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  Jan first,  2,oo3

Official USA Time, Hawaiian - Alaskan - PacificMountain -  Central - Eastern - Caribbean

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Dell Computers
If U are gonna buy a Dell computer, Please consider click thru this web site when you order it on line......... SHnPGIE, may get a small commission, this will help SHnPGIE
pay it's bills to stay on the web for another year.

Do NOT CONTRIBUTE one dollar to the keep this web site on the InterNet as requested via PayPal. Pay Pal now charges $1.75 to contribute a dollar. As you can guess, contributing a dollar will actually cause this web site to disappear from the InterNet sooner than if you do not contribute at all.

Please, if you feel this web site is informative, interesting and or help full and you would be willing to make a small contribution, please snail mail your support to the below address and I will place it into SH's own bank account to pay present n future fees related to keeping this site on the web.

Thank you, Glenn Ryerson, Host of SHnPGIE

SHnPGIE
Rd 3 Box 3138
Stroudsburg, Pa 18360 USA

No Name at WIKIDSUPRA@wmconnect.com

My name is Duilio, I'm pilot helicopters in a firedepartment, and i like fly whith ultralight helicopters, so some days ago i buyed a mini 500 cresced and now I'm start to make new, I wold like know where is possible buy the new part of this machine, like must, blend ecc.

thanks in advancin
Duilio

Sono un pilota  Italiano di elicottero dei Vigili del Fuoco, qualche giorno fa ho comprato unmini 500 incidentato e ora vorrei ricostruirlo come nuovo, vorrei sapere se  e dove è possibile acquistare  dei ricambi nuovi  come pale, mast ecc. grazie e scusi per il mio inglese io ci provo!

grazie Duilio

Regarding the caution before buy anything new or used, I would to ask you somethings about the ULTRASPORT helicopters. I would to buy a 331 single seat, already received the information from the factory but I want to know more. In my country, Italy, I havent found nobody that  know these machine, could you tell me:

Is the Ultra Sport a good rotorcraft?

Is it safe?

is it convenient?

Your reply is appreciated.

Max

I am looking into the world of small helicopters. One of the engines that is seeming to come up in many builds is the Solar T62-2A Turboshaft. From what I understand, they are extemely useful due to their power to weight ratio. Does anyone know where I would be able to buy one of these engines? Any info would be a huge help and greatly appreciated,

Thank you!

Paul - OffroadBEAR@cox.net

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We have a S52 Hummingbird TT 40 hours since new, located Budapest Hungary.

For more information about Hummingbird see:

www.sector9helicopters.com
or
www.vertical-aviation.com

Price is 60 000 USD. Please contact  Mr. Istvan Laszlo E. mail: ilaszlo@freemail.hu or
kandallo-philippe@axelero.hu . Tel: +36-30-93-36-130

YOU PEOPLE GOTTA' BE NUTS OR HAVE SO MUCH MONEY TO THROW AWAY ON STUFFF LIKE THAT WEBSITE ABOUT YOUR WIFE'S BIRTHDAY AND YOUR VACATION.  I WENT THERE TO FIND OUT ABOUT BUILDING HELICOPTERS NOT
GETTING DRUNK IN HAWAII. 

You might be interested in this helicopter project.

http://www.icon.fi/~jtki/vikipage.html

Regards

Jukka Tervamaki

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In the Shadow of the Blade
A Viet Nam Era Huey Cross Country Flight Sory

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Re Birth of an CH-7 Angel by Todd Orme

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Glenn/SHnPGIE,

Do you know anything about the Buchwansky Turbodyne helicopter circa 1970. Apparently a flight control rig and a full-size helo were both built and both destroyed in a hangar fire. I could only find a single photo in an old copy of EAA Sport Pilot but not other reference on the 'net. If you have a lead to Buchwansky or ny other info I would be very gratefull.

Regards
Paul Ellis

aerofile@dircon.co.uk  or aerofile@ntlworld.com

EC-120B # 1      Price  Euro  935 K

PH-UNN
S/N  1310

TT  NEW  ferry flight only
Year 2002
Options:
* Dual control
* Cabin fan
* Comfortable cabin layout
* Cabin carpet
* 2 ea Radio King KY 196 Comm.
* Transponder King KT76A+Encoder
* Intercom crew/pax voice actuated
* 5 ea Headsets David Clark H10-60H
* Clock Chronometer
* VSI
* AH (Gyro)
* DG (Gyro)
* Slipindicator
* External power plug
 

EC-120B # 2   Price  Euro  850 K
PH-ECD
S/N  1169

T.T.   172 hrs

Year 2001
Options:
* Dual control
* Cabin fan
* Comfortable cabin layout
* Cabin carpet
* 2 ea Radio King KY 196 Comm.
* Transponder King KT76A+Encoder
* Intercom crew/pax voice actuated
* 5 ea Headsets David Clark H10-60H
* Clock Chronometer
* VSI
* AH (Gyro)
* DG (Gyro)
* Slipindicator
* External power plug
 

Rene Haring
Phone +31 591 351251 or  354318
Fax      +31 591 352769
Email : info@heliholland.nl
HELI HOLLAND

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For Sale
Sold on eBay 1o-13-o2  for $71,211.86 dollars in 48 bids

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R22 n R44 Owners List

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News for SHnPGIE's readers:

Eagle R&D has decided on the engine of choice for the Helicycle to be a turbine. The "complete" T62T-32 engine kit from Eagle is $9000 and the Helicycle kit is $22,000, so a person can have a high quality turbine powered helicopter for $31,000 minus paint and avionics.  The turbine will be the only engine offered for the kit for a few years.

You can see the company release of this information if you go to www.helicycle.com and click on FAQ's; it's the first FAQ.

At the gates, St. Peter told him, "Since you've been such a good man and your motorcycles have changed the world, your reward is, you can hang out with anyone you want in Heaven".

The Engineer thought about it for a minute and then said, "I want to hang out with God."

St. Peter took the motorcycle engineer to the Throne Room, and introduced him to God.  He then asked God, "Hey, aren't you the inventor of woman?"

God said, "Ah, yes."

"Well," said the engineer, "professional to professional, you have some major design flaws in your invention:

1. There's too much inconsistency in the front-end protrusion.
2. It chatters constantly at high speeds.
3. Most of the rear ends are too soft and wobble too much.
4. The intake is placed way to close to the exhaust. And finally,
5. The maintenance costs are outrageous."

"Hmmmm, you may have some good points there," replied God, "hold on."

God went to his Celestial super computer, typed in a few words and waited for  the results.

The computer printed out a slip of paper and God read it.

"Well, it may be true that my invention is flawed," God said to the engineer, "but according to our statistics, seems more men are riding my hogs than yours."

Hello all

I found your e-mail addresses on Glens website and or have spoken to most of you in the past. I own a Kompress helicopter and an Angel which I have had many hours of fun flying. I would like to establish a platform where CH-7 Helicopter owners can communicate with each other freely, and exchange information etc.

If you still have your CH-7 Helicopter or would like to participate, please let me have your details and helicopter details, so that I can set up a data base and I will post information to anyone who would like to participate. If you know of any other CH-7 Helicopter owners please forward there information so that I can include them.

Regards David Maree
South Africa
Kompress no:22

 An enterprising young student helicopter pilot from California went searching the Internet for stories about flying helicopters and found the stories I had written concerning such.  He was so taken by those stories that he e-mailed me not once but several times.  Those stories are available
FREE to all and in the hopes that they will help inspire other such helicopter pilot trainees I now pass their location on to you.  The stories are entitled "Viet Nam Moments" and are found at http://www.kittytease.com. You best have a couple of hours to spare because I'm told once you start
reading them you don't want to stop and they don't stop at just Viet Nam either.

John Galkiewicz

The Galkie Co.
POB-20
Harrogate, TN  37752
1 (423) 869-8138

I recently found your site in searching for information on Allen. I was a close friend and coworker of Allen's. I installed the broadcast equipment in the helicopters he flew for our company's traffic reports. I worked with Allen for 9 years and flew with him frequently! Our first traffic copter was an Enstrom and we upgraded a few years later to a Jet Ranger.

In all the years Allen had been flying, he experienced a number of in-flight problems. Anyone with 32,+++ hours helicopter time is going to have a hair-raisers. Allen flew because it was his passion and he made it his work/business. Allen flew 3-5 hours a day for our company and additional time for others. He would be hired out for movie shots, documentaries, pipeline, utility line, property inspections, TV coverage personnel transport or aeronautical video coverage of a story, business flights, Etc. It was easy for Allen to be in a helicopter nearly
every day. He would also do fly-in appearances for our company on a lot of weekends. A comment was made about "you don't fly where there are powerlines," well when it's your business, and your business is in a large city, this is hard to avoid. Allen's accident occurred at the airport of which he was departing for an appearance at a car dealer. The powerlines he avoided are bordering the property. Allen was also only 200 feet AGL on ascent when his engine failed, this is a very vulnerable time for engine failure, regardless of the type of
rotor-craft, and with that there was not much time for decisions. Allen probably didn't avoid the lines because he wanted to preserve them, he probably knew that if he hit them, he would get tangled and electrocuted or if luck to surpass that would fall uncontrollably from that height. You do the math - 200 feet AGL, engine cut-off on ascent, how  fast can you negotiate all your obstacles and safely land? And what about uniqueness of the craft that need to be considered as well....

I am not sure of what the auto-rotation ability is of the xyz-500, but I do know that  is considerably lighter than the conventional commercial craft. If the blade weight to craft weight ratio is not correct, and the blades are heavier than should be for the fuselage and cargo weight (not saying they are, but this is a critical issue with smaller weight crafts) the lack of weight (downward-pull) on the blades will result in the descent rate needing to be higher in the lighter craft because of having the added pull from the blades to keep them turning. Too much cyclic will cause the blades to stop much faster in this case, and because Allen was still gaining altitude from his take-off, he would have naturally been pulling too much cyclic for an auto-rotation condition. In both the Enstrom and the Jet Ranger, Allen demonstrated to me the ability to auto-rotate both crafts to a smooth landing from just over Busch Stadium to Parks Airport, which is where he flew from daily. Allen showed me things about the helicopter that the manufacturer themselves were probably not aware of. He could close his eyes and feel
every minute change in the flight. He was incredibly connected to the flight of rotor-craft. If it could be done in a helicopter, Allen mastered it. Allen gave check rides and evaluated potential pilot hires on a regular basis for his company, because he was damned good at it.

In my opinion, if something in the helicopter overcame Allen's ability to control it, then until fixed, it will take the lives of many more pilots. Allen was in a small group of highly skilled pilots. If lesser skilled pilots are challenged with the same situations, it is almost certain they will be unable to handle the situation at all. We do learn from both ours and others mistakes. I cannot think of a more routine act of vulnerability than take-off for any craft. With this being said, you have to weigh in the other factors and determine your risk threshold. It only takes one
failure to end your future attempts. If the engine or any other problem with a craft is repeatable, you must factor it. But pilots like Allen who are highly skilled and have seen everything in their lives, take for granted these factors. Or, don't have enough information to correctly factor the issue. I believe Allen knew with some intimacy the issues around the xyz-500 as I believe he was somehow involved with the company or someone within the company. Which leads me to say that if Allen could make whatever mistakes or lack of proper judgment in his decisions, we need tighter protective regulations placed on flying. I was shocked to learn that the breezy and
other experimental type crafts were being flown by non-licensed pilots!! In a craft that requires more aeronautical knowledge I find it hard to swallow that the FAA does not get involved. This lack of involvement not only endangers the pilots participating in the hobby, but also those who reside on the ground and are possibly a victim of their in-abilities. This may open the door to taking this outside of only the FAA's control and into the peoples general court system. I can see living in an area that is frequent with this hobby and accidents, and see that homeowners insurance is higher because of their presence. I could go on and on about this, but won't.

I will conclude by saying that I loved Allen for who he was and for what he un-selfishly did for the public. His abilities in flight were just as amazing. He definitely used his gifts to benefit society. I know that if he were asked, he would have admitted living a great life. Losing such a person is very hard for those he touched to accept. I can't imagine how Kris and the rest of the family are able to deal with it. I know they have more intimate memories of Allen. His vibrant spirit must be with them daily. He was that strong of a person in real-life, I have no problem believing he could be even stronger in spirit.

Sincerely,
Scott Clifton
Chicago, IL - formerly of St. Louis, Mo. (1983-1994)

 2.  Why didn't Ma Bell add more left pedal and aft cyclic?  I always had lots of right pedal and forward cyclic.  It  seems like they could have reduced those and added to the ones we needed.

 3.  Why did they put the only radio (KY-28) that  had to be recovered if you went down in the most inaccessible part of the aircraft?

 4.  Why did the pilots have armored seats but the Chief and Gunner didn't?

 5.  Why did situations that called for all the torque the engine could produce also require full use of the anti-torque pedal followed by that damn flashing red light?  (Seems contradictory)

 6.  Why did they call them Hammer-Head stalls? Maybe because only a hammer head would try one in a helicopter.

 7.  Why did I always get an aircraft with a major 1 to 1 when I had a hangover? (For you non-rotor heads, a "1 to 1" is a vertical vibration that pounds you into the seat and quakes through your body one time for each revolution of the main rotor - usually at a rate of app.  294-324 RPM, and the faster you fly, the harder it pounds After a while it begins to  hurt,---even if you don't have a hangover.)

 8.  Why didn't Ma Bell make the skin out of duct tape so it would match the patches?

 9.  Why did they make a main rotor system that could cut down small Sequoia trees, and a tail rotor system that self-destructed if  encountered anything bigger than a bumblebee?

  10.  Why were they called landing skids?  Were they intended for landing or skidding?

 11.  Why did the amount of time I had to spend in an LZ increase exponentially with the amount of fire I was receiving?

 12.  Why didn't 3-2 beer taste any better cold than it did hot?

 13.  Why did the smoke from the s**t barrel always blow towards my tent/hooch?

 14.  Why was the PX always out of everything on my day off?

 And the biggest question of all.......

 15.  Why does a Bell helicopter have unusual noises that can only be heard at night or while in the clouds?

Jerry Warrior 25, Heli Vet

Turbine HeliCycle

The facts, as best as could be determined, are that the operator of the 1967 Impala hit the
JATO ignition at a distance of approximately 3.0 miles from the crash site. This was established
by the prominent scorched and melted asphalt at that location. The JATO, if operating properly,
would have reached maximum thrust within 5 seconds, causing the Chevy to reach speeds well
in excess of 350 mph and continuing at full power for an additional 0-25 seconds. The driver,
and soon to be pilot, most likely would have experienced G-forces usually reserved for dog
fighting F-14 jocks under full afterburners, causing him to become insignificant for the remainder
of the event.

However, the automobile remained on the straight highway for about 2.5 miles (15-20
seconds) before the driver applied the brakes and completely melted them -- blowing the tires
and leaving thick rubber marks on the road surface, then becoming airborne for an additional 1.4
miles and impacting the face of the cliff at a height of 125 feet leaving a blackened crater 3 feet deep in the rock. Most of the driver's remains were not recoverable; however, small fragments of bone, teeth and hair were extracted from the crater and fingernail and bone shards were removed from a piece of debris believed to be a portion of the steering wheel.

Epilogue: It has been calculated that this moron nearly reached Mach I, attaining a ground
speed of approximately 420 mph.

Could this B true, Glennnnnnnnnnnn

Sorry, it's an urban legend... not true
   Date:  Fri, 28 Jun 2002 21:41:49 -0700
   From:  "Brian Hinman" <bhinman@mindspring.com>
     To:  <sporth@ptd.net>

This Darwin Award is the most popular of all time. Considered true for years, it was later confirmed as an Urban Legend by the Arizona Department of Public Safety. The story fooled the judges in 1995, so JATO has been grandfathered in as the 1995 Darwin Award Winner. Officer Bob Stein of the Arizona Department of Public Safety talks about the JATO story. "I receive
inquiries several times a day about accidents, drug busts, and investigations we are conducting. About two years ago I picked up the phone and researched the answer to what has now become an Arizona myth. Even after two years, I receive about five calls a month from around the county from people wanting to know, did it really happen?"

The author of the JATO legend would enjoy a cult notoriety, were his identity known today. He is unknown; however, there are several who claim of ownership of the idea of strapping a jet engine onto a vehicle. One man says he and his friend tried it out on a railroad cart. His 25,000 word essay on the subject is an interesting manual of what not to do when your father own
a scrapyard.

http://www.darwinawards.com/legends/

I found a OH58 (civilian 206 Jet Ranger) with no data plate, no paper work, in pieces (including
some skin and supports removed), but everything  seems to be there.

Since I can buy it a lot cheaper than a Rotorway kit, does any one know for SURE if I can a
person rebuild it from ground up (there is more than  50% assembly to complete it) and register
it under experimental.

Somebody please answer or send me to the right place to answer this question.

Thank you, Wayne Moore - central Mississippi USA
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Hi Glennnnn  , This is for the  builder question on the OH 58 ,,It can be done with any
helicopter,providing its done by the manuals for the aircraft and the finished product meets the
type certificate for that A/C and all the time life components meet the serviceability limits.
For the OH 58  it will fall under print 58 X. and the (cant remember the code numbers for the
Mill Manuals) TM 55-1620-10  (wrong # but same format) 20 years ago, just document the work
and have a good working relation ship with the local FSDO . Good Luck  to the big dreamer. Be
safe... Don

--- DONALD HILLBERG
--- rotermouse@earthlink.net