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About yzchopper

  • Birthday 09/03/1975

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  • Location
    Basin City, Washington
  • Interests
    Motocross racing, R/C helicopter flying, and flying full scale helicopters

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  1. The two helicopters went out and did the filming of BJ flying and came back to Caldwell airport. BJ left after fueling and went back out to do some of his own fliming while he was flying. He never returned. A search for BJ found his helicopter upside down in about 4feet of water and the only visible sign was of a skid sticking up out of the water. The thought was he got to low to the water while filming himself flying and he hit the water and immediately went upside down. In-conclusion he was presumed knocked out and unconscious and therefore drowned.
  2. Study the sectional and look for waypoints on your intended route to and from. This helps just incase that GPS fails or in your case is unreadable and falls to the floor. Glad you made it back safely.
  3. HeliNomad, I agree that fixed-winged pilots should learn a little about helicopter operations just as we learn a little about their operations. It's sad to say, but this fixed-wings don't like helicopters is not just in the full scale world. I fly R/C helicopters and frequently visit helicopter forums and the R/C world is just the same. Fixed-wingers do not like helicopters anywhere near "THEIR FIELD" but yet the field is for all forms of flying aircraft, not just the airplanes.
  4. When I trained at Silverhawk I got to meet BJ the owner of the Helicycle, when he came into have breakfast at the cafe. He was a great guy and from what I can remember the whole helicopter was a very simple and light weight design. The turbine startup seemed to be very simple as well. It was very stable in a hover. When he took off, that helicopter had tons of power (by this I mean I did not hear any sound from the turbine like it was under a large load) and it had lots of lift. One of my instructors did a video flight in the R22 following BJ while he flew the Helicycle the day he died. It was a sad day for all when we had found out he had passed away. If I had to choose a kit I would more than likely choose the Helicycle. I do not know nor have I seen a Mosquito up close or even seen one fly in person like I have the Helicycle. Having said that, it does not mean I would not count out the Mosquito helicopter.
  5. I've flown in Class C and Class B airspace. I have an idea what busy is. Glad to hear that it worked for you and that you were not just a number.
  6. No thanks, I have not heard much good about them. Also your just a number when you have that many students...
  7. Just to clear somethings up about my earlier post. I was aware of the airplane coming in to land on 30, but he had not made any radio calls until I made my call turning base to final. I kept an eye on him as well as my landing spot. Also from what I saw and what the Chief saw he was above our height of 600agl and in line to land on runway 30. I called final and then initiated the engine failure. As I descended about 100ft he flew under us to land on the taxiway. Most of this I have already stated, what I did not state was that he later apologized (a week or so later) and admitted what he did was wrong and that he would have wanted to do the same thing as our Chief pilot. We let it go, but found out that the feds had talked to him cause the owner had an FAA examiner there in her office at the time, who had heard the radio transmission and seen what had just transpired. We were in the right, and we were avoiding the flow of fixed-wing traffic by flying a pattern to the south of the airport and landing on a parallel taxiway and not the runway. This pilot was not knew to the area and knew how the helicopter operations worked as well as how fixed-winged operations worked this airport. Most operations are conducted off airport but 85% of emergency ops are conducted at this airport. As for Caldwell not being that busy, I beg to differ. It's a Class G small airport, but I'm not sure what you consider busy, but I think when you have anywhere between 4-6 training helicopters flying at any given time plus more and more use of this Class G airport being used by Blackhawks (1-2 a day about 4 patterns each and some taxi maneuvers in and out of transient parking) and the very rare occasion of Apaches, plus the usual 3-4 business jets per day along with the local fixed-wing guys/gals (3-6 at any given time) and then also the two parachute schools operating, I think this airport gets busy. This just during the week. Weekends are worse due to even more locals flying. On average there is 2-3 planes and 3-4 helicopters flying at the same time but in their respective patterns of planes North to the runway and Helicopters South to parallel taxiway or to the compass rose abeam the numbers of 30. This was when I trained there from Aug 2003 thru Jan 2005. I know there is more helicopter traffic now than when I was there.
  8. WolftalonID, I trained in Caldwell and had a regular fixed-wing pilot cut underneath me after I lowered the collective for a simulated engine failure to the taxiway parallel 30. I had made all of my calls and reported what my intent was and the airplane pilot on was a 3 mile final from Nampa when I was on my base to final. I dropped about 100ft after lowering the collective when he flew under us and he almost landed on the taxiway not quite mid field. I was flying with my Chief pilot at the time and after we landed we had to keep the Chief inside the office as he was ready to knock some common sense into the airplane pilot. As we taxied in after completing the maneuver and behind the airplane the Chief asked the airplane pilot if he had heard our radio calls. He stated he did, but we needed to avoid the flow of fixed-wing traffic. He flew under us and tried to be first to land and almost caused an accident. AS for the radio call, "Helicopter 15F Short Finally Taxiway Parallel 30."
  9. The flight school I trained at in Caldwell, ID had a couple engine failures/forced landings, when I trained there. Both were in the S300C. The engine blew a rod thru the side of the engine while in a slow hover taxi over the taxiway and was landed in the grass strip between the two taxiways. The Chief pilot and student were not hurt. The forced landing came when the Chief pilot was doing commercial ops pollinating a cornfield and the clutch cable broke during a turn and the helicopter was landed in the cornfield and destroyed. The pilot walked away with a sore ankle due to the sudden stop caused by the ground. The school leased an R44 Astro after that to replace the S300C and has never used another S300C.
  10. The sign offs to instruct are separate and so is doing a flight review to stay current. I got my R44 CFI sign off from Simon at the RHC safety course.
  11. I thought of using contacts as well but I was told not legal to fly with them. Explanation: if you should have an accident and one or both contacts fall out and then you can't see to get out of the wreckage, you could die. I also have a red green color deficiency and was told I could not wear any sunglasses that may help. (I found that rose tint helps me). Explanation: what if the glasses should fall off my face when I really need them. These answers came from OK medical. Just sayin...
  12. Wow, So that's what the little red button is used for... There was an electrical foreman that I worked with that told his crew that a pilot pushes this little red button all the time when he flies, cause the turbine engine in helicopters quit at least 3-4 times during flight... I'm still shaking my head in disbelief that he said something that he knew nothing about!!!
  13. Jeffs, R22 weight is 240 per seat and that includes 50lbs for baggage under the seat if any is carried. 165-190 is ideal weight for the R22.
  14. Go here and ask for Rich Carter. He is located at Boeing Field Airport. Opposite side from the Museum of flight. Rich is the owner and a certified A&P mechanic. Helicopters Northwest‎ 8500 Perimeter Road South Seattle, WA 98108 (206) 767-0508 helicoptersnw.com‎
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