1977 Bell 212
Re fueling:
Opening the interconnect helps a bit.
Also there must be minimum collective friction as per the maint. manual.
Bell AFCS does not interface with collective.
It is only Pitch, Roll and Yaw.
Opening the interconnect helps a bit.
Also there must be minimum collective friction as per the maint. manual.
Bell AFCS does not interface with collective.
It is only Pitch, Roll and Yaw.
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Maybe I am mixed up in between the B205 and 212 but the fact of opening the Interconnect valve won't do much, the fuel comes in from the 3 rear fuel tanks and goes in the 2 forward tanks (lower)until they are full and then fills up the rear tanks. As long as you have fuel in the 3 rear tanks, they will feed the 2 front tanks interconnect or not. Again unless i have got my systems mixed up.
Also doesn't make no difference if you lift the right side, by the time the fuel gets close to the opening, fuel will be coming out from the left fuel tank vent to start and you can only go as fast as the air comes out of the aux tanks or any tanks when it gets there. If it's way too slow, check your vents.
I have been known to be wrong once in a while though.
JD
Also doesn't make no difference if you lift the right side, by the time the fuel gets close to the opening, fuel will be coming out from the left fuel tank vent to start and you can only go as fast as the air comes out of the aux tanks or any tanks when it gets there. If it's way too slow, check your vents.
I have been known to be wrong once in a while though.
JD
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For any AFCS (in the broader sense of the word), to work, the Force Trim must be on, or the actuator will move the cyclic in the cockpit instead of the mechanics downstream to the rotor head.
Dunno about that. You can fly the 61 beeper trim on or off and AFCS still works. Same on the 76A.
And if you really want to see a goofy attitude retention system try the 214ST - truly bizarre.
Dunno about that. You can fly the 61 beeper trim on or off and AFCS still works. Same on the 76A.
And if you really want to see a goofy attitude retention system try the 214ST - truly bizarre.
Last edited by oleary; 27th Jul 2014 at 01:34.
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Second, while I understand Force Trim-On in flight mode, it makes implicit sense and I did not understand why FC-OFF was in the checklist, I have to ask why do you want some light cyclic friction... doesn't that just make AFCS work harder? Or is the AFCS working "behind" the cyclic?
Yes, with the Bell IFR package there is a collar installed above the cyclic friction to insure minimum friction. Pain in the ass because I like a light cyclic, but there ya go.
Third, I understand there is no collective friction in this setup, but in flat pitch to hover the collective movement is "sticky", it is difficult to make a slow smooth pull. Is that normal for this configuration?
Dirty collective friction (under the co-pilot's seat). Old problem.
Fourth, any scoop or tricks to filling the port aux fuel tank faster than slow gravity feed?
Nope, go for lunch, it's gonna take a while. Opening in the interconnect does absolutely nothing to speed it up. Some folks (214B guys) would remove the top cap and dump fuel straight in. We didn't do that on IFR ops.
Yes, with the Bell IFR package there is a collar installed above the cyclic friction to insure minimum friction. Pain in the ass because I like a light cyclic, but there ya go.
Third, I understand there is no collective friction in this setup, but in flat pitch to hover the collective movement is "sticky", it is difficult to make a slow smooth pull. Is that normal for this configuration?
Dirty collective friction (under the co-pilot's seat). Old problem.
Fourth, any scoop or tricks to filling the port aux fuel tank faster than slow gravity feed?
Nope, go for lunch, it's gonna take a while. Opening in the interconnect does absolutely nothing to speed it up. Some folks (214B guys) would remove the top cap and dump fuel straight in. We didn't do that on IFR ops.
Last edited by oleary; 27th Jul 2014 at 16:34.
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Bell 212 Afcs
Hi to all and thanks in advance to all the answers,
Imagine that you take off with afcs off, and in flight you turn it on, put it in modes scas, and way before you land turn it off again.
Is it possible that the initial centered cyclic position when you took off, is changed because of turn it on and off in flight and the actuators and/or transducers are in a different position, and when you are landing just short after taking off, the cyclic are well off centered position, making you having your cyclic in an almost limit stop?
Imagine that you take off with afcs off, and in flight you turn it on, put it in modes scas, and way before you land turn it off again.
Is it possible that the initial centered cyclic position when you took off, is changed because of turn it on and off in flight and the actuators and/or transducers are in a different position, and when you are landing just short after taking off, the cyclic are well off centered position, making you having your cyclic in an almost limit stop?
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If I remember rightly, SCAS Actuators (Hydro-Electric) will center when either electrical or hydraulic power is removed from them, not sure about Sperry electrical Actuators though.
S
S
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I had an experience with a 412 that I was flying always with AFCS off. One time, in maintenance flight, checking all the equipments, i only turn it on while flying, and because I already had a bad experience while on Scas and hovering, (That was that the AFCS on SCAS mode and with no force trim on starting kicking inputs, and had to switch it off), this time I turn it all off before landing.
Next couple of days, i had a flight, and I noticed in hovering with no conditions that should experience this, my cyclic was almost on the left limit position.
I reported that to the other guy that replaced me. I didn't had the chance to talk to him at that time but he solved it, and I think it was only by turn it all on on the ground.( when I managed to talk to him, some time had passed and he didn't remember of that).
So I'm still not exactly sure how this specific situation can or not work.
The B212 is slighty different but the principle should be the same, I suppose...
Thanks for the answer Stacey...
Next couple of days, i had a flight, and I noticed in hovering with no conditions that should experience this, my cyclic was almost on the left limit position.
I reported that to the other guy that replaced me. I didn't had the chance to talk to him at that time but he solved it, and I think it was only by turn it all on on the ground.( when I managed to talk to him, some time had passed and he didn't remember of that).
So I'm still not exactly sure how this specific situation can or not work.
The B212 is slighty different but the principle should be the same, I suppose...
Thanks for the answer Stacey...
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Bell 212
There are three types of afcs that I have worked on which one do you have? SI 54 SI 65 or 53 or similar with collective cyclic tail rotor interchange How is your maintenance done? Do you have an engineer who knows anything about afcs? do you have access to ground power and a hydraulic rig? If so the answer is to work through the checks. By the way glad to see you are still well Stace.
