Resurrected from the Boneyard!!!

[ChuckMK23]

Each aircraft that is in the boneyard was put there as a full up around jet (or helo). Having just flown a comprehensive FCF with all discrepancies signed off in the ADB. When we'd send a Tomcat there, it was typically one of our better jets.

A good example is Heavy Lift Helicopters - they bought a mothballed USMC CH-53D at auction for a little less than $400,000 - it was in near flyable condition after only 5 days of depreservation work. This airframe I believe had less than 4,000 hours on it when it was acquired...

A good chemical strip and nice repainting was all that was left...

 

[Gatordev]

What is the fall rate for a -60 fully loaded? Hard to believe that it didn't work though...(completely shocked) :icon_mi_1

Nice one Brett.

I forget what the -57's rate of descent is. One of the studs here can chime in. For a -60, it's about 2500 fpm, but the heavier the aircraft, the slower it falls. Don't ask me to explain, it makes my head hurt just thinking about it.

@Chuck:

I didn't know the Navy had helos w/ less than 4000 hours unless it ended w/ "Sierra."

 

[ChuckMK23]

The Bell 206 series (TH-57) has a disk loading of 3.66 lbs/sq-ft. and a descent rate of 25-30 ft/sec in a steady state autorotation at 60 KIAS = around 1500-1800 FPM

 

[JIMC5499]

resurrected from the boneyard

Then how do you get an "uncommanded blade fold in flight"? I could swear that was on the NATOPS exam...

If it doesn't violate security I gotta know. What was the procedeure if you had an uncommanded blade fold in flight?

What I was referring to is that the blade would be distorted from the airflow and this would put the pin lugs out of alignment. I saw it with an SH-3 when we had a wind gust come up when we were unfolding the blades. It got us a rotor head change.

 

[ChuckMK23]

If it doesn't violate security I gotta know. What was the procedeure if you had an uncommanded blade fold in flight?

What I was referring to is that the blade would be distorted from the airflow and this would put the pin lugs out of alignment. I saw it with an SH-3 when we had a wind gust come up when we were unfolding the blades. It got us a rotor head change.

There would have to be so many interlocks that failed it wouldn't be funny.

On the '46 I was flying an FCF that required us to abort do to severe vibes - turns out the forward rotor blades were not *fully* unfolded (talking like an inch on the pins). That should not have been possible - but there you go!

The centrifugal forces involved in folding a turning rotor head would be huge - well beyond the ability of the blade fold actuator/motor to be sure.

 

[highlyrandom]

Yeah, I'm sure it was one of those "bulkhead remover/mail buoy/sea bat" things.

 

[Brett327]

Yeah, I'm sure it was one of those "bulkhead remover/mail buoy/sea bat" things.

Expect the unexpected - words to live by.

Brett

 

[Gatordev]

The closest thing I could come up with was GUST LOCK CAUTION LIGHT ON. That's the thing that spins the rotor to its indexed position.

Basically if it won't go away, it says to pull the CB. I read that as:

GUST LOCK CAUTION LIGHT ON

1. Ignore.