Operating R44 in Nepal
Thread Starter
Joined: Dec 2011
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From: Italy
Operating R44 in Nepal
What do you think about operating a R44 in Nepal, for pub transport and sightseeing flights?
Is it a good idea, considering the weather, high altitude environment, mountain waves, strong winds?
Just need opinions from experienced pilot, who work/worked in Nepal.
Thanks!
Is it a good idea, considering the weather, high altitude environment, mountain waves, strong winds?
Just need opinions from experienced pilot, who work/worked in Nepal.
Thanks!
Joined: May 2002
Aviation Qualifications: ATP+Mil
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From: Downeast
The Robbie folks show a gross weight IGE hover at 7950 feet I think it is...which using their weight numbers would give about a 500-600 pound load of pax and/or freight. I guess that assumes the usual ISA day.
What they don't factor in is the piston engine reliability as compared to a turbine engine.
Compared to a B model 206....not much difference probably.
The service ceiling of 14,000 msl might then become a problem.
My vote is still the same....when it comes to Robbies...."Eat another Cheeseburger with Fries and Chocolate Shake and just say No!"
What they don't factor in is the piston engine reliability as compared to a turbine engine.
Compared to a B model 206....not much difference probably.
The service ceiling of 14,000 msl might then become a problem.
My vote is still the same....when it comes to Robbies...."Eat another Cheeseburger with Fries and Chocolate Shake and just say No!"
Joined: Dec 2008
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From: Top of the World
Yep there is a black R44 sitting on the Helipad at VNKT 
SASless R44 not much diff to a B206. I don't think SO... I have flown the 206B here to Mera, rescue flt for 1 x pax ;16,400'@ 2oC, so the ole Jetbox can be worked up here. But do that in a R44 hahahahaha,. At KTM they have already lost 5inches of MP at VNLK loose -10", not to mention; no AVGAS, no cargo space, no looks, no big safety record, not like a Jetbox or an Ecureuil has.
Will it work in Nepal with EXTREME weather conditions & ISA plus 35oC being not uncommon???????
nah me thinks not
SASless R44 not much diff to a B206. I don't think SO... I have flown the 206B here to Mera, rescue flt for 1 x pax ;16,400'@ 2oC, so the ole Jetbox can be worked up here. But do that in a R44 hahahahaha,. At KTM they have already lost 5inches of MP at VNLK loose -10", not to mention; no AVGAS, no cargo space, no looks, no big safety record, not like a Jetbox or an Ecureuil has.
Will it work in Nepal with EXTREME weather conditions & ISA plus 35oC being not uncommon???????
nah me thinks not
Last edited by Vertical Freedom; 21st December 2011 at 02:37.
Joined: Jun 2004
Posts: 646
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From: Europe
If I understand the basics of thermodynamical aspect of engines, any turbine engine has by default, at SL, too much air supply from the N1/NG stage which starts to dissipate at a certain altitude, where normally N1/Ng will be the power limiting factor (or maybe TOT in hot environments, but not TQ).
Correct me if I'm wrong but R44 doesn't have any super/turbo charger to get the air supply up? The air supply to the engine than drops as soon as you go higher than SL.
Correct me if I'm wrong but R44 doesn't have any super/turbo charger to get the air supply up? The air supply to the engine than drops as soon as you go higher than SL.
Thread Starter
Joined: Dec 2011
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From: Italy
Vertical Freedon, thank you for the post. Are you from Nepal?
Could you please tell me more about flying in Nepal.
Is it a good place to work, based in KTM? What about the life conditions?
Thanks
Could you please tell me more about flying in Nepal.
Is it a good place to work, based in KTM? What about the life conditions?
Thanks
Joined: Feb 2005
Posts: 1,957
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From: Australia
What has been a real eyeopener to me is the high temperatures that VF reports on all of of his photographs in their summer climate. such as
I had always figured the place as a cold kinda joint. Not much wonder there is so much agricutural industry there-abouts.
So yer 'onor I would argue for the case on the grounds that it will provide a very stimulating environment for pucker factor tension measurements, near life moments and ex-strawd-in-erry learning experiences for young pilots to fit them out for a life of high DA aviation. yessirree.
16,400'@ 2oC
So yer 'onor I would argue for the case on the grounds that it will provide a very stimulating environment for pucker factor tension measurements, near life moments and ex-strawd-in-erry learning experiences for young pilots to fit them out for a life of high DA aviation. yessirree.
Joined: Dec 2008
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From: Top of the World
straight out of the Jetbox RFM
ALTITUDE LIMITATIONS
Maximum operating 20,000 feet pressure altitude
ABOVE 3000 POUNDS (1360.8 KilOGRAMS) Maximum operating -13,500 feet density altitude
Maximum operating 20,000 feet pressure altitude
ABOVE 3000 POUNDS (1360.8 KilOGRAMS) Maximum operating -13,500 feet density altitude
Last edited by Vertical Freedom; 21st December 2011 at 03:47.