A/W-95 Helicopter by A-B Helicopters
ed
is ??? I'm thinking of building it but appreciate any advise .
Thanks ED
Vaughn Simon
"ed" <ewa...@netscape.net> wrote in message
news:2eee0995-769b-4a4a...@t1g2000pra.googlegroups.com...
> Is the A/W-95 Helicopter by A-B Helicopters a good design for what it
> is ??? I'm thinking of building it but appreciate any advise .
The world of small kit (or plans)-built helicopters is a place with a
somewhat troubling history. Before you make any decision on building any such
machine from any company I suggest that you do some basic investigation:
1) Get several opinions from folks in the know on this subject.
2) From the company, get the names of a few happy customers with over 100 hours
on their machines (if there aren't any, you know what to do).
3) Visit at least one or two of the customers. Airshows are a great place to do
this.
4) Get some flight training first, it will make you a more informed customer and
builder. After all, you can't learn to fly in a one-seat helicopter.
Vaughn
Gig 601XL Builder
I'd never heard of the A/W-95 but from a quick look it seems it is a true
plans built helicopter.
Are you a top grade machinist? If not, I wouldn't even think about it.
You might want to get a subscription to Experimental Helicopters. They seem
to have stories or at least photo spreads from any gathering that has more
than 2 homebuilt helicopters and pretty good technical articles. Here's
their website. http://www.experimentalhelo.com/ I think you can even
download a free issue. Stuart Fields is the owner and editor and I'll be
surprised if he doesn't jump into this thread sooner or later.
Just for the record I've been a subscriber for several months and I've never
seen a flying example of the A/W-95 featured. One of the main questions you
should ask of any homebuilt is the number of finished and flying examples.
The higher the number the better. This is not one of those places you want
to be the first guy up.
You didn't mention if you already have your rotorcraft rating or not. If not
you might consider getting it first. A. Because you aren't going to be able
to learn in a single seater and even if it is an ultralight that doesn't
require a rating the odds are you would die if you attempted to train
yourself. B. If you build your helicopter you need to be experienced to test
it. Helicopters are FAR harder to fly than fixed wing.
I'm building a fixed wing plane right now and may at some point in the
future take on a kit build helicopter but even though I will have built one
aircraft and am rated in helicopters I'd never consider a plans built
copter.
Stuart & Kathryn Fields
have been doing this for some time and I've yet to see an AW-95 fly. That
said there have been a couple of people that I know that have built and
flown them. Both of them have something different now. I will get in
contact with them and see if they are willing to let me release their
contact info. They are both experienced helo builder/flyers.
To Gig 601XL builder, thanks for the kind words.
Stu Fields
Experimental Helo Magazine.
"Gig 601XL Builder" <wrDOTgiaconaATsuddenlink.net> wrote in message
news:13linak...@news.supernews.com...
Gig 601XL Builder
>
> Small helicopters are FAR harder to fly than large ones. I've had the
> opportunity to fly a Blackhawk for a half hour or so, and have a dozen
> hours in Robinson R-22's. The Robinsons are good trainers because if
> you can fly one, you can fly any helo out there. It's like ballancing
> a broom vrs. ballencing a pencil.
>
> I would imagine a single place homebuilt would be much more difficult
> to fly than a Robinson.
You are so right. I got to fly a 206 for about 30 minutes a year or so ago.
All of my previous helicopter flight had been in an R-22. With the exception
of some systems operations which is "book learning" stuff the 206 was much
eaiser to fly.
JohnO
wrote:
I'd expect the same but am told the somewhat more flimsy and
underpowered Rotorway ships are easier to hover than a Robbie.
Stuart & Kathryn Fields
who is involved with the Mosquito, asked me if I wanted to try his Mosquito.
OK I'm helicopter rated, have hovered a UH-1, Safaris, Schweitzer 300CB,
Bell 47s, and a Brantly B2B, and tried to hover a R-22. Here was Dwights
Mosquito that weighs less than 300 #. I knew it was going to be skitterish
as hell and was scared spitless as I slowly raised the collective keeping
the rpm in the green. The little bugger came nicely off the ground and just
set there like a much much heavier helicopter. Withing 15 sec I was hover
taxiing the thing around the field. Having raced two stroke motorcycles I
wasn't inclined to go flying about though without accumulating more faith in
the engine. Bottom line? It was easier to hover than any other helicopter
I've tried with the exception of the Huey. People who have flown both the
R-22 and the Mosquito say the Mosquito is much easier to fly. Now I don't
have any experience or second hand info on the AW-95.
The Exec that I hovered felt very much like a Safari.
"JohnO" <john...@gmail.com> wrote in message
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cavelamb himself
> Well...Have I got a surprise for you guys. A few years ago Dwight Junkin,
> who is involved with the Mosquito, asked me if I wanted to try his Mosquito.
> OK I'm helicopter rated, have hovered a UH-1, Safaris, Schweitzer 300CB,
> Bell 47s, and a Brantly B2B, and tried to hover a R-22. Here was Dwights
> Mosquito that weighs less than 300 #. I knew it was going to be skitterish
> as hell and was scared spitless as I slowly raised the collective keeping
> the rpm in the green. The little bugger came nicely off the ground and just
> set there like a much much heavier helicopter. Withing 15 sec I was hover
> taxiing the thing around the field. Having raced two stroke motorcycles I
> wasn't inclined to go flying about though without accumulating more faith in
> the engine. Bottom line? It was easier to hover than any other helicopter
> I've tried with the exception of the Huey. People who have flown both the
> R-22 and the Mosquito say the Mosquito is much easier to fly. Now I don't
> have any experience or second hand info on the AW-95.
> The Exec that I hovered felt very much like a Safari.
>
Just a guess, Stuart, but what were the control forces and excursions
like on the Mosquito?
Richard
Morgans
"Stuart & Kathryn Fields" <sf...@iwvisp.com> wrote
> People who have flown both the R-22 and the Mosquito say the Mosquito is
> much easier to fly. Now I don't have any experience or second hand info
> on the AW-95.
What do you think of the power output of the little Rotax in the 95? Is it
over taxing the engine, or is it going to be able to put out that much power
without reliability problems in the long run?
Whenever I see a 2 stroke in a Heli, it reminds me too much or an earlier
helicopter no longer in business (that shall go nameless) and it concerns
me.
--
Jim in NC
Stuart & Kathryn Fields
felt connected to the ship and control excursions required were not large
but generated response that seemed very appropriate. This seems to be
supported by the fact that several people have learned to fly the thing
without having any helicopter instruction. Something I sure don't
recommend.
"cavelamb himself" <cave...@Xearthlink.net> wrote in message
news:13lk4gr...@corp.supernews.com...
Stuart & Kathryn Fields
running at or near full power. Then to practice an auto you chop the
throttle and if steps aren't taken, a seizure can result. I know one guy
who has added an enrichment device for just those times when he reduces
throttle after running at full chat for awhile. In my old motorcycle days I
had a compression release installed for those long down hills so that I kept
some fuel-oil mixture going thru and also I could avoid a fouled plug at the
bottom. With an sprag clutch and no real flywheel on a helicopter the
compression release would not work.
All that said I do know of a couple of guys flying the Ultrasport with the
two stroke engine and they seem to have over come some of the two stroke
problems.
Engine power requirements can be kind of estimated quickly using the old
10#/hp For adequate helicopter performance this rule of thumb gives some
indication of how much power is going to be needed. Whether the Rotax can
supply this for a period of time is a question better asked of people who
have used them in such an environment.
"Morgans" <jsmo...@charterJUNK.net> wrote in message
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cavelamb himself
> Richard: As I recall the control forces were fairly light but such that I
> felt connected to the ship and control excursions required were not large
> but generated response that seemed very appropriate. This seems to be
> supported by the fact that several people have learned to fly the thing
> without having any helicopter instruction. Something I sure don't
> recommend.
>
Sounds like somebody got it right.
Capt. Geoffrey Thorpe
news:t_qdnbjcQtZCL8fa...@iwvisp.com...
> Richard: As I recall the control forces were fairly light but such that I
> felt connected to the ship and control excursions required were not large
> but generated response that seemed very appropriate. This seems to be
> supported by the fact that several people have learned to fly the thing
> without having any helicopter instruction. Something I sure don't
> recommend.
http://youtube.com/watch?v=232hX895nU0
--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.
Stuart & Kathryn Fields
helicopter pilots looking at it a few years back and the consensus of
opinion was that the pilot probably had a brief flight with his instructor
the day before and the danged instructor never really let the guy have the
controls but was "On there with him" and the guy thought he was flying the
thing OK. This gave the guy the impression that it wasn't that hard so he
tried it by himself. Bad instruction technique. I had the same kind of
instruction in a Schweitzer 300CB at a fairly famous flight training school.
I never knew whether it was me or the instructor on the controls. Left
there and took training with Mike Zemlock in Chino. There was never any
doubt in my mind who just screwed up that maneuver.
"Capt. Geoffrey Thorpe" <The Sea Hawk at wow way d0t com> wrote in message
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Maxwell
"ed" <ewa...@netscape.net> wrote in message
news:2eee0995-769b-4a4a...@t1g2000pra.googlegroups.com...
> is ??? I'm thinking of building it but appreciate any advise .
> Thanks ED
I have wanted to build an experimental helicopter most of my life, and have
read, visited and otherwise observed the situation for many years. I should
also add that I own a well equipped welding and machine shop, so I would be
a good bit more fearless than most people attempting to do so. But so far a
good, safe, reliable kit built helicopter is just not a reality. From what I
have seen at best, everyone that builds something like A/W 95 winds up with
something they are afraid to fly higher than they are willing to fall, or
something the hurts them. Notice a lot of footage on the internet of people
demonstrating designs, but seldom much above 10'. I have only talked with 1
person, that claims to have profited by building a kit build copter, and I
have to doubt his success due to the extreme failure of others.
The primary reasons seem to focus on the smaller crafts LIMITED ability to
enter and safely execute an auto rotation, and the less reliable light
weight engines required to make them successful. But this certainly isn't
the only reasons. Helicopters and light weight power plants are much more
complex than the inexperience could ever imagine. Although I feel confident
someone could in fact build one, I doubt it has been done yet. And the time
and money it would take to accomplish the task would quickly out weigh the
cost of just buying a good used helo. My experience tells me that if I every
commit to such a project, I will only be doing so because I enjoy a good
challenge, and that would be a good one. Certainly not because I was hoping
save some money on flying a sport helicopter.
Stuart & Kathryn Fields
13 events each year which have at least some kit built helicopters in
attendance. One of the most recent, Homer Bell's in Ohio had one single
seat kit built helicopter (Helicycle) fly in from Louisianna. At the end of
the event he jumped in his bird and flew home. The January issue of our
magazine has an article on that. In another example, Mark Richards flew a
Baby Belle two seat kit built helicopter from Ear Falls Ontario to the Sun'n
Fun Fly-In in Florida. Another example is Al Behuncik who has flown his
Rotorway Exec, a two seat kit built helicopter from Alberta Canada to
Oshkosh several times. Now I've got 240 hrs on my two seat Baby Belle and
while I haven't flown long cross countries, the 240 hrs have been just
almost maintenance free with the exception of oil and filter changes. BTW
another Baby Belle was flown from the Seattle area to Oshkosh and return.
Auto Rotations. With two of us up and 1/2 tank of fuel, Mark Richards did
an autorotation down to the 3' level where I counted to three before he
added the power back. Another example was John Snider at Oshkosh this year
was doing hovering autos in his two stroke Mosquito from as high as 18' agl.
I don't think that you will find anyone willing to do that in an R-22 or a
Schweitzer 300CB, or for that matter a D model Bell 47. Also operating an
ultralite, two stroke engined Mosquito, less than 254#, was a highly
experienced airline captain. While it is true I've never seen an AW-95
flying at any of the events that I attend, I do know of two highly reputable
people who have accumulated some hours in their version of the AW-95.
There are an increasing number of kit built helicopters ranging from single
seaters to and including a 4 -5 seater, co-axial, turbine powered etc. The
reason for this is the cost of maintenance and the ability to modify and fix
things that aren't done as well as changing technology will allow. Example:
Metal rotor blade replacement for Bell 47. $64,000. Not too long ago a
pair of brand new control links for a Bell 407 were on ebay listed for
$8,000. His comment was that the Bell price was $30,000 for the pair; just
two pieces of tubing with a rod end on one end and a control fork on the
other. I could make them in my shop in a couple of hours. I didn't believe
the $30,000 so I called Bell and indeed the price was $28,500!!! While I
can probably afford to pick up a used Bell 47, I refuse to pay for the
maintenance and operating costs when both Bell and FAA tell me where I have
to buy my parts. BTW the performance difference between my Baby Belle and a
D model Bell 47 is very small. It is my contention that it is not possible
to own a certified helicopter because of this relationship with Bell and
FAA.
With your background of welding and machining, you would be a more than
welcome addition to the Experimental Helo community.
I too dreamed of flying my own helicopter since the late 60's but in 1997 I
was in the air. Since then I've flown my Baby Belle in Ca, Ore, Wa. AZ, NM,
Tx, Ok, Ohio, IN, IOwa, WI, MI and Ontario Canada. Still having a blast.
Stu
"Maxwell" <luv2...@cox.net> wrote in message
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