Jump to content

boardutah

VR Member
  • Posts

    8
  • Joined

  • Last visited

About boardutah

  • Birthday 10/01/1982

Profile Information

  • Gender
    Male
  • Location
    West of Rockies

Recent Profile Visitors

262 profile views

boardutah's Achievements

Rookie

Rookie (2/14)

  • First Post
  • Week One Done
  • One Month Later
  • One Year In
  • Conversation Starter

Recent Badges

0

Reputation

  1. My Air Methods job interview consisted of me in a room sitting at the head of a long table with 20 other people. They all took turns around the table asking me questions. Each time I tried to lighten the mood and heaviness in the room, they kept it very serious. Probably the worst interview experience I've ever had. But I'm sure each location does things a little differently.
  2. If running your bird up every 2 hours is your solution, I'm guessing you're going to get some really annoyed pilots at your base. Blade socks literally take less than 60 seconds to slide them off and will prevent frost. Also lifting with some frost on your blades ain't no big deal! By the time you lift, your spinning blades have already cleared any frost that was on them. And the rare chance you lift with frost, again... ain't no big deal! She'll still fly like a champ
  3. Thanks, that last comment is more what i was looking for. I will have to look into 27.1541 through 27.1589 to see exactly what it says. I'm fully aware of 91.9 and contrary to whats been said by other comments it does NOT specify the Operating Limitations are REQUIRED to be IN THE AIRCRAFT. And as mentioned - that it says you must "comply" with the "O" (like many other regulations we're required to "comply" with - which don't have to be IN THE AIRCRAFT) therefore you can't imply that from this wording. Thanks for the input so far, and if anyone knows more of exactly where it specifies that the O & W must be in the aircraft please chime in.
  4. According to everyone and everywhere, AROW is required to be in the aircraft in order for it to be airworthy to fly. I'm aware where the A (Airworthiness Cert) & R (Registration Cert) requirements are found in the FAR, but where are the O (Operaters Limitations) and W (Weight & Balance) found? Any help? I'm wanting to find where it specifically says O & W are required to be IN THE AIRCRAFT.
  5. i've flown the R22 Beta II over 10,000 MSL more than once. i didn't get that high to try and clear mtns (in case i wouldn't have been able to in a tight situation). but each time i've flown that high i checked the DA charts and i was very close to pushing max operating DA of 14,000 of the R22. depending on your gross weight etc, you can usually fly up to the max operating DA, whatever those condition may be for the day, but anywhere close to that your pushing low rotor rpm.
  6. thanks for the answers so far. also thanks for filling me in on how they came up with 145 BHP, i wasn't aware of that. however my question really hasn't fully been answered yet. I am fully aware why engines are derated and that the o360 has a total of 180 HP that is actually AVAILABLE - but what is the PURPOSE of 145HP? when would you use over 131HP (5 minute take off) let alone 145HP?? and how do you know when your using 145 HP?
  7. My question is for any Robinson R22 pilots. Total BHP (brake horse power) is 180. Robinson tells us that that 180 total is derated to 145 BHP. why 145?? what is the 145 used for? I understand why engines are derated - but what exactly is the 145? max continuous is 124 which means whenever you are using your max continuous power setting (MAP) you are using 124 BHP from the engine - and the same applies with the 5 min take off of 131 BHP. what is the purpose of that 145?
×
×
  • Create New...