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justfly

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  1. A longer version with additional reported details, and without the phoney (Bell?) overdubbed audio: Hard to tell, but the audio on this one (if true) almost sounds like he was increasing throttle at the beginning, perhaps an attempt to lift it into the hover and resolve the ground resonance?
  2. My condolences to the family and friends.
  3. according to the Kolor Kut Products description http://www.oilybits....UT_PRODUCTS.pdf ; Kolor Kut Water Finding Paste is golden brown in color and turns brilliant red upon contact with water. This product will successfully gauge water content in all petroleum and hydrocarbons as well as... Kolor Kut Modified Water Finding Paste has been designed for use in Methanol, Ethanol enriched fuel systems. ...changes from dark brown in color to bright red on contact with water. Phase separated alcohol solutions with as little as 6% water will turn the paste yellow.
  4. Thanks for the info Wizard, are you recommending Xplane 9 vs. Xplane 10 which is available now? What kind of hardware/controllers are you using? Thanks!
  5. ...an updated story (with more photos) with some *interesting* content... Pilot, student walk away from helicopter crash http://www.calgaryherald.com/news/calgary/Pilot+student+walk+away+from+helicopter+crash/5213858/story.html "...In the aviation world, they say any landing you can walk away from is a good landing..." Um, no, any landing where the aircraft is still flyable is a good landing! "...The helicopter was not nearly as lucky with the routers severely damaged, the spine was weakened and the Plexiglas inside in the body shattered. It was transferred to a nearby hangar and its unknown if the chopper is fixed..." "...said the accident was during an introductory flight, which he explained as a trial run for students to decide if they want to commit to more training..." Well that wasn't so bad. What'ya say we throw some new "routers" on that thing, straighten its spine, put some more Plexiglas in 'er, and get back out there?
  6. Civil Aviation Daily Occurrence Reporting System (CADORS) : Report Cadors Number: 2011C2877 Reporting Region: Prairie & Northern Occurrence Information Occurrence Type: Accident Occurrence Date: 2011-08-05 Occurrence Time: 1745 Z Day Or Night: day-time Fatalities: 0 Injuries: 0 Canadian Aerodrome ID: CYBW Aerodrome Name: CALGARY / SPRINGBANK Occurrence Location: CALGARY / SPRINGBANK (CYBW) Province: Alberta Country: CANADA World Area: North America Reported By: NAV CANADA AOR Number: TSB Class Of Investigation: TSB Occurrence No: Aircraft Information Flight #: Aircraft Category: Helicopter Country of Registration: UNITED STATES Make: SCHWEIZER Model: 269C 1 Year Built: 2006 Amateur Built: No Engine Make: Engine Model: Engine Type: Reciprocating Gear Type: Land Phase of Flight: Descent Damage: Substantial Owner: Operator: Operator Type: Commercial Event Information Collision with terrain Propeller/rotor strike Roll over Detail Information User Name: Ridley, Rod Date: 2011-08-05 Further Action Required: No O.P.I.: System Safety Narrative: The pilot of a Bear Hollows Aviation LLC., Schweizer 269C-1 helicopter, N2028B, and operated by Red Eagle Aviation was doing circuits on an intro flight out of Springbank Airport when the helicopter crashed near the threshold of Runway 25. There were 2 occupants who were reportedly not seriously injured, but the helicopter is substantially damaged. TSB report to follow.
  7. photo → http://www.calgarysun.com/2011/08/05/chopper-crashes-at-springbank-airport
  8. Paramedics respond to helicopter incident at Springbank Airport http://www.calgaryherald.com/news/Helicopter+incident+Springbank/5212608/story.html By Stephane Massinon, Calgary Herald August 5, 2011 1:04 PM Paramedics have been called to the Springbank Airport on reports of a possible helicopter crash. EMS spokesman Ryan Collyer said two people are being treated and they are in stable, non-life threatening condition. They did not require transfer to a hospital. RCMP spokesman Sgt. Patrick Webb said police are just arriving at the scene. More to come… [email protected] © Copyright © The Calgary Herald Read more: http://www.calgaryherald.com/news/Paramedics+respond+helicopter+incident+Springbank+Airport/5212608/story.html#ixzz1UBQE5bO2
  9. AIRCRAFT ACCIDENT REPORT AND EXECUTIVE SUMMARY Reference: CA18/2/3/8278 Aircraft Registration ZS-RSW Date of Accident 28 March 2007 Time of Accident 0900Z Type of Aircraft Aerospatiale AS 350 B (Helicopter) Type of Operation Domestic Flight Pilot-in-command Licence Type Airline Transport (H) Age 40 Licence Valid Yes Pilot-in-command Flying Experience Total Flying Hours 5070 Hours on Type 280 Last point of departure Simmerpan Eskom Yard, Germiston Next point of intended landing Grand Central Aerodrome, FAGC. Location of the accident site with reference to easily defined geographical points (GPS readings if possible) Simmerpan Eskom Yard, Germiston; (GPS Position: S 26 13.544’ E028 09.487’) Meteorological Information Temperature 18˚C; Wind 010˚/5kts; Visibility 8km; Cloud FEW at 1000ft and OVC at 2000ft. Number of people on board 1 + 3 No. of people injured 1 No. of people killed 1 Synopsis The pilot was tasked by the operator to uplift three (3) technicians at the Simmerpan Eskom Yard, Germiston, in order for them to carry out field work on electrical conductors for Eskom. The helicopter landed on an open grass area near some high rise buildings, in order to uplift the technicians. After the three occupants embarked, the helicopter was established into an In Ground Effect (IGE) hover flight and the pilot backtracked several metres in order to attain some additional space to accelerate into forward flight. According to available video footage, the helicopter started to ascent into an Out of Ground Effect (OGE) hover at a height of approximately 22-25 ft above ground level (AGL) and the pilot performed an OGE power check and obtained 99% N1 engine indication and 100% torque indication on the main rotor gearbox. The helicopter then proceeded into forward flight at a speed of between 10-15kt when the low rotor rpm aural warning sounded. In an attempt to regain rotor rpm, the pilot reduced the collective pitch lever and descended towards the road intersection ahead. He regained the rotor rpm momentarily, but as he increased power in order to accelerate and to climb away, the low rotor aural warning sounded again. The pilot attempted to avoid colliding with a light delivery vehicle at the intersection, but the right-hand skid impacted the windscreen of a vehicle, causing the helicopter to pitch nose down and roll over onto its left-hand side. The main rotor blades impacted with a second vehicle that was behind the first vehicle. The driver in the second vehicle was fatally injured. One of the passengers in the helicopter sustained minor injuries. The occupant of the first vehicle escaped unharmed. Probable Cause The helicopter exceeded the maximum permissible take-off weight during take-off, which had a direct effect on the power demand and power availability. Contributory Factor: The area from where the pilot attempted to take off, consisted of high rise buildings in a confined area which most probably caused uneven wind patterns and conditions over the buildings, causing a decay in the main rotor RPM. There was also no proper windsock to indicate the wind direction and wind speeds and no safe escape route in case of an emergency. link to PDF file of complete report here
  10. Proton PRO Flashlight LRI's Proton PRO features a single high-power 2W Cree LED to produce an incredible 1,000+ candle power, powered by a single AA battery. A smaller red LED provides an optional low power secondary beam. LRI's popular Freedom® digital circuitry provides intuitive one-button access to full-range brightness control and safety strobe functions for both the primary and secondary beam. With its output of over 1,000 candle power, the new Proton PRO is one of brightest single-AA flashlights on the market. A single AA battery will power the Proton for approximately 1.5 hours at full power or up to 250 hours at reduced brightness. IMHO - the perfect preflight (bright white) & cockpit (dimmable red or white) pilot's light solution.
  11. http://www.flugzeuginfo.net/acdata_php/acdata_206lt_en.php
  12. ... (Google Translate translation)... Detail Information User Name: Porlier, Nathalie Date :2009-12-16 Further Action Required: Yes OPI: General Aviation Narrative: Update # 1: According to report 114403-V1 Nav Canada: At 1225Z, the pilot of C-advised GDSF the control tower that he would make an emergency landing at the helipad of the Mel's Studios. There were no further radio contact. Emergency services (911) have been notified. At 1236Z, it was confirmed that the helicopter crashed between Bonaventure and Studios Mel's and emergency services attended the crash site. User Name: Porlier, Nathalie Date :2009-12-16 Further Action Required: Yes OPI: General Aviation Narrative: C-GDSF a helicopter Robinson R-44 II TVA Group Inc.., Was on a visual flight rules flight (VFR) in Montreal. The aircraft crashed during an emergency landing in a field next to the Bonaventure. The two occupants, driver and passenger were injured.
  13. yup... http://en.wikipedia.org/wiki/Islamic_Repub..._Iran_Air_Force
  14. HERE is a link to the accident report. (PDF in spanish) ...and a Google Translate translation: REPORT OF AN ACCIDENT. GENERAL DATA. Make and Model of the aircraft: Bell-206L4. Type of operation: Special aerial work Date and time of accident: May 17 1999, 13:30 UTC, (0830 hl.) Location of accident: Laguna de Ayllon, Canton Sigsig, Cuenca Azuay Province Coordinates: S 03 ° 05 '67 "W 078 ° 41 '66" FACTUAL INFORMATION SUMMARY OF FLIGHT. The helicopter was hired to perform evacuation flights and income people and material to an operations center located inside the archaeological Laguna de Ayllon, the operation until the day of the accident lasted seven days during which the helicopter was only able to enter three times. The helicopter took off carrying a passenger and Gualaceo addressed the Ayllon lagoon to carry two people. After ship these passengers, cargo and baggage started off slightly after the pilot suffered a loss of control and the helicopter crashed into the lagoon. INJURY TO PERSONS. INJURY CREW PASSENGERS OTHER Mortals Graves 1 3 -- Minor / None DAMAGE TO AIRWORTHINESS VE. Because the helicopter was submerged not verified all the but it appeared that damage had come off one of the rotor blades principal, the tail boom was bent downwards and the lower fuselage was deformed by the impact and had a hole approximately 80 inches long. The verification of the existence of other injuries, could not be done, because of the operator after the first inspection and without the knowledge or authorization the Accident Investigation Board dismantled the helicopter. OTHER DAMAGES There were no other injuries. PERSONAL INFORMATION. The pilot in command of the aircraft was Iranian, Ecuadorian citizen, holder of a license Airline Transport Pilot Helicopter force at the date of the incident. His medical certificate was valid as of the date of the accident and stated as a restriction on use of corrective lenses nearsightedness), while exercise the privileges conferred upon this certificate. This document will enable as a pilot in the helicopter category Mono-multi-class land pilot enabled computer as Bell-206. On 10 November 1998, the Pilot Aviation Authority submitted to the one request to be granted a license based on his experience in the Force Iranian Air. On 18 December 1998 granted a provisional license for perform updates and check flights. On 26 January 1999 an authorized Training Center informs the Aviation Authority had made an assessment of the pilot and suggesting that he made a full training given had not flown in the last four years. Authorization was given for this Center Instruction is who dispenses the training. On 16 March 1999 the operator of the helicopter informed the Authority that the 7 hours pilot flight served as a team Bell-206-L3 and asks her previous checkup to empowerment, although the Authority approved their training to the Training Center. On 30 March 1999, he was licensed with the team empowerment Bell296-L3, having done their respective check. The flight times recorded in March 1999 were certified and counted as a driver and not as a pupil since met with 18 hours of training in order to rehabilitate and get their license. The month of May 1999 recorded hours of 12 to 16 May were registered no flights have been performed according to the declaration of a pilot of the company. The only flights that were conducted: as co-pilot on 11 May 1999 at the Route UIO-GUALACEO (04:24 h) as recorded in the log # 2660 and as a pilot commanded the flight on May 17, 1999 en route GUALACEO - Ayllon (00:42 h) as that recorded in the logbook and blogs (day of accident). Hours flown OVER THE SCAMS UL 07. 30. 60 and 90 days: 7days: 11-May-99 17-May-98: 09:42 H 30 days: 18-Apr-99 17-May-98: 09:42 H 60 days: from 09-Mar-99 17-May-98: 14:24 H 90 days: from 09-Feb-99 17-May-98, 27:42 H VE AIRWORTHINESS INFORMATION. FUSELAGE BRAND: BELL. MODEL: 206-L4 SERIES: 52207 FUSELAGE HOURS: 555.4 since new ENGINE: BRAND: ALLISON MODEL: 250-C30P SERIES: CAE-895891 ENGINE HOURS: 555.4 since new Main Rotor: BRAND: BELL MODEL: 206-011-1 00-105 SERIES: HB-780 HOURS: 555.4 since new Tail Rotor: BRAND: BELL MODEL: 206-011-100-810-153 SERIES: HB-856 HOURS: 555.4 since new The aircraft had a Certificate of Provisional Aeronavegabildad effective. The provisional status because they were completing the paperwork to the issuance of final Certificate of Registration. The maintenance of the aircraft was met under which it establishes manufacturer. In the logs there were no reports of previous failures aircraft that may have contributed to the accident. The blog # 02,666 for the day of the accident has not signed the pilot in the box "Preflight inspection AIRCRAFT TO LIST. Weather information. According to witnesses version of the pilot and weather conditions to time of the accident were good. Aerodrome information. The landing area was irregular rock surface was within an area surrounded by mountains and located at 10,500 feet altitude. INFORMATION ON THE REMAINS OF THE AIRWORTHINESS AND IMPACT EV. The impact occurred at the center of one of the lagoons 300m from the point take-off, with a nose up attitude backhanded. After first hit the helicopter canopy and stay invested. She slipped one of the main rotor blades and the tail rotor blades suffered a sprain about 60 °. SURVIVAL. The pilot and two associates left the helicopter on its own means. The third passenger, who was inside the submerged helicopter was helped staff the camp because of injuries could not drop belt, and I need to receive artificial respiration to recover. TESTS AND RESEARCH. The pilot who flew before the event indicated that on May 11, 1999 entered the lagoon for a medical evacuation that day there was no complications for flight, then the prevailing weather conditions in the no gap made it possible, for a period of four days, entering the same, 15 May 1999 resumed the flights, in this attempt led to a loss of pedal control of the helicopter in the lagoon, which was corrected in time by the pilot, which influenced his decision not to continue with flights in view of that in its view the operating conditions in the lagoon were dangerous. The logs were checked for flights to Lake Ayllon by Pilot injured, determining that the same place as copilot 5 flights as pilot 1, the day of the accident, but after an interview with the pilot who flew above, indicates that what is recorded in logs truth as he put it in the same co-pilot so that the operating company will pay for the days worked in the operation and thus it did remove the dual command of the helicopter after arriving in Gualaceo this was even reported to the Company, meaning that the pilot had the accident never enter the area of operation and the only time I he was the day of the event. WEIGHT and BALANCE MTOW 4404.74 LBS. WEIGHT EMPTY 2439.80 LBS. PILOT 180.00 LBS OIL 13.00 lbs FUEL (over 300 lbs are in Gualaceo) 200.00 LBS PASSENGERS (180 LBS C / U) x3 540.00 LBS LOAD 180.00 LBS TAKE-OFF WEIGHT 3552.80 LBS All this information is based on documents submitted and statements the pilot. ANALYSIS. From the data collected, we can analyze the following: According to information gathered from documents rest in Section Licenses, the pilot was flying an evaluation team for Bell 206 B part of a Training Center recognized the same as hard 01:12, dated January 26, 1999 concluded in the same as "HIS LAST FLIGHT HELICOPTER IS 4 YEARS AGO, SO IT IS RECOMMENDED THAT SHOULD OUE RECEIVE refreshments in the Bell 206 B OUE EOUIPO MAYBE REQUIRED TO MEET THE ENTIRE PROGRAM ASSISTANT Depending on progress CHEOUEO DEMONSTRATED BY PRIOR THE AUTHORITY. "And the flight home as pilot in command did on 17 May 1999, additionally this was his first flight in a system mountain, the Pilot Proficiency was inadequate, given that for make these mountain flights helicopter pilots must make a prior training in order to be enabled on such flights. In the video filmed the crash can clearly see the loss of control the helicopter experienced in the take off procedure for this we analyze two situations, the first in a possible failure or lockup Control rejecting the same in view of the helicopter starts mind normal takeoff and tour occasionally to the right, the pilot at a time regains control but then the helicopter begins a shift to the left side and again we see that the pilot controls the aircraft to finally fall into the lagoon. The second product the presence of winds at the instant that they come in contact with the main rotor, the wake of this leads to an increase in angle of attack tail rotor, to counter this effect should increase driver pedal reduce the angle of attack of the tail rotor and consequently reduce the thrust to maintain the same rate of turn, as established by the manual flight in its part concerning emergency procedures in the video can see that the helicopter began its ascent, and that at no time pilot can control the shift that performed, ie could not face the wind correctly and consistently in trying to control with the pedals turning action, this was not effective in view of the ascent is required Greater engine power, resulting in the angle of attack of the tail rotor continue to grow and lose all control antitorque it produces. CONDITIONS OF CALCULATING WEIGHT and BALANCE: TEMPERATURE: 10 degrees Celsius PRESSURE ALTITUDE: 10,500 feet WIND: Variable up to 26 knots. These operating conditions are applicable to the lagoon, and based on them shall proceed to perform the calculations in the performance tables helicopter, the OUT GROUND EFFECT HOVER CEILING with the parameters following POWER TAKEOFF, ENGINE RPM 100% RPM, GENERATOR 17.5% ANTI-ICE OFF, determining that the conditions previously mentioned temperature, wind and altitude pressure with the weight which could operate the aircraft was 3640 pounds of maximum takeoff weight, according fuel consumption from Gualaceo to the lagoon, the helicopter was within the limits of operation. The area is called in helicopter flight operations in the mountains as CIRCUS given that it lies within a mountain system, the height at which it operated was 10500 feet, the location of the pond was a sort of plateau on the mountain, inside there was a plane in which landed the helicopter on the day of the accident, weather conditions are very variable in ceiling, visibility, present and especially wind, ground conditions within the lagoon are extremely effects in view of the marshy area is near the gaps, there are few clear that enable a safe landing inside, aid placed to verify the wind did not allow an optimal assessment of same, given that this was a stick with a rag tied and not a windsock. From the statements made by the other pilot who flew in the area is analyzed that the problem he had on the lake forced him to abandon the operation, Since the considered dangerous, is very similar to what happened in the accident, ie that this pilot was also a total loss of pedal and he managed to recover the same by a rapid stabilization of the helicopter and without But this warning was not taken into account by officers from the airline operating the helicopter. CONCLUSIONS The pilot did not have the necessary experience to perform this operation, considering that the only flight that was conducted as a pilot on the accident. The pilot did not perform properly the procedures established in the Manual Flight of the aircraft. After calculating the weight of operating performance in the letters is concluded that the weight was within limits. The area of operation provided the necessary assurances in view of the difficulty of the terrain and weather conditions of the lagoon, additional there were no visual aids for establishing correctly wind conditions. Despite the warning by the pilot who flew earlier in this area, the company responsible for such work did not make a more minute of the operation in order to determine if indeed the cause of problem that the pilot was subsequently affect the operation. REASON (S) PROBABLE (S): The investigating committee believes that the cause was a possible loss of product control flight conditions existing in the area of the Ayllon lagoon. Contributing factors. Lack of planning on the helicopter operation in the lagoon of Ayllon. Lack of experience of the pilot. Constantly adverse weather conditions and variables. RECOMMENDATIONS That the airlines to implement the laid down in Article 264 of the Aviation Code in title 12 "Prevention and Investigation accidents "that says," removal or withdrawal of the accident aircraft elements affected and the impact they may have concurred in producing the accident may be practiced only with the permission of the Authority Aeronautics. Companies before operating in areas where conditions are unknown, first made a study of the characteristics and soil conditions in order to identify unsafe acts and conditions that could occur. Companies before committing to a pilot operation to ensure the experience, empowering them, especially in mountain work helicopter view of the special conditions representing the operation of an aircraft of this type.
  15. A lot of what is important in an instructor to me has been said, especially the comments by rob and dammyneckhurts (hmmm... both professional educators?). An instructor has to be compassionate and care more about the students goals than their own ego. Often (everytime?) that means adapting to the student’s ability to understand, and THEIR way of learning. Becoming frustrated that a student isn’t learning as fast as YOU think they should, and worse, letting them know you are frustrated is probably counterproductive to their goals. But that doesn’t mean you must always coddle. Many people (especially perfectionist type-A pilot types) are their own worst critic and you may have to do nothing more than guide them through their own honest debrief. That is a skill that is going to help them out throughout their career. Like rob talked about, I like to make sure the student starts off their debrief with the positives; what did they do right? GREAT! Now, what could they have done better and what do they want to work on/towards? That also gives you insight to what they are thinking and if they understand what is required, even if they haven’t mastered the control to demonstrate that yet. The best instructors I’ve had do what Hurby alluded to; they know when to “pile it on” and push you past your (previous) limits, then back off and give you room to grow into that new space. Nothing leaves a student walking away with a bigger sense of satisfaction, accomplishment, and confidence than having done something they didn’t think they were capable of, but that their instructor had the confidence in them to facilitate. How do you think they’ll approach their study and next flight? Excited to keep progressing, or dreading another session of “yell, hit, & scream, and spend the hour(s) learning how inept I am”? One other subject I'd like to address is this unreasonable bias we have in Canadian helicopter flight instruction for high-time flight instructors. Yes experience counts, but for what? NOTHING if you can’t (don't WANT to) teach! Even the one thing that experience should guarantee, that you should be able to recognize a situation going pear-shaped quicker than a low-time instructor and intervene doesn’t work out if you’ve fostered such a tense atmosphere in the cockpit that the student either freezes up in fear of what you’ll do or say, or worse, exacerbates the situation with unrecoverable incorrect inputs in their panic to please. I’ve had some very low-time instructors that were very good, and some high-time instructors that were NOT! But even the latter taught me something; how NOT to teach! Oh... and I like that little cyclic-limit-circle trick Torquestripe's instructor used! I'll have to try that.
  16. acoustics - to reduce noise Since the acoustic frequencies associated with the rotating blades are directly related to the blade spacing, intuitively the use of unevenly spaced blades holds the potential of lower sound levels and less perceptibility. The acoustic effect of uneven or modulated blade spacing is to generate several blade-passage frequencies, one for each unique angle between blades. Each blade passage frequency, in turn, generates its own set of harmonics. The total acoustic energy is thereby spread over a broader range of frequencies, rather than being concentrated at one blade-passage frequency and a single set of harmonics.
  17. It would appear from a search of make (Kazan Helicopters) in the FAA registry that most are certified in the Experimental Classification; Research and Development, or Exhibition Categories, both of which allow for commercial work, with limitations. to wit: § 91.319 Aircraft having experimental certificates: Operating limitations. (a) No person may operate an aircraft that has an experimental certificate— (1) For other than the purpose for which the certificate was issued; or (2) Carrying persons or property for compensation or hire. ( No person may operate an aircraft that has an experimental certificate outside of an area assigned by the Administrator until it is shown that— (1) The aircraft is controllable throughout its normal range of speeds and throughout all the maneuvers to be executed; and (2) The aircraft has no hazardous operating characteristics or design features. ( c) Unless otherwise authorized by the Administrator in special operating limitations, no person may operate an aircraft that has an experimental certificate over a densely populated area or in a congested airway. The Administrator may issue special operating limitations for particular aircraft to permit takeoffs and landings to be conducted over a densely populated area or in a congested airway, in accordance with terms and conditions specified in the authorization in the interest of safety in air commerce. (d) Each person operating an aircraft that has an experimental certificate shall— (1) Advise each person carried of the experimental nature of the aircraft; (2) Operate under VFR, day only, unless otherwise specifically authorized by the Administrator; and (3) Notify the control tower of the experimental nature of the aircraft when operating the aircraft into or out of airports with operating control towers. (e) No person may operate an aircraft that is issued an experimental certificate under §21.191(i) of this chapter for compensation or hire, except a person may operate an aircraft issued an experimental certificate under §21.191(i)(1) for compensation or hire to— (1) Tow a glider that is a light-sport aircraft or unpowered ultralight vehicle in accordance with §91.309; or (2) Conduct flight training in an aircraft which that person provides prior to January 31, 2010. (f) No person may lease an aircraft that is issued an experimental certificate under §21.191(i) of this chapter, except in accordance with paragraph (e)(1) of this section. (g) No person may operate an aircraft issued an experimental certificate under §21.191(i)(1) of this chapter to tow a glider that is a light-sport aircraft or unpowered ultralight vehicle for compensation or hire or to conduct flight training for compensation or hire in an aircraft which that persons provides unless within the preceding 100 hours of time in service the aircraft has— (1) Been inspected by a certificated repairman (light-sport aircraft) with a maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA; or (2) Received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. (h) The FAA may issue deviation authority providing relief from the provisions of paragraph (a) of this section for the purpose of conducting flight training. The FAA will issue this deviation authority as a letter of deviation authority. (1) The FAA may cancel or amend a letter of deviation authority at any time. (2) An applicant must submit a request for deviation authority to the FAA at least 60 days before the date of intended operations. A request for deviation authority must contain a complete description of the proposed operation and justification that establishes a level of safety equivalent to that provided under the regulations for the deviation requested. (i) The Administrator may prescribe additional limitations that the Administrator considers necessary, including limitations on the persons that may be carried in the aircraft.
  18. From Garmin's Glossary: Distance The length (in feet, meters, miles, etc.) between two waypoints or from your current position to a destination waypoint. This length can be measured in straight-line (rhumb line) or great-circle (over the earth) terms. GPS normally uses great circle calculations for distance and desired track.
  19. N901LL & N902LL ? ..registered to LLH SERVICES LLC. If you see what else LLH SERVICES LLC has registered you'll come up with a few more Mi-17s. The only other US registrant of Mi-17s is R J HARROFF BUSINESS ASSOCIATES LLC, 7315 WISCONSIN AVE STE 800, BETHESDA, MD, 20814-3202. A google search for these folks turns up some pictures and claims that both "companies" are fronts and the aircraft are used in dusty places for transporting certain US government agencies including one that rhymes with "SEE-EYE-EH".
  20. Does anyone have/could post here Bell Service Instruction 206-68 ? ...or at least comment on wheather it mentions the door post? Thanks!
  21. As you've no doubt determined, the US still uses a FA (Area Forecast) and has not transitioned to a GFA in the southern 48 ...yet. They are in the process: Graphical Area Forecast Experiment . They appear to be utilizing a GFA in Alaska. I find the various Java Tools at the ADDS site very useful. Another experimental tool you may find useful for helicopter flight is the ADDS HEMS (Helicopter Emergency Medical Services) Java Tool product
  22. PUSSER'S - The Single Malt of Rum ...available at Calgary Co-op Liquor Stores. I believe a Rx for Pusser's Painkiller #4 will cure 'wat ails ye!
  23. PUSSER'S - The Single Malt of Rum ...available at Calgary Co-op Liquor Stores.
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