Helicopter Question

Have you guys ever seen the picture of the egg in the frying pan? This
is an egg.....this is an egg on drugs?
How about this is an airplane, and this is an airplane on drugs?
Geeeez guys can't you give me a break??? I said I have a few thousand
more hours that that in phyxed wings. Doesn't that get me a cup of
coffee or something?
Tell you the truth, helicopters are more fun if you are in a position
to do some low level maneuvering like in crop spraying. For long
distance I'll take the airplane being faster and you can relax a little
enroute. Not long back I ferried a turbine helicopter from near the
Canada border down to Baton Rouge, LA right after Katrina. What a long
trip that was! Had to land to refuel about every 2 hours and had to
plan carefully to make sure they had Jet A and of course they all made
me shut down during refueling. It is not uncommon for hot refueling in
many aviation operations and I've done more of that than the "cold"
refueling. Turbine equipment has a limited number of "Start Cycles" and
most operators will try to avoid them when they can. Has to do with the
spike of temperatures during the start sequence.
On the ice subject, I recall one time starting the helicopter on some
slick ice and as soon as the main rotor began to turn, the helicopter
began to turn too...slipping on the ice!! Talk about scary?
Ol Shy & Bashful

| Class G is uncontrolled
"Jim Macklin" wrote
in message news:KKgkf.11482$QW2.64@dukeread08...
| Class is uncontrolled, no clearances are available. You
can
| depart an airport that is in Class G and begin an IFR when
| you enter controlled airspace...a clearance will read
| something like "...enter controlled airspace heading 240
| degrees..."
| In the "old days" it was easy to describe, special VFR was
| only available in what was called a control zone, which
was
| the controlled airspace around an airport from the ground
up
| to 14,500. Now, SVFR is, in theory, available in any
| airspace except Class A and such Class B as are listed in
| Appendix D, but it is still tied to an airport based
lateral
| boundary. You can't fly a cross-country under SVFR unless
| the two airports are "touching" their designated airspace.
|
| The purpose of SVFR is to get VFR only aircraft (pilots)
in
| and out of airports when the local weather is good enough
| for basic VFR once you get to the Class G or from the
Class
| G to the airport.
|
|
|
| --
| James H. Macklin
| ATP,CFI,A&P
|
| "Larry Dighera" wrote in message
| ...
|| On Fri, 2 Dec 2005 17:11:37 -0800, "Peter Duniho"
|| wrote in
|| ::
||
||
|| So, just as one can obtain an IFR approach clearance for
| an uncontrolled
|| airport, one can obtain a Special VFR clearance for an
| uncontrolled airport,
|| and for the same reasons.
||
|| That's not quite how I understand it. Isn't a Special
VFR
| clearance
|| only available in controlled airspace?
||
|| IFR approach/departure clearances are available in Class
G
| airspace as
|| well, right
|
|

On the ice subject, I recall one time starting the helicopter on some
slick ice and as soon as the main rotor began to turn, the helicopter
began to turn too...slipping on the ice!! Talk about scary?

Yikes!

I've landed on runways like that -- and it's just *not* a fun feeling to
suddenly be a passenger in your own plane.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay
I was landing at Appleton, WI one winter and on rollout the 421 began
to slew around. Brakes were useless and as I passed the 90deg point,
the tower says, "Caution - Black ice on all runways and taxiways.." I
ended up using differential power to get it stopped after turning 180
deg on the runway!!!
It was so slick on the ramp that I put down Kitty Litter near the
airstep door so my pax didn't slip and fall. Was too slick to hold
position while I tried to exercise the props before take-off. Nasty
ice.....

Jay wrote:
On the ice subject, I recall one time starting the helicopter on some
slick ice and as soon as the main rotor began to turn, the helicopter
began to turn too...slipping on the ice!! Talk about scary?

Yikes!

I've landed on runways like that -- and it's just *not* a fun feeling
to
suddenly be a passenger in your own plane.


This happens w/ helis on floats too.

My point is that alot of this is a very academic discussion. From a
practical standpoint, if we are getting into splitting hairs on the
visability requirements, we should probably be having a serious
discussion of if we should be going by ground! If we are looking out
onto the city of Madison and I can't see across to the capitol, one of
us is probably going to say NO even if it is legal to fly SVFR. If one
crew says no, that's it. No go. No arguing.
It works well.

wrote in message
oups.com...
My point is that alot of this is a very academic discussion. From a
practical standpoint, if we are getting into splitting hairs on the
visability requirements, we should probably be having a serious
discussion of if we should be going by ground!

And *my* point is that, no matter where one sets the visibility limit, it is
plainly obvious that helicopters have more flexibility than airplanes. If
you need at least 1 mile to be safe in a helicopter, you need 2 or more
miles visibility to be safe in an airplane.

:
But we will NOT fly in ANY weather.

Then why/how do you stay in business? Hehehe...

VFR for a helicopter is enough visibility to stop before you
hit something. But that is often harder to do than pilots
expect. The military has knocked several TV tower down when
they hit the guy wires before they saw the lights on the
tower. Sure would be nice if the guy wires were lighted,
maybe some reflectors and spotlights on the ground at the 4
corners aimed up at the reflectors.


--
James H. Macklin
ATP,CFI,A&P

"Peter Duniho" wrote in
message ...
| wrote in message
|
oups.com...
| My point is that alot of this is a very academic
discussion. From a
| practical standpoint, if we are getting into splitting
hairs on the
| visability requirements, we should probably be having a
serious
| discussion of if we should be going by ground!
|
| And *my* point is that, no matter where one sets the
visibility limit, it is
| plainly obvious that helicopters have more flexibility
than airplanes. If
| you need at least 1 mile to be safe in a helicopter, you
need 2 or more
| miles visibility to be safe in an airplane.
|
|

"Larry Dighera" wrote in message
...
That's not quite how I understand it. Isn't a Special VFR clearance
only available in controlled airspace?

IFR approach/departure clearances are available in Class G airspace as
well, right

No, not really. You can certainly fly IFR through Class G airspace, and it
may even involve a clearance as you transition into or out of controlled
airspace. But IFR flight in Class G doesn't require an ATC clearance, nor
could one be granted (since by definition, ATC doesn't control the
uncontrolled Class G airspace).

Pete