EC135
Joined: Nov 2006
Posts: 1,951
Likes: 90
From: After all, what’s more important than proving to someone on the internet that they’re wrong? - Manson
As it is a maintenance procedure, i.e it is in the maintenance manual, you may want to contact your maintainer!
PWC 71-00-00 POWER PLANT - CLEANING
ECD 71-65-00 7-1 Cleaning Engine Compressor
Depending on the aircraft it may involve removal and blanking of the bleed air lines. Some A/C have optional quick disconnect bleed lines. Reason being that you do not want compressor wash goop in the BA heater and subsequently in the cabin.
Read up on PWC's policy with the difference between desalination rinse and performance recovery wash. They recommend a recovery wash only if it needs it as determined by power check / trend.
PWC 71-00-00 POWER PLANT - CLEANING
ECD 71-65-00 7-1 Cleaning Engine Compressor
Depending on the aircraft it may involve removal and blanking of the bleed air lines. Some A/C have optional quick disconnect bleed lines. Reason being that you do not want compressor wash goop in the BA heater and subsequently in the cabin.
Read up on PWC's policy with the difference between desalination rinse and performance recovery wash. They recommend a recovery wash only if it needs it as determined by power check / trend.
Joined: Aug 2003
Posts: 430
Likes: 1
From: Perth
Thanks What Limits.
Any idea of how far they extend ?
We're trying to mount a spectrometer on the floor (approx 1 meter X 80cms) in the cabin, but looking through fuel will interfere with the operation of the instrument.
Do you have any references to documents that show the location of the tanks ?
Any idea of how far they extend ?
We're trying to mount a spectrometer on the floor (approx 1 meter X 80cms) in the cabin, but looking through fuel will interfere with the operation of the instrument.
Do you have any references to documents that show the location of the tanks ?
Joined: Nov 2006
Posts: 1,951
Likes: 90
From: After all, what’s more important than proving to someone on the internet that they’re wrong? - Manson
The two-piece bladder tank sits between frames 3 & 5. Frame 3 is about 1.5 ft behind the forward landing gear fitting, with frame 5 located at the rear landing gear fitting.
RFM Section 7 Manufacturers Data.
If your spectro is upset by the fuel system you probably won't be putting it inside a 135.
Joined: Sep 2001
Posts: 741
Likes: 0
From: UK
What about mounting the spectrometer below the fuel tank ?
I'm thinking along the lines of the "Mission Pod" as fitted to Police aircraft,
designed and fitted by McAlpines ( Now ECUK ) at Oxford -
they might be able to come up with a variation of this that might do the job,
although you may also need to factor in the cost of converting to High skids ?
I'm thinking along the lines of the "Mission Pod" as fitted to Police aircraft,
designed and fitted by McAlpines ( Now ECUK ) at Oxford -
they might be able to come up with a variation of this that might do the job,
although you may also need to factor in the cost of converting to High skids ?
Joined: Oct 2009
Posts: 105
Likes: 0
From: St Gallen
Which EC135?
Hi
If a company wanting to do a charter flights around Europe want to buy EC135 VIP should we buy the with PW or Arrius?
Any ideas how not to make bad decision?
If a company wanting to do a charter flights around Europe want to buy EC135 VIP should we buy the with PW or Arrius?
Any ideas how not to make bad decision?
Last edited by ILblog; 8th February 2010 at 03:32.
Joined: Sep 2000
Posts: 1,605
Likes: 6
From: UK
Some people use Airglaze to make it easier to keep the tail clean.
Turbomeccas respond faster compared to the P&W I am told.
I am also told the P&W are less fussy.
I think it's customer service what has people jumping ship to P&W.
Turbomeccas respond faster compared to the P&W I am told.
I am also told the P&W are less fussy.
I think it's customer service what has people jumping ship to P&W.
Joined: Nov 2004
Posts: 291
Likes: 0
From: UK
TM engines start faster & more traditionally (TOT up to 750 ish), P&W take ages before the TOT starts to register and you wonder if they've actually lit up, as it's so benign - but they all get there in the end.
As has been said, TMs much cleaner than the P&Ws.
The biggest difference (certainly with TM's power by the hour (PBH) or P&W's equivalent Eagle programme) is that you own your P&Ws. It means that when one is removed for unexpected maintenance, you'll get a loaner, which you're then obliged to swap back for your "own" engine when they've fixed the problem, almost as soon as you've got it back, or you'll pay. TM will just replace your engine (the old one goes back into the pool when it's fixed) - so one change rather than two. For some, this may be good news (as you know how you've looked after your own engines), for others it could be more annoying - certainly if they're fitted in a 902! (yes, I know we're looking at a 135!)
P&W require a daily rinse, TMs every 20 hours, unless when operating in saline environment (recently re-defined), when it's daily. You can do a hot or cold rinse with TMs, cold only for P&W.
On a daily basis, it's a lot easier to put oil in the TM, as you can do it standing on the skid - you need to be more of an acrobat to get it into the P&W, as you're almost hanging off the blades!
We've had TMs for 6 years, 6500 hrs - fantasically reliable, start together straight away every time (with 40 AH battery). PBH, admitedly, but never had a spares problem and only shut one down once, in that time (oil loss due to bearing seal failure). Don't notice any difference in power available betwen the two.
If it were my choice, I'd go for TMs again as they're so much cleaner; start faster & more obviously; & are easier to top-up oil. Pilot's viewpoint, mind, not engineers - they might see it differently?!
EDIT to explain Coconutty's humour: if you're not familiar with British children's shows in Prague, take a look at The Sooty Show | The Official Sooty Website | Home of Sooty, Sweep and Soo!
As has been said, TMs much cleaner than the P&Ws.
The biggest difference (certainly with TM's power by the hour (PBH) or P&W's equivalent Eagle programme) is that you own your P&Ws. It means that when one is removed for unexpected maintenance, you'll get a loaner, which you're then obliged to swap back for your "own" engine when they've fixed the problem, almost as soon as you've got it back, or you'll pay. TM will just replace your engine (the old one goes back into the pool when it's fixed) - so one change rather than two. For some, this may be good news (as you know how you've looked after your own engines), for others it could be more annoying - certainly if they're fitted in a 902! (yes, I know we're looking at a 135!)
P&W require a daily rinse, TMs every 20 hours, unless when operating in saline environment (recently re-defined), when it's daily. You can do a hot or cold rinse with TMs, cold only for P&W.
On a daily basis, it's a lot easier to put oil in the TM, as you can do it standing on the skid - you need to be more of an acrobat to get it into the P&W, as you're almost hanging off the blades!
We've had TMs for 6 years, 6500 hrs - fantasically reliable, start together straight away every time (with 40 AH battery). PBH, admitedly, but never had a spares problem and only shut one down once, in that time (oil loss due to bearing seal failure). Don't notice any difference in power available betwen the two.
If it were my choice, I'd go for TMs again as they're so much cleaner; start faster & more obviously; & are easier to top-up oil. Pilot's viewpoint, mind, not engineers - they might see it differently?!
EDIT to explain Coconutty's humour: if you're not familiar with British children's shows in Prague, take a look at The Sooty Show | The Official Sooty Website | Home of Sooty, Sweep and Soo!
Joined: Jun 2004
Posts: 646
Likes: 18
From: Europe
A question for all gurus out there:
H-V charts in the FLM are for Single Engine Failure, so OEI flight regime, right?
Certain emergency procedures, like T/R failure bring us to a point where we need to (in some situations) roll both twist grips off and perform autorotation.
OK, we got that covered in the FLM also (autorotation). But, OGE hover T/R failure or IGE for that matter: how do we know at what height can we roll off the throttle, gain speed and land.
Do these maneuvers have to be proven for certification? If so, why there is no normal (all engine fail) H-V chart?
H-V charts in the FLM are for Single Engine Failure, so OEI flight regime, right?
Certain emergency procedures, like T/R failure bring us to a point where we need to (in some situations) roll both twist grips off and perform autorotation.
OK, we got that covered in the FLM also (autorotation). But, OGE hover T/R failure or IGE for that matter: how do we know at what height can we roll off the throttle, gain speed and land.
Do these maneuvers have to be proven for certification? If so, why there is no normal (all engine fail) H-V chart?
Joined: Dec 2001
Posts: 1,835
Likes: 3
From: Philadelphia PA
There is no dual engine HV chart in any twin engine helicopter I'm aware of. The reason is that the engines have enough isolation that no single failure should be able to take both engines out at the same time.
And if there was a dual engine HV chart, you wouldn't want to know how large it would be...
A benefit of having two engines.
And if there was a dual engine HV chart, you wouldn't want to know how large it would be...
A benefit of having two engines.
Joined: Oct 2009
Posts: 105
Likes: 0
From: St Gallen
And if there was a dual engine HV chart, you wouldn't want to know how large it would be...
Just my opinion of helicopter newbie.
Joined: Jun 2004
Posts: 646
Likes: 18
From: Europe
ILblog, its not that simple as I'm sure you'll soon learn. Autorotational capabilities depend on rotor (disc loading, rotor inertia, rotor solidity,...), weight and some other fuselage-rotor interactions and mostly all types of helicopters have different autorotational capabilities, that also vary with atmospheric conditions.