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Rotorhead84

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Rotorhead84 last won the day on December 23 2017

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  1. If you aren't a Marine, you are just pretending to be in the military
  2. Legend tells of a letter or guidance issued by either RR or Allison eluding to the engine manufacturer's preference to the engine being started quite warm. My first run in with this tale was about 10 or so years ago when I hopped in a jetranger with the DO of a company I just contracted onto for an interview flight. Hit the starter and opened the throttle at the appropriate time. Engine temperature skyrockted well past the redline of the gauge and was gunning for the 927 dot. I aborted the start. He asked my why I gave up so early then explained that all of the company's 250C20 series engines (Probably 10-15 helicopters) were set to start that warm as Rolls Royce put out some sort of guidance. I started the helicopter again and again the temperature headed to the 927 dot with no delay. Stopping just a fraction of an inch short and then very quickly falling back out of the 10 second range for starting above red line. Sure enough every single tail number I flew for them with a c20 started the same way. I've heard of this letter more than once since then. Does it exist? Can someone post it? Where can I download it?
  3. Full, all cowlings open preflight. Everytime. Only exception is if a call comes in at shift change and the pilot I am relieving starts the helicopter for me while I'm on my way to base. Then I'll full preflight at the requesting hospital while the nurses package.
  4. Take-off: Spinning bit works. This lever moves. Accomplish take off. Landing: Still alive, best not push our luck any further. Accomplish landing.
  5. I only have 4 hours in a jetbuggy but 2,000hrs in 58s. There is definitely a 5 minute limit on power over 85% tq in the 58. Not sure why it would be any different in the jetbuggy.
  6. Back to basics on this one. No pilot may land on private property without prior permission. I am unaware of any part of 135 to include the 135 Subpart L (the 600's) that allows a pilot to deviate from this. I am aware that local and state laws may allow local emergency services to use private property in an emergency situation, but I don't think the FAA makes any concessions for the pilot.
  7. 1) Avoid boatpix at all costs. Their reputation is in the toilet for good reason. They're literally the laughing stock of the entire industry. 2) You can do your training as quickly or as slowly as you like. Just make sure you coordinate with your school and instructor your plans. I did my commercial in 6 weeks and then a few years later I went back and did my instrument rating in about 3 weeks. When I was doing my commercial I would typically hang out at the flight school most of the day and take the helicopter out when another student didn't have it scheduled. So I'd go out in the morning with an instructor for an hour or so, then bring the helicopter back for another student, then when that person was done, I'd go back out solo for a few hours maybe, then brining it back for another student, etc. I was able to knock it out relatively quickly this way.
  8. This is the dumbest thing I've ever read
  9. Manned ag isn't going anywhere. There is at least one more generation of ag pilots left. The way to an ag seat is already what you described. Get on a ground crew and plug away until you land in a seat.
  10. Sure, be born into it. Its the family business for me.
  11. lol. No. When you can get an air tractor sized UAV that can spray for less than a million bucks and has a near zero operating cost its time to start worrying about manned aerial application jobs. I'd wager we have one generation of manned ag pilots left.
  12. Crop dusting is not a job a drone can do effectively and we won't have to worry about that for quite some time.
  13. Looking for a pair of serviceable OH-58 wheels. If you have any or know where I can find some, please PM me.
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