"Hottest" helicopter out there?
Thread Starter
Thanks for the input folks.
After much debate I've decided that when I do come into a vast sum of money it will be the MD500. Looks good, sounds good, goes good & crashes good - Low Level Hell & KiwiNedNZ's Kiwi 500 Fly In video sealed the deal.
After much debate I've decided that when I do come into a vast sum of money it will be the MD500. Looks good, sounds good, goes good & crashes good - Low Level Hell & KiwiNedNZ's Kiwi 500 Fly In video sealed the deal.
A D or E model make for a fast ride.
I flew an E on a corporate gig and our passengers liked it
When I mentioned to the owner about how cramped the back seats were….he just laughed and he could care less as he did not intend to ride in the rear ever.
But he did…we had a Regional manager that was a really big guy….had to get a seat belt extender to fit him.
He could not fit into rear at all…..thus the Boss Fellah would ride in the rear on the flights the big guy did.
We positioned gravity feed elevated fuel tanks at each of our sawmills and used good filters and Number1 Clear Diesel to eliminate the need for n Aux Tank in the Aircraft. That gave us the ability to adjust the fuel load when working out of the mountain locations in the Summer months.
The one thing that sold me on the D over the C model was the Vne limit.
In cruise you could maintain cruise power and lower the nose and peg the Vne speed by adjusting the pitch angle of the aircraft…..but in the C it would require a collective change.
The only complete engine failure I experienced on a single engine helicopter was on a D model in Alaska.
I was quite lucky and landed without damage.
I flew an E on a corporate gig and our passengers liked it
When I mentioned to the owner about how cramped the back seats were….he just laughed and he could care less as he did not intend to ride in the rear ever.
But he did…we had a Regional manager that was a really big guy….had to get a seat belt extender to fit him.
He could not fit into rear at all…..thus the Boss Fellah would ride in the rear on the flights the big guy did.
We positioned gravity feed elevated fuel tanks at each of our sawmills and used good filters and Number1 Clear Diesel to eliminate the need for n Aux Tank in the Aircraft. That gave us the ability to adjust the fuel load when working out of the mountain locations in the Summer months.
The one thing that sold me on the D over the C model was the Vne limit.
In cruise you could maintain cruise power and lower the nose and peg the Vne speed by adjusting the pitch angle of the aircraft…..but in the C it would require a collective change.
The only complete engine failure I experienced on a single engine helicopter was on a D model in Alaska.
I was quite lucky and landed without damage.
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During the Cambodia ...
...
The impact made a tremendous "Bang" and a lot of things happened all at once.
My left leg was jammed back under the seat, the aircraft really lurched about, and almost immediately flame enveloped the cockpit, making a hot greasy fire kind of noise....and my nomes flight suit and gloves began to burn away.
I recall seeing the backs of my hands bubble up and burst....which t has a way of focusing your thinking and you fall back upon your training and start earning. your flight pay.
Odd thing....we dealt with all of that without ever pulling out a checklist.
The entire crew.....five of us worked together and handled the problems.
Now....time for a big glass of Whisky and enjoy another beautiful Sun Set.
