Has any pilot here setup their own company to lease helicopters to conduct heli ops without ever owning the heli yourself?... I'm considering setting up an LLC, leasing an R44 from an owner/company, to give tours as a means of taking time building into my own hands. I'm looking to grasp what all doing so would entail. Insurance...what else?

@Ivan Ho How'd you set it up? I'm considering doing something like this.

Reading this post in 2025 with the same considerations. But looking to do it with an R44. I'm curious @Jfineman how it worked out for you? Any advice in retrospect to someone considering what you did in 2018?

I'm using a battery powered tow cart by Robbie Tug. Provides a nice electric lift jack and easily moves an R44 or R66. My old Helitowcart used a modified hydraulic auto jack which leaked and was a pain to use. The Robbie Tug cart is cheaper than Helitowcart at $4,850 compared to Helitowcart at $6,820. I couldn't be happier. Yes, you can move an R22 by yourself it you're big enough but my wife can't without a tow cart. See Robinson Helicopters R44, R66 and R22 Tow Carts | Robbie Tug.

Greetings, I'm having a little trouble visualizing a point made by Coyle in "The Little Book of Autorotations." On pages 64 and 65 Coyle states that in some turbine helicopter designs, specifically those that aren't built around a fixed-shaft engine, a certain amount of residual power is still coming from the power turbine to overcome losses contributed by accessories, like a hydraulic pump, etc during a practice autorotation. He makes it clear that a real world, engine-out autorotation in such designs is steeper and has less room for error—a smaller 'flare window' one might say—because the residual power from the idling power turbine is gone. Coyle states, "For those who say - but the rotor is split from the power turbine and is being driver solely by the air passing up through it - why is the rate of descent more if the engine is really failed? The power turbine is still producing power that is going to the transmission - and the transmission takes power to turn things like the hydraulic pump. So, even if the rotor is split from [the] power turbine, the power turbine is still overcoming some of the losses. With the engine stopped, that power has to come from the rotor." My problem is this: As I visualize this in my head, I see the critical accessories being installed on the rotor side of the freewheeling unit—an admittedly big assumption on my part. Thus, I don't see how the power turbine is actually contributing to the drive of those accessories while the rotor is "overrunning" the output of the PT. Is he only talking about frictional losses in the freewheeling unit that are being subtly overcome by power coming from the power turbine, or am I missing something here? I think "The Little Book of Autorotations" is a fantastic text, but this is one section in which I wish Coyle had provided a simple schematic or diagram. The diagrams in the FAA's "Helicopter Flying Handbook" aren't particularly great for this either. Background: I'm a full time fixed wing pilot finishing a helicopter add-on rating. Thank you in advance for your expertise and insight.

I am sure this is a little late...but I can give you a BFR in the Bell 47. I have been teaching an maintaining 47's for over 20 years. Contact me if you are interested.

The gear box is not the same as a 206. I am building one up right now.

I have been working on and teaching in Bell 47's for over 20 years. I can find a heater kit for you if you are still interested.

Hi. I have been training and working on Bell 47's for over 20 years. If you have any questions, please feel free to contact me. Chester.

oh bummer. I know this is 13 years later , but the Weighing Jig link is broken