Flying through

Wednesday, 11 December 2013

Dynali H2S and H3 Helicopters

Patrick and Me in the H3 with H2S in the background
Went to Belgium on Monday to fly one light helicopter and one VLH (a category in some European countries) at the Dynali plant with Dynali pilot Patrick Gauquier.
Very nice machines - especially the H2S which has a 180 hp Subaru engine and a gross weight of 700 kgs. A really fun helicopter to fly and quite responsive. More on this in the next copy of Helicopter Life out in Spring 2014.

The helicopter designer Jacky Tonet started this design in 2006, and the H2S was launched this year, shortly followed by the VLH design the H3.

I also flew the H3 and found that a lot lighter on the controls. It is still a nice helicopter but you have to work harder with the H3 as the power to weight ratio is lower, owing to the necessity of keeping the Gross weight below 450kgs. The tail rotor on both machines is really effective. Both machines rev over 5,000 rpm so the tail rotor is a little noisy, but it works well.

Both helicopters are extremely good value for their class - the H3 being a bit over 100 thousand Euros and the H2S another 30 thousand above that. You can build a kit, as required by some countries, but Dynali prefer it if you either build your machine either in their factory, or receive training from their engineers. There are also factory built models but these are uncertified and so would not be allowed in the UK. Other countries have different regulations. Dynali prefer selling the factory built models as they feel this is safer.

Junior performing his ground staff duties!

Sunday, 1 December 2013

Upper Air Work

Rotorway with helipac for luggage
Today, did the ground exam and some upper airwork on the R162F.
Ground exam was very interesting. It is open book, which means you get to really look at the flight manual, not something one does enough. The questions made me think. For example, how exactly are the controls made up - of cables and rods, but which type and how. What is the best fuel to use on the 162, and which fuels can you take if they are available. Unleaded MOGAS is best, but ask yourself, is 4-Star leaded or unleaded? In a car it matters, but in a helicopter it matters more. I really enjoyed doing the exam.
We then went off and did upper air work - wow these military guys are daring when it comes to choosing confined areas!
Autos to a spot - needs work, again it was surprising how little distance the 162 covers in auto compared to the H500, the B206 or even the R22 - the Schweizer does have rather a brick like glide so that is not unsimilar!
We did FADEC errors. Here if there is a problem an amber or red light will appear on the FADEC. The number will be in the A or B viewer. Looking up the number (they are listed below) tells you what is affected, and then you think if it is, for example, a water pump, how much that will affect you. Advice from the manufacturer is: red light - land at once. Amber light, land when it is safe to do so. In truth, it is better to land and sort out the problem while on the ground, than hanging around in the air and (distracted) perhaps not hanging around... if you get my drift.