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In the UK there are at least 4 10.000FH airframes though two are waiting for new owners and one is hangared for when the rainy day comes....and the other is busily flying.
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Hi
Just completed a C of A on T2+ under the local Aviation Regulator guidelines and we had a strange FADEC/FLI event as follows: While on ground, engine to be tested goes to Flight, other to idle Engine to be tested goes to Manual mode selector CAD say ENG Manual for engine in test then u decrease fuel flow by twisting the correct engine grip Check Low RPM light and audio Twist grip back to Neutral, stabilize N1 Switch Off engine with selector wait for N1 = 0% Engine selector back to Normal (not Manual) Fadec off Fadec on Restart the engine Now that's where it goes pear shape: Both N1 needles on FLI will go up and down like crazy... pulling a bit of collective does not settle them.. Only way is to shut down both engines and restart as normal When we checked the second engine as per the above description, we had the same problem and had to shut down both engines again Since then no further issues, the C of A was completed without a hitch; I queried the EC engineers, but they only have experience on P&W engines, and never had this issue come up with a P&W. Any ideas?:confused: |
Hi WLM - are you sure line 6 of your procedure is correct? I am not at work at the moment but I think you shut the engine down with the manual throttle in the min flow position. I will check when I get in the office later.
Cheers TeeS |
It's the other engine still running? It's somewhere written that you shouldn't switch either FADEC off with an engine running so don't loose cross talk capabilitie...... Not written exactlyin this words, but generally idea, not enough time seating in one :(
On OEI conditoon, after safe engine shutdown (of "failed" engine), both FADEC stay in ON position, by the same reason.... Know of a problem in one FADEC (Eng 1 Fadec MInor), that was "only" a cable connection problem to the other engine (Eng 2) - lot's of "crosstalk" going on :O |
Hi again WLM
Can you advise what the actual check is for? ie preference injector check, bleed air heating check etc. You also say this is being done under the local aviation regulator guidelines - is this check something they have made up, or is it in the manufacturer's maintenance manual? Cheers TeeS |
Hi guys
Thanks for the reply; well it is a procedure written by the local Aviation Regulator (Eurocopter Malaysia) for performing a Certificate of Airworthiness on EC135T2+ This procedure say: Condition,engine to be tested in "flight, other to "idle" I guess it is for injector check; but TeeS, I think you made the right point about the twist grip should be turned to "min" , stabilized, then Eng selector to Off When I read the procedure again I think the mistake was made as follows in writing up the procedure: Line 6 says Turn twist grip to Neutral (on my collective T2+, it means back to center mark or full fuel flow) It should really say :turn twist grip to "minimum" to ensure no flame out? Then switch engine selector to off? I don't know; they have about 10-15 EC 135 P2 here, and nobody has ever said anything negative about the procedure;maybe I need to check the markings on the collective of a P2 powered 135? :ugh: |
WLM,
Working from the approved manufacturers maintenance manual chapter 05-62-00,6-3 which is actually part of the Functional Check Flight but performed on the ground. WARNING Please note that the current IETP is Rev 19.01 dtd 2012.03.05. The quoted information here is from Rev 18. It appears to be very different from a T1 and some of it is not as clear as it could be. There is actually a training course conducted by ECD to cover these procedures. F. (20) Check MIN FUEL Flow and 97 %-RPM-warning on ground: Engine main switches ENG I and ENG II -- switch to IDLE position Twist grip ENG 1 and twist grip ENG 2 -- in neutral (N) position Collective pitch -- full down (And collective lock on) Control switch FADEC ENG I / II -- switch to ON position (it should read CHECK ON) Engine main switch ENG I / II of the engine ENG 1 / 2 to be checked -- switch to FLIGHT position Engine main switch ENG I / II of the other engine ENG 1 / 2 -- switch to IDLE position Twist grip ENG 1 / 2 of the engine ENG 1 / 2 to be checked -- turn until NRo = 102 % -- 104 % to increase fuel flow (careful here no governing protection) NOTE Wait until the engine is in stabilized condition. CAD indications -- check TWIST GRIP, DEGRADE (TWIST GRIP because it is no longer in the correct position, DEGRADE because the FADEC is no longer in complete control) Switch ENGINE MODE SEL ENG I / II of the engine ENG 1 / 2 to be checked -- switch to MAN position (the one on the overhead) CAD indication ENG MANUAL -- check CAD indication DEGRADE -- check off Twist grip ENG 1 / 2 of the engine ENG 1 / 2 to be checked -- decelerate instantaneously to neutral (N) position to decrease fuel flow CAUTION SHUT DOWN ENGINE ENG 1 / 2 USING THE ENGINE MAIN SWITCH ENG I / II, IF TOT RISES ABOVE 700 C. N1, N2, TOT -- monitor during fuel flow decrease LOW-RPM-WARNING -- record ( 97% - this is what you are checking here) Warning light ROT. RPM -- check Beeping tone (800 Hz) -- check LOW-RPM-WARNING -- check, if reset possible (You should be able to) NOTE Wait until the engine is in stabilized condition. N1 -- record NOTE The engine ENG 1 / 2 must not flame out in neutral (N) position. ENG OIL PRESS / ENG FAIL indication may appear Engine main switch ENG I / II of the engine ENG 1/ 2 to be checked -- switch to OFF position CAUTION DO NOT SWITCH ENG MODE SEL ENG I / II BACK TO NORM POSITION, BEFORE N1 IS ZERO (WAIT 16--20 SEC. ADDITIONALLY). Switch ENGINE MODE SEL ENG I / II -- switch to NORM position of the engine ENG 1/ 2 to be checked NOTE If the switch ENGINE MODE SEL ENG I / II is switched to NORM position, the CAD indication DEGRADE illuminates briefly. CAD indication DEGRADE -- check, if illuminates Control switch FADEC ENG I / II of the engine ENG 1 / 2 to be checked -- switch to OFF position Engine ENG 1 / 2 -- restart in accordance with FLM EC135 T2 (CPDS) / FLM EC135 T2+ (CPDS) as appropriate As always read this first. |
so nowhere "speaks" about switching FADEC off (at least on, if any engine is running....) ?????? Control switch FADEC ENG I / II of the engine ENG 1 / 2 to be checked -- switch to OFF position Engine ENG 1 / 2 -- restart in accordance with FLM EC135 T2 (CPDS) / FLM EC135 T2+ (CPDS) as appropriate |
Engine main switch ENG I / II of the engine ENG 1/ 2 to be checked -- switch to OFF position CAUTION DO NOT SWITCH ENG MODE SEL ENG I / II BACK TO NORM POSITION, BEFORE N1 IS ZERO (WAIT 16--20 SEC. ADDITIONALLY). Control switch FADEC ENG I / II of the engine ENG 1 / 2 to be checked -- switch to OFF position Engine ENG 1 / 2 -- restart in accordance with FLM EC135 T2 (CPDS) / FLM EC135 T2+ (CPDS) as appropriate http://www.osimco.de/images/Switch_P...it%20EC135.JPG NOTE: Image for information purpose only. Configuration as seen is not normal. Another precaution with the TM engines - DO NOT move Twistgrips without FADEC powered up! |
Thanks RVDT
I have written to ECM about their procedure, asking for clarification; they will contact ECD lol before replying... Rgds :O |
Sun Visors
Anybody had their sun visors in the front curl up in the sun and fall on their head in flight?
Certainly gets your attention! Answers on the back of a postcard to............................ |
They don't issue sun visors in Cork, just fog lights :-)
TeeS |
Sun visors? You can't mean the solid plexiglas which are over your head....are they the cloth variety which pop on onto the frame over your feet which are glare shields due to the landing light?
Tell us more... |
BS,
The dark bits either side of the overhead. Granted they may not be so popular in the cooler climes! http://img.fotocommunity.com/photos/16096306.jpg |
Both our 135s got them, but they haven't come down in flight though I can appreciate that being a tad distracting.....
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Nice man from EC came out to Kuwait and fitted these to the 2 police a/c in 2004. It was only after he'd gone and we went to fly one of them that we found he'd sliced through the Lhs intercom lead.
Anyway, who needs sunvisors when you're wearing bonedomes like proper pilots should (says the bloke who's off to join the headset brigade any day now - sigh)? |
Don't worry Thud, I'm sure you will still be allowed to wear it in the bedroom :ok:
Cheers TeeS |
Any experience how to put 40kg ballast on co-pilot empty seat?
How to secure it, to prevent possible interference with cyclic? |
Make it 45 Kgs and strap it to the cabin floor behind the co-pilot seat.
.....just a thought. |
TXT
Doing it right now, but I would like to have it more fwd. |
Take a crash-test-dummy and strap it in ;-)
Seriusly, in the automotive branch they use bodyshaped plastic structures filled with water, which they strap to the seats ( standart safety belts ) to simulate the weight during testdrives. Or take a big backpack, filled with sandbags and/or waterbags. It also could be easily and safely secured with the standard seatbelts. skadi |
Hmmmm,
If you are having to put that much weight up forward I am assuming you have removed some equipment fitted forward i.e. Nightsun or FLIR etc. If this is the case you may find there are trim weights you can remove in the tail to solve your problem. Have a look in the panel below the ground handling fittings on the rear of the fenestron housing. |
Or take the seat out and strap the 40kg, plus a weight equivelant to the seat, to the floor in its place.
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Or take 10 kg out of the tail trim (if its installed) to achieve a more FWD result and be 50 kgs better off! :p
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Or find yourself a model / actress to take along for the ride :E
Problem solved, friends jealous, ego boosted and who knows after dinner à deux, it might be more than adieu :ok: The Height and Weight of 10 "Hot" Female Celebrities Revealed! | Fitness Black Book |
I have just installed aux fuel tank, that mobes CG rearward.
It os impossible to legally unistall fenestron trim weight. I suppose they also,solve some vibration issues. |
OK,
Now we have the "real story" to work with. Looking back through your previous posts the AUX tank fixed parts were fitted by EC or someone else? There is a "trim weight" kit that can/should be fitted in this case......... The trim weights are fitted in the nose and in the rear of the fenestron structure. (No they are not dynamic balance weights) The trim weights are designed to be fitted/removed wihout special tools as required. Granted there is an AUX tank for 135 and 145 but if you do the numbers and research, neither system is very practical. |
Granted there is an AUX tank for 135 and 145 but if you do the numbers and research, neither system is very practical. I will look in the fenestron structure if there is something, and try to order nose trim weight. Cooperation with Eurocopter is disaster. It took me several months just to ORDER aux fuel tank instalation. The company reminds me of Franz Kafka book Castle. |
Cooperation with Eurocopter is disaster. It took me several months just to ORDER aux fuel tank instalation. The company reminds me of Franz Kafka book Castle. Even the information regarding the kit is very vague in details. OPTIONAL EQUIPMENT 85-80 Trim System 85-81 Trim Weight - Front - Part No. L858M0001051 (NP) Not procurable! 85-85 Trim Weight - Aft - NO NUMBER Your only option will be to contact ECD as to whether you can do the installation in the field if there is no SB. (I checked TIPI and cant see anything) An issue with ECD is the retrofit to aircraft in the field of Optional Equipment. If there is no SB it must be done "in house" through their manufacturing and modification approvals. |
Of that I have no doubt! There is a lot of room for improvement. If you are a big customer you tend to have direct connections to the right people! Otherwise........................... I have checked two inspection covers in the fenestrom, and there is no optional weight installed. I know, that there is not SB to install front weight, so ECD should do it again. That means another gray hairs in my head and 6 months of emailing :-((( ECD did a proper weighting after aux fuel tank modification so at least I have a lot of numbers I can play with in Excel table and figure out how to fly inside envelope. 120kg of water ballast instead front seats do the job well, but do you want to carry 120kg of uselles ballast? So whateever I could put safelly on co-pilots seat is good for me. |
Different force in cyclic
Guys
It happened twice to me. I am flying EC135P2 with AP, SAS and all goodies, and after aprox one hour of flight I have realized, that when I press FTR, the forces in cyclic are more stiff than before. You probablly know the feeling, that if you press FTR there are no forces in cyclic, and cyclic feels light like nothing. But after hour of flight or so I have realized that the forces start to feel more hard, like if rubber was inside control box - I mean acutator bellow floor. I have landed, checked both hyd system. Nothing seemed to be wrong. Called maintenance. They told me that as soon as both hyd systems are ok I am safe and should observe. After two days the same problem. First hours of flight normal, after that more stiff forces in cyclic after I press FTR. Does anyone had the same problem in the past? |
Originally Posted by ILBLOG
ECD did a proper weighting after aux fuel tank modification so at least I have a lot of numbers I can play with in Excel table and figure out how to fly inside envelope. 120kg of water ballast instead front seats do the job well, but do you want to carry 120kg of useless ballast?
Am I in for a shock once I fill up the Aux tank? |
Wire Strike Installation
If ballast isn't allowed due to the radar perhaps a wire strike kit installation would help - the blades are heavy - not cheap, but a thought.
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does anyone have experience with a Cineflex system on a 135? I see Meeker aviation do the utility step mount that's EASA cert'd, capable of mounting it, and easy to install, as do HDSkyCam but is the camera more limited in view than the typical installation on an AS350/355? It looks like being somewhat more in-line with the skids (which are also bulkier, and protrude further forwards than a 350) would restrict any rearward facing shots significantly.
If anyone has any experience with this, or the typical counterbalance weights used (if any) with this type of system i'd be very keen to hear more. Thanks. P.s. if you want to try out a Cineflex as CG ballast on the front i'd be more than happy to give it a go for you :) |
sir, send us a email, will help with any questions. also the HD skycam mount is ours as well
thanks cal [email protected] |
Hi Cal, thanks, you replied by email the other day with respect to pricing and lead times. I'm hoping for any operational experience from an operators point of view, with regards to flexibility (for example rearwards facing shots with the camera more inline with the skids in the 135).
Any advice much appreciated. PM or email if preferred if this is a thread drift. Thanks |
sir, you might try and contact Coyotair, as they have both our mounts for the 135 and 355.
there is no counterbalance needed on the 135, if using cameras in the Cineflex / UMHD type cal |
Are you aware that the 135 has a speed limit of 60 kts with the door open?
There is a mod which allows higher speeds but I can't remember the limit. |
Aucky,
I appreciate your desire to make use of the opportunity you have. Re: the EC135 (apart from police machines with dedictaed systems), the EC135 is not a normal filiming machine. By comparison, the AS355 is standard kit where a twin is needed. All the mods and kit are already cleared and available. The main problem is that EC135s will be shiny and new, and their owners not wanting to risk the paint job for a utility job. Because it is not used much in the role many of the wrinkles have not been worked through here in UK/EASA land. An example is BS's issue about Vne with door's open (assuming you will need the doors open), I am trying to remember what the kit consists of. I think it was a sort of leading edge kit for the front of the opening where the door normally goes. My guess is that it would be expensive and you would have to buy it and get it fitted. |
Helinut - Thanks for the input, I have read the relevant parts of the manuals, spoken to a handful of operators, and generally have a positive response. Their machines are new and shiny, but most also see a nice opportunity for some interesting work with one of their trusted pilots onboard. The mounts that i've found so far are simply a replacement side step with bolts, no mod required. The hardest problem if finding the one most suited to the task, as I have a willing agreement in place for a T2+, but it does't have the door locks in place for doors open flight. Your correct there is an optional extra required for the rear door (a lock) to enable doors open flight, limited to 60kts, but 110Kts or VNE (which ever's slower) with the hinge/spoiler mod.
http://s19.postimage.org/7nqoalu0j/S...t_18_44_47.png. I appreciate that the AS350/AS355 is more usually used for this purpose, however with the payload requirements even the N is on the limit, especially from restricted sites, at warmer temperatures, and they're not so easy to come by either. In either case finding one that ticks all the boxes is the part thats tricky, but thats why i'm working months ahead, and it's all worth investigating :ok: The AS355N alternative will suffice but be more restrictive with regards to MTOW for helipads that aren't clear area. I'm investigating all the options at the moment in an ideal world, and then filtering to those which are feasible with whats available. Thanks for the input - it's useful to hear things that I may not have considered :ok: |
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