Bell 412
Bell 412 EPI: Features & Video
Join Date: Nov 2012
Location: seoul
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Bell 412SP torque
I flies bell412sp for offshore.
My choppertransmission torque indicates over 100%(about 103%) for 1~1.5 seconds when takeoff at oil rig after 15feet hovering at torque stabilizing 95~98% without collective input.
N1 is 1% differance, ITT is normal. But engine torque spilt about 6% stabilizing at that time.
Only transmission torque moves up.
Then XMSN TQ decrease to 85% until Vtoss also without collective input.
I don't know the reason.
Please let me know if you have this experience, or the reason why?
Thank you
My choppertransmission torque indicates over 100%(about 103%) for 1~1.5 seconds when takeoff at oil rig after 15feet hovering at torque stabilizing 95~98% without collective input.
N1 is 1% differance, ITT is normal. But engine torque spilt about 6% stabilizing at that time.
Only transmission torque moves up.
Then XMSN TQ decrease to 85% until Vtoss also without collective input.
I don't know the reason.
Please let me know if you have this experience, or the reason why?
Thank you
Join Date: Oct 2002
Location: 1 Dunghill Mansions, Putney
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Abu Dhabi Aviation
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I/C
Bristow Helicopters Nigeria
Caverton Helicopters
Falcon Aviation Services
Gulf Helicopters Co.
Hawker Pacific Airservices Ltd
Heli Malongo Airways
Pan African Airlines
Petroleum Air Services
Saudi Red Crescent Authority
Starlite Aviation Pty Ltd
Abu Dhabi Maritime Agency
Abu Dhabi Police Air Wing
Algerian Air Force
Bahrain Public Security Flying Wing
Botswana Defence Force
Cameroon Air Force
Dubai Police Air Wing
Eritrean Air Force
Lesotho Defence Force
Nigerian Police Force
Saudi Air Force
Tanzanian Peoples' Defence Force
UAE Air Force
I/C
Join Date: Dec 2009
Location: Portugal
Age: 45
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Panel pic
Hello! I am trying to get a full colored picture of the warning panel all lighted up of the 412 EP. Neither the Training Manual or the Flight Manual has one, contrary to the 212.
Does anyone have that or a good photo of the panel all lighted up?
thanks!
Does anyone have that or a good photo of the panel all lighted up?
thanks!
Join Date: Dec 2014
Location: italy
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pt6t3
dear sir
hi
i wanna know different between pt6t-3b(1025 shp ) and (970shp) in overhaoul performance
also how to adjust zerro and span setting in their RGB
PLZ DIRECT ME
TY
hi
i wanna know different between pt6t-3b(1025 shp ) and (970shp) in overhaoul performance
also how to adjust zerro and span setting in their RGB
PLZ DIRECT ME
TY
Join Date: Feb 2005
Location: Canada
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412HP AFCS checks
I'm new to the HP and have a question on testing the AFCS. (I've only done the automated test before) From the flight manual...
Cyclic ATTD TRIM switch - Right for 2 seconds, then aft for 2 seconds. Observe APIs move right, up.
SYS 2 button - Depress and hold.
Observe SYS 2 actuators agree.
Cyclic FORCE TRIM release button -
Depress. Observe APIs move to center.
When you use the ATTD TRIM on the ground during this test would you expect the cyclic to move in response to the trim input?
If it should move would you expect the cyclic to move immediately or with a delay?
Should it stop moving once the trim input has been released or continue motoring towards the stop?
Trying to troubleshoot a finicky AFCS and based on my experience on newer 412's I expected the cyclic to move, but it is not described that way in the flight or maintenance manual.
Thanks.
Cyclic ATTD TRIM switch - Right for 2 seconds, then aft for 2 seconds. Observe APIs move right, up.
SYS 2 button - Depress and hold.
Observe SYS 2 actuators agree.
Cyclic FORCE TRIM release button -
Depress. Observe APIs move to center.
When you use the ATTD TRIM on the ground during this test would you expect the cyclic to move in response to the trim input?
If it should move would you expect the cyclic to move immediately or with a delay?
Should it stop moving once the trim input has been released or continue motoring towards the stop?
Trying to troubleshoot a finicky AFCS and based on my experience on newer 412's I expected the cyclic to move, but it is not described that way in the flight or maintenance manual.
Thanks.
Join Date: Nov 2013
Location: Montreal
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Hi
I don't know if this is what you are looking for but the 1025 SHP is limited for 2 1/2 minutes and the 970 SHP to 30 minutes typically during a single engine operation. This is as per Transport Canada type certificate E-10.
I don't know if this is what you are looking for but the 1025 SHP is limited for 2 1/2 minutes and the 970 SHP to 30 minutes typically during a single engine operation. This is as per Transport Canada type certificate E-10.
Join Date: Jun 2015
Location: pakistan
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regarding operation of bell 412
hi . i am a bell 412 EP maint crew. i have questions regarding operation of my heli. firstly during takeoff at 100% Nr the rpm droops more than 2% which is not usual and secondly in one of my heli ITT of no 2 engine is always 50 degrees ahead of no 1 engine and it fluctuates alot during collective manipulation.i am operating at 5000 ASL and OAT is normally 30-38 degree C. plz help me with it. regards
Join Date: Jun 2015
Location: Pakistan
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Join Date: Jul 2015
Location: On Safari
Age: 49
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Bell 412 Operations above 5,000 ft
Evening all,
I am after information regarding 412 operations above 5,000 ft.
When such operations are carried out in the sim the after start FUEL XFEED checks with OVRD CLOSE will result in engine shutdown when the corresponding BOOST PUMP switch is selected OFF.
Checks of the Electrical Systems will also result in dual engine shutdowns when the EMERG LOAD switch is engaged following deselect of GEN 1 and 2 (due of course to both boost pumps coming off line).
Clearly this phenomena is in line with published restrictions regarding the operation (or not...!) of the fuel booster pumps above 5,000 ft and the limitations of the engine driven fuel pumps.
Has anyone out there got practical experience of operating 412s at altitudes above the 5,000 ft threshold and if so how have you addressed these issues in your after start detailed checks.
Many thanks
I am after information regarding 412 operations above 5,000 ft.
When such operations are carried out in the sim the after start FUEL XFEED checks with OVRD CLOSE will result in engine shutdown when the corresponding BOOST PUMP switch is selected OFF.
Checks of the Electrical Systems will also result in dual engine shutdowns when the EMERG LOAD switch is engaged following deselect of GEN 1 and 2 (due of course to both boost pumps coming off line).
Clearly this phenomena is in line with published restrictions regarding the operation (or not...!) of the fuel booster pumps above 5,000 ft and the limitations of the engine driven fuel pumps.
Has anyone out there got practical experience of operating 412s at altitudes above the 5,000 ft threshold and if so how have you addressed these issues in your after start detailed checks.
Many thanks