Correct Assembly Direction 

  

Incorrect Assembly Direction 

I N S I D E T H I S I S S U E

1 Ka-32 Hydraulic System Pressurization Check Valve

2 FOD Hazards

2 Chicken Wings

3 ADs/ASBs and Tech Docs

4 Extreme Cold Weather Operations

4 Technical Recurrent Training Certification Form

5 Frozen Procedures

5 Safety Report System Activity

“VIH – Pride in Service Since 1955.”

February, 2014 Volume 6 Issue 2

Rotorwash L a y o u t b y D e b b e A n d e r s o n – T e c h n i c a l L i b r a r i a n

Ka-32 Hydraulic System Pressurization Check Valve By Mark Junker – Ka-32 Project Manager ATA:29

Maintenance

Note CORRECT 

piston direction

Recently during a routine engine replacement on C-FIGR it was noted that the Hydraulic System Pressurization valve P/N H5810-270 located on the engine decks could easily be assembled with the inner piston in the incorrect direction. This notice is to show the correct direction and notify everyone that it is possible to assembly incorrectly.

Note WRONG piston direction

Page 2 – Volume 6, Issue 2 VIH Rotorwash Chicken Wings

During the Transportation Safety Board investigation into the cause of the KHLengine failure, one of the theories that was originally talked about was “FOD”.This of course was not followed up on once the engine was disassembled andthe visual inspection upstream of the damage did not reveal any evidence tosupport the theory.

Nevertheless, it’s a good reminder to remain diligent when it comes to FOD. Inmany of the remote areas where we operate, the service landing sites aregravel, dirt, etc. This type of service will inevitably lead to debris such as sand,dirt, small rocks getting stuck to the shoes and boots of the pilots andengineers who may track these things up on to the nacelle platforms, cowlingdoors, or the fuselage area forward of the engines. We should all be aware ofthis hazard, and take the appropriate steps to eliminate it by making sure theshoes are as clean as possible before climbing on the aircraft, and to takesome extra time prior to climbing down to make sure that no debris is leftbehind where it may be ingested in the engines, APU or damage the rotatingparts. This of course also applies to tools and materials used in themaintenance activities.

FOD Hazards By Russell McGowan – Director of Maintenance

In addition to the remote working areas, there is also a risk of tracking FOD up on to the aircraft when working in the hangar or outsideon prepared surfaces such as pavement or concrete pads. Quite often you will see bits lock wire and cotter pin cuttings among otherthings that get discarded on the floor. These items can easily get stuck in a shoe and inadvertently tracked up on to the aircraft and leadto a FOD hazard.

A new policy that we are adopting effective immediately is to not discard lock wire, cotter pins, rags or anything used in maintenance onto the floor or helipad. When starting maintenance you should take a container suitable for holding the garbage on to the aircraft withyou (small box, tin can, garbage bag etc.). At the end of each work day in the hangar, the crew Chief will assign one of the crew tosweep the area around the aircraft.

VIH Rotorwash Volume 6, Issue 2 - Page 3

Technical Recurrent Training Certification For Maintenance Staff Only - Complete the reverse side and forward:

TO: VIH Helicopters Ltd. Quality Assurance 1962 Canso Road North Saanich, BC V8L 5V5 ATTN: Debbe Anderson

Or email danderson@vih.com – include in the Subject field: “I have read and understand the information in Rotorwash Volume 6, Issue 2 (February, 2014)”

Be sure to include your Name in the Text field.

ADs/ASBs & Tech Docs The following are recent Airworthiness Directives, Alert Service Bulletins and other Technical Documents which mayaffect VIH maintenance and operations. Refer to maintenance or flight documentation for complete details.

Bell 206/222 1. Bell 206 – TB 206-12-199 Rev.A - Improved Upper Left Longeron/Fitting Assy PN 206-031-0314-223S and

Aft Fuselage Bulkhead 407-030-027-105, Introduction of.

AS350

2. AS350 – SIN 2691-S-76 Rev.0 - ENGINE CONTROLS - Failure of the mechanical connection of the twist grips. 3. AS350 - Emergency ASB 05.00.72 Rev.3 - TIME LIMITS - MAINTENANCE CHECKS - Engine-to-MGB coupling - Check of the

hydraulic pump drive bearing on single hydraulic helicopters. The purpose of Revision 3 is to specify that the hydraulic pumpdrive assemblies whose hydraulic pump supports are marked with the letter “V” are not concerned by this ASB, regardless of theS/N of the bearing.

4. AS350B3 - ASB 01.00.67 Rev.3 - LIMITATION - FUEL SYSTEM AND CHECK FADEC - Flight manual procedure. Revision 2 of thisASB is to cancel the instructions given in this document for helicopters equipped with a FADEC C13165DA00 amendment A orC13165DA00PC00 amendment A or C13165FA00 amendment B.

5. AS350 - IN 2654-I-60 Rev.0 - STANDARD PRACTICES - ROTORS - Modification of paints for helicopter rotor blades. Modificationof paints for helicopter rotor blades – Issue of paint preparation and application procedures.

6. AS350 – SB 30.00.09 Rev.1 – ICE AND RAIN PROTECTION – Pilot and co-pilot windshield wiper installation (Removable Part). Thisto install windshield wipers for better visibility under rainy weather.

7. AS350B3 – SIN 2692-S-71 Rev.0 – POWER PLANT – FADEC D – Turbomeca info re tantalum capacitor failure which may lead tocomplete failure of the regulation. Refer Turbomeca Alert Information 2896/13/AR2D – 2nd issue (tantalum capacitor failure).

8. AS350B3 – IN 2683-I-31 Rev.0 – INDICATING AND RECORDING SYSTEMS – Appareo Vision 1000 system software upgrades. A fixto address the Appareo Systems Vision 1000 that suffers, in certain lighting conditions, from an image quality issue.

9. AS350 – SB 53.00.32 Rev.1 – FUSELAGE – Modification of medical evacuation kit entablature. NO LONGER APPLICABLE. 10. AS350B3 – SB 05.00.73 Rev.3 – TIME LIMITS – MAINTENANCE CHECKS – Engine-MGB coupling – Check of hydraulic pump drive

bearing on helicopters with dual hydraulics. To specify that the hydraulic pump drive assemblies whose hydraulic pumpsupports are marked with the letter “V” are not concerned by this SB, regardless of the S/N of the bearing.

11. AS350B3 – SL 2871/13/Arriel2 – 2nd Issue – Cycle slips: Abnormal incrementation of number of cycles observed at end offlight.

12. AS350B3 - ARRIEL 2 Temporary Revision patch application (C 292 M5 460 9) – to apply to DVD dated 30-Nov-2013. 13. AS350B3 – Alert SL 2896/13/AR2D – 2nd Issue - Arriel 2D - FADEC D Tantalum capacitor failure leading to major governor

failure. 14. AS350B3 – ARRIEL 2 Mandatory SB 292 73 2852 – Rev.B - Replacement of FADEC D EECU (Electronic Engine Control Unit.

Heavies

15. S-61 – GE Manual Index – 01 Feb, 2014 – no changes applicable to VIH.

Miscellaneous

16. Eurocopter Canada Ltd. – name change to Airbus Helicopters Canada Ltd. effective 31 January, 2014. 17. Airbus Helicopters – IN 2557-I-00 Rev.0 - GENERAL - Info concerning modifications to content of recommended SBs and ASBs.

In order to meet the EASA requirements, it was decided to proceed to minor changes in the content of the cover page and paragraphs1.C., 1.E.2. and 3.D. of Recommended Service Bulletins, ASBs related to an unsafe condition and those not related to an unsafecondition (also called Industry ASBs). These modifications are applicable to every new document as well as to revised documents if therevision concerns the paragraphs affected by the content of this Information Notice.

18. Onboard 122-005-00 Rev. 28 - Keeperless Cargo Hook for AS350 - CMM – Rev. 28 – dated 05 Dec, 2013. 19. Artex 570-5000 Rev.G – C406-2 Series ELT – Description, Operation, Installation and Maintenance Manual. 20. SkyTrac - DOC0500 Rev. 01.005 – CDP-300 User’s Guide. 21. SkyTrac – DOC0952 Rev. 01.004 – ISAT-200 Firmware Upload Guide. 22. SEI – Product Repair Guide – Rev. C –for SEI products such as Bambi Buckets. 23. Amerex – OM05604 Rev. G – Halon 1211 Fire Extinguishers – Owner Manual.

Page 4 – Volume 6, Issue 2 VIH Rotorwash

Maintenance Technical Recurrent Training Certification

Print Name

------------------------------------------------------------------------------------------- Signature and ACA/SCA Number

I ___________________________ have read and understand the information in Rotorwash Volume Six, Issue Two. The training credit for the February, 2014 edition is: 0.5 Hr time.

------------------------------------------------------------------------ Date

Return this Technical Recurrent Training Certification to the Technical Library in Sidney for training time credit.

Safety

VIH crews that have worked with us over the years incountries like Taiwan, South America, Africa and Australiaadapted very well to the hot sunny and humid conditions theyhad to endure whilst flying and maintaining their aircraft. Notto mention the many tropical diseases, weird bugs andreptiles we had to endure. I think for the most part, we as agroup and individually prepared ourselves for this workenvironment by being diligent and researching all availabledata whether it be by Google or local knowledge. Thisexperience is invaluable to us as a company and to you asindividuals as it allows VIH to bid on these types of contractsconfident that we have the aircraft and crews capable ofdoing the job safely.

We are presently working on a new contract with VarlardConstruction in Northern Saskatchewan and the temperatureon arrival was around –30° C. On the second day of thecontract one of the engineers fell off the helicopter whilstclimbing up to the engine deck. He was using the three pointsof contact requirement but if your contact hand or foot slipsbecause you are wearing insulated gloves and boots, you fall.He fractured his heel!

Extreme Cold Weather Operations By Jim Neill – Director of Safety Reference: TCCA Winter Operations

Talk of your cold! through the parka's fold it stabbed like a driven nail.

The Cremation of Sam McGee Robert Service

Minus 45 degrees Celsius and still working

Living on the west coast of Canada we never really experience extremely cold temperatures. However, working in places where thetemperature may get down to –50° C is like being on another planet and new rules apply.

Extreme cold weather operations have a different set of challenges that should not be taken lightly. Staying overnight in the jungleat +40° C in a damaged aircraft would be uncomfortable. However, staying overnight in the same aircraft at -40° C without the proper survival gear could be fatal. For field maintenance on aircraft that are parked outside with temperatures of -20° C or below with a wind blowing is daunting task, but with the correct gear it can be done safely. For heavy maintenance we would require a heated hangar. Let’s all seriously consider the challenges that we face whilst flying and maintaining our aircraft in extremely coldtemperatures. This is where the jungle and the arctic are alike as it always takes much longer to get things done. If you think this is bad wait until zzzzzzzzzzzzummer arrives!

To cover all of the things you should be aware of whilst operating in extremely cold condition will never fit into this article. Therefore, I would recommend that you visit the following website to ensure that we are doing everything necessary to run a safeand professional operation.

https://www.tc.gc.ca/eng/civilaviation/publications/tp185-4-07-winter-operations-4043.htm Or Google: Winter Operations Transport Canada

Fly and work safe at all times and try not to break anything.

VIH Rotorwash Volume 6, Issue 2 - Page 5

Following is the Safety Report System Activity from January 01, 2014 through February 11, 2014 that has been filed on the Secure Site.

Any of these reports or the investigations surrounding them are available to any employee by browsing tohttps://secure.vih.com/vihsecuresite/zLogin/login.asp. A login is required. If you do not have a personal login visit http://support.vih.comwith your web browser or e-mail support@vih.com and ask for access to the Safety Reporting System. Report Date Description Category Report #

03-Feb-14 Contact with aircraft in hangar resulting in injury Hazard 14002H

07-Feb-14 Contact with rotor blades resulting in injury Mech/Maintenance 14004M

11-Feb-14 Slip/fall from aircraft during icy conditions Personal Injury 14005P

Blue = Report # is Initialized / Viewable online Green = Report # is Completed / Viewable online Orange = Manual Reports / Entered offline

Safety Report System Activity

In addition to a reminder from our Safety poet, Robert Service(er… Jim Neill), please remember that it takes extra care tokeep safe in tough conditions. It is no place to short cutprocedures. One of our employees ended up catching a ridewith some local Northern Saskatchewanites, from Camp into LaRonge because of various circumstances. However we have aJourney Management plan that requires making someone awareof journeys or changes to them. In this case there should havebeen emails to Matt Henry, who is looking after each of us whiletravelling, or at least advising folks at the Valard camp of thejourney.

You have all heard from me lots over the years on topics about working safely, so this isjust a gentle reminder. All of us diligently try to do everything safely in our work.However, when challenged by working in the really, really cold parts of Canada or thereally, really remote parts of Canada, such as Saskatchewan, new challenges get in theway. These challenges make all of our work tasks harder and more tedious and sometimesstuff happens.

By Brian Mycroft – Director of Operations Frozen Procedures

By not providing notice of the journey, the employee left himself vulnerable in extremelycold weather with impending darkness. Had the local driver gone into the ditch, no onewould have known to come looking for him. Jim Neill may well have been quoting theentirety of the “Cremation of Sam McGee” in Rotorwash as a memoriam.

Even putting the covers on the aircraft in the cold can be risky. Please remember safeclimbing and working at height procedures. One employee slipping and falling to injurycan be a reminder to all of us to remember safe climbing procedures, …or not… It’s yourchoice.

Please do your best and be as careful as possible working in the cold weather.

Stay safe and keep the procedures thawed out and in use.

Operations