Hughes 269/Schweizer 300 series
VfrPilot
I would be very surprised if it took more than 5 hours. I think you hit the nail on the head the 300 is a much more docile machine. Someone once said if you can fly an R22 you can fly anything - I would have to agree !!
Oh no does this mean I am starting to like the R22
I would be very surprised if it took more than 5 hours. I think you hit the nail on the head the 300 is a much more docile machine. Someone once said if you can fly an R22 you can fly anything - I would have to agree !!
Oh no does this mean I am starting to like the R22
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Hughes 269/Schweizer 300 series
Interesting for-real engine-off landing out of Redhill a couple of days ago. Hughes 269 whose owner had squawked it as over-revving at idle. It was tweaked, revved well on the ground, but (probably) fell victim to more carb icing than it could handle during a practise autorotation near Dorking. Luckily it was being flown by one of the best pilots in the business, who could land my sofa without a mark on it. It was flown away from the field he put it in. Respect, Mr Boswell sir.
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The 269 CB is a step in the wrong direction. Pilot workload is higher than on the "C" models. The carb with manually controlled heating is an additionally riskfactor escpecially for the lowtimers.
Deep respect for the described touchdown! OK, engine failure or loss of power during a stabilized autorotation makes some things easier, but to get the ship clean on the ground is anyway a proud performance! And a fully AR touchdown in a 269 CB isn't easy.
Deep respect for the described touchdown! OK, engine failure or loss of power during a stabilized autorotation makes some things easier, but to get the ship clean on the ground is anyway a proud performance! And a fully AR touchdown in a 269 CB isn't easy.
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Well done that pilot! The problem is always there in carburetor piston engines. Roll on fuel injection and compression ignition, not to mention the fuel cost saving if you can use Jet A1!!
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I am told there is a problem with the carb on the CB269. apparently if you down the collective and then bring it back in a bit quick the motor can start missing badly even to the point of stopping. Practice autos anyone. This happens on mustering operations with 40 degree C days, nil humidity, sky clear. They say there is injection option now available. Just been talking with my friend who has operated a CB for 4500 hours and he says he can get it to miss badly, even stop any time time he likes.
Last edited by bigruss; 30th Dec 2002 at 10:25.
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Hughes TH55/269A
New to the world of helicopters, I was wondering if any rotorheads could help me find a M/R drive shaft for a Hughes 269A.
The current one has a few hours to run, but I was trying to source a replacement to prevent the helicopter being grounded.
Any info would be much appreciated.
Regards, Kent.
The current one has a few hours to run, but I was trying to source a replacement to prevent the helicopter being grounded.
Any info would be much appreciated.
Regards, Kent.
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I suggest you call Dennis Kenyon at the Aviation Bureau, Shoreham.
When I spoke to him last week, he was setting of for Poland - but only for about 10 days.
I'm sure he'll be able to point you in the right direction.
When I spoke to him last week, he was setting of for Poland - but only for about 10 days.
I'm sure he'll be able to point you in the right direction.
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You can always try CSE engineering at Oxford, mind you I don't think that it would be the cheapest but they have some parts from scrapped 269's and do deal with schweizer direct.
Kent
I run 3 x 269's send me the part number you are after as A model shafts are different to C model shafts. To give you an idea a new C model shaft is about $ 13500 at the moment with very little discount offered.
Most people scrap the machine rather than spend £ 9000 as it overcapitalises the machine. A model only worth about £ 30000 at best. Cheaper to sell the machine with timex shaft and sell the remaining rotatables to other 269 owners.
Let me know
I run 3 x 269's send me the part number you are after as A model shafts are different to C model shafts. To give you an idea a new C model shaft is about $ 13500 at the moment with very little discount offered.
Most people scrap the machine rather than spend £ 9000 as it overcapitalises the machine. A model only worth about £ 30000 at best. Cheaper to sell the machine with timex shaft and sell the remaining rotatables to other 269 owners.
Let me know
Helicopter Pilots Get It Up Quicker
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Hughes 269A
I have the opportunity of a share in a 269A, offered as a very good share option/cost.
The only 'anti-things' I can find are:
The cost of the share - goes without saying but would be significant savings on SFH of R22, etc.
VNE of 80 knots.
Direct sideways vision poor due to my height.
Lack of luggage space for touring.
Any advice or genuine supportable reasons why I should say no? Have numerous reasons in favour but need an independant view.
PW
PS Apolgies to HQ - need to be sure
The only 'anti-things' I can find are:
The cost of the share - goes without saying but would be significant savings on SFH of R22, etc.
VNE of 80 knots.
Direct sideways vision poor due to my height.
Lack of luggage space for touring.
Any advice or genuine supportable reasons why I should say no? Have numerous reasons in favour but need an independant view.
PW
PS Apolgies to HQ - need to be sure
