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It Was Bound to Happen...
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Author:  TheBigThug [ 14 Jan 2007, 00:57 ]
Post subject:  It Was Bound to Happen...
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My New Bitch for the next 9 Months... CFII Rotorwing Student :lol:


Now to find a Propeller Hat for my First Solo...
Author:  fenderstrat72 [ 14 Jan 2007, 22:25 ]
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Thug in a whirly bird? OMG, run for your life.
Author:  Horrido [ 15 Jan 2007, 00:04 ]
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Dude, you got scammed: The blades on a rider mower -- go underneath.
Author:  boomer [ 15 Jan 2007, 01:31 ]
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Muddies big dream FINALLY bearing some fruit. Good luck dude :-)
Author:  sgtgoose1 [ 15 Jan 2007, 12:16 ]
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I 'll put in a HELO-PORT, plus for those X-Cross country flights there's always room in the Hangar Muddy. :wink:

Goose
Author:  Homer32 [ 15 Jan 2007, 18:55 ]
Post subject:  Re: It Was Bound to Happen...
TheBigThug wrote:
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My New Bitch for the next 9 Months... CFII Rotorwing Student :lol:


Now to find a Propeller Hat for my First Solo...


...and dont forget to put in a Twin-Turbo :lol:
Author:  Ice Pirate [ 15 Jan 2007, 22:59 ]
Post subject: 
Some words of wisdom I resently got from a chopper pilot friend on another site.

\"If something hasn't broken on your helicopter, it's about to.\"

\"If the wings are traveling faster than the fuselage, it's probably a helicopter -- and therefore, unsafe.\"

But hey, other than that, there's nothing to worry about I'm sure. Best of luck.
Author:  Homer32 [ 15 Jan 2007, 23:36 ]
Post subject: 
...and here´s your hat :twisted:

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Author:  mark59 [ 16 Jan 2007, 02:31 ]
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CLEAR THE FLIGHTPATH!!!! Just mind the earth under you whilst your whop whop whopin around northern Utah. Dont want any surprizes in my back yard. :wink:
Author:  Hawg166 [ 16 Jan 2007, 17:28 ]
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Wow thats a better cutting width than my riding lawnmower. How long have you been doing landscaping?
Author:  TheBigThug [ 17 Jan 2007, 00:38 ]
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A good Friend of Mine (retired Army Major) was a W.O. Helicopter pilot in Vietnam. He refered to the TH-55A as the \"Mattel Messerschmitt\" due to the fact that all the Plastic Components were actually molded by \"Mattel\" the Toy Company!

It is basically the same Helicopter Hughed 269, This particular model is a Schweizer 300C.

Comical how I Dreamsheeted Rotorwing in 83 only to.... Flyfighters, hahaha.
Author:  30mike-mike [ 17 Jan 2007, 13:30 ]
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What goes around comes around, eh, Thug?
Author:  TheBigThug [ 19 Jan 2007, 18:16 ]
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Yeah life is all roses buddy..only I am footing the bill on this one.

Estimated at around $70,000 to complete. I allready have a CFII Multi Engine and an ATP, Some of the Courseware I can get credit for, but the problem being is that it is a Rotorwing rating and not a fixed wing. So the Rotorwing sylabus still applies. I am also doing a 4 year Global Aviation Degree alongside this from an online university based around a professional Pilot Aviation Management (as if i dont have enough Experiance with this allready (F15 SPO, TEST PILOT SCHOOL, Raptor Improvement Program, Combined test Force) Much of what I have done Via the Military and FAA rateings, Engineering etc. I can do challenge credits, I already have a Doctorate Degree.
Author:  30mike-mike [ 19 Jan 2007, 18:30 ]
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[shock] Bueno suerte, amigo.
Author:  TheBigThug [ 03 Feb 2007, 23:52 ]
Post subject: 
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knocked out my First hour of flight friday (Orientation) :lol:

Needless to say I was humbled in Forward Flight. The first Control we worked on was the Cyclic. The natural tendancy is to input a positive AOA in the stick when coordinating into the bank, as you would in a fixed Wing aircraft. The problem with that action is that the Helicopter creates forward movement by tilting the rotorhead forward.

So here I am cocky as hell, I input about 4\" of left bank in the Cyclic, and I got about 3 seconds of delay before the Weight of the helicopter shifts to be parallel of the tilted rotordisk. Next thing I know we are in a 700 FPM Climb 15 Deg. Positive AOA and losing airspeed from 70-50 Knots.

Then he explains the Principles of left Turn Vs a right turn based on the Rotation direction of the rotors. We worked on that making Left and right turns for 10 Minutes. I then had it under control, and was having a blast following roads.

Next we worked on the Collective. The collective controls Positive and negative Pitch on the rotor blades. This control was much easier, however now I was hunting the VSI, ASI. and losing concentration on the outside. On top of this the Collective has a twist grip like a Motorcycle to control Engine RPM. The guage to crosscheck has a Engine RPM needle and a Rotorhead needle. Both of these needles need to be (married) together and in the Green zone. The instructor controlled the rpm. He showed me the trick of watching the blade disk out in front of me and watching the Manifold pressure gauge. We kept the helicopter between 19 and 21lbs MP and once I had it down for the specified MP, VSI ASI, the ROTOR/Engine was no longer as puzzleing. After another 10 minutes of this. I was doing well with both the collective and the cyclic.

Next we worked on the anti Torque Rotor (pedals) When we are in forward flight in translational lift. In much of the principles it flies like a fixed wing aircraft. The tail has airfoils that help the aircraft trim out and adjust much like the yaw trim and fuselage allows an aircraft to keep the pointy end into the direction of travel; so in forward flight we did not need to use any rudder, then he slowed the aircraft down to 45 knots and we began doing coordinated bank and rudder turns and showed me the tendency to use left pedal but to allow the torgue to move the right pedal.; (very odd feeling) on top of this we had a tailwind and this caused the aircraft to yaw about +/- 5 deg.

After I had this down I flew the next 15 miles back to the Airfield flying all 3 controls, while he maintained the rotor and engine rpm. I was expecting to make a standard PAPI approach (3 Deg) glideslope, but instead he explained the descent characteristics of the helicopter so we then set the helicopter in a 45 Knot 5 Deg and 500FPM descent.

At 50 feet he took the controls and we hover taxied over to a Runup Pad.

Now for the next phase of the flight we would conduct Hovering manuevers. This is hte most diffuclt stage of helicopter flight. Again we started off with one control at a time. I did really well. I could maintain it in a hover in ground effect. the instructor was impressed, he said i was allready 6 hours ahead of the game. I started laughing, I asked if he has ever seen that for a first hour student, he said he had never seen that before. Which makes me curious how I could handle the hover perfect but could not get in phase with the helicopter in forward flight.

It all came back to 4200 Hours of Fixed wing Muscle memory.

I learned you couldnt hamfist the aircraft like a F15 making High rate demand movements with the Flight stick. Like you would with a non FBW Jet and Oppossite stick travel to stop the Rate of Change. To maintain the desired manuever.

In the helicopter I was making 500 yard Turn Diameters at 60 knots by only making about a radius of 2\" stick movements in the cyclic and collective. That was where the difficulty was observed;. Flying a helicopter is a mental game and not a physical game. In the F15 you flew with your arm. With the helicopter you fly with finger tips and your wrist resting on your leg. Much in the way an F16 is flown by finger tip pressure. But the helicopter you set up the manuever in the stick, and await for the mass change to the rotor deflection and then you neutralize to maintain the manuever.
Author:  boomer [ 04 Feb 2007, 05:05 ]
Post subject: 
Sounds just like every other person transitioning to rotor from fixxed wing, everythings backwards. Was your brother of any help with tips and such before you flew?
Author:  TheBigThug [ 04 Feb 2007, 22:55 ]
Post subject: 
Yes he was helpful....

About as helpful as locker room smack talk is. But that's always been the way the family conducts buisness :lol:

Unfortunately thats about all the time for communication that we have, as he is on his 5th Rotation to Iraq-Afghanistan. He loves it, and is looking forward to Flying the MELB during his upcoming assignment.

I certainly learned a great deal about learning the neccesary control strategies needed to fly a helicopter. The first Flights are where you pick them up and the Flight sylabus reinforces it.
Author:  30mike-mike [ 05 Feb 2007, 14:08 ]
Post subject: 
Thanks for then update, Thug, sounds like you're getting your $$ worth so far. So, is this CFII the Cessna 152 of helicopters? :wink:
Author:  TheBigThug [ 06 Feb 2007, 04:38 ]
Post subject: 
CFII is \"Commercial Flight Instrument Instructor\" rating.

I am doing a Type Rating then the CFI, and CFII for Rotorwing.

I am allready a CFII Fixed Wing with Turbine-Multi and ATP.


The Schweizer 300C, is the Previous TH-55 (Hughes 269A). the US Army and other services used for introductory Flight Training back in the 60-80's. in the late 80's the services switched over to the Th57 (Bell 206B-C).

It has a great number of features you wont find on the \"Gocarts\" made by Robinson that are very popular at Helicopter flight training centers.

The School also has a Turbine Model called the 333. But I wont be flying that one. I believe the school is in the process of selling the 333, and shopping for a Bell 206 Jetranger.


It is hard to determine value in What is paid out. I do know that I have a quality Training Helicopter to fly and build off of, before I get type rated in a Turbine. and begin Job Shopping in the Air Medical Buisness or Oil Platform work. That is currently in a major Job Shortage. I know that there is over 90 Jobs unfilled, due to the Vietnam Era Generation is retiring out of the career field.
Author:  30mike-mike [ 06 Feb 2007, 14:00 ]
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:oops: Shows how much I don't know. Learn something new every day, if you pay attention.
Author:  TheBigThug [ 06 Feb 2007, 18:30 ]
Post subject: 
30mike-mike wrote:
:oops: Shows how much I don't know. Learn something new every day, if you pay attention.


No Worries, and No Harm done.

The FAA Ratings are as follows:

Private
Commercial,
IFR.
CFI
CFII
ATP

The Types of platform are

Fixed-Wing
Rotorcraft
Experimental
Single Engine
Multi Engine
Piston or Turbine

Their is also now a Sport Class that would be a Special Light Aircraft that Exceeds ultralights but is underneath a Private license.

Then their is over Water certification that Is neccesary for any of the classes above for Over Water flight.

Sailplanes are not licensed by the FAA as they allow the 3 Major US Sailplane associations to govern and control their own licensing requirements under FAA supervision. There is also special priveledge access aforded to them for transiting airspace Classes by ATC Contact.

Becasue of these conflicts with sailplane rules Vs Ultralight FAR. The Aviation community lobbied the FAA and introduced the Sport Plane Class

Which is basically a Higher powered Homebuilt that barely exceeds the ultralight class, but allows those aviators to utilize ATC and airfield priviledges.

That is the short Brief
Author:  30mike-mike [ 06 Feb 2007, 20:43 ]
Post subject: 
Thank you, Sir.
Author:  mattlott [ 12 Feb 2007, 16:37 ]
Post subject: 
dr. thug with a chopper and fixed wing rating sounds like a chick magnet. Just remember pencillian runs away these days, so troll in a better sea man.
Author:  TheBigThug [ 15 Feb 2007, 22:17 ]
Post subject: 
Nothing to worry about Matt.

I have made it a point to live a non-assuming life. If you saw me on the street you would not beable to distinguish me from others.. Well other than being UGLY! 8)
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