wow ....so the ratchets have metric 1/4, 3/8 ish ends?
+ how do they get maintenance done in the US of A?
I've never actually seen a Russian manufactured ratchet, at least not that I can recall. They have a weird selection of wrenches though, which were pretty much necessary for the Kamov helicopters that my employer had. However, there wasn't many special tools for that machine, most things could be accomplished with little more than large wrenches, a sledgehammer, and a grease gun.
I don't think many Enbloc aircraft make their way into the US.
There's only a few of them that are permanently in Canada, and TC was very reluctant to let that happen. As near as I can tell, the FAA won't accept a Russian type certificate of any sort, period. Normally the only aircraft that visit are large cargo planes (Antonov and Ilyushin manufacture), and they carry a small crew and a few parts to look after things. Beyond that, they put the plugs in it and wait for their help to arrive. Not that it ever comes to that, since they're pretty much willing to fly anything regardless of what is wrong with it or how badly overweight they are. Helicopters generally travel with crew and spares. Generally you don't want to have to rely on anyone else to provide you with service, as it's not a model that works well in most parts of the world.
My experience with the Enbloc aircraft is that they're insanely tough. The Kamovs that my (ex)employer had were in a class of their own. No torque gauge, as it was NOT torque limited unlike every helicopter built in America. In some 38000hrs of air time they had only two hydraulic leaks... A fawking Bell will start to piddle on the ground before you even get the reservoirs filled.
Edit.
Also, from a legal perspective, it's hard to allow anyone else to do your maintenance. IE, I have a Canadian license that has limitations on it, and through an AMO (business licensed to perform maintenance) that I am employed by or have an agreement with I can certify work within the limitations of my license and the AMO's license. As an example, I have a course to perform ultrasonic inspections on certain parts, however I no longer work for an AMO that has that licensed, so I can't actually do that work anymore. Likewise, I can certify work on Canadian registered aircraft, or aircraft that are under the umbrella of the AMO (I've certified work on N-registered (US) aircraft that way without a A&P, but it gets a little complicated); however if somebody with a foreign registered whatever shows up out of the blue, I probably can't do anything for him.
