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RDRickster

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  1. Greetings, Recently, I drove down to Washington, North Carolina to fly the Brantly B2B for a few hours. I took a "Brantly B2B Introductory Course" at East Carolina Helicopters that was geared toward the certificated helicopter pilot. For those of you interested, here is my trip report and some opinions I have about this helicopter. As a PPL(H) with mostly R22 time and a few hours on the B47, my experience is very limited. Nevertheless, I have to say that there are some dramatic differences in the B2B that are pretty interesting. First, the construction of the B2B seems overdone when compared to other ships (even the B47). This ship has a LOT of heavy steel throughout the construction, but that heavy construction provided a very smooth ride and gave me a feeling of improved safety. The B2B has a high inertia main rotor system. In fact, the rotor head alone is four times the weight of the R22 rotor head. The short rigid mast, fully articulated, eliminates any chance of mast bumping. Furthermore, zero G and negative G do not create an issue or challenge as they do in the Robbie because of the weird rotor design. Unlike other articulated helicopters, the unique multi-articulated main rotor makes ground resonance impossible because of the lead-lag found on the outboard blades (there are three main inboard blades and three smaller outboard blades). Since this ship is so rugged in construction, I could barely feel any shudder during ETL at all. I expected the performance to be significantly lacking from a 4-cylinder piston engine with all that weight, but I was pleasantly surprised. Once airborne and in ETL, the B2B had a lot of performance and more power than I could use (even with almost 600 pounds). In fact, I found it a little TOO easy get forward air speed... very slick, aerodynamically. The glide during autorotation was what impressed me the most. No need to do anything with the collective all the way down (even in turning auto's). Obviously, this was smoother than an R22 auto, but it was even smoother than the B47 auto! I couldn't attribute the S-L-O-W and E-A-S-Y decent to any kind of thermal since the wind sock was flat and it was cool from the earlier rain that morning. Unlike the Robbie, I even had time to make radio calls and enjoy the ride during the B2B autorotation. During OGE settling with power exercises at 2000 MSL, the Brantly B2B barely shuddered to indicate we weren't getting enough new air through the blades. No real yaw or wild pitch changes - and vibrations seemed almost "hushed." Recovery took less effort with barely any forward cyclic at all. A second settling with power exercise to an autorotation was conducted with similar glide results as before... felt like we were doing an auto through layers of cotton balls! Throttle management was much easier in the B2B than the B47, but I really don't have enough time in the Bell to give fair comparison. On the ground, once you brought throttle to 20", all I really had to do was stiffen my grip on the throttle during the rest of the flight with minor adjustments required for altitude changes. Slightly leading the throttle with collective seemed natural after a couple of hours. The Kevlar centrifugal clutch is automatic, which allowed us to change passengers without shutting down (requires quick throttle chop and application of rotor brake). This was a nice feature, because you can safely change passengers without concern of any kind of blade strike. Also, the electronic trim was very easy to use during flight. In contrast, I found the hover power requirements for the B2B a little excessive unless we were into the wind. This adversely affected our ability to initiate a maximum performance takeoff. Since we were at sea level, this was definitely disappointing. When fully loaded, it took almost all 28" of MAP for this fuel injected machine to reach ETL. Fortunately, it only takes a second to quickly gain altitude in forward flight - and then power requirements were minimal. Once we were above 40 MPH, the sleek aerodynamic design made this ship cut through the air with much more ease. Furthermore, I found the left pedal tail rotor authority lacking. It took a great deal of left pedal to keep stable, which made me very conscious of the wind direction at all times. This is probably because the anti-torque rotors are on the right hand side, instead of left. These blades had a HEAVY spar with aluminum outer construction. The R22 anti-torque blades are of better design and provide much more tail rotor authority. Since the B2B has oleo struts, landing was definitely a different experience. You feel the skids “touch,” but since you are on hydraulic struts you aren’t all the way down, yet. You have to continue your decent with a stable attitude and land “though the deck” before you are completely on the ground. After a little practice, I found this cushion will almost guide you in the last few inches if you get a little more light handed with the cyclic. It will definitely make slope landings much easier! The staff at East Carolina Helicopters http://www.eastcarolinahelicopters.com was extremely knowledgeable. The ground instruction was never boring, and the owner used to be an engineer for Brantly many years ago. They had retired parts that you could bang on without worry, which was very useful during ground instruction. It helped with the visualization, and was reminiscent of the RHC Factory Course. The CFI had about 900 R22 hours and several hundred B2B hours, so he did a great job of transition training. I had so much fun; I stayed long enough to do a little night flying in the B2B. Finally, I would summarize my experience with the Brantly B2B as very positive, and I look forward to flying her again. There are pros and cons to every ship, and I hope I was able to express both in an amicable manner. R2
  2. Well, the Enstrom F28 is next on my list of piston helicopters to fly. Anyway, I was raised on the R22 with a couple hours on the B2B and a few hours on the B47. Any advice for the R22 pilot learning to fly an F28?
  3. Anyone going to Rotorfest 2003 this weekend?
  4. Conducting a static line parachute jump from the back of a CH-47.
  5. I agree with Jimbo and Gummy... 1) Stupid-a$$ thing to do / lack of proper risk management 2) If aircraft was going down, then it's likely the soldiers on the rope wouldn't stand a chance
  6. http://www.verticalreference.com/VRForum/C...t=ST;f=1;t=123; Rey, this is showing up goofy on my browser. I think some of the "quotes" are transposed between users. Also, Jimbo's last reply is outlined in black and unreadable. No problem with the rest of the forum that I can tell.
  7. Also, there is value in how many hits you have per month. If you sell, base the price on future revenues not yet realized from your growing advertising business. If you can document the growth on a few spreadsheets, you will be closer to the actual value of the site. For example, when the military accidently runs over some farmers chicken in Germany, the farmer gets paid for the chicken, the lost revenue from the eggs, and the lost revenue for the other chickens that didn't hatch, yet.
  8. I went to fly an Enstrom, but the weather didn't permit it that day. Nevertheless, I talked with the Chief instructor and sat in the machine. I saw the lever labeled "Tail Rotor Clutch" and it was my first question. He explained that is was a great way to practice LTE and some emergency procedures, which led me to believe this was a seperate clutch?
  9. Last time I checked (a couple years ago), 30 was the limit and waivers were not very likely. However, things change like the seasons... if they forecast a shortage than you might get that waiver. In any case, I think you are okay (if you act now). Finally, I think the Guard or Reserve pilot requirements aren't as demanding as the active component. Why don't you contact the closest aviation unit and see if you can sit down the the commander?
  10. The Palm Beach PD flies the 333 in their operations. You should give them a call and see how they like it. If I remember correctly, this is the second generation turbine they bought from Schweizer.
  11. I was fortunate enough to talk with a V-22 test pilot when visiting a flight school a while back. His friend was the Chief Instructor Pilot there. Anyway, he said there are too many political struggles for the program to survive - mostly because of the engineering problems. He gave me an example of when a V-22 crashed because the control systems were accidently put in backwards! Also, I recently came across the following articles, which puts a dark cloud of the project... http://www.g2mil.com/V-22struggles.htm As far as a civilian model, I can't see how it would be cost effective.
  12. I wasn't an Army aviator, but served several years. The Army has a WOFT (Warrent Officer Flight Training) program, which includes WOCS (Warrent Officer Candidate School) and Flight School combined. Upon completion of the program, you may still attend OBC (Officer Basic Course), which some folks call the gentleman's version of basic training.
  13. RDRickster

    Carb Ice

    With respect to Jesse's comments, at certain LOW air temperatures - applying carb heat is contraindicated in the Robbie (for example). As long as you keep the needle BELOW the yellow arc, you should NOT apply carb heat. With respect to C.J.'s comments, I seem to remember the same thing from the Safety Course. They recommend that you assume a hover and apply carb heat to the proper temperature before take-off (this assumes some fairly cold weather). You can base some of your calculations based on THAT temperature (air intake - albeit from carb heat). However, I think that running carb heat for EXTENDED periods of time can cause engine issues such as excess build up of carbon (so I've heard)? With respect to auto's, I learned the same way above. Carb heat applied as part of checks prior to auto, the CFI/SIC closes carb heat 50-100 AGL. However, for surprise auto's (throttle chops), the CFI usually applied carb heat before the procedure. Even though the student may see it coming, I think that is a safer course of action. Having said that, there have been many times when my CFI slid his hand down to pull carb heat without me seeing him at all. At those times, I was usually looking for traffic, looking for forced landing areas, looking out to check wind direction from trees/smoke/fields, etc... it only takes about 1 second to pull carb heat. Sometimes, I'd see him and knew it was coming; however, about 75% of the time I was caught by surprise (as I should).
  14. Computer systems, much like helicopters, require preventive maintenance and component upgrades. The recent worm and variant programs that have brought down many systems in recent days, but this is easily prevented. In fact, Microsoft provided a patch for these vulnerabilities LAST MONTH! There are very few "true" hackers that have the programming ability and inside knowledge to get into systems. Most malicious applications come from amateurs that download tools and scripts, and eventually put them into a program. They don't really understand them, but they can follow a cook book. There are many websites that post how to build virus for "educational" purposes (i.e. http://www.2600.com/). Here's how to get the AD's for your ship... SIGN UP FOR AUTOMATED E-MAILS WHEN A NEW PATCH HAS BEEN RELEASED, YOU GET NOTIFIED: http://www.microsoft.com/technet....ify.asp MANUALLY UPDATE YOUR SYSTEM FOR WINDOWS: http://windowsupdate.microsoft.com 1) Must use Internet Explorer to use this 2) Click on "Yes" if you see a security warning 3) Click "Scan" to see what you are missing 4) Load "Critical Updates" at a minimum, but you really should load everything available MANUALLY UPDATE YOUR SYSTEM FOR OFFICE: http://office.microsoft.com/productupdates/ 1) Must use Internet Explorer to use this 2) Click on "Yes" if you see a security warning 3) Click "Scan" to see what you are missing 4) Load each option, ONE AT A TIME 5) You MUST have the original CD-ROM that contains the version of Microsoft Office you currently use; follow the on-screen directions IF YOU THINK YOU'VE BEEN INFECTED, HERE ARE FREE TOOLS TO FIX IT (YOU DON'T NEED TO HAVE OR PURCHASE NORTON): http://securityresponse.symantec.com/avcente....ol.html http://securityresponse.symantec.com/avcente....ol.html IF YOU HAVE A MAC, UNIX, OR LINUX SYSTEM: Your Operating System vendor has their own tools available to keep your system up to date. MacIntosh has one of the best tools for that because it will update your application software at the same time you update your OS. OTHER RECOMMENDATIONS: Even if you only use dial-up, you should have a personal firewall at a minimum + antivirus software. Windows XP has a basic version that you can turn on; it will work for your purposes. AOL Version 9.0 was released today, and it includes antivirus and firewall capability (for those with Windows 9x, Me, and 2000). If you have broadband (Cable Modem, ISDN, IDSL, ADSL, SDSL, Satellite, Frame-Relay, Fractional T-1, or T-1), you need a more advanced packet-filtering STATEFUL firewall to protect your computer(s). There are a lot to choose from; just get one. Symantec has some nice packages that are inexpensive.
  15. Howdy, We are still accepting applications for one (1) more pilot in the Baltimore-Washington Metro area. Serious inquiries for joint-ownership of R22 Beta II for personal use and time building. Candidate should own their own home, and be able to produce financial statements to receive endorsement for such a ship. Costs of purchase, hanger fees, and maintenance will be shared by three pilots in this joint venture. Please contact me if you are interested... Richard.Reynolds@CertifiedInstructors.com
  16. Klas, you need to register and logon. Then click "Control Panel" (upper left of browser).
  17. Thanks, Rey. Here's another one. This is a GREAT site, and I'd hate to see it become less than what is is. However, perhaps a dedicated area for folks to sell their used garb? You know, old headsets, manuals, training videos, and the like. For student pilots, they could pick up most of what they need for half the cost. The pros could lighten their load. Even as a low-time pilot, I have lots of stuff that was used in training once or twice and never again... all in perfect condition.
  18. Howdy! Well, it looks like we are getting a bit more serious about this. If there are any more pilots out there that have interest, please shoot me an e-mail. We are making arrangments to put plans into action soon. You can respond to the following: Richard.Reynolds@CertifiedInstructors.com
  19. Interesting case. If the needles never split, I wonder if RPM was still in the green prior to impact. My GUESS is that it wasn't. As a low-time pilot, I was trained for total power failure and other procedures, but I can't say that I was trained for PARTIAL power failures like this accident. I wonder if this is a case of "take-too-long-to-think-instead-of-react-itis?"
  20. Is there a website to check them out? Granted, I could be wrong. It's been a while since I've worn a uniform, but we got some pretty good training in the military on these type of special ops. I guess technologies and techniques have improved a lot recently, eh? Still, I can't help but to restate my opinion. It seems to me that you would need to bring the aircraft into a stable condition and at close range to the target. Even then, stable is a relative term. My hat goes off to those shooters than can place well-aimed and accurate fire, center-mass, and with consistency. Still, that discipline and training might not be able to keep up with so many variables at once. Just one man's opinion, and I could be wrong.
  21. Would like to explore partnership with 2-3 other helicopter pilots interested in purchasing the R44 Raven II or possibly the R22 Beta II (depending upon interest). Pilots should own their own home, and be able to produce financial statements to receive endorsement for such a ship. Would like to base at GAI or FDK, but open to alternatives in the Baltimore-Washington Metro area. This aircraft requires a covered hanger (strong hail storms can damage new lightweight blades). Richard.Reynolds@CertifiedInstructors.com
  22. Can anybody tell me the purpose of the tail rotor clutch? Why is this system segragated from the main rotor? Thanks.
  23. Yes, we are still moving forward with a Helicopter Flying Club in the area. Several pilots have contacted me with interest. We are researching tax issues associated with social clubs (http://www.irs.gov/charities/social/article/0,,id=96189,00.html) and plan to hold our first meeting within the coming weeks. Although we will start with R-22, most pilots would like to see the R-44. Stay tuned! Comments and suggestions are welcome.
  24. I'm not a law enforcement officer, and I've only been a heli pilot for about a year (recreational flying as civilian). However, I have more trigger time in helicopters than I do as a PIC (prior military). Having said that, it is IMPOSSIBLE to accurately engage point targets with any predictable results. The only targets that should be engaged from the air are area targets. Specifically, you can probably place well-aimed supressive fire in small areas to keep the bad guys busy long enough for SWAT to take them out. To clarify, point targets are those you can place a round center-mass. Area targets are those you would engage that are outide the maximum effective range of the weapon for point targets, but are still effective at making life difficult for the bad guys (keep their heads down). Obviously, this isn't something you would employ in downtown Chicago or L.A. Therefore, that type of supressive fire isn't effective in an urban environment (unless you don't care about collateral damage). For civilian applications, you MIGHT be able to deliver flash munitions (Mark-19 40mm Tear Gas Rounds or Concussion Grenades), but I doubt it. Maybe you could fire rubber bullets or something. Nevertheless, I agree with the more experienced folks above. Why the heck would you bring a BIG target in range of bad guys unless you were on the offensive. I wouldn't want to be on that aircraft if I had a choice. Just my opinion.
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