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> Required maintenance intervals generally aren't measured in years Isn't that a bit misleading? There are components and systems that only need servicing eve

> Required maintenance intervals generally aren't measured in years Isn't that a bit misleading? There are components and systems that only need servicing every few years, but general practice with helicopters is phased inspections every m months (the military generally does every 6 months). Sure, helicopters are easier to work on and generally require less maintenance per flight hour than jets do, but they're still aircraft, so they're greedy and needy.

bitwalker 10y ago
My experience in the military was that phased inspections on fighter aircraft was done every N flight hours, not based on a fixed amount of time, I would assume helicopters are the same, but I was under the impression that helicopters required more maintenance, not less, due to the increased mechanical complexity, but I never got to work on those, so I really have no idea.
- engi_nerd 10y ago
  Huh. When I was an engineer (civilian) working on helicopters at a test squadron (HX-21), they put their aircraft in phase every 180 days, flight hours or no. But I guess the key words are "test squadron". The rotor hub, transmission, and tail rotor are mechanically complex, but there are fighter aircraft out there with way more mechanically complex systems (F-35B lift system comes to mind).
  - cmurf 10y ago
    It could be that it has a special, experimental, or provisional airworthiness certificate, in which case that certification determines inspections rather than FARs. If it had none of those, and wasn't an aircraft used for hire, then the annual inspection applies. And all that means is that the requirements for an annual inspection are met within the previous 12 calendar months, so they could certainly do 1/2 the required annual inspection every 180 days.
    - engi_nerd 10y ago
      You may be right. I am not at all knowledgeable about airworthness certificates. I did assist with supplying engineering documentation for flight clearances, but those are not the same thing.
- cmurf 10y ago
  The military pretty much follows FARs, and where they don't, they're more strict. I'd expect the military does either 100 hour or progressive inspections, hour defined as "time in service" which for most aircraft is flight time as measured by a landing gear squat switch. Many general aviation aircraft will use tachometer time where they don't have such an flight time meter. Progressive inspections pretty much are 100 hour inspections but get broken down to e.g. 4 inspections every 25 hours, and the 100 hour inspection is only considered complete once the last inspection for that cycle is done. But they could do 10 inspections every 10 hours, or whatever.
notahacker 10y ago
I'm thinking less of the periodic inspections which aren't that expensive in the scheme of aircraft ownership costs, and more of the fact your average commercial jet needs heavy checks which essentially rebuild the aircraft every six years at a multimillion dollar cost even if it hasn't been heavily used. afaik the mandatory time-scheduled heavy maintenance on most helicopter types is comparatively limited and it's replacing components - according to flying hours rather than age - that costs virtually all the money.

bitwalker 10y ago

My experience in the military was that phased inspections on fighter aircraft was done every N flight hours, not based on a fixed amount of time, I would assume helicopters are the same, but I was under the impression that helicopters required more maintenance, not less, due to the increased mechanical complexity, but I never got to work on those, so I really have no idea.

engi_nerd 10y ago
Huh. When I was an engineer (civilian) working on helicopters at a test squadron (HX-21), they put their aircraft in phase every 180 days, flight hours or no. But I guess the key words are "test squadron". The rotor hub, transmission, and tail rotor are mechanically complex, but there are fighter aircraft out there with way more mechanically complex systems (F-35B lift system comes to mind).
- cmurf 10y ago
  It could be that it has a special, experimental, or provisional airworthiness certificate, in which case that certification determines inspections rather than FARs. If it had none of those, and wasn't an aircraft used for hire, then the annual inspection applies. And all that means is that the requirements for an annual inspection are met within the previous 12 calendar months, so they could certainly do 1/2 the required annual inspection every 180 days.
  - engi_nerd 10y ago
    You may be right. I am not at all knowledgeable about airworthness certificates. I did assist with supplying engineering documentation for flight clearances, but those are not the same thing.
cmurf 10y ago
The military pretty much follows FARs, and where they don't, they're more strict. I'd expect the military does either 100 hour or progressive inspections, hour defined as "time in service" which for most aircraft is flight time as measured by a landing gear squat switch. Many general aviation aircraft will use tachometer time where they don't have such an flight time meter. Progressive inspections pretty much are 100 hour inspections but get broken down to e.g. 4 inspections every 25 hours, and the 100 hour inspection is only considered complete once the last inspection for that cycle is done. But they could do 10 inspections every 10 hours, or whatever.

notahacker 10y ago

I'm thinking less of the periodic inspections which aren't that expensive in the scheme of aircraft ownership costs, and more of the fact your average commercial jet needs heavy checks which essentially rebuild the aircraft every six years at a multimillion dollar cost even if it hasn't been heavily used. afaik the mandatory time-scheduled heavy maintenance on most helicopter types is comparatively limited and it's replacing components - according to flying hours rather than age - that costs virtually all the money.