― Carbon monoxide. The UK is introducing mandatory use of carbon monoxide detectors. ― Busy bee. A report from Krasnoyarsk about the world's only flying An-14. ― Despite the sanctions. How AVM-Service transfers helicopters to maintenance under FAP 273. Advertisement of AVM Service LLC https://avmaero.ru/ INN 1624017617 CQH36pWzJqM7oybV2yEx7gkJSMUVKEpkWgd2HkF1efeBj2 If you want to watch FlightTV episodes more often, support them financially. Episodes can be published at least every week. There are many interesting topics for filming, but there are few resources. Even 100 rubles will help if 1,000 people send them. 1) Support FlightTV to your Tinkoff Bank account https://www.tinkoff.ru/collectmoney/c... Tinkoff Bank accepts money from any debit card of any Russian bank without commission. 2) Make a transfer via the SBP by phone number +74957908469 (select Tinkoff Bank). 3) Support FlightTV via the Sberbank card 2202 2008 0078 2664 (recipient Tatyana) The UK Civil Aviation Authority has decided that from January 1, 2025, active carbon monoxide detectors must be used in general aviation aircraft with a piston engine, including single-seat and open-cockpit aircraft, helicopters and autogyros. The motive for this decision was an analysis of aviation event statistics, where in two crashes with two victims each, carbon monoxide was most likely the decisive factor. == Teach any driver to fly an airplane, take off and land from unprepared dirt sites, carry up to 9 passengers or up to 700 kilograms of cargo with a takeoff run of 100 meters in calm weather and 50 meters in a light headwind... Great hopes were placed on the AN-14 - a Soviet light transport aircraft in the late fifties as a replacement for the An-2. The "bee" was first flown in March of 1958, but then it took a long time to refine it, since it was designed from scratch on the personal initiative of Oleg Konstantinovich Antonov without a specific customer, and its serial production began in 1965 and ended in 1972. During this time, exactly 333 aircraft were built. The maximum takeoff weight of the twin-engine An-14 at 3,630 kilograms was at the level of the empty weight of the An-2, and the front landing gear, good visibility and a 2.5 times shorter takeoff and landing run compared to the corncob made the bee accessible to pilots of medium and low qualification after several hours of retraining, which, combined with the initial lack of a second pilot, was its undoing. Despite the fact that during the operation of this type there were only 4 crashes and two accidents, the number of air incidents with rough landings was measured in dozens, and Aeroflot, having operated the An-14 for several years and twenty years, abandoned them in 1971. The An-14 flew mainly in the USSR Air Force as a liaison aircraft and for transporting officers over short distances. The military appreciated its takeoff and landing characteristics and the ability to land on unprepared sites with airborne pickup. In the early 1980s, the Antonov Design Bureau developed the 17-seat AN-28 with more powerful engines based on the AN-14, and in the mid-1990s, the 27-seat AN-38. In the 1990s, the Air Force stopped using the AN-14, and almost all of them were cut up. According to the resource russianplanes.net, seven bees were installed as monuments, four aircraft are listed in the status of in storage, and since last year, the only AN-14 in the world restored to flying condition has been raised in Russia. == When FAP-273 began operating, since May 2021, over 3.5 years, AVM-Service has issued 420 assessment reports to obtain an airworthiness certificate for aircraft, including home-made aircraft, autogyros, delta planes, and aircraft with automobile engines. AVM-Service also performed operational maintenance of two R-44 Robinsons based on their helipad and other helicopters that flew to them. During personal communication with the owners, they learned about the problem of obtaining SLG due to the expired calendar term, although according to the clock, the helicopters flew for about half of their service life or even less, and thought about how to help them. AVM-Service employees, together with representatives of GosNIIGA, the Kazan Helicopter Plant and the Kazan Aviation Institute, studied the design of the Robinson blades, were convinced that the propellers were made structurally competently with a large service life reserve, and they can extend the calendar term specified by the manufacturer. Several helicopters in good technical condition emerged from the shadows, continuing to fly without a 12-year overhead. They would have continued to guerrilla, but in the last two years, the use of airspace in the European part of Russia without applications has become problematic. Over 1.5 years, 19 assessment acts for helicopters with an extended service life have been issued here. If you need an SLG for a helicopter and other aircraft, assistance in registering a home-made aircraft, or have any questions on these topics, please contact AVM-Service.