Here is a testimonial
that John sent me to post on the web site for prospective students
to read. It was is an excerpt of an article that was published
in Autorotate Magazine. The problem that occurred with their helicopter
that is described in this story has been solved by the very successful
change to a different secondary design and more recently by the
factory replacing the standard chain drive with a cog drive belt
with belt tensioner.
My father
and I purchased a Rotorway 162F and began our search for a Rotorway-experienced
helicopter flight instructor to provide us with flight training
in our own helicopter. Our search quickly brought us into contact
with Orv Neisingh who has made it his career to instruct want-to-be
helicopter pilots in their own helicopters. We set a training
schedule and in a short time Orv arrived to begin our flight training.
Orv first gave the helicopter a thorough airworthiness inspection
as he explained the function and maintenance of all of the various
components of our Rotorway. He made some adjustments and showed
us how to perform the periodic maintenance that we would be doing
at the regular maintenance intervals. This included adjusting
the torque on the cylinder head bolts, adjusting the valve rocker
lash, and many other periodic maintenance items. He also gave
us a number or solid suggestions of ways that we could improve
the reliability of our helicopter. The maintenance training and
upgrade suggestions that Orv gave us was worth the price that
we paid for training alone.
During a weeklong stay we fully explored the areas where pilots
of these small helicopters get into trouble, such as hovering
with more that 10 knots tailwind. Orv split his time between my
father and I, flying up to his maximum of eight hours in a 24
hour period. Non-flying time was spent doing ground school over
a chicken sandwich or chefs salad at the local fast food place.
We really felt Orv was giving us our money’s worth. By the time
we finished our first week of training, both my father and I were
feeling comfortable with the ship and Orv endorsed us both for
solo.
The solo practice hours came fast and furious, getting 40 hours
on the ship in just a few weeks. I would fly four hours, then
switch off with my father for his turn. It was my dad who was
hovering at three feet AGL toward the fuel pumps when the Rotorway
made a loud bang. His training with Orv kicked in and he stopped
the yaw, pulled full collective, and got the twitchy tow place
copter on the ground without damage. An inspection revealed the
secondary shaft, which transfers power from the engine to the
main rotor and tail rotor via a system of belts, had sheared where
a spherical bearing supports the shaft. We later learned there
have been several failures of this shaft in Rotorway helicopters
resulting in accidents and destroyed helicopters. This particular
shaft failure was the first one that occurred with the new and
improved 35mm shaft. I need to note that the helicopter was running
a Pro-Drive cog belt at the time.
After this close call, we made the decision to have a new shaft
and bearing installed and sell the experimental helicopter in
favor of a certified R-22. We called Orv and informed him of our
decision and thanked him for his fantastic training that probably
saved my father and the ship from serious damage. Ironically Orv
said that he too had been thinking of moving to a certified ship
due to the secondary shaft breakage issues and had just placed
an order for a brand new R22 from the Robinson factory in Torrance,
CA.
So how much will having an instructor travel to you cost? It
depends on whether you have your own helicopter. Since my father
and I both needed ratings, it worked out well to have an instructor
come to us. We could split the time and cost while each flew four
hours a day, about the maximum a single student could absorb.
Orv was willing to fly with our schedule, whether it was early
in the morning or in the middle of the night, just as long as
his flight instructing hours did not exceed 8 hours a day.
You can expect to pay around $750.00 a day for dual instruction,
plus lodging and meals for the instructor. In looking back I know
that I saved money by flying every day on consecutive days. The
lack of time off meant there was little regression from lesson
to lesson. I was prepared for my check rides in the minimum hours
required by the FAA plus I got to know a highly skilled individual
who today is more than just an instructor, he is a dear friend.
John
McLaughlin
Iowa Helicopters
Designated Pilot Examiner/ Helicopter