GulfStream V – for your info the Jesus nut is basically the one that keeps the main rotors connected to the rest of the helicopter, so as you suspect and as others have commented it is a question of “Jeeeeeesus…..” if it ever comes off!!
Lu – I have no experience of the 214 but when the 214ST was introduced into service in 1982 I can confirm that in my operation we had real concerns about both the VOR indications and also the problem of cross-eyed standby compasses. I can’t remember now how we solved the VOR problem but solve it we did not long after it came into service. I have never heard of the Bell recommendation to slow the main rotor down when pilots wanted to use the VOR – how could you do this when the normal operating rotor speed is 100% and the minimum permissible in powered flight is 99%?
As far as the cross-eyed standby compasses are concerned we tied this down to two problems, one of which was acknowledged by Bell in the Flight Manual and was that the standby compasses would be in error if windshield heat was on – and the amount was considerable, about 30-35 degrees. We found out ourselves that the other cause was that the normal operation of the battery charger monitors affected the readings. As these cycled on and off there were wild fluctuations in standby compass readings, again in the order of 30-35 degrees. When we were trying to eliminate the problem, for test purposes we deselected the battery charging system and then the problem went away. IMHO the standby compass problem has nothing to do with residual magnetism in the main rotor shaft. I have never seen any problems with instruments which have not been cured by means other than any anti-magnetism remedy.
I can confirm that the 214ST had a static problem because the elastomeric bearings isolate the rotor head from the mast and that there are no bonding straps. This static caused endless problems with the standard factory fitted GNS 500 VLF area nav system – and this was why in the North Sea with its very regulated track system the 214ST was seen by radar controllers to meander vaguely toward its destination whilst Decca equipped aircraft drove (usually anyway) in straight lines. We attempted to fit Decca but the static problem precluded this – thankfully the Trimble GPS worked like a dream when it eventually replaced GNS 500.
I have never seen the tip path plane glowing at night in the way you describe, but on many occasions at night, if atmospheric conditions were right, you would see the whole rotor plane flickering with what I believed to be St Elmo’s fire. At least no-one was shooting at us though!!
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Quickly; bring me a beaker of wine, so that I may wet my mind and say something clever. (Aristophanes)
[This message has been edited by Speechless Two (edited 05 October 2000).]