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  1. I think there is a knob for that.......
  2. Thanks for the advice. Fortunately I fly a turbine so don't have to worry about carb heat anymore.
  3. With the weather out here in California generally being associated with fair weather flying but lately having been been below freezing I have been worried about some upcoming flights I might make in this cold weather period. Although I have seen the pictures with leading edge ice on the rotor blades and stories of loss of lift, how much should I be concerned about it in otherwise clear weather (no snow or rain). Any tips from those of you with more experience? I know I can figure out the freezing point and altitude but really, practically what does that mean to a helo pilot when you can't see any moisture except maybe AM frost and are flying at relatively low altitudes compared to fixed wing? How concerned should I really be? Thanks in advance.
  4. Looking for possible private tour in helicopter around Dover/Shakespere Beach area in England around July 2007. Any Leads?
  5. Wow! You really did have an angel flying with you! Makes my situation pale in comparison. I did finally go flying this weekend without a problem and never did find a drop of water after draining about a gallon out of the tank.
  6. Well the helo has been sitting for a few weeks now with the wheels up so there is a slight forward tilt to the aircraft. The pickup for the fuel is forward in a funnel like portion of the tanks. I have checked it and there is no water to be found after draining a pint of liquid. I am still uncomfortable with the thought of water hiding somewhere and my mechanic has suggested running the turbine for 30 to 40 minutes maybe practicing low hover manuevers (hopefully not hovering autorotations!). I have thought about draining the tanks but am not really sure that will answer the question of whether or not all the water would come out or could some be hanging up in the tank somewhere like on the foam baffling. I guess one could ask how much water in a tank becomes significant?
  7. Anybody ever accidently get a small amount of water in their fuel tank (ie. accidently leaving the fuel cap open when spraying off the helicopter to clean it)? If so what did you do? Did it eventually all settle to the bottom and come out the inspection valve? Any fuel additives that will disperse the water into soluble form? Suggestions or experiences?
  8. I just sold my AvMap IIIc since I got a hard wired panel unit but it was a nice unit, especially the screen and graphics. It is a little big for the knee type holder. No complaints except sometimes the C card connector cable to the mother board contacts need to be cleaned or the airspace graphic stop working.
  9. I think there are atleast 2 issues in your situation and maybe more. First of all, have your injuries impaired your ability to fly safely without restrictions? I don't think the hip is necessarily a problem working the controls but the ankle motion might be. You have to honestly evaluate whether you can work the pedals through all situations and do it comfortably. The hip might be a problem getting in and out of the aircraft. You state you already have problems with ladders so you have to ask youself if you would be able to climb up an do a preflight of the rotor head. If pain is an issue it is going to distract from your flying both from enjoying it and how long (flight duration) you will be able to fly. So if you can safely fly and inspect the aircraft pain free I don't think there is a major issue. People do all kinds of things despite their disabilities if they are motivated enough. The second issue is employablilty. No employer wants to hire somebody that can't do the job, even with restrictions due to the liability. Aside from safely running a business, the last thing an employer wants is to get a work comp claim from an employee with a pre-exsisting condition since one is hired "as they are". There also may be more things required of the job than just sitting at the controls. I have always encouraged one to shoot for their dreams but ultimately one has to evaluate the situation realistically. Talk it over with your treating doctor and then ask yourself the tough questions I pose above. Best wishes.
  10. LOL....I knew that French comment was going to get to someone! I debated about leaving it out but I was never known for my political correctness. Ultimately though, here in the states it usually is easier to get parts that are made here, quicker and for less and we all know helicopters love parts. Money aside, if you twist my arm behind my back I would have to agree that from an overall technology viewpoint the EC120 is a nicer helicopter. Now cars on the other hand......well we won't go there in this forum.
  11. A couple of years ago I went through the same analysis about which helo to buy after I decided the Enstrom 280FX I owned needed another seat position. Should I get a new R44, used 206, used Enstrom 480 or used EC120? For what I felt I could afford I really couldn't find a nice 206. I thought I might just barely get an EC120 but maintainance costs scared me and it is French and I would really rather have something made in the US. Plus the blades turn the wrong way (LOL). I came close with the R44 but was concerned about higher altitude performance, narrow cabin and funky controls. I trained in the R22 and always worried about flying in it although I never had any problems. I found that going from the R22 to the 280 was like driving a old VW and going to a Cadillac so I had that bias. The R44 was definitely more afordable for my needs. Ultimately I found a good deal on a low hour 480. I love the turbine motor, the cabin is wide and comfortable, I feel safer with the high inertia rotor and the performance is adequate for my needs. It is not really high tech but more like a reliable old tractor in its simplicity. The down side is that since it uses jet fuel you have to plan your fuel stops more closely, there are only a few qualified CFI's to get your insurance check rides (yearly with my insurance so I have to fly somebody out), it's not quite as fast as an R44, and annuals and 100hr inspections are really time consuming (usually for me it is a 5-6 week event). I am happy with my choice and would do it again. For your needs if you can find a good used 480 go for it but if you can't the R44 is a reasonable 2nd choice IMHO.
  12. Thanks for the link on that SAIB! I was thinking of making the conversion from hydrolic to elastomeric dampers but now I will hold off.
  13. The link did not come through. As far as things to watch for on the 280 and the F28, the most important thing is the engine. Make sure the compressions are all close. Other things included the elastomerics on the main rotor and the tail rotor bearings. Put it on a Chadwick and make sure the tracking is good. This can point to things as simple as adjustments needed or problems with the dampers or main rotor bearings. Cosmetics are not as important but can give a clue to how the bird has been cared for. Get a good mechanic you trust to go over it and the books before you buy.
  14. Yes, I did but eventually sold it and moved up to a 480.
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