How are you doing a year out from this video? What are your thoughts on using the jetexec for a 60mile (one way) daily commute with good weather. What kinda operating costs are you seeing for 100hr/yr? Thanks adam
It's good! It's been a year and a half now since this one, and last summer I officially got my check ride and license in June. Flew about 35 hours last summer, and I think 20 or so so far this summer. No mechanical issues to deal with during that time, and I've just been flying and carrying passengers. I definitely only fly in good weather though - I don't risk high winds or rain or anything, so if I was relying on it for commuting, I'd be a little nervous. 120 mile round trip should be fine for a single tank with plenty of reserve, so no problems there. Operating costs on these are basically oil and fuel and hangar rental. Almost everything is on-condition and you might need to swap elastomeric bearings every couple hundred hours, but they aren't spendy. I'd say your 120 mile trip would cost about $100-150 all in.
@@Aerohead What's the longest cross country trip you have gone on with your chopper? Does the JetExec have any storage space to take some belongings on longer trips? Btw, I appreciate your replies man, thanks!
@Jerrin Varughese no problem! And so far, this is my longest flight. I'm looking to start branching out a bit more this summer. Do a few 100 mile trips or so.
Looking good!! I've been thinking about buying a JetExec for traiining... seems like this would be a better option for me than the R22 since I don't ever intend to fly a reciprocating powered helicopter. Would love to know what kind of fuel economy you're getting and other costs you've incurred with this helicopter... just trying to get an idea of what I need to plan for.
Hi Rick! Well, I was an original builder, so buying it would be a very different economic discussion. For me, it was the few thousand hours of work over the last 9 years, and all that entails (getting rental space, buying tools, getting specific things fabricated, replacing parts, etc.). My fuel economy now is around 12-14 gal/hr, but other JetExec's do see 17-18 when loaded in dual configuration and with a older engines. Even if you purchase instead of build, I'd say definitely still be prepared to do much more regular maintenance on it than you would expect with an R22, as the experimental part of it does mean you're relying on the build quality of whoever you bought it from. Other than that though, if you're intending to fly turbine, then yes, that is a good route. The available power difference here is hugely noticeable, as I never feel a lack of power, where you would in an R22. And the "Set it and forget it" governor system is very nice. Only times you should worry about throttle is on the ground, or if you're simulating an auto. If you do purchase one, get in touch! We'll chat through what you need to know for ownership.
@@Aerohead I talked with Stan at RotowayX today. He informed me that they can sell me a kit minus the engine and that there was someone in the Washington state area that had a few of them available. He also mentioned that someone had build one with a Bell 206 engine... had to do some significant modifications to bring the power down. According to Stan, these can be put together in about 1000 hours. That number sounded a little too good to be true, but he said it's easier than building a fixed wing.
@@RealRickCox Yep, I know the guy you're talking about with the 206 engine. He's an amazing craftsman. There's also a guy in Massachusetts that specializes in the T62 engines. I've known many that have completed it in 1000 hours, but I'm certainly not one of them. There are plenty who are building their second, or third too, so it's not fair to count them. For me it was a huge learning process, and that showed in how long it took me.
@@Aerohead who did you use as a Rotorway instructor? I’m sure you’ve heard that Mark Peterson passed away at OshKosh last week. He was the instructor closest to me.
@@G.Harley.Davidson Yes, he was my primary instructor. My most recent video was with him - I spent 2 weeks at his place earlier this month. An absolute tragedy we're still trying to come to terms with.
Maintaining energy (potential/inertial) during climb and descent is critical to safety. When practicing, doing a glide slope approach and a departure from the runway is the safest way. Steep descents and VTOL are possible of course, but use far more power and if the engine were to fail would be much more dangerous, because you wouldn't have the energy or time available to transition to autorotation. Also, it makes coordinating with other local traffic easier. I do end up using taxiways often to stay out of their way, but do so in aligned directions to the runway. As I get more comfortable, I can start changing it up a little, but as I'm learning and testing the aircraft, this is safest.
That was fun to watch. Great job Adam! So good to meet you, and mobile hangar head extraordinaire Shannon, and Superdog (I need to go get Wheel of Time so I learn to spell his name?).
