Hughes 269/Schweizer 300 series
Join Date: Oct 2005
Location: Auckland
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Re: Schweizer 300C W/B Envelope
Notice how no really intelligent comments have come from NZ...except Hugesy of course...that must mean that weight and balance is only used in northern hemisphere aviating. I guess we figured your guys water goes down the plug hole the wrong way, so rip out that W&B page in case it's wrong as well!!!
P.S.
I ALWAYS worry about my weight...and my balance.
P.S.
I ALWAYS worry about my weight...and my balance.
Join Date: Sep 2003
Location: Germany
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Scale model of Hughes 269
I'm looking for a scale model of a Hughes 269.
Anybody with a link to an online shop (preferable in Europe, due to faster delivery).
Thanks Spunk
Anybody with a link to an online shop (preferable in Europe, due to faster delivery).
Thanks Spunk
Join Date: Jan 2005
Location: UK
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Easy enough to get the radio controlled version but if you just want an Airfix type then I have not been able to find one anywhere. One used to be made but is out of production.
If you find one, let me know.
TB
If you find one, let me know.
TB
Join Date: May 2003
Location: The Wild West... and Oz
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Try here:
http://www.daveswebshop.com/sh72016.shtml
They have a good range of model kits, including a 1/35 scale Little Bird, and 1/24 scale 500MD, and 1/24 scale civil version.
http://www.daveswebshop.com/dr3527.shtml
http://www.daveswebshop.com/hc2702.shtml
http://www.daveswebshop.com/sh72016.shtml
They have a good range of model kits, including a 1/35 scale Little Bird, and 1/24 scale 500MD, and 1/24 scale civil version.
http://www.daveswebshop.com/dr3527.shtml
http://www.daveswebshop.com/hc2702.shtml
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Schweizer 300c/300cb/300cbi
can someone explain the differences between these 3 models? i need to know max gross weight, horsepower, standard equipment, and component times. i've tried the internet but cannot find the info, and the schweizer website doesnt seem to give all the info either.
thanks...
thanks...
Join Date: Jun 2002
Location: In Canada's breastland ...mmmm
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Simply put...
300C: Carburated, engine not derated, 3 seater so FP in left seat.
300CB: Carburated, derated engine (higher TBO but less powerful), 2 seater, FP in right seat. Was designed to be a trainer and attract schools back to the Schweizer brand after Robinson started invading the market.
300CBi: Same as the CB except it is injected.
Flew the CB and C and they are great little things... if only they could be a little faster!!!
Might be more subtle differences but that is the big stuff. Hope it helps!
G
300C: Carburated, engine not derated, 3 seater so FP in left seat.
300CB: Carburated, derated engine (higher TBO but less powerful), 2 seater, FP in right seat. Was designed to be a trainer and attract schools back to the Schweizer brand after Robinson started invading the market.
300CBi: Same as the CB except it is injected.
Flew the CB and C and they are great little things... if only they could be a little faster!!!
Might be more subtle differences but that is the big stuff. Hope it helps!
G
Join Date: Jun 2003
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Off the top of my head, and I stand to be corrected.
180 Horsepower on the CB and CBi with 1750 MAUW
300C is fuel injected with 190Hp and seats three, pilot flies from the left, can be used as a trainer with the middle seat taken out.
2200 TBO on the lycoming HO360 engine
4400 hours on the airframe.
Most parts have varying life limits 8000 hours on the MR blades down to a couple of hundred hours on other parts.
About 92kts VNE but lucky to get 75kts on either machine.
Manifold pressure limit on the 300C of about 26 inches.
No MP limit on the CB/CBi
180 Horsepower on the CB and CBi with 1750 MAUW
300C is fuel injected with 190Hp and seats three, pilot flies from the left, can be used as a trainer with the middle seat taken out.
2200 TBO on the lycoming HO360 engine
4400 hours on the airframe.
Most parts have varying life limits 8000 hours on the MR blades down to a couple of hundred hours on other parts.
About 92kts VNE but lucky to get 75kts on either machine.
Manifold pressure limit on the 300C of about 26 inches.
No MP limit on the CB/CBi
Last edited by autosync; 27th Mar 2006 at 03:02.
Join Date: Sep 2003
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Both the CB and CBi are available as three seaters... there is a fairly straight forward seat conversion.
Mind you... 3 up in a C was bad enough... youd only want to weigh about 65KG to get anywhere.
Great little machines
I could be wildly wrong but Im sure the following is near true
C-Lycoming H10-360 D1A 190HP injected 2050 lbs MAUW
CB - Cant remember but I think 180HP Carb 1750lbs MAUW
CBi - HIO-360-G1A Engine 180HP injected 1750lbs MAUW
As far as times and stuff... you will find the Schweizer website has a full TBO list for as parts on both available types (they dont sell CB's anymore)
http://www.sacusa.com/helicopters/300c_overhaul.asp
http://www.sacusa.com/helicopters/300cbi_overhaul.asp
There are also standard equipment lists for each type at the site... have another look http://www.sacusa.com/helicopters/300cbi_equipment.asp
http://www.sacusa.com/helicopters/300c_equipment.asp
Mind you... 3 up in a C was bad enough... youd only want to weigh about 65KG to get anywhere.
Great little machines
I could be wildly wrong but Im sure the following is near true
C-Lycoming H10-360 D1A 190HP injected 2050 lbs MAUW
CB - Cant remember but I think 180HP Carb 1750lbs MAUW
CBi - HIO-360-G1A Engine 180HP injected 1750lbs MAUW
As far as times and stuff... you will find the Schweizer website has a full TBO list for as parts on both available types (they dont sell CB's anymore)
http://www.sacusa.com/helicopters/300c_overhaul.asp
http://www.sacusa.com/helicopters/300cbi_overhaul.asp
There are also standard equipment lists for each type at the site... have another look http://www.sacusa.com/helicopters/300cbi_equipment.asp
http://www.sacusa.com/helicopters/300c_equipment.asp
Join Date: Jul 2002
Location: Denver, CO and the GOM
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The 300C (269C):
Lycoming HIO-360D1A running at 3200 RPM, 190 HP, fuel injected. Currently a 2050 max gross. Standard is left PIC, three-seat option.
The 300CB (269C-1)
Lycoming HO-360 C1A running at 2700 RPM, 180 HP, carbureted. 1750 max gross, right-PIC is standard, left-PIC/three seat option.
The 300CBi (269C-1) 2003/4 replacement for the 300CB
Lycoming HIO-360-G1A, 2700 RPM, 180 HP, fuel injected 1750 max gross, right-PIC is standard, left-PIC/three seat option.
Lycoming HIO-360D1A running at 3200 RPM, 190 HP, fuel injected. Currently a 2050 max gross. Standard is left PIC, three-seat option.
The 300CB (269C-1)
Lycoming HO-360 C1A running at 2700 RPM, 180 HP, carbureted. 1750 max gross, right-PIC is standard, left-PIC/three seat option.
The 300CBi (269C-1) 2003/4 replacement for the 300CB
Lycoming HIO-360-G1A, 2700 RPM, 180 HP, fuel injected 1750 max gross, right-PIC is standard, left-PIC/three seat option.
Last edited by Flingwing207; 28th Mar 2006 at 12:59.
Join Date: Jun 2002
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Originally Posted by Hiro Protagonist
If my memory serves (questionable), the 300C is fuel injected not carburated.
Sorry...
Join Date: Oct 2003
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The engine in the C has a TBO of 1500 hrs., I believe. I think it's the same for the other models as well. I trained in the C and owned a 269B. They have a lot of charm but are a little slow. I remember not being able to keep up with traffic on an expressway when flying into a moderate headwind one day
Join Date: Jul 2002
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300CBi - plan on 11 gph (US)
300CB 12 gph
300C 13~14 gph
Oh yeah, life-limited parts are the same for the 300 CB and CBi with the (possible) exception of the MR driveshaft - the older-style (bolted) driveshaft had a lower life limit (pre 2004 or so).
300CB 12 gph
300C 13~14 gph
Oh yeah, life-limited parts are the same for the 300 CB and CBi with the (possible) exception of the MR driveshaft - the older-style (bolted) driveshaft had a lower life limit (pre 2004 or so).
Join Date: Oct 2002
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Financial Times: 300CBi flight report
Schweizer 300CBi flight report here.
Not a bad write-up once you get past the initial 'Apocalypse Now' references...
Also includes a flight handling comparison with the R22.
I/C
Not a bad write-up once you get past the initial 'Apocalypse Now' references...
Also includes a flight handling comparison with the R22.I/C
Join Date: Nov 2005
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So, the start of the story where they are flying along the river between the trees, ala apocalypse now... is that not against rule 5?
I know, person, vehicle, structure or vessel. Well, how can the pilot see if there is a couple gone alfresco in the woods nearby?
I know, person, vehicle, structure or vessel. Well, how can the pilot see if there is a couple gone alfresco in the woods nearby?
Join Date: Jan 2003
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Interesting write up. I didn't know there were aircraft reviews in the FT. Does this mean we can expect Clarkson type reviews in the future? Top Blade?
As for the Rule 5 comment, folk do tend to jump onto these kinds of things. I would expect any demo flight to a journalist on a paper like the FT, who, it appears is also a pilot, is likely to be a tad more than legal. Journalistic licence perhaps..?
Do you suppose that there will eventually by a pilot-Stig test pilot? We could be onto a winner here...
As for the Rule 5 comment, folk do tend to jump onto these kinds of things. I would expect any demo flight to a journalist on a paper like the FT, who, it appears is also a pilot, is likely to be a tad more than legal. Journalistic licence perhaps..?
Do you suppose that there will eventually by a pilot-Stig test pilot? We could be onto a winner here...
Join Date: Nov 2003
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269 Hughes blade span question...
What is the absolute minimum hangar
medivac door width that you can still get a Hughes 269 through. (I don't mine spinning the main rotor blades a bit it as it comes through the door, either).
My door is 16 feet wide (little bit less than 5 meters). Can I get a 269 through it ok?
Any help would be appreciated.
Thank you.
My door is 16 feet wide (little bit less than 5 meters). Can I get a 269 through it ok?
Any help would be appreciated.
Thank you.
