Bell 407
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As for running it without any oil for a full fuel load even you should know that is a load of b*&^cks.
Last edited by EN48; 24th Aug 2011 at 22:24.
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@EN48
The transmission probably has a run dry capability of about 30 minutes.
Fluctuating oil pressure could be from frothing of the oil - do an oil change and make sure the cans are agitated prior to filling.
As previosly mentioned get the pressure transducer, indicator and wiring checked.
Cheers
BH
The transmission probably has a run dry capability of about 30 minutes.
Fluctuating oil pressure could be from frothing of the oil - do an oil change and make sure the cans are agitated prior to filling.
As previosly mentioned get the pressure transducer, indicator and wiring checked.
Cheers
BH
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Oil level
I may be stating the obvious here, but some aircraft will give oil pressure fluctuations if the the oil quantity is overfull. I think its to do with excessive foaming of the oil.
Not sure how the 407 reacts to this.
Not sure how the 407 reacts to this.
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If the transmission oil level is over serviced in a 407 it will typically run hotter than normal, to the point that it may overheat.
EN 48, do you have access to another 407? with 15+ yrs of wrenching on 407's the Litton gauges can be a bit touchy. If you can try swapping with a known good gauge. Check the wiring at the pressure transducer..its not a wet line like 206 series it takes oil press and converts it to an electrical signal. If you have access to another 407 try swapping gauges or transducers. Litton digital gauges can be very spendy.dont go ordering one before you know for sure....you could also do like someone said and plumb in a direct reading gauge to see if indeed you have fluctuation in the oil pressure. Also check the deck fittings where the wire bundles that contain the gauge wires pass thru the roof for bent pins or corrosion.
And as for oil level..only check it cold...we run ours cold at the bottom of the yellow...407 are notorious for spitting out oil from the breather if its over serviced.. top of the yellow cold =big mess when it gets to operational temperature.
And as for oil level..only check it cold...we run ours cold at the bottom of the yellow...407 are notorious for spitting out oil from the breather if its over serviced.. top of the yellow cold =big mess when it gets to operational temperature.
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Helofixer,
Thanks for the tips. We have done some of these tests with no change. This is a newer acft still under warranty, so replacing a gauge isnt likely to be painful money wise, but a real hassle in terms of getting the existing one out and and another in place. ( I am told that a replacement gauge is around $17,000, and a transducer around $5800.) A "donor" acft is available and we will try this if we run out of other alternatives.
Oil level is mid yellow cold with no problems. Will report the fix here when accomplished.
Thanks for the tips. We have done some of these tests with no change. This is a newer acft still under warranty, so replacing a gauge isnt likely to be painful money wise, but a real hassle in terms of getting the existing one out and and another in place. ( I am told that a replacement gauge is around $17,000, and a transducer around $5800.) A "donor" acft is available and we will try this if we run out of other alternatives.
Oil level is mid yellow cold with no problems. Will report the fix here when accomplished.
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E&B Helicopters B407 Alert System
All,
Anyone have any experience with this system which provides audible alerts for TRQ, MGT, and NG? Cost? Installation time, etc?
Limited info here: EB Helicopters :: Avionics :: 407 Alert System STC
Anyone have any experience with this system which provides audible alerts for TRQ, MGT, and NG? Cost? Installation time, etc?
Limited info here: EB Helicopters :: Avionics :: 407 Alert System STC
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En48, i flew a 407 with that system & it worked well i think it took a day or two to install i think it was 5years ago. Worked well we never had a problem with it. Not sure of the cost???
Suggest you contact a member of the Giana family. Their maintenance crew are bound to remember which make it was:
Tel: +39 0324 354 33
Email: [email protected]
Tel: +39 0324 354 33
Email: [email protected]
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WPR12LA065
WPR12LA065
NTSB Identification: WPR12LA065
14 CFR Part 91: General Aviation
Accident occurred Tuesday, December 13, 2011 in Rock Springs, WY
Aircraft: BELL 407, registration: N8067Z
Injuries: 5 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 13, 2011, about 1620 mountain standard time, a Bell 407, N8067Z, was maneuvering at a low altitude and airspeed near the residence of some of the passengers when it descended into an open field about 12 miles west-northwest of the Rock Springs-Sweetwater County Airport, Rock Springs, Wyoming. The helicopter impacted the ground hard and was substantially damaged. The helicopter’s landing gear skids and lower cabin structure were deformed, and the tail boom was severed. Guardian Flight, South Jordan, Utah, owned and operated the helicopter. The pilot and four passengers sustained minor injuries. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight began from Rock Springs about 1600.
The passengers reported that the pilot, who was an employee of Guardian Flight, immediately departed the scene. The pilot has not reported the accident to the National Transportation Safety Board. Guardian Flight management personnel reported that the pilot was not authorized to fly the helicopter, and he was employed as their Rock Springs helicopter mechanic. Law enforcement authorities reported they apprehended the pilot in another state. Federal Aviation Administration personnel reported that the pilot was issued a student pilot certificate in 1988, and they have no record of him holding any additional pilot certificate. He does hold a mechanic certificate with airframe and powerplant ratings and inspection authorization.
An acquaintance of the accident pilot reported that he observed the pilot flying N8067Z on several previous occasions for personal reasons. Passengers were carried during these “joy rides.”
WPR12LA065
NTSB Identification: WPR12LA065
14 CFR Part 91: General Aviation
Accident occurred Tuesday, December 13, 2011 in Rock Springs, WY
Aircraft: BELL 407, registration: N8067Z
Injuries: 5 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 13, 2011, about 1620 mountain standard time, a Bell 407, N8067Z, was maneuvering at a low altitude and airspeed near the residence of some of the passengers when it descended into an open field about 12 miles west-northwest of the Rock Springs-Sweetwater County Airport, Rock Springs, Wyoming. The helicopter impacted the ground hard and was substantially damaged. The helicopter’s landing gear skids and lower cabin structure were deformed, and the tail boom was severed. Guardian Flight, South Jordan, Utah, owned and operated the helicopter. The pilot and four passengers sustained minor injuries. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight began from Rock Springs about 1600.
The passengers reported that the pilot, who was an employee of Guardian Flight, immediately departed the scene. The pilot has not reported the accident to the National Transportation Safety Board. Guardian Flight management personnel reported that the pilot was not authorized to fly the helicopter, and he was employed as their Rock Springs helicopter mechanic. Law enforcement authorities reported they apprehended the pilot in another state. Federal Aviation Administration personnel reported that the pilot was issued a student pilot certificate in 1988, and they have no record of him holding any additional pilot certificate. He does hold a mechanic certificate with airframe and powerplant ratings and inspection authorization.
An acquaintance of the accident pilot reported that he observed the pilot flying N8067Z on several previous occasions for personal reasons. Passengers were carried during these “joy rides.”
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Bell has hit a home run with this.
Spent ten hours flying a 407GX Monday, three in the dark.
Bell has delivered its first 407GX today Bell Helicopter Delivers First 407GX