Hughes 269/Schweizer 300 series
VERY poor tail rotor authority. If you allow Nr to drop at all you will have difficulty maintaining yaw control. Underpowered at the best of times. Maybe OK if you are a lightweight and not carrying a passenger. Much better with a C model if you can find one.
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Lead/Lag dampers are coil springs, I believe. Haven't been there myself, but somebody I worked for once told me they can stick and you can get a very rare problem called "air resonance" until you crack it loose.
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Sticky friction lead-lag dampers cause a main rotor 1/rev slight to medium lateral vibration. The dampers can be phased in the air by a quick, small diameter counterclockwise circular movement of the cyclic. An alternative method is a hovering autrotation.
There is something to be said about owning a piece of history, even if only for a short while. The skills acquired flying an underpowered helicopter with manual throttle and no correlation will serve you well in the future.
There is something to be said about owning a piece of history, even if only for a short while. The skills acquired flying an underpowered helicopter with manual throttle and no correlation will serve you well in the future.
Helicopter Pilots Get It Up Quicker
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Thanks everyone.
I was told about the tail rotor authority - or lack of - problem. Didn't have any trouble when I flew it, 2 up in lightish winds. Seemed to climb well and no problems with hovewring turns etc.
As Rich Lee said the experience will be good, having flown only governor equipped machines before.
Still think I will probably go ahead with it if finances work out OK as the deal is a very good one. Also its going to be used for keeping my hand in and a few jollies over a couple of years or until I get paid for flying, so not too worried as won't HAVE to fly if the conditions aren't good.
Watch this space!
PW
I was told about the tail rotor authority - or lack of - problem. Didn't have any trouble when I flew it, 2 up in lightish winds. Seemed to climb well and no problems with hovewring turns etc.
As Rich Lee said the experience will be good, having flown only governor equipped machines before.
Still think I will probably go ahead with it if finances work out OK as the deal is a very good one. Also its going to be used for keeping my hand in and a few jollies over a couple of years or until I get paid for flying, so not too worried as won't HAVE to fly if the conditions aren't good.
Watch this space!
PW
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269A cont'd...
From my experience, having owned a 269B a few years ago, I can tell you that these things can be expensive, although often cheap to buy second hand. Lots of things to break, wear out, and corrode so emptor caveat! But you can also have a lot of fun. Good luck. By the way, Kinzie Helicopters, if they are still in business, is one place to go for parts and used machines. I couldn't find them on the net but they are located or were located in Oklahoma.
Senis Semper Fidelis
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Hey Rotornut,
Sorrow to jump in with two size nines, but the words should be the other way about, IE, "Caveat Emptor" My brief has just sorted a thingy out for me and the sly barsteward has included that in his legal scribings, I suppose to cover his own fine arse!
Regards
Peter R-B
Sorrow to jump in with two size nines, but the words should be the other way about, IE, "Caveat Emptor" My brief has just sorted a thingy out for me and the sly barsteward has included that in his legal scribings, I suppose to cover his own fine arse!
Regards
Peter R-B
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H269 Overspeeds
Question for h269c pilots.
The h269c flight manual states that with rotors disengaged maxium engine RPM is 2000rpm above this possible damage to the lower coupling sharft could be caused.
In a practised autorotation if the engine RPM is maintained above 2000 RPM while in the guide is this the same thing as allowing the engine RPM to go above 2000 on start up.In a Autorotation the freewheliing unit disenages the engine from the drive system so to me the engine is under no load and is overspeeding
Anyone who flys the H269C is aware that are all completey different machines, some have good corrrelators some don't.
As an instructor I find especially with new students that if the engine RPM is not above 2000RPM when the collective is raised after skids levels the needles join at very low RRPM especially if the flare rough. And somes students you want the needles nearly joined as the keep you working!
And Help would be much appreciated
The h269c flight manual states that with rotors disengaged maxium engine RPM is 2000rpm above this possible damage to the lower coupling sharft could be caused.
In a practised autorotation if the engine RPM is maintained above 2000 RPM while in the guide is this the same thing as allowing the engine RPM to go above 2000 on start up.In a Autorotation the freewheliing unit disenages the engine from the drive system so to me the engine is under no load and is overspeeding
Anyone who flys the H269C is aware that are all completey different machines, some have good corrrelators some don't.
As an instructor I find especially with new students that if the engine RPM is not above 2000RPM when the collective is raised after skids levels the needles join at very low RRPM especially if the flare rough. And somes students you want the needles nearly joined as the keep you working!
And Help would be much appreciated
The 2000 rpm limit is apparently to do with
'whip' in the crankshaft. The difference in autorotation is that the belts are tense which will probably prevent the whip / lower coupling damage to some extent. If autos below 2000Rpm were not permitted then i doubt the flight manual would mention the risk of throttle chops above a certain DA (i am away at the moment and not near 300 RFM). When the engine rpm is wound down in auto the freewheel unit in the upper pulley allows the rotors to turn, it doesn't slacken the belts and disengage the upper and lower pulley from one another like the clutch would.
I should point out that I am not an engineer so this could be total b****x.
Before rejoining the needles in a C set the rpm somewhere between 2400 and the bottom of the green arc. It'll be much smoother then, although some manual throttle is still required.
'whip' in the crankshaft. The difference in autorotation is that the belts are tense which will probably prevent the whip / lower coupling damage to some extent. If autos below 2000Rpm were not permitted then i doubt the flight manual would mention the risk of throttle chops above a certain DA (i am away at the moment and not near 300 RFM). When the engine rpm is wound down in auto the freewheel unit in the upper pulley allows the rotors to turn, it doesn't slacken the belts and disengage the upper and lower pulley from one another like the clutch would.
I should point out that I am not an engineer so this could be total b****x.
Before rejoining the needles in a C set the rpm somewhere between 2400 and the bottom of the green arc. It'll be much smoother then, although some manual throttle is still required.
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Like VeeAny says, the 1600 rpm limit w/rotors disengaged (momentary inadvertant up to 2000 rpm) is due to the oscillations that can occur between the coupling shaft and the lower pulley. Once the belts are tensioned, the lower pulley is held fairly rigidly and the oscillations don't occur.
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Hi
I think that CSE at Oxford is the UK Schweizer agent:
http://www.cseaircraftsales.com/schw...weizerhome.htm
I'd guess you could get one from there but I have no idea how much it would cost.
I think that CSE at Oxford is the UK Schweizer agent:
http://www.cseaircraftsales.com/schw...weizerhome.htm
I'd guess you could get one from there but I have no idea how much it would cost.
Helicopter Pilots Get It Up Quicker
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Email them direct and they ll send it to you from the US cheaper than you can buy it here... just make sure its shown on the Customs Declaration as a manual not general aircraft parts or you ll have to pay the import taxes.
[email protected]
PW
[email protected]
PW
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Hi,
I got one from jeppesen.com two years ago.
It's included in one of their Pilot Student packages but can be ordered seperatly.
Just write to them and ask for
"Schweizer 300CB Manual"
Item number JS312501
Item ID: SHELM
Blue skies,
RD
I got one from jeppesen.com two years ago.
It's included in one of their Pilot Student packages but can be ordered seperatly.
Just write to them and ask for
"Schweizer 300CB Manual"
Item number JS312501
Item ID: SHELM
Blue skies,
RD
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I got mine from CSE at Oxford. I think it cost about 17-99 or thereabouts with postage on top of that.
Be persistant though as they weren't that interested in selling me anything. It took two emails, a visit to their stand at Helitech and a phone call.
FB
Be persistant though as they weren't that interested in selling me anything. It took two emails, a visit to their stand at Helitech and a phone call.
FB
Helicopter Pilots Get It Up Quicker
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It took two emails, a visit to their stand at Helitech and a phone call.
PW
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Check list for Schweizer 300c
After a check list for the Schweizer 300c. Been using the Oxford avation one before and just wondered where or if indeed anyone can suggest where I may take a copy. Original seems to have gone on walk abouts!!
Thanks Ossie.
Thanks Ossie.
