vihh rotorwash newsletter vol 4 issue 4 - april, … cd/vih...while trying to re-install a main...

While trying to re-install a main rotor hub assembly on a BHT 407, anengineer encountered a problem where the main rotor hub assemblywhich was removed from the aircraft would not fully engage the splinesof the newly installed mast assembly. Several attempts were made toinstall the hub assembly on the mast with no success. An attempt was then made to install the hub assembly on the mastwhich was originally installed on the aircraft. The hub assemblyengaged the mast with no resistance or problems. One more attemptwas then made to install the hub assembly on the new mast whichencountered the same problem as when it was first installed.

I N S I D E T H I S I S S U E

1 Bell 407 Mast Spline Alignment

2 205/212 Transmission Lift Link Bolt

2 ADs/ASBs and Tech Docs

3 Making Mistakes – We all do it

3 Chicken Wings

4 SPOT Satellite GPS Messenger

4 Safety Report System Activity

4 Technical Recurrent Training Certification Form

6 Incredible Kamov Photo!

“VIH – Pride in Service Since 1955.”

April, 2012 Volume 4 Issue 4

Rotorwash

Bell 407 Mast Spline Alignment

The solution to this problem is quick and simple. The BHT 407 masts have several different sets of splines cut into the mast which engage different components which make up themain rotor drive and hub assembly. Due to manufacturing tolerances when the splines arecut, no two masts are exactly the same. The result is the splines of the different drive ring sets between the yoke and upper and lower plates longitudinal alignment are misalignedwith the splines cut in the mast by only hundreds of thousandths of inches. Unfortunately,this is enough to prevent the hub assembly from sliding onto the mast.

E d i t o r K e n G e o f f r e y - Q A M L a y o u t b y D e b b e A n d e r s o n – Q A A d m i n A s s t

By Curtis Fowler – Chief Engineer ATA: 63 Reference: 407 MM 63-20, Page 37

Maintenance

To rectify this problem, simply loosen the bolts which secure the upper plate, yoke and lower plate together and theninstall the mast. The small amount of wiggle room provided by loosening the bolts will allow the splines on the hub assemblyand mast to be aligned and allow the hub to be fully seated on the mast.

– Volume 4, Issue 4 VIH Rotorwash

The following are recent Airworthiness Directives, AlertService Bulletins and other Technical Documents whichmay affect VIH maintenance and operations. Refer tomaintenance or flight documentation for complete details.

4. Bell 206A/B - TB 206-04-179 - Transmission Assembly P/N 206-040-002-115/ -117 - Interim inspection interval increase. 5. Bell 407 - TB 407-01-34 Rev. A - Pylon side Beams - P/N 407-010-201-105 & 407-010-203-105. Instructions for Returning to

Service. AS350

6. AS350BA - Arriel 1B - MM Temporary Update No. 05.09 - App-15 and Index note: Gas Generator 2nd Stage turbine disc P/N0292253130 life limit 6,500 cycles.

7. AS350B2 - Arriel 1D1 - MM Temporary update No. 05.09 - App-15 and Index note: Gas Generator 2nd Stage turbine disc P/N0292253130 life limit 6,500 cycles.

8. AS350FX - LTS101-700D-2 - SB LTS101-73-60-0270 - Engine Gearbox: Removal and replacement of N2 Speed IndicatorHousing.

9. AS350FX - LTS101-700D-2 - SB LTS101-73-60-0271 - Fuel System: Replacement of Bypass Valve Sleeve from specific FCUs. 10. AS350FX - LTS101-700D-2 - SL CSL LT101-158 - Support Options for Compliance with Service Bulletins: LTS101-72-50-0255, -

0258, & -0259 (Inspection of Gas Generator Nozzle). 11. AS350D (not FX) - SB LTS101-72-50-0255 Rev. 3 - Engine – Turbine – Inspection of Gas Generator Nozzle. 12. AS350 - EASB 26.00.02 - Erratum Corrections - Page 7, Paragraph 3.B.2.a1 and Page 8, Paragraph 3.B.2.b.1. 13. AS350 - Arriel 1 Engines Proposed AD TCDS Number EASA.E.073: Engine – Axial Compressor, Gas Generator Hollow Shaft &

Rear Bearing – Identification / Inspection / Cleaning / Replacement. (Supersedes DGAC France AD 1990-064(A) R1 dated 21March 2001).

ADs/ASBs & Tech Docs

205/212 Transmission Lift Link Bolt By Simon Partridge – Chief Engineer ATA: 53 Reference: TB205-91-88 / TB212-91-132

Please see ADs/ASBs on page 3

It has been noticed during transmission replacements that the IPC calls for a smaller bolt than is installed in many of our medium aircraft. The referenced TB 205-91-88 and TB212-91-132 clear up the P/N 412-030-224-101 as the 205 IPB only references the shorter bolt in 53-20-19. Hope this clears it up.

Bell 205/212

1. Bell 205A-1 - ASB 205-12-08 - Collective Lever P/N 212-010-403-005 - One Time Inspection Of. 2. Bell 205B - ASB 205B-12-60 - Collective Lever P/N 212-010-403-005 - One Time Inspection Of. 3. Bell 212 - ASB 212-12-145 - Collective Lever P/N 212-010-403-005 - One Time Inspection Of. Bell 206/407

VIH Rotorwash Volume 4, Issue 4 -

Technical Recurrent Training Certification For Maintenance Staff Only - Complete the reverse side and forward:

TO: VIH Helicopters Ltd. Technical Library PO Box 368 Prince George, BC V2L 4S2 ATTN: Denise Blanchette

Or email [email protected] – include in the Subject field: “I have read and understand the information in Rotorwash Volume 4, Issue 4 (April, 2012)”

Be sure to include your Name in the Text field.

ADs/ASBs from page 2

Sikorsky S-61

14. S-61 – SSA-S61-12-0002 – Dated 03 Apr 2012. Clarification regarding overhaul schedule pertaining to the use of RELcomponents in a non-REL operation. Iterations of Bulletins 61BGEN-2P and 61BGEN-1Y.

Miscellaneous

15. Various Helicopters EASA SIB 2012-06 - Defective Standard Hardware – MS21042, MS21042-L, NAS1291 and LN9338 Self-LockingNuts, and NAS626 Bolts.

16. SkyTrac – DOC0409 - ISAT-200 User Guide – Rev. 01.007 – 17-Nov-2011. New firmware upgrade document now referenced andprocess removed.

17. SkyTrac – DOC0952 – ISAT-200 Firmware Upload Guide – Rev. 01.000 – 16-Nov-2011. 18. SkyTrac – DOC0461 – ISAT-200 Installation Reference Drawings – Rev. 01.009 – 07-Mar-2011. 19. Bell (BHT) - General IL GEN-04-98 Rev. D - Changes to BHT Customer Property Return (CPR) Process.

Making Mistakes – We all do it By Brian Mycroft – Director of Safety

None of us are exempt from error. Human factors training for pilotsand for aircraft maintenance engineers is all aimed at curbing thenumber of mistakes we make. Unfortunately, we like to think thattraining can prevent mistakes but they still occur. We are all acutelyaware that mistakes in our business can be fatal. In order to help ensure we all double check to capture errors andkeep our aircraft safe, the company has mandated more thoroughchecking of work. This procedure is called an EnhancedIndependent Control Check. Please take this process seriously. YOUR life might depend upon it.


Maintenance Technical Recurrent Training Certification

Print Name

------------------------------------------------------------------------------------------- Signature and ACA/SCA Number

I ___________________________ have read and understand the information in Rotorwash Volume Four, Issue Four. The training credit for the April, 2012 edition is: 1 Hr time.

------------------------------------------------------------------------ Date

Return this Technical Recurrent Training Certification to the Technical Library in Prince George for training time credit.

Please see SPOT Satellite on page 5

By Denis Ford – Manager of System Safety

VIH Helicopters has a number of Spot Messengers that are issued to persons travelling by vehicle (or aircraft) to remote or distantlocations. Because the Messenger operates as a GPS, it is not limited to areas of cell phone coverage and therefore providesaccurate tracking of vehicles (persons) even when they are travelling along routes such as the Kitwanga - Stewart - Cassiar Highways. Pilots understand that in the event of a downed aircraft, the time it takes for Search and Rescue to reach them can be vital to thevery survival of themselves and their passengers. Blue Sky and SkyTrac have been installed in our helicopters to ensure that anyresponse effort will be focused on the actual aircraft location and not at the wrong end of a hypothetical route. SPOT Messenger canprovide this same security to persons travelling in our vehicles.

Whether it is a result of misinformation or lack or training, it would seem that somedrivers find the SPOT to be a nuisance and therefore do not bother using it. I am notgoing to give complete operating instructions within this article but merely point out afunction that makes the use of SPOT (for Model shown) very effective and relativelyeffortless. With the unit powered up and the Track mode (Footprint) activated, the SPOT’s locationwill be transmitted every 10 minutes and this will continue until it is turned off, or thebatteries die. These location messages are stored in a data base and are visible toanyone monitoring the tracking systems (Operational Support Centre). Some persons are concerned that perhaps no one will be watching themonitor and therefore unaware of their actual progress.

Safety Report System Activity Following is the Safety Report System Activity from March 20 through April 20, 2012.

Any of these reports or the investigations surrounding them are available to any employee by browsing tohttps://secure.vih.com/vihsecuresite/zLogin/login.asp. A login is required. If you do not have a personal loginvisit http://support.vih.com with your web browser or e-mail [email protected] and ask for access to the SafetyReporting System.

Safety

Report Date Description Category Report #

15-Mar-12 On the way to Stewart driver hit a patch of ice and lost control of his vehicle Vehicle 12041V

19-Mar-12 The fuel tanker was damaged while being repositioned by transport company Vehicle 12042V

29-Mar-12 Incorrect hardware placement on m/r driveshaft to transmission attachment bolts Maintenance Error 12043ME

09-Apr-12 Torque Multiplier Tool Required for job Hazard 12044H

24-Mar-12 Contract employee was stopped by police while driving under the influence of alcohol Vehicle 12045V

10-Apr-12 A turbine shipped from Galliano by FedEx arrived in PG damaged - Insufficient packaging noted

Ground Related 12046G

11-Apr-12 PIC had to make sudden turn due to loss of visibility resulting in an overtorque Aircraft in Operation 12047A

14-Apr-12 S61's #2 Engine failed to start - Aircraft was flown on one engine Aircraft in Operation 12048A

Blue = Report # is Initialized / Viewable online

Green = Report # is Completed / Viewable online

Orange = Manual Reports / Entered offline

SPOT Satellite GPS Messenger – Effective and Effortless

VIH Rotorwash Volume 4, Issue 4 -

HERE IS THE SIMPLE FIX! While in Track mode, depress the Check/OK button, wait for it to flash, then release. You can nowresume your trip knowing that a message (text or email) is being sent to a preselected group of persons, cell phones or computers, in addition to the monitored tracking system. This message states your location, local time and that everything is OK. The person receiving the message (on cell phone or computer) can select the embedded link and view your actual location on a map/satelliteimage. After approximately 15 minutes the SPOT will default back to Track mode and continue sending updated locations every ten minutes.

My Example - Prince George to Stewart: After the vehicle is started I turn on the SPOT Messenger and activate the Track mode. Once I am ready to depart, or shortly thereafter, the first OK message is sent. The SPOT Messenger then continues totransmit Track messages until I stop for fuel, coffee, something to eat, or reach a significant Intersection such as Kitwanga Junction, at which point I send another OK message. Again, SPOT Messenger sends the message and reverts back to Track.

At Meziadin Junction another OK message is transmitted. You know the routine by now ..

SPOT Satellite from page 4

SPOT Satellite GPS Messenger – Online Tracking

Upon reaching Stewart I depress the Custom Message button which I have programmed to transmit a ‘Down and Clear’ message.After waiting approximately 15 minutes to ensure message has been sent, I turn the power off knowing that all those persons I have preselected have been advised that I have reached my destination.

Note: If driving alone, I send OK and Custom messages when Vehicle is stopped, otherwise my passenger isassigned this task.

The Down and Clear message could also be used if I chose to stop at a location other than my original destination, perhaps due to driver fatigue, deteriorating weather or driving conditions. By doing so, persons including those monitoring my progress would be made aware of the change in plans, regardless of whether I could make direct contact by phone or not, thereby saving needless worry and risk to others.

Another benefit of the Check/OK message feature is that anyone receiving one can in turn forward that message to someone notpreselected within the SPOT’s programming. An example would be that OSC could forward the message to the Stewart Base anddepending on the location from which I had sent the message; they could estimate my arrival time. They would also know wherenot to look for me if they were called upon to provide assistance.

Remember, by always using the Track feature of the SPOT Messenger, even if you forget to send a Check/OK message and something unfortunate was to happen, the Track messages will stack up, one upon the other, giving a visual indication that the vehicle is not moving. Depending on whether that location is at a point of civilization or in the middle of nowhere, persons monitoring your (vehicle) progress can determine the most appropriate and timely course of action.

Drive Safe, but Plan for the Unlikely.


This amazing photo of the three Kamovs was taken earlier this month by Ron Hackett, one of our Heavies engineers. The aircraft were flyingbetween Sooke and Jordan River on Vancouver Island. In recent years it’s been a rare sight to have these aircraft on the same continent letalone flying in the same airspace. Ron explained that what looks like smudges surrounding the aircraft is actually the exhaust downwash. Thank you Ron for sharing the fruits of your photographic skills!

Incredible Kamov Photo!