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ridethisbike last won the day on July 16 2016

ridethisbike had the most liked content!

About ridethisbike

  • Birthday 02/07/1984

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    Rochester, NH
  • Interests
    Motorcycles, helicopters (duh), and the great outdoors

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  1. It's a pedal thing. The 44's have it as well. It's mentioned somewhere in the POH that if you have yaw oscillations like that to apply a little more left pedal (if memory serves)
  2. Who told you that you need to have your PPL before you can get your medical??? Quite the contrary, as a matter of fact. You can't get your PPL unless you already have a medical certificate. Look up an AME in your area, schedule the appointment, complete the online FAA application (required to complete the medical exam) and make it happen.
  3. "Hover power is takeoff power." When you're in a hover, and pointed into the wind, you shouldn't NEED any additional power to perform a normal takeoff. If your inputs are smooth, and your takeoff is deliberate, you won't need it. The idea being that if you can hover, you can perform a normal takeoff. Focus of your takeoffs being super smooth. Landings apply here as well. Don't come in hot. Bring in the power slowly. Your transition from forward flight to a hover should NOT resemble a quick stop. All of this stuff will make sense once you start flying. I force my students to apply this to their flights at sea level. If they have to raise the collective an excessive amount, I make them abort their takeoff and try again.
  4. Care to share how the rest of the experience went for those of us that have no idea what to expect?
  5. Avoid Upper Limit at all costs. They're going under on the instruction side, and are trying to stay afloat with external load, charter, and fire work, but that'll probably fail too because they don't have a foothold. Other operators will beat them out in those sectors.
  6. Negative. You'd only need 10 hours dual. 10 in the 22 to be PIC in the 22, or 10 in the 44 of which 5 may be in the 22 (so 5 22 and 5 44) to be PIC in the 44.
  7. Pretty sure that wasn't an instructional flight, but I'm not sure. Either way, if you keep an eye on the MAP for some time leading up to the decaying RPM, you'll notice that it (the MAP) was all over the place. Some times jumping as much as 5". Once the RPM started decaying, you'll notice that the MAP exceeds 25" more than a few times. Also, if you take a look at their RPM needles, at one point it almost looks like they are pointing down a bit. If memory serves, the needles are horizontal at 80%. That pilot came REALLY close to killing himself and his passengers. I routinely use this video to show my students how poor piloting technique and improper recovery procedures can go bad. Like Wally said, know your limits and don't exceed them.
  8. Correct. Robinsons need juice to power the tachs. The engine tach, in theory, COULD still run since it's getting its reading from one of the magnetos, which is its own generator, of sorts. The rotor tach, however, just gets its reading from a magnetic pickup off a flex coupling flange on the main rotor gearbox input shaft. The emergency section does mention that both will die if all power is lost, so the mag thing for the engine tach is up in the air. Electrical diagrams have them on their own bus bar, which is wired directly to the battery through the clutch switch, and to the main bus bar via a diode so that power won't go from the battery, to the tach bus and then through to everything else attached to the main bus. At least that part of the design was smart...
  9. It does when you look into it. In order to fly a glider under IFR, you have to have a glider category rating on your pilot certificate and an airplane instrument rating. Glider - Instrument doesn't exist. You're using the airplane instrument rating privileges to make it happen
  10. That's from the accident helicopter iChris mentioned??? The way I interpreted the excerpt he post, it seemed like there should be more of the mast attached to the... well... the mast...
  11. Anyone flown one yet? How's the leg room?
  12. Winds are absolutely a subjective thing. What one person considers bumpy and uncomfortable, another will consider it fairly smooth. I know when I first started instructing, I was hesitant to go out in anything over 25 kts (in the 44). After a few hundred hours of flying and having to deal with winds, my personal limit has gone up. The highest wind I've flown in (that was bumpy) was something like 22 gusting to 33 with the peak winds up to 36 kts (I've had 40 knot constant winds at altitude that were smooth as butter). It was a rough ride, no doubt, but I was able to keep it fairly close to 100 kts indicated. As long as the customer is ok with it, I'll go, but I always give them the option and make sure they know it isn't going to be a smooth ride. Ultimately, it's up to you on when you slow down or discontinue the flight. Winds and turbulence aren't something that most people are automatically ok with. You have to build up your comfort and confidence levels with them. Just make sure you're safe about it.
  13. If you need the visual in a piston helicopter, keep a close eye on the manifold pressure when doing these maneuvers with no collective input. Might be small with the lateral movements, but the fore/aft movements will result in a noticeably different manifold pressure for the same collective setting. As stated, it all has to do with drag.
  14. You mentioned short coupled tail rotor... what exactly does that mean??
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