I bet you have some gray hair!

Ooh, go you for doing your job. Weak weenie pilot flex from a grunt; likely speaking for Grunts who got see what good pilots do, and what good pilots don't do. Flexing and being a little weenie ain't one of em.

It is an option that can be ordered new now. It wasn’t available yet when this one was delivered that is why it had to go back later.

this was a Bell 407

I think single tube without backup accumulators is sufficient since the 407 doesn't have dual hydraulics, and as far as i know, it doesn't have accumulators either. What it does have is a set of springs installed parallel to the cyclic and collective actuation tubes in order to assist the pilot with the increased feedback forces in case of a hydraulic loss scenario and check valves in the actuators so as to not lose all it's hydraulic fluid on its internal spool valve and still actuating the hyd. piston without boost.

@@GabrielRzrO1 Thanks for the reply, Gabriel!

Thank you for the complement 1. Bell is the only one that is doing IFR installations on the 407. The helicopter goes back to Bell in Mirabel and my retrofit took about a month. Current pricing would be through your Bell sales rep. 2. I have been told that the IFR STC is only applicable to the 407GXi. I have flown an IFR certified 407 at the Bell Training Academy that was originally a GX that was converted to a GXi and then received the IFR STC. This conversion included an engine change so probably not a viable option for the standard GX or GXP operator. 3. From the factory, CAS alerts do not bring up any checklists. It's the pilot responsibility to either commit items to memory OR reference the RFH for faults. I built the checklist and uploaded it into the G1000NXi because it is easier for me to reference especially in IFR conditions. Everything is in order and simple to find. I would be willing to bet that I'll find the appropriate reference on my checklist before you can find it in the RFH :-) 4. The autopilot will initiate the go around. When the GA button is pressed, the autopilot selects airspeed hold at 70kts along with a "wings level" attitude. As the pilot adds power and the helicopter begins to climb the missed approach procedure will need to be "unsuspended" and NAV selected on the autopilot. The reason that I took the controls manually in the video was because ATC gave me instructions that were different from the published missed approach instructions.

Thanks for your quick answer, I appreciate 😁 If I understood well, it is. Ow possible to order an « IFR » 407 and then send it to your company for a paint job and interior retrofit ? No need to have the helicopter first and then send it back ? More practical, I would say... For the CAS C/L, I am also using EICAS C/L (B777) but it looks more simple than the G1000 . To many infos on the G1000... (probably because I never used it...) Thanks again ! Luc

The only reason why we sent the 407 back to Bell for the IFR kit was because it was not available yet when the aircraft was delivered. Now a customer would get the IFR kit installed before taking delivery of it. Yes customers can bring it to our company for paint and interior.

@@sureflightllc You guys did the electrical work and pitot install?

​@@chrisroyles4291 We did electrical work related to avionics installs we did, but the IFR mods including the pitot were done by Bell.

There is no STC for the 505 to be IFR. Bell Developed the 407 STC as part of a military RFQ.

The IFR kit from Bell puts the mount there as a paper chart reader clip board. SureFlight modified it to hold an iPad and ran a charging cord.

No we were just demonstrating IFR. You can use it VFR.

As long as i have an autopilot a 2 axis or 3 axis i can lift off and do the landing on an autopilot

You can’t lift off or land with the autopilot on. You can shoot an approach down to 50 ft with it on.

Do i need a 3 axis to do that or 2 axis also can do the same

@@oklangiyan8794 2 axis can do the same

In the real world the 407 fits our mission perfectly as I'm sure the 109 fit yours.

Yes we can. Pick up and/or delivery.

Can i just add the 3 axis without adding the ifr kits , can i do a landing approach with the autopilot on but not in an airport?

The requisite number of engines is one, and without it, it won’t even fly VFR.

Quicker and easier to say, less syllables.

I'm not sure, but I think the habit began about 100 years ago with the telephone dials having O for operator. And we used telephone operators all the way to the 1990s. I don't think hardly anybody ever needs to dial the operator anymore.

Other countries use naught, ought, or nil. Why do some countries say “decimal” when Americans say “point.”

Loaded up IFR in IMC it is most welcome. Also those long trips where you need a break from the controls... Otherwise, yes it is more fun to fly any aircraft fixed wing, rotor or otherwise by hand.

Or for that matter, main rotor redundancy, tail rotor redundancy, transmission redundancy, etc. In a twin, there are still single points of failure. What about Cessna 172 or any other single like a PILATUS PC-12, etc.? For an interesting read on the Single Engine Helicopter IFR certifications check out www.rotor.org/resource?ArtMID=493&ArticleID=5143

When you get your Eurocopter we will be happy to do the paint and interior completion. What model Eurocopter are you buying?

This is analogous to saying you are not a fan of a Genesis GV80 because we all know how that worked out for Tiger. Just like Tiger Woods can drive his car off a cliff, Kobe’s pilot can fly his helicopter into a cliff. It is true that the S-76 was IFR capable, however, Kobe’s pilot was not flying IFR. The charter operator was certified to operate under VFR only and was not permitted to carry passengers IFR. Flying IFR requires advanced planning including obtaining all necessary information including NOTAMS, weather reports at the departure, enroute, and destination, fuel requirements, required altitudes to keep you clear from terrain, etc. IFR requires filing a flight plan with ATC, receiving a clearance from ATC to fly a specific route and a specific altitude that keeps you clear of terrain. Kobe’s pilot did none of this. He was not flying IFR. What Kobe’s pilot did was fly a helicopter on a VFR flight inadvertently into IMC (instrument meteorological conditions) and then crashed the helicopter into terrain.

Perfectly said!