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Startup With Stop Rotor


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Here's a great story to share.

 

I had just completed a 100 hour on an AS350. The pilot was happy to have the bird back as he had an urgent flight. Out on the pad I hear the starter winding up. A few seconds later, a ground crew runs up to me and says the pilot's got a problem. I grab my peltors and head out. As i pop my head into the cabin, the pilot tells me he can't advance his throttle any further. Calmly, I tell him that if he lets off the rotorbrake, his problem should be solved. With a ghostly face, he shuts her down as smoke billows from the transmission deck. The brake disc was a glowing and it didn't smell real great.

Lucky for him, it wasn't as expensive of a fix as it could have been. Unlucky for me, it was late Friday afternoon and the beers were cold.

 

Cheers

 

Westland SuperLynx has a clutch to disengage engines from rotors. Its a bit strange on a busy pad because you are looking around to see what machine is running. Reason: ship based operations!

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Correct me if I'm wrong, but isn't there something about the rotor turning by 25% N1 on a 2x6 ? I remember a couple years ago, a fellow pilot started their machine (an LR) with the blade tied down. Ran it all the way up to 62% before realising there was a problem.

 

Engineer spent a couple days inspecting the tailboom for damage and tearing down the gearbox for inspection (as per Bell's instructions)...

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Correct me if I'm wrong, but isn't there something about the rotor turning by 25% N1 on a 2x6 ? I remember a couple years ago, a fellow pilot started their machine (an LR) with the blade tied down. Ran it all the way up to 62% before realising there was a problem.

 

Engineer spent a couple days inspecting the tailboom for damage and tearing down the gearbox for inspection (as per Bell's instructions)...

 

 

I am new to the 2o6...but wouldnt there be abnormal TOT temps with the PT sections restricted...ie blades tied down? Or would this not even be a factor...

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