Hughes 269/Schweizer 300 series
Join Date: Mar 2006
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Hi I´m looking to get hold of a start/shutdown list and preflight list for a 269A. A friend just bought one and the POH was not in the best shape.
Perhaps someone got a handy one on the computor?
Also does anyone got a W&B excel program for it?
Been looking for it all but no luck, any help is appriciated.
Thanks...
Perhaps someone got a handy one on the computor?
Also does anyone got a W&B excel program for it?
Been looking for it all but no luck, any help is appriciated.
Thanks...
Join Date: Sep 2006
Location: Deep South
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MrEdd,
Will this help?
Sorry link not working I'll send you a pm. Try this, it comes up 4th one down!
269a checklist - Google Search
Will this help?
Sorry link not working I'll send you a pm. Try this, it comes up 4th one down!
269a checklist - Google Search
Last edited by pitot212; 29th Sep 2009 at 22:29.
Join Date: Mar 2006
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Thanks Pitot212 that was just what was needed.
Just so you don´t think Im a lazy ass, so did I google alot but couldn´t find it.
Let me know if you are around and the firs beer is on me
Just so you don´t think Im a lazy ass, so did I google alot but couldn´t find it.
Let me know if you are around and the firs beer is on me
A noob question. I noticed a power limit placard in a 300cb (manifold pressure in relation to pressure altitude and OAT). At the bottom right corner of the placard (corresponding to the altitude and OAT) states FT. Is that full throttle? Logic suggests the engine manifold pressure is no longer a limiting factor as the available power drops with lower air density?
I was looking at the FLM but i found no obvious explanation of the placard.
I was looking at the FLM but i found no obvious explanation of the placard.
Join Date: Oct 2010
Location: Garden Baay B.C. CANADA
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damaged 269b
I would like to thank everyone for the wealth of insight and info provided on this site.New to this so hope I am posting appropriatly.
My questions being --If one were to look at purchasing a partially restored 269 rollover --airframe changed out--to what extent would the ame have had to go to with regard to tear down etc to meet faa standards?manditory parts to be replaced ?main rotor drive shaft alighnment?blade couplers etc.Also availability with mr blades?Thanks kindly
My questions being --If one were to look at purchasing a partially restored 269 rollover --airframe changed out--to what extent would the ame have had to go to with regard to tear down etc to meet faa standards?manditory parts to be replaced ?main rotor drive shaft alighnment?blade couplers etc.Also availability with mr blades?Thanks kindly
Join Date: Jul 2010
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Rollover? Where the blades turning at the time? IF so you are looking at an O/H for the T/R and M/R gearboxes plus a sudden stop inspection of the engine which may end up requiring a full O/H. I would also imagine depending upon the amount of damage done thta near everything that turns will need at the least an inspection and in some cases replacement.
Join Date: Jan 2009
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Rollover
Exactly right. If the blades were turning, power on or off, check the Conditional Inspection requirement in the MM. Gives you an idea of what costs will be incurred ~ VFR
Join Date: Dec 2010
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Good day
I would like to buy 300С. I have a question on maintenance service. It is possible maintenance of the helicopter by hands of the pilot if nearby there is no service centre?
Сan I be trained and do it by myself for a flight time about 300-500 hrs ?
For more difficult works I will cause the expert in the place. How much difficult to do it?
Sorry for my English
Thanks
I would like to buy 300С. I have a question on maintenance service. It is possible maintenance of the helicopter by hands of the pilot if nearby there is no service centre?
Сan I be trained and do it by myself for a flight time about 300-500 hrs ?
For more difficult works I will cause the expert in the place. How much difficult to do it?
Sorry for my English
Thanks
Lainer
You problem will be the one 100 hour check which contains an Airworthiness Directive on the aft pinnion nut to be check torqued. Most people will not be able to answer your question as it will be up to The Russian civil aviation authority to grant dispensations from the Schweizer maintenance manual.
More importantly it is wise to get it checked by someone who knows what they are doing.
You problem will be the one 100 hour check which contains an Airworthiness Directive on the aft pinnion nut to be check torqued. Most people will not be able to answer your question as it will be up to The Russian civil aviation authority to grant dispensations from the Schweizer maintenance manual.
More importantly it is wise to get it checked by someone who knows what they are doing.
Join Date: Dec 2010
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Hughes500
Whether should 100 hour check become the certificated centre or I can do it?
I do not consider the relation with aviation administration now.
Now I try to understand possibility of technical operation in Siberia, without the service centre.
I understand that it will be necessary to cause the mechanic from еurope.
I want to understand it for what works it will be necessary, and what works I can do by myself.
Thanks
Whether should 100 hour check become the certificated centre or I can do it?
I do not consider the relation with aviation administration now.
Now I try to understand possibility of technical operation in Siberia, without the service centre.
I understand that it will be necessary to cause the mechanic from еurope.
I want to understand it for what works it will be necessary, and what works I can do by myself.
Thanks
Join Date: Sep 2006
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Latest SB for Schweizer CBi
http://www.caa.co.uk/docs/33/SafetyNotice201101.pdf
Relevant to all those who fly any of the 300's. Check your checklists.
Relevant to all those who fly any of the 300's. Check your checklists.
We got our S300C back from rent in what seems to me a "low rider" appearance... The dampers on the landing gear are more contracted (still there is some damping motion, but i would say a third of what I'm used to see). There is no fluid within the boot of the damper, still squeaky clean.
New dampers were ordered the same day and it's almost 9 months since than - all sorts of excuses from storage facilities being moved to company reorganization.
What I'm most eager to find is why exactly would something like this happen? The guy that returned the helicopter said the helicopter was on the ground for almost a month with full fuel tanks (64 US gal) and that is it. Any other cause from your experience?
New dampers were ordered the same day and it's almost 9 months since than - all sorts of excuses from storage facilities being moved to company reorganization.
What I'm most eager to find is why exactly would something like this happen? The guy that returned the helicopter said the helicopter was on the ground for almost a month with full fuel tanks (64 US gal) and that is it. Any other cause from your experience?
Er, the gas has leaked out.
Pretty common. There isn't much in there to start with so......................
Pretty common. There isn't much in there to start with so......................
Thats what i'm thinking, but i don't have the MM at hand. Filling up with nitrogen is probably the solution but no clue why this wasn't performed. If there was other damage i'm sure it would be grounded.