R22 Corner
Join Date: Feb 2003
Location: ON A HILL
Posts: 373
Likes: 0
Received 0 Likes
on
0 Posts
Robinson fan
It is almost impossible to get the marks back in line following a removal and replacement of the fan. Whenever the nut is tightened the threads stretch slightly. Temperature difference will also have an effect. Providind the nut is at the correct torque setting then there should be no problem. Failure to remark the lines is however inexcusable.
Join Date: Apr 2006
Location: australia
Posts: 12
Likes: 0
Received 0 Likes
on
0 Posts
uncle joe
my suggestion is get the engineers to wind the pitch aduster close one turn.But u have to be carefull of over speed very quicky.
Lets see what eveyone eles says.
Redude
Lets see what eveyone eles says.
Redude
Originally Posted by Uncle joe's mintballs
Scenario:
One pilot solo weighing 12 stone.
Needs to practice engine off landings.
Problem:-
Lower collective,governor off,wind off throttle,speed back to 60/65kts with right rudder.What happens next??
Well,rotor rpm decreases but collective is all the way down.Reducing speed further may help but only in the short term.
Only solution is to wind on the throttle and overshoot because the aircraft is too light with only one p.o.b.
Any ideas??????
Always take a busty blond when practising these exercises???
But what happens if it really quits when solo??
One pilot solo weighing 12 stone.
Needs to practice engine off landings.
Problem:-
Lower collective,governor off,wind off throttle,speed back to 60/65kts with right rudder.What happens next??
Well,rotor rpm decreases but collective is all the way down.Reducing speed further may help but only in the short term.
Only solution is to wind on the throttle and overshoot because the aircraft is too light with only one p.o.b.
Any ideas??????
Always take a busty blond when practising these exercises???
But what happens if it really quits when solo??
Join Date: Mar 2005
Location: UK
Age: 60
Posts: 240
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by Rotorbiggles
I have joined a syndicate which has different engineering (of the reasuringly picky kind..) but it does make you think given that Uncle Frank (not a man to waste words or pages in the POH) makes it part of the checklist
The Robbie's fairly simple, and you can choose to only fly it with zero defects (other than being a Robbie) and rarely be disappointed: you commercial chaps flying every day with half a dozen deferred defects in thousands of different components and deciding if it's in or out of a tolerance level have a much harder job to do!
BW
Join Date: Feb 2005
Location: Australia
Posts: 1,957
Likes: 0
Received 0 Likes
on
0 Posts
Re-dude
Auto RPM
as a verrrry simple excercise why not refer to the Robinson maintenance manual page 10-40. follow instructions, note (collective full down).
Think- what will be the minimum weight, apart from you and no fuel that is.
Is that different from basic empty weight plus min allowable cabin weight?
Subtract that from max AUW, divide the difference by the allowable auto RPM range.
Please do not be surprised that when you experiment with different weights whilst observing the auto RPM that there will be a straight line variation between auto RPM and weight. (under identical temp conditions)
Take this formula to the bell 47 (say) where there is no convenient auto table and come up with the correct auto RPM settings every time for every different loading configuration.
motto, when all else fails refer to the manual.
as a verrrry simple excercise why not refer to the Robinson maintenance manual page 10-40. follow instructions, note (collective full down).
Think- what will be the minimum weight, apart from you and no fuel that is.
Is that different from basic empty weight plus min allowable cabin weight?
Subtract that from max AUW, divide the difference by the allowable auto RPM range.
Please do not be surprised that when you experiment with different weights whilst observing the auto RPM that there will be a straight line variation between auto RPM and weight. (under identical temp conditions)
Take this formula to the bell 47 (say) where there is no convenient auto table and come up with the correct auto RPM settings every time for every different loading configuration.
motto, when all else fails refer to the manual.
Join Date: Feb 2004
Location: earth
Posts: 271
Likes: 0
Received 0 Likes
on
0 Posts
R22 clutch motor
Where I am at present instructing on 22's,we seem to be having problems with our in line fuses keep blowing on different aircraft,one of which was yesterday.Someone was saying that if they get a bit damp they will pop a fuse ?
Over the many years of r22's this statement is totaly new to me,after picking up non hangared robbies.
Someone has also suggested that robinson has contracted out the manufacture of the clutch assembly to a contractor,over the last 12 months is anyone else getting this recurrent problem...... ?
Over the many years of r22's this statement is totaly new to me,after picking up non hangared robbies.
Someone has also suggested that robinson has contracted out the manufacture of the clutch assembly to a contractor,over the last 12 months is anyone else getting this recurrent problem...... ?
Join Date: Jan 2006
Location: UK
Posts: 205
Likes: 0
Received 0 Likes
on
0 Posts
R22 - Adding optional AUX tank to BetaII
Okay, its an R22 question, please don't bite my head off.
A colleague of mine is going to add an AUX tank to a BETA II and has asked me whether the AUX tank acts as an extension of the main tank and therefore spreads its load or whether the main fills first (19.2USG) and then fills the AUX..
I thought this would be an easy look up on the web, but finding it hard to find the answer...
Any assistance - much appreciated!
A colleague of mine is going to add an AUX tank to a BETA II and has asked me whether the AUX tank acts as an extension of the main tank and therefore spreads its load or whether the main fills first (19.2USG) and then fills the AUX..
I thought this would be an easy look up on the web, but finding it hard to find the answer...
Any assistance - much appreciated!
Join Date: Mar 2005
Location: UK
Age: 60
Posts: 240
Likes: 0
Received 0 Likes
on
0 Posts
Beta II's (as far as I know!) all come with an aux tank. Maybe the alphas and HP's didn't?
Each tank has its own filler cap, you fill them independently. The gas is gravity fed and the pipes are linked across so you drain both tanks at the same time. The aux tank holds about 10.5 USG and runs out with about 5 USG left in the main tank. If you fill only one tank, they will, (I believe, over time) equalise, but if you are solo and load up the main tank (which is on the passenger side), it helps balance it out at take off (assuming you didn't fuel up the night before!!)
Correct me if I'm wrong...
BW
Each tank has its own filler cap, you fill them independently. The gas is gravity fed and the pipes are linked across so you drain both tanks at the same time. The aux tank holds about 10.5 USG and runs out with about 5 USG left in the main tank. If you fill only one tank, they will, (I believe, over time) equalise, but if you are solo and load up the main tank (which is on the passenger side), it helps balance it out at take off (assuming you didn't fuel up the night before!!)
Correct me if I'm wrong...
BW
Join Date: Jan 2003
Location: Kent, UK
Posts: 35
Likes: 0
Received 0 Likes
on
0 Posts
Spot on Bladewashout,
The main tank is the only one that feeds the engine and the aux tank gravity feeds the main. As you say if you just fill the main they will equalise over time.
IIRC the aux tank is only standard if you order an aircraft with the 7 hole instrument panel, If you opt for the 10 hole panel the the factory will not fit the aux tank due to MTOW issues.
JB
The main tank is the only one that feeds the engine and the aux tank gravity feeds the main. As you say if you just fill the main they will equalise over time.
IIRC the aux tank is only standard if you order an aircraft with the 7 hole instrument panel, If you opt for the 10 hole panel the the factory will not fit the aux tank due to MTOW issues.
JB
Join Date: Jan 2006
Location: UK
Posts: 205
Likes: 0
Received 0 Likes
on
0 Posts
Thanks!
Some great responses - thanks for all your help!!! 
Just some stats I found when doing some research to try and find the answer:-
Main tank holds 19.8 USG (19.2 useable)
Aux tank holds 10.9USG (10.5 useable)
Total of 29.7 usable fuel load
However it take a robbie pilot to really know the answers - so thanks guys/gals.
When calculating your take off CofG's do you take into account time prior to take off? I see the Main tank has an arm of 108.6 and Aux 103.8 so thought must go into how much the fuel has balanced itself out prior to take off?
Just some stats I found when doing some research to try and find the answer:-
Main tank holds 19.8 USG (19.2 useable)
Aux tank holds 10.9USG (10.5 useable)
Total of 29.7 usable fuel load
However it take a robbie pilot to really know the answers - so thanks guys/gals.
When calculating your take off CofG's do you take into account time prior to take off? I see the Main tank has an arm of 108.6 and Aux 103.8 so thought must go into how much the fuel has balanced itself out prior to take off?
Join Date: Jul 2002
Location: Northampton UK
Posts: 537
Likes: 0
Received 0 Likes
on
0 Posts
Expect that someone can provide a precise answer to that.
I check MTOW and CofG according to the following "rules of thumb" picked up from more than one source:
Which is 4st over the 2x12st thus max fuel reduced by 8 USG to remain within MTOW and CofG.
Posted here in the hope that someone wiser will reconfirm or correct me?
RC
I check MTOW and CofG according to the following "rules of thumb" picked up from more than one source:
- If you are within Seat Limits and MTOW in an R22 then you are within CofG
- With 2 adults onboard each of 12st you can take full fuel (Main plus Aux)
- For each 1st above this 2x12st you must leave behind 2 USG of fuel
- Seat Limit (pax plus cargo under seat) is 17st
Which is 4st over the 2x12st thus max fuel reduced by 8 USG to remain within MTOW and CofG.
Posted here in the hope that someone wiser will reconfirm or correct me?
RC
Join Date: Feb 2005
Location: Australia
Posts: 1,957
Likes: 0
Received 0 Likes
on
0 Posts
"rules of thumb"
sounds good, i'll check he manual shortly,
most important to remember with two tanks is that the vent lines are very critical, first flight out of tank off maintenance, land and check that fuel is flowing through from aux to main B4 you need ANY OF the extra 10.5 gals.
ther's been a couple who didn't, makes the A/C owners very cranky having to send out the crash recovery vehicle.
sounds good, i'll check he manual shortly,
most important to remember with two tanks is that the vent lines are very critical, first flight out of tank off maintenance, land and check that fuel is flowing through from aux to main B4 you need ANY OF the extra 10.5 gals.
ther's been a couple who didn't, makes the A/C owners very cranky having to send out the crash recovery vehicle.
Join Date: Oct 2003
Location: Canada
Posts: 1,852
Likes: 0
Received 0 Likes
on
0 Posts
R22 cruise speed
Can someone please tell me the realistic cruising speed of the R22 and fuel comsumption at that speed - I know what the specs are but 110 seems perhaps a bit fast.
Thanks
Thanks
Join Date: Dec 2006
Location: England
Posts: 121
Likes: 0
Received 0 Likes
on
0 Posts
Cruise speed/fuel usage
Yes agree 85knts and around 9 us gallons. remember if you fly in weather that could cause carb icing and apply the carb heat you will use a bit more. Forget 110!!
Join Date: Jun 2006
Location: Maders UK
Age: 57
Posts: 806
Likes: 0
Received 0 Likes
on
0 Posts
R22 cruise speeds/fuel burn
On a windy day like today 40kts forward, 120kts back!
9usgph.
Some days you could bicycle faster (and in more comfort).
Greetings from a windy, blustery, soggy, UK, (typical day here really this time of year)
SB
9usgph.
Some days you could bicycle faster (and in more comfort).
Greetings from a windy, blustery, soggy, UK, (typical day here really this time of year)
SB
Join Date: Aug 2006
Location: US
Posts: 36
Likes: 0
Received 0 Likes
on
0 Posts
These numbers are from a Beta II.
Solo there is no problem cruising right up to VNE if the air is not gusty. I usually cruise at 95+ kts solo. If it is smooth air I will cruise at 100. Fuel burn is about 8.0-8.5 gph ( I have a JPI flow scan in the ship so it is pretty accurate)
I have done many long x-countries including a 2200mile x-country and cruised right under VNE most of the time..(at higher alts, your speed will decrease) .Except when it is real gusty and bumpy and you have to slow enough so when you get blasted the airspeed stays within VNE. This has been as slow as 65 kts at times...Not much fun to fly in that kind of weather...After being in that for 7 hours one day....I wished I had never lifted.
Dual and at gross, when I am trying to get somewhere, I cruise at 1" under mcp. This will usually give 95 kts as well but fuel flow will approach 9.5. It will go to 10+ when just under, or at mcp.
Solo there is no problem cruising right up to VNE if the air is not gusty. I usually cruise at 95+ kts solo. If it is smooth air I will cruise at 100. Fuel burn is about 8.0-8.5 gph ( I have a JPI flow scan in the ship so it is pretty accurate)
I have done many long x-countries including a 2200mile x-country and cruised right under VNE most of the time..(at higher alts, your speed will decrease) .Except when it is real gusty and bumpy and you have to slow enough so when you get blasted the airspeed stays within VNE. This has been as slow as 65 kts at times...Not much fun to fly in that kind of weather...After being in that for 7 hours one day....I wished I had never lifted.
Dual and at gross, when I am trying to get somewhere, I cruise at 1" under mcp. This will usually give 95 kts as well but fuel flow will approach 9.5. It will go to 10+ when just under, or at mcp.
Join Date: Jun 2006
Location: UK
Posts: 14
Likes: 0
Received 0 Likes
on
0 Posts
