superstallion6113

If you exceed the AEO or OEI limits the light will stay on until a mechanic connects a laptop to the fadec to clear the exceedance after the appropriate maintenance checks have been done to the engine that exceeded it’s limits. On the bk with VARTOMS (no fadec) I believe that info is stored in the VEMD or the decu.

For any engine FLI exceedance (AEO or OEI) a red "limit" will be displayed just off center on the VEMD. The limit light on the VEMD will start flashing 5 seconds before the time limit for whichever condition you are in (AEO or OEI).

Cage code 07482 is the GE cage code. With that being the case I'm going to assume it's a gear from the accessory drive gearbox section of a T700 engine on an Apache (assuming it really is from an Apache). With a better pic of the part number it'd be easy to figure it out.

The spring on the the swashplate is the swashplate balance spring. It can and usually does pull the controls when static, at least it did on the 212s I worked on. When rigging the controls on a 212, the spring is required to still have tension when the fwd/rh horn is at it's lowest level, so it will never not have tension on it.

LTE is a popular topic around here. You might be in luck.

I've never been a fan of the Bell design wire TT straps. The Boeing tie bars/tt straps used on some of their helicopters that consist of stacked stainless steel plates seems like a significantly more robust and durable design.

By fail I mean denied employment based on polygraph results. Everyone I know, 5 or 6 people, was disqualified on technicalities or odd anomalies such as the stories quoted below. Two of them were for irregular breathing patterns that made it difficult for the polygraph administrator to determine accurate results. Another for no change in breathing pattern or heart rate when given test questions that were to determine what happens when he lied, and was accused of trying to skew the results by practicing how to pass a poly in their own time. It makes no sense, but it apparently happened. Their answers on the poly all matched what they disclosed on their application packet/background check questionnaire. All previously held a secret or TS/SCI clearance in the past (I worked with most of these people at the Presidential Helicopter Squadron, HMX-1). Seems like the system is failing the border patrol of qualified applicants, not helping them gain them.

Just to update old info, Army Hawks actually started being built with rotor brakes with the introduction of the H-60M into the fleet. I haven't turned wrenches on a Mike model that didn't have one. The old A and L Hawks did not have rotor brakes on them.

I was about to say something along these lines. CBP = polygraph horror stories. Not sure if they are just being anal, or simply don't know how to interpret polygraph results.

Kawasaki also built Vertol 107s under license as the KV107. We currently fly some at work. I think I read somewhere that they also built a few S-61s. The KV107 was used by the Police, some private companies, and by the their military.

Touring Chernobyl area by car is a bucket list thing for me honestly, so add a helo tour of the area to the list as well.

Sure, Afg is where you work as an A&P to make great money, but as I previously said, my bi-weekly pay checks were bigger when I was stateside, working on logging jobs and fires. I just get more time off at once here in Afg. 28/28 rotation instead of the 14/7 I was working stateside.

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I work in Afghanistan right now, I'm a field mechanic. I was actually making more when I was supporting an aircraft logging in Alaska this past last summer. That was some fun work!