<![CDATA[Rotorway Forums - General Discussion]]>

<![CDATA[Rotorway Forums - General Discussion]]> https://rotorwayforums.com/ Thu, 30 Jul 2026 23:55:31 +0000 MyBB <![CDATA[OK thread]]> https://rotorwayforums.com/thread-158.html Thu, 23 Jul 2026 09:19:39 -0500 Homer Bell]]> https://rotorwayforums.com/thread-158.html <![CDATA[Importing a UK vehicle to Ireland for hangar runs VRT and paperwork]]> https://rotorwayforums.com/thread-156.html Mon, 20 Jul 2026 16:49:52 -0500 Shane Sr]]> https://rotorwayforums.com/thread-156.html Slightly off-topic but figured someone here might have been through similar looking for advice on importing a UK-registered vehicle to Ireland for utility use (mainly hangar runs and towing a small trailer for the A600 build parts).
Context: my old Nissan Navara is on its last legs and the UK market has better deals on light diesels than the Irish market right now (post-Brexit pricing and fleet turnover). I’m looking at a 2021 Ford Ranger from a UK dealer, around £18k.
I’m trying to get a realistic picture of total import cost. From what I understand, the main items are:
- VRT, based on OMSP and vehicle category
-VAT and possibly customs duty for GB imports
-NOx levy for diesel vehicles
On VRT specifically, I initially thought a pickup registered as N1 might qualify for a low flat rate, but it looks like most light commercial vehicles are actually taxed as a percentage of OMSP unless they meet stricter criteria. So the final amount may be significantly higher depending on how Revenue classifies the vehicle.
I know the official figure only comes after inspection, so any estimates should be taken cautiously.
Questions for anyone who's imported a UK vehicle to Ireland (or elsewhere in the EU):

Did you use a customs broker or handle it yourself? The post-Brexit paperwork looks like the main complexity.
How long did it take to get a VRT inspection appointment?
Any pitfalls with getting (or keeping) N1 classification on a pickup like a Ranger? Does Revenue scrutinise seating/configuration closely?

Appreciate any real-world feedback. I’ll document the process if I go ahead.]]> Slightly off-topic but figured someone here might have been through similar looking for advice on importing a UK-registered vehicle to Ireland for utility use (mainly hangar runs and towing a small trailer for the A600 build parts).
Context: my old Nissan Navara is on its last legs and the UK market has better deals on light diesels than the Irish market right now (post-Brexit pricing and fleet turnover). I’m looking at a 2021 Ford Ranger from a UK dealer, around £18k.
I’m trying to get a realistic picture of total import cost. From what I understand, the main items are:
- VRT, based on OMSP and vehicle category
-VAT and possibly customs duty for GB imports
-NOx levy for diesel vehicles
On VRT specifically, I initially thought a pickup registered as N1 might qualify for a low flat rate, but it looks like most light commercial vehicles are actually taxed as a percentage of OMSP unless they meet stricter criteria. So the final amount may be significantly higher depending on how Revenue classifies the vehicle.
I know the official figure only comes after inspection, so any estimates should be taken cautiously.
Questions for anyone who's imported a UK vehicle to Ireland (or elsewhere in the EU):

Did you use a customs broker or handle it yourself? The post-Brexit paperwork looks like the main complexity.
How long did it take to get a VRT inspection appointment?
Any pitfalls with getting (or keeping) N1 classification on a pickup like a Ranger? Does Revenue scrutinise seating/configuration closely?

Appreciate any real-world feedback. I’ll document the process if I go ahead.]]> <![CDATA[Flying with my former student]]> https://rotorwayforums.com/thread-154.html Fri, 17 Jul 2026 22:40:56 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-154.html

Here is a photo of John, Tony and Dave at John’s meet many years after their flight training by me in Rhode Island.

]]>

Here is a photo of John, Tony and Dave at John’s meet many years after their flight training by me in Rhode Island.

]]> <![CDATA[Paint on the leading edge blades.]]> https://rotorwayforums.com/thread-144.html Sat, 11 Jul 2026 09:36:44 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-144.html

Here is another example.

]]>

Here is another example.

]]> <![CDATA[Oil tank vent cap]]> https://rotorwayforums.com/thread-143.html Sat, 11 Jul 2026 09:29:50 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-143.html
This is the stock cap with vent holes around the bottom.

Here are several examples of vent caps with removable oil level dip sticks that are installed on the helicopters in my hangar.

]]>
This is the stock cap with vent holes around the bottom.

Here are several examples of vent caps with removable oil level dip sticks that are installed on the helicopters in my hangar.

]]> <![CDATA[: Hello from Cork, Ireland A600 Talon build in progress]]> https://rotorwayforums.com/thread-142.html Sat, 11 Jul 2026 02:16:07 -0500 Shane Sr]]> https://rotorwayforums.com/thread-142.html <![CDATA[Rusted main rotor shaft]]> https://rotorwayforums.com/thread-131.html Tue, 07 Jul 2026 06:47:08 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-131.html
If your helicopter has sat for several years without periodic greasing, it is imperative to inspect it for rust pitting especially in the area above the thrust bearing where the entire cantalevered portion is exposed to the most lateral stresses in flight. The first place to look is under the rubber boot because that boot traps moisture that begins to eat away at the shaft surface. Surface rust in that area can be cleaned up with emery cloth as long as there is no pitting that cannot be sanded off. If the shaft is pitted to the point where sanding will not remove the pits, the shaft is not airworthy and must be replaced. Don't let this happen to your main shaft.

I suggest that the boot be lifted and the shaft greased with generous amounts of lubricant every 25 hours or if the helicopter is sitting, every year at least.]]>
If your helicopter has sat for several years without periodic greasing, it is imperative to inspect it for rust pitting especially in the area above the thrust bearing where the entire cantalevered portion is exposed to the most lateral stresses in flight. The first place to look is under the rubber boot because that boot traps moisture that begins to eat away at the shaft surface. Surface rust in that area can be cleaned up with emery cloth as long as there is no pitting that cannot be sanded off. If the shaft is pitted to the point where sanding will not remove the pits, the shaft is not airworthy and must be replaced. Don't let this happen to your main shaft.

I suggest that the boot be lifted and the shaft greased with generous amounts of lubricant every 25 hours or if the helicopter is sitting, every year at least.]]> <![CDATA[Ethanol in carbureted engines]]> https://rotorwayforums.com/thread-129.html Mon, 06 Jul 2026 07:06:21 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-129.html <![CDATA[Reversing the front landing gear.]]> https://rotorwayforums.com/thread-128.html Mon, 06 Jul 2026 06:21:30 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-128.html <![CDATA[Talon Gear Spread]]> https://rotorwayforums.com/thread-127.html Sun, 05 Jul 2026 08:54:40 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-127.html

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]]> <![CDATA[Auxiliary cooling modification.]]> https://rotorwayforums.com/thread-126.html Sat, 04 Jul 2026 06:42:49 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-126.html Many of our helicopter engines run hot so I have been installing this simple modification for years now and it works great. The common way most owners have used is to piggy back an auxiliary oil cooling radiator above or below the coolant radiator. This helps a little bit but either the aux cooler is being cooled by hot air that has been heated by the radiator or the radiator is being cooled by hot air from the aux oil cooler.

The simplest and most effective solution that I have found is to add an 18” transmission cooler pictured below. It is a simple add on with all plumbing exposed and easy to inspect. It also lies just inside of the lower passenger side body cut out so it is cooled by unheated air flowing into that opening with no need for a fan.

For clarity.

]]> Many of our helicopter engines run hot so I have been installing this simple modification for years now and it works great. The common way most owners have used is to piggy back an auxiliary oil cooling radiator above or below the coolant radiator. This helps a little bit but either the aux cooler is being cooled by hot air that has been heated by the radiator or the radiator is being cooled by hot air from the aux oil cooler.

The simplest and most effective solution that I have found is to add an 18” transmission cooler pictured below. It is a simple add on with all plumbing exposed and easy to inspect. It also lies just inside of the lower passenger side body cut out so it is cooled by unheated air flowing into that opening with no need for a fan.

For clarity.

]]> <![CDATA[Fuel tank outlet fitting mod.]]> https://rotorwayforums.com/thread-125.html Fri, 03 Jul 2026 16:12:17 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-125.html <![CDATA[Sudden engine stoppage]]> https://rotorwayforums.com/thread-124.html Fri, 03 Jul 2026 06:33:18 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-124.html
Next I asked my 230# buddy to be my ballast weight to see how it flew with full fuel and at gross weight. As we brought the engine up to full RPM all was running smoothly, then I added collective and when we reached around 26" of MP the engine had a slight miss, it was no longer running perfectly smooth. I elected to keep it at that power setting to allow the SEA FOAM that I had added to the fuel to clean the injectors before we picked up. We ran at that power setting for about 3 minutes when all of a sudden the engine seized immediately. I was very happy that when this happened we were still firmly on the ground and there was no damage to the helicopter. Had it been at altitude then you never know how the auto will actually turn out.

On Inspection once the engine cooled down I was able to rotate it about 15 degrees in either direction with a hard stop at each end. It appears that this engine was another one of those stock Rotorway engines that have experienced a broken crankshaft. The factory did not line bore the main bearing journals all the way through, they went from one end to the center then bored from the other end to the center often causing the journals to be out of line by several thousands of an inch. When the case is torqued around the new crankshaft that shaft is slightly bent and runs that way until if finally breaks at its weak point. Joe Huff has seen a number of these breaks as I have as well. The only solution is to install a properly designed crank as Joe does when he does his engine conversion on the reworked case that has been perfectly line bored by Joe. One of my own ships had a catastrophic engine failure at around 200 hours so I had Joe Huff build a great engine for me.

So we have a complete A600 Talon with an engine core that either needs a replacement engine or have this one sent to Joe Huff for a complete conversion to the 172 engine. The owner does not want to put any more money into the helicopter so it would be a great buy for someone who wants to get a Talon with the Joe Huff engine conversion.

If you are flying with a stock Rotorway engine you may have a well aligned crankshaft or you may have one that is fatiguing with each hour of flight. I now have three helicopters in my hangar that have experienced this catastrophic engine failure, two while at altitude and this on on the ground. Two are flying now thanks to Joe Huff, the third will be flying again for a new owner who wants to upgrade.

(07-03-2026, 11:33 AM)Orv Neisingh Wrote:

]]>
Next I asked my 230# buddy to be my ballast weight to see how it flew with full fuel and at gross weight. As we brought the engine up to full RPM all was running smoothly, then I added collective and when we reached around 26" of MP the engine had a slight miss, it was no longer running perfectly smooth. I elected to keep it at that power setting to allow the SEA FOAM that I had added to the fuel to clean the injectors before we picked up. We ran at that power setting for about 3 minutes when all of a sudden the engine seized immediately. I was very happy that when this happened we were still firmly on the ground and there was no damage to the helicopter. Had it been at altitude then you never know how the auto will actually turn out.

On Inspection once the engine cooled down I was able to rotate it about 15 degrees in either direction with a hard stop at each end. It appears that this engine was another one of those stock Rotorway engines that have experienced a broken crankshaft. The factory did not line bore the main bearing journals all the way through, they went from one end to the center then bored from the other end to the center often causing the journals to be out of line by several thousands of an inch. When the case is torqued around the new crankshaft that shaft is slightly bent and runs that way until if finally breaks at its weak point. Joe Huff has seen a number of these breaks as I have as well. The only solution is to install a properly designed crank as Joe does when he does his engine conversion on the reworked case that has been perfectly line bored by Joe. One of my own ships had a catastrophic engine failure at around 200 hours so I had Joe Huff build a great engine for me.

So we have a complete A600 Talon with an engine core that either needs a replacement engine or have this one sent to Joe Huff for a complete conversion to the 172 engine. The owner does not want to put any more money into the helicopter so it would be a great buy for someone who wants to get a Talon with the Joe Huff engine conversion.

If you are flying with a stock Rotorway engine you may have a well aligned crankshaft or you may have one that is fatiguing with each hour of flight. I now have three helicopters in my hangar that have experienced this catastrophic engine failure, two while at altitude and this on on the ground. Two are flying now thanks to Joe Huff, the third will be flying again for a new owner who wants to upgrade.

(07-03-2026, 11:33 AM)Orv Neisingh Wrote:

]]> <![CDATA[Be careful about who works on your helicopter.]]> https://rotorwayforums.com/thread-123.html Thu, 02 Jul 2026 06:52:59 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-123.html

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]]> <![CDATA[Old gas when ship has sat a long time]]> https://rotorwayforums.com/thread-122.html Tue, 30 Jun 2026 12:38:40 -0500 Orv Neisingh]]> https://rotorwayforums.com/thread-122.html