BeechTalk - BT

Username Protected · **Posted:** 01 Apr 2019, 00:42

Username Protected wrote:

It depends. Some are life limited some can be OH. The mast is usually chunk it. Have you thought about a Hiller?

Not many of those around outside of museums.

Username Protected · **Posted:** 01 Apr 2019, 08:32

Username Protected wrote:

I did my 5 flight training hours last year in a 300 ....... then I checked on renters insurance before my solo (never happened)
The lowest was $7,500 year. :eek:

Pretty steep for no more than I would fly. $300 per hour with or without instructor.

Guessing somewhat similar hull values but that's almost double what I paid for my '47 during training.

If they didn't want you to fly it solo, they should have just said so. Did anybody actually get their license there?

Glenn

Username Protected · **Posted:** 01 Apr 2019, 08:55

Username Protected wrote:

Tell your friend to look at a Rotorway Talon 600 instead. If he’s got the swagger, most definitely the turbine version. :thumbup:

The Rotorways are a really $$ friendly way to get into the rotorcraft arena. I have one that will be for sale within a couple of months. Getting a brand new paint job and complete renovation (powder coated frame, new lines, fuel pumps, etc).

Let me know if interested. They really are a blast at a fraction of what a cert ship costs.

Ron

Username Protected · **Posted:** 07 Apr 2019, 02:37

Another excellent option is the Hummingbird made by Vertical Aviation Technologies. It is based on a certified aircraft....the Sikorsky S-52 and is manufactured by Brad Clark. He is in the process of getting Primary Category certification for it or you can go the experimental route. It is a 4 place aircraft and well constructed. It is worth adding to the list to research.

Username Protected · **Posted:** 07 Apr 2019, 10:55

Username Protected wrote:

Tell your friend to look at a Rotorway Talon 600 instead. If he’s got the swagger, most definitely the turbine version. :thumbup:

The Rotorways are a really $$ friendly way to get into the rotorcraft arena. I have one that will be for sale within a couple of months. Getting a brand new paint job and complete renovation (powder coated frame, new lines, fuel pumps, etc).

Let me know if interested. They really are a blast at a fraction of what a cert ship costs.

Ron

Username Protected · **Posted:** 08 Apr 2019, 08:49

Username Protected wrote:

The Rotorways are a really $$ friendly way to get into the rotorcraft arena. I have one that will be for sale within a couple of months. Getting a brand new paint job and complete renovation (powder coated frame, new lines, fuel pumps, etc).

Let me know if interested. They really are a blast at a fraction of what a cert ship costs.

Ron

I think they are impressive. But oddly you don't seem to see any with a significant number of flight hours. Not sure why.

Username Protected · **Posted:** 08 Apr 2019, 14:50

The Rotorways are a really $$ friendly way to get into the rotorcraft arena. I have one that will be for sale within a couple of months. Getting a brand new paint job and complete renovation (powder coated frame, new lines, fuel pumps, etc).

Let me know if interested. They really are a blast at a fraction of what a cert ship costs.

Ron[/quote]

I think they are impressive. But oddly you don't seem to see any with a significant number of flight hours. Not sure why.[/quote]

Probably because fuel limits the length of flight to less than 2 hours. Also, let's face it, these ain't cc machines.

Ron

Username Protected · **Posted:** 08 Apr 2019, 15:03

The flight school I was flying with no longer has 300s - changed to an R44 and something called Guimbal Cabri G2. I've never heard of those - anyone else?

Username Protected · **Posted:** 08 Apr 2019, 21:22

Username Protected wrote:

The flight school I was flying with no longer has 300s - changed to an R44 and something called Guimbal Cabri G2. I've never heard of those - anyone else?

Somewhere between an R22 and R44 in terms of capital, operating costs and capacity. To me, seems like the cost are closer to an R44 and the capacity is closer to an R22 but with a high inertia fully articulating main rotor.

A buddy of mine (an R22 owner) got a few hours in one. The G2 has a fenestrom tail rotor that he felt lagged and lacked authority but otherwise was a nice machine.

When I was getting checked out in the S300 in 2017 I had to rush out to the flight school in B.C. (last one in Canada that I could find operating S300's) as they were just getting rid of their last S300 and switching over to Cabri G2's as well. In conversation with the owner/instructors the primary motivation for the change was lack or part availability for the S300 at the time.

Glenn

Username Protected · **Posted:** 08 Apr 2019, 22:14

I got my rating in a 300. Was not the helicopter for me. I always felt like I was leaning over, forward, on a cross country flight. For me just not comfortable and too slow. I did a lot of Airshows with the Hoskings family and Otto the 269, 300, helicopter. They put it through a lot and it works.

I went with the R22 for about 800 hours chasing my buffalo at the ranch. It’s a blast solo, like my motocross bikes but really you have to be on top of it the whole time. I have had the R44 for about 5 years and it’s a much nicer machine. A/C, and it easily takes 4 people. Autos are pretty easy. Sure the big helicopters are nice, I have a few friends with 206’s, 407’s, Augusta’s but they don’t fly them out of the backyard like I do or use them like the family wagon as I do and you won’t be landing at a lot of restaurants for lunch, to darn noisy and your displacing a lot of air. 44’s have their shortcomings but they are tough to beat.

Username Protected · **Posted:** 09 Apr 2019, 08:18

Username Protected wrote:

Somewhere between an R22 and R44 in terms of capital, operating costs and capacity. To me, seems like the cost are closer to an R44 and the capacity is closer to an R22 but with a high inertia fully articulating main rotor.

A buddy of mine (an R22 owner) got a few hours in one. The G2 has a fenestrom tail rotor that he felt lagged and lacked authority but otherwise was a nice machine.

When I was getting checked out in the S300 in 2017 I had to rush out to the flight school in B.C. (last one in Canada that I could find operating S300's) as they were just getting rid of their last S300 and switching over to Cabri G2's as well. In conversation with the owner/instructors the primary motivation for the change was lack or part availability for the S300 at the time.

Glenn

Thanks Glenn, that explains it.

Username Protected · **Posted:** 09 Apr 2019, 17:36

Username Protected wrote:

It depends. Some are life limited some can be OH. The mast is usually chunk it. Have you thought about a Hiller?

Not many of those around outside of museums.

Username Protected · **Posted:** 09 Apr 2019, 17:40

Wolther Helicopters in TX

Username Protected · **Posted:** 14 Mar 2020, 18:13

Username Protected wrote:

I owned a ‘96 300C for a few years. Fun little helicopter if cross country flights isn’t a common mission, they are slow. The C has an angle valve high CR (10:1) IO360 spinning at 3200 if memory serves, will produce something like 220 hp at full snort. It is “derated” to 190 hp by limiting the MP by a mark in the gauge. The net result is about 5k foot altitude boost in performance, very nice when flying in the mountains, or on a high DA day.

Fun little helicopter, the extra power made the difference, never had any problem even with both fuel tanks full and a couple “corn-fed” pilots, even on a warm day. Never flew the CB or the CBi, but I would think twice about the lower powered birds unless I was primarily doing training.

Jeff

Are replacement blades still an issue?

Username Protected · **Posted:** 14 Mar 2020, 19:06

Username Protected wrote:

The flight school I was flying with no longer has 300s - changed to an R44 and something called Guimbal Cabri G2. I've never heard of those - anyone else?

This YouTube channel has a lot of G2 content:

[youtube]https://youtu.be/7CWYv4WKLWA[/youtube]

Schweizer 300