Puma SA330J MMEL
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
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Good luck. This will be difficult. I needed 330J documentation in the mid 1980s and it was almost unobtainable back then.
There is one on the FAA Flight Standards Information Management System - SA-330G and SA-330J, Rev. 3 Date -- 06/19/1989 and push the "PDF" button. Et voila!!
Let me see - it is first of type in NZ? Are you using FAA TC or EASA TC? It may affect the validity of the document as the Master that you have to derive your own from for each aircraft.
Are you going to use the machine or put it in a museum? The issue may be the "knowledge" with legs required to operate one which is also getting pretty old!!
Let me see - it is first of type in NZ? Are you using FAA TC or EASA TC? It may affect the validity of the document as the Master that you have to derive your own from for each aircraft.
Are you going to use the machine or put it in a museum? The issue may be the "knowledge" with legs required to operate one which is also getting pretty old!!
FED,
You may find there are quite a few old NZ drivers with some time on them as well ex Pacific in PNG when they had 330's on an initial JV with Bristow until the Russian machinery turned up.
Bit of a story here.
I think operating a 330 these days would be a bit like playing Lotto!!
You may find there are quite a few old NZ drivers with some time on them as well ex Pacific in PNG when they had 330's on an initial JV with Bristow until the Russian machinery turned up.
Bit of a story here.
I think operating a 330 these days would be a bit like playing Lotto!!
Join Date: Jun 2009
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I believe this helicopter came out of the middle east and was originally intended to go on a fire-fighting contract in Indonesia. However the Indonesian government department that was handling the fire fighting did not want to pay a deposit on the contract and so a stalemate ensued. Without a deposit the operator was, quite rightly, unwilling to offload and prepare the Puma (in Singapore, I believe) without a guarantee of payment. As has been expressed here, I also understand the technical manuals were woefully out-of-date.
GBFEU was one of the Teeside aircraft which I flew in 1978/79. My last flight in EU was 9th July 1981 which was an air test probably just before it went to Australia. That's where I remember the problem with testing the sponsons from. As I was then on the S76A line so I had not flown a 330 for ten months.
My last 330J flight was in GBERH on 31st July 1984 when I flew it from Redhill to Southampton to be loaded on a ship to Hong Kong and then China. It then went to Australia.
My last 330J flight was in GBERH on 31st July 1984 when I flew it from Redhill to Southampton to be loaded on a ship to Hong Kong and then China. It then went to Australia.
Guessing that >150lbs fills appropriate fuel lines and ongoing siphon effect then allows the remainder to be sucked out but <150lbs doesn't get those lines filled and the fuel remains as ballast? Would be interested to know what the actual mechanism is.
Join Date: Feb 2009
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If memory serves me correctly it’s an old std 330/332 problem/feature. Fuel transfer to the longitudinal tanks is via gravity and you have to be doing 100kts to get the fuselage level for it all to happen as expected. I’m reasonably sure it’s mentioned in the flight manual.