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About TCHone

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  1. Use the R44 for hog controll all the time. What abrupt inputs lead to mast bumping? I know a lot of people who use R22/R44 for hog hunting, Mast bumping doesn't come up much.
  2. I think avbug has it right but little confusing in the explanation. You can do 100hr/annual OR progressive 91.409 b
  3. Great question. I've been asking this for a long time and can't get a good answer. In the R44, heavy is a fairly steep angle in autorotation with high rate of descent. Then mid-weight is a lower rate of descent. Then light weight goes back to a high rate of decent and steep angle. AS350 does the same. I believe it has to do with collective position. When the heli is very light, collective has to stay full down to keep the RPM at the bottom of the green. Interested to hear some ideas...
  4. Always wanted to fly a 47. Wrestling.
  5. Vertical is a good one. I never miss an issue.
  6. Has anyone ever had or heard of an engine going to idle during flight in a 500? After a hard landing the engine (C20R) was shipped to RR, tested, and they say nothing is wrong and they sent it back. Just want to know if this has happend to anybody else. The throttle was not accidentally closed. The power just went to idle. The engine is back in the heli but I don't know if I'll get back in it or if anybody should.
  7. I'd say illegal for sure. The car was obviously speeding.
  8. Heres one for ya: Does the SFAR 73 instructor endorsement count as a proficiency check to satisfy a flight review?
  9. FAR part 91 says you can't OPERATE an aircraft unless it has a lighted anticollision light. What is operate? Engine running? Blades turning? A lot of regs use the word "operate" instead of something more obvious like " flight".
  10. JD said it very well. I have been a CFI for a while now and have had a few people close to me bend an aircraft or even destroy a few (none fatal). I see and teach all kinds of lessons about LTE, autos, vortex ring state, DR and such. Like JD said there needs to be so much more focus on CRM, ADM and situational awareness. 90% of every bent aircraft I have seen one or more of these three things lacking in the pilot. I would like to see more informaton about these things in study materials and in knowledge or even practical test. I believe you will more likey to get into trouble by making a poor descision or not knowing your aircraft or surroundings than not knowing what to do when that good ol Lycoming goes out on you. (Trust me it is important to know what to do I'm just saying the chances are small on an engine failure). Practicing advanced autorotations is very important too. I don't practice these things often with private students (unless they have the time). But if you are going to be a commercial or even CFI you NEED to know how to get the aircraft to the spot.....safely.
  11. I brought back a new R22 from RHC last week. Somewhere over New Mexico I heard a voice on the radio calling a FBO. He sounded in a panic and said "WE NEED TO LAND NOW! A COUPLE OF KIDS JUST PUKED ALL OVER THE PLACE! OH MY GOD!" I couldn't help but laugh. I did feel sorry for the poor guy. He wasn't in a helicopter and I forget what type of plane it was. I have had a student get sick on me once doing instument training. I also got sick when i was doing my instrument. It was very bumpy and I was trying to read the small print on the Garmin 530. It hit me instantly but I was able to hold lunch down.
  12. The Garmin 496 with XM weather is the way to go for sure. It does everything. The Ram Mount works great with it. The XM is perfect for checking weather when you are in the desert or mountains with no cell or internet service. You can also change to automotive mode and use it in the car. The price has come down but it is still expensive. I'd hate to leave home without it.
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