Light Helo Parts and Tools (Primary Maint.)

This thread is meant to address light helicopter mechanics and pilots who are interested in acquiring tools and knowledge for light helicopters. I hope professionals and hobbyists alike will help share info to assist each other.

There certainly are enough differences in primary fix wing maintenance to justify a new thread specifically.

Note: RHC tech support is extremely efficient and knowledgeable and there is no void in my ships care from RHC. I just felt like sharing information and ideas also online. RHC has excellent support and quality.

Discussion Topics:

(A) Differential Compression Check. Fix wing aircraft have the convenience of a propeller to perform differential compression checks. The propeller makes an excellent handle to hold the piston at TDC. The R44 requires a torsion bar, PN MT091-1, bolted to the starter ring gear to position and hold at TDC.

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(B) Every 100 hours the tail rotor drive shaft (TRDS) is checked for runout using a standard dial gauge with an extension, KIT MT260-6.

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(D) Oil Filters, B123-2, are specially manufactured for RHC by Tempest. The new -2 requires no safety wire.

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MT091-1, MT260-6, (3) B123-2 arrived today:

What are the rubber booties for or is that to personal of a question

Mapleflt wrote:What are the rubber booties for or is that to personal of a question

No, not a bad question. I try to wear booties anytime I’m in ocean water. Much safer than bare feet.

Here’s the guy that bought my Scout 8GCBC hunting large sharks with booties on:


Casual surfing:

Light Helo Parts, Tools & Maintainability

The forecasts have been erroneous on the side of dangerous from Florence to Newport. Much more low ceilings, low visibility and more rain than expected. I didn’t want to fly in precipitation but, pretty much had to unless I landed on the beach or a logging road. Anyway, not a crisis. However, the rain eroded paint on the leading edge of the MRB. Present WX is 500 BKN and raining outside so, decided to refinish the edge this morning.

Just paint, the nickel leading edge is the real protection. Fly a few monsoons in SE Asia, or the Pacific NW and the whole aircraft can start to look paint stripped.

BTW, had a look at an MT prop getting installed on a Turbo Beaver (with a -34). Questioned it's survivability from my experience in aerobatics where the MT guys wouldn't fly in the rain, and they said the nickel leading edge had made it durable, by west (wet) coast standards.

Karmutzen wrote:Just paint, the nickel leading edge is the real protection. Fly a few monsoons in SE Asia, or the Pacific NW and the whole aircraft can start to look paint stripped.

BTW, had a look at an MT prop getting installed on a Turbo Beaver (with a -34). Questioned it's survivability from my experience in aerobatics where the MT guys wouldn't fly in the rain, and they said the nickel leading edge had made it durable, by west (wet) coast standards.

I flew an MT -15 on my 8GCBC amphibious and it was beyond amazing how well the leading edge performs. Precipitation didn’t erode enough to worry about for me. Looked good after 400 hours in my opinion.

Light Helo Maint. SL No. L180B, Preservation

https://www.lycoming.com/sites/default/files/Engine%20Preservation%20for%20Active%20and%20Stored%20Aircraft.pdf

Note: The video commentator refers to Service Letter No. L180A. The newest is Rev B, Service Letter No. L180B. I apologize for the error. If you see anything else suspicious or erroneous please forward comments!