Derek 2.0

Hey you're the one that stated it was in the realm of possibility........

Elaboration in reference to the mentioned supplyers….company names……the sub-systems they manufacture etc

So how does one visually see the engines, in-flight and from the cockpit of a 212 again?

No further elaboration?

When did asking questions in a discussion forum become a violation?

Coming from you?

Visually?

Where did I say different? So again how does one see their own engines in a 212?

How would one visually see one's own engines in a Bell 212?

Namely because he questioned mine with his referral to APU and an in-flight engine shutdown and relight procedures….the use of a APU to restart an engine in-flight, and in this case with a helicopter, is a both a standard manufactures and military end user flight safety procedure. What On Guard for thee is trying to describe is a cross-bleed start, which on a helicopter will create a significant power loss on the one stable engine…..not a very good idea with a helicopter.

How would you see flames on a 212?

Well doing this, what would you be doing with the collective?........And no, surging excess fuel will cause spectacular flames, but not an engine fire......

Now that's funny......What would, for example, your past employer (CHC) have in it's checklist for flames caused by a fuel surge malfunction?

So why would you require, in-flight, to power up the aircraft for a start? You've said you've flown 212s, so please, by all means, give us the Readers Digest on the procedures for a IFSD on this type, followed by relight.

How about you fill in the blanks

Sometimes the compressor doesn’t care……..different engines and circumstances (altitude, temperature etc) have differing procedures…..this circles back to the APU……now do you know what it is for?

No, as I indicated above, there are far many more reasons to temporally shut-down an engine, well not being directly related to said engine…..often, these problems are solved with a relight. It’s also very unlikely that one engine will have a problem…..

Your post: And there are other reasons why one would shutdown an engine in flight, outside of an actual engine failure…..high oil temperature…fuel supply surge…and the always popular compressor stall/surge.........And yes, I know what APU means, especially in concert with these above listed events.

You said an F-35 couldn't shutdown it's engine in flight.

Are you saying the F-35 doesn't have an APU? Do you know what the two leading causes of engine failure in military aircraft, seized and rotary, are?

Reread your source…….228 precautionary shutdowns, not failures…..big difference, as a precautionary shutdown is not an indicator of an engine failure……..And as the above data from the USAF shows, when using the same engine, the USAF has lost 5 F-15s due to engine failures and not a single, single engine F-16 over the same timeframe. Do you know how many CF-188s have been lost due to engine failure and/or ingestion of a bird?

Similar I suppose is a subjective term for some…….if one thinks having a completely different lower receiver, bolt and bolt carrier makes a gun similar. And as asked by Kimmy prior, how would one burn their hand through the hand and heat guard on that rifle? One would have to try and burn their hand to accomplish such a feat.

Byers used the above USAF stats, but misrepresented and/or misunderstood them in his reporting……Of course Byers also claimed the F-16 was operated off of aircraft carriers in his report…

Sure, and anything else one would use a modern lightweight rifle for.

No they don’t……as proven by the actual “stats” once the size of each fleet is taken into account, and of course in the second set, when a F-16 and F-15 are equipped with a P&W engine (same maker of the F-35’s engine), the twin engine F-15E fleet has lost 5 aircraft since 1990 and the single engine F-16 (with the same engine) has lost zero aircraft since 1991.