Hi there. Two things are up for today:
ONE:
I don't know who did it or why, but I came to notice that "Return To Sender" has been nominated for the Clitorides awards, in three Categories. Also, "Jody Daniel" had been entered in the Category: "Best New Author."
This is a very nice surprise, and I am truly honoured. Thank you! It is much appreciated, as I did not expect the story to even get one download or comment!
TWO:
There has been much debate, emails to me, and comments, regarding the left-hand Pilot In Command reference of the McDonnell Douglass MD 530 F.
Here is the explanation:
First; be aware that MOST USA manufactured helicopters: - Main Rotors spin counter-clockwise and MOST European Helicopters: - Main Rotors spin clockwise. This is a very big difference in operation of the aircraft if you are not aware of the tendencies associated with the torque of the engine on the airframe.
Also: The MD 500 series of helicopters IS AVAILABLE with either DUEL control, Left-hand control, Right-hand control, or even (in the 3 front seat configuration) with middle seat control!
The tail-rotor of the MD 500 series, is located on the left rear of the tail-boom, thrusting to the right to maintain the lateral control and counteracting the engine torque.
To add to the advantage to the left seat Pilot In Command for long-lining. It has to do with translating tendency. As you know, for translating tendency, the aircraft wants to drift in the direction of tail rotor thrust. With the 500 series, the tail rotor are mounted on the left side of the aircraft, so it wants to drift to the right. To compensate for translating tendency, you have a small left cyclic input to counteract the drift, so while in a hover, the aircraft will have a slight lean to the left.
This slight lean allows for you to have a better sight picture of the load in sling load or long-lining. Another reason for the left seat Pilot In Command in long-lining is that using the collective becomes much more comfortable and easier to control, since you lean into the collective, instead of leaning away from the collective.
The other reason for lifting with an American made machine from the left, apart from being so easy leaning out the left door, is the way she wants to fly. When you are on maximum loads, the nose wants to go to the right, so as you are moving off, when seated on the left you can see where you are heading. When you are on the Right-Hand side you need a lot of left pedal input to see what's going on in front of you.
So, in essence, it is the way the bird's configured: Left-Hand Drive or Right-Hand Drive, that will determine how you fly it. The most MD 500 E and MD 530 F airframes I was in contact with, were configured Left-Hand Drive. Also, if you buy a second-hand one, take what you get! Else many mullahs for re-configuration!
We had two MD 500 E airframes in our inventory of 19 helicopters and 23 fixed wing aircraft. BOTH MDs were Left-hand drive. Both very capable aircraft, nippy and a pleasure to fly. (Being small with short tail-booms, you had to be careful on take off and in a hover.)
BTW - You can get the Bell 206 series also in Left-Hand Drive! (LOL)
Hope this helps!
Bye 4 now!