R22 Corner
Mike
It does work, if you buy a good machine and don't get hit by any unexpected maintenance issues.
I was lucky with mine and had it looked after by good engineers, it was in good nick when I bought it, and had no Major hiccups.
It only takes a dent in a main rotor blade or a clutch actuator to fail and you can easily end up with bills in the 000s that you weren't expecting.
The upside is that if you keep control of the machine for the major part of your hours build you can progress very quickly. I did about 250 hours in 3 or 4 months about 5 years ago.
Make sure you trust the people who will look after it, and the people you are going to lease it too. Don't give ANYONE extended credit terms. Its your machine, they pay on time, or you take it away. Its too easy to get your fingers burnt with companies in trouble and you financing them indirectly.
V.
It does work, if you buy a good machine and don't get hit by any unexpected maintenance issues.
I was lucky with mine and had it looked after by good engineers, it was in good nick when I bought it, and had no Major hiccups.
It only takes a dent in a main rotor blade or a clutch actuator to fail and you can easily end up with bills in the 000s that you weren't expecting.
The upside is that if you keep control of the machine for the major part of your hours build you can progress very quickly. I did about 250 hours in 3 or 4 months about 5 years ago.
Make sure you trust the people who will look after it, and the people you are going to lease it too. Don't give ANYONE extended credit terms. Its your machine, they pay on time, or you take it away. Its too easy to get your fingers burnt with companies in trouble and you financing them indirectly.
V.
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As I see it, there may be two reasons why a flight school would not want to own an aircraft directly: capital investment and unscheduled maintenance.
The latter has been discussed here at length and it seems that there are a few organisations who will take on their share of the unscheduled maintenance for a lower lease back rate.
Capital investment seems to be something that contributers here are prepared to do and that the schools would rather not.
On this basis how about approaching a school with the offer to finance (in part or full) an aircraft for them in return for 'cost price' rental and pro-rata share of the unscheduled maintenance ?
In this way you can separate yourself from the majority of the unscheduled whilst keeping the ability to fly at a cheap rate. If you document the finance correctly you can also keep a first calaim over the aircraft in the case that the school goes bust.
The latter has been discussed here at length and it seems that there are a few organisations who will take on their share of the unscheduled maintenance for a lower lease back rate.
Capital investment seems to be something that contributers here are prepared to do and that the schools would rather not.
On this basis how about approaching a school with the offer to finance (in part or full) an aircraft for them in return for 'cost price' rental and pro-rata share of the unscheduled maintenance ?
In this way you can separate yourself from the majority of the unscheduled whilst keeping the ability to fly at a cheap rate. If you document the finance correctly you can also keep a first calaim over the aircraft in the case that the school goes bust.
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Strong Wind in the R22.
Not being a pilot myself but having nerves of steel and enough space to land 20 Jolly Green Giants I have recently aquired a friend who is hour building in a Robinson 22. The experience and indeed the one upmanship of having a friend pick you up and giving you a freebee for a few hours seems almost too good to be true. However, from the onset I discovered a downside that turns the distant whop whop that announces his arrival into a dilema. Can I, Cant I, Should I, Dare I, bring to his attention that the downing of several hard boiled eggs that he eagerly tells me he consumes just proir to each flight is having a detremental effect on what would otherwise be a very pleasant experience. To be blunt, I think the expression is " he farts like a trooper" this appears to occur at around twelve hundred feet. Apart from being quite blunt about the situation, which I confess I am loathed to do, could anyone who has been placed in a similar situation advise me how best to resolve this without loss of friend or freebee. ps The wearing of headsets and his constant talking, mask the release of these obnoxious gasses.
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The great thing about helicopters is you can fart and nobody can hear it so most of the time you can get away with it....problem is with only 2 in the helicopter...well if it wasn't me it must have been him..!!!
The only thing you can do is ensure that the airconditioning system (a.k.a Doors Off) is working.
Other options: don't fly so high, no eggs before departure!
On the other hand, the kudos with getting the free ride in the heli, far outweighs any 'fart' that I know, so maybe let him trump away, and take some smelling salts in your top pocket!
Good post Ninginoo
cl12pv2s
The only thing you can do is ensure that the airconditioning system (a.k.a Doors Off) is working.
Other options: don't fly so high, no eggs before departure!
On the other hand, the kudos with getting the free ride in the heli, far outweighs any 'fart' that I know, so maybe let him trump away, and take some smelling salts in your top pocket!
Good post Ninginoo
cl12pv2s
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Is there any possibility that his wind problem is so bad, he actually learnt to fly helicopters to try to mask the sound?
Or should that be smellycopters?
er... hope this helps...
Or should that be smellycopters?
er... hope this helps...
Not sure I would want to heed the old advice of always keeping yer nose into the wind however.
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fire with fire
Take a shot at the title
some of his own back may curb his ways (or not)
my secret weapon: heinz baked beans in ham sauce on toast, a little grated cheese & just a dash of Worcestershire sauce, if you breakfast up on that for 2 or 3 days in a row, it should last you a weeks worth
also chicken salt on hot chips seems to do it for me, not sure why, had a mate who could pump them out within 20 seconds of a swig of chocolate milk.
best of luck
PS: beware the follow through
some of his own back may curb his ways (or not)
my secret weapon: heinz baked beans in ham sauce on toast, a little grated cheese & just a dash of Worcestershire sauce, if you breakfast up on that for 2 or 3 days in a row, it should last you a weeks worth
also chicken salt on hot chips seems to do it for me, not sure why, had a mate who could pump them out within 20 seconds of a swig of chocolate milk.
best of luck
PS: beware the follow through
Avoid imitations
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The R-22? In addition to noxious gases? Two sound reasons to stay on the ground. 
The ultimate weapon...
Go down to the pool hall...dine on a half dozen of those pickled eggs you get out of the Penrose spicy sausage jar (the reddish colored ones)....four or five of the hot Penrose sausages, lots of imitation beer...Budweiser seems to work the best....and a pickled Pig's Foot by Penrose....the next morning you are ready for the contest!
Thank goodness for no poopy suits in the GOM!
Go down to the pool hall...dine on a half dozen of those pickled eggs you get out of the Penrose spicy sausage jar (the reddish colored ones)....four or five of the hot Penrose sausages, lots of imitation beer...Budweiser seems to work the best....and a pickled Pig's Foot by Penrose....the next morning you are ready for the contest!
Thank goodness for no poopy suits in the GOM!
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My boss farts and this is accompanied by a sly grin, as if to say, 'If you try this you're sacked'. So with a gut full of sauerkraut and brussel sprouts I'm up to the challenge and I'm still employed.
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Hi
think in this, and the best approach that you can explain to im ....
he is building hours, right?? so he has a goal, maybe get an CPL. So he want's to go professional, right... if he try's to do the hours to get on pace to the CPL (in flight skill's) why not start trying, TOO, be an pro...
if he only wants to build the hours, to get the magic number (without too much learning flying or comercial (fart with pax ??? ), i rest my case...
regards
PS: and enjoy your freebee
think in this, and the best approach that you can explain to im ....
he is building hours, right?? so he has a goal, maybe get an CPL. So he want's to go professional, right... if he try's to do the hours to get on pace to the CPL (in flight skill's) why not start trying, TOO, be an pro...
if he only wants to build the hours, to get the magic number (without too much learning flying or comercial (fart with pax ??? ), i rest my case...regards
PS: and enjoy your freebee
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R22 tail rotor coning
Hi @ all,
Does anybody of you know why the tail rotor of the R22 has a fixed coning angle (about 1 degree)?
regards,
Franz
Does anybody of you know why the tail rotor of the R22 has a fixed coning angle (about 1 degree)?
regards,
Franz
Last edited by flyingbull84; 11th Apr 2005 at 09:00.
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hi,
Im not totally sure of the answer but found this:
"While some tail rotors may be designed to allow coning, all tail rotors simply pre-cone the blades and don't worry about coning in the design. Helicopters with more than 2 blades (or more than 2 double stacked blades like the Hughes/MDHC-500) have a flapping hinge which acts as a coning hinge."
It is almost like they cone the blades to prevent further movement in flight?
I noticed it at the London Air Show - The Navy Lynk tail was coned dramitically?
Maybe somebody else will have a better answer?
RHM
Im not totally sure of the answer but found this:
"While some tail rotors may be designed to allow coning, all tail rotors simply pre-cone the blades and don't worry about coning in the design. Helicopters with more than 2 blades (or more than 2 double stacked blades like the Hughes/MDHC-500) have a flapping hinge which acts as a coning hinge."
It is almost like they cone the blades to prevent further movement in flight?
I noticed it at the London Air Show - The Navy Lynk tail was coned dramitically?
Maybe somebody else will have a better answer?
RHM
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Robinson rotor head question.
Take one underslung teetering rotor head say Rotorway Exec for example. From hover, put in foreward cyclic. Cyclic pitch increases as we go round the back of the mast. Machine moves foreward. Increased pressure on blade as it passes round back of mast is transmitted via rotor hub and helps push down opposite blade as it travels around the front half of the mast. ( Yes I know the pitch is reduced on the front blade). Now apply same proceedure to a Robinson 22. Question. Does the blade on the 22 move on its hinge as cyclic inputs are made or is the centrifugal force sufficient to keep the head and both blades at the same relative angle during charges of cyclic inputs.
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If you are referring to the movement of the blades about the coning hinges on the R22, or what some might mistakenly call the flap hinges, they do not move with changes in cyclic, only with changes in coning, such as might happen with a change in load.
The two blades will always move together as a pair, about the teeter hinge.
With forward stick, the cyclic pitch, reaches a maximum roughly 90 degrees before the blade reaches the aft position in the Rotorway, and about 72 degrees before, on the R22(because it has a delta-3 angle which affects the phase angle).
In both ships, the blade reaches max upward displacement over the tail, assuming forward cyclic.
The rear blade does not push the opposite blade down. The pitch is reduced on the forward blade which changes the balance of lift vs centrifugal force and causes the blade to move down in front by the same amount that the other blade moves up.
The two blades will always move together as a pair, about the teeter hinge.
With forward stick, the cyclic pitch, reaches a maximum roughly 90 degrees before the blade reaches the aft position in the Rotorway, and about 72 degrees before, on the R22(because it has a delta-3 angle which affects the phase angle).
In both ships, the blade reaches max upward displacement over the tail, assuming forward cyclic.
The rear blade does not push the opposite blade down. The pitch is reduced on the forward blade which changes the balance of lift vs centrifugal force and causes the blade to move down in front by the same amount that the other blade moves up.
Last edited by Chiplight; 13th Apr 2005 at 20:33.