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Bryan Cobb

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Bryan Cobb last won the day on May 20 2019

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About Bryan Cobb

  • Rank
    Student Poster

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  • Company working for
    Meggitt Aerospace Polymers & Composites

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  • Gender
    Male
  • Location
    Cartersville, GA
  • Interests
    Classic Mustangs
  1. You can buy an airworthy & flying Brantly for about the same amount as a 2-stroke Mosquito. It's ugly and noisy but it flies well and is not very temperamental. You can put 300 hours on it and sell it for the same thing you gave for it. I had one for 6 years.
  2. Anyone recognize this helicopter from just half of the instrument panel?
  3. Well, The short answer is...it's down for maintenance. The details... My super-dooper pinion bearing arrangement included increasing the center bolt diameter from 3/8 to 1/2 to create more locking force on the inner race stack. I was concerned they would spin and keep producing chip warnings. This required a MS20008 bolt so as to not interfere with the forward flex coupling. This required me to fabricate a custom conical washer. My washer was a terrible design. The bolt shoulder squeezed on a thin portion of the washer when torqued and cause the washer to "cup." This loosened the inner race stack considerably. I didn't know this had happened. I made one 5 minute maintenance test flight up I-75 and back. The chip light came on almost immediately. I changed the oil 4 times and hovered less than 5 minutes with a chip light each time. I got mad and discouraged and put it away for a year and a half. I recently pulled the pinion out of my flying MRGB and saw the exact source of my metal flakes. That stupid washer. The half hour of flight time had left some minor evidence of spinning races so I conservatively called the set unairworthy. I had to save up my lunch money to pay $1700 for another set of ARROW gears. I am currently building the new MRGB up with two Tapered Timken Rollers in the "indirect" configuration. A much thicker compression washer is already made and the issue will vanish this time. There will be no spinning races. Other than my gearbox, nothing has shown any problems. I'm still fat so getting out of my yard with using max-performance departure technique is not possible. I have to be careful and go straight to the gas station or the airport. The rotor is pretty smooth at 0.35 IPS at cruise but there's room for improvement. I am looking for a used DSS Personal Micro-Balancer for $500-$800. There's a Micro-Vib II for $2900 which is a steal but that's above my pain threshold. It's really more suited to the balancing professional and more bells n whistles than I need.
  4. It has been well document by the FAA, that they do not feel a CFI is ever FLYING for compensation or hire. They are TEACHING for compensation or hire. If the CFI needs to be the PIC because a Primary Student doesn't have any rating yet, the CFI is flying for free. The pay is for the teaching. That's the FAA's view. Basic Med covers the CFI being PIC. Nothing wrong with a CFI holding an FAA Medical, but they can instruct under Basic Med without one.
  5. The facts... It all-but-ELIMINATES the required medical. (This is true for most cases. Special Issuance Cases may need the Airman to get one Flight Physical from an AME before becoming eligible for Basic Med) As a CFI, you can instruct under Basic Med. (100% True even for training requiring the CFI to be PIC) It removes the AME Doctor from the equation. (True unless a new Special Issuance is needed) It removes the FAA from the equation. (True unless a new Special Issuance is needed / AOPA sends online Test Results to the FAA and your permission for FAA to check your driving record for DUI's is attached to the test) The paperwork never goes to OK City. It only goes in your wallet. (The Medical Paperwork from the Doctor never goes to the FAA. Only the AOPA Test results goes to the FAA)
  6. Pull the reg's out all you want Chris. The de-facto way Basic Med is being applied is... * I take a little online testy-thingy on the AOPA website every 2 years. (The FAA DOES get this test result from the AOPA) * I go get a normal, non-flying physical every four years with my Primary Care Physician. * I nor my Doctor need to see no reason physically I shouldn't fly. * The original forms he signs go in my wallet or logbook. (He does not send the results to the FAA) * I keep my Flight Review Current. * I go rent the FBO's 172 and take my friends and family places far and near. * If I don't have an accident or get violated, the FAA never hears anything about my health. Boom. No Medical. A CFI can do Basic Med and can teach a non-licensed student and act as PIC.
  7. Second answer Alejandro. If you are a talented mechanic who is a meticulous tinkerer. You may be a candidate to fly a Mini safely. I say "may" because you also must become a Rotax 582/Bing carburetor expert. You must learn/know/live the 2-stroke in a helicopter situation and all of its shortfalls. You must keep accurate fuel and oil consumption records 100% of the time. If you don't see yourself doing all these things, don't get a Mini-500.
  8. Alejandro, I'm probably in the top 20 most Mini-500 hour pilots. I'll try to answer some of your questions. "All Upgrades" means: * Inserts inside the landing gear legs to stiffen them and prevent rollovers in hard landings * Thicker frame tubes and bigger triangle gussets where the MRGB mounts * Tapered roller bearings on the MRGB pinion shaft * Chip detectors on main and T/R geaarboxes * MRGB mounted on Barry neoprene mounts * Engine clutch dynamically balanced * Cast aluminum pitch horns instead of stamped steel * Less "undersling" on rotor head * Shorter pitch links * Less coning angle on rotor head * Less preload on blade feathering bearings * Fore / Aft Cyclic damper installed * Bottom Tie Plate on clutch mount brackets * Trackable cogbelt idler pulley with spring tension tightening * Mast Support frame to stop main frame flexing/cracking * Main Blades now have bendable trim tabs to get better results during Track / Balance * Many DU bushings in flight controls now have bronze oilite brass * Anti-Balloon stall strips on upper surface of horizontal stab *New tracking balancing polar charts Even with all this, YOU must develop a method of getting oil to the upper mast bearing. In the stock configuration it runs dry and gets hot.
  9. Hello Everyone, Obviously no one here is versed in the Basic Med program the AOPA talked the FAA into adopting. It all-but-ELIMINATES the required medical unless you are 1) Getting paid to fly 2) Flying an aircraft that weighs more than 6000# and 3) Carrying more than 6 passengers. As a CFI, you can instruct under Basic Med. It removes the AME Doctor from the equation. It removes the FAA from the equation. It is only between you and your Primary Care Physician. The paperwork never goes to OK City. It only goes in your wallet. To play the game, you must have held a Class III or better within the last 10 years. Go watch the AOPA video to learn about it here. https://www.youtube.com/watch?v=COE5-UjVgEE&feature=youtu.be I rent the FBO's 172's and Arrow and take 3 friends with me many times.
  10. OK folks... I have been a Mini-500 enthusiast since the mid 1990's. I wound up owning and flying one in 1997 & 98 and had put a full 100 hours on it when I sold it because the company was hemorrhaging. I bought a new, unbuilt kit in 2013 and got the airworthiness done in 2016. I have been flying it off and on since then. It only has 28 hours at this moment. I gained a lot of weight and got up to 285, which is definitely too fat for the Mini so it sat. Now I'm down to 255. I'm almost down enough to fly again. I am very confident in the Rotax 582. I have been an ultralight guy too since the late 80's I have over 500 hours in the air with a 582 and a 503. I have never once had a single issue of any kind. Now I HAVE almost been killed in my new Mini-500 twice. Both would have been MY FAULT. First, I had a bad habit of flying with strong cyclic friction applied so I could take my hands off the controls for other tasks. I was not aware this was flexing and fatiguing ONE VERY CRITICAL ROD END inside the console. I landed one day and as the rotor was spooling down, the rod end failed and the cyclic stick fell into the console and hit bottom! I grabbed it and held it still until the rotor stopped. After repairing it much stronger, I quit the bad habit of flying with friction applied. I only use friction on the ground. The other time, I landed at the airport to get 10 gallons of gas. I got distracted and THOUGHT I had asked the truck driver to add 10. I didn't check and took off. I flew home (10 miles) and landed safely, unknowingly on 1.5 gallons in the tank. During postflight I noticed that the fuel level was only 1/8" above the pickup line! I almost passed out. If I had been airborne 30 more seconds, I would have ran out. I was very stupid and learned from it. I installed a Bee-Lite weight-based fuel gauge with several audible and visual warning features. In a helicopter, the pilot better have a very deep understanding of the strange problems with flying a helicopter with a 2-stroke before doing it. One reason I have been successful is because I was an avid RC helicopter guy in the early days. I learned the hard lessons about a 2-stroke in a heli. Here is the problem. Helicopters operate under the "constant RPM / varying power" umbrella. Well...if the oil supply comes from the mixed fuel and oil, and if the piston travels 12,000 times the stroke length of the cylinder, constantly every minute (at 6000 RPM), and if the pilot decreases the power to slow down or descend by significantly decreasing the throttle...BAM! Oil starvation causes seizure. The solution is twofold and simple. You must understand this phenomena and know how to prevent it by deliberately installing VERY RICH mid-range jets. You must have very accurate dual EGT readout and understand what you are seeing and what to watch for. I even have a tiny lever on the collective near the throttle that activates the Bing enricheners on the carburetors. I have never needed it but If my EGT's ever begin going to high, I can use the lever in flight to richen up the engine and keep it from seizing. Second, if you have ever ridden a 2-stroke dirt bike, you know that the engine only develops good power when it is screaming. It is commonly referred to as the "power-band." Outside that narrow RPM range, it has almost no power. Now imaging you are hovering a Mini-500 in the power-band and just momentarily you don't pay attention and the RPM begins to sag. It gets out of he power-band pretty quickly and you will never recover your RPM. You are GOING TO settle until you hit something. I did this early in my Mini-500 days and got lucky. I was in a good spot and just plopped down without rolling it over. I got out, scared to death and looked deeply into what had happened. When I understood...I went into the air again and never allowed it to happen again. When I was at Ft. Rucker in flight school, I remember my Primary instructor telling me "in all low RPM events...recover Thy RPM at all cost!!" "Do NOT add pitch ever, if your RPM is low," Well...For the Mini-500 to be flown safely, you have to live by my instructor's words, with a slight twist. Change it to "KEEP THY ROTOR RPM UP AT ALL COST. NEVER DO ANYTHING THAT MAKES YOUR RPM DROOP." Almost all of the bad publicity the Mini-500 got on the internet was because pilots had no idea that a different mindset is required with a 2-stroke. They were totally ignorant of the drooping RPM scenario and were not as lucky as me. The result was many many hard landings and rollovers. Add to that the engine failures that happened because the pilot didn't have a clue how to jet the carburetors correctly. The engines were seizing left and right because the pilots were Bing Carburetor ignorant and partially because Fetters furnished Chinese EGT probes with the kits that were awful for giving the pilot accurate numbers of how hot their engine was running. The final nail in the coffin for the Mini back then, was when these accidents started happening, it made owners mad that they had balled-up the beautiful little helicopters. They started publicly attacking Fetters and blaming it on him. He had put his heart & soul in this thing and that made him mad at his customers. The public internet fight was nasty and the little helicopter got a reputation as a piece of junk and a death trap. It never really got a real chance to have the bugs worked out and benefit from an educated, well-trained group of pilots. That's the Reader's Digest version of the bad rap the little helicopter got. With my 130 hours or so in two of them, I have to say it's a good little flying machine. Now it is a go-kart. It's not a real passenger car. It does not FEEL or FLY like a Jet Ranger. It feels like a really really nice go-kart. It maneuvers like a sports car. It's quick on the controls. Just because it CAN do that, doesn't mean you should fly it like a musterin' pilot in Australia. I fly like I have passengers who get sick easily. It looks totally badass in the air, especially with that bold MD500 Notar color scheme I put on it. I love it. I'm sad that people aren't learning how to fly them reliably and enjoying them. It costs me about $20 per hour to fly. I have about $15,000 in my new one and really enjoy it.
  11. Does anyone one here know anyone who has a NICE set of Mini-500 rotor blades? b r y a n d c o b b AT a t t DOT n e t
  12. An Atlanta Police Department helicopter apparently flew into power lines and crashed, while trying to find a lost kid. It burst into flames a few seconds after impact and both officers were killed . In my lifetime, that's the only Atlanta PD crash I remember. Please pray for the families and all involved. AND PLEASE BE CAREFUL WHEN FLYING LOW!!!
  13. Last I knew, RHC had NO INSURANCE. They have their own legal staff and are self-insured as far as I know. The company is just going to extreme lengths to make certain they are closing every possible back door that exposes them to risk. When you get liability on YOUR Robby, you are betting $2,000 per year that you WILL injure someone and incur a claim. The underwriter is betting $1 ir $2 million that you won't. By being a helicopter pilot and flying a machine that is man-made, you are by definition, a betting man. Statistics are that there's only a tiny chance you will have an accident. Chances that you will have a helicopter accident SEVERE enough to injure someone and generate a claim, but not severe enough to kill all occupants, IS EVEN less likely. Sign the papers, fly your passengers when you want to, if you ever sell get the buyer to sign them and DO NOT ask if they intend to adhere to the conditions, and get on with your life. You are more likely to get struck by lightening and killed, that you are to ever be affected by the terms of this new addendum to the purchase agreement.
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