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HP Building Practice Test

construct-It-your self Helicopters | HP2-Z34 test Questions and Cheatsheet

When somebody slaps down a hundred grand for a vehicle—a cigarette boat, say, or a sports automobile—there's continually some type of purple-carpet handover: a hearty handshake along with the keys, then a captain’s cap or a bottle of wine.

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not when the vehicle is a kit-developed helicopter. In March 2009, Rod Harms’ helicopter-to-be arrived in eight crates stacked outdoor his ranch-fashion condominium near Pekin, Illinois. The birth provider left them in the nearest open space: the road. “now not by the road, within the street,” says Harms. He known as a chum to help hustle them out of traffic. The beginning, just eight days after the order had been positioned with RotorWay foreign in Arizona, caught Harms along with his hangar incomplete.

four months later, he has entire the hangar, together with tons of the aircraft’s body and cabin. brilliant, spacious, outfitted with workbenches, energy equipment, and a concrete floor, Harms’ hangar is near his condominium: His wife signed off on the venture on the condition that he now not construct it after hours at his auto-physique shop—she had the wifely intuition that she may now not see him for months of Sundays.

One huge crate stores dozens of lumpy, decrease-wrapped cardboard sheets. here's how RotorWay applications smaller ingredients like snap rings, pins, nuts, and bolts, which if shipped en masse in plastic bags may finally end up within the incorrect holes. every half has a different quantity to match a step in RotorWay’s notebooks and DVDs.

First clamoring for be aware in brash, positive journal adverts of the Fifties (“convenient!” “enjoyable!” “anybody who can ride a bicycle can fly this!”), the primary practicable domestic helicopter items got here from Buford J. Schramm and Robert Everts, who designed the Scorpion (first named the Javelin) and started selling it in 1967 to hobbyists who wanted recreational rotary-wing flight but didn’t wish to go the gyrocopter route with Bensen, Barnett, and other manufacturers, or couldn’t afford a factory-developed mannequin. Two-seater Scorpion and later Helicom kits had been difficult even for the automatically talented, but can charge under $7,000 in 1975, one quarter the fee of a Hughes 300 two-seater. despite the fact this entry-level area of interest took a hit when the $forty,000 Robinson R22 creation helicopter debuted in 1979, the homebuilt industry nevertheless sells lots of of kits per yr for construction below the Federal Aviation Administration’s beginner-built, experimental class.

in keeping with Homer Bell, who taught himself to fly in a two-seat RotorWay Scorpion Too within the first wave of equipment-copter enthusiasm and is now a consultant to home helicopter builders, “There’s no single classification of consumer. They’re in every single place—medical doctors, farmers, not just americans who don’t have sufficient funds to get a production computer.” The kit helicopter group is plenty smaller than the mounted-wing kit builders, but the competencies go over: It’s now not extraordinary to find helicopter builders whose stables apartment a Van’s RV-10 or different homebuilt aircraft.

When all assessments are done and types accomplished, the consumer finds that he or she is the brand of a brand new plane, in addition to its mechanic, despite the fact that the inability of an airframe-and-powerplant license. This has its pros and cons. On one hand, the agents of such kits may also be agile and adaptive, which helps keep creation prices low. they could decide to ship anything engine suits their fancy, or can depart the choice to the purchaser, who may use a rotary engine from a Mazda RX-7 if he may adapt the power teach. considering that the FAA does not certify unassembled package helicopter fashions as airworthy, it offers no opinion on such matters. however, in case of mishap, the customer’s number-one felony target is himself, as brand and chief mechanic.

The be aware “equipment” may additionally conjure up childhood reminiscences of assembling a Revell mannequin from a cardboard container, building up each rotor with blades and a tube of glue. however when it involves huge helicopters, “build” is a extra applicable verb than “bring together.” while some elements ought to be cut, trimmed, or drilled, no arcane abilities are imperative. It helps to delivery with a neatly-outfitted workshop, a methodical trend, and a familiarity with engines. Some corporations, like Hummingbird maker Vertical Aviation technologies, let consumers add bucks to movement up to a “brief-construct equipment” that cuts down on workshop time. however velocity is not the aspect. consider of a huge watch: RotorWay wants its shoppers to wield a micrometer and paper-thin shims to convey the hub and connected rotor blades (which stretch 25 feet tip to tip) to within .001 inch of superb middle.

“Some americans may still simplest be building wheelbarrows,” says Al Behuncik, a RotorWay dealer in Alberta, Canada. “Their angle is, ‘smartly, it appears respectable enough to me!’ ” Behuncik spent 27,000 hours building and flying the 4 aircraft in his “copter barn,” developing with improvements for the factory to undertake. Meticulous in his work, he has the gentle method of a wrench-wielding Mr. Rogers, but his tone changes when discussing issues which are, in his view, without problems avoidable. Behuncik says he sees two personalities that tend to get into trouble: “One is the person with out a mechanical capacity. The different is a person who simply wants to get it carried out.”

while an historic hand like Behuncik plans on spending 350 hours to deliver a new A600 Talon from crate to flight, a newcomer is likely to spend twice that, or more. I heard stories of people for whom a decade of tinkering wasn’t enough. (advertisements for the infamous Mini-500 single-seater kit from Revolution Helicopters claimed that owners might build one in forty to 60 hours, however after a spate of smartly-publicized fatal crashes, difficult landings, and difficult feelings, Revolution folded in 1999.)

five agencies dominate the North American market. Three make kits in the u.s.—RotorWay sells the Talon; Eagle R&D, the Helicycle; and Vertical Aviation technologies, the Hummingbird— and Canada has two brands, Safari and Mosquito. (B.J. Schramm situated RotorWay in 1961 and Eagle R&D in 1998; he died in 2004 in the crash of a Helicycle, but his spouse heads his 2nd company.) Kits with engines promote for roughly $28,000 for the entry-stage, single-seat Mosquito to $200,000 for the four-seat Hummingbird, a package version of the Sikorsky S-fifty two. RotorWay dominates the container, having shipped its first kit helicopter, the Scorpion, in 1967.

HOMER BELL IS A HOSPITABLE soybean farmer who moonlights as a traveling troubleshooter for equipment-helicopter homeowners; they comprehend him through first name in preference to remaining. considering the fact that Bell doesn’t cling an airframe-and-powerplant license, his respectable position is more mentor than mechanic.

Bell spent two and a half years on his two-seat RotorWay Scorpion Too, flying it on the 1975 Oshkosh display. B.J. Schramm had priced the Scorpion low sufficient to entice inexperienced persons like Bell: $6,900 for the comprehensive package, including an Evinrude outboard motor. but Scorpion buyers opened the boxes to locate raw fabric ready to be cut, bent, and joined right into a fuselage per the blueprints. Would-be pilots besieged Schramm’s RotorWay firm for aid.

“He was taking calls 24/7 from valued clientele,” recalls Bell, who changed into a technician for national cash Register when Schramm invited him to be a broker and earn commissions. “pretty soon i used to be spending three to 4 hours a day on the telephone, into the evening, and additionally working third shift,” Bell says. “I advised B.J., ‘I’m spending too much time on this. Let me out of this broker deal.’ ”

The answer: Bell would keep offering assist and luxury to package builders but cost for it. In 1984 he began inviting fellow helicoptrians to his condo in Waynesville, Ohio. After three years, the July “copter meet” outgrew the regional, and Bell purchased a 200-acre farm, where he lives nowadays, elevating corn and soybeans, and inserting aside helicoptering for the harvest each fall.

in the first years, Bell’s fly-in changed into more of a force-in, by which he hosted unflyable helicopters that arrived on trailers. some of folks that regarded ready to go had owners who had been reluctant to make the first flight and not using a nose-to-tail rotor inspection by Bell and different veterans. “It was more of a seminar returned then,” Bell says. “They’d deliver their machines and we’d critique ’em. We’d assist on certain issues, like build up blades.” because these days’s kit-builders have an awful lot greater support attainable—on-line forums, manufacturing facility checkouts, paid builder guidance, aftermarket ingredients, DVDs, cut back-wrapped parts—and extra add-ons like rotor blades are offered already fabricated, wanting simplest attachments, few helicopters pull up at Bell’s door in dishabille anymore. “every evening the Helicycle guys go to their web page on Yahoo,” says John Murphy, who owns a one-seat Eagle R&D Helicycle. “Minutes after somebody has a problem, it’s on the pilots’ website.” clients then reply with a solution or delivery a fix-it dialogue. “so that offers you a heat fuzzy feeling.”

finishing a helicopter both completes a challenge and starts off yet another. Let’s expect that the brand new two-seater is rigged and balanced completely. expect additionally that a certified flight teacher is accessible. nevertheless, the primary days of follow are prone to be irritating—even horrifying—since it takes time to advance the reflexes and multi-tasking potential wonderful to helicopter piloting. once skids depart floor, pilots should make consistent, small corrections on the controls immediately. Early equipment-built rotorcraft had one of these excessive crash expense that an FAA inspector in a July 1970 familiar Science article referred to as them “the most dangerous type of experimental aircraft in use these days,” and warned that 95 percent of the crashes turn up at low speeds close the ground. It was a sobering change in tone from that present in past magazine articles. One reason for situation among beginners is the phenomenon known as dynamic rollover. If a helicopter pivots around a landing equipment all through liftoff or one touchdown apparatus makes inadvertent contact with the ground while sliding sideways, the thrust of the main rotor will flip the computer on its side, requiring lots of dollars in repairs.

The fundamental manufacturers of kit helicopters share the layout of Igor Sikorsky’s classic VS-300 prototype of 1941, which mixed a single leading rotor for carry with a small, vertically hooked up rotor on a tailboom to offset the leading rotor’s torque. Flight controls on package-constructed helicopters mimic those on their production counterparts. Two “anti-torque” foot pedals handle the pitch of the tail rotor and point the nostril left or correct; a collective lever connects to the main rotor and urges the computing device up or down; and a joystick at knee stage known as a cyclic adjusts the leading rotor to tilt the helicopter so it flutters off in the desired direction.

Orv Neisingh is an unbiased Missouri-based professional who has been working towards pilots on RotorWay helicopters for 10 years, and now holds an airframe-and-powerplant license that makes it possible for him to log out on fix work throughout his box visits. That elevates him to one in all an elite corps of consultants. liability considerations, the small dimension of the kit-copter market, and the inclination amongst builders to perform their own repairs hold the variety of licensed mechanics who take care of package-constructed helicopters low. Neisingh’s provider comes with a sensible skepticism. earlier than scheduling work the place he would fly yet another’s kit helicopter for working towards or trying out, he requires the new consumer to fill out a protracted and sobering checklist.

RotorWay consumers can also go straight to the manufacturing facility. RotorWay runs its flight school out of Stellar Airpark in Chandler, Arizona, in three units, or phases, of classes. each and every section takes up to per week. section 1 is primarily for hover practice, which alternates with school on documentation, renovation, and rigging. according to Robin Wactler, director of the flight school, the most desirable time to come for part 1 working towards is close the conclusion of construction, but earlier than the main rotor is finished.

Nearing the conclusion of their build, Helicycle house owners are required to spend every week with an Eagle R&D consultant like Doug Schwochert of Burlington, Wisconsin. Schwochert’s house call comes at an extra can charge nonetheless it isn’t non-compulsory, considering that he brings a vital pair of main-rotor bearings obtainable simplest from the manufacturing unit. (After B.J. Schramm liquidated his hobby in RotorWay and established Eagle R&D, it became Schwochert who satisfied him that a turbine as an alternative of a piston engine may still be the Helicycle’s ordinary powerplant.) Schwochert inspects each and every part earlier than lights off the turbine, followed with the aid of a sequence of alterations earlier than look at various flights start.

A refurbished photo voltaic T62 gas turbine once utilized in turbines is the ordinary engine, accounting for a quarter of the equipment’s $39,800 price. Its vigour area spins at 62,000 rpm, more than 1,000 times a 2nd. Gearboxes convey this down through an element of 20 to suit the tail rotor, and still extra for the main rotor. notwithstanding the solar is rated for a hundred and sixty shaft horsepower, Eagle has cut gasoline stream, holding it to ninety shaft hp for longer existence.

IT’S just AFTER LUNCH within the RotorWay school hangar, and the speak is of grease: the purple range, in a huge bright grease gun, and where to aspect it. A RotorWay 162F government (outmoded via the A600 Talon in 2007) has grease points beneath the leading rotor and across the tail rotor drives. Explains Robert Preston, the company’s manufacturing unit teacher pilot, homeowners should be wielding the gun each 25 hours of events operation, and should be checking air and fuel filters, changing oil, and tightening the chain force and the three rubber belts that drive the tail rotor.

When explaining how to tighten bolts, Preston advises pupil Don Pool: “remember, here is an aluminum block and metal wins each time, so don’t practice greater torque on the bolts than essential—no monkey strength allowed!” With outing for flight practicing, Preston spends the week shouldering through a long record of RotorWay-specific recommendations.

Pool is a excessive-time company jet pilot (and licensed airframe-and-powerplant mechanic) who looks content with atmosphere apart time and cash to learn the hobby—as much as a degree: He desires to earn his hover endorsement this week, in preference to having to come back back later to finish part 1. Preston warns him that most students deserve to come again for an further week of training earlier than relocating on to Phases 2 and 3. In all, a person new to helicoptering may require four journeys to Chandler, however on the conclusion he or she will have a gilt-edged rotorcraft license.

patience and respectable workmanship is key, says Al Behuncik. “The helicopter is a lovely machine, but if it’s not built correctly it may possibly and will kill you. There’s no excuse for anyone building a shoddy laptop, because the educational books and movies reveal you precisely how to do it.”

What do americans do with their helicopters upon completion, anyway attend fly-ins? As these are experimental craft, business use is unlawful. Rod Harms plans on the use of his Talon for 2-hour jaunts to Chicago, packing luggage in a cargo compartment that matches below the cabin. Joe Goetz makes use of his Helicycle as a volunteer eye in the sky for the sheriff’s department in Maricopa County, Arizona; he enjoys the experience of mission and the fact that when on duty he can land at areas otherwise off-limits to helicopters, like downtown parking ramps. Norm St. Peter and his spouse use their glide-equipped Hummingbird to fly from Florida to northern Maine, where they fish remote lakes.

Checking lower back with Don Pool at the conclusion of his week at RotorWay, I gain knowledge of he has beaten the percentages and won his hovering endorsement. This opens the manner for training at home, adopted with the aid of extra work at Chandler to conclude his score. Then he plans to load his govt on a trailer and haul it out west in the back of an RV. where the pavement stops and the wasteland starts off, he’ll climb in and head for the hills.

James R. Chiles is the creator of The God laptop: From Boomerangs to Black Hawks, The Story of the Helicopter (Bantam Dell, 2007).

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