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Hughes/MD 500

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Hughes/MD 500

Old 26th Aug 2012, 00:26
  #281 (permalink)  
 
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Not sure which blades, but definitely not the Van Horn ones as they're not on the market yet.
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Old 25th Aug 2013, 22:07
  #282 (permalink)  
 
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G-BIOA on BBC2 now doing a little sling-load/glider launch work for James May.

500 Fan.
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Old 26th Aug 2013, 20:58
  #283 (permalink)  
 
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Highest I have ever flown a helicopter agl that is !!!!
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Old 28th Aug 2013, 21:11
  #284 (permalink)  
 
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Devil

Looked nice. Digressing slightly how did the R44 fly that far over water with pax and no floats single engine?
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Old 29th Aug 2013, 16:36
  #285 (permalink)  
 
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Can do what you want single engine if there are no fare paying pax !
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Old 14th Aug 2014, 11:28
  #286 (permalink)  
 
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Playing with more things on a string & James then H500
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Old 14th Aug 2014, 16:28
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Well it was satisfying dropping a Lada from 500ft for Mr May, made a large dent in the grass, was sweating a bit as it landed very close to the runway !
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Old 14th Aug 2014, 22:33
  #288 (permalink)  
 
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hughes 500,

thought they would have at least wanted a Volkswagon......
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Old 2nd Apr 2016, 18:08
  #289 (permalink)  
 
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VNE differences between 250-C20B and C20R/2 engine

Could somebody explain why the VNE is differs between the two engines, for the same type?

For example, at >2,500 lbs, 30 deg C OAT, and a pressure ALT of 6,000' the VNE for the 500D equipped with a B engine is 103 KTS. With the (more powerful) R/2 engine it is 96 KTS.

On the 500E the respective VNE's are: 102 KTS (B engine) vs 96 KTS (R/2 engine).

(Source: VNE placards from the MD Rotorcraft Flights Manuals: 500D revision 9; 500E revision 14)
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Old 2nd Apr 2016, 19:12
  #290 (permalink)  
 
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It could be a number of things.
1. Different test pilot getting the test points for a very subjective test point.
2. Different rotor blades, possibly a difference in abraision strips from C20B testing to C20R2 testing.
3. A less smooth track on the acft that set the C20R2 test points.
4. Rougher air when they flew the C20R2 test points.



Originally Posted by Hot and Hi
Could somebody explain why the VNE is differs between the two engines, for the same type?

For example, at >2,500 lbs, 30 deg C OAT, and a pressure ALT of 6,000' the VNE for the 500D equipped with a B engine is 103 KTS. With the (more powerful) R/2 engine it is 96 KTS.

On the 500E the respective VNE's are: 102 KTS (B engine) vs 96 KTS (R/2 engine).

(Source: VNE placards from the MD Rotorcraft Flights Manuals: 500D revision 9; 500E revision 14)
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Old 3rd Apr 2016, 16:48
  #291 (permalink)  
 
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You would expect lower Vne with more power.

Other way to do it would be a reduced Vne above a certain power.
Many helicopters do that.
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Old 21st May 2022, 07:43
  #292 (permalink)  
 
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High skid conversion

Converting a low skid 500E to high skid, is that feasible? What parts are needed?
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Old 21st May 2022, 08:21
  #293 (permalink)  
 
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Originally Posted by Hot and Hi
Converting a low skid 500E to high skid, is that feasible? What parts are needed?
Probably skids?
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Old 21st May 2022, 09:32
  #294 (permalink)  
 
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The e and the d have both different speed regardless of engine if I remember correctly the d is faster due to the different body shape
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Old 2nd Mar 2023, 13:23
  #295 (permalink)  
 
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Hi All
Im looking for options for pods and/or baskets for a 520
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