Hughes 269/Schweizer 300 series
Straight strut with no pitting or corrosion, seal condition, oil level and N2 pressure (with bleed-down check)... pretty straightforward as I recall. There really isn't a lot more going on than that.
Join Date: Apr 2011
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Schweizer 269 MRDS
Hi there
I’m having a real problem sourcing a replacement Main Rotor Drive Shaft, new or used, for a Schweizer 269C. Does anyone know of a Schweizer owners’ group? This part is apparently ‘no longer being made’ so surely other people must be in a similar position.
Thanks CC
I’m having a real problem sourcing a replacement Main Rotor Drive Shaft, new or used, for a Schweizer 269C. Does anyone know of a Schweizer owners’ group? This part is apparently ‘no longer being made’ so surely other people must be in a similar position.
Thanks CC
CC
No for your machine there is a new type of drive shaft which has seperate head and shaft with much greater times. I presume yours is looked after by FAST as they asked me for one. Currently I have one but FAST dont want to fit it as it is in a current machine that is flying.
Incidently the factory have no drive shafts in stock which is crap and they cant even give a lead time !
No for your machine there is a new type of drive shaft which has seperate head and shaft with much greater times. I presume yours is looked after by FAST as they asked me for one. Currently I have one but FAST dont want to fit it as it is in a current machine that is flying.
Incidently the factory have no drive shafts in stock which is crap and they cant even give a lead time !
Join Date: Jul 2000
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I have posted on the Manuals thread with very little luck. Does anyone here have a pdf copies of the 269 maintenance manual and IPC they are willing to share. Also I am looking for a pdf copy of the 269B/300B rfm. They do not have to be current, but should be complete. These will not be used for maintenance of any sort, just for information for a training manual.
Thanks.
Thanks.
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Scweizer 269C MRDS
Thanks, Hughes500, for your reply.
Fast was quoted a lead time of ‘maybe years’ which is hardly helpful. Surely an opening for an enterprising manufacturer to start making them. I was told of a second hand one ‘without paperwork’. Would there be any inspection regime to provide valid paperwork? Difficult to imagine for a lifed item where there’s no service record.
Cheers, CC
Fast was quoted a lead time of ‘maybe years’ which is hardly helpful. Surely an opening for an enterprising manufacturer to start making them. I was told of a second hand one ‘without paperwork’. Would there be any inspection regime to provide valid paperwork? Difficult to imagine for a lifed item where there’s no service record.
Cheers, CC
paperwork
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Parts
We work with a supplier here in the US he has pretty much anything we need for our S300CBi. We are also very close to the Sikorsky plant. If you any parts and are struggling to get them, drop me a PM and I can see if I can get it for you, and I'll ship it over, if that helps..
Regards
Darren
Regards
Darren
Join Date: Jan 2011
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Hu269 CBI LAMP maint.
Hey guys
does anyone have a complete description of the maint program under part M and LAMP.
looking into buying a CBi and would like to know what to expect. had a look at Schweizers website and came up short.
thanks in advance
M
does anyone have a complete description of the maint program under part M and LAMP.
looking into buying a CBi and would like to know what to expect. had a look at Schweizers website and came up short.
thanks in advance
M
Gentlemen:
Met a local chap with a 269A-1 sitting outside his kitchen window, which looks to be in excellent condition (overdue annual and potential pre-purchase inspection notwithstanding, of course). Some discussion with the missus as of late has had me in the mode of trying to establish a market value for the beastie, but I'm coming up short with regard to references.
Can anyone give me some valuation tips or point out some online refs which would give me a negotiating ballpark? My choices thus far have been sales listings online (wherein the sellers seem to regard their aircraft as highly desirable collectibles) or "Blue Book" subscriptions which appear to be more costly than warranted by my fancy for a single airframe.
Much appreciated.
Met a local chap with a 269A-1 sitting outside his kitchen window, which looks to be in excellent condition (overdue annual and potential pre-purchase inspection notwithstanding, of course). Some discussion with the missus as of late has had me in the mode of trying to establish a market value for the beastie, but I'm coming up short with regard to references.
Can anyone give me some valuation tips or point out some online refs which would give me a negotiating ballpark? My choices thus far have been sales listings online (wherein the sellers seem to regard their aircraft as highly desirable collectibles) or "Blue Book" subscriptions which appear to be more costly than warranted by my fancy for a single airframe.
Much appreciated.
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H269...Boost Pump
My question is if your have information on the frequency of Engine failure dew to fuel starvation associated with boost pump failure,if on this occasion the boost pump when engaged burnt out is it possible for the engine to cut out in the H269...........
Join Date: Sep 2005
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Its possible I suppose,
but fuel is gravity fed and there is a mechanical fuel pump too, so unlikely.
boost pump only has to be on below 450 feet agl according to the POH
but fuel is gravity fed and there is a mechanical fuel pump too, so unlikely.
boost pump only has to be on below 450 feet agl according to the POH
Last edited by tony 1969; 4th Oct 2011 at 22:00. Reason: checking my memory
Crusader
Bolloc.. I am afraid, boost pump burns out the engine does not stop, had it about 5 or 6 times over 4000 hours in 300's, never stopped the engine.
The pump is what it says a boost pump. Basically it boosts the fuel supply for take off or landing when you might pull full power in case the mechanical fuel pump cant keep up.
So what is your point ?
Bolloc.. I am afraid, boost pump burns out the engine does not stop, had it about 5 or 6 times over 4000 hours in 300's, never stopped the engine.
The pump is what it says a boost pump. Basically it boosts the fuel supply for take off or landing when you might pull full power in case the mechanical fuel pump cant keep up.
So what is your point ?
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Ok 369 Look as AD the part...Which could result in an engin failure....
2003-14-03 Textron Lycoming : Amendment 39-13222.Docket no 97-ANE-50-AD. Supersedes AD 98-18-12, Amendment 39-10728.
2003-14-03 Textron Lycoming : Amendment 39-13222.Docket no 97-ANE-50-AD. Supersedes AD 98-18-12, Amendment 39-10728.
As I said have had about 5 or 6 burn out while flying ( the on / off switch pops off) Normally it is caused by a leaky seal that then washes the grease out of the rotor bearing that causes the rotor to seize and then burn out
Hovering AND talking
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Again, can't speak for others but ... yes, I was taught to fly with it on all the time.
Cheers
Whirls
Cheers
Whirls