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mixmaster

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  1. Wow, Thanks for all the good information. One final Question, Any ideas on operating cost in US$, CAD$?? Conklin & de Decker has the BA at $640 US per hour similar to a L3, Does that sound about right (know the fuel costs are highly variable at the moment)? Any info on this front would be great Thanks Mixmaster
  2. Skullcap, Thanks He is set on something with more space, not interested in more people carrying ability (but we will see how that goes!). Glad to hear that if the charts say it can it should do it. Thanks for the info Mixmaster
  3. Ray, thanks for that info, I will have him look for BA's with that mod done. WTF, have you flown BA's? Just wondered if that is from personal observation, not trying to knock you just have been told different stories thus far. Its good to hear that the charts are accurate though, but with an older machine I am sure they wont perform the same as a new aircraft. Look forward to any more information you all may have Thanks Mixmaster
  4. I'm looking for some information on the summer time high altitude performance of BA Astars (if there is any high alt performance). I have a customer who uses a 500D in central Utah and down in Texas. He has a Ranch in central Utah at about 8100 feet and a hunting lodge (or camp I think) at about 10,200 feet. He takes the 500 up there in the summer (30 C at 8000 and 18-20C at 10,000) with 2 pax and about 200lbs of fuel. He lands in open fields in both places. He fly's there for about six weeks in the summer, then goes back in the fall for hunting when the temps match the snow outside. He is looking to upgrade into something a bit bigger but cant afford a AS 350B2 and doesn't want a Longranger. Can anyone speak from experience about if a BA or SD1 (Soloy) would work at those Altitudes and temps with Pilot and 2 Paxs and about 1.5 of fuel? He asked me if I can find out with out the sales pitch. Any information would be greatly appreciated. Per flight manuals I have seen it looks possible but people down here have been saying that you run out of power (reach Ng) before that altitude. Thanks Mixmaster Edit: Also how is the wiring on older Astars, I have heard they cause a lot of grief and expense chasing gremlins around. THX
  5. Wow a great thread so far, but I was thinking about something I said earlier on, and it raised another set of questions. It was about this time of year being great for meeting people as fire ships passed through to get to their various contracts. My question is this, on cross country trips (well away from your normal operating area) when does wind and turbulence shut you down. I guess this is also in part to me hearing that Robinson will not let a low time pilot ferry new helicopters from Torrance (think that is a D.A. issue not wind and turbulence). I am thinking more of mountainous terrain again, east of L.A. in Robinsons case, but also the Rockies and the Mountain ranges in Canada. As I know this is a bit of a broad question I will try to narrow it down a bit. In the case of the mountains around Whistler B.C. (been there a couple of times to ski, so am vaguely aware of height and shape, plus it is in Canada so most on this forum may know the area), how does wind and turbulence affect flying? Lets say winter, low pressure approaching so wind out of the south/south west, wind in the valleys 10-15 knots, ridge tops 15 gusting 25. What is the best transit altitude, way high, 1000 to 1500 feet above ridges? Down in the Valleys at 500 Agl and mountain passes? Punch through perpendicular to the ridge or at an angle? How far downwind from a ridge does the worst turbulence extend? If you get in to bad turbulence what do you do? Turn around, Climb above it, Descend? Do Lenticular clouds help you decide not to go anywhere or is that indicative of laminar winds? Would wind shear be unsafe? For a 206L, Astar, R44, 212? What if winds are higher 25 gusting 45 on the ridges? What about lower winds, 10-15 on the Ridges? Best penetration air speed for 206L, 407, astar, R44, Hu369? Is being heavy (full fuel) better that being lighter? In this scenario I am not talking about landing, just transiting the mountains to get to the other side. I know that this is a lot of questions, but I am interested to know more for if I ever get a call to ferry a ship cross country, and it seems like a ton of really knowledgeable pilots are on this forum. Thanks Mixmaster
  6. Black Mike Yes I agree, I have found that most of my learning about aviation has been to find some "Grumpy Old Fart", say hello and shut up and listen! I am quite young in the business, but the accumulated experience from more experienced pilots is vital to newer people. Some times the "Young'ns" just don't know how to listen. I don't always have the opportunity to get out and meet different pilots, so the beginning of fire season is great with ships and pilots going every which way! Also forums like this allow me to get mix "fix" of stories, information and news Any way the Grumpy Old Fart comment is not meant to be derogatory. I would be grumpy if I had been sitting is a Bell seat all those hours too! Many thanks for all the great posts Mixmaster
  7. Skystar, I agree that a good mountain course is the best option. Unfortunately I am in the US and and I have never heard of anyone who teaches this kind of information down here. I have met some who have attended courses in Canada, which by all accounts are excellent, but quite expensive. I currently am well away from true mountains and that is unlikely to change soon and funds do not permit attending a Mountain course in Canada. Oh Well! I would say from just talking to pilots in the US that there is much confusion about the whole mountain operation business and how mountain winds work. Looking at the very large number of thread views it seems to be a subject many are interested in. Anyone who has attended a mountain course, whats it like, where, how much flying, etc, would be interested to know (still would like to know more about winds and types of rotor systems). Anyway, thanks to all who have contributed and those that will, very interesting so far. Mixmaster
  8. Black. Mike. Thanks for your reply, it answers some questions. I guess by the number of views (500+) in a day and a half this is a subject that quite a few people are interested in. Anyone else care to share any information or experiences. Thanks Mixmaster
  9. Hi to all. Been floating around here for a couple of years and not really posted that much, but I do find this forum to be a great resource. I am from down south and really the the mountains around here are more hills (less that 3000 ft) but i have been following a couple of the threads (the heli logging one, also watching on TV and the heli skiing one). Anyway a quick question for the more experienced among us. At what point does wind go from being helpful to dangerous to deadly in the high mountains (think above tree line, heli skiing, Canadian Rockies, Colorado Rockies, Sierras, Utah, etc). What about the type of rotor system (Bell 206B/L, 205/212 vs Astar, 407, 412) and how does that change the equation. I know every situation is different, but around here hills are 500 to 1000 ft above surrounding area and not really craggy, just rolling hills, so up to 30-40mph is good to go as not too much turbulence. How does the really high stuff, or mountainous terrain (cliffs, cirques, pinnacles, knife edge ridges, etc) change things and when do you shut it all down. Attending a mountain course (the best ones are in Canada from what I hear) is the best way to find out, but that is out of the question for now. Thanks in advance for any informative reply's. Mixmaster
  10. Hi guys, flying south of the border and by bud is in a 206L4. He is easily over 6'6" and knees and head are hitting everything!! He wants to take out the Bell steel frame seat and just put a foam sheet on the seat pan. I have said I dont think thats a great idea as you would bend the seat pan. Any ideas from anyone about this??? any help I could get to the tall guy would be great. Thanks in advance for all the replys. Mixmaster
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