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HeliFrank

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About HeliFrank

  • Rank
    CFI Poster

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  • Location
    Hamburg/Germany
  1. Killed a duck the other day. We were out shooting a movie... I was trying to follow some horse riders and had to fly low level following the shoreline. So I figured to pass by once at a little higher altitude to scare away those ducks. All of them took off and disappeared. I turned around, called in "get set... ready", cameras were rolling and then... one duck forgot to lock the door and returned for landing. On short final I hit it at the blade root, choping off its head. The helicopter looked pretty nasty (a lot of blood), but nothing happened neither to the blades nor to the rest. Lucky me.
  2. Two overhauls on our own injector, one injector in exchange, a new set of spark plaques, replacement of the gaskets at the inlet tubes, replacement of one inlet tube (had a small crack at the very end), x-checking of the ignition harness, replacement of both magnetos (lucky us, we had our own ones on stock), double checking that the clutch would disengage all the way (thanks choppedair), two compression checks (one warm, one cold one) etc. etc. etc it looks like everything seems to be fine now. Solution: Probably one of the drain valves at the bottom of the sump always got stucked open at operating temperature allowing for some additional airflow at idle (when the valves should be closed). We replaced both valves, engine is running fine now. Feels good to fly with an engine which seems to have been through a major overhaul... ;-)
  3. We have a problem with our 300 C. It had a fresh 300 hours inspection approximately a month ago. We flew the aircraft for an additional 40 hours after that. Then one day when returning from flying, cooling down and disengaging I realized erratic fluctuations in ERPM when the RRPM came down to @ 100 RPM followed by the engine quitting. At first I thought that the mixture might have been too rich as we had a pretty warm April. As the engine only seemed to be affected when running without load (in idle after returning from the flight) we continued to fly until the following 50 hours inspection was due. The mechanic adjusted the mixture, increased the idling RPM a litlle bit and everything seemd to be ok. Now @ another 5 hours later the situation seems to be worse than before. After cooling down and disengaging the rotor everything seems to be normal. The engine is idling at 1400-1500 RPM, rotor RPm is decreasing and when reaching @ 120 RPM the engine just quits without any prior hints. Temps, pressure and power is normalĀ“and during flight everything seems to be normal. I think that either the fuel system (nozzles) or maybe the installed overspeed limiter is somehow involved. Any other thoughts??? PS: Yes, the aircraft is grounded until Monday and until the mechanic shows up
  4. Hi FlingWing206, I see your point on speed and altitude but you might want to keep in mind that not all cities have the same dimensions. The area we are operating in is a highly populated thus dense area in Central Europe. Cities over here aren't that wide spread as they are in the US. Within 10 minutes I can fly from the very northern city boundary to the very south of it (at least in a 407 it is ) Due to the International Airport bplaced right in the middle of the city we have to deal with heavy airflow in controlled airspace (For me it's a lot easier to hold short of a missed approach sector in a helicopter than flying holding patterns in a Cessna ) Finally the weather: I would hate to fly in a Cessna at let's say 700 ft AGL and a visibilty of only 1.5 miles being forced to keep the speed above 60 kts and trying to focus on the traffic situation below me but I feel pretty comfy in 700 ft 1.5 miles visability at only 30 kts being able to turn around any time in a helicopter. Well, that's the situation I'm facing almost 75 % of my flying (sometimes even worse than that). Various locations sometimes require various solutions: I'm convinced that if you want to get it done in a proper and professional way than it can only be done by helicopter. I appreciate your concerns flingwing, made me come up with some additional lyrics for my business plan.
  5. Thanks for your help so far. I always thought that they might use something more sophisticated than a two-way FM radio. @ Helopitts, sorry for asking, but what is a "marty radio setup" never heart of it before (might be a language problem in my case). @Flingwing206 You are right, a fixed-wing will always be cheaper but the helicopter, specially in big cities with dense air traffic, will always have the advantage of being able to fly slow and low.
  6. Hi everyone, I'm working on a plan to set up a traffic watch helicopter for a local radio station. I've got an idea about the flying part / time schedule but to be honest, I don't have a clou about the technical requirements (radio, broadcasting equipment, etc.) Can anybody please help me with some good technical advise? Of cause any other sort of brain storming is also welcome. Thanks HeliFrank
  7. I didn't want to go but now I have to.... So, I'll be there. ::superman::
  8. When I started my civilian commercial career my first job was to give rides on weekends in a 300 (pilot+2 pax). It worked just fine but keep in mind that every take-off is a max performance take-off. You love it when you have two good looking female pax but you sure hate it with a big smelly guy next to you. :: As far as the correlator is concerned in normal ops it will normally cover the entire range. So there won't be that much of a difference compared to the R22. Besides, aren't you supposed to learn to fly the R22 with the governor turned off???? ::nyah:: Once you get into the 300 you'll appreciate the extra space you have (if flying with 1 pax/teacher only). Good luck and safe flying
  9. Morning Matador, looks like I have to prepare another "care package" I hope that the weather will get better pretty soon and that you are able to finish your trip. Enjoy beautiful mother nature up there in Norway and tell Carlos I said "hi". Frank PS: Haven't had a chance to taste the wine yet but will certainly do so until Saturday
  10. Hi Heli-Ops, take a good look at the pictures on the previous page. They will tell you which B3 is going back Frank
  11. Here is the proof, Matador and Carlos made it to Hamburg Matador(right) and HeliFrank (left) Thanks again for the wine Matador and ... Buen vuelo
  12. Hi Matador, they will probably give you an overnight parking on ramp 2. So prepare for landing instructions on either helipad "West" or on taxiway "Kilo" (in front of the tower). If the weather should be really nasty they'll guide you in via reporting point "Charlie" and afterwards on a heading of 105 to the threshold of runway 15. In 99% they'll have you squawk 7012. You want to place your initial call on Hamburg Radar 121.27 (the AIP shows two frequencies 121.27 and 126.85). Safe flying, Frank
  13. Hi Matador, it looks like you didn't receive my message and I didn't receive yours. Here is my phone # *** *** If you need anything just let me know. Frank
  14. Take a look at Paravion's Heliporters. ::rotorhead::
  15. Hi Matador, how about a trade: Spanish wine for German beer
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