Good-sized heli 5 pax
Join Date: Aug 2004
Location: uk
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Ha this question has been asked over and over again and anyone retarded enough to ask it could not possibly have the funds to actually buy a machine and is just trolling to see which fools reply !
If you have enough money to buy a helicopter then go fly every machine you can afford and make you own bloody mind up as different horses for different courses .
CBS
Xx
If you have enough money to buy a helicopter then go fly every machine you can afford and make you own bloody mind up as different horses for different courses .
CBS
Xx
Sounds like somebody got out of bed on the wrong side Crazy ...??
I can see you point but things change and I know at least three friends that bought totally wrong helicopters for themselves .... Never asked me for advice ...and it cost them dearly !! Things evolve , for instance a Gazelle would have been on my list 5-10 years ago but not now . I wouldn't buy a 300 now but it was a good helicopter to own 5 years ago . Asking around is all part of the fun of taking that leap and buying your first helicopter ! Anyway I am saying MD500 will hold it value for ever , 206 , EC120 will tank in value but are good first turbines so you will have to drive a hard bargain and buy well .
I can see you point but things change and I know at least three friends that bought totally wrong helicopters for themselves .... Never asked me for advice ...and it cost them dearly !! Things evolve , for instance a Gazelle would have been on my list 5-10 years ago but not now . I wouldn't buy a 300 now but it was a good helicopter to own 5 years ago . Asking around is all part of the fun of taking that leap and buying your first helicopter ! Anyway I am saying MD500 will hold it value for ever , 206 , EC120 will tank in value but are good first turbines so you will have to drive a hard bargain and buy well .
Join Date: Dec 2011
Location: Oregon, US
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The 500 is the best ship ever made for utility work. But it is not very passenger friendly. The back seats are small, there is not a baggage area and the fuel tank is small. I would go with the AS350. A B2 or BA is nowhere near 2X as expensive to run as a 520. Its 15-25% more. But it also seats 4+1 pilot comfortably 5+1 if the 4 in back are all small. It has a baggage area, It has great range, will be easier to maintain. The only other consideration for me would be the 407.
Join Date: Jan 2010
Location: Center of the Universe
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B407, of course. Fill the tanks, fill the seats and cruise at 140 knots effortlessly! Smooth, quiet, fast! Baggage box is not huge but generous for a light helo.
The 505 is NOT a Jetbox.
I'm picking the 206 will appreciate. One look at the 505 in the flesh and it does not look "durable". I bet you they will not last in service like a 206.
This machine will be crap at utility work.
Pilot plus 5 = AS350BA on short legs. Short legs = speed and low vibration. Should true 130 knots easily.
Operated long and short side by side - short gear wins.
"B" engine is bullet proof and well proven. Put the engine on PBH if you are concerned.
Don't fly it like a 206 - operate at an altitude where the bleed valve closes.
Take off Power and MCP is the same in BA.
MCP Max Torque or Bleed valve closed whichever comes first. Preferably the sweet spot where both occur.
Just sayin'.
They'll be going cheaper soon
This machine will be crap at utility work.
Pilot plus 5 = AS350BA on short legs. Short legs = speed and low vibration. Should true 130 knots easily.
Operated long and short side by side - short gear wins.
"B" engine is bullet proof and well proven. Put the engine on PBH if you are concerned.
Don't fly it like a 206 - operate at an altitude where the bleed valve closes.
Take off Power and MCP is the same in BA.
MCP Max Torque or Bleed valve closed whichever comes first. Preferably the sweet spot where both occur.
Just sayin'.
Join Date: May 2016
Location: Middle England
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AS350
I love the Squirrel, and as a current R66 operator (yeah, I know), its a logical next step to aspire towards.
I was told recently by an Engineer that the Squirrel and H130 both require an Engineer inspection on Main and tail rotors every 10hrs. Is this correct??
I guess its fine if you're based at an airfield with a qualified Engineer, but for us at a private site it would be a nightmare. Would be a real show stopper for me. Be interested to hear if this is the case.
FF
I was told recently by an Engineer that the Squirrel and H130 both require an Engineer inspection on Main and tail rotors every 10hrs. Is this correct??
I guess its fine if you're based at an airfield with a qualified Engineer, but for us at a private site it would be a nightmare. Would be a real show stopper for me. Be interested to hear if this is the case.
FF
Here in the US, depending upon which FSDO you are in, it requires a sign off daily. (The daily inspection is in the MX books NOT the flight manual).
Do it properly and get a S76. Decent B models around $1m and DOCs of $2500 per hour. Comfort, speed and reliability with 6 to 8 folk back there depending on config.
with 6 to 8 folk back there depending on config
Join Date: May 2016
Location: Middle England
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I can't believe the mighty workhorse that is the B3 would need an engineer every 10 hours (or daily!), whilst the humble R66 is annually or every 100hrs...
Thanks Gordy. More research required locally before I take the plunge. We are based about 35 mins flight time from nearest Approved Maintenance Organisation, so even at 10 hr intervals it would be a massive inconvenience, unless Airbus prepared to train us and sign off to inspect.
I can't believe the mighty workhorse that is the B3 would need an engineer every 10 hours (or daily!), whilst the humble R66 is annually or every 100hrs...
I can't believe the mighty workhorse that is the B3 would need an engineer every 10 hours (or daily!), whilst the humble R66 is annually or every 100hrs...
Join Date: May 2016
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Task-training would work!
Cheers
FF
Generally speaking, the daily inspection is based on the MX manual as Gordy says, so it generally will need a technician to sign it out. However, a yearly technical brush-up and with an authorisation to perform the inspection on behalf of the Continuing Airworthiness Management Organisation, the pilots can accept an aircraft for up to 100 flight hours. This SB is a visual inspection for delaminating or excessive wear, and not really more thorough than I would do on a normal pre-flight inspection. It is also not applicable to the older/(normal ball-type) pitch-links found on all older models, unless these are modified.
