Jump to content

Fish

Member
  • Content Count

    81
  • Joined

  • Last visited

  • Days Won

    1

Fish last won the day on March 15 2015

Fish had the most liked content!

Community Reputation

2 Neutral

About Fish

  • Rank

  • Birthday 10/27/1976

Contact Methods

  • Website URL
    http://
  • ICQ
    0

Profile Information

  • Location
    BC

Recent Profile Visitors

2,056 profile views
  1. Fly_Guy, I can't speak to the 214 but the rate of climb limitation on the 407 is a result of, like you said, cyclic position and it is not an autorotation issue. This is my understanding and best explanation of the issue. During the 407 certification process, one of the tests involved cyclic position during specific phases of flight. There is an allowable range within the full travel range in which the cyclic must remain, think of it as a box within a box. During rates of climb above 2000 FPM, the cyclic had to be moved aft outside the allowed range to maintain level flight and this required a limitation to be imposed. The cause of the aft cyclic input during rates of climb over 2000 FPM is due to a loss of smooth airflow over the horizontal stabilizers. In spite of the leading edge slots in place to maximize the stall angle, the downwash from the rotor system and airflow from such a high climb speed causes the stabilizers to stall. This decrease of downforce produced by the horizontal stabilizers combined with the increased downforce on the forward fuselage causes a nose down pitching and aft cyclic pilot input. Keep in mind that this limitation is measured by the VSI which reads pressure change and not direct airflow over the fuselage. Hope that helps.
  2. Jamhands, take a closer look at your flight manual. Read the NOTE at the end of 3.1 GENERAL. The NOTE states: "Immediate actions that the pilot shall take are written in bold characters." Under the Engine oil pressure light procedure, the "Autorotation procedure........APPLY" instruction is not in bold type. Now re-read all of Section 3 "Emergency Procedures", looking for the bold type and take this into consideration. WTF, you could easily NOT shut down the engine as per the Service Letter and still tell the truth in court. Hazy, you're partially right regarding it being a service letter, but more importantly (or amusingly) it's from the Technical Support Department. They don't even know what their own Flight Manual is intending to say.
  3. My sincere condolences to the families of all involved and to the co-workers who have lost a friend(s). Very sad to hear this. Ted
  4. This is what I thought too, the 'Gift' excuse only covers up to $60.00 of the declared value, you will still have to pay duties and taxes on every dollar above $60. Trust me, I got tagged on a $500.00 'Gift' from the states just before Christmas.
  5. Happy Birthday Matt. You think you are only half way there, but hopefully that many hours will just be an average month of flying for you soon. All the best in the New Year, I may stop by and you can buy me a coffee on the weekend :bleh: . Take care.
  6. Jetbox, This is called a "discussion" forum, see, up top, it is under the "discussion" section. If you have valid evidence to support your statement that the Twinstar is a then lets discuss the issue. Don't give up after I raise valid evidence that contradicts your unfounded statement. Doing so is like saying "Joe Blow is a real idiot" and then not explain why you think the guy is an idiot. Wasting your time would be abandoning this discussion.
  7. This goes for any single engine A/C as well, we all know that you have more cycles and more TE's doing sling work, than you do from moving pax's from A to B. I still don't see how, just because it is a twin, it has to work harder than a single engine A/C? My point was that the Twinstar can handle whatever you throw at it, as long as it is within the performance charts. And it will do so without 'working it harder'. Well, I've worked with certain types of A/C that break down alot more than other types. The first thought in my head is 'Gee, we better get a handle on the maintenance on this thing' not 'This type of A/C sucks!' I've worked the Twinstar for alot more than 6 weeks, so stop me if I sound like a broken record here, 'If you fall behind on the maintenance with any A/C, you will be chasing problems.' My panties are on straight and not bunched up at all, I just wish you could have seen a Twinstar that would have been at the top of it's game. I think you would have been happy with BA/B1 performance with the added safety of a twin. That, and with two stoves, we support the oil and gas industry just that much more .
  8. Hey guys, I got a question... I was was working a Longranger LR and the thing just didn't have the jam of the good ol' L4. Boy are those LR's ever pieces of [email protected], not worth the flight manual paper they are written on, you can't even take 6 pax up to 12,000 feet on a +30 day..... :down: :down: Come on you guys, lets compare A/C in the same category. I've got a fair chunk of hrs in a Twinstar and they perform great. But this drivel is like someone climbing in an R44 and saying "Boy this thing is no Jetranger hey? What a piece of crap." Well Derrrrr? THEY ARE NOT THE SAME MACHINE. Look at the performance charts, compare them, the Twinstar will do what the chart say it will. It's performance is between a BA and a B1. Not a B3. Yes, I agree the maintenance is high on it, but like any A/C out there, if you fall behind on it, you will be chasing problems. In my opinion, since they do need extra TLC, they should be situated on a base where the maintenance can be kept up. They are not good pool A/C. I also agree the electrical is a nightmare, but if you stay on top of it, it works. I think the FX is the best option for a 355 over factory, I think they would keep up in the pool just fine. But please, please, guys, either have experience on the A/C or know the performance charts before you start spouting off about how one A/C sucks compared to another. And compare A/C of equal performance levels. Phil, the twinstar engine cowlings I've seen deal with the heat just fine, unless you try to open the cowling while the engine is running and lift it right into the exhaust gas...that's not good for any cowling. You have a great point about the hydraulics, they are the best I've seen. There are alot of other great ideas on the 355 that get overlooked too. Jetbox, how is the Twinstar horrible for slinging? I've done lots, and it feels just like any other A-star body I've strapped into. Please, back up your statements with specific problems, otherwise chalk it up to a bad day on the top of the line. And T55, I know for a fact that the Twinstar will cruise OEI at gross weight. And even though it will be a fast landing, it can be done safely and at the time you choose. mountainflier, your question was a valid one, but as you know already, you are still comparing two A/C from two different performance classes. As most of you can tell, I am a fan of the Twinstar. I've flown it, it's fun and challenging, I like it, and I'll also be the first to agree it's no B2 or B3, but it has other advantages that seem to be overlooked quite often. So in trying to keep things constructive and open... open fire on me, bring it. Fenestron, what do you know of an N2? Fill me in, or are you just out pullin' chains again.
  9. T55, Is yours is the FX1 conversion with the LTS 101-600, or is it the full monty FX2 with the 700 series, strake kit, T/R, etc...? I've heard the Honneywell tech support is great from other sources too. If you get a chance send input on the maintenance after first inspection, as for ease of working on or differences of the LTS 101 vs. Arriel. Thanks
  10. I would like to hear from anyone who has flown and/or worked on the new D2 with the LTS 101-700. Good or bad info on performance, support, problems, quirks, etc... I already know what they 'say' it will do, just want some field input from both engineers and pilots. Try to keep comments related to the NEW LTS 101, I don't need to hear horror stories about the Falling-star crisis :down: .
  11. Use masking tape when doing this, it is easier to rip than electrical or duct tape so you don't have to pull the tape off next time you use your bucket. The weight of the water in the bucket will tear the masking tape easily and your wires will spread nicely and stay tangle free. Only use one or two wraps at the most.
  12. drkrider, Keep in mind that that diagram for the download cable is only for use with the dos program, it is not the $500 US magical black box that allows you to program from the Windows software. You will still have to go through the painfull dos programming procedure at least once.
  13. ALL HAIL THE GREAT MORON, OUR CLUELESS LEADER, KAPT.KRUSTY THE SECOND. WHAT IS YOUR COMMAND GREAT CHIEF? WE ARE BUT YOUR SIMPLE LOWLY BASIC MORON, PLEASE GUIDE US. .
  14. I think I did actually comprehend. Fenestron never said anything about a Moron Brigade or heads up certain lower posterior orfices, you made those comments, nobody else. You also seem to know exactly what comments offend 99% of the pilots out there and how 99% of them fly. I am not trying to start a pissing match, but alot of people on here are making some large blanket statements about everyone else, that's all. I agree with you 100%, this takes into account everyones personal limits and boundaries, Pilot and passenger. Obviously these two have a rather large rubber envelope to fit all their fun into. Again, a personal issue, each to their own. Once again, I agree with you here 100%. We are in a dangerous profession, it is one where we manage our risk every day. And I feel that there is a difference between doing it for an 'Ego Boost' and for 'Fun'. Remember the PDM course dangerous personalities?
×
×
  • Create New...