do not make the vibration levels better, its interference from the Air Conditioner, the Garmin GPS, the Transponder, etc etc.
  4. Paravion Technologies makes one for the 205/212 as well we use their dollies for our 206's and 407's and are the cats meow. I dont think tug a lug is in business anymore. Paravion
  5. I wouldnt be too concerned. I always find a few fine particles in the bottom of the filter bowl and some discoloration on the pleats when we do our 300hrs. We get fuel from all over hells half acre. Airport FBO's, offshore fuel locations, etc. We are very careful in monitoring our base fuel system, but if you get fuel in other locations, you can only hope the other guy is doing his job. If you are worried, maybe pull the filter at 150hrs or so and have a look see. The O-ring or even the filter element and the time to do the work is a **** of a lot cheaper than the aircraft. If you maintain your own fuel system, maybe change the filter sooner than you normally would and have a look at the elements.
  6. Update: After finally getting the aircraft in track, I decided to contact RADS customer support about our problem and got an interesting reply regarding tracker errors and partial errors on an aircraft with GARMIN 430 or 530 gps/radios. Yep... the problem child I was working on had the Garmin 430 and was turned on. Seems a Bell CSR was having a nightmare of a time getting an aircraft tracked in the field due to tracker camera errors. He even tried 2 different tracker cameras and data acq units and even different wiring and accelerometers. Out of desperation, they shut off the garmin and had no other problems! And in doing more reasearch, comes to find out that a lot of people in the field are having problems with Garmin equipped 407's affecting the RADS. So if you are getting a lot of camera errors and or partial readings and you have a Garmin equipped aircraft, turn it off and see if that improves things.
  7. Found some shear bearings in the head of our 407 separating. Changed all 4 bearings. Spent 2.5 days and 30 flights/ground runs to get the aircraft in track and balance. RADS gear constantly not seeing the blades, no matter what angle of the tracker , painting and repainting the blades. Night tracking is worse. Finally took all hub weight off, zeroed the tabs and set links to nominal setting and started from scratch. Took about 9 ground runs and 8 flights after that to get the ride close to spec and the crew ride to be ok. We have been using the RADS on our 206's and never really have problems. 407's is a nightmare every time, no matter which 407 we use it on (we own 2 and work on 2 other aircraft.) Anyone else have this much problem with the RADS? Do you use any other system? I know it takes time, and Ive been wrenching on 407's for 7 years and 206's for 14 years, but it seems half the time the corrections the box says to use do not produce results...ride gets worse and takes way too much time and effort to smooth the rotor. Any input?
  8. Working as a 135 operator in the New Orleans area, we are surrounded by the major operators like PHI, AirLog and Rotorcraft Leasing Corp just to name a few. We are small, with 5 aircraft on our certificate and oil and gas support has always been our bread and butter, but we are also are kept busy in other realms like supporting the local news stations, newspaper, movie and tv work, sport event support and air tours the bigs have no desire to deal with. I believe there just two other small Part 135 operators in our general area that could be construed as the competition. As for helping each other out, we share a fine working relationship with one of the companies, as the two owners know each other and grew up in aviation. So we work together sharing parts, services, and even referring one another for flights if one company has no aircraft available. The company I don't care to help is a single pilot 2 aircraft operator with no mechanic on staff. So when he has an inspection or a maint problem he brings his aircraft to us because we are nearby and are one of the few companies in the area with experienced mechs that will take outside work. My heartburn comes from the fact that I know we have lost jobs and customers to him because he will under cut our rates. So why should we do maintenance for him that will make our company coffers a few dollars in labor and parts costs, while at the same time helping him have available and serviceable aircraft to take jobs from us? Makes no sense to me, but I am a mechanic, not a boss.
  9. I like em for the same reasons others have mentioned..less maintenance for greasing, grease leakage, and temp tape replacement. I only have kflex experience with OH-58's and Bell 407. Certain early serial number 407's with certain p/n kflex driveshafts only have a 1250 hour life limit.
  10. A problem we had on our 407s were the old style universal bearings in the pitch change links at the upper or blade end. They have 4 needle grease fitting holes but when they are installed you can only get to two of them. On our 50 hour inspections we remove them from the aircraft, grease the crud out of them and feel them for hanging in their rotational axis. More often than not you will feel the bearing jam or be rough. Now on our 50 hour lubes we remove them, flip them over,grease all points till fresh grease pours out and reinstall. That way you wear the bearing more evenly and they dont seem to get ratchety feeling. The new part number universal bearing is supposed to be better, but we flip em and grease em like the old part number and seem to get longer life. It may not even be part of your problem, but it couldnt hurt looking at that.
  11. Lunchbox, when we have an aircraft down for an extended period of time or for heavy maintenance we connect a Gill model TSC-01V battery charger to the battery. It will keep sealed lead acids charged and has smart circuitry to turn on or off as the battery voltage drops or reaches top charge. Its maintenance free, is about the size of a small hardback book. Costs about 318.00 USD and can be found on google. I typed in the model number and got this place: Gill battery charger
  12. http://www.concordebattery.com/otherpdf/ownermanual.pdf look at page 15 and 16 for some general info on voltage reg settings. Need an Adobe reader for .pdf format
  13. Greetings from the bayous of Louisiana from a newbie to this forum. Recently a local police department here took delivery of a brand new Enstrom 480B (RR 250-C20 powered) helicopter. I have almost 20 years of Bell, Sikorsky, and MD experience and was wondering if any of you fellow wrenchers have worked on them and have any tips,general info, or heads up things to be looking out for? My first impression is that it is very different in general layout from what I am used to and while access to the engine is good, access to the main rotor gearbox and its belt drive leaves a lot to be desired. Thanks in advance.
  14. We usually get about a year to 16 months out of ours. We get a lot of start cycles but are very careful to use an aux power source during maintenance or ground training. We have found that performing the 12 month capacitance check required for continued airworthiness on the sealed valve regulated batteries renders them useless soon afterwards.
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