Hiller
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Join Date: Oct 2001
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Hiller
I read an article on Spraying with Hillers.
The article says they operate Hiller UH12 e's with Turbine Conversion..... 4,000 SHP.
WOW where do you get these beasts???
In the article its stated that they can carry bigger loads than a Bell 206.... no wonder with the Jetranger having a pitiful 420 shp compared to the mighty 4000 shp Hiller!
The article says they operate Hiller UH12 e's with Turbine Conversion..... 4,000 SHP.
WOW where do you get these beasts???
In the article its stated that they can carry bigger loads than a Bell 206.... no wonder with the Jetranger having a pitiful 420 shp compared to the mighty 4000 shp Hiller!
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The piston 12E uses 305 horsepower, when you put the Allison engine in, it is derated to 301 horsepower (4 HP less, because the cooling fan drive for the piston engine is removed from the transmission during turbine conversion)
The 206A/B series ships use 317 horsepower...
The 500D uses 375 horsepower....
The M/R system on the Hiller is just better for lifting, but it don't go fast....
The 206A/B series ships use 317 horsepower...
The 500D uses 375 horsepower....
The M/R system on the Hiller is just better for lifting, but it don't go fast....
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The Hiller 12E can fly as smooth as a Bell 47 or 206, if the operator is committed to maintain the aircraft correctly...
If that happens, then you will not get a full body workout....
[ 13 October 2001: Message edited by: rotormatic ]
If that happens, then you will not get a full body workout....
[ 13 October 2001: Message edited by: rotormatic ]
Join Date: May 2001
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I've did Forestry with both the 206 and the Hiller Soloy and yes the Soloy will lift more,but it stops there, the 206 can do just as much if not more work because it is faster. You will have a strong left arm after flying the Hiller. If you go out and take the power-steering belt off your car and drive it like that,thats what flying a Hiller is like
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While slinging Fertilizer with a Hiller you have to just trim the cyclic to a fairly neutral position because the bucket emties so fast you wear yourself out trying to trim it. So you just force feed the cyclic all day long,as if the collective wasn't bad enough.If you've ever worked a Hiller you will know what I'm talking about. Hiller pilots soon learn how to move there left leg over to help hold up the collective. Just no fun to fly. 
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Everything Nodak said is gospel. Your left arm will begin to look like Popeye's. They don't call them Hiller Killers for nothing. Damn thing nearly killed me. I will Never fly another one.
t'aint :
Try asking the guy who's had an article written about them in the latest Pilot. You should have his contact details, no ?
And, rotormatic, a TRE is a Type Rating Examiner. I suspect T'aint is on the verge of buying a Hiller for himself.
Try asking the guy who's had an article written about them in the latest Pilot. You should have his contact details, no ?
And, rotormatic, a TRE is a Type Rating Examiner. I suspect T'aint is on the verge of buying a Hiller for himself.
Last edited by The Nr Fairy; 5th May 2002 at 08:18.
Join Date: Mar 2001
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You'll need a nice local engineer to go with the TRE as well.
Old helicopters = high maintenance.
High maintenance = cheap to purchase.
Also remember slow cruise speed and loads of vibration.
Apart from that great fun and at the end of the day it is a helicopter after all.
Old helicopters = high maintenance.
High maintenance = cheap to purchase.
Also remember slow cruise speed and loads of vibration.
Apart from that great fun and at the end of the day it is a helicopter after all.
Join Date: Dec 2001
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40 years ago I did my basic training in a Hiller 12E. It couldn't have been too difficult, otherwise I would never have got through the course which included night flying! No hydraulics or turbo chargers to go wrong; reliable engine but watch the clutch engagement, not too bad for autos and plenty of power in cool climates and if not too high. If you pay my fare from Australia, I will happily endorse you!
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There is just ONE Hiller current on the G- register, and that's a stretched E.4 model with a CofA expiry date in 1997. So, I guess the enqiry is actually prompted by the article in the May edition of Pilot mag http://www.pilotweb.co.uk in which a UK based N reg Hiller 12C is featured. The owner of this has two others (one 12B which has been on the G register but CofA expiry was 1974!, and one 12C) all on the N register.
One of the 12Cs is featured on the owners website at http://www.southernaircraft.co.uk - price is 40K pounds, no VAT
OK, so I am making a lot of assumptions here, but I guess the search is for an FAA examiner and not a CAA one...
The only other place I can think of in the UK that may be able to help is HFI at Gamlingay (near Old Warden and Little Gransden) - try 01767 651887 - they maintained and operated some Hillers up to a few years back.
One of the 12Cs is featured on the owners website at http://www.southernaircraft.co.uk - price is 40K pounds, no VAT
OK, so I am making a lot of assumptions here, but I guess the search is for an FAA examiner and not a CAA one...
The only other place I can think of in the UK that may be able to help is HFI at Gamlingay (near Old Warden and Little Gransden) - try 01767 651887 - they maintained and operated some Hillers up to a few years back.
Just operate it on the "N" register and bypass all these problems - just fly it!
Although the Hiller became an archaic relic some decades ago in the UK, they continue to work for a living elsewhere in the world - and still do a pretty good job. The Allison powered Soloy 12E's were the ultimate, plenty of power, very reliable yet still simple.
A few years ago the Hiller suffered very badly from a lack of some major parts - notably Main Rotor Blades (pretty important part). This resulted in some operators cannibalizing their fleets, although once the parts became available again, they seemed to just crank them up and go. Someone contacted me recently about certification on some some British manufactured Hiller blades they had on a ship they purchased (?) - but I really didn't know anything about them.
The assets of the company were sold yet again, and I know that Blades were once again available (not conversant with the current situation though). It depressed the market for a while, but they seemed to bounce back. As you can now purchase a brand new Hiller 12 from the factory, I would imagine the parts situation is back under control.
If you want to see the World, fly Hiller; as it will be passing by pretty slowly!
(And don't forget those hyper-sensitive controls either 
)Hiller Aircraft
Although the Hiller became an archaic relic some decades ago in the UK, they continue to work for a living elsewhere in the world - and still do a pretty good job. The Allison powered Soloy 12E's were the ultimate, plenty of power, very reliable yet still simple.
A few years ago the Hiller suffered very badly from a lack of some major parts - notably Main Rotor Blades (pretty important part). This resulted in some operators cannibalizing their fleets, although once the parts became available again, they seemed to just crank them up and go. Someone contacted me recently about certification on some some British manufactured Hiller blades they had on a ship they purchased (?) - but I really didn't know anything about them.
The assets of the company were sold yet again, and I know that Blades were once again available (not conversant with the current situation though). It depressed the market for a while, but they seemed to bounce back. As you can now purchase a brand new Hiller 12 from the factory, I would imagine the parts situation is back under control.
If you want to see the World, fly Hiller; as it will be passing by pretty slowly!
(And don't forget those hyper-sensitive controls either )Hiller Aircraft
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Okay, all you knowledgeable greybeards, I have one remaining question (for now).
Why is the Vne 75kt?
The Soloy conversions ran out to over 100kt (allegedly) on virtually the same airframe.
I have flown the 12C and found it remarkably slippery. It was ready to bust Vne before I woke up.
What comes off first?
Why is the Vne 75kt?
The Soloy conversions ran out to over 100kt (allegedly) on virtually the same airframe.
I have flown the 12C and found it remarkably slippery. It was ready to bust Vne before I woke up.
What comes off first?
Join Date: Jan 2001
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Hiller 12C
Just wondering if anyone might be able to point me in the right direction. I am interested in buying a Hiller 12C here in the UK, but I am part way through the process of emmigrating to Oz and would like to take the aircraft with me. What I need to find out is as follows
1. Is there anyone that can maintain Hillers in the Brisbane area (I know they used Hillers commercially inOz some time ago)
2. Is the Australian Civil Aviation Authority likely to allow any form of commercial use for this aircraft if it is put on the Australian Civil Aviation Authority register (there is a guy who can put them on the N register here in the UK through a trust but you can't do any commercial work with them)
3. Is there any good reason I shouldn't buy one (any known fatal flaws that I am not aware of)
4. Anything else that may be relevant about the 12C as I am trying to get myself to a point where I feel comfortable buying one.
Many thanks to anyone who can offer any advice at all.
1. Is there anyone that can maintain Hillers in the Brisbane area (I know they used Hillers commercially inOz some time ago)
2. Is the Australian Civil Aviation Authority likely to allow any form of commercial use for this aircraft if it is put on the Australian Civil Aviation Authority register (there is a guy who can put them on the N register here in the UK through a trust but you can't do any commercial work with them)
3. Is there any good reason I shouldn't buy one (any known fatal flaws that I am not aware of)
4. Anything else that may be relevant about the 12C as I am trying to get myself to a point where I feel comfortable buying one.
Many thanks to anyone who can offer any advice at all.