Top of the World: photos from Nepal
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You have a far bigger set than I do! I was in Tennessee the other day flying in the Blue Ridge Mountains and ended up at 5500 msl and was getting nervous! I guess I'm a true 'flatlander'
When you say that you carry 8 gallons of fuel do you rely on the standard gauge or is there some sort of other trickery involved?
When you say that you carry 8 gallons of fuel do you rely on the standard gauge or is there some sort of other trickery involved?
I've been lurking on this thread for some time, the pictures are simply incredible, thank you for sharing them with us. My question, do you have to deal with whiteout/brownout conditions on a regular basis?
Thread Starter
coffee time
Good morning vaqueroaero
hehehehe yaaar I get scared above 500'AGL too
best ROC 150' per min. if Your lucky above 20,000' 
our fuel gauge is calibrated & recently checked 
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Namaste flyinkiwi
Thank You for saying
Yep plenty of brown outs here in freshly worked fields, dry Helipads, white outs above 15,000' after fresh snow is common 
so a few slow fly pasts to blow off the access powder before touchdown 
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Hey nuthin
Yep I recall everything (except what my Wife tells me)
at 22,200' OAT was -17ºC Tq. 44% T4 738ºC Ng 99% & the ROC was ZERO, hold height speed was 23knots 
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Land back Happy always
hehehehe yaaar I get scared above 500'AGL too
best ROC 150' per min. if Your lucky above 20,000' our fuel gauge is calibrated & recently checked ------------------------------------------------------------
Namaste flyinkiwi
Thank You for saying
Yep plenty of brown outs here in freshly worked fields, dry Helipads, white outs above 15,000' after fresh snow is common so a few slow fly pasts to blow off the access powder before touchdown ------------------------------------------------------------
Hey nuthin
Yep I recall everything (except what my Wife tells me)
at 22,200' OAT was -17ºC Tq. 44% T4 738ºC Ng 99% & the ROC was ZERO, hold height speed was 23knots ------------------------------------------------------------
Land back Happy always
thread drift...
Greetings VF,
"Hey nuthin
Yep I recall everything (except what my Wife tells me) at 22,200' OAT was -17ºC Tq. 44% T4 738ºC Ng 99% & the ROC was ZERO, hold height speed was 23knots"
You will learn to remember everything that she who must be obeyed wants!
:
At FL 222, ISA =+12, ROC zero, and 23 KIAS...yikes...any slower and you would be going backwards!
best, as always,
DoT
"Hey nuthin
Yep I recall everything (except what my Wife tells me) at 22,200' OAT was -17ºC Tq. 44% T4 738ºC Ng 99% & the ROC was ZERO, hold height speed was 23knots"
You will learn to remember everything that she who must be obeyed wants!
:At FL 222, ISA =+12, ROC zero, and 23 KIAS...yikes...any slower and you would be going backwards!
best, as always,
DoT
Hi VF, thanks for the wonderful photos and info on the thread. As you say it's a tough life but someone has to live it..........
Just wondering why the Jet Banger is operated into conditions which to a non pilot sound very marginal
Are your AS350's unavailable, too costly or some other reason?
Just wondering why the Jet Banger is operated into conditions which to a non pilot sound very marginal
at 22,200' OAT was -17ºC Tq. 44% T4 738ºC Ng 99% & the ROC was ZERO, hold height speed was 23knots
Thread Starter
Coffee time
Hey DoT
Flying at those low speeds is very common here & a very important speed to know & to keep nailed. The key to that is to ignore the (wrong) concept of attitude = airspeed, this will one day lead to spatial disorientation & wrong inputs. The ASI must only ever be used as the 'stick position' indicator, don't look outside for speed, instead ask yourself - 'what speed do I want?' Now look at the ASI & adjust the stick position accordingly. Never rely on your outside sight picture to adjust speed with mountains, valleys & never ending horizon changes the sight picture is the wrong concept to adjust speed. Rely exclusively & only on the ASI to select the correct stick position as for the Missus, it's OK she will keep reminding me till it sinks it I think
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Hey surely not
Thanks Mate hmmmmm the camera crew who came ordered a B3 chin mounting plate 
of course there is a 350 & 206 - B3 but they wrongly bought the 206 mount. So we were stuck with using the JetBox 
we were going to scrap the project but I said I was keen for the challenge, so we did it; into the Western Khumb up to 22,200' 
probably a record for the olé Banger 
yes it was marginal, but so is most flying up here 
Land Happy always
Flying at those low speeds is very common here & a very important speed to know & to keep nailed. The key to that is to ignore the (wrong) concept of attitude = airspeed, this will one day lead to spatial disorientation & wrong inputs. The ASI must only ever be used as the 'stick position' indicator, don't look outside for speed, instead ask yourself - 'what speed do I want?' Now look at the ASI & adjust the stick position accordingly. Never rely on your outside sight picture to adjust speed with mountains, valleys & never ending horizon changes the sight picture is the wrong concept to adjust speed. Rely exclusively & only on the ASI to select the correct stick position
as for the Missus, it's OK she will keep reminding me till it sinks it I think ............................................................ .......................
Hey surely not
Thanks Mate
hmmmmm the camera crew who came ordered a B3 chin mounting plate of course there is a 350 & 206 - B3 but they wrongly bought the 206 mount. So we were stuck with using the JetBox we were going to scrap the project but I said I was keen for the challenge, so we did it; into the Western Khumb up to 22,200' probably a record for the olé Banger yes it was marginal, but so is most flying up here Land Happy always
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I believe that less than that speed 23kts or less than translational speed and even at lower altitude you would end-up with LTE (depending on TQ setting)?
At least that's what happened to me at that altitude with a different Bell product though.
JD
At least that's what happened to me at that altitude with a different Bell product though.
JD
Thread Starter
Details
Good morning fijdor
Below translational & with a good dose of cross-wind on the Right (only) yes there is LTE risk, but it's more LTA that you have to worry about at above 15,000' for the JetBox
Cheers to Life
Below translational & with a good dose of cross-wind on the Right (only) yes there is LTE risk, but it's more LTA that you have to worry about at above 15,000' for the JetBox
Cheers to Life
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23 KIAS
Assuming a "perfect" ASI, at 20,000 ft. PA in a standard atmosphere, 23 KIAS would equate to a TAS of about 32 Knots. That's using a rule-of-thumb to estimate; had I an E6B on hand it would no doubt yield a more accurate number.
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Below translational & with a good dose of cross-wind on the Right (only) yes there is LTE risk, but it's more LTA that you have to worry about at above 15,000' for the JetBox
JD
Thread Starter
Cheers to Life
Hey arismount
Ouch
thanks for that 
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Hey fijdor
I have gotten close to LTA a quite few times in the Jettie around 14,000' to 16,000' on hot days but as I keep the wind around 10 o'clock it has been OK
LTE has struck me once (ever) on short final to a Helipad around 15,500' flying into a 15 knot upslope wind, when I over flew a narrow gully where I strong 15+ knot wind was pumping down this gulley from a Glacier above 20,000' as I slowed the strong downslope (gully) cross wind from the Right struck the TR & BANG - total loss of Tail Rotor authority, nose going Right...........I miss diagnosed assuming a tail rotor drive failure, chopped the throttle closed & did a hovering auto to the pad 
on exit I discovered that the tail rotor drive was still intact, walked to the back of the pad & discovered the roaring down-slope wind & then realized it was LTE
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Happy Landings
Ouch
thanks for that ----------------------------------------------------------------
Hey fijdor
I have gotten close to LTA a quite few times in the Jettie around 14,000' to 16,000' on hot days but as I keep the wind around 10 o'clock it has been OK
LTE has struck me once (ever) on short final to a Helipad around 15,500' flying into a 15 knot upslope wind, when I over flew a narrow gully where I strong 15+ knot wind was pumping down this gulley from a Glacier above 20,000' as I slowed the strong downslope (gully) cross wind from the Right struck the TR & BANG - total loss of Tail Rotor authority, nose going Right......
.....I miss diagnosed assuming a tail rotor drive failure, chopped the throttle closed & did a hovering auto to the pad on exit I discovered that the tail rotor drive was still intact, walked to the back of the pad & discovered the roaring down-slope wind & then realized it was LTE ----------------------------------------------------------------
Happy Landings
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Don't want to steal your tread here VF but here is an example of LTA going through 18500 ft lucky to have part of it on video, too bad the operator stopped filming right after it started, it would have been a good souvenir to have the whole thing on video. That wasn't the first LTA I experienced up there.
JD
JD
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Good day VF
I hope this message finds you well.
I´d like to express that I am sorry to hear about the accident with your colleague.
A lot of people miss your posts and photos about the extraordinary job you do but we all know that accidents happen.
Condolences to the family of the deceased.
I hope this message finds you well.
I´d like to express that I am sorry to hear about the accident with your colleague.
A lot of people miss your posts and photos about the extraordinary job you do but we all know that accidents happen.
Condolences to the family of the deceased.
Thread Starter
Tail Rotor incident
Hey evil7
Thanks Brother I am in holiday mode for a recharge & FI1 renewals in Australia. Will soon be back
Yes very sad of the death at Last resort where a Man (experienced around running Helicopters) walked into the Tail Rotor after being instructed by my colleague to stay away, yet he still walked into the spinning TR.
This sadly reinforces the need for Us Pilot's to gaurd the Tail Rotor wherever we land by hanging it out over a ledge wherever possible, or, jumping out immediately upon landing to act as security, guarding the rotatable bits from the unaware, distracted or disorientated general public.
May the departed Rest in Peace & sincere condolences to His Family
Thanks Brother I am in holiday mode for a recharge & FI1 renewals in Australia. Will soon be back
Yes very sad of the death at Last resort where a Man (experienced around running Helicopters) walked into the Tail Rotor after being instructed by my colleague to stay away, yet he still walked into the spinning TR.
This sadly reinforces the need for Us Pilot's to gaurd the Tail Rotor wherever we land by hanging it out over a ledge wherever possible, or, jumping out immediately upon landing to act as security, guarding the rotatable bits from the unaware, distracted or disorientated general public.
May the departed Rest in Peace & sincere condolences to His Family
