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Originally Posted by KiwiNedNZ
(Post 10191218)
Hmmm so he "taught himself to do aerobatics" - := Think Rainer would tend to disagree on this statement.
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Rainer took me on a practice run and did the display, the only thing he mentioned that was special was to always check the TRGB oil levels and top it up as it bled out under negative G.
https://cimg5.ibsrv.net/gimg/www.gmf...fa30a6e4c0.jpg https://cimg9.ibsrv.net/gimg/www.gmf...0c869aa19f.jpg |
Chuck Aaron was quoted as saying the fuel system was modified to cater for inverted flight.
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Not according to those operating them in the USA and in Germany
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I see it has a g-meter - is that standard or only fitted to the display aircraft?
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Originally Posted by 212man
(Post 10193338)
I see it has a g-meter - is that standard or only fitted to the display aircraft?
skadi |
Originally Posted by Bell_ringer
(Post 10193033)
Chuck Aaron was quoted as saying the fuel system was modified to cater for inverted flight.
:D
Originally Posted by FLY 7
(Post 10191047)
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when i first saw that video of those claims, i knew he was a prima donna showboater. The mustache should have been a dead giveaway. And I laughed to myself at his ignorance to the industry professionals that would sure out him as a joke.
I have no respect for him other than he pulls off some nice manoeuvres most wouldn't do in an aircraft more than capable of doing it with or without him. Bravo Chuck. |
Originally Posted by 212man
(Post 10193338)
I see it has a g-meter - is that standard or only fitted to the display aircraft?
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Originally Posted by heliguy61
(Post 10193676)
The gauge with the green/yellow/red markings? Yes, its called a mast moment indicator............and i worked on 16 different S/N BO105's and it was fitted to all of them.......
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Originally Posted by GrayHorizonsHeli
(Post 10193816)
i think he is referering to the one 2 up, with the -2 to +5 range
cheers! |
Originally Posted by southerncanuck
(Post 10192923)
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Mast moment has nothing to do with the g-load pulled. High mast moments usually happen when in contact with the ground (e.g. slope landings or harsh checks of the cyclic when doing the hydraulics checks before T/O). |
Originally Posted by EDML
(Post 10194661)
Mast moment has nothing to do with the g-load pulled. High mast moments usually happen when in contact with the ground (e.g. slope landings or harsh checks of the cyclic when doing the hydraulics checks before T/O). |
Originally Posted by Flying Bull
(Post 10194848)
Thats absolutly right, MM is an indicator for bending the Rotormast, not the load carried However: as you said here, Flying Bull: You can also exceed the MMI-limit recovering from a dive - with a high power setting - important to know, when playing with the helicopter. Better to reduce the collective, before pullong out and appling it then again - less stress for the mast and no lights ;-) EDML, same point applies. |
Not as a Mod; rumour has it that Chuck had a T/R failure at a very low height this week. No one hurt, wait for more details.
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Originally Posted by whoknows idont
(Post 10193573)
Chuck Aaron said that he converted the BO to a "rigid, single-piece titanium head [...] that has composite rotor blades coming off of it", that "the transmission is bolted down hard, hard-mounted to the airframe" and "so technically that's how I can do it, it's just from those modifications"...
:D Converting a BO105 to a rigid rotor head and composite blades, now that's in one league with walking on water! |
Originally Posted by ericferret
(Post 11254492)
Modifications, thats standard.!!!!!!
I think Ziggy Hoffman may have been the first to demonstrate the rolls and loops . |
Also If i recall correctly neither the gearbox nor driveshaft were titanium . The rotor head was and was a work of art IMHO
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The rotor head was and was a work of art IMHO |
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