Operating R44 in Nepal
 

What do you think about operating a R44 in Nepal, for pub transport and sightseeing flights?

Is it a good idea, considering the weather, high altitude environment, mountain waves, strong winds?

Just need opinions from experienced pilot, who work/worked in Nepal.

Thanks!

Think you kind of answered your own question there.....:hmm:

This "manual" is MUST READ for the case...:}

Does one really need to have operated R-44's and/or flown in Nepal....to be able to answer that question?:rolleyes:

...any opinion is accepted...

I gather from the replies that it's a solid

NOT ADVISED!!:=

The Robbie folks show a gross weight IGE hover at 7950 feet I think it is...which using their weight numbers would give about a 500-600 pound load of pax and/or freight. I guess that assumes the usual ISA day.

What they don't factor in is the piston engine reliability as compared to a turbine engine.

Compared to a B model 206....not much difference probably.

The service ceiling of 14,000 msl might then become a problem.

My vote is still the same....when it comes to Robbies...."Eat another Cheeseburger with Fries and Chocolate Shake and just say No!"

Yep there is a black R44 sitting on the Helipad at VNKT :sad: :ugh: :ugh::ugh:

SASless R44 not much diff to a B206. I don't think SO... I have flown the 206B here to Mera, rescue flt for 1 x pax ;16,400'@ 2oC, so the ole Jetbox can be worked up here. But do that in a R44 hahahahaha,. At KTM they have already lost 5inches of MP at VNLK loose -10", not to mention; no AVGAS, no cargo space, no looks, no big safety record, not like a Jetbox or an Ecureuil has.

Will it work in Nepal with EXTREME weather conditions & ISA plus 35oC being not uncommon???????

nah me thinks not :ouch:

If I understand the basics of thermodynamical aspect of engines, any turbine engine has by default, at SL, too much air supply from the N1/NG stage which starts to dissipate at a certain altitude, where normally N1/Ng will be the power limiting factor (or maybe TOT in hot environments, but not TQ).

Correct me if I'm wrong but R44 doesn't have any super/turbo charger to get the air supply up? The air supply to the engine than drops as soon as you go higher than SL.

...interesting...:hmm:

Vertical Freedon, thank you for the post. Are you from Nepal?

Could you please tell me more about flying in Nepal.

Is it a good place to work, based in KTM? What about the life conditions?

Thanks

What has been a real eyeopener to me is the high temperatures that VF reports on all of of his photographs in their summer climate. such as
I had always figured the place as a cold kinda joint. Not much wonder there is so much agricutural industry there-abouts.

So yer 'onor I would argue for the case on the grounds that it will provide a very stimulating environment for pucker factor tension measurements, near life moments and ex-strawd-in-erry learning experiences for young pilots to fit them out for a life of high DA aviation. yessirree.:ok:

Like the Cop in JAWS, "Think we'll need a bigger boat !"

Teeterhead in that terrain??? Naw..................not good at all.

Best Wishes

16,400'@ 2oC

No matter how benevolent I calculate that, I see a DA> 20000ft.
Now, wouldn't that bust a legal limit?

helops,

if you have a look at the Rotorheads around the World thread you will see VF's track record in Nepal :ok:

What is the legal limit for Density Altitude?

straight out of the Jetbox RFM
 

ALTITUDE LIMITATIONS

Maximum operating 20,000 feet pressure altitude :p

ABOVE 3000 POUNDS (1360.8 KilOGRAMS) Maximum operating -13,500 feet density altitude :eek:

R-44 Mk II is 14,000.

Could anybody say how is the life in Kathmandu? Anybody who has been there for work?

Would you recommend an european to move in Nepal for job?

Just need some opinions.

Thank you guys!