Rotorheads Around the World (incl 'Views from the Cockpit')
Join Date: Jun 2005
Location: canada
Posts: 184
Likes: 0
Received 0 Likes
on
0 Posts
It has nothing to do with the spring, nor does it matter as you say at Max Continuous. Where it matters is on start up and shut down, the strap pack in the T/r get beat up pretty bad. It's good housekeeping.
Do you always do ONLY what's in the Flight Manual? There's more to operating an aircraft than what's printed by the manufacturer. You go ahead and leave your pedals, makes no difference to me, but our DOM who's been wrenching these things for 25yrs is adamant about it, as are those in other operations - good enough for me.
There are lots of things omitted from Flight Manuals that are just a good idea.
RH
Do you always do ONLY what's in the Flight Manual? There's more to operating an aircraft than what's printed by the manufacturer. You go ahead and leave your pedals, makes no difference to me, but our DOM who's been wrenching these things for 25yrs is adamant about it, as are those in other operations - good enough for me.
There are lots of things omitted from Flight Manuals that are just a good idea.
RH
Join Date: Dec 2001
Location: At Work
Posts: 292
Likes: 0
Received 0 Likes
on
0 Posts
We all agree you would not want a lot of pedal on start up or shut down.
Your comment was about a ship sitting on the ground and how you "MUST" flip the pedals to prevent damage. Why "MUST" you flip the pedals on a machine that is shut down other that someone told you so? What are the facts and circumstances behind it? What parts are being saved by flipping the pedals on the ground? What parts are being banged up by not flipping the pedals when it is on the ground sitting?
I do not only do what is in the flight manual but I typically like a factual basis for doing things........
Your comment was about a ship sitting on the ground and how you "MUST" flip the pedals to prevent damage. Why "MUST" you flip the pedals on a machine that is shut down other that someone told you so? What are the facts and circumstances behind it? What parts are being saved by flipping the pedals on the ground? What parts are being banged up by not flipping the pedals when it is on the ground sitting?
I do not only do what is in the flight manual but I typically like a factual basis for doing things........
Join Date: Jun 2005
Location: canada
Posts: 184
Likes: 0
Received 0 Likes
on
0 Posts
Because our DOM is about 3 times my size, and he says so....
Seriously though, he's got a lot of experience with these things, and has worked all over the place on them, and if he says the straps get beat up, I believe him. Now, I don't know anyone who flies the 500 that doesn't flip the pedals - until now I guess. As I said, I've been told it's good housekeeping to do so. I used the word "must" because I've never encountered anyone who leaves them at full deflection. If that works for you and others, who am I to question it. By all means, continue on.
Factual basis for anything is of course required, but remember those facts can come from many sources. I don't fix'em, I fly em - but I do listen to those who fix for a living.
RH
Seriously though, he's got a lot of experience with these things, and has worked all over the place on them, and if he says the straps get beat up, I believe him. Now, I don't know anyone who flies the 500 that doesn't flip the pedals - until now I guess. As I said, I've been told it's good housekeeping to do so. I used the word "must" because I've never encountered anyone who leaves them at full deflection. If that works for you and others, who am I to question it. By all means, continue on.
Factual basis for anything is of course required, but remember those facts can come from many sources. I don't fix'em, I fly em - but I do listen to those who fix for a living.
RH
The spring is there to counter the "cambered" foil on the blades. Ask Frank Robinson because I think he designed them. The 22/44 is virtually identical although not large enough to require a spring.
One thing to watch out for is a light ship on a slick surface (ice) will start to turn by itself if the pedals are not held in neutral, particularly at ground idle for those that are allowed to leave the ship running. Turning the pedal is the obvious solution, I have seen home made tools that have been fitted and the net result of broken aircraft and people - not pretty.
As for beating up the straps, I would like to see conclusive evidence. What does it actually do to the packs? Then again it's 25 years SINCE I have worked on one!
One thing to watch out for is a light ship on a slick surface (ice) will start to turn by itself if the pedals are not held in neutral, particularly at ground idle for those that are allowed to leave the ship running. Turning the pedal is the obvious solution, I have seen home made tools that have been fitted and the net result of broken aircraft and people - not pretty.
As for beating up the straps, I would like to see conclusive evidence. What does it actually do to the packs? Then again it's 25 years SINCE I have worked on one!
Join Date: Mar 2006
Location: On the move...
Age: 58
Posts: 358
Likes: 0
Received 0 Likes
on
0 Posts
Poor language.
Keeping the spring strong was my words and definitely lousy english.
What I was trying to say was that the idea is to keep the strap packs straight and reduce wear. (yeah yeah no where near what I said) and, of course, the spring is actually under tension when you turn the pedal around.
I also was told to turn them around as part of my endorsement and the owner of the machine that I flew was adament that it was done. As well as winding back the blades after shut down, etc.
I just did not engage brain before letting fingers type earlier.
What I was trying to say was that the idea is to keep the strap packs straight and reduce wear. (yeah yeah no where near what I said) and, of course, the spring is actually under tension when you turn the pedal around.
I also was told to turn them around as part of my endorsement and the owner of the machine that I flew was adament that it was done. As well as winding back the blades after shut down, etc.
I just did not engage brain before letting fingers type earlier.
Join Date: Aug 2005
Location: Canary Islands
Age: 48
Posts: 115
Likes: 0
Received 0 Likes
on
0 Posts
Hello! Her are some more pictures of me flying sightseeing whit the 500D to days ago, the mountain is called Renåfjell (Norway) 3500ft. Lots of sun and nice people. 
And yeas, I always turn/lock my pedals when the helicopter is staying on the ground for more then 1 hour, but not for 10 minutes as the last picture I posted.
And yeas, I always turn/lock my pedals when the helicopter is staying on the ground for more then 1 hour, but not for 10 minutes as the last picture I posted.
Join Date: Jun 2006
Location: OZ
Posts: 21
Likes: 0
Received 0 Likes
on
0 Posts
500 Pedals
To all discussing the 500 pedal dilemma.
If you do not neutral the pedals after shut down, the strap pack (that holds the blades on) is twisted out of shape. It is made to be straight, and twist only when pitch is required, T/R pitch is not required during start up, shut down and when it is parked . 90% of the strap packs life is in the neutral position, so why not park it that way? No matter how long you are stopped for.
It is really only the lazy bastards who do not do this, or if you didn't know about it, start doing it.
Any person who doesn't do it on one of my machines would get his marching orders...
If you do not neutral the pedals after shut down, the strap pack (that holds the blades on) is twisted out of shape. It is made to be straight, and twist only when pitch is required, T/R pitch is not required during start up, shut down and when it is parked . 90% of the strap packs life is in the neutral position, so why not park it that way? No matter how long you are stopped for.
It is really only the lazy bastards who do not do this, or if you didn't know about it, start doing it.
Any person who doesn't do it on one of my machines would get his marching orders...
Join Date: Mar 2000
Location: UK
Posts: 5,197
Likes: 0
Received 0 Likes
on
0 Posts
To all discussing the 500 pedal dilemma.
To all wishing to continue discussing H500 pedal positions:
Start a new thread if you wish.
This is our picture gallery.
(Very funny flungdung.
)
Join Date: Feb 2004
Location: Cloud 9
Age: 41
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
HEMS in St Anton, Austria
These are taken from my time in Austria. The thousands of skiers create an almost constant supply of work for these crews. I don't think there was a single day throughout the season when I didn't see this aircraft ferrying another injured skier/boarder off the mountain. I had quite a serious crash myself....unfortunately I was just 100m from the base of the slopes. Needless to say it didn't warrant a ride in the helicopter.
In these pictures, a female boarder had a nasty fall at a big air contest. Helicopter arrived and as you can see, significant snow spray must make the job all the more difficult.
In these pictures, a female boarder had a nasty fall at a big air contest. Helicopter arrived and as you can see, significant snow spray must make the job all the more difficult.
Kaman K-Max
There were 38 of these produced. Several have been written off due to crashes. They are impressive to watch working longline fire buckets.
Join Date: Sep 2001
Location: Under a Palm Tree
Posts: 21
Likes: 0
Received 0 Likes
on
0 Posts
Kaman
Kaman was alwasy a different kind of a manufacturer. I guess SAS and Nick would have seen quite a few of those Kaman HH43 Huskie's out in Vietnam with the 38th Air Rescue and Recovery Squadron. They were known as Pedro's and they still have their own website:
HH43 Huskie
The unusual thing about the Huskie is that the rotors were controlled by servo flaps. I don't know anyone who flew one, but I did have a friend who flew another unusual helicopter, the Sud Ouest Djinn. Sud Ouest, later became Aerospatiale and then Eurocopter. Hiller and Sud Ouest were both developing tip jet helicopters in the 1950s and 60s. The Djinn was different from the Hiller in that it used a cold flow jet system, where compressed bleed air from the turbine was ducted through the rotor blades and exhausted through nozzles at the tips to spin the rotor. It was the only tip-jet helicopter to enter commercial service and some were used for crop spraying in the 1960s:
The Hiller Flying Crane concept, which was in development about the same time, was never commercially produced:
HH43 Huskie
The unusual thing about the Huskie is that the rotors were controlled by servo flaps. I don't know anyone who flew one, but I did have a friend who flew another unusual helicopter, the Sud Ouest Djinn. Sud Ouest, later became Aerospatiale and then Eurocopter. Hiller and Sud Ouest were both developing tip jet helicopters in the 1950s and 60s. The Djinn was different from the Hiller in that it used a cold flow jet system, where compressed bleed air from the turbine was ducted through the rotor blades and exhausted through nozzles at the tips to spin the rotor. It was the only tip-jet helicopter to enter commercial service and some were used for crop spraying in the 1960s:
The Hiller Flying Crane concept, which was in development about the same time, was never commercially produced:
Caption?
