Learning to fly in a 500
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
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Perhaps you forgot that the later turbine engined versions had a manual engine reversion mode so that the pilot was required to operate the "throttle" too. Students had to learn to fly with the turbine in manual throttle, which requires more skill and anticipation than than for a piston engine because of the greater lag in response. Certain QHIs had the habit of freezing the computer just as you thought you were doing quite well....
Cyclic Hotlone
500's come in four or five seats. For training it has to be four seats. Some 500's were built as 4 and flown from the right. You have to remove the centre seat to install duals on one built to be flown from the left.
500's come in four or five seats. For training it has to be four seats. Some 500's were built as 4 and flown from the right. You have to remove the centre seat to install duals on one built to be flown from the left.
Big argument over the 500 for training with EASA/ CAA over the years !
1. It is a turbine and so need special permission
2. Arguments being a 5 seater, it is actually a 4 seater as the duals take up the 5th person seat. Originally CAA wanted nothing to do with it until Ron Jenkins at Gatwick established some order !
Probably the most fun helicopter to fly along with a 341. Biggest problem most find is the excessive pedal inputs . It is shorter than a 300 but has an engine with twice the power so has a powerful tail rotor but on a short lever arm, hence the pedal inputs. See crash on River Thames 2 weeks ago !
1. It is a turbine and so need special permission
2. Arguments being a 5 seater, it is actually a 4 seater as the duals take up the 5th person seat. Originally CAA wanted nothing to do with it until Ron Jenkins at Gatwick established some order !
Probably the most fun helicopter to fly along with a 341. Biggest problem most find is the excessive pedal inputs . It is shorter than a 300 but has an engine with twice the power so has a powerful tail rotor but on a short lever arm, hence the pedal inputs. See crash on River Thames 2 weeks ago !
Probably the most fun helicopter to fly along with a 341
The 500 in it's OH-6 guise impressed. Made a single ship Huey extraction with a -6 on each side brassing up the LZ with mini gun as I came out. Swear to God they were still in formation during the 60 knot climb, going backwards, and still firing.
You lead with the Trim or you wind up with a right Arm that Charles Atlas would envy!
Trimming removes Stick Forces....which can be rather heavy.
A Run-Away Trim gets very interesting!
Trimming removes Stick Forces....which can be rather heavy.
A Run-Away Trim gets very interesting!
Join Date: May 2008
Location: St Johns, Newfoundland,Canada
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Had a runaway trim on a Notar coming off a drill pad. Lateral trim so a/c went hard left at low level......
You soon learn to memorize trim breaker. Loved the E and D models, had a soft spot for the Notar but not as much fun....
You soon learn to memorize trim breaker. Loved the E and D models, had a soft spot for the Notar but not as much fun....
Tartare, personally I would try to learn on a piston-engined helo as a starter at the bottom of the helo `ladder` ,to later turbine powered ones.Whilst you have FW experience,I would `suggest`that if you start a helo course,then minimise your FW stuff during the course,as you are/will be in a whole new ballgame.Your basic airmanship should be fine as regards R/T circuits,nav,but it will improve immeasurably flying a helo; your lookout will be sharper,you will see trees,fields,power-lines,assessment of wind ,drift,balance,learn smoothness of handling; your ears have to become attuned to the Rotor RPM above all else,for RRPM now becomes your #1 priority; too much and the blades may fly off,too little and they will `clap hands` before you can utter `fookinell`. You may well come back from a training sortie and sit in the corner of the coffee bar and slurp it out of the cup,as your hands are shaking so much; you may also be found wandering around ,talking to yourself about innane things,and people may give you a wide berth,because they don`t understand RRPM,inflow roll,translational lift,vortex-ring,pitch-lag instability, ground-resonance,etc,etc. And then the darkness will be cast from your eyes,one day,when you can hover over one spot on the airfield,do spot turns around the rotor,tail-rotor and the nose,translate sideways,backwards,and anywhere between,pull off an EOL.......
You`ll find it frustrating,maybe tiring,but truly enjoyable and almost the best fun with your trousers on....and you`ll be hooked for life..!! Go for it......
You`ll find it frustrating,maybe tiring,but truly enjoyable and almost the best fun with your trousers on....and you`ll be hooked for life..!! Go for it......
Thread Starter
Thanks fellas - really appreciate the advice.
I was the nerdy kiwi kid who called the local Hughes dealer in the late 70's at age 8 - trying to understand how a swashplate worked.
He mailed me the multi-page spiral bound D-model marketing booklet that Hughes sent out back in the day - complete with cutaways and accompanied by the glossy brochure on colour schemes.
Within a few days I'd customised the meanest, high geared, full avionics specc'ed, Magnum PI'd coloured beast.
And once I saw the real thing swooping in to land at a local airshow, sounding like a big angry bumblebee and smelling of Jet A1 - I was hooked.
I'll let you know how I get on...
I was the nerdy kiwi kid who called the local Hughes dealer in the late 70's at age 8 - trying to understand how a swashplate worked.
He mailed me the multi-page spiral bound D-model marketing booklet that Hughes sent out back in the day - complete with cutaways and accompanied by the glossy brochure on colour schemes.
Within a few days I'd customised the meanest, high geared, full avionics specc'ed, Magnum PI'd coloured beast.
And once I saw the real thing swooping in to land at a local airshow, sounding like a big angry bumblebee and smelling of Jet A1 - I was hooked.
I'll let you know how I get on...
Join Date: Oct 2007
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I remember those brochures well, I think I may still have one. The colour schemes were certainly eye catching.
When I got a job maintaining 500's I was told by people at the company I was leaving that I was making a big mistake as they were a nightmare to work on. First day on the new job I remember being startled by how small they appeared to be.
I was lucky to be working for someone who new them really well and I soon learnt that they were actually a great aircraft to work on with only a couple of jobs (fwd undercarriage damper change, engine tacho change insitu!!!) that were a pain.
Hard to choose my personal favourite between the 500 and the Gazelle but I think the 500 gets it for simplicity.
I remember talking to one owner who had previously operated a 206. He said " when I had the 206 every bill came with four digits, with the 500 I get some bills with only three".
When I got a job maintaining 500's I was told by people at the company I was leaving that I was making a big mistake as they were a nightmare to work on. First day on the new job I remember being startled by how small they appeared to be.
I was lucky to be working for someone who new them really well and I soon learnt that they were actually a great aircraft to work on with only a couple of jobs (fwd undercarriage damper change, engine tacho change insitu!!!) that were a pain.
Hard to choose my personal favourite between the 500 and the Gazelle but I think the 500 gets it for simplicity.
I remember talking to one owner who had previously operated a 206. He said " when I had the 206 every bill came with four digits, with the 500 I get some bills with only three".
Albiet over 30 years ago, I did my 100 hour commercial initial on a wood bladed 47, but they had a 206 doing some stuff and asked if I wanted some turbine time, so I flew that a few hours, then back on the 47, and then they had a 500C and I flew a few hours on that. At that stage they are all just helicopters and to me it didn't matter, I quite liked switching it up. That being said I LOVED the 500! Images of TC buzzing around Maui......
You will have no issues learning on a 500. If thats the helo that floats your boat, go for it! Don't overthink it, enjoy!
You will have no issues learning on a 500. If thats the helo that floats your boat, go for it! Don't overthink it, enjoy!
Blade strike and others say it right....enjoy it!
Thanks fellas - really appreciate the advice.
I was the nerdy kiwi kid who called the local Hughes dealer in the late 70's at age 8 - trying to understand how a swashplate worked.
He mailed me the multi-page spiral bound D-model marketing booklet that Hughes sent out back in the day - complete with cutaways and accompanied by the glossy brochure on colour schemes.
Within a few days I'd customised the meanest, high geared, full avionics specc'ed, Magnum PI'd coloured beast.
And once I saw the real thing swooping in to land at a local airshow, sounding like a big angry bumblebee and smelling of Jet A1 - I was hooked.
I'll let you know how I get on...
I was the nerdy kiwi kid who called the local Hughes dealer in the late 70's at age 8 - trying to understand how a swashplate worked.
He mailed me the multi-page spiral bound D-model marketing booklet that Hughes sent out back in the day - complete with cutaways and accompanied by the glossy brochure on colour schemes.
Within a few days I'd customised the meanest, high geared, full avionics specc'ed, Magnum PI'd coloured beast.
And once I saw the real thing swooping in to land at a local airshow, sounding like a big angry bumblebee and smelling of Jet A1 - I was hooked.
I'll let you know how I get on...