Jump to content

FredR

VIP Member
  • Content Count

    89
  • Joined

  • Last visited

Community Reputation

0 Neutral

About FredR

  • Rank
    VR Veteran Poster

Contact Methods

  • Website URL
    http://
  • ICQ
    0

Profile Information

  • Gender
    Male
  • Location
    Idaho
  • Interests
    Skiing, Hiking, Fishing and generally anything outdoors.
  1. Steve Appleton was an important part of the Treasure Valley's aviation community and will be greatly missed. RIP
  2. Cutter, Needless to say, when the engine shut down on the Blackhawk I was a bit surprised as was the other pilot (he started giving me crap until I showed him the position of the PCL). At least we were back at home base with Maintenance right there. Yeah, the 2B1 "throttle" is more of a switch to tell the FADEC to go from Idle to Fly with nothing in between (no manual throttle / twist grip operations). Good luck with your issue. Fred.
  3. I've only had experience with the 2B1 engine. Sounds like a rigging problem like you indicated. I flew Blackhawks in the military and had one engine that shutdown when the power control lever was retarded to idle. My understanding was that it was due to rigging and worn parts in the quadrant.
  4. cutter, Is your B3 equipped with the 2B engine or the 2B1 engine?
  5. Sling Wing MGC, Since I posted last in this thread, our program was sold to another company and the Koala (A119) was sold (yes, those are electronic tears). I just changed bases and was flying a new AS350B3 (dual hydraulic) ship. All glass engine instruments, FLI (first limit indicator), two garmin 430s with a GMX200 multifunction display... I'd give up that AStar in a heart beat for the Koala and it's steam gauges. AirMethods vs Omniflight....only worked for one and I can't complain. Money isn't very good but from what I've seen, most of the EMS big boys are fairly compatable in the wages department. It's like the old real estate phase "location, location". The job is a great deal better living somewhere that you like. Nice pic of the EC135 office space.
  6. Permison, We had some overlap. I started flight training (after OBC Phase I) in November 1991 and graduated in August 1992. I then completed OBC Phase III and went through the AH-64A transition. Didn't leave good old Mother Rucker until December 1992.
  7. Permison, Yeah, I remember how anal they were about each student making their own maps. My ausy fold tuned into a big mess. They worked but were nothing to look at. When did you go through?
  8. The IHOG (Interagency Helicopter Operations Guide) has some good information external load operations (rigging loads, long line information, hooks, etc.) I think you can access a copy through the NIFC (National Interagency Fire Center) website. Try typing IHOG into Google, and select IHOG UFS. I saw quite a few different links there.
  9. Brings back memories, especially the BCS (Basic Combat Skills) maps..what a complete pain. My stick buddy lost his set the first flight as he pulled them from underneath his seat (OH58A with doors off). He was pleading with the IP to turn around in the corridor to retrieve them but they were one-way corridors. We all had a great laugh at his expense and then teamed up to make him a new set.
  10. You can't beat the look of the military aviator wings (from all services).
  11. The seat backs and collective head look Eurocopter to me (just like the EC135). Other than that, I would guess the new EC225.
  12. The only thing that the exhaust from a helicopter engine will do is turn the tail boom black or kill grass (UH-60).
  13. I think that jet wash or wake turbulence would cause control problems (i.e. loss of control) long before an engine flame out. However, I know that flying in snow or heavy rain can be an issue. The Jet Ranger, equipped with particle separator has to have the reverse flow fairings installed prior to flying in falling snow due to flame out possibilities. Also, the Koala has a requirement to place the IGN (ignition) switch to CONT (continuous) if adverse weather conditions are expected during flight, with possible risk of engine flame out.....heavy rain, snow?..not sure as Agusta does not define what weather conditions it is referring to. We would just turn it to CONT whenever flying in decent rain or snow.
  14. Clean, I was in the same boat as you when I was in high school (a few years back) and really wanted to learn to fly helicopters. I ended up joining the National Guard while a senior and initially started out as an E1 private OH-58 helicopter mechanic. I started college after returning from Basic and AIT (Advanced Individual Training). I applied for flight school through the National Guard and ended up attending a state OCS program and left for flight school at Ft Rucker two months after my 21st birthday. I finished my 4 year degree after returning from flight training. I now work as an EMS pilot and am retired from the National Guard (Major). It took a great deal of effort but was well worth it. No debt, great training and some great experiences. A long winded statement that you might want to check out the National Guard. Good luck to you. Bob
  15. Iflyeverything, I've never flown the 145 or the 120. I have flown the 135 and found it to be super responsive (due to the rigid rotor system). It is my understanding that the 135 shares some technology with the BO105. However, the fenestron tail rotor is, I believe, a French Design. So, a German helicopter getting some French tail.... Still love the 205A1++! Talk about sounding good and also an excellent utility ship. PS I've flown the T2 and T2+ EC135 and found the T2+ to be more stable due a better SAS with autopilot.
×
×
  • Create New...