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Jay Bunning

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About Jay Bunning

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  1. Hi all, When performing a 180 auto from a high downwind, direct to final I currently use a radio call something like "Simulated engine failure, high right downwind, direct to final 16" but we are a very busy uncontrolled airport with many helicopter operations and everyone has their own version and I've heard airplane pilots complaining that 180 radio calls did not make sense - they were unaware of where the helicopter was (especially if there were 2-5 other helicopters on CTAF). So others who have worked in a busy training environment - what radio call do you use? Have you worke
  2. Question: Which would produce the slowest rotor RPM? A: A vertical descent with power. B: A vertical descent without power. C: Pushing over after a steep climb.
  3. Hi, I am doing some research for a training video on airfoils used on training helicopters (main and tail rotors). The emphasis is on Robinson helicopters, but I'd appreciate help from people with Enstrom & Schweizer experience. Robinson R22/R44 Main = Symmetrical, Tail = Asymmetrical Hughes/Schweizer Main = ???, Tail = ??? Enstrom Flacon/Shark Main = ???, Tail = ??? Any other small training helicopter? Many thanks for your time, Regards, J
  4. AvBug: you are right, I'm sure you have much more experience and I sincerely respect your opinions/advice. This forum discussion is degrading into personal attacks and so how about message me your number and we can discuss this on the phone- id like to learn more from you and until then, agree to disagree.
  5. @ AvBug: I find it interesting that you can be so sure, despite not knowing all the facts or actually being there at the time: 1> This was NOT a wildfire - this was an urban bush fire - in a city. 2> How do you know I do not have wildfire training? I actually do have wildfire firefighting training and experience. 3> The fire was moving towards houses so fast (hard to see the full details in the video) that I chose to stay over and buzz houses as I made the call to wake residents and - it was around 1am and the fire was probably not going to be called in on the ground until it cres
  6. My name is Jay, I was the CFI and took that video and so in a good position to respond to some of the comments: @ Sorcer: GoPro suction mount on the left seat 'skylight' @ AvBug: "Everyone likes to call in the fires, and the truth is that usually we get ridiculous numbers of calls on fires. Everyone thinks they're the one that reported it first."After to speaking to thankful residents who called to find out why a helicopter was waking them up at 1am - they were told we were the first and only call. "We really don't need people contaminating the airspace, and usually all you do is create
  7. Hi all, Inspired by the R22 tachs, I designed a logo for t-shirts, hoodies, etc. See what you think: http://www.zazzle.com/rpmlogo?rf=238714493945491049 Jay
  8. I designed this helicopter "RPM" logo after spending far too long looking at the rotor and engine tachometer instrument in the Robinson R22 helicopter. It is a subtle, but cool reference to R22 helicopters and being an R22 heli pilot. Check out my new RPM Logo stores out: http://www.zazzle.com/rpmlogo and http://www.cafepress.com/rpmlogo
  9. Hi and thank you all for any feedback. I know the practical answer to this - "I wouldn't fly with a MR Temp light inoperative", but what is the position regarding regulations? Firstly I would check the day VFR required equipment (91.205) - and the MR Temp Light is not on that list. So now I go to inoperative equipment 91.213(d) and this is where it gets a bit less clear to me. It seems to say that as long as the instrument/equipment is not required for day VFR (91.205), not "Indicated as required on the aircraft's equipment list" (the R22 POH?) and the aircraft doesn't have a MEL then it
  10. Here is an updated video for SFAR 73 Awareness Training - I hope it helps - any feedback welcome. Edit 2/26/14 - updated video link
  11. Yeah I wondered the first time I saw that page POH 2-15 - http://www.robinsonheli.com/manuals/R22%20POH/R22%20Pilot's%20Operating%20Handbook_2.pdf) but then re-read the first sentence: "The following limitations (1-3) are to be observed unless 200, 50 etc..." Number 3 does say "continued flight in moderate+ turbulence is prohibited", but the 0.7 Vne and 57 kts stuff - that comes after number 3.
  12. Thank you all for your input. The definitive answer was provided Answer provided by Raven on another forum: The airspeed you fly in turbulance is a range. 60 is the low point 71.4 (0.7 of 102) is the high point. If 0.7 of any other Vne (remember it goes down with altitude and tempurature) is less than 60, you must go 60. However, at 10,000 feet and 30 degrees, you cannot go 60, because your Vne is 57! Hence the one exception, "no lower than 57".
  13. Hi all, I understand in moderate+ turbulence we want to reduce airspeed to reduce structural loads, but why do you think in the R22 POH it states the number 57 kts as the absolute minimum? R22 POH Limitations Section: "Adjust forward airspeed to between 60 knots indicated airspeed (KIAS) and 0.7 Vne, but no lower than 57 KIAS, upon inadvertently encountering moderate, severe, or extreme turbulence." I guess it is probably a performance issue - to be able to maintain best climb maybe, but that number is 53 kts... Any ideas? Without understanding more I think I would just aim for 60kt
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