Hughes/MD 500
Join Date: Mar 2003
Location: Australia
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A bit of clarification here.
The company in no way pushed me in to this, it was completely my idea.
Im still at the stage where I fly for the love of it, and look forward to a career in it. Would the money be better spent on a 44 or 206? Almost certainly, however its not like I have the prospect of making the money I do now when I start my commercial flying career.
I know that Im not the only one, but I have really given up alot to pursue a career as a helo pilot. Lots of work, no holidays, staying home alot, so its also a bit of a reward to keep me going.
I think the biggest decider for me was that I wasnt even sure that I would ever get to fly a 500, so when the opportunity arose there was no way I was going to let it go.
Thanx for the replies.
The company in no way pushed me in to this, it was completely my idea.
Im still at the stage where I fly for the love of it, and look forward to a career in it. Would the money be better spent on a 44 or 206? Almost certainly, however its not like I have the prospect of making the money I do now when I start my commercial flying career.
I know that Im not the only one, but I have really given up alot to pursue a career as a helo pilot. Lots of work, no holidays, staying home alot, so its also a bit of a reward to keep me going.
I think the biggest decider for me was that I wasnt even sure that I would ever get to fly a 500, so when the opportunity arose there was no way I was going to let it go.
Thanx for the replies.
Join Date: Jun 2004
Location: australia
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Mate. You have chosen well. There are few helicopters as fun, and as affordable as the 500 to get endorsed on. Of course there will be knockers, but most will be the "green man" syndrome. I'm sure you may even get to x-hire this a/c albeit maybe icus, but go on, have a great time in it. I love them.
JA
JA
Join Date: Dec 2003
Location: Australia
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Spaced,
Enjoy the 500, as I (and others) referred to, they are good fun to fly. Sounds like you are in a fortunate (read no-doubt well-earned) position to follow a passion. Good luck to you.
Afterwards you could also grow a cheesy 70's Pornstar 'tash and pretend your Magnum PI..............
Jokes aside, good luck with the endorsement!
TCF
Enjoy the 500, as I (and others) referred to, they are good fun to fly. Sounds like you are in a fortunate (read no-doubt well-earned) position to follow a passion. Good luck to you.
Afterwards you could also grow a cheesy 70's Pornstar 'tash and pretend your Magnum PI..............
Jokes aside, good luck with the endorsement!
TCF
Spaced..
The Thumb rules...in all phases of flight....if you are going to move the stick....lead with the trim button...as the stick force disappears...stop beeping the cyclic trim. When making small..small cyclic movements...no need to trim...but if small movement for a longish term...trim the force away.
The Thumb rules...in all phases of flight....if you are going to move the stick....lead with the trim button...as the stick force disappears...stop beeping the cyclic trim. When making small..small cyclic movements...no need to trim...but if small movement for a longish term...trim the force away.
Join Date: Aug 2002
Location: hong kong
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Check with your instructor first before leading with the thumb button when trimming cyclic forces
Leading with the thumb is the exact opposite to what I was taught as it burns out trim motors due to the much higher workload they are subject too in overcoming the cyclic forces.
I think you will be shown to position the cylic first then trim out.
After a short period of time you'll be doing it without thinking about it.
Call the Aeropower boys they have around eight 500's I think and they would be more than happy to yarn with you about it
Fly safe
Leading with the thumb is the exact opposite to what I was taught as it burns out trim motors due to the much higher workload they are subject too in overcoming the cyclic forces.
I think you will be shown to position the cylic first then trim out.
After a short period of time you'll be doing it without thinking about it.
Call the Aeropower boys they have around eight 500's I think and they would be more than happy to yarn with you about it
Fly safe
Join Date: Oct 2003
Location: Canada
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Tricky one really, depends upon what you are using one for and where in the world it is.
I have owned / run them for over 10 years, tend to be very reliable, but here is a quick run down for a UK based one.
Insurance £ 9000 to £ 14000 on £ 250k hull value with betterment and xs bought out ( £14 k is for any puropose )
Annual inspection £ 2500 plus retification
100 hour / 6 month inspection £ 600 to £ 1200 depending if compressor needs inspecting.
Fuel 25 imp gallons / hour
Component costs are what they are - use MD's component reserve figure, suggest you add a bit as things do not always last, espically if the machine flies as a private one. Eg blades leading edge erosion strips.
Worst ever year running one £ 32k on 250 hours, but this included 2 new main rotor blades and FCU. But insurance at the time was £ 6500 and fuel was .15p per litre !!!!!!!!!!
You will not have more fun in any other type of helicopter. Given the option buy a low skidded D model, the best of the type.
I have owned / run them for over 10 years, tend to be very reliable, but here is a quick run down for a UK based one.
Insurance £ 9000 to £ 14000 on £ 250k hull value with betterment and xs bought out ( £14 k is for any puropose )
Annual inspection £ 2500 plus retification
100 hour / 6 month inspection £ 600 to £ 1200 depending if compressor needs inspecting.
Fuel 25 imp gallons / hour
Component costs are what they are - use MD's component reserve figure, suggest you add a bit as things do not always last, espically if the machine flies as a private one. Eg blades leading edge erosion strips.
Worst ever year running one £ 32k on 250 hours, but this included 2 new main rotor blades and FCU. But insurance at the time was £ 6500 and fuel was .15p per litre !!!!!!!!!!
You will not have more fun in any other type of helicopter. Given the option buy a low skidded D model, the best of the type.
OH6A/MD-500C Vne Question
Stolen Post from another less professional website....
I don't have my manuals at home. A new pilot called me that was flying an OH-6 (MD-500C) at 10,000 feet MSL and had a bad MR vibration at cruise speed of 100 kts. slowed down to 85 kts and it went away. It does not do it at 3000 feet. I told him I thought it was retreating Blade Stall. Anybody else?
My response was the aircraft was exceeding Vne and thus could have been approaching Retreating Blade Stall, some responses had to do with compressibility problems.
The aircraft in question was clean, light, and had a 20R engine vice the -18 that the type normally had. The OAT had to be very cold....event happened a few days ago.
Any ideas?
I don't have my manuals at home. A new pilot called me that was flying an OH-6 (MD-500C) at 10,000 feet MSL and had a bad MR vibration at cruise speed of 100 kts. slowed down to 85 kts and it went away. It does not do it at 3000 feet. I told him I thought it was retreating Blade Stall. Anybody else?
My response was the aircraft was exceeding Vne and thus could have been approaching Retreating Blade Stall, some responses had to do with compressibility problems.
The aircraft in question was clean, light, and had a 20R engine vice the -18 that the type normally had. The OAT had to be very cold....event happened a few days ago.
Any ideas?
Join Date: Dec 2004
Location: ireland
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10000 msl
oat very low
and i fly an oh6 to and its not a 500 c its a h369 just to be correct.
you are dealing with Yanks my boy....an Easter Egg with a hard-on....with V tail is a C model 500....if it originally came with an olive green paint job and military radios it was an OH-6 or Loach.
But you are correct....in one way....the type certificate for the C model shows 369....the OH-6A...which this one is....being on an Experimental certificate is an OH-6A. This OH-6A you fly....which engine does it have installed?
Please explain how ice can form in clear air and very cold temperatures....no rain, snow, sleet, condensation nuclei present.
But you are correct....in one way....the type certificate for the C model shows 369....the OH-6A...which this one is....being on an Experimental certificate is an OH-6A. This OH-6A you fly....which engine does it have installed?
Please explain how ice can form in clear air and very cold temperatures....no rain, snow, sleet, condensation nuclei present.
