I have the hinge/lock installed on the right door as we purchased a T2+ cancelled order from the Spanish Rescue services

Having done filming with the right door opened and locked, I can tell you that the wind sound above 60 knots is absolutely horrible; sounds like being in a loud live concert with the drums being the major player.... The only slight relief from it is to open both front sliding windows to equalize of some sort, but really not my preferred filming ship and the filming crew hate it

How they reckon you can fly up to 110 knots like that is beyond me....

FLM rev. 9
 

Having a quick look at the latest revision I noticed Cyclic Trim System Check was withdrawn from normal procedures checklist (4.4.1.3 System checks).

Any idea on the background?

Probably a typo which gives them something to put in Rev.10 :E

Or a way of avoiding the sort of stress on the main rotor head that may lead to cracks appearing......

I doubt this, the revision was approved more than 3 months ago, before the cracks.

Do you think the cyclic trim check was more stressful than the hydraulic checks?

No. Just thought I'd throw it in there. Any objections?

.........oooooo.........
Ooooo...........ooooo!

http://i52.photobucket.com/albums/g1...les-dawson.jpg

Snarl!:}:*;)

EC135 transmission & engine upgrade
 

Word on the streets has it; EC is working on an upgraded Transmission and Engines (1000hp each) for the EC 135 suppose to improve the hot/high performance. It’s not the EC135 i, +, or e upgrade. Like I said, I heard it thru the grapevine.
Anybody in the know what they’re up to?

Thanks,

I did notice on the CS lists on the PWC e-portal reference to a PW206B3 engine but who knows?

Does anyone know whether the EC135 is suitable for aerial photography (as a secondary role) in the standard configuration without the sliding door & locks. Is there a reasonable sized sliding window in most? or the possibility of 'popping out' a window thats easily replaceable after the flight like in the AS355?

Sliding window in some. Too small I would say.

Rear door window is retained the same as the 355 and is part of Emergency
Exit.

Problem would be FM Supplement - Flight with rear sliding door window removed.

Not aware of it on 135 or 355 for that matter which is not to say it doesn't exist
as a local approval.

I see Bond have the first e in country as G-HEMN for East Anglia. I wonder how that will feel..

The 135s that I'm associated with have a sliding window in the rear cabin door that we use for photography.

Photography Window
 

Aucky - Have a look at photos of quite a few of the UK Police aircraft, as mentioned by MG. Many of them have a sliding window (mostly left hand, although it can be fitted either side) which opens, without speed restriction, to provide a clear area of 18" high by 10" fore/aft. (480X320mm)
I don't know the make I'm afraid and, whilst it's not big, it's as large as the window can fit. :ok:

Helitech - a couple of years ago:
. . . sorry - tried to embed photo but can't, for some reason - try this link Photograph of Aircraft G-SUFK

http://www.caa.co.uk/docs/GImages/G-SUFK001.jpg

Zorab64's described window from the inside.

http://farm9.staticflickr.com/8156/7...f7e65654_z.jpg

Helicopter Cockpit (Rear Seat)
:ok:

Tech Tools Plastics make them and the part number is:

EC135 - 1006-01

Thanks to Mighty, Zorab & Silsoe, does that swap with the window of the sliding door of any 135 with relative ease? It looks perfect as a preference over the hassle of sliding door locks, spoilers & VNE restrictions, and safer too :ok: I know the photographer would be more restricted than no door, but the stills are not the primary role. Thanks again, this is very interesting :O

Aucky,
I guess the next step is talking to someone at Tech Tools/EC/Bond directly. As you can see from this pic, the sliding window is simply an adaptation to the standard window that fits in the hole. Much like ordering a bubble type window, an add on accessory.

http://i52.photobucket.com/albums/g1...d/d54dc537.jpg

Why not submit a RFI (request for information) to EC UK, they have fitted many of these to UK aircraft.

pm me if you would like a specific email address.

Aucky - to your question "does that swap with the window?", the answer is effectively "yes", although the "with ease" bit may be more of a challenge. It's effectively a one for one swap, just the skill of the engineer that dictates how long it takes them to get the rubber strip back in, as either window tend to be a bit of a b**tard to re-fit.

Just beware that if you intend to practice an emergency push out of a sliding door window, and you have the choice, use the one without the sliding insert. I heard on the (good authority) grapevine that someone tried pushing out one with the insert but, owing to the small amount of original plastic (frame) around the sliding insert, one good thump split the plastic and effectively wrote off the window! :eek: Didn't learn if the insert was able to be re-used?

Ah another u/s Skyquest screen.........

You sound surprised...

ASB EC135 62A-029
 

:D

Part 3 being Note: The preflight visual still remains

That removes a serious logistics headache for now at least!

Still a requirement for the engineer to visit every 10fh, just no removal of the nuts necessary.

It's a step in the right direction though.

Rotary Wing,
my sarcasm didn't come across me thinks.

Amazing how well they work.Not.

We have made sure the arm on which the screen is bolted on to is taken out as well when the screen is u/s because you couldn't really call it safe in case of an incident......

Does anybody fly their 135 with cargo net fitted in the rear?

What is the part number of the net and approx. price?

Any problems installing the net beside flir guts?

Phoinix, I was quoted EUR3000 for that cargo net, in South East Asia... Part number is L850M4807053 from IPC EC135 :(

Stretcher for 135
 

Hi,

Can you recommend a supplier for a simple stretcher kit that would fit in the internal cabin rails? we are not a medevac operator, but a private timber operator in the South East Asian jungle.

I need to be able to do a quick change from a rear 4 seats corporate cabin interior to only keeping 2 rear seats and a stretcher whenever there is an emergency evacuation required

Rgds
WLM

Thank you WLM!

We use the Bucher stretcher which folds in half when stowed and uses the rails to secure itself.

Bucher Leichtbau AG

Air rescue / Police equipment - Bucher Leichtbau AG, Bucher Aerospace, Galleys, Stowages, Catering Carts, Trolleys, Aircraft Parts, Cabin Interior Equipment, Emergency Medical Systems, Aircraft Stretchers, Air Rescue Equipment, Video Arms, Video Depl

Same products used in UK Police Aircraft.

http://apps.singaporeairshow.com/sto...mgs/10477.jpeg is another option as well.

A question for which TM didn't have an answer. On Pratt, you get a fadec fail at very low power setting. With twistgrip in neutral you flip out the pins and rotate the twistgrip past neutral to high setting. Doest the rate of twistgrip ensure that even at very low power fadec fail, the twistgrip can still deliver max power if needed?
These fadec/twistgrip governing ranges are a bit unclear to me.

Foldable stretcher
 

Hi WLM,
we also use the foldable Bucher-stretcher which works very well for as as we fly transports of injured persons only occasionally.
Sent you a PM.

Kind regards

Tom

Phoinix,

From what has been shown to me if you set the offending engine at ~ .7 VEMD or thereabouts you can fly the full flight envelope without the other good engine exceeding OEI limits.

The training policy at ECD these days is you can chase numbers all over the place yet the reality is you don't need to.

Apparently you do not get "FULL" power in manual. Whatever FULL means.

And you will not get it on a Bell 205 or 212 or 412 either so....................:eek:

Thank you for the replies concerning the stretcher, I will check them all
Regards
WLM

Just a feedback from a ECD test pilot... twist grips give you twice the range needed, so if FADEC is stuck in minimum position, you are able to get the whole twist for full power if needed.


And a really serious question I couldn't find a solution for on T.I.P.I.

The modification for tail mounted balancing weights. Where can we (our company) get the modification done (Other than ECD).

Is the modification really an airframe modification, or is it just "light upgrade work". - I'm not up to maintenance phraseology.

Tail balance weights mod
 

Hi Phoinix,
If your company is situated in Slovenia.
You can look if some big operator in Germany (ALT, DRF...) can perform this modification for you.

I think you can call this a modification because the aft structure of the fenestrone body is modified with a mounting bracket, weights and an access panel. Also your weight and balance is affected.
Its not an afternoons job...

Some of my own experience. We have the weights also installed but the brackets tend to crack after time. We received the upgraded brackets which are from thicker material but also these have cracks reported.

Hope you can use this info.