Recommissioning a B206 after long lay up...
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Location: Ireland
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Recommissioning a B206 after long lay up...
Hi,
I have a B206B2 to sell for a customer. It hasn't turned a blade since July 2009. I've convinced the owners it will need serious work to get it going again, even on a foreign register. What's the norm for getting the C20B into service after such a lay up? I assume its more than just a compressor wash, clean the nozzles and charge the battery
The price is set to reflect what might be required!! It would obviously be worth 2-3x in parts. Parting out is a slow burn though.
Thanks,
Irish
I have a B206B2 to sell for a customer. It hasn't turned a blade since July 2009. I've convinced the owners it will need serious work to get it going again, even on a foreign register. What's the norm for getting the C20B into service after such a lay up? I assume its more than just a compressor wash, clean the nozzles and charge the battery
The price is set to reflect what might be required!! It would obviously be worth 2-3x in parts. Parting out is a slow burn though.
Thanks,
Irish
A couple of gallons of Jet Fuel and a Match coupled with some very good insurance maybe.
Bristow used to park aircraft that were surplus to need...shove them over into the corner of the Hangar and ignore them until a Contract came up and then they would spend shed loads of money making up for all the neglect.
Part of the question is what was done to "pickle" the aircraft and what was done while it was setting unused.
Bristow used to park aircraft that were surplus to need...shove them over into the corner of the Hangar and ignore them until a Contract came up and then they would spend shed loads of money making up for all the neglect.
Part of the question is what was done to "pickle" the aircraft and what was done while it was setting unused.
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Seaplane. I would be an immediate cash buyer of your aircraft and i am presently in in Ireland so can inspect quickly. Please PM. me your contact
number so we can discuss.
Claudia.
number so we can discuss.
Claudia.
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You haven't really given enough information to formulate a comprehensive answer, for example; a) was the helicopter hangared during the lay-up, b) were the intake, exhaust and pitot covers fitted and in good condition, c) were the main and tail rotor blades tied-down and, d) was any preservation performed at commencement of lay-up?
Two things for sure, the TT straps and the ELT battery require replacement. Check the maintenance records for any other calendar maintenance that is now required.
If the helicopter, particularly the engine, was NOT preserved them expect some 'gumming-up' of the fuel in the FCU (disconnect the hose at the fuel nozzle and do a wet motoring run - you may have to do this a few times to get fuel flow) and the hydraulic oil (if you experience a slight 'jerky' feel as you turn the main rotor then the hydraulic pump is gummed-up - don't worry too much as this will 'clean' itself during the initial run-up).
Perhaps a good guide to getting the helicopter up-and-running will be the use the de-preservation requirements of the airframe and engine maintenance manuals as guidance (whether or not it was preserved to start with). My personal opinion is that, as a minimum, you should consider a good in-depth 100 hour inspection together with a complete oil and filter change, including the hydraulic oil and filter
Finally, clean the windscreens and windows VERY carefully, any dirt MUST be WASHED off thoroughly before any wiping is done or you risk serious scratching.
Two things for sure, the TT straps and the ELT battery require replacement. Check the maintenance records for any other calendar maintenance that is now required.
If the helicopter, particularly the engine, was NOT preserved them expect some 'gumming-up' of the fuel in the FCU (disconnect the hose at the fuel nozzle and do a wet motoring run - you may have to do this a few times to get fuel flow) and the hydraulic oil (if you experience a slight 'jerky' feel as you turn the main rotor then the hydraulic pump is gummed-up - don't worry too much as this will 'clean' itself during the initial run-up).
Perhaps a good guide to getting the helicopter up-and-running will be the use the de-preservation requirements of the airframe and engine maintenance manuals as guidance (whether or not it was preserved to start with). My personal opinion is that, as a minimum, you should consider a good in-depth 100 hour inspection together with a complete oil and filter change, including the hydraulic oil and filter
Finally, clean the windscreens and windows VERY carefully, any dirt MUST be WASHED off thoroughly before any wiping is done or you risk serious scratching.
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All calendar items and a complete 300/100hr on airframe and engine.
Calendar items include TT straps, ELT, aircraft battery, Spline lubrications, Purge greasing everything, oil and filters, fire ext, first aid/survival kit, any other kit inspections (inlet filter?).
If the engine was not properly preserved, there are procedures in the manual for ground runs. You may have trouble with FCU/governer depending on the conditions it was stored in.
You would have to see the airframe and engine manuals for a complete list. There is always the danger of corrosion you can't see affecting the bearings and gears inside the gearboxes.
Calendar items include TT straps, ELT, aircraft battery, Spline lubrications, Purge greasing everything, oil and filters, fire ext, first aid/survival kit, any other kit inspections (inlet filter?).
If the engine was not properly preserved, there are procedures in the manual for ground runs. You may have trouble with FCU/governer depending on the conditions it was stored in.
You would have to see the airframe and engine manuals for a complete list. There is always the danger of corrosion you can't see affecting the bearings and gears inside the gearboxes.
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Hi,
Thanks for the replies. It's not as bad as I was expecting. I had considered that there was no point in running it as the AD on the containment ring and compressor supports was due. That would mean taking the engine out anyway. Amazing the amount of people who put this AD on the long finger. The heli was hangared with the blades tied. No covers on the intakes etc. No preservation program was in place. Just the recession....
Thanks for the replies. It's not as bad as I was expecting. I had considered that there was no point in running it as the AD on the containment ring and compressor supports was due. That would mean taking the engine out anyway. Amazing the amount of people who put this AD on the long finger. The heli was hangared with the blades tied. No covers on the intakes etc. No preservation program was in place. Just the recession....
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One of the biggest problems with leaving an engine idle for so long is the bearings dry out, which can then lead to corrosion on the dry surfaces. You may not get any indication during the initial ground runs, as they normally appear when you least expect them.
PM me for a good contact who will help you with a solution to your engine requirements (inactivity and missing AD's)
PM me for a good contact who will help you with a solution to your engine requirements (inactivity and missing AD's)
