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torquelimited, thank you very much!!! i appreciate your help!!!
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electrical interlock of hyd cx at Idle, 412 EP 3DF
its done at idle as per newest cx
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Bell 412 EPI: Features & Video
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Bell 412SP torque
I flies bell412sp for offshore.
My choppertransmission torque indicates over 100%(about 103%) for 1~1.5 seconds when takeoff at oil rig after 15feet hovering at torque stabilizing 95~98% without collective input. N1 is 1% differance, ITT is normal. But engine torque spilt about 6% stabilizing at that time. Only transmission torque moves up. Then XMSN TQ decrease to 85% until Vtoss also without collective input. I don't know the reason. Please let me know if you have this experience, or the reason why? Thank you :hmm: |
B412 Middle East & Africa Operators
Does anyone have an updated list of Bell 412EP Middle East & Africa Operators?
Thank you! |
Abu Dhabi Aviation
Bristow Helicopters Nigeria Caverton Helicopters Falcon Aviation Services Gulf Helicopters Co. Hawker Pacific Airservices Ltd Heli Malongo Airways Pan African Airlines Petroleum Air Services Saudi Red Crescent Authority Starlite Aviation Pty Ltd Abu Dhabi Maritime Agency Abu Dhabi Police Air Wing Algerian Air Force Bahrain Public Security Flying Wing Botswana Defence Force Cameroon Air Force Dubai Police Air Wing Eritrean Air Force Lesotho Defence Force Nigerian Police Force Saudi Air Force Tanzanian Peoples' Defence Force UAE Air Force I/C |
Hey Ian
By chance do you know of the hiring status for any of these companies for potential co pilot positions? Thanks DF |
Anybody hear anything new about the EPIs?
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Panel pic
Hello! I am trying to get a full colored picture of the warning panel all lighted up of the 412 EP. Neither the Training Manual or the Flight Manual has one, contrary to the 212.
Does anyone have that or a good photo of the panel all lighted up? thanks! |
Master Caution
send me your email. I have a drawing of it
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pt6t3
dear sir
hi i wanna know different between pt6t-3b(1025 shp ) and (970shp) in overhaoul performance also how to adjust zerro and span setting in their RGB PLZ DIRECT ME TY |
412HP AFCS checks
I'm new to the HP and have a question on testing the AFCS. (I've only done the automated test before) From the flight manual...
Cyclic ATTD TRIM switch - Right for 2 seconds, then aft for 2 seconds. Observe APIs move right, up. SYS 2 button - Depress and hold. Observe SYS 2 actuators agree. Cyclic FORCE TRIM release button - Depress. Observe APIs move to center. When you use the ATTD TRIM on the ground during this test would you expect the cyclic to move in response to the trim input? If it should move would you expect the cyclic to move immediately or with a delay? Should it stop moving once the trim input has been released or continue motoring towards the stop? Trying to troubleshoot a finicky AFCS and based on my experience on newer 412's I expected the cyclic to move, but it is not described that way in the flight or maintenance manual. Thanks. |
Hi
I don't know if this is what you are looking for but the 1025 SHP is limited for 2 1/2 minutes and the 970 SHP to 30 minutes typically during a single engine operation. This is as per Transport Canada type certificate E-10. |
regarding operation of bell 412
hi . i am a bell 412 EP maint crew. i have questions regarding operation of my heli. firstly during takeoff at 100% Nr the rpm droops more than 2% which is not usual and secondly in one of my heli ITT of no 2 engine is always 50 degrees ahead of no 1 engine and it fluctuates alot during collective manipulation.i am operating at 5000 ASL and OAT is normally 30-38 degree C. plz help me with it. regards
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Why don't you just call BHT? :confused:
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i am not having access to BHT due to some reasons. need help:{
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Interesting, do tell! Is it stolen? Do you want to go drone hunting with this ship? Was it built by BHT or is it maybe one of those rundown ITPN 412? :D
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[email protected]
Bell E mail for bell 412 |
Bell 412 Operations above 5,000 ft
Evening all,
I am after information regarding 412 operations above 5,000 ft. When such operations are carried out in the sim the after start FUEL XFEED checks with OVRD CLOSE will result in engine shutdown when the corresponding BOOST PUMP switch is selected OFF. Checks of the Electrical Systems will also result in dual engine shutdowns when the EMERG LOAD switch is engaged following deselect of GEN 1 and 2 (due of course to both boost pumps coming off line). Clearly this phenomena is in line with published restrictions regarding the operation (or not...!) of the fuel booster pumps above 5,000 ft and the limitations of the engine driven fuel pumps. Has anyone out there got practical experience of operating 412s at altitudes above the 5,000 ft threshold and if so how have you addressed these issues in your after start detailed checks. Many thanks |
I just finished my recurrent on the 412 at DFW South location. It's a brand new sim capable of 412EP with EFIS, Fast Fin and 4 axis AP. Extremely detailed visuals and updated flight data. The later was a huge surprise.
The instructor gave us a tail rotor drive shaft failure... Surprise surprise, the 412 is not capable of flight at any speed, Fast fin or not. If you enter an autorotation fast enough your only option is to follow it through the right turn, flaring at about 100-ish ft and of course than the left yaw comes that will turn you about 90º. So the flyaway no longer possible they teach to auto immediately and follow it through the right yaw. I was on the old 212 sim and slightly newer 412 sim some years ago and I remember you could clearly fly away at a low power setting at vy. All this has me puzzled; 212/412 fuselage concept - the 212 has spiral dive tendency, too much directional stability, that's why it got the dihedral sail. But now, with new data, we get that something that ought to keep you straight is unable to do just that. |
"updated flight data" is exactly the reason why you can't fly away in the sim after losing your tail rotor. Many of us had done training in that sim and similar ones where it was possible to fly away. This now appears to have been teaching a response that was incorrect most of the time. Harsh reality since then reinforces that an immediate autorotation is (and was then too) the recommended immediate response. My notes from my last sim session in DFW state enter autorotation, then if altitude permits, check if powered flight is possible. Unfortunately powered flight was always possible in the sim.
News Article | Royal Canadian Air Force | Report | CH146420 Griffon - Epilogue - Flight Safety Investigation Report |
Engineer ex 412, we were told during training the No 2 would always run hotter then No 1 , if both engines had the same power, due to the position of the thermocouple harness, and the bleed valve positon.also the airflow over the top of the engine cowlings was supposed to cause a difference in itt's. But it doesnt take long for engines to develope different power causing high itt diferences, when I was operating 2 x 412's in the north of Pakistan, Gilgit and Chitral, the gritty landing areas would chew up the engines pretty quick, as for the rotor droop, needs adjusting on the compensator, but the pilot has his beeps anyway. Hope this helps you. :ok:
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I'm familiar with Canadian accident, but they failed to enter autorotation to start with, missing T/R GBX and rotor didn't help the situation either.
The thing that bothers me is why such a severe right yaw in autorotation? If anything, I would expect a left or neutral yaw due to vertical fin. |
Hey guys. Looking at the malfunction pages of the basic (no-P) 412 model, there is no scenario regarding flight with both Heli Pilot offline. Any light on that? Is that common practice?
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Fuzzy recall but having one or two AP off was covered in limitations and affected speed, climb and IFR. VFR if you lost one AP you'd turn the second one off so you could keep flying faster than the 212's around you. Normal day.
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I'm sure there's a few 412EPI out there. Any data on their Basic empty mass for a given configuration? Thanks!
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Canadian Coast Guard have about 10 of them, NSW Police have two now and think there are a few more out there.
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Thanks Ned! Any contacts I could ask the data from?
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Phoinix - Drop me a PM and will give you some contacts.
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Is 412EPI capable of RNAV approaches? I don't remember seeing an FMS in the cockpit either.
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Don't need an FMS to perform RNAV (GPS) approaches, just a certified receiver.
FMS in a 412 is a waste of money anyway. |
Originally Posted by Phoinix
(Post 9880128)
Is 412EPI capable of RNAV approaches? I don't remember seeing an FMS in the cockpit either.
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Thank you!
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Bell 412 pt6t-3df engines have fluctuate N1, N2, ITT, TRQ AND FULE FLOW at the same time on both engines. Engine #1 another problem during acceleration there is rumble with high ITT and stall . The MM troubleshooting does not mentioned fluctuating problem with both engines simultaneously. I would appreciate if anybody can help . |
(If not for the engine with the rumble....) With both engines apparently fluctuating, reduce one throttle and see if fluctuations on the other engine continue. If fluctuations continue, return throttle to full open and repeat process with the other throttle. One engine might have a problem and the other is normal but trying to compensate.
The rumble in ENG #1 needs to be fixed first, sounds like compressor damage or bleed valve issue causing that one. |
Put the suspect engine in Manual Throttle.....and see if that resolves the Two Engine issue.
Do the same for the other engine and see what happens. One of them in Normal Governor should show a problem I am thinking. |
Had the same sort of problem on a 76A, fluctuating fuel flow, N1, ITT, TQ, as one engine went up, the other went down, as you'd expect. Identified the bad engine by pulling each throttle back in turn out of governing range, having identified the bad left it just out of governing range and things settled down. Brought it home and maintenance unable to fault on a test flight with the CP. Put back on line and thirty minutes or so into the next trip one engine went to zero TQ, I knew from previous flight which was the "bad" engine and having lowered collective to contain the good engine and with hand half way to the throttle the bad engine then went from zero to max TQ in a heart beat. Turned out the drive shaft on the governor flyweights had been binding causing the hand waving of fuel flow, N1, ITT, TQ, and drive shaft ultimately sheared.
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Originally Posted by Afshin939
(Post 10390119)
Bell 412 pt6t-3df engines have fluctuate N1, N2, ITT, TRQ AND FULE FLOW at the same time on both engines. Engine #1 another problem during acceleration there is rumble with high ITT and stall . The MM troubleshooting does not mentioned fluctuating problem with both engines simultaneously. I would appreciate if anybody can help me.
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From quite a ways back.
https://www.sandiegouniontribune.com...c13-story.html US agents hold suspected Iran-bound helicopter December 13th 2009 The Associated Press Federal agents are investigating whether a helicopter they have held for 14 months at an airport in Texas was earmarked for shipment to Iran. The agents suspect an Italian company has already shipped two helicopters in contravention of a U.S. trade embargo with Iran, and that the third was also intended for the country. The $8 million aircraft meanwhile sits in a Bell Helicopter hangar at Arlington Municipal Airport, The Dallas Morning News reported in Sunday's edition. At least one of the aircraft believed shipped to Iran was equipped with night vision and autopilot technology subject to strict U.S. restrictions, the newspaper reported. A federal seizure of an Iran-bound helicopter is "a unique circumstance" for North Texas agents, said George Richardson, special agent in charge of the U.S. Commerce Department's Bureau of Industry and Security office in Dallas. "This is driven by economics," he told The News. The Italian company, Tiber Aviation SRL, last year bought three Bell 412 helicopters from Helivan SA of Mexico for about $22 million, the report said. Bell Helicopter says it leased three helicopters to Helivan in Tarrant County but that Helivan was not authorized to sell them. Tiber asked Swiss-based shipping company Panalpina Inc. to transport the first two helicopters through North Texas to Italy, said Panalpina deputy general counsel Robert Ernest. Panalpina was about to ship the third when a Tiber pilot asked for a quote to ship the aircraft to Iran. Panalpina refused to ship the aircraft and contacted the U.S. Commerce Department in Dallas, Ernest said. Tiber has denied intending to ship any of the helicopters to Iran, according to court documents. The ownership of the helicopter is in dispute in a pending lawsuit between Tiber and Textron Financial Corp., a unit of Bell Helicopter Textron, Bell Helicopter's parent company. The newspaper did not report any comment from Helivan. The United States has imposed a trade embargo on Iran since 1995, but foreign companies linked to the United States can still use legal loopholes to sell U.S.-made goods legally to nations under U.S. export bans. "We don't want technology to go to Iran, regardless of whether it will be used militarily or by civilian businesses," said Kenneth Wainstein, former U.S. assistant attorney general for national security. "We don't want American businesses engaged in trade with a regime whose policies are antithetical to our national interests," he told The News. --- Information from: The Dallas Morning News, http://www.dallasnews.com |
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