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CROOK

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About CROOK

  • Rank
    CFI Poster

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  • Company working for
    TEMSCO

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  • Gender
    Male
  • Location
    Seattle
  1. Having flown three years of tours my opinion is that I would not have been ready at 200 for what was required of me to fly tours. That might not be the case at every operation. Some of the differences are; Crowed Airspace Multiple radios Flying in flights Strict time limits for flights Weather Multiple passengers 135 regs Routes Work schedule ( I am aware that some of these exist when giving rides but insist that they typically don't happen all at once like they do when flying tours.) These things don't seem hard individually but when you put them all together combined with having to fly a helicopter you are not 100% familiar with (your first season) most pilots would be overwhelmed having only flown 200 hours in there career. The extra 800 hours allows new pilots to develop skills and experience that can't be taught in a 15hr initial training at a tour company, and that give them the ability to deal with the challenges of flying tours. CROOK
  2. They use an Astar 350. King 5 just needed helicopter footage for the story.
  3. Nope don't use it. I second what Gomer said. Having flown in Alaska I can also say compasses don't work very well up there. So you better be able to get to your destination via pilotage alone. Don't rely on a GPS either, they can and will fail! Crook
  4. I will be. PM me and we will see if it will work. CROOK
  5. Yeah, please remove it.
  6. http://www.faasafety.gov/SPANS/event_details.aspx?eid=36603 Check it out CROOK
  7. Will anyone from here be attending? If so we should try and get people together for food and drinks after. CROOK
  8. You can also add a cep kit to DCs! My personal favorite for passive protection. They are also great in helmets!
  9. Gom as well as Alaska are two place a pilot can go to receive hydraulics off hover training. As for an IP you might be SOL, since the factory doesn't teach it. JD you are correct that it does take some arm/leg strength to control the astar for a long period of time. Fuel can be an issue as well over long distances. I would like to add that once the hydraulics have been dumped you can speed back up to a reasonable pace and utilize your left knee/leg to make sure you have enough strengh to land once you get to your destination.
  10. Speaking from experience, the Astar can be hovered safely without the hydraulics. I don't how ever think that anyone should try it without proper instruction from an experienced instructor. But having done both repeatedly I couldn't recommend a running landing as your best option. I do understand what the flight manual says, but please consider that it doesn't mean it is the best way to do things. I will give another example of flight manuals being not always 100% perfect. Most if not all say you should enter auto and shutdown your engine in the event of a fire (engine fire). I would argue that may not always be the best solution. Why not fly the aircraft to the ground then shutdown? I feel that doing a running landing is making a simple maneuver into a challenging one. Just like turning an engine fire into an autorotation when it may not be necessary. RTC - I would argue that the accidents you are referring too did not happen because pilots where practicing hovering with hydraulics off but ended up in a hover without being prepared while attempting a running landing. If they had been taught too hover and control the A/C in a hover it would have been a nonissue. Please correct me if I am wrong and you have specific knowledge of hovering accidents in the Astar. Airdog - You are correct about the liability. But as a pilot I am more concerned with my safety and the safety of the A/C and its contents. Goldy- Skidding along a runway is fun but may not always be an option. Also consider that some airports have grooved runways that make skidding a very very dangerous feat. In other words, fun in an R-22 on a flat smooth taxi way. Not so fun in an Astar at close to max gross weight on grooved runway.
  11. Yes Goldy you should not attempt to reengage the hydraulic system while close to the ground at high or low speeds. Any attempt to reengage the hydros should be done at altitude with an airspeed between 40-60knots.
  12. I have to disagree. The Astar is more the controllable with the hydraulics off in a hover. You need the proper training. But it can be done and done very safely. Even at an airport I would choose to land from a hover over a running landing if Hydraulics were the only emergence I was experiencing. In my opinion the speed of the running landing adds much more risk and challenge to an emergence that doesn't require it.
  13. I am an Astar Fan! Love that tail rotor... not a big bell guy, only flown the BellJet, I assume I would like a 407 or a Huey better...
  14. That was a good read, Thanks for sharing!
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