Several people on this forum know much more about helicopters than I will ever know. Thank you again for your constructive advice. Please comment and follow!

Hence, another Part 91 thread for scheduled inspections and sign off…I usually like to start an annual/100 with the engine.

Note: the first 100 hour Lycoming SB 388C was incorrectly measured by an A&P in Oregon. USER:iPAT helped with comments and alerts, thank you for your knowledge! Decidedly, purchased my own tools and performed SB 388C:

Engine model: Lycoming 0540-F1B5:

https://www.lycoming.com/sites/default/files/Procedure%20to%20Determine%20Exhaust%20Value%20and%20Guide%20Condition.pdf

All (6) exhaust valves = 0.019”, no change from last inspection @ 298TT

SN# 30042 APR-2022, photograph credit Mary:


More notes and pictures to add as we progress. Mahalo and Aloha!

A few highlights of today’s inspection checklist:

1.115 Chip Detector Cleaning:
MRGB Chip detector was very clean and the grounding test was good.


TRGB Chip detector was very clean and the grounding test was good.


Clean reusable Air Filter (supersedes C771-1 air filter) Air Box & Alternate Air Door: Ensure carburetor heat slider valve (if applicable) moves fully from stop to stop. Replace air filter (lubricating IO-540 air filter rubber with A257-8 rubber lubricant will facilitate sealing). Check air box for condition and security. Verify spring-loaded alternate air door opens without binding and closes completely.



1.140 Clutch Actuator Lower Bearing Lubrication 1. Fill syringe with 4-5 grams of A257-12 grease (commercially available, see Section 1.470). Note: 5 grams of grease fills a 1.0 inch (25 mm) long space inside a syringe body with a 0.63 inch (16 mm) inner diameter.
2. Remove screw from left side of C181-3 bearing housing. Screw may be covered by Telatemp; remove Telatemp as required to access screw. It is not necessary to replace Telatemp. Note: aft cowling may be rernoved to ease bearing access.
3. Using syringe, inject grease through screw hole.



The ship is looking very good. RHC technical support is outstanding (and really patient). The customer support department realizes that not everyone is an aviation guru. They listen closely to my concerns and my newbie questions.

Tomorrow:
Perform tail rotor drive shaft runout per § 7.340.
Flight controls
Hydraulic filter
Various inspections

The tail cone has the SN written inside, easy to see with a borescope:


Damper and tail shaft are straight:



Bearings and swashplate were looking great:


Sheave alignment good:


Monday: I’m hoping to sign an annual inspection! And fly the ship to the desert, showing Mary the beautiful scenery!

It looks beautifully made, and you seem to take the inspection very seriously. There just seems to be a lot of moving parts in those things:)

daedaluscan wrote:It looks beautifully made, and you seem to take the inspection very seriously. There just seems to be a lot of moving parts in those things:)

Thank you for the compliment! She is a wonderful little ship. The engineering is top notch.

Note: Purchased a Hydrovane. Great Canadian company. Leaving Seattle in June.

Plenty of seaplanes around Seattle:

Some very interesting flight controls. Nearly perfect condition.

Late afternoon Saturday test flight. She is strong and smooth. Airworthy and signed off.

Photograph credit: MLA 2022.04.30:15:00:00CST Wind Calm, OAT 100F

I like the multi V belt transmission like the TH-55 (Hughes 269). I lost all transmission fluid three times in combat in Vietnam in the Cobra and twice in states on actual instrument approach in Hueys. Filter problem the Army fixed. A mechanical transmission is life, or death. No Sprag clutch between transmission and main rotor.

contactflying wrote:I like the multi V belt transmission like the TH-55 (Hughes 269). I lost all transmission fluid three times in combat in Vietnam in the Cobra and twice in states on actual instrument approach in Hueys. Filter problem the Army fixed. A mechanical transmission is life, or death. No Sprag clutch between transmission and main rotor.

Pertaining to the transmission fluid loss, I’m curious to what indication was there? Noise, vibration, chip light, temp light? Or did you find out after landing? Thank you for following the thread.

The T53-L13 engine had a rash of transmission fluid filter gasket failures throughout the Army. The gasket would fail and all 23 or so gallons of fluid would be pumped out quickly. Master Caution and transmission fluid pressure low warning light would illuminate and transmission fluid pressure gauge would peg zero. I expect the gauge would wiggle first but I never saw that. We were familiar with it a couple of years. In Cambodia and Vietnam, the C&C Huey filled me back up and installed a new filter. In the Guard, I was always serviced by crew chief and local military or FBO. Lycoming guaranteed the transmission for 30 minutes empty, but the most time I flew without was from the LOM to the airport. Large power change triggered it I think. There was zero noise, vibration, or fire. There was a big mess in the belly and the smell of hot transmission fluid when down.