In an age where operational safety and pilot proficiency play a crucial role in the survival of any operation, EuroSafety provides the tools necessary to give your pilots the skills needed to operate at their highest level.
EuroSafety's initial, advanced recurrent and differences training includes indepth ground schools using high-tech computer graphics and animations. EuroSafety's flight training includes full down autorotoations, hydraulic and tailrotor failures.
EuroSafety is the most cost effective manner in which you can provide high end training to your pilots. There is no better way to ensure that your crewmembers have the necessary skills and knowledge to operate your aircraft at the safest level than to utilize EuroSafety for your training needs.
Nothing is stated in the RFM that indicates the pilot is required or advised to memorize the entire emergency procedures. There are immediate pilot actions within the emergency procedures which would imply that those parts would need to be memorized (bold lettering). There are charts in the emergency procedures so I would assume that would be difficult to memorize. Very old military mindset was to memorize everything, this has changed dramatically in modern times as the helicopters have become more complicated.
I think what you are looking for is a correction that is applicable for the Arriel 2. There isnt a correction value for the B2. I am assuming you are referencing the Donaldson filter. In the Supplement it states... If the engine health check is not satisfactory then either clean the filter and recheck the engine health using the basic Engine Power Check chart or recheck the engine health using the Sand Filter Engine Power Check chart located in the Sand Filter supplement. If engine health is satisfactory Sand Filter performance can be obtained and the Sand Filter performance data charts are applicable. If the engine health is not satisfactory then either clean the filter or contact maintenance for troubleshooting. It also states... Ensure that the IBF FILTER caution lights are not illuminated during performance of the EPC. Helicopter performance is reduced as the IBF becomes contaminated with dirt, dust and debris. The pilot/operator is responsible to utilize the Engine Power Check (EPC) procedure to determine if the engine can produce installed power. If engine health check is not satisfactory, published performance cannot be achieved.
There is a tolerance, maintenance will determine by looking at measuring the damage if the bar is airworthy. Yes, the damage is often created by tools.
Hi Kevin, so what can you do when 1 screen fail's 🤔 and you can't see your Temps and pressures or you FLI? What if both screens fail in flight, what you going to do 🤔 are you going for a normal landing or a run on?? Just thought I would ask 😁. Keep the videos coming, very enjoyable little golden nuggets of information.
Hi, This is Glen with EuroSafety, Kevin is giving training today, please let me answer your question.... If one screen on your VEMD fails, both the engine page and vehicle page are available by depressing the scroll pushbutton on the collective (or vemd). If both screens fail the procedure is to limit your speed to 100 kts minus 2 kts per 1000 ft ... no hover landing...
To be fair you did not make this. This was a class project that others worked on. By you posting it ten years ago did you steal from the other students??
@@user-xz3fo1ct5k Lol you lack reading comprehension. I never said he ripped this off ME. If you used your brain you’d see i have never posted this video in my life. This is the second time i’ve seen this animation. He stole it off of the student who made it as a class project. I go to that aerospace school so i kinda gotta say something for my past alumni
@@kaihussein5678 you have a very pleasant demeanor... you must have lots of friends. So let me try to understand this and I will try my best to use my brain.... and do my best with my obvious lack of reading comprehension compared to a graphic arts student...over 10 years ago some students went to a school and made this as a class project. One of the students posted it on the internet. It is shared all over the place. You start going to the school tens years later or perhaps have not graduated after 10 years, but any way... ten years later you see a video that you did not have anything to do with on the internet and you know someone that knows someone that said they were the only person working on that video and you get on internet and start insulting random people. You are kinda an angry dude aren't you?
@@user-xz3fo1ct5k Exactly right. It doesn’t matter if it’s an aerospace video or call of duty. If someone creates a hand made animation and i wanted to post it i would at the very least say that this is not my video and/or tag the original poster.
Is there a time limit for having only one or two blades attached to the rotor head? Someone told me once that the amount of time one blade can be attached to the head was something like 20 minutes before the starflex gets too unevenly stressed, but I’ve heard conflicting information about whether or not that’s true
It makes sense to not having them all on for an extended amount of time but I don't know if anything in the maintenance manual... I will do some research
@@kuldeepsankpal6443 Just looking forward to own one of the same type and as I see he is professional, I'm Not certified yet, but have full trust on him through the content he offers
We provide airframe instruction for particular models of helicopters, I am sorry we do not do ab initio training.... but there are many excellent programs I can recommend if you would like.
In simple terms, does this mean that it is not recommened to fly to the bottom of the dead sea with this helicopter because the tempreture limit exceeds the cap imposed?
This is not a term I am familiar with. Its not a term we use with AS350s. I am assuming you are referring to the nose rotating when collective is applied without pedal input. If you were not to manipulate the pedals when you raise collective the nose will rotate to the left.
I got what you are saying. Yes I know helicopters.... film/audio and and still working on that skill set. I just figured out the mistake I was making with editing and now audio out of both sides.
@@EUROSAFETYTRAINING Don't mind my comment, I was just having a bit of a laugh, I don't even know what a swashplate is, I'm a software engineer. I'm guessing YT recommended me this video cause I look stuff up for Microsoft Flight Sim and DCS, but your videos are really cool :)
Excellent tip. To combat this issue our SOP is to cycle the rotor brake handle and make sure it is locked all the way forward as part of our pre-start procedure.
I am not quite sure if I understand the question, but if the engine is running and the start selector is placed in the off position the engine is shut off
