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2 seat helo under $25K??


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Don't cop an attitude, mate. You post here looking for counsel, and the moment you don't like what you hear, you get smart.

 

Do you suppose that there's a reason that you're not allowed to hold a medical?

 

The medical certificate has NOTHING to do with congested airspace. If it does, kindly find the reference or requirement in Part 67. You won't.

 

"Quit living" is not the same as take a safe approach. You've lived thus far without flying a helicopter, so whether you fly a helicopter or anything else has nothing to do with "living." Are you suggesting that you'll die if you don't fly a helicopter?

Edited by avbug
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Perhaps you meant to say your'e looking for another thread to which you have no material contribution, which is to say, nothing to apply toward the topic of the thread. That's all you do, really; enter into threads and make snide, irrelevant comments that don't pertain to the discussion in the slightest, just as you've done again.

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Very well. If you know of a disqualifying medical condition, you need to consider judgement, which is also part of flying an aircraft. In fact, the monkey skills of manipulating the flight control pale in comparison to the basic skill of judgement.

 

You may be able to fly a Part 103 ultralight with a disqualifying medical condition, that doesn't necessarily mean you should. It also doesn't necessarily mean that you're legal to do so, either, as you're still required to operate in other than a careless and reckless manner.

 

Even in operations in which a medical isn't required and a driver's license may be used instead (eg, sport pilot), the regulation clearly states that the pilot cannot know of or have reason to know of a medical condition that would prevent operating the aircraft in a safe manner; one can't be ineligible for medical certification or have a condition that would prevent holding a medical certificate and still argue the fact. Attempting to do an end-run around the regulation while seeking minimal training shows neither good judgement nor adherence to the regulation. It doesn't matter a whit if yoiu're in congested airspace or not.

 

Thus far you've wanted to go as cheap as you can, take the minimal training and finally have come out to say that you're medically unqualified.

 

What about it, then, mate? You inferred that there is some connection between not flying, and not living. Do you actually think you'll die if you're unable to fly a helicopter? If this is the case, how is it that you've survived to your present ripe age?

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Ok, I guess not sir. Let's tone this down a bit. My apologies for my posts. I don't care to make any enemies here or anywhere. It's only a coward who would sit here as a "keyboard Commando". Your intuition is correct. I served in the Vietnam war and am diagnosed with PTSD which would disqualify me for an FAA medical. Sorry I lied about the hypertension. That said, I'm the same person who earned a Private Pilot's license in the 70's. Instrument training was another matter. Too stressful and didn't complete it. I stopped flying in 1982 and now I miss it. Just looking for a way to make it work. Yes, I can be short tempered but as for judgment??....Pretty much intact. Flying doesn't stress me out as long as it's VFR. My concerns are many. I'm concerned about drunk drivers when I'm on the road, I'm concerned when my children and Grandchildren fly. As for me?....I love it. I have maybe 10-15 more decent years and yearn to do the things I want to do...(It's getting late for me). Peace

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Guest pokey

Doug? you have now seen what avbug is all about,, my pigeon analogy is spot-on, no?, BTW? i would stay away from the mini500, the best thing it has going for it is that is a one seater, only kills the pilot.

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Guest pokey

Perhaps you meant to say your'e looking for another thread to which you have no material contribution

 

umm? at the risk of being crude, if that is what i wanted to say? i think i would have said it, F'n dickhead.

 

maybe you can get this thread locked too?

Edited by pokey
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Look at that. Pokey fails again.

 

Locked? Profanity will do that, won't it?

 

Doug, I understand your position, and I understand PTSD. I split five years between Afghanistan and Iraq, and a number of posters here have seen some of the less hospitable tourist destinations, too. I don't think anyone who has been there, myself included, will question your experiences or long term effects of them. We understand, and I apologize.

 

That said, what you're saying now differs from what you were describing previously.

 

Hypertension and medical issues attached to that are fairly straightforward insofar as FAA medicals go. High blood pressure is a measurable value. PTSD is not. Nobody is qualified to address that in relation to your flying in an online discussion, least of all me. It's a very variable, very personal issue; one that affects everyone differently, to different degrees, and at different times. I'm certainly not about to address that in relation to your medical fitness to fly, other than to say it may be very possible for you to obtain a medical certificate with support from a good aviation medical examiner.

 

I might suggest using the aircraft owners and pilot association's membership services, which includes a plan for a small yearly fee (about thirty bucks, I believe) that provides legal counsel and medical counsel regarding flight physicals, certification, etc. AOPA encompasses all types of flying, though like most of aviation, it doesn't seem to highlight rotorwing aviation like it does fixed wing, at least in publications, online forums, etc. That wouldn't make any difference regarding the medical, of course, as it's not aircraft-specific.

 

If you are medicated for a condition related to PTSD, it will impact the ability to hold a medical. If your'e not medicated, but are receiving disability associated with PTSD, it will still need to be disclosed on the medical form, and will require a psych exam (which can impact your disability status, depending on diagnosis, if one is issued). None of that may matter, if you've decided not to seek a medical.

 

The other issue is whether you've been denied for a medical previously. If you've been denied, that impacts your ability to engage in Sport Pilot flying, which can be done without a FAA medical certificate, but instead simply holding a driver license. Some will recommend that if you have not held a medical, or have held one but it has not been denied, that you not seek one if you believe obtaining it will be questionable or think that you might be denied.

 

I mention this because if you consider operating under Sport Pilot regulation (a fairly recent development, and a couple of steps below private pilot certification (recreational is the next step down, then sport pilot...two new levels of pilot certification in the last few years), it opens up a number of aircraft that you can fly. That would mean fixed wing flying, but fixed wing is also considerably more cost effective. Not remotely as fun as helicopters, but more cost efficient and more options.

 

It makes sense that if you already hold a private pilot certificate, your rotor training is for proficiency, currency, and to become familiar with similar aircraft. It makes sense as well, if you're seeking time with an instructor in something like an R22, if you're shooting for a Mosquito or mini-500 (and later iterations). In that case I'd also say that seeking training that you don't necessarily need is the opposite of what I said previously; given the additional information you've provided, and given that you already have training and a background, your decision process instead shows GOOD judgement and a positive attitude toward safety.

 

Harking back to the discussion about gyros earlier, you should know that there are a number of ultralight gyros that are available to fly without a medical. I think you'd indicated that you'd rather not fly in an exposed cockpit, but were seeking an enclosed cockpit type aircraft, which would eliminate most of the ultralight gyros, but it's a possibility given your budget and request, all the same. As previously mentioned, the popular rotorcraft association is a good starting place if that interests you.

 

I would also recommend looking into the experimental aircraft association. I realize I'm bringing up a number of organizations (each of which brings an annual membership cost, etc), but EAA does have a number of members who are involved in homebuilt or experimental helicopters, which will certainly include aircraft such as the mini-500, helicycle, etc. I believe there's at least one regular poster here who owns and flies his own helicycle, and you'll find a number of connections through the EAA that can point you to builders, advisers, owners, instructors, etc, involved with the equipment you seek . I would strongly recommend getting your hands on some of that equipment in person and talking directly with owners of the equipment you're considering, to get their first hand input. Chances are high that you'll find others with very similar backgrounds to your own, so you'll have a level playing field to make comparisons.

 

With those recommendations I'm not trying to send you off into another field, but am suggesting some resources that may help you in your quest.

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Guest pokey

 

 

Locked? Profanity will do that, won't it?

 

 

 

 

You really can't be this dumb. Can you? why don't you go and read what you wrote, then find the profanity, come back & point it out to me & we can all see ? Make that your mission for today. Oh BTW? start by looking in the thread that is now locked.

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Seems the Mosquito XEL is my only alternative if I want to go helo. $34K for the complete kit and up to 6 months to get it! Heaven knows what the tax and other hidden fees would be. I would go get it myself to just have a road trip plus save on shipping. Website says about 260-300 hrs work so that's like 8 full time 40 hour weeks. That would be ok if I could get it now. In 6 months, I'll be in the cold again and my only heated shop has about a 42" door. Could make a bigger door I guess.

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The figures quoted for kits are generally a lot less than what it actually takes to get the aircraft out the door. Between the inevitable do-overs and the things that the kit doesn't include (or upgrades), the cost climbs.

 

Likewise, the time needed to finish a kit is usually much longer than anticipated, especially if one doesn't have aircraft maintenance or building experience (although for some who do, that's what takes longer). A lot of builders become perfectionists, which isn't a bad thing at all; the time factor becomes more of a labor of love than a clock.

 

For both those reasons, it's always best to spend some time with those who have built and flown the same kind of aircraft you're after.

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Guest pokey

Seems the Mosquito XEL is my only alternative if I want to go helo. $34K for the complete kit and up to 6 months to get it! Heaven knows what the tax and other hidden fees would be. I would go get it myself to just have a road trip plus save on shipping. Website says about 260-300 hrs work so that's like 8 full time 40 hour weeks. That would be ok if I could get it now. In 6 months, I'll be in the cold again and my only heated shop has about a 42" door. Could make a bigger door I guess.

 

Here is another alternative. If you are married or have a steady girl, this is out,, but? if not?? Find yourself a female helicopter pilot with a medical & take her with ya when ya wanna fly. Preferably one with $$.

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I do appreciate your input AV even though you "rain on my parade" often. lol. I'll keep looking for a used one but they are usually snapped up real quick. There are 2 gyro clubs in the Minneapolis area but will search for a helo club with Mosquitos...Starting to look more and more like I'll be in a "flying lawn mower". The thing I don't like about the Skeeter is the 2 stroke engine. Haven't read anything good about those in aircraft

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Two strokes are quite common in ultralights, given the weight restrictions; two strokes are far more efficient with regard to power vs. weight, but their reliability in the small rotax and hirth engines, in aircraft applications, is not stellar. They're also loud and by some standards, do make an annoying sound. They're still quite popular due to their size and weight, and cost.

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