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helicodger pilot

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helicodger pilot last won the day on February 12 2018

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About helicodger pilot

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  1. I was under the impression that this was a forum for helicopter pilots, so why do all the posts so far imply that the cause of the crash was pilot error? You guys all work for the NTSB, maybe? I'm sure that the EC130 is an excellent helicopter, and turbine engines and well designed aircraft seldom fail, but seldom does not equal never. Perhaps we might give the poor pilot (and the operator) the benefit of the doubt until some hard data is available? It may turn out that there were some pilot or operator errors that contributed to this tragedy, but that remains to be established. It could also be that something unexpected and unavoidable caused this accident, did you ever think of that? Put yourself in the position of the PIC of this flight, recovering in the hospital (or resting in the morgue), feeling the weight of what has happened. PAX were trusting you to show them some awesome scenery and bring them back safely, which somehow failed to occur, and you have to live with the results of that for the rest of your life, including your own injuries. So to add insult to injury, you have alleged fellow pilots assuming that the accident was YOUR FAULT because you're a low-time, underpaid pilot (which is an also unsubstantiated allegation)? Please, people give a little thought and show a little class before you post. There's no substitute for wisdom, but silence does a pretty good job.
  2. Nothing new here- check out this historical perspective on Just Helicopters- "Why you don't make any money". The link is to a 2009 posting, but I have a printout of the same article that was posted 3/31/2005. http://www.justhelicopters.com/ArticlesNews/CommunityArticles/tabid/433/Article/67673/Why-you-don-t-make-any-money-.aspx edit: the link may not be working (operator error, probably) but try this: http://www.justhelicopters.com/ArticlesNews/CommunityArticles/tabid/433/Article/67673/Why-you-don-t-make-any-money-.aspx
  3. In Colorado it's legal, but in the United States, it's not... ???
  4. Yes, but... Ground resonance is seldom fatal but mast bumping usually is. True or not?
  5. So how do you tell the difference between a Yo-Yo and an R-22? (sounds like the lead-in to a joke, doesn't it? - a yo-yo doesn't chop it's string off if... no, sorry, I'm not going there) Seriously, though- are there any visual cues? Does the Yo-Yo have the same 3 hinge rotor head as the R-22? Just curious...
  6. Yep, this is messed up, and I also avoid runways as much as possible but don't be too quick to assign blame. 91.113(g) is going to get parsed 6 ways from Sunday on this. Did the Bonanza pilot cut his pattern too close and not leave enough spacing behind the R-44, or did the R-44 pilot dawdle on the runway too long- something a FW on a missed approach couldn't do and which might have surprised the Bonanza guy. I'm not even gonna make a guess, but these poor guys definitely had a failure to communicate despite the fact that they were talking to each other on CTAF. The thing about traffic patterns is that like a dance, they depend on everyone moving in expected, predictable ways. FW pilots don't always know what to expect from helicopters which is why I try my best to "avoid the flow of fixed-wing aircraft". Anyway, I'm glad all parties survived and I hope the "minor injuries" are truly minor...
  7. Notice, too that one of the flapping hinge bolts is too short and doesn't protrude all the way through the nut. All the other nuts have red torque indicator daubs on them, but not that one. I'd love (or hate, if it was me) to see what the FAA would have to say about this little parts amalgamation.
  8. It's a legit job opening - the company is Sierra Nevada Corp. (www.sncorp.com), but not only does craigslist seem like an odd place to advertise, why the Minneapolis craigslist, of all places, if the job is in NM? I note that the listing isn't posted on the Denver or Albuquerque craigslist. Go figure... And I may be wrong, but doesn't the DoD operate just about every kind of aircraft imaginable? I agree, you'd think they'd be a bit more specific.
  9. In case you haven't seen it yet, the April/ May 2009 issue of Air & Space Smithsonian magazine has an entertaining article about how the ENG helicopter originated. AND, if you don't get the magazine, the article is available on-line here: Air & Space Mag- Zoom Shot Things have changed a bit since 1958...
  10. You might also find some helpful info and support at the Enstrom forum that Rocky Mountain Rotorcraft maintains: http://www.rockymountainrotorcraft.com/phpBB2/index.php Some of the factory support people post there on occasion, too. I don't have much time in the 280 yet, but I'm working on it and as has already been said, it's a great ship. You're gonna love it!
  11. ... but back to the helicopter. I like it! Did you note it even has cup holders? But what a forest of 1.5" engine gauges. I count 16 of those suckers. Maybe for development purposes, since it's a new engine design? Viking- be sure to keep us updated when this flies!
  12. Darkhorse- The DeltaHawk isn't certified YET, although it is available for some experimental (homebuilt) FW designs. They state: "Current estimates are to achieve Type Certification (TC) as early as the middle of 2009." That's still blue sky at this point, but it sounds like they believe it will eventually happen. Mechanic- The DeltaHawk website has a pretty complete discussion of the advantages of a 2-stroke diesel if you click on the link at the left side if the home page that says: Why aeroDIESEL? or just use the link I embedded above. A 2-stroke diesel is a VERY different animal than a 2-stroke gas (snomobile type) engine, but both of them have the BIG advantage of eliminating the valves, camshafts and other breakable parts that their 4-stroke cousins must have. As a result, 2-stroke engines have better power to weight ratios than most 4-stroke engines of the same type. In the case of the DeltaHawk, the 200HP version has an installed weight (including the radiator and coolant) of 20 pounds heavier than a 200HP IO-360 Lycoming, but when you factor in the lower fuel consumption of the diesel, the "mission weight" of engine plus fuel turns out to be lower for the diesel than for the Lycoming except for very short duration flights. Gomer- Sure, a turbine engine is lighter and more powerful, but a new RR300 is around $250,000, is it not? The estimated price for the DeltaHawk is $25,900 to $35,000 (depending on HP output and options, I suppose). If you're trying to build a small helicopter that could sell for less than a cool quarter mill, which would you choose? Also, the diesel with a BSFC of .39 uses less fuel per horsepower than a turbine with a BSFC of around .75 - like slightly more than half as much fuel! A few months ago we were all a lot more interested in that, and we will be again, someday. I'm really hoping the DeltHawk is a sucess, 'cause the aviation industry could use a new powerplant choice. The air cooled horizontally opposed piston engines we use now are fine, but don't take advantage of the last 50 years of technological evolution, and availabilty of avgas may become a problem in the future. Turbine are great, but way too costly for ordinary humans.
  13. mechanic- it's a blower AND a turbo. Pretty neat setup, and designed from the crankshaft out as an aircraft engine. I embedded the link, but sometimes that goes unnoticed, so here it is again: DeltaHawk Engines
  14. Looks like it's got the DeltaHawk 2 stroke turbo diesel engine tucked in there. DeltaHawk has said that there was helicopter development work going on with the vertical shaft version of their engine - now we see it! Hope it is a huge success!
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