Gazelle: Flying, operating, buying
Guest
Posts: n/a
VFRetc
I was on a QHI course years ago. My instructor had read his guide on how to demonstrate jackstall in a descending turn. Unfortunately, he read "left", but remembered "right". 140kts in a 60degree banked turn to the right and he pulled several G. The beast did "exactly what it says on the tin" and pitched up and rolled RIGHT. My selections of chinagraphs and Newport Shrops were above me as we went round the complete roll. I asked for (and got) an instructor change the next day!
I was on a QHI course years ago. My instructor had read his guide on how to demonstrate jackstall in a descending turn. Unfortunately, he read "left", but remembered "right". 140kts in a 60degree banked turn to the right and he pulled several G. The beast did "exactly what it says on the tin" and pitched up and rolled RIGHT. My selections of chinagraphs and Newport Shrops were above me as we went round the complete roll. I asked for (and got) an instructor change the next day!
Guest
Posts: n/a
Heads up guys for some answers to the Gazelle mystery! Firstly - the differences between mil and civ. The mil puts lots of kit in (armoured seats etc) which meant poor old Gazelle could not hack it. The FCU was altered as stated earlier by somebody else (sorry cant remember who) to increase the engine output from (I think) 600 to 750 hp. The 342 version has even more. In addition there was beefing up of the gearbox an rotorhead to match, and the fenestron is different. The mil also arbitrarily upped the MAUW from 1800 to 1900kg. The CAA said this is no longer a 341, thank you, not certified for civvy life.
The ex-mil machines coming on the market are resticted to permit to fly. Restrictions are : no more than 4 people on board, ALL OF WHOM MUST BE REQUIRED FOR THE FLIGHT, no flying at night, no flying over water, no flying over built-up areas.
In other words, unless things change, a waste of money. Buy yourself a nice R22, and a yacht with the change.
The ex-mil machines coming on the market are resticted to permit to fly. Restrictions are : no more than 4 people on board, ALL OF WHOM MUST BE REQUIRED FOR THE FLIGHT, no flying at night, no flying over water, no flying over built-up areas.
In other words, unless things change, a waste of money. Buy yourself a nice R22, and a yacht with the change.
Guest
Posts: n/a
Gazelle engine failure?
I asked on another thread .....
Thomas coupling replied .....
Does anyone know of any other confirmed incidents?
Even if the claim is a myth, is the engine's excellent reputation justified?
[This message has been edited by Heliport (edited 08 May 2001).]
<font face="Verdana, Arial, Helvetica" size="2">It's often said there's never been a Gazelle engine failure. Does anyone know if that's true?
(I've heard there was one possible, but unconfirmed and strongly suspected to be pilot error.)</font>
(I've heard there was one possible, but unconfirmed and strongly suspected to be pilot error.)</font>
<font face="Verdana, Arial, Helvetica" size="2">Chris McBean on finals to Predannack airfield, Cornwall, 1991, I think.
A beautiful EOL into a sloping field with minor damage.
Thats cooking with...Gaz!</font>
A beautiful EOL into a sloping field with minor damage.
Thats cooking with...Gaz!</font>
Even if the claim is a myth, is the engine's excellent reputation justified?
[This message has been edited by Heliport (edited 08 May 2001).]
Guest
Posts: n/a
The engine failure, followed by the standard flare which at 120kts will induce the Gaz to climb at least 300ft with the lever fully down. From a start height of around 500ft agl with a cloud base of 700ft sure will put you in cloud. Then followed by a variety of May muck panday calls to Honington, who I must say did allow the situation to settle before asking if help was required, they were then told to stand by while I get this bast**d on the ground. No further damage and apologies to those who showed concern.
This was the result of the Oil feed return pipe snapping at the olive joint on the cooler. (over tightened!) To finish this I then phoned the company and explained the situation, the reaction "Does this mean you cannot fly to Germany the do the job"!.
This was the result of the Oil feed return pipe snapping at the olive joint on the cooler. (over tightened!) To finish this I then phoned the company and explained the situation, the reaction "Does this mean you cannot fly to Germany the do the job"!.
Guest
Posts: n/a
I personally had an engine failure but it was caused by contam fuel; 1979, Ballykelly, Kangaw Flt, 3 Cdo Bde Air Sqn RM. Night sun task. Had just woken up for a 'scramble'. Got the ac ready to go but just before lifting I decided to select a different VHF AM freq. As I turned the freq selector the engine died. Realising it shouldn't do that I reselected the original frequency (presumably to get the engine going again). It took a few long seconds before I realised that things were really not quite right. Got in a different ac and flew for 2 hours on a gloomy night and returned to BallyK to be told that the ac I had just been flying was refuelled from the same source at around the same time.
Had a wholesome respect for single engine failures in twin engined aircraft since then.
Had a wholesome respect for single engine failures in twin engined aircraft since then.
Guest
Posts: n/a
Hello Fr O'Blivien, as this is a free country and we are all entitled to our own opinions, re:Gazelle maintenance. I work for "One of the others " whom you have no trust in, we maintain 20+ Gazelles and to date not only have Mac's ringing up for the odd bit of advice but Eurocopter have now started giving our name out to their customers when it comes to Gazelle probs. Between just 3 of the 10 engineers there we have 45 years experience on type, and 12 of those were personally in the Mil, if you are under the impression that Mil servicing is safer than the civil side then I'm afraid that you are wholly misinformed and obviously have never worked as an engineer in both.
Ps. the civil and mil machines have different engines (if you need the full details e.mail my profile address) and they will be given a Permit but any hope of a C of A for commercial work is in vain I'm afraid.
Ps. the civil and mil machines have different engines (if you need the full details e.mail my profile address) and they will be given a Permit but any hope of a C of A for commercial work is in vain I'm afraid.
Guest
Posts: n/a
I dont know if anyone remembers, but there was a warning in the FRC's Stating
"WARNING: Pressing the warning lights test button may stop the engine; do not press the button in flight."
I beleive this was based on an actaul incident in the late 70's
There have been more incidents of the engine not shutting down, than there have of engine failures over the past 20 odd years.
"WARNING: Pressing the warning lights test button may stop the engine; do not press the button in flight."
I beleive this was based on an actaul incident in the late 70's
There have been more incidents of the engine not shutting down, than there have of engine failures over the past 20 odd years.
Guest
Posts: n/a
The 97/98 847 Gazelle EOL occurred in Cornwall. The aircraft was returning to VL from Culdrose. The Booty NCO pilot received a green endorsement and a commission in the RAF! 3 BAS (as it was then) also had an engine fail on route to the FI at Ascension. The A/C was offshore returning to the ship when the donkey stopped. The pilot got it back to a beach without damage. He also got a green endorsement, but with a posting to Soest. He was an AAC NCO!
Join Date: Feb 2001
Location: Lancs,U.K.
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
ex-military gazelle's
What are the pro's and con's on buying an ex.military gazelle?
The initial purchase price seems very good value.What is the least one would have to spend to get it flying.
Lastly would a syndicate to buy and operate one of these from BPL be of any interest to anyone?
======================
See also Buying/Owning a Gazelle - Civvy Gazelle Ops Click here
Heliport
The initial purchase price seems very good value.What is the least one would have to spend to get it flying.
Lastly would a syndicate to buy and operate one of these from BPL be of any interest to anyone?
======================
See also Buying/Owning a Gazelle - Civvy Gazelle Ops Click here
Heliport
Join Date: Mar 2000
Location: UK
Posts: 5,197
Likes: 0
Received 0 Likes
on
0 Posts
Pro: You save about £100k
Con: The CAA (for no sensible reason) will only issue a Permit to Fly, not a C of A. The Permit has restrictions, which I've heard include:
No passengers except crew. (This includes ground handling crew of course!)
Day VFR only. Not a big problem for most PPLs
No flights in Class D airspace
(Unconfirmed) problems getting insurance.
If you're seriously interested, I suggest you contact MW Helicopters at Stapleford airfield. Tel: 01708 88115.
MW Helicopters are the Gazelle experts. They've sold lots, and maintain about 40.
Speak to Martin Wood who'll be able to answer all your questions.
Con: The CAA (for no sensible reason) will only issue a Permit to Fly, not a C of A. The Permit has restrictions, which I've heard include:
No passengers except crew. (This includes ground handling crew of course!)
Day VFR only. Not a big problem for most PPLs
No flights in Class D airspace
(Unconfirmed) problems getting insurance.
If you're seriously interested, I suggest you contact MW Helicopters at Stapleford airfield. Tel: 01708 88115.
MW Helicopters are the Gazelle experts. They've sold lots, and maintain about 40.
Speak to Martin Wood who'll be able to answer all your questions.
and if anybody has any pilot's notes / frc lying about,
[email protected] would like to hear from you
[email protected] would like to hear from you