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twinhueyman

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About twinhueyman

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  1. As for performance... I have heard several times on several airframes that IBFs do provide an increase in power in certain designs by absorbing heat from the air as it passes through the filter element, thereby reducing inlet temperatures in the plenum prior to going to the engine. When we first were fielded IBF for the Black Hawk, we tried an experiment hovering with the (gigantic) bypass doors open and closed in high ambient temperature, and while it was small, I observed a slight decrease in TGT (TOT) operating with the bypass doors closed. Unfortunately the flat plate drag the IBF on the Hawk added was the significant drawback for cruise speed, and it was working in conjunction with a particle separator which further reduced any "power advantage". The performance charts were ultra conservative and thus led most pilots to dislike them. In our fleet of 206s, the one with an IBF does have stronger power check numbers than the particle separator bird, unfortunately our inlet screen bird has a different model engine so no comparison there. I personally am a fan of them none the less.
  2. It's a valid technique. Sticking to just the HFH definition of a Max P can lead to people wrapping helicopters around trees trying to get out of more confined spots. The three Max P's I teach are 1. Max Performance (pull TOP and 40kt attitude, HFH style), 2. Altitude over Airspeed (pull TOP, climb vertically until clear of obstacles then accelerate), and 3. Airspeed over Altitude (normal takeoff profile using TOP to get ETL/climb airspeed sooner). I've had to do all 3 in the past on evaluated flights with DPEs and check airmen. I've heard of at least one checkride failure from a pilot doing the HFH method in a confined spot and the examiner having to take controls to avoid hitting trees. Mike
  3. Pull your medical records from the military and send em over to AOPA. They looked at mine and advised me what I should have ready when going to the AME once I got my VA claim decision. I also sent them my VA claim decision once it came in and got more recommendations. I followed them all and walked out with a medical, thanks to the additional stuff AOPA recommended I bring. Well worth the membership cost. Now it's all "previously reported no change". And if you can, find a former military guy/gal AME. They get it a lot better than people who think you're on some sort of SSDI. Mike
  4. Velocity Squared (iirc) used to be the place to go in Enterprise, but I think they've gone under. Out of all the online places, I think Gibson & Barnes is the only one left that makes them to interface with normal CEP dongles - the rest use proprietary dongles now. I'd recommend they give Surefire EP3s or EP4s a shot before trying to find a place and dropping the coin on customs - I converted a while back while digging through the murk to find someone to make me some new ones, and now will never go back to molds. I heard from Mike D when I met saw and his J3 at Cougar Mt you've got an ag gig going? I assume it's not with your J3 - must be with the Stearman? Haha. Mike
  5. I'm a big fan of CEPs. After using DCs and Gentex helmets for a while, I settled on a pair of AVCOMM 747s with CEP installed - great PNR out of the headset, and the CEPs make em even better. My helmet is a 56/P with Hush Kit and CEPS ("Hear Through") that I luckily got installed on a DoD contract. When I don't use the CEPs, both of my rigs still provide great PNR - clarity of the radio does suffer without the CEPs (everything is Crystal clear with the plugs). The CEP dongles have been a point of failure for me, but having dealt with CEP Inc shows they take criticism and make things better. The new dongles they have are much smaller and more comfortable, and definitely are way stronger where they used to fray and split. Never been a fan of ANR. Whoops the battery died, whoops the door is off, and the cost of initial investment isn't worth it for me. Mike
  6. Some of the ships I've seen have the "MX Hobbs" (collective Hobbs), and it's next to the "Rev Hobbs". Not sure if this is what the factory fresh ones have. All the MX Hobbs I saw are 1/100ths if I recollect correctly (I believe all of the Rev Hobbs on those are 100ths too). Mostly recent overhauls. Mike
  7. I've used a 56/P for years and many that compared it to their SPH's say it's bigger, lighter, more restrictive on peripheral vision, and definitely can be more comfy. Crash ratings are superior, it's just bigger. Replacement parts for servicing and maintenance are just as cheap as for the SPH if you shop around. A 56 run with CEPs and the Oregon Aero bits, I think it's the best value in helmet vs. capability, protection, and comfort, especially if you can't afford $2k+ on some of the other lighter/newer models. If you can get a shiny new one for sub-$1000 and grab a Zeta Liner (at least), I think it's a deal. I also value a volume knob, pretty easy to add in if you are slightly mechanically inclined. Keep in mind, these things are worthless (especially with goggles) unless they are fit properly. I wear a medium, but ended up with an XL for a year or so. Lost a good bit of my hearing in that time and couldn't run goggles without an ungodly weight bag on the back. Take the time to measure your head and figure out what size you need, and spend the time fitting it properly. Also be weary of the surplus ones (that one doesn't seem to be one). While a lot are sent to the trash by the military for superficial reasons, some are definitely garbage. Mike
  8. The swept tips on non-M model S70/H60s provide 3 main advantages - management of transonic and supersonic airflow at the rotor tips to delay mach tuck during high speed flight, dynamic washout bending of the blade (more washout at high pitch angles, less at less pitch, and reduction of negative pitch in outboard portion of blade at very low pitch angles), and reduced noise through better tip vortex shedding patterns and improved vortex interaction by following blades. The Anhedral tips on S92s and 60Ms presumably have more characteristics but I'm not 100% on them. They predominately help hover performance so I'd imagine it's better management of downwash. Mike
  9. Anyone seen these or know someone running one? ASU was touting them pretty heavily at HAI, looks like a trimmed down SPH with a Gallet visor setup, available in full carbon fiber. Those and the Evo helmets make me wonder if my 56/P is now old technology... Mike
  10. MTP time is really only worthwhile working government contracts. Most of the sub-3500 hour MTPs I know did contracts when they got out. If you really want to keep flying, use your GI bill to get up to CFII, which should put you around 1000 hours which puts you competitive for jobs. The large amount of turbine time might help. If no luck, instruct up to 1500TT and your chances improve. If you want to make a comfortable income and can stand not to fly, get into maintenance management or quality. AS9100 quality managers make good money. The jobs are out there and you're well qualified with only a few certs that might help. As always, network and apply everywhere. You might be surprised what you could come across. MTPs are always blown away when they find out that every pilot in the civvy world qualifies as an MTP. Good luck! Mike
  11. +1 to MapTiler. I use it with Naviator (on Android) to upload TAC maps and airfield diagrams for flying outside of the US. I geo-referenced my charts off the satellite map that is included in MapTiler and it is pretty damned accurate if you spend the time to plot a good number of points. We cruise right against a restricted area and I trust it to keep us clear when our moving map is acting up or we have other things going on our MFDs. The fact that Naviator is an aviation app/EFB makes it even more useful than a standard GPS Map program. Mike
  12. There are all types of people flying in Regiment - shitty pilots, great pilots, shitty leaders, great leaders, shitty achievers, great achievers. If you apply, are trainable, have a good record, aren't an a**hole and can pass the requirements you can make it just like all of us. Get good at dead reckoning on a map to arrive at a specific time, and get good at creating and presenting detailed AMBs. Don't slouch on PT, and don't give up on anything. Do this and get selected when a LB guy is retiring, and you can make it as a 6 pilot. If the latter doesn't happen, but the former does - take the dumpster and enjoy the mission none the less. Mike
  13. I know a friend of mine interested in hitting a RW/College program has gotten some phone calls urging him to apply to SUU. Desperation or just business carrying on? Mike
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