Robinson R66 (merged threads)
Join Date: Dec 2012
Location: Aberdare, Wales
Age: 31
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Congrats Ned on the most appropriate reply.
Had there been a simple tag with the photo saying "spraying gorse in New Zealand" and perhaps explaining that gorse is a problem there, I wouldn't have had to ask any questions.
As it is gorse in Wales is really a non-issue because our winter winds keep it in check. Last week though we did suffer gorse fires including one bad one on the Sychnant Pass, near Dwygyfylchi, Conwy, because as I am sure you know, gorse is highly flammable due to the oil contained in its branches.
The situation in New Zealand (for a non New Zealander) is not obvious because some weed control experts believe that spraying with a single application of herbicide is not effective and that combination methods of control are required. Moreover the situation in New Zealand is again less than straightforward because it was purposely introduced and has been found to provide ideal conditions for some of New Zealand's native seeds to germinate and grow. However over the past century it seems to have become a problem to be controlled.
So - you will forgive my inquisitiveness!! I like seeing helicopter images such as Ned's but I like it even better when I understand what's going on and why.
Having just had my first ride in a R66 I would like to post my impressions;
Congratulations to Robinson for a great aircraft
I thought the build quality was good to great.
The rear centre seat is comical.
Power reserve on take off quite good, and T/r superb.
Cargo space is great improvement on R44 but losing underseat capacity a pain.
Auto was exceptional, probably the best I have experienced.
Top speed didn't meet expectations at about 115- 118 with 4 people
Wonder about logic of hooting along at 120+ light weight on own if it will do it, however as it would appear to be a danger zone for blade adherence.
Biggest issue I have is the 3000 cycles on 2000hr engine life when I average .5 per flight. This is a deal killer for me.
Aircraft had a bad lateral wallow type feeling with moderate side on winds, to be expected I suppose with such a high mast.
It would fit in to any shed someone has a R44 or Jetranger in, so that is important for some.
Its familiar type for all the R44 owners out there.
Is it 300-400k better than a R44 - no, don't think so
Is a new one better than a 10 year old EC120 for the same money, no I don't think so
Is a new one better than a 15 yr old AS350 BA , nope, unless your paranoid about fuel burn.
Is a new one better than a Jetbox, for the same money, well its going to be faster no doubt. That removed from the equation then no I don't think so.
The big thing about the Bells and Eurocopter is that many of the parts have much longer TBO's than the R66.
Congratulations to Robinson for a great aircraft
I thought the build quality was good to great.
The rear centre seat is comical.
Power reserve on take off quite good, and T/r superb.
Cargo space is great improvement on R44 but losing underseat capacity a pain.
Auto was exceptional, probably the best I have experienced.
Top speed didn't meet expectations at about 115- 118 with 4 people
Wonder about logic of hooting along at 120+ light weight on own if it will do it, however as it would appear to be a danger zone for blade adherence.
Biggest issue I have is the 3000 cycles on 2000hr engine life when I average .5 per flight. This is a deal killer for me.
Aircraft had a bad lateral wallow type feeling with moderate side on winds, to be expected I suppose with such a high mast.
It would fit in to any shed someone has a R44 or Jetranger in, so that is important for some.
Its familiar type for all the R44 owners out there.
Is it 300-400k better than a R44 - no, don't think so
Is a new one better than a 10 year old EC120 for the same money, no I don't think so
Is a new one better than a 15 yr old AS350 BA , nope, unless your paranoid about fuel burn.
Is a new one better than a Jetbox, for the same money, well its going to be faster no doubt. That removed from the equation then no I don't think so.
The big thing about the Bells and Eurocopter is that many of the parts have much longer TBO's than the R66.
EnZed R66's.
I guess it was a natural progression after the overloaded R44 debacle.
Shorts - check.
T-Shirt - check.
Helmet - oops.
Ahh WTF off we go!
The gear of course will be superb.
I guess it was a natural progression after the overloaded R44 debacle.
Shorts - check.
T-Shirt - check.
Helmet - oops.
Ahh WTF off we go!
The gear of course will be superb.
R 66 Limitations
Canīt find infos about wind limitations!
Can help anybody?
Really no chance to fly an R66 in falling snow conditions?
Doesn`t exist snow protectores for the air inlets (like Bell 206 or others)??
Any ideas?
Thanks for help!
Greetings
Can help anybody?
Really no chance to fly an R66 in falling snow conditions?
Doesn`t exist snow protectores for the air inlets (like Bell 206 or others)??
Any ideas?
Thanks for help!
Greetings
Join Date: Oct 2002
Location: 1 Dunghill Mansions, Putney
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From the first page of Section 5 of the RFM:
I/C
Hover controllability has been substantiated in 17 knot wind from any direction up to 11,000 feet density altitude. Refer to hover performance charts for allowable gross weight.
Join Date: Nov 2007
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R66 Hydraulics Question
I think I'm replying to some 2 year old postings, but wrt:
Several people responded about how it was no big deal to fly with the boost off, but that's not really the point, is it? What about a hard-over on one of the servos? Especially in a 2 bladed system, how bad is it to suddenly have a servo go full travel without warning?
Granted, I much prefer having the boost off switch on the cyclic as compared to having to let go of the collective in the Bell, but I still worry whether I'm strong enough to prevent mast bumping while my thumb is going for the switch.
Can anyone comment on what it's like to have a servo go hardover on any kind of a helicopter? I've asked a knowledgeable person about how often accidents are caused by these kinds of problems and all he said was that it has occurred (and that he had been involved in at least one investigation of such a failure but I'm not sure he was referring to a helicopter).
I'd also be curious to hear from test pilot sorts (Nick?) whether this is something that is testing during certification?
"Exemption No. 9589, dated January 28, 2008, to § 27.695. This exemption was granted to permit a powered flight control system without considering the
jamming of a control valve as a possible single failure."
jamming of a control valve as a possible single failure."
Granted, I much prefer having the boost off switch on the cyclic as compared to having to let go of the collective in the Bell, but I still worry whether I'm strong enough to prevent mast bumping while my thumb is going for the switch.
Can anyone comment on what it's like to have a servo go hardover on any kind of a helicopter? I've asked a knowledgeable person about how often accidents are caused by these kinds of problems and all he said was that it has occurred (and that he had been involved in at least one investigation of such a failure but I'm not sure he was referring to a helicopter).
I'd also be curious to hear from test pilot sorts (Nick?) whether this is something that is testing during certification?
Join Date: Oct 2002
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Join Date: Jul 2002
Location: mostly in the jungle...
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Hi all,
does anyone have any experience with either of the glass-cockpits??
1] I am trying to figure out which of the 2 systems would be better suited for a "perfect IFR Trainer" - Garmin vs. Aspen
2] Which one would be better for an All-rounder?
ONE supposed data-point I received was, that Garmin likes to fail in high heat areas, and that's why the Aspen would be recommended, but there was no info on how the Aspen would hold up in a high heat environment....
3] WHAT is the consensus on "classic analog" vs. glass in the R66 in general?
Any and all replies appreciated!!
Cheers,
3top
does anyone have any experience with either of the glass-cockpits??
1] I am trying to figure out which of the 2 systems would be better suited for a "perfect IFR Trainer" - Garmin vs. Aspen
2] Which one would be better for an All-rounder?
ONE supposed data-point I received was, that Garmin likes to fail in high heat areas, and that's why the Aspen would be recommended, but there was no info on how the Aspen would hold up in a high heat environment....
3] WHAT is the consensus on "classic analog" vs. glass in the R66 in general?
Any and all replies appreciated!!
Cheers,
3top
Join Date: May 2016
Location: Middle England
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Glass
Hi 3top,
I can't give you any kind of comparison between Aspen and Garmin, as I've not had any exposure to the Aspen myself.
We had our new R66 delivered about 7 weeks ago, and have the G500 hooked up to a GTN750, Synthetic Vision, 2-axis autopilot, Radalt and remote transponder.
My biggest argument for going Garmin was that it is a fully integrated suite of equipment designed to fit together as a system, and I think they've got it about right. The G500 display will show the Radalt height, which is always useful, and obviously the autopilot links to the GTN750 and will follow a pre-programmed route, including vertical nav and GPS approaches.
It makes the panel look a lot cleaner and more modern as well, but it does take some getting used to. For what it is worth, I personally found the VSI to be the biggest adjustment versus a standard 6-pack, as with the traditional needle you pick up very quickly any vertical acceleration really quickly, and I find it a little harder with the tape display, but then I am only 20 hours in so far.
On the negative side, the GTN750 is much less intuitive than say, Sky Demon, and to be honest, in spite of all the built-in tech, I still take my Ipad with me.
As a private user, I think the best way to go is either a traditional panel layout, or a full install of everything Garmin. I'm not sure a halfway house of just the G500 is worth it, just my 2 penneth.
Finally, our machine will be having a Garmin traffic system fitted next month, which again, will intergrate perfectly, displaying either on the MFD of the G500 or on the main display of the GTN750.
Synthetic vision is brilliant, and doubtless adds an additional layer of information from which to make safe airmanship decisions.
It is worth mentioning that if you have a GTN750, certain elements of its functionality are lost in the install in an R66. I can't remember all of them off the top of my head, but a major one is the ability to play back ATC transmissions. Apparently this is down to this feature not being FAA certified for light helicopters, but it annoyed me that RHC do not make you aware of this when you place an order.
Overall, I'm really happy with what we have, but bear in mind if you load yours with a similar spec, (and we have air conditioning also), you do start to eat into the payload a bit.
If you want any more specific info, feel free to PM me, and I'll do my best to answer any questions you have.
FF
I can't give you any kind of comparison between Aspen and Garmin, as I've not had any exposure to the Aspen myself.
We had our new R66 delivered about 7 weeks ago, and have the G500 hooked up to a GTN750, Synthetic Vision, 2-axis autopilot, Radalt and remote transponder.
My biggest argument for going Garmin was that it is a fully integrated suite of equipment designed to fit together as a system, and I think they've got it about right. The G500 display will show the Radalt height, which is always useful, and obviously the autopilot links to the GTN750 and will follow a pre-programmed route, including vertical nav and GPS approaches.
It makes the panel look a lot cleaner and more modern as well, but it does take some getting used to. For what it is worth, I personally found the VSI to be the biggest adjustment versus a standard 6-pack, as with the traditional needle you pick up very quickly any vertical acceleration really quickly, and I find it a little harder with the tape display, but then I am only 20 hours in so far.
On the negative side, the GTN750 is much less intuitive than say, Sky Demon, and to be honest, in spite of all the built-in tech, I still take my Ipad with me.
As a private user, I think the best way to go is either a traditional panel layout, or a full install of everything Garmin. I'm not sure a halfway house of just the G500 is worth it, just my 2 penneth.
Finally, our machine will be having a Garmin traffic system fitted next month, which again, will intergrate perfectly, displaying either on the MFD of the G500 or on the main display of the GTN750.
Synthetic vision is brilliant, and doubtless adds an additional layer of information from which to make safe airmanship decisions.
It is worth mentioning that if you have a GTN750, certain elements of its functionality are lost in the install in an R66. I can't remember all of them off the top of my head, but a major one is the ability to play back ATC transmissions. Apparently this is down to this feature not being FAA certified for light helicopters, but it annoyed me that RHC do not make you aware of this when you place an order.
Overall, I'm really happy with what we have, but bear in mind if you load yours with a similar spec, (and we have air conditioning also), you do start to eat into the payload a bit.
If you want any more specific info, feel free to PM me, and I'll do my best to answer any questions you have.
FF
Better red than ...
Join Date: Aug 2004
Location: Appleby-in-Westmorland Cumbria England
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Further, I've flown the Aspen systems with G750 & etc components. Perfectly good for VFR or IFR. The 750 is not intuitive, nor is its iPad cousin Garmin Pilot although once you are used to it, G Pilot and the way the Aspens work with it then you are fine. The synthetic vision is only available with the Garmin screens or if with Aspen, on a separate iPad mount, but if you need synthetic vision you are probably in the wrong aircraft .....
Analogue instruments based on Garmin 430 or Bendix King 165 are good too. It depends what type of mission you expect to fly. Modern systems can overwhelm some people with too much information and we have survived for decades on simpler fit machines, but glass and information is the future (IMHO).
H-R
Analogue instruments based on Garmin 430 or Bendix King 165 are good too. It depends what type of mission you expect to fly. Modern systems can overwhelm some people with too much information and we have survived for decades on simpler fit machines, but glass and information is the future (IMHO).
H-R
Glass ought to be standard in this day and age. It should have no moving parts and be lighter. And it should allow either a EFIS or classic look for those who like to see steam gauge needles represented graphically.
And it should be cheaper to make.
But there are still helicopters being made and sold with ancient technology carburetted lycomings so maybe I just have no idea what I'm talking about!
And it should be cheaper to make.
But there are still helicopters being made and sold with ancient technology carburetted lycomings so maybe I just have no idea what I'm talking about!