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  3. Taking a look at your options is a great first step. First ask yourself these questions. Do I want to be a Soldier? Because that will and does come first. Next do I want to be an Army Aviator? What is that? and what does that involve? What types of aircraft, missions etc. There are always dues to pay, staying on your current civilian path or choosing the Army. The current service obligation for flight school is 10yrs. Your current skills will help you although not required, the Army will teach you what you need to know about helicopters. At least how the Army uses helicopters! Just some thoughts, Best of Luck. Zoner
  4. Hi, Does anyone has had electrical failure experience on the electrical circuit of rotor servos of AIRBUS helicopters? The problem is offten seen in Brazil and I´m wondering if is there any maintenance technic on the helicopter that is contrbuting for this occurency, so we can improve it and reduce this cost. Thanks for any advice or experience shared.
  5. Aside from the additional starting cycles on the engine, if you're starting it every 2 hours, what happens if you get a flight at the 1 hr 50 min mark? You're gonna have to run it up, then shut it down, then get out and inspect the blades, then run it back up again. That vs just putting covers on from the start; removing the blade covers will definitely take less time. That being said.. if you let a little FROST get on your blades, you won't even feel a difference if you start up and fly. No big deal. ICE and SNOW on the other hand are obviously different.
  6. I apologize if this has been asked previously, but I was I unable to find any discussions related. To give a background, I am a 25 year old male, have an associates degree, and multiple civilian pilots licenses up to commercial multi engine airplane. I have been working a full time job to pay for my CFI license (flight instructor), but am terrified of getting stuck in a cycle of working jobs to continue saving. My local recruiter reached out to me recently to discuss routes I may be able to take with the Army. I have been doing a lot of research on the street to seat WOFT program the Army offers, and I am extremely interested. I understand the physical and mental demand the program will face me with, but am very curious to find out how my current skills and knowledge in aviation will translate. I know absolutely nothing about helicopters currently. I am also eager to take any advice you all would have to offer.
  7. I know it’s an old thread but someone find it useful to know that you an get a s64 Skycrane according to conditions and location for average of 9 to 13 thousand an hour
  8. Hi! I’m currently in the market to purchase Bell 429. If you guys have any information, please let me know. Thanks!
  9. Greetings! Please help me to identify which helicopter this grip belongs to. SIKORSKY Helicopter GRIP ASSY S1640-62104-6J Thanks!
  10. I hope you're still around! I stumbled upon your post from four years ago, and I couldn't help but wonder how your career journey has unfolded since then. It's been quite a while, and I hope you've managed to find the clarity and fulfillment you were seeking back then. Transitioning from aerospace engineering to rotor-wing aviation is a bold move, but it sounds like it could have been the right choice for you. Griffin Cleverly's story might have resonated with you as you considered your own career path. If you did make the switch, I'd love to hear about your experiences and how it's been for you. If not, I hope you've found some other way to reignite your passion and enthusiasm for your work.
  11. Hi There! We are restoring a Bell 47 G 4A and need some information if anyone is willing to assist. 1. Would anyone know if the Bell 47 gearbox is the same as the one on a Bell 206? Who sells these gearboxes overhauled? 2. Where can we get a copy of the service bulletins / instructions and Technical bulletins? Thank you!
  12. Don't get too hung up on the negative dihedral end of the characteristic; the positive dihedral respective to rotors is a characteristic similar to an airplane with wings slanted up; however, the source of the effect is different. On an airplane with wings slanted up, that positive dihedral characteristic is part of the design; it will always produce a positive effect. Being true to its characteristics, the rotor will always flap away from the relative wind regardless of the fuselage's orientation. In this case, the negative effect is due to the sideslip and the relative wind striking the right side of the fuselage, creating the right roll. However, you are correct; hypothetically, a negative dihedral on the part of the rotor would exaggerate the right roll. It's not the right roll that's the problem; it's the pilot's reaction to the right roll with left cyclic. If there's a positive G load on the rotor, the positive dihedral (dampening) automatically assists in correcting the roll rate due to the sideslip, and the pilot reacts with a moderate amount of cyclic force to level the helicopter. However, if there's no positive G load on the rotor to produce thrust and dampening, the result is an increasing roll rate. If the pilot reacts abruptly with the left cyclic, there's a problem. The pilot's initial response with cyclic yields no response as the rotor is unloaded and cannot produce thrust to change the fuselage attitude. The fuselage and the rotor shaft are rolling to the right, while the abrupt application of cyclic has the rotor flapping abruptly to the left, prelude to mast bumping. In Flight Mast Bumping
  13. ENJOY THE NEW AGE OF VERTICAL LIFT WITH ROTOR PRO'S JAN-FEB 2024 HELI-EXPO ISSUE! Read here: https://bit.ly/RotorProMag_JanFeb2024 INSIDE THIS ISSUE: SANParks South African Elephant & Rhino Preservation + VIDEO | German Army's SAR LUH145 Ops | How Drones & Helicopters Can Work Together Firefighting | One Engine or Two: A Legal Question | Executive Watch: Bart Reijnen, President of Airbus Helicopters North America | Meet a Rotor Pro: Joshua Montour | My 2 Cents Worth | Safety First | Uncrewed Update | Mil2Civ Transition | Maintenance Minute | Rotorcraft Checkride
  14. Hey Bruce, if you’re still looking, contact HeliPlane Aviation in Anderson SC and ask for Scott. His number is 864-314-0416
  15. Man thank you so much for taking the time to explain that it helped tons, still digesting and working through some of the technical points of what you're saying. Haha took me too long and a re-read to realize "TV" meant Thrust Vector in that illustration, by the way a beautiful drawing of an R22 lol. So with a hypothetical EXTREME negative dihedral, side slipping would almost immediately tighten that right roll, and bring the rotor mast intoooo mast bumping fast af? Just asking to check my understanding on that part. Anyway thank you again!!
  16. Blade flapping results from conditions referenced to the flight path (relative wind) rather than the orientation of the fuselage. In forward flight, with no sideslip and the rotor trimmed perpendicular to the shaft, the helicopter is in equilibrium. Let's simulate a theoretical side slip condition. Suppose the flight direction is suddenly changed so that the helicopter is flying directly to the right without changing fuselage heading or control settings. In that case, the blade over the tail becomes the advancing blade and the one over the nose the retreating blade. Since the cyclic pitch no longer corresponds to trim conditions, the rotor will flap down on the left side and up on the right side. The asymmetrical velocity distribution over the rotor tilts the thrust vector to the left, creating a moment arm about the CG and producing a rolling moment to the left, countering (dampening) the right roll. Notwithstanding this theoretical side slip condition, sideslip angles are far less than 90°. Still, the trend is the same: helicopters roll away from the approaching wind (sometimes called blowback or flap-back). The same characteristic found on airplanes with dihedral (both wings slanted up) is referred to as positive-dihedral on rotors, even though the source is different. Positive dihedral is only possible for the R22 and other teetering rotor system helicopters if the rotor is positively G-loaded, allowing it to produce thrust. Without a viable thrust vector, rotor flapping alone cannot change the fuselage attitude. Positive dihedral is a desirable characteristic that helps the pilot. With a negative dihedral, a sideslip would tend to roll the aircraft into an ever-tightening right roll. Too much positive dihedral, on the other hand, can also be undesirable, often causing an over and undershooting around an equilibrium position, increasing the pilot's workload. Don't forget all helicopters have a small degree of inherent sideslip, and any excessive or unnecessary sideslip increases rotor flapping. Moreover, low-G and negative-G flight environments eliminate rotor dampening on teetering rotor systems. A good roll characteristic is one in which the helicopter can roll into a coordinated turn with equally balanced lateral acceleration. Like in level flight, the pilot will feel no left or right acceleration (slip or skid), remaining straight in the seat. The radius of the turn held constant throughout. Dihedral Effect: the tendency of the helicopter to roll away from the approaching air during sideslip. Dihedral Effect Slip vs Skid
  17. You might be wanting to slip to the right during descent, so your nose is pointed left of the flight path. You will have some right cyclic input to start the flight path in that direction, but then take some of it out to maintain the slip. The drag on the fuselage will want to swing the body further out to the left, as it hangs under the mast. This brings the mast to lean further to the right, and reduce the clearance between the rotor head and the mast. You don't want to roll quite as much as this drag is making you do, so you counter with a bit more left cyclic. This further reduces the clearance, and it can be possible to then get a mast bump if anything upsets the balance. You will also be doing a tap-dance on the pedals to keep the nose pointing where you want it, and the secondary effect of pedal is roll - which might be the tipping point for a mast bump.
  18. Hi guys.. I've been reading your posts about Island Helicopters. Back in the 1980's I used to spend a lot of time at the 34th street Heliport, watching and videotaping the helicopters coming and going, sometimes all day! Island and New York Helicopter flights never seemed to stop. I've never forgotten those days, and as a tribute, I created a few Island Helicopters liveries for the 2020 Microsoft Flight Simulator, with some with actual videos from the 80's, on my flightsim.to page Col.F.E.Cochrane Take a look. I hope you enjoy them, ..and thanks for the great lifelong memories!
  19. Found this excerpt online from Frank Robinson on R22s and don't quite understand what this man means when talking about adverse roll characteristic. What is a good roll characteristic when it comes to helicopters and why is rolling into the turn better during a sideslip? Negative Dihedral??? SIDESLIP WITH THE R22 Concerning the caution against excessive sideslips in the R22 flight manual, this was in part due to a misunderstanding by the FAA. In the Army training film on mast bumping, it showed excessive side slipping as one cause of mast bumping. This was true for the Army Bell Cobras and Hueys, because both aircraft have high centers-of-gravity and relatively low side silhouettes due to their high-mounted powerplants and low-mounted tailcones. During a severe sideslip, the resultant fuselage drag could be below the center-of-gravity and cause the helicopter to roll out of a turn, instead of into the turn, i.e. a negative dihedral or adverse roll characteristic. Airplanes prevent this by having wings with positive dihedral. I am just a wee student pilot, any references/knowledge and fun facts anyone has on Sideslips would be greatly appreciated, Thank you
  20. Does anyone know of a Bell 47 experienced mechanic is Washington state or Oregon that could do a pre-purchase inspection?
  21. I just leased a hanger at Ramona Airport and also looking to lease an R 44 or R 22 and looking for a partner I don’t know Ramona is too far for you
  22. Hi All, I just have a few questions in regards to an FAA/EASA IR conversion. 1. If I complete my IR either in the US or anywhere in Europe outside of the UK, what would be the average cost? 2. What would be the average conversion cost to UK/CAA. Was wondering if it would it work out cheaper this way as I'm aware that an IR in the UK costs around £75,000. Thank you so much!
  23. Your 338-ARS Heli-Ops harness currently holds FAA TSO C-167 approval. The next step is to ensure the helicopter’s external load attachment means meets CFR 27.865( c ) requirements for Human External Cargo (HEC). Mechanical Specialties and Onboard Systems offer HEC upgrade kits for the EC135, 206L, 407, MD500, MD600, etc. These HEC kits include a dual hook arrangement, associated hardware, cables, and controls. Pricing is around $35K, not including any additional airframe modifications that may be needed specific to the aircraft. Notwithstanding, if you’re talking about public use, that’s a different avenue. https://boostsystems.ca/wp-content/uploads/2022/03/Boost_Catalog_2022.pdf
  24. How many hours were allowed on the main rotor transmission of an hh53 before it required changing.
  25. ENJOY THE HOLIDAYS WITH THE NOV-DEC 2023 ISSUE OF ROTOR PRO! Check it out: https://bit.ly/RotorProMag_NovDec2023 INSIDE THIS ISSUE: MH-169A: Latest Addition to the Guardia Finanza | 2023 Tech Roundup | Halo Aviation: Africa | Black Wolf Helicopters: Guatemala | Executive Watch: Howard Hadley, CEO, Helicopter Handler | Meet a Rotor Pro: CJ Schneider, III, MD Helicopters | My 2 Cents Worth | Safety First | Uncrewed Update | Mil2Civ Transition | Maintenance Minute | Rotorcraft Checkride
  26. Hello folks, I am hoping to get some help here after a frightening flight in a Schweizer 300c with a HIO-360_D1A fuel injected Lycoming engine. I recently installed a JPI EDM-730 to monitor engine conditions. After a few flights CHT are around 300F and EGTs have been good at an average of 1350. Then, the other night (dark) lifting off at 3000ft and a little below freezing with a frosty cockpit glass, about OAT 28F. I climbed out and leveled off and reduced power to around 20" Manifold pressure. I looked over at the JPI and saw EGTs through the roof! average around 1650 and one cylinder peaked at 1730. I reduced the power to descend and land but had nowhere to land, so I pulled power up to 26" to climb out. With a careful eye on the JPI I saw the EGTs lower to a reasonable number like 1500F. I kept climbing and the EGTs remained about 1500F. I climbed out and flew to 7500ft to return to base. I noticed when I reduced power the EGT climbed significantly. Descending to land I had super high EGTs again. Well, I made it but did not enjoy that flight as those EGTs are frightening. The next day I went for a test flight. Lifting off at 3000ft but this time at an OAT temp of 65F. The EGTs were stable at 1350. Everything looked better. But when reducing power EGT climbed, not dangerously but enough to show a trend. EGT at lower power of 18" went to 1500F. Any ideas?
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