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Hughes 269/Schweizer 300 series

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Hughes 269/Schweizer 300 series

Old 17th May 2006, 18:25
  #141 (permalink)  
 
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H300C size

Hi

I have a 300C and I can get it into a barn measuring 6 metres wide by placing the skids as close as possible to one side and then turning the blades as I push it back.

This also relies on the building being wider inside of course.
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Old 27th May 2006, 09:40
  #142 (permalink)  
 
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s 333 or 269D

Any changes to fuel tank or cap since about sn 35 was made know of a fatal due not latching cap. hope changes have been made since.

any info?

From what I saw if the fuel cap is not on AND LOCKED 100% crash and burn in less than 60 secs from take off.

ANY INFO?

Last edited by ampk; 27th May 2006 at 12:33.
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Old 27th May 2006, 14:07
  #143 (permalink)  
 
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After 78 hits I would think that some-one may be interesed in not dying in a 333 even if they dont fly it.
I never will. on top of what they say exsposive proof fuel tanks. CRAP>>>
Try n find out what happened to A2-HDB OR A2-HBD one is the 333 the other 300 owned by the same guy dont get confussed
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Old 27th May 2006, 14:09
  #144 (permalink)  
 
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Do you fly a 333 or 269D

After 78 hits I would think that some-one may be interesed in not dying in a 333 even if they dont fly it.
I never will. on top of what they say exsposive proof fuel tanks. CRAP>>>
Try n find out what happened to A2-HDB OR A2-HBD one is the 333 the other 300 owned by the same guy dont get confussed
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Old 27th May 2006, 15:24
  #145 (permalink)  
 
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can you close this.

AS normal rotor heads defy logic n dont care.
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Old 27th May 2006, 18:10
  #146 (permalink)  
 
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At the risk of getting ampk's post count up, I suspect no-one replied because they couldn't understand the original post, unless they're from PNG.
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Old 27th May 2006, 18:24
  #147 (permalink)  
 
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Don't you love posters who, if they don't get an immediate response to their inquiry, call us names? Where the heck is PF1 when you need him? Just like a cop.
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Old 27th May 2006, 22:18
  #148 (permalink)  
 
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I'm not sure whether to walk to school or carry my books. With the two elephants in the bathtub one says PASS THE SOAP the other says NO SOAP RADIO. so if the fuel caps are vented for bigger stiffness then

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Old 4th Jun 2006, 18:12
  #149 (permalink)  
 
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Schweizer 300CBi pick ups

Hi. I'm training on the schweizer 300CBi and having slight trouble with throttle correlator during the pick up before 20" MAP, the problem is when I begin to raise the collective the rpm flucuates even though I anticipate the need to reduce throttle as I raise the collective but it seems like am chasing the needles to maintain rpm in the green band maybe this is normal in a sense.
Why does throttle need to be reduced during this stage anyway, is it because the correlator over manages RPM while the heli is still on the ground like load is still on the skids and not the blades or something??

Thanks
Rotary-Wing
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Old 4th Jun 2006, 18:51
  #150 (permalink)  

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I learnt on the 300C and now fly a 300CBi. What can I say? It's a knack! I had the same difficulty. That's not to say I don't now but it's not so bad.

For the CBi, you probably want to keep the ERPM at the top of the green for lift. As you raise the collective, have your wrist cocked round so that you can reduce the throttle as you do so.

You'll get the hang of it

Cheers

Whirls
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Old 4th Jun 2006, 19:07
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There is an alternative to experiment with, which does have the advantage of not having to raise the collective and roll off throttle, which is a little unnatural to say the least.

With flat pitch, set the appropriate RPM (for the CB it was 2000 rpm, if memory serves me correctly - ask your instructor or experiment as necessary). Suitably friction up the throttle, raise the collective and bingo its in the green courtesy of the correlator.

The throttle will hardly need to be touched for most (gentle) collective movements with a properly set up 300. The C was even better than the CB as I recall.

In any event, as time goes on you'll become more aurally-attuned to the engine note and throttle control will become far easier.

Point to note - some instructors do not like this approach on account of raising the collective lever with the RPM below the green. Treat accordingly.
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Old 4th Jun 2006, 20:21
  #152 (permalink)  
 
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By far the easiest way to overcome this is to do as the previous poster stated. Set the rpm about 2000 and start coming up on the collective. You should find that as the collective comes up so does the rpm. Adjust the throttle slowly to get it in the green if necessary. Adjust the initial rpm as required. You should find the sweet spot and your life will be a whole lot easier.
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Old 4th Jun 2006, 21:49
  #153 (permalink)  
 
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One instructor did demonstrate a pick up with RPM set at 2000 before rising the collective which seemed alot easier but I don't think the other instructors appreciate that method too much either- I dunno, depends on the person maybe, so its kinda hard to know which one to go for! I like the idea of keeping the needles in the green when I'm going for lift as the other way seems a bit unnatural like mongoose237 mentioned, but it may be more practicable if I cant get the knack of it! I'm not too long at it yet so hopefully its just a matter of quality kinesthetic time with the CBi
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Old 4th Jun 2006, 21:51
  #154 (permalink)  
 
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Originally Posted by vaqueroaero
By far the easiest way to overcome this is to do as the previous poster stated. Set the rpm about 2000 and start coming up on the collective. You should find that as the collective comes up so does the rpm. Adjust the throttle slowly to get it in the green if necessary. Adjust the initial rpm as required. You should find the sweet spot and your life will be a whole lot easier.
Try 2200 rpm for the CBi-----works every time.
This is my personal style of doing it, and not necessarily the standard procedure for where I fly, if indeed there is a standard procedure.
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Old 4th Jun 2006, 22:14
  #155 (permalink)  
 
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The way I train my students is to have the RPM at the bottom of the green when starting the pick-up. While it still requires some minor throttle work as you raise the collective, it has the advantage of not raising any DPE's eyebrows.
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Old 4th Jun 2006, 22:38
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The way I train my students is to have the RPM at the bottom of the green when starting the pick-up. While it still requires some minor throttle work as you raise the collective, it has the advantage of not raising any DPE's eyebrows.
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Old 7th Jun 2006, 21:48
  #157 (permalink)  
 
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Thanks for the suggestions, I've been flying since and it seems like I no longer have a problem with RPM during pick-ups!
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Old 9th Jul 2006, 10:25
  #158 (permalink)  
 
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hughes 300 Vne

Why is the Vne on the 300 so slow? Heard it might be the limitation on the stabaliser fin.....???
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Old 9th Jul 2006, 13:30
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Since even the mighty 300C is hard-pressed to exceed 85KT in level flight, the 94KT Vne doesn't seem overly restrictive. Perhaps the restriction is due to the tail rotor pedals, since you are pretty much pointed straight down and standing on them at that speed...
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Old 27th Jan 2008, 15:38
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Hughes 269A

Thinking of buying a 269A or TH55 is this a bad idea due to the age. What should I know about a "A" or TH55 when looking for one other than the normal component time life items.
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