Jump to content

VFlyer

Members
  • Content Count

    15
  • Joined

  • Last visited

Community Reputation

3 Neutral

About VFlyer

  • Rank
    Student Poster
  1. It happened about a year ago and stirred up a lot of the forums talking about it. To those who don't remember it was the one in Florida that had the main rotor blades fly off mid flight (R22) with a very experienced pilot at the controls. Curious if anyone followed this and could share what the most likely cause was and if it could've been prevented in any way. I will be flying in Florida for a bit, and this happened close to a friend of mine who was somewhat shaken up. Hasn't left my mind and I'd like to know where the discussion ended up if anyone knows. From what I could find on the NTSB the current determination is: "Mast bumping for reasons that could not be determined because one main rotor blade was not recovered" Thanks!
  2. I've been doing a little more fixed wing flying for fun, and wanted to get one of the heli-to-airplane adapters just so I can have one more extra headset for family and friends. I've seen quite a few (mainly airplane-to-heli) adapters on ebay and other flying sites with prices ranging from $30-$100+. As usual I'd like to save the money, but since my helicopter headset is nicer than my old fixed wing one, I don't want to cheap out too much and suffer scratchiness and loose connections!
  3. https://www.youtube.com/watch?v=OGqiZNt99DU Two dead, one severely injured.
  4. Well I checked back again today and they didn't have any in stock. I asked the guy about the model and he said they were SPH4's, but last time said they were 1982 and newer. Kind of feeling like I'm chasing a wild goose. Oh well.
  5. I know someone in the area and the tour operators are fairly small (~2-4 helicopters). One of the places I believe requires you to pay your way through Bell school (which is between 12K-14K last time I checked), but the wages aren't anywhere that of Vegas; not even half. I think they get a majority of their pilots from a local school there, and if any of them can't swing the bill for Bell school they start to look elsewhere, and thus not a lot of advertisement.
  6. I am curious as to why you say this. I would think the exact opposite as they would be designed for an application and environment where crashes are more likely and head protection to be more necessary. It seems like they would be the real deal vs a knockoff, but perhaps Army "Surplus" is misleading me. I would think they have one too many of something, but that it still meets all the necessary requirements for someone on active duty.
  7. Thanks for the info! I did a quick search on ebay and all of the SPH5's are $500+. In all honesty I haven't done much research into helmets and the compatibility of everything, this just popped in my head while I was driving by one of the surplus stores (Army to be exact). How do I determine if its a SPH5, just based off the year? Any thoughts on the extreme price disparity? I remember reading your recommendations about CEP in a few older threads, which actually got me interested in them. I can't say that my soldering skills are all that great, or even my wiring skills in general, but perhaps they could do it for the right price?
  8. Just curious if anyone has experience or input on buying a military surplus helicopter helmet and outfitting it with the CEP headset. Didn't get to actually try any on, but the guy said they normally get them weekly and normally price around $50. Says they are all 1982 and newer. So for maybe $300 or so with the CEP, a nice helmet/headset combo? I'm guessing they are probably pretty uncomfortable and heavy, but perhaps its worth the money saved.
  9. The way I interpret it is that it's not like the owner is breaking the law, the owner is breaking the law. Or so it would appear. I'm not an attorney, but to me it seems as labor laws and minimum wage is in place for protection for cases exactly like this. What's to stop them from requiring an instructor to be there 24 hours a day? You agreed to a daily rate. I think its fair to say that an 11 hour day followed by 6 hours of cherry drying for $80 is severely unethical to say the least. But again, maybe I've misinterpreted this, and don't understand. I'm curious to how prevalent "daily rates" are, and if this is truly a weapon that is used to take advantage of the CFIs for labor that contends with China. Also with normal hourly pay, if they can't leave the cherry drying site, and are there for 6 hours and maybe only fly 1 hour, how does this work?
  10. I just say criminal in that they are apparently working 11 hour days and their hourly rate comes out to less than minimum wage which I presume is against the law. The instructors are not slaves and are welcome to leave, but with the difficult atmosphere of getting a job anywhere and the bear of aviation in general, I'm sure many of them feel that way.
  11. I understand that normally CFIs will instruct their students and bill them their rate based on how much they've flown and/or how much ground school has been given. Normally the hourly rate for this is say $40/hr, but I've also seen schools who pay "daily rates" of $80/day. Here is where I'm confused. Say the school has been hired out to do some sort of cherry drying. This involves the instructor getting to the field at midnight, and working throughout the night until say 6am. These are all lose numbers, but you'll see what I'm getting at. If the instructor is hourly, would the school pay him his normal rate per hour flown? 3 hours flown x $40/hr = $120? If the instructor is on a "daily rate", would he make $80 for being at the field for 6 hours? I've been told by someone that they worked not only their normal working day which is 8:30am-7:30pm, but also did the cherry drying at night for another 6 hours...for what I presume is for still $80. I don't to want to probe him too much, but this seems like an exceptionally bad deal and even possibly criminal, but perhaps I'm misunderstanding it. Does anyone have any insight on either of these situations? Cherry drying is one event, but what about ferry flights? charter? maintenance flights?
  12. I know the title of this thread is a little misleading as settling with power is a "close to the ground" type of concern, but I'm curious as if it can become a dangerous situation when practiced at altitude. A friend of mine told me they were practicing settling with power recoveries, and the instructor wanted to show him what "really getting into it is like". This meant that on the onset of the initial altitude drop and shaking, rather than recovering they aggressively pulled collective and really made it fall. He told me it made him pretty uncomfortable afterwords as the helicopter approached (or exceeded) a descent of 2,000 fpm, and was buffeting and yawing somewhat uncontrollably. Apparently this was held for quite some time and was described to me as "falling out of the sky". I can't find any real good examples on youtube or any discussions of aggressive demonstrations, as the procedure is usually always to immediately recover. Is this akin to spin training in fixed wing? Or is this something that was potentially very hazardous, and dare I say unrecoverable at a certain point.
  13. Thanks for the advice so far, it sounds like something that shouldn't be taken lightly. Perhaps I'm overreacting, but what would everyone consider to be a bad magneto? Just going below 7%? Or are the sounds and feelings something to consider as well?
  14. I won’t say the specific school, but I am flying out in the Midwest and one of our helicopters has developed a fairly bad drop (shuttering) with one of its magnetos. Here is a little background: If I remember correctly, the left magneto will have the typical smooth drop, while the right has a noticeable stuttering, shaking, and very audible drop (I believe below the 7% in the checklist). This, for the most part, has gone uncorrected, with people in a hurry and assuming nothing is wrong, and has developed into some uncomfortable situations while actually airborne. I’m not sure of the actual cause (detonation perhaps), but I’ve heard from 3 people now, that the helicopter will start to yaw and shake violently, prompting them to want to enter an autorotation. This doesn’t sound particularly safe. In my leisure reading, it seems like engines can speak to you and give you warning signals before something catastrophic happens. Needless to say, I’m unsure about flying this helicopter without anything being done, especially with critical engine happenings while in flight. I’ve faced many hard drops with Cessna’s, but it is usually taken care of by increasing the RPM, leaning the mixture, and “clearing it out”. Not sure if the same theory applies to helicopters, as it's somewhat of a inconvenience in an airplane, but seems to have caused some relatively nerve racking flight conditions. So my question is: what do you do about a rough running magneto? All of the CFI’s I believe are well aware of the hard drop, but yet no action has been taken.
×
×
  • Create New...