I am sure this is a little late...but I can give you a BFR in the Bell 47. I have been teaching an maintaining 47's for over 20 years. Contact me if you are interested.

The gear box is not the same as a 206. I am building one up right now.

I have been working on and teaching in Bell 47's for over 20 years. I can find a heater kit for you if you are still interested.

Hi. I have been training and working on Bell 47's for over 20 years. If you have any questions, please feel free to contact me. Chester.

oh bummer. I know this is 13 years later , but the Weighing Jig link is broken

Check it out! The Rotor Pro March-April 2025 Salary Survey issue is here. Read it now!! https://bit.ly/RotorProMag_MarApr2025 INSIDE THIS ISSUE: 2025 Helicopter Pilot Salary & Benefits Report | Nevada DOF Forest Protectors | VR, AR, and MR Simulation | Coptersafety Sim Training | Airbus Helicopters 2025 Program Updates | Executive Watch: Gretchen Johnson, CEO, DavinciSky Group | Meet a Rotor Pro: Jani Hartung | My 2 Cents Worth | Safety Sitrep | Uncrewed Update | Mil2Civ Transition | Maintenance Minute | Rotorcraft Checkride

Delete if not allowed, first post here. Assuming a strong package does anyone have any information/gouge on AFS waivers. I will be getting out of the Marines as a Major with 12 years active service. Given the 10 year ADSO are AFS waivers easier to come by? Thanks all

First post on site, if I’m in the wrong thread let me know. Assuming a strong package does anyone have any information/gouge on AFS waivers. I will be getting out of the Marines as a Major with 12 years active service. Given the 10 year ADSO are AFS waivers easier to come by?

I remember Al Cerullo. I worked for Island helicopter in the late 80's as a mechanic. My most memorable experience was when we had to change out a high time engine on the Twin Star. After removal of the high time engine the accessory drives and other items were being installed to the new engine when it was found that the new engine was the wrong dash number for that application. There was a scheduled movie shoot for the morning so we had to scramble to reassemble and reinstall the high time engine back into the AC because there were a few hours (~5) left on it that could be used. Deep into the night, after reinstalling the engine, we had to go up and do the required engine testing. You know the testing where you go up, stabilize at altitude and read the gauges for OAT (Outside Air Temp) and EGT (Exhaust Gas Temp) then plot the readings on the graph and see if it was producing power in the acceptable band. Well we went up in the wee hours over Long Island and he rolled off the good engine and we took the readings as a baseline, graph it, power is good. He rolled up the reinstalled engine and rolled off the good engine and we took more readings. Power output was bad, under the acceptable band. He rolled up the good engine and we climbed higher to find some colder air to retest in. He rolled off the reinstalled engine and I graphed the readings, power output = good. He then rolled up the reinstalled engine and rolled off the good engine and I took the readings, power output = bad. We determined that this engine wasn't going to pass so we should go back and land. He went to roll up the good engine and it wouldn't come above idle. He cycled the throttle multiple times and the good engine would not come off of idle. So we are flying around on the good engine that won't come off of idle and a bad engine that won't produce enough power. In the middle of the night we were trying to get back to the heliport on a single bad engine. Thoughts run through your head. We got back, obviously, and we left the AC running on the cart and looked into the engine bay and could not get the good engines throttle control to respond to the throttle inputs. This meant more maintenance would be required. I left that morning to contemplate some of the decisions that were made to create that situation.

Sorry for the delay in this. Yes, the oge charts give me about a 100-200lb buffer on what mission I’d typically fly in the worst of the summer up here, so that’s good, I just didn’t know if anyone had real world experience with the 500d or e landing at those altitudes, tailrotor authority, etc.