autorotation in H500c or d
 

Would there be much difference in autorotation in a H500c (with 4 blades) and a H500d (with 5 blades) ie the decent,inertia and touchdown etc. thanks

It's been a while since I have flown either, but I seem to remember them both being pretty similar. They do come down pretty quick.
'hughes500' will be able to give you the answer.

Hughes 500 T tail and Y tail, 4 blade and 5 blade head.
 

I have a couple of questions about the Hughes 500.
What were the technical reasons for changing from a 4 blade head and Y tail in the 500C to a 5 blade head and T Tail in the 500D,E etc.
What changes did it make to handling.
Thanks in advance!
:confused:

1 more blade allows higher gross weight and T-tail for handeling characteristics and CofG reasons.

The extra blade reduces the tendency to RBS and my suspicions are that the T tail makes the handling more predictable. The mast cap is a drag reduction item.

Cant say I have ever noticed the difference between a c and a d in auto. The only that has a real difference is a notar they just sit at a different attitude and are interesing on the pedals !

I think Mr. Friskel or Rich Lee would be some of the best persons with this data.

Where to buy 500 in the UK.
 

Hi guys,

Can any of you recommend any 500's for sale in the UK right now please?

I know Eastern Atlantic are the dealer and have some pre-owned ones but anywhere else spring to mind? Anyone know of any particualr ones available?

Its for private use but must be on the G register. Not a half million pound jobby though....

Question for Hughes 500:

I've read through this whole thread and you seem to be the UK man in the know.....
On the second page I think it was you did a bit of a run down on operating costs, that was some years ago so wondered if you would mind doing the same but with 2009 prices....


Appreciate any help guys thanks

Give me a ring

home is 01647277533
mob 07775533504

Andrew

MD 500 question C20R
 

Just a quick question or two for the 500 experts:-
can a C20R engine be turned into a C20B by way of changing a few bits and pieces ie FCU and bits of the compressor etc,or is it a completely different engine and set up?
Or another idea would it be doable to swap the engine with someone who wants the hot and high performance for their C20B,would there be anything else you would need to change on the heli that goes with the C20R
also would the paperwork with the caa be straight forward to do the change?
Hope this makes sense.
Thanks

No problem with changing the engine for a C20B, will need to change torque gague as well. I dont believe you can change bits on the engine. Better off selling the whole engine. I have a C20B engine complete but not interested in a swap. Why do you wish to swap ? Apart from fuel consumption maybe ?

You can convert to C20B (acft, not convert the C20R engine), but will be some guages changed and some metal work were the compressor mates to the airframe. Call MD customer support for all the requirements, to include proper documentation.
What is the main reason you want the change? There are some advantages to the C20R including TBO, and some of the older problems can for sure be fixed now (N2 lockup). Starting difficulties can be completely eliminated with Intellistart (or whatever it is called now).

C20R
 

The reasons for my odd questions are:-
I would like to sell my 300c and get a 500
I know of a 500e for sale with a C20R in it but many people i talk to have put me off the C20R because of the higher fuel consumption and higher running costs so i was wondering if it would be easier just to get this machine and try and swap the engine with someone who was looking for a C20R
Or could anyone advise me where the best place to sell my 300C and does anyone know where there is a 500 for sale?
anyone is welcome to pm me.
thanks

The cost of switching from an R to a B would exceed the additional cost of operating, maintaining or even upgrading the R to an R+. Several shops in the US do B to R swaps.

Assuming identical aircraft with identical times, most would prefer the R and might actually pay a little more. As a former owner of an overhaul shop, I would prefer the B but would not be afraid of the R. I would however tell the seller of the aircraft that since it did not have an R, I need an additional discount. :)

diethelm

Have to disagree ( with people would prefer an R) I can see no reason to have an R engine unless you live somewhere hot or high. Seeing as loggerman lives in Wales UK which is neither renowned as being hot or high ( Snowdon 3500 ft or there abouts) In fact he would be better off having floats than a C20r as it rains that much in Wales.

All my 500's have had B's and they have never run out of tot before torque.
Having just reread your post I see with your overhaul head on you would prefer a B prey tell why

It doesnt always rain in south Wales! infact we have had about 12 days this year when it hasnt rained!
am i right in thinking you get more life on an C20R before overhaul than a C20B then and if so does this extra life counter the extra fuel costs?
Hughes500 if you have got some running costs would love to have a look please if possible.

Hughes 500:

I too would prefer a B over an R, but in America, the market seems to like R's as it does pay more for equivalent ships with an R over a B. Most users think, oh another 25 SHP.........

Personally, I prefer a C30 in mine.

Like most engines, you make more power by pushing more air more efficiently through the contraption. B's are simply less stressed and as such are more reliable and more likely to make it to hot section and overhaul without intermittent repairs. Rolls would disagree but I think the field experience data would support my observation.

Diethelm

One of my C20B is coming up for an HMI where would you recommend in N America ? Just comparing prices Europe v USA

530F; First Flight query.
 

Does anyone know the registration of the first Model 530F at the time of its first flight on the 22nd of October 1982?

I have only been able to identify the early 530Fs from 0004F onwards, which was probably the first production F-model. The first three Fs were possibly converted from D-or E-model airframes (If anyone can identify No. 2 or 3 as well, that would be appreciated too). Thanks.

500 Fan.

Hi 500 fan,
A couple of months ago I stumbled across the information you seek. However, I did not bookmark the site as I wasn't actually after that info!!
Subsequently I have spent the last 2 hours looking again for that site with no luck. All I can say is that it is (or was) out there, and let me know if you did find the info so as to put me out of my misery.
By the way, I'm fairly sure that you are correct in saying it was originally flown in an E airframe, Cheers