Jump to content

Airhead

Members
  • Posts

    71
  • Joined

  • Last visited

Posts posted by Airhead

  1. Helicopters in general have a bad reputation in the eyes of the general public and on google depending on your search data. The R44 has a good reputation within the helicopter industry and they are bring utilized all over the world for many purposes that are much more intense and risky than what you are asking it to do.

     

    The risks are low if the flight is planned and executed professionaly. If you are ok with putting your loved one on a helicopter then you shouldn't worry about it being a 44. I would be more concerned with the person flying the machine. Ask to meet the pilot and to see the aircraft. Most helicopters are single pilot aircraft. An experienced commercial helicopter pilot can easily handle the physical skills to pilot the aircraft and the concentration level is actually pretty low but I would inquire about how many hours he or she has and if they have ever landed on a rooftop. Usually new pilots build time in Robinson helicopters so just ask him what the experience level is. Something like 500 hours will show that there is at least some experience.

     

    Is it a big high rise in the city with other tall buildings around it or a house? Is it in a neighborhood with power lines? Can the rooftop hold 2,500 pounds? There are some things to consider when making such a landing. Does the company land on rooftops often?

     

    If the pilot is experienced and professional I would not worry about it.

  2. You said downwards with an opposing lift result so I just thought you meant #2, thats exactly how it reads. I can see what you mean though, as in downwards over the top.

     

    The remainder was directed at the original post and towards people new to the subject matter that didn't actually know what the hell Ralph, or you, were talking about. I like these sources and they say NASA on them so that makes them right.

  3. I am definitely looking to go back to tours since I don't meet minimums for EMS and probably not the GOM. The GOM doesn't really interest me either if it were a toss up between flying tours in a better location. Not that I can be picky. I'm just at 1000 pic now and hoping to get into turbines next year.

  4. All ya gotta do is deflect air downwards, and you get an equal and opposite force up (and back) called Lift (and Drag).

     

    Whether you want to attribute it to Bernouilli, or Newton, or Vortex Theory, doesn't really matter.

     

    Your simplest mathematical model, which most people start with, is Bernouilli.

     

    If so, why is the top of the airfoil curved upwards?

     

    Nasa has a lot to say about the generally accepted theories that get taught:

     

    http://www.grc.nasa.gov/WWW/k-12/airplane/wrong1.html

     

    http://www.grc.nasa.gov/WWW/k-12/airplane/wrong2.html

     

    http://www.grc.nasa.gov/WWW/k-12/airplane/wrong3.html

     

    http://www.grc.nasa.gov/WWW/k-12/airplane/right2.html

    wrong2.gif

  5. Summer tour season is coming to a close and I was wondering what everyone does during the fall and winter if they don't stay with their company for off-season work. The thought of going back to CFI work isn't very appealing nor do I expect a lot of schools to be looking to hire someone who is clearly only going to be there until April.

     

    I am ready to pay for 22 time to keep from getting rusty if it comes down to it. Is not flying for several months a huge factor when it comes to getting hired again in the spring?

     

    Any stories of pilots finding a first turbine job after such down time?

     

    ​Any stories of pilots hitting a roadblock because of this?

     

    Thanks

     

     

  6. I used the Post 911 to get my CFII. Ended up paying $6,000 for out of state tuition but also got a pell grant for $5,000. Amazing!

     

    My advice to you is start saving money while you are active duty now so that you can survive the years after training. The stipend is good for getting through school but the pay blows as a CFI and most other low level jobs. More importantly, a lot of my students that didn't get picked up at the school had trouble getting by and not having the money to fly around the country to do job interviews for instructor positions.

  7. It has something to do with the type certification and the requirements at the time the aircraft was developed. That information is in the R-44 POH because it has to be there and not because robinson felt that you needed it. It should also be in any other newish helicopter POH and not in something like a jet ranger POH.

     

    I believe the R-22 certification is under some old rule and the R-44 is under Part 27. I don't really remember the specifics but someone else will...

     

    Robinson is ok with you doing anything you want in an auto as long as you don't crash.

  8. Thanks guys for clearing this up. This makes so much sense, I am bummed that I could have been tricked so easily all this time by my mentors and that I never put this pieces together on my own. I will do my small part to reduce the right side is better myth. I spent some time with each of my students this week showing them the pedal positions and power being pulled for each wind quadrant. I have always taught that the effects of a left crosswind are manageable and self correcting. The key is to know it's going to happen.

     

    I think the myth comes from the drive to keep it smooth coming in and new students don't have the feet going fast enough to keep up with a left crosswind oscillating yaw. A right side approach is easier to fly.

  9. The key is to be very close or have such a light touch that it is imperceptible to the student. They need to know that they are the person flying and should almost never feel that you are there. Follow the inputs they make so that you aren't getting in the way. You can give higher hour students more room to wiggle but new students are like teaching cavemen so be ready for them to do the absolute worst thing possible.

     

    I always try to keep my hand lightly touching or close to the collective in all phases of flight. I like to feel the small throttle changes as they happen. Once you are cruising with a competent student you can relax the cyclic and pedals but assume the position once on approach or near the ground.

     

    On a robbie, the left throttle has a little bit of play in it so keep the movement up against the right side so that any increasing throttle rotation will be felt as it happens if your governor or student is trying to overspeed the engine.

     

    On the cyclic, figure out which input would be the worst and block it. For instance, guard aft cyclic in an auto or forward cyclic when leveling from a climb. All other inputs are free to occur except the bad one. I used to just put pressure on the cyclic with my thumb in an auto flare if RPM was building but your thumb can slip off so watch for that too.

     

    I also had one guy spazz and let go of the cyclic in a low flare . I had my thumb there but the stick went left and I didn't have my hand there to block it. I snatched it out of thin air as it moved across my field of vision but it was damn close to rolling the blades into the ground.

     

    Another instructor had one guy wave to someone while flying. With his cyclic hand. Cavemen are unpredictable. Be ready for anything.

    • Like 1
  10. One of the reasons I went into helicopters was the student to real job time-frame appeared to be faster. I think this still holds true if you are very lucky, smart, and a hard worker. It is possible to get your hours and get into a single pilot turbine rather quickly. However, I have seen a lot of people fail in the process and sometimes wonder how things would have turned out for them if they went fixed wing. I perceive it to be easier to learn and there are way more CFI jobs out there for fixed wing so the general odds of making it are better.

     

    It is also very important to me to hand fly a maneuverable aircraft with the the stick coming up from the floor. Not with a yoke or a computer. This is probably because I was addicted to fighter jets and warbirds as a kid :-)

     

    I am still stuck with the T-bar right now but the dream will never die.

    • Like 1
  11. Flying solo while building time for your commercial is also a problem to face with your school. There is little to benefit from being alone other than building self confidence. Your school is having you fly solo to save money or to make the price point of the program look better and you are not getting proper training in the process.

     

    You can always pay the extra cost for the instructor out of pocket (eliminates your liability) or try to get an instructor to fly with you for free. They usually will for the hours. With an instructor on-board you can be polishing your skills instead of just burning low lead. Even on a cross country they can be teaching you things that you will be missing out on if you are solo. Tell them you want simulated engine failures, diversions, and other scenarios. Tell them to be sneaky about it and distract you before they pull up the carb heat or a breaker.

     

    Don't let them just sit there.

     

    Even though you aren't paying out of pocket doesn't mean you don't own the training you receive.

     

    61.129

    © For a helicopter rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with a rotorcraft category and helicopter class rating must log at least 150 hours of flight time as a pilot that consists of at least:

    (1) 100 hours in powered aircraft, of which 50 hours must be in helicopters.

    (2) 100 hours of pilot-in-command flight time, which includes at least—

    (i) 35 hours in helicopters; and

    (ii) 10 hours in cross-country flight in helicopters.

    (3) 20 hours of training on the areas of operation listed in §61.127(B)(3) of this part that includes at least—

    (i) Five hours on the control and maneuvering of a helicopter solely by reference to instruments using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. This aeronautical experience may be performed in an aircraft, flight simulator, flight training device, or an aviation training device;

    (ii) One 2-hour cross country flight in a helicopter in daytime conditions that consists of a total straight-line distance of more than 50 nautical miles from the original point of departure;

    (iii) One 2-hour cross country flight in a helicopter in nighttime conditions that consists of a total straight-line distance of more than 50 nautical miles from the original point of departure; and

    (iv) Three hours in a helicopter with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.

    (4) Ten hours of solo flight time in a helicopter or 10 hours of flight time performing the duties of pilot in command in a helicopter with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph ©(2) of this section), on the areas of operation listed under §61.127(B)(3) that includes—

    (i) One cross-country flight with landings at a minimum of three points, with one segment consisting of a straight-line distance of at least 50 nautical miles from the original point of departure; and

    (ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern).

    • Like 1
  12. Staying on topic, I think that the commercial regs are the main part of commercial training that is not a massive refinement of what has already been learned in private. The regs destroy their initial concept of what a commercial license is about and after a while they realize that not much has changed. Most of the exemptions for 119 are exactly what helicopters are used for.

     

    I spend a lot of time on teaching it, then they go into instrument training and forget it completely. So then I teach it again. Then they see it again during CFI.

     

    When I first get into the regs the students usually take a very long time to really grasp the concepts of what can be done. By grasp I mean go beyond rote regurgitation. However, rote regurgitation is more than enough to get through a check ride.

  13. From above...

     

    "Holding the cyclic, raise the collective about an inch to make sure the effort involved is not ridiculous. Push it back down - feel the interconnect as the cyclic wants to move too."

     

    ​What is the purpose of this? I noticed this effect in the R-44 and with hydraulics restored there is no trace.

  14. Embry-Riddle Worldwide will give you credit for ratings. A commercial will get you over 30 credits and CFI is worth 1 or 2. They have an aeronautics degree that this will all go towards. I never even had to send them the transcripts from the flight school I went to since they just pull the info from the FAA.

     

    Some classes are hard...others are pretty easy. Upper level classes require a lot of writing at times...the longest assignment I've had was 15 pages.

     

    I think it's just under $1,000 dollars a class. They also have classrooms all over the country that are slightly cheaper than online.

×
×
  • Create New...