EC135
Join Date: Aug 2000
Location: Liverpool based Geordie, so calm down, calm down kidda!!
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Anyone out there having problems with the new 'auto restart' software for Turbomeca engines? Particularly first start of the day being a 'double start' every time?
Join Date: Mar 2002
Location: 3 Degrees North
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Any1 had issues with the EMB's (Electrical Master Box)?
EMB1 just failed, causing the Starter 1 caution light to remain on;pinpointed to a relay issue but you need to change the complete EMB.... $$$$$ and only 2 months out of new aircraft warranty with less than 250 hours TT..WTH
EMB1 just failed, causing the Starter 1 caution light to remain on;pinpointed to a relay issue but you need to change the complete EMB.... $$$$$ and only 2 months out of new aircraft warranty with less than 250 hours TT..WTH
Any1 had issues with the EMB's (Electrical Master Box)?
EMB1 just failed, causing the Starter 1 caution light to remain on;pinpointed to a relay issue but you need to change the complete EMB.... $$$$$ and only 2 months out of new aircraft warranty with less than 250 hours TT..WTH
EMB1 just failed, causing the Starter 1 caution light to remain on;pinpointed to a relay issue but you need to change the complete EMB.... $$$$$ and only 2 months out of new aircraft warranty with less than 250 hours TT..WTH
I had once a similar problem, GEN 1 out of action... Also EMB had to be replaced due to water damage.
skadi
Join Date: Mar 2002
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Tks Skadi for the tip
But really how does the water leaks inside the frame where the EMB is installed is beyond me... What about flying in the rain lol
ECD is now trying to source a replacement EMB either on standard exchange or new... hate to think about the price...
Cheers
But really how does the water leaks inside the frame where the EMB is installed is beyond me... What about flying in the rain lol
ECD is now trying to source a replacement EMB either on standard exchange or new... hate to think about the price...
Cheers
Join Date: Sep 2000
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From what I have learned it's where the wiring loom feeds from the engine through the decking into the aircraft is where the water gets in. If you just use a hose and sponge and no pressure washer you should be alright.
Sadly the EMBs seem to be a weak point, the aircraft I used to fly went through several but those wasn't down to washing.
Sadly the EMBs seem to be a weak point, the aircraft I used to fly went through several but those wasn't down to washing.
From what I have learned it's where the wiring loom feeds from the engine through the decking into the aircraft is where the water gets in.
Join Date: Mar 2002
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Thanks guys
Well I always used a pressure wash, hate to think I contributed to the defect
We managed to secure a standard exchange EMB from the USA for USD20K, damn surprising so cheap compared to the horror price stories I had heard...
To be cont....
Well I always used a pressure wash, hate to think I contributed to the defect
We managed to secure a standard exchange EMB from the USA for USD20K, damn surprising so cheap compared to the horror price stories I had heard...
To be cont....
Join Date: Nov 2004
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Re washing
There was an ECD Information Notice a few years ago reminding users not to squirt water into the EMB "exhausts/vents" on either side of the aircraft - that's the oval shaped grille about 150mm below the forward engine cowl clip on each side.
It you take a look at the orientation of the internal pipe, you'll see that it goes forward & up, before going down to the EMBs - designed specifically so that rain (which should never fall in that direction, either when the aircraft's grounded or airborne) will not get into the EMB. The advice (from memory) was to blank the exhausts when washing so as not to get water in them, although the problem really only occurs if you point a hose or jetwash at the exhausts from aft, such that the water goes UP the pipe.
Having washed the aircraft every week since the Info Notice; not blanked the exhausts, but ensured that the jetwash (used every time) is from the front or above only, we have not had any further instances of EMB failure. I'd therefore recommend this useful, logical and not difficult to follow advice, which appears to eliminate EMB failure due to water ingress. Not a design flaw, just too many bits of paper to read, possibly!
Whilst on the washing subject, especially when using a pressure washer, don't forget not to squirt water directly between the tail rotor drive shaft cover & tail boom, as it damages the TRDS bearings.
Also, dont point it into the fresh air intakes (just forward of the front skid cross tube) or it finds its way into the blower motor electrics which, unfortunately, are immediately underneath the fan that blows the air - rather than being mounted above or beside it! (Yes, sitting in the rain, or flying into it, may do the same, but no point in increasing the problem yourself? - although there's probably an aerodynamic reason why the rain doesn't act in quite the same way as a hose)
I believe all these are covered by Info Notices, or maybe hiding in the FLM by now, but they're worth remembering if you wish to keep costs down.
It you take a look at the orientation of the internal pipe, you'll see that it goes forward & up, before going down to the EMBs - designed specifically so that rain (which should never fall in that direction, either when the aircraft's grounded or airborne) will not get into the EMB. The advice (from memory) was to blank the exhausts when washing so as not to get water in them, although the problem really only occurs if you point a hose or jetwash at the exhausts from aft, such that the water goes UP the pipe.
Having washed the aircraft every week since the Info Notice; not blanked the exhausts, but ensured that the jetwash (used every time) is from the front or above only, we have not had any further instances of EMB failure. I'd therefore recommend this useful, logical and not difficult to follow advice, which appears to eliminate EMB failure due to water ingress. Not a design flaw, just too many bits of paper to read, possibly!
Whilst on the washing subject, especially when using a pressure washer, don't forget not to squirt water directly between the tail rotor drive shaft cover & tail boom, as it damages the TRDS bearings.
Also, dont point it into the fresh air intakes (just forward of the front skid cross tube) or it finds its way into the blower motor electrics which, unfortunately, are immediately underneath the fan that blows the air - rather than being mounted above or beside it! (Yes, sitting in the rain, or flying into it, may do the same, but no point in increasing the problem yourself? - although there's probably an aerodynamic reason why the rain doesn't act in quite the same way as a hose)
I believe all these are covered by Info Notices, or maybe hiding in the FLM by now, but they're worth remembering if you wish to keep costs down.
Further to the "washing".
In the current short term covers there is a blanking cover for each of the rear structure vents. Depending on the conditions of where your aircraft may be parked the air will flow in one side and out the other. Not good near the beach!
When investigating the EMB failures if you look really close you can normally see the water tracks with a strong light.
ECD do not condone the use of a pressure washer in their Information Notice.
The forward lower vents have been removed in recent production aircraft and a single vent is now integrated into the lower forward inspection panel.
In the current short term covers there is a blanking cover for each of the rear structure vents. Depending on the conditions of where your aircraft may be parked the air will flow in one side and out the other. Not good near the beach!
When investigating the EMB failures if you look really close you can normally see the water tracks with a strong light.
ECD do not condone the use of a pressure washer in their Information Notice.
The forward lower vents have been removed in recent production aircraft and a single vent is now integrated into the lower forward inspection panel.
Join Date: Nov 2004
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RVDT - Thank you for the reminder & update.
Now that the memory is jogged, you're right that a jet wash is not condoned, but we tend to use it as a rapid / distant wetting method both pre wash & rinsing. Not to be used to blast the airframe (although muddy skids might get the high-pressure treatment), but to get things done quicker than just bucket or hose, as washing otherwise takes up too much operational time - we also have "putting-washing-kit-away-quickly-when-required" down to a "T"
Covers are, of course, a sensible precaution when parked cross-wind in damp / spray / salt environments but less useful when parked into wind, and also best not used when rapid deployment is part of the business.
Now that the memory is jogged, you're right that a jet wash is not condoned, but we tend to use it as a rapid / distant wetting method both pre wash & rinsing. Not to be used to blast the airframe (although muddy skids might get the high-pressure treatment), but to get things done quicker than just bucket or hose, as washing otherwise takes up too much operational time - we also have "putting-washing-kit-away-quickly-when-required" down to a "T"
Covers are, of course, a sensible precaution when parked cross-wind in damp / spray / salt environments but less useful when parked into wind, and also best not used when rapid deployment is part of the business.
Join Date: Sep 2000
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RVDT
The forward lower vents have been removed in recent production aircraft and a single vent is now integrated into the lower forward inspection panel.
And that's why there is no more decent fresh air coming into the cab.....never mind fatiguing the pilot....
The forward lower vents have been removed in recent production aircraft and a single vent is now integrated into the lower forward inspection panel.
And that's why there is no more decent fresh air coming into the cab.....never mind fatiguing the pilot....
There was an ECD Information Notice a few years ago reminding users not to squirt water into the EMB "exhausts/vents"
Join Date: Mar 2002
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Thank you guys for the excellent reminders, will follow that from now on
Yeah fresh air into the cabin, specially in Hot Tropical Climate is NIL...found out the hard way flying with 1 Gen off and no air con... Pulling the side console cable up for fresh air did ZERO.. opened the small side window and used my hand as deflector
Yeah fresh air into the cabin, specially in Hot Tropical Climate is NIL...found out the hard way flying with 1 Gen off and no air con... Pulling the side console cable up for fresh air did ZERO.. opened the small side window and used my hand as deflector
Join Date: Mar 2002
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Well well...
Got the replacement EMB today ( nearly 3 weeks), had 2 engineers for 2 days fitting it and guess what??? cleared the Start caution light but still failed the self test on the EMB itself...
Back to being AOG waiting for another EMB to arrive...
Got the replacement EMB today ( nearly 3 weeks), had 2 engineers for 2 days fitting it and guess what??? cleared the Start caution light but still failed the self test on the EMB itself...
Back to being AOG waiting for another EMB to arrive...
Mast moment indicator and Aris Mounts
Would anyone that understands the MM indicator (P1 aircraft) and Aris mounts PM me?
I'm trying to get beyond my OPS MEL: MMI is not required for flight except to reduce slope limits and an Aris Mount failure inflight.
Thanks, I will share the experience later.
I'm trying to get beyond my OPS MEL: MMI is not required for flight except to reduce slope limits and an Aris Mount failure inflight.
Thanks, I will share the experience later.
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Weird stuff today...
Had the EMB 1 finally replaced a few days ago, went test flying, all cool
Today ie 3 days later, get ready to start up engine 2 as first engine, and upon engaging starter button, loud and I mean loud bang bang noise..immediately close starter button. Get out , look at the engine, nothing special..
try a second time and same result... battery showing 26.4V
So decide to start up engine 1 instead, same bang once then starter engage and engine starts; try engine 2 and it starts as well..
Continue with all checks, but m not happy so shut down. check engine 2 again and this time I see fuel dripping from the metal piping into the collector box (bottom rear of engine)
Called Eurocopter support, told them the problem, and they say start up again and see if same issues Told them I had no intention to be Kentucky Fried Chicken and to send engineers over...
Have any of you guys had any similar events starting up and hearing this loud bang bang noise? Eurocopter says it is an igniter issue and fuel, man I flew Bells before and never heard igniters that loud lol
Had the EMB 1 finally replaced a few days ago, went test flying, all cool
Today ie 3 days later, get ready to start up engine 2 as first engine, and upon engaging starter button, loud and I mean loud bang bang noise..immediately close starter button. Get out , look at the engine, nothing special..
try a second time and same result... battery showing 26.4V
So decide to start up engine 1 instead, same bang once then starter engage and engine starts; try engine 2 and it starts as well..
Continue with all checks, but m not happy so shut down. check engine 2 again and this time I see fuel dripping from the metal piping into the collector box (bottom rear of engine)
Called Eurocopter support, told them the problem, and they say start up again and see if same issues
Told them I had no intention to be Kentucky Fried Chicken and to send engineers over...Have any of you guys had any similar events starting up and hearing this loud bang bang noise? Eurocopter says it is an igniter issue and fuel, man I flew Bells before and never heard igniters that loud lol
WLM, it's a long way to hitch hike in the heat... I have a few EC135 engineers on staff mate. Could ask the questions to help out an old friend?
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