Anyone flown (or fly) the Huey?
Sing us another one....just like the other one....DO!
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Sincere thanks to all at the CAA for their help solving the training and licensing issues to get the type ratings sorted out.
When "issues" created by the CAA are eventually overcome, thank them for their help in 'solving' the issues they created.
How long has the process taken so far?
Sorted out despite the CAA would be more accurate.
I am glad this long trek for Phil Connolly is finally coming to an end. He qualifies for Sainthood in my book, for being able to maintain his often tested composure and sanity during this whole process, which includes having to deal with multiple bureaucracies on both sides of the Great Saltwater Divide.
When we read of his finally....after so long...being able to climb into that Huey and just go flying....it will be time to raise a pint and cheer a good guy that endured far more than any one person should to make his dream come true.
Good on you Phil!
When we read of his finally....after so long...being able to climb into that Huey and just go flying....it will be time to raise a pint and cheer a good guy that endured far more than any one person should to make his dream come true.
Good on you Phil!
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Couldn't agree more.
As you said Sasless Phil has had to endure more than most to achieve his dream. The light now is well and truly in sight at the end of the tunnel for to just jump in and fly.
I already have the bubbly chilling ready to be quoffed at the appropriate time.
H1HU
I already have the bubbly chilling ready to be quoffed at the appropriate time.
H1HU
We will see some photos of the celebration now won't we?
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Huey engine start question?
Can anyone explain throttle positioning on a Huey (-13) prior to start and the SOP after lightoff....I've got the -10, but not sure I understand the actual mechanics.
The dash 10 says, decrease side of the Idle stop, then pull the trigger..but does this mean sitting on the cam toward the decrease side (where you can just roll it off if it goes hot), or on the dead side of the idle stop, ...I hope this makes sense?
Once the N1 hits 40% do you release the trigger and let it stabilize before rolling it through to ground idle, or roll it through to the idle position right away?
Does the idle release (cutoff) have a 'feel' to it as you roll it through toward full throttle, or do you only feel it when you hit the stop going toward fuel cutoff?
I'm an old OV10 driver looking for a descriptive few sentences to add some realism to a book scene. of a slick driver going about business...
Thanks for any help ?
Black 31
The dash 10 says, decrease side of the Idle stop, then pull the trigger..but does this mean sitting on the cam toward the decrease side (where you can just roll it off if it goes hot), or on the dead side of the idle stop, ...I hope this makes sense?
Once the N1 hits 40% do you release the trigger and let it stabilize before rolling it through to ground idle, or roll it through to the idle position right away?
Does the idle release (cutoff) have a 'feel' to it as you roll it through toward full throttle, or do you only feel it when you hit the stop going toward fuel cutoff?
I'm an old OV10 driver looking for a descriptive few sentences to add some realism to a book scene. of a slick driver going about business...
Thanks for any help ?
Black 31
Start-up: roll throttle to full open, back to the idle stop, depress button, roll to shut-off stop (to check full and free movement). Open again past idle stop and back against the stop. Depress the button and just take the throttle back enough to be past the cam. It is near enough to the idle stop, but allows you to shut it off without electrics - you couldn't depress the idle release solenoid otherwise. (But I wonder how many hot starts have been combined with electrical failures, to make somebody come up with this sequence? It must have been exciting to have a screaming hot start, be unable to shut off the throttle, or turn off the fuel, or motor the engine!)
Hold the start trigger, watch the lightoff (which is very gentle compared to the Allison/Bendix engines) and it will come up nicely. Assuming a normal start, release starter at 40%, and as the revs increase towards ground idle, move the throttle gently open to clear the cam. You probably won't feel it like you do in a B206. You might need to open it a bit further, get the N2 revs through the yellow band, then back to idle again.
Bob's yer uncle. Or if you are in the US, Sam's yer uncle.
Hold the start trigger, watch the lightoff (which is very gentle compared to the Allison/Bendix engines) and it will come up nicely. Assuming a normal start, release starter at 40%, and as the revs increase towards ground idle, move the throttle gently open to clear the cam. You probably won't feel it like you do in a B206. You might need to open it a bit further, get the N2 revs through the yellow band, then back to idle again.
Bob's yer uncle. Or if you are in the US, Sam's yer uncle.
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This start sequence goes back quite a few years to the early days ....
when, if You commenced a start and the battery decided to crap out during the process or the voltage dropped too low you might not have been able to get the solinoid cuttoff energised enough to be able to save the engine from overtemping ....
I think "them good ol boys" at Bell eventually changed the specification of the solinoid to stop this problem (?) ...but we still do this kinda start procedure with 212s and 412s to this day ???
Cheers
when, if You commenced a start and the battery decided to crap out during the process or the voltage dropped too low you might not have been able to get the solinoid cuttoff energised enough to be able to save the engine from overtemping ....
I think "them good ol boys" at Bell eventually changed the specification of the solinoid to stop this problem (?) ...but we still do this kinda start procedure with 212s and 412s to this day ???
Cheers
I once had a short circuit of some sort following engines start in a 212 that resulted in a total loss of electrical services; lots of lights came on the CWP and then went out coupled with loss of intercom and radios. More important was that we could not now shut the engines down: the idle stops are electrically operated, as are the fuel valves that the T-Handles operate!
After shouting over the din for a bit with the P2 I managed to establish that I would try and shut them down from the outside, which fortunately is relatively straightforward if the cams are not jammed too hard against the idle stop (caused by the pilot trying hard to close the throttles). It's very odd being in a cockpit that to all intents and purposes is as if it were shutdown, but with everything turning and burning.
After shouting over the din for a bit with the P2 I managed to establish that I would try and shut them down from the outside, which fortunately is relatively straightforward if the cams are not jammed too hard against the idle stop (caused by the pilot trying hard to close the throttles). It's very odd being in a cockpit that to all intents and purposes is as if it were shutdown, but with everything turning and burning.
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One thing we were taught was as soon as you hit the start trigger check voltage and as long as you had at least 14 volts you were ok. Anything less than 14 and you were in trouble, experience showed it to be pretty good gouge.
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Ascend Charlie wrote: But I wonder how many hot starts have been combined with electrical failures, to make somebody come up with this sequence? It must have been exciting to have a screaming hot start, be unable to shut off the throttle, or turn off the fuel, or motor the engine!
After a test flight with the FAA engine one was secured using the Power Management Switch while Battery was on and with a Ground Power Unit connected. The second engine was shutdown (aircraft generators OFF) at the exact time a HOT battery warning illuminated and the battery was automatically taken off line. This would not normally be a problem as the GPU was providing electrical power but at the exact same time as the Battery warning illuminated, the GPU power was lost. With no electrical power at all to the aircraft the displays went blank so no information concerning engine operational status was provided to the crew. The Power Management Switch was off but before the stepper motor in the fuel control went to zero it failed partially open causing fuel to enter the engine. An attempt was made to roll the throttle off to manual close off the fuel but because of the electrical failure the throttle off selenoid could not open to close the throttle. Hearing the engine re-light and attempt was made to turn the fuel valves off. Yes, a futile effort because the fuel valves are electrical as well.
Several people politely informed us that a pretty blue flame was still exiting the exhaust of the engine right up until the turbine blades all melted. The aircraft was redesigned in several areas to prevent the same thing from happening. The electrical selenoid was replaced with a device that will allow the throttle to be rolled off without electrical power. There were other changes to prevent the same thing happening again as well. Can it happen? This post and the others before it are evidence that it can.
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Huey flying today
It certainly was with an examiner on board examining, with positive results.
Which is no mean feat considering the flying conditions.
I'll have to go and get the champers ready!
Which is no mean feat considering the flying conditions.
I'll have to go and get the champers ready!
Congratulations are in order. Phil certainly encountered every sort of hurdle along the way and justly deserves applauding. He should write a book about the experience one day...it would be a grand tale of how bureaucrats can find so many ways to stop progress. He proves yet again that he does not do things halfway.
Bless you Phil.....glad it all finally came together. Now onto the next project!
Bless you Phil.....glad it all finally came together. Now onto the next project!