S61 Questions

[Winnie]

Over-Talk
Sorry that I have misled you!
The story of my friend, and the one I was unfortunate enough to experience, DID NOT COME OUT OF YOUR TAX DOLLARS!
They came out of my Norwegian TAX Kroner!
(Didn't mean to shout either) just to clarify that.
With regards to the S61 stories
1. They do not have to be of silly or stupid behaviour
2. They do not have to be of military origin, since my goal is towards the civvy sector rather than mil.
3. My friend who got greatly embarrased and actually had to go to court (civilian) as it is, due to the mishap, actually had to find a different career for quite some time, before he was let back in to a purely flying job. The reason for the route they took may be questioned, however, they were called out on a SAR mission, and they thought they had the space to go between...
I know you should not think, you should know, but at least someone can learn from his mistake, whereas if we don't talk/write about stupid stuff, or embarrasing stuff, we will never learn from the mistakes of others.
As it says on top of the Aviation Safety Letter that we get with every one of our AIP amendments:
"Learn from the mistakes of others, as you won't have time to make them all on your own"
Please be free to submit more stories, good or bad regarding the S61, maybe common things that people do in the early stages, so that we may learn from the mistakes of others
Sincerely
H.S

 

[Over-Talk]

Winnie,
In that case, I extend my apologies to the fine people of our Canadian Armed Forces whose excellent name and reputation I mistakenly smeared and besmirched in my recent post.
How could I have ever jumped to such a conclusion ????

I would also like to extend a tusentakk (a thousand thanks) to the fine citizens of Norway, (some of whom are close friends of mine and commercial pilots in Canada). Their generous spending of tax Kroners on this mistake of someone else has allowed me to learn not to taxi a Sea King so close to a terminal and a Dash 7 that it is too small to even fit the rotor system past, let alone not blow the crap out of everything.
I also learnt not to let the pressure of a SAR callout force me into such decisions, after all people need my good judgement then, more than ever, and I haven't even left the ground yet !!

You were right, good story, thanks.

 

[Winnie]

Well Over-Talk,
Good to see that some of you will admit to having Norwegian friends!!
Like I said, it don't have to be stories about stupid stuff, it could be educational, something for all to learn from.
I'd like to point out that my friend learned a great lesson to the detriment of his future career, but that is a story for another day.
The first incident I wrote about happened on a day with winds inside the envelope (less than 50 knots of wind, straight on the nose), and ended up costing the RNoAF and the taxpayers of the land of the vikings lots of money, and this was an accident. However, it was embarrasing for the crew, because they "should have understood" that the winds would be diffeent, with a building some 600 feet away.

Well enough of that, anybody else have any good stories?

 

[Winnie]

Bladestrike:
The motor generator, is that the same as where you start the #1 engine in Accessory drive, then start #2, the rotor, and then pull #1 back to idle, take itt out of accessory drive, and advance #1 to join the needles in N2/Q?
Sounds weird I know, but maybe I could be onto something?

 

[a_c]

Just playing cut and paste........
just remeber this is the OM of a S61N..





MAIN GEAR BOX. -------
The main gear box, mounted above the cabin aft of the engines, reduces engine
rpm to the main rotor to produce a main rotor speed of 203 rpm from a power
turbine speed of 18,966 rpm. A freewheeling unit, located at each engine
input to the gear box, permits the main rotor to auto-rotate without engine
drag, in event of engine (or engines) failure or when engine rpm decreases
below that of the main rotor. An accessory section, located at the rear of
the main gear box. drives the primary and auxiliary hydraulic pumps, the
rotor tachometer-generator, torque meter oil pump, the main gear box oil pump,
a dc motor generator, and two alternating current generators.
The motor-generator can be used to drive the accessory section of the main
gear box to furnish main gear box oil pressure and hydraulic pressures when
the dc essentail bus is energized and the rotor system is shut down or turning
at low rpm. The motor-generator is automatically motorized when the motor-
generator switch is in the ON position, the dc essential bus is energized,
and the rotor system is shut down or operating below 28 to 32% Nr. During
rotor engagement when Nr increases to 28 to 32% Nr a speed switch automatically
converts the motor to a dc generator and the accessory section is driven by
the main gear box. Some helicopters are equipped with an accessory drive
switch on the overhead control panel. This switch replaces the speed switch I
and permits the pilot to select whether the motor-generator should be
motorized or not when the rotor system is shut down or operating below 28 to
12% Nr. Above 28 to 32% Nr a change-over relay automatically converts the
motor-generator to a dc generator and the accessory section is driven by the
main gear box. After rotor engagement, the accessory section is driven by
the main gear box through the tail take-off frewheel unit on the tail rotor
shaft. On helicopters with main gear boxes equipped with a through shaft,
the No. 1 engine input drive to the main gear box will drive the accessory
section at a slightly lower rpm if the normal drive through the tail take-off
freewheel unit should fail. Failure of the tail take-off freewheel unit is
indicated by a light on the warning panel marked TAIL TAKE-OFF.
September 9, 1963
Reissued December 17, 1963
Revised October 26, 1977
l-4A

 

[Bladestrike]

Yea

 

[Winnie]

So in general my theory is correct?
On some machines you can start the #1, to give electrical power through the Motor Gen, then, fire up the second can, start the "big" fan on top, and then couple the two engines by turning off the Acc drive, or by advancing the throttle in the other type system?
This is what I remember done in the Sea King, and that was a while ago for sure! I realize that the two are very different, but some similarities are there.
I remember that they used to run No 1 in Acc Drive, do the "T" Checks (i guess) then continue with the rest.
As long as we keep on learning [😱]
(dang smilies won't work!)

 

[a_c]

actually there is no reason to start just one...We start two then the mo-gen works from batteries, after 30% the mo-gen then turns into a generater ant the acc drive picks up the hydrolics and soforth...