September n October's 1999's
New Stuff
Menu
 UP Dated
October 1st, 2nd, 4th n 22nd, 27th,  28th, 29th, 30th n 31st 1999

 .......

---

Remember
Good Helicopters (even kits) Aren't Cheep.
More Important,
Cheep Helicopters Aren't Safe
and Can/HAVE KILLED

Before Buying Anything, New or Used
I strongly suggest you personally observe the designer and or manufacture (not just the company's test pilots) flying there product at altitude (not just hovering around) many many times before you invest your money n possibly your life in their helicopter...

If  the designer or manufacture comes up with ANY excuse why they don't personally fly there craft, the writing is on the wall, READ it n move on to another manufacture that has the confidence in there craft to fly it above 100 feet regularly.

And the same goes for used/experimental helicopters. If the owner/builder does NOT have the confidence in his craft to give you full flight demonstration (autos, hover autos, quick stops, flights at altitude) the writing is once again on the wall, READ it and move on.

I have personally seen the manufactures n used helicopter owners that fly there craft at altitude n I have also seen the ones that don't fly there craft more than a few feet off  the ground. Statistically, one is LOTS less likely to kill than the other.
Remember, the life you save is Yours....

---

A good book 4 U

Almost every one knows Chuck Yeager was the first human to break the sound barrier. But the story that leads up to him being in the right place at the right time and having "the Right Stuff" is equally as interesting as his mach 1 story. If I remember correctly (I read this one a few years back n only once) this book also starts out when Chuck was a young man on a farm, following him thru Army flight school, a W.W.II P51 pilot in Europe and back to Murrock/Eedwards AF Base, retiring a Air Force Brig. General....... Great human aviation story, great W.W.II story and great aviation history story all rapped up in one book for just 6 bucks thru Amazon.com. Click here to order Yeager

We have just finished the 2nd prototype M80 helicopter. During the next week or two we need to do some preliminary testing before the official ground testing procedure can start. We have put a new "photo gallery" on the site to show how the new prototype looks like. I'm sure you'll agree we have something to be proud of.

best regards,

John Pescod
Director
 

Masquito Aircraft nv
 Reigersbaan 31
B-1760 Roosdaal - Strijtem
Belgium

Tel. +32 54 343 008
Fax +32 54 343 009
Time Zone: GMT+2

To whom it may concern,

      I have been interested in either building or buying a homebuilt/experimental helicopter for the longest time.  Over the past several years I have been able to acquire plans for several projects and I am appalled by the lack of information which I feel is very necessary to complete a "working and flyable" aircraft. My hopes were centered around the G-1 until a did some research on the plans, project and support.

     I recalled reading through several blurbs about the G-1 plans and projects in the making, none of which had anything good to say.  I also recalled reading about the  plans for an aircraft called the  "MINI-1". Upon receipt of the plans for the "MINI-1" ,  I was again disappointed
by the lack of information provide on the plans which appeared to be compiled and prepared by an 8th grade want-a-be designer who fails to show how the control joystick would be connected to any linkage to the rotor head, throttle assembly, power plant adaption and power train hook
up, transmission system, tail boom/tail rotor connections, rotor hub assembly and more. There is "alot" to be imagined by the builder of any of these projects.( I guess the old saying is true, you get what you pay for!)

     ! feel, If anyone in this industry wished to sell  "CONSTRUCTION PLANS"  for any type of aircraft which would in fact return any profit, the purchaser should be supplied with what he has paid for, what ever the cost of the plans!

Furthermore, poplar link of stafford texas who supplied the plans for the "MINI-1" should have at least supplied this "sucker" with at  a few names of designers or support staff info so that any project underway has at least an actual 50/50 chance of getting off the ground without hurting anyone.

     "HOWEVER",  This unfortunate brush with a minor contact with an unprofessional sales tactic has not in anyway totally put the "kubats" on my plans to  buy, build and eventually ONE DAY complete a helicopter project, maybe the G-1 or the MINI-1 .

If anyone in the aviation world knows of a flying/completed machine available for sale, or actual plans that would be worth the money spending, this Pilot would appreciate a return e-mail at radarsofia@yahoo.com.

Thanks for letting me bend you're ear!!!!    "HAPPY FLYING".

Ray
Chicago , USA

Please call or email me.

Thanks Kevin Killpack
             Valdosta, Georgia
              912-242-7072

---

Mini 5oo Owners List - CH-7 Angel Owners List

---

Tuesday, Oct. 26th, 1999

"I tried to call RPM helicopter* yesturday and got an answering machine.

I tried today and all three business lines have been disconected.

Maybee he is done?"

RPM helicopter is not the correct name for the above company, SHnPGIE only uses this fictitious name due to 2 past threats of a law suit from this manufacture for spreading the truth.

---

On the road with a X VietNam Huey pilot who is now a 767 driver/captain n a R22 owner/CFI.
.
.
.
In a few days, perhaps a week I should B able 2 finish up a little report on this promising new Argentine turbine power plant.

---

A guy goes into confession and says to the priest,

    "Father, I'm 80 years old,
married, have four kids,
and 11 grandchildren,

and last night I had my first affair,
I made love  to two
   18 year old girls.

Than with a big smile the old man adds

"Both of them Twice."

   The priest said, "Well, my son, when was the last time you were in confession?"

   " Never Father,
I'm Jewish."
   "So then, why are you telling me?"

   " I'm just telling everybody".

---

Did You Know

Amerigo Vespucci, born in Florence Italy 1454 provided the name for both north n south America? Seems Amerigo was the first to realized that the continent he was exploring was NOT part of Asia as Chris Columbus claimed, so when he named the two continents after him self, the name stuck. More info here.

Thank You, Steve Simpson"

Dear SHnPGIE,

Happy to report that I am about 1/2 done building the Ultrasport 496 and should be giving flight demo rides beginning in January as the new engine model with oil, and fuel injection, and a governor will be here in December.

Incidentally, the parts are incredibly made! I have not found one part that was not perfect. I can't wait to get this ship in the air.

Incidentally we have delivered the first customer homebuilt kit 496 in the USA to Tom Hoffman in Wisconsin, I sold the ship to him at Oshkosh. There are around 100 world-wide flying. The company has come out with a 3 place police model for overseas with full avionics and police gear along with a 6 cyl Jabaru engine. I will forward info to you later.

Orv Neisingh
White Dove Aviation, Inc.
Ultrasport dealer
417-255-2201  417-255-2202 osn@townsqr.com

---

Another Day With An Angel

---

Skytwister for sale

My name is MIke BAker and I have been search ing all over for a schematic of a S76-A.  Do you have any tips on where to find one?

Thanks, Mike Baker

I ran across SHnPGIE  this A.M. and I just had to respond - So you want to know about the CH-54 "Tarhe" Flying Crane - I could probably write a book on this helicopter for the period starting in Mar 66 through Jan 71 since at that time I was Chief of Procurement and Production in the Heavy Lift Transportation Project Office, US Army Aviation Systems Command, St.
Louis, MO. - This particular project office handled the CH-47 "Chinook", the Ch-54 Flying Crane and the Research and Development program which was to evolve into the prototype Heavy Lift Helicopter (HLH) with the capability to lift 22.5 tons or a equivalent fully loaded "Conex" container. The program office, during this time, was staffed with the following

personnel:

       James Hesson, BGen, USA, (retired) - Program manager, CH-47
       William McKeown, Col, USA, (retired) - Program Manager, HLH
       Robert A. Filby, Col, USA, (retired) - Program Manager, CH-54
       William J Arink, LtCol, USA, (retired) - Deputy Program Manager CH-47
       Valcris O. Ewell, GS-15, Deputy Program manger, CH-54
       Benny Young, Maj, USA, (retired) - Chief Test Pilot
       James Handley, CW4, USA, (retired) - Test Pilot
       Carl D. Stephenson, GS-15, (deceased) - Chief Engineer
       Jay Rickmeyer, GS-14, (USAMICOM) - Sr Engineer
       George D. Shonerd, GS-14, (deceased) - Chief Financial/Program Svcs
       Larry Swan,GS-13, (Retired) - Chief Logistics Support
       Norman B. Dare, GS-13, (Kelly AFB, Tx) - Chief Proc and Prod, Ch-54
       Cecil Harden, GS-13, (retired) - Chief Proc and Prod - CH-47
       Joseph Murray, GS-13, (retired), Contracting Officer, CH-47
       Ralph Becker, GS-13, (Retired), Contracting Officer, CH-54
       Maurice Schnieder, GS-14, (Retired), Contracting Officer, HLH

These individuals are only a partial listing of those that participated and contributed to the success of these programs.

The CH-54 in particular was a most noteworthy program for the Army as it was desperately needed to off load container ships in "Nam" since "Nam" has no deep water ports to accommodate large freighters.

The evolution of the CH-54 began at Sikorsky Aircraft, Stratford, in approximately 1960 when Igor Sikorsky envisioned at heavy lift helicopter with the capability to move large loads through the air. The first Crane looked somewhat similar to the current version however it had limited lift capability due to the use of the older CH-37 drive and engine systems. This was corrected in the early 60s with the use of 2 Pratt and Whitney J60 engines fitted with free turbines which were designated JFTD12-4a. These engines turned up 4,400 shaft horsepower each which created a lift capability of 12.5 tons in the later airframe version of the crane. It was
this later version that the Army first procured in 1966 in the quantity of 6 each.

Your picture of the Erickson crane (Ser #490) was indeed in the last group of 6 A/C we procured in 1969 for delivery in 1970-71. As a matter of history this group of 6 had the US
Marine CH-53D helicopter drive system and uprated JFTD12-4 engines rated at 4,800 shaft horsepower each. This series as with prior series also had engine air particle separators developed by Sikorsky in 1967 to filter out dust and sand experienced in "Nam". These particular cranes were CH-54Bs not CH-54As.

 Norman B. Dare              Sky Crane pages start here.

this is one great site and i continually keep up to date with it! i am a lonestar sport helicopter owner in south florida and would like to know if there are other owners out there in which may have some help or guidance on my helicopter! it was manufactured in 1994! would greatly appreciate any and all info you might have! i know there are unfinished sub kits out there but i have no idea how to get in contact with these people and would appreciate any tips on how to find them!

Ken Tower

Has any one heard of anyone successfully building and flying one of these things? Any info
would be greatly appreciated.

Thanks, Tony Curry

I am looking for info on how this machine flies, and any mods to increase the reliability or safety factor . As It stands right now I am months from being able to fly my rig. I want to collect as much Info as possible while I  bring  It back to life.

Thank you for a great resource,
Ken Chandler
kenneth.chandler@sympatico.ca

Dear Pierre Joubert,

Your recent article in the SHnPGIE web site is exactly what I have always wanted someone to "Champion."  I'm interested in providing technical assistance on your proposal and have found a way to communicate more actively and still remain anonymous.  I want to remain
anonymous because it is apparent to me that several people in the experimental helicopter industry have a litigious way of conducting business and I don't want to become a victim of them.  In addition, I recognize that deaths occur from people crashing helicopters and sometimes there is an attempt to blame the death on the helicopter. Being that helicopters are complicated machines, I don't want to open myself up to the possibility of having to defend my design.

With regard to being interested in owning and flying helicopters, I've read about enough crashes (both experimental and certified) to scare me out of flying one.  That's enough of the paranoia trip, so I'll tell you a little about my background related to helicopter research and
design.

I've been interested in helicopters since I was a kid, but didn't get serious about understanding the details of how they work until I was in Engineering school in late 1980's.  At that time, I dedicated my spare time to learning everything I could about helicopter.  Over the years,
I have continued to do research on various helicopter designs and configurations.  I've scoured many issues of Popular Rotor craft Association magazine (nearly 30 years worth), the Experimental Helicopter Newsletter (not sure of exact title) and the Helicopter Association International library in Washington D.C.  In addition, I've done research at the U.S. Patent Office to see what designs were out there.  I've also done extensive research on existing experimental helicopter designs including the jet tip helicopter, "Pop" Emich's design (currently the Baby Belle), both the Rotorway Scorpion and the Exec, the LoneStar Helicopter, the Adam's/Wilson design, the XXX 500, the CH-7 (and past generations by the same designer) and some other experimental helicopters that didn't make it past the prototype stage.

I've also extensively researched the Robinson R-22.  I believe the R-22 will provide the most applicable design features to incorporate into a helicopter you are looking for.

I've continued my study and following of the helicopter industry for over ten years.  I'm a licensed professional engineer and actively work out design details of an experimental helicopter that I think would be economical to construct and maintain.  My design work has, admittedly, been at a snails pace since I have no intention to build it.  Instead, I thoroughly enjoy the challenge of the design.  My work has always been based on existing, proven concepts.  I also have "borrowed" some specific designs of certified and flight proven experimental models.

Up until recently, my designs have been generated on two-dimensional design CAD software.  However, I recently "acquired" a copy of a 3D Modeling program and have been working on redesigning my work in that program.  The software is great in that it can generate files to be
used with CNC machinery or other machining equipment.

I've evaluated many two stroke and four stroke engines including the Orbital engine that was highly publicized in the early 1990's.   I've also evaluated specialty and production engines from many markets.  I've concluded, as you have, that the design should include an automobile engine due to the extensive development time, development money, and "in service" hours these engines have.  I've looked at many auto engines and feel that the Subaru 2.5 liter engine would be a good one for a two place craft.  However, I think the engine should be slightly modified to improve it's weight and performance.

First, I think the 2.5 l heads should be replaced with the Subaru 2.2 liter heads.  This will save approx. 30 lb in weight with minimal reduction in performance.  Second, the heads should be "super flowed" (ported and polished) to improve breath ability.  Finally, the cams needs to be
reground to match up their profiles with the operating characteristics needed.

As far as the transmission system, I have mixed feelings about specifically how it should be comprised.  It seems like there are pros and cons to the different systems out there.  I evaluated the chain (or cog belt upgrade) system used by Rotorway and like it for the ease of fabrication.  However, the system also has it's problems not the least of which is my unwillingness to try and redesign an engine intended for horizontal operations to work on in a vertical position.  I would
prefer a right angle gear system with belt and pulley connection to the engine.  However, the production right angle gearboxes I've seen are either too small to carry the torque needed or are too heavy to use.  I've looked into a race car rear end (like the ones used on Midget cars) but find that they are too expensive ($1,200 - $1,500 range).  I've also looked at several auto rear ends and find several potential models.

Two potential models are the rear end out of a four wheel drive Dodge Caravan or out of a Honda CR-V.  Both are aluminum and appear to be lightweight.  They are also a hub and half shaft design, so the gearbox is a small unit.  The down side is that they both have transmissions built into the input end of the unit to provide "on-the-fly" All-Wheel-Drive capability.  Therefore, work would need to be done to revise the input shaft to eliminate the transmission.

Another option is the Subaru rear end unit, which is also a hub and half shaft design.  The up side is that there is no transmission built into the unit.  The down side is that the case is cast iron and will be heavier than the aluminum options.  In addition, there are some other minor changes needed to make it functional.  One change includes "locking-up" the spider gear assembly or replacing it with a spindle unit.  Another modification includes providing lubrication to the top
bearing of the output shaft since the rear-end is mounted in the vertical position when it was designed for horizontal mounting.  This could be accomplished through the use of a simple oil pump unit such as the ones found on race cars or modification of the case to allow regular greasing of the bearing without allowing grease to enter the inside of the unit.

Tail rotor transmission is also one that has several options, both with pros and cons.  My research has shown that a belt system is not a good option when not precisely maintained.  While it is a simple concept, I have read several articles and spoke to several pilots that have had bad experiences with the Rotorway belt system slipping.  A cog belt also has pros and cons.  It to is a simple system, but two issues are not solvable.  First, the cog belt must transition through a 90-degree rotation in order for the system to remain simple.  Discussions with
design engineers at a large cog belt manufacturer reveals that cog belts are not intended for operating with a 90-degree twist in system.

Looking at their points, it becomes apparent that the belt is put into shear which when it is designed to be purely in tension.  In addition, there are no cog belts long enough to connect the main rotor transmission system to the tail rotor.  Therefore a mid-pulley assembly is required somewhere in the tail tube.

As a result, a right angle gearbox is the only remaining option.  My research for "off-the-shelf" units has yielded very few options that provide the weight to torque ratio necessary to be viable for helicopter usage.  I have found one unit that is a 1:1 ratio right angle, aluminum design.  The problem is that the unit is not designed for thrust loading (only radial).  Therefore, even if I could get the ratio to work (which is also a problem) the tail rotor can't be directly attached to the unit.  Therefore, I currently have the gearbox terminating short of the tail rotor with final connection through a cog belt to a shaft and bearing assembly similar to the Rotorway.
Admittedly, this is not the simplest or lowest maintenance design but I think it will work fine.  One benefit of the design is that tail rotor speed can be changed relatively easily through the changing of the cog pulleys.

For the main rotor control system, I have designed a system that incorporates many features of the Robinson R-22 including a traditional swash plate design.  While I believe the CH-7 control system is great, I can't get the controls through my right angle gearbox (which is currently a Subaru rear-end).

Tail rotor design is also very simple.  It very closely follows the design of the R-22.  The main differences include the cog belt connection to the tail rotor shaft (mentioned above).  In addition, I have incorporated a push pull cable design to get the controls from the foot pedals back to the tail beginning of the tail boom, which connects to a rod that passes through the tail boom

I have also been "Value Engineering" my design to make it cheaper and easier to construct.  Many of the components are now single plane cuts, which can be done cost effectively by a machine shop that has a water-cutting machine.  The frame is, however, a welded tube design.
I've seen the bolt-together designs and don't think that they are well suited for helicopter use where continual precision alignment, durability, weight, and strength are important.  The frame will not be difficult to construct by an experienced welder (not necessarily professional welder).  Unlike the CH-7 (sorry Glenn), I have oriented the layout of the frame to reduce the number tubes that come together at one point.  A must in constructing the frame is a tube cutting jig (like the ones sold in the various experimental aircraft magazines and Harbor Freight Salvage).

Anyway, those are some initial thoughts.  With regard to my design, they still need a lot of work to be "plan set quality."  I will lend my time, thoughts and designs as necessary to help the legitimate cause that you are proposing.  I do this with the clear understanding that there will be no involvement by the sleazy helicopter manufacturers out there that would take advantage of this offer to fill their own pocket.

Sincerely,

chopper_guy@yahoo.com

If after reading through
Sport Helicopter n Pilot Global Information Exchange
you feel it to be a worth wile web site and  are willing to contribute 1 dollar to insure it's continued existence on the InterNet by helping pay SHnPGIE's out of  pocket expenses,
please click the button below

---

Beam to:

August 1999's New Stuff

July 1999's New Stuff

June 1999's New Stuff

May 1999's New Stuff

April 1999's New Stuff

March 1999's New Stuff

February 1999's New Stuff
.
January 1999's  New Stuff

Old New Stuff Page 1
.
Old New Stuff Page 2
.
Old New Stuff Page 3
.
Old New Stuff Page 4
.
Old New Stuff Page 5
or
Sport Helicopter n Pilot Global Information Exchange's
Main page
or
My Personal Stuff Menu

---

Honestly speaking, SHnPGIE's contributions have dropped of tremendously in the last 6 months, if this means there is no longer much interest in this WWWeb site, well I'm sad to say that one day the "law of  the jungle" will likely take over n SHnPGIE will die.

Until than, please realize, I already contribute 10/20 hours a week hosting/editing SHnPGIE n I personally feel it only fair that the people that enjoy n profit from this site should also contribute something to help pay SHnPGIE's out of pocket expenses. So, needing cash for SHnPGIE  I  started selling a few things to help supplement SHnPGIE's contributions.

So, if  you're purchasing a book from Amazon, now or in the future, by clicking thru SHnPGIE, we will get a small (about $0.50) commission. Or if you use telephone cards, by purchasing from SHnPGIE, you will save a buck n SHnPGIE will make a buck since (we sell them for a dollar less than at your local convenience store). So if you have the need for one of the two for mentioned items, please click on the icon above.

It all adds up n will help maintain n perhaps allow me to cover additional helicoptering events, thus giving YOU more good stuff on helicopters to read n quality fotos to dream on n help SHnPGIE be on the WWWeb one more year.

It's all up to you, the reader  if  SHnPGIE is on the WWWeb after September 1999.
Right now I feel like the beggars we C on the PBS TV channels from time to time, they are annoying aren't they, sorry.

THANK YOU

---

A Few
Good Helicopter n Aviation
...Related Books...
You may like to read
.

---

Chicken Hawk is a story of a young boy that goes thru US Army  Warrant Officer Flight School becoming both a helicopter pilot and a man. The story starts in the late 60 in the USA, than onto VietNamand back. The author Bob Mason tells how he almost washed out of pre flight school but was allowed to take the "Hell Month" over again (6o days of Hell Month) and  almost a year later earned his wing as a Warrant Officer. He tells how he and many other set up one of the first Air Cavalry Divisions (perhaps the first, I can't remember). Any way, I  enjoyed Bob's book so much I have actually read 3 times so far and most likely will again. It is a great book for any one fascinated with the whirling wing/helicopter and or VietNam helicopter aviation. If you are forgetful like me, you can enjoy it 3 times for only $8.76 thru Amazon.com. Click here to order Chicken Hawk..........

Almost every one knows Chuck Yeager was the first human to break the sound barrier. But the story that leads up to him being in the right place at the right time and having "the Right Stuff" is equally as interesting as his mach 1 story. If I remember correctly (I read this one a few years back n only once) this book also starts out when Chuck was a young man on a farm, following him thru Army flight school, a W.W.II P51 pilot in Europe and back to Murrock/Eedwards AF Base, retiring a Air Force Brig. General....... Great human aviation story, great W.W.II story and great aviation history story all rapped up in one book for just 6 bucks thru Amazon.com. Click here to order eager......

.
You may have seen the movie or perhaps the segment on 6o minuets or 2o/2o type TV show recently. What a story that starts with a grope of young soccer players on a twin engine turbo prop plane flying thru the Andes in Chili South America and does not make it. I do not want to give it a way, but is is a great story and just keeps on coming and coming as you turn the page. Once again, I read this one a few years ago and with my memory, I will take it with me on my next long airline flight and read/enjoy it all over. Alive is also a bargain at $5.59 thru Amazon.com. Click here to order here to order Alive..........