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SuperF

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About SuperF

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  1. here are a couple i can think of the cause of the accident: DPE - Dumb Pilot Error. generally only used for minor dings, trying not to insult anyone... Have also been quoted that the cause of an accident was "a loose nut between the cyclic and the collective".... oops IFR = I Follow Roads - NZ IFR = I Follow Rivers - PNG/Canada I Follow Railways
  2. Are they looking for an operator with machine, pilots, and mechanics or just the machine?
  3. just taxi it with the skids on the ground. is that flight??
  4. wrong side of the country, man i live on the wrong side of the world. i still hope i can make it. 12 hrs to LA, plus the next hop, long flight for some of us... hope to c u there
  5. It might sound good, but remember that is probably the cost to operate..... not what the charge out rate would be. cost to operate 3k charge out rate prob 10K, now do the maths. lucky hes not doing it commercially... good luck to you Chad. especially if you haven't got heaps of money. we took the first restricted category helicopter to the Southern Hemisphere for civil operations. man you were right about time money and patience. we had a good ol USA Bell UH1 and the feds still hate us, you are going to have some real fun. Anyway take care, and remember it isn't a 22, it is a big helicopter. don't do anything stupid and you will have a heap of fun. I would also suggest that you don't fly your mates around by yourself until you have done a few hundred hrs in it, or if you do early, just remember that they will all be happy just to go for a couple of circuits. have fun man. be careful.
  6. i would match a 204 against a B3 any day of the week, anywhere at those alts and temps. depending on the machine that you have. the 204 is a slightly better lifter than the UH1B as the B has a short tail boom and short blades. 44' system. the 204 and UH1F have the same 48' system as the 205. Any 204, UH1B etc will do 1800 kg with a good pilot most of the time. problem is lifting those weights you will break up your ship. The big problem with a 204 i guess is the -11 engine can run out of temp as you get above about 20-30* which is why you go for the -13 engine with 1400 hp. Not sure if that is certified for the 204 but you can put it into the B and we have even STc a T53-13 into our UH1F helicopters which originally come with a GE engine. The good thing with the -11 was you could never break the xmsn as it could handle more than the engine would give, with the -13 you can over trq the xmsn, and screw all your drive train...$$$$ down the drain. we work mainly up to 3000' up to 25* and pick up 3000 lbs, about 1400 kg all day every day average about 20 turns / hr when on the job. normal fuel run is half hr then sit and wait about 5 min for trucks to re org, refuel the heli, then another half hour, etc. if you were just doing a single lift then go to fly you would be able to get right up to 1800 kg off and going, but will be slow to start with, maybe 70kts. 1400 kg up and off at however fast the load will go up to about 90kts max. We try to limit all lifts to 1600 kg, and get right down on gas, as low as the job will allow us, with one off lifts out to 1800 kg if we really have to but then running the 200lb/20min minimum fuel plus 50 lbs usable fuel. only for really close quick jobs. remember 10lbs of fuel /min, so you drain the tank a bit quicker than a B3 depending on if you want, or need civil or ex mil, there are heaps of mods/STc's that you can do to your ships to help them lift more easily. i think that there are more mods for the ex mil ships, we don't run any civil 204's, they are all ex mil as we do about 90% hook work. A 204 with a -13 engine will out lift a 205 with a -13 engine. they are all the same running gear on a lighter ship, somehow according to the book, the 205 which is 1000lbs heavier empty, can pick up 5000 lbs on the hook while the 204 can only do 4000 lbs. doesn't make any sence to me. where the 205 wins is that there are a lot of STC's to add -17/703 engine, 212 MR blades, Tail boom and TR drive, hud blades etc, to handle all that extra power it can put through. then once you get into hot and high conditions it will start to eat the 204. also the 205 is a stronger ship, bigger main stringers, shorter Tail boom etc. biggest problem with the 204 is heavy loads, when placing them, or logging!! will break the airframe, boom, best to run a 212 42, and start loading up with 212 controls, collective levers, scissors, stab bar etc. not sure how much can be done on the 204 in this way. withlots of heavy lifting you will also start to break the cabin around the pilots doors, and the tailboom loves to try to fall off. make sure you get the heavy duty Tail boom attachment points, and check the bolts everyday for movement. the original attachment points could probably handle the early engines but they aren't up to the job now. Also need to locate the batteries in the nose, if they are not already there, and even then the machine will be really ass heavy, you wll just about put the stinger on the ground when taking off. if too ass heavy you will also start breaking up 5th mounts. if you go logging you will break the 5th mount beam faster than the engineer can replace them. T/R isn't too much of a problem and fly it from the side that it was actually designed to be flowen from. The LEFT. Bell didn't figure it out when they built the things, but Hughes sure as hell did. All Bell are built to be flown from the left, as you pull full power, leaning out the door you can let the helicopter turn 90* to where you want to go, the tail hangs right out into all that good clean air and actually takes less power, rather than i guess trying to hold full left pedal to try to see where you are going. We also run JR's and have had our certified for LH operations since about 1977, as they are soooo much easier to fly from that side. If i can give you any more info just email me, I'll see if i can help. Boy i can go on when someone asks about my favourite topic 204's.....
  7. flew in one a couple of years ago. new, private machine, never done hook or ag work, but smooooooth as. no 2 per bounce at all.
  8. wouldn't be the first person to think something was wrong, when really it was just the gauge that was faulty. Do you auto into a forest just coz your fuel gauge fails, or do you check if the engine is still going, and see whats wrong with the gauge???
  9. great choice. helps when u want to go fishing, just land on the lake, you take your boat with you. with the size of it you take the house with as well. About the only thing you couldn't do is go through a drive through. Are those things the same as a sea king? or are they bigger? is anyone operating them commercially? is there a civil equivalent?
  10. hi eagle1 whats an HH3F Pelican? i can't keep track of all the military designations!! too many numbers say the same thing
  11. yep forget the little huey, get the big huey, bigger, faster, thirstier, all those good things comfortably seat 4-5 in armchairs most comfortable ride around. even get a fridge and cabin attendent in the back. Pamela maybe ??
  12. i really was only talking about Ferraris, and i guess lambos as well. i can only tell by what they look like, having never driven one. Hueys on the other hand, still the greatest at what they do. forget, smoothest, fastest, biggest etc, in the 2 tn load class, for lifting work, can't be beaten. And as you said, they are a legend. there you go we have solved the problem, buy a huey. can get a good restricted cat one for about the same as a JR, you're flying a REAL helicopter, will get into most places that you would consider landing anyway, definitley wake up the neighbours when you are in bound, make all the local horse owners go mad, and only use about 6 times the gas of a 44. PERFECT great thing tho, is you can put a double bed across the back and go camping...
  13. do ford own both of them?? I thought that GM had the lambos. not that it concerns me i don't drive either. Funny tho i haven't seen too many FRENCH audis or bmw's..., german maybe, and they make good bikes too. Italians do great bikes cars and choppers, let me think about the french??? now a 2CV versus a viper, vette, mustang..... ha ha just a little joke, we don't make any helicopters in New Zealand so we only fly them. don't know if you guys get the Worlds Greatest series on TV but in NZ they just had helicopters and the Bell Huey was number 1. sorry but no eurocopter even made the top 10.
  14. would be a nice fit all those guys in the back of the 500!! the ec130 is LHD, and thats pretty new, they did it for the long lining, and to jam more in the front. I think the co is middle seat tho??? the other reason for lifting with an american machine from the left, apart from being so easy leaning out the left door, is the way she wants to fly. When you are on max loads the nose wants to go round to the right, so as you are moving off, when seated on the left you can see where you are heading. If you are on the RHS you need a lot of left pedal to see whats going on in front of you. Same thing happens, in reverse as you bring a heavy load in, you can come straight in with the t/r hanging out in fresh air, as you are virtually sliding sideways to the drop off point. Look at all the Bell products out there, made initially for the military, i guess they specified the captains seat so it stuck, but anything used in the commercial world on lifting would be LHD. We have been running JR's and UH1s on commercial work since 1977, and have them converted to LHD for the above reasons. Basically you can lift more for the same power, and no huge pedal inputs required. Obviously thats if the blades go the right way round, i think the power etc would work in reverse on the 130 etc, so they are winning on 1 side but losing on the other.
  15. Then just to throw a wobbly one at you, add a hook load!! Now you are going nose down, especially if you have something that you can get a good speed on with but still acts like a parachute. Try a fertiliser bucket with a 2 meter opening at the top. when its empty on the return trips you are just looking at the ground all the time. Don't all helicopters have some forward rotor tilt?? i think even the old Bell Uh1s have a slight tilt, and they only truck along at 100k
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