Robinson R44
Join Date: Nov 2003
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This is really cool!
The third graph, is it total lift? Isn't it rather the coef of lift? If I am reading it correctly I see a huge amount of lift on the tip of the retreating blade, which might be a little surprsing.
Can I ask you, what software are you using ? Mathematica or something like that?
LOG
The third graph, is it total lift? Isn't it rather the coef of lift? If I am reading it correctly I see a huge amount of lift on the tip of the retreating blade, which might be a little surprsing.
Can I ask you, what software are you using ? Mathematica or something like that?
LOG
Passion Flying Hobby Science Sponsor Work
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To LGNYC
The third is indeed lift coefficient (I called it distribution) Remark (Red) Titles are on top.
I will edit post to separate the pictures.
Sofware used is MatLab.
Delta3
The third is indeed lift coefficient (I called it distribution) Remark (Red) Titles are on top.
I will edit post to separate the pictures.
Sofware used is MatLab.
Delta3
Join Date: Jun 2003
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R44 Weight & Balance
Hi there fellow Rotorheads,
Would anyone have a R44 spread sheet for the R44 Weight & Balance.
Exel i guess would work......
Thanks in advance................Safe Flying and have a Great Christmas were ever you may be....
Would anyone have a R44 spread sheet for the R44 Weight & Balance.
Exel i guess would work......
Thanks in advance................Safe Flying and have a Great Christmas were ever you may be....
Join Date: Mar 2002
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Join Date: Mar 2002
Location: Kings Caple, Ross-on-Wye.orPiccots End. Hertfordshire
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Hughes 300C clusters.
Hughes 300C
I wonder if I can ask the knowledgable Lu Zuckerman or another similarly qualified engineer to give an opinion on the series of cluster failures which affected the early Hughes 300's. Serial number 570 and prior.
I think it is common knowledge that the year 2000 failure to my son's Hughes 300C was one of a series of such failures to the part number 234 (left hand) cluster. (clevis lug) The UK AAIB reported it was the seventh such failure since 1972. In fact my own researches uncovered two more making nine in all.
My question is ... at what point should the certifying authority, (in this case the FAA) have effectively grounded the type and mandated the replacement of the later part no 234-3 ?? ... instead of continueing with the policy of releasing ongoing Ad's, SB's LTO's etc. Following the first occurrence, the second, the fifth sixth or at all.
Earlier this year, this mod was mandated and I trust that all the affected airframes have been modified. I'm sure that the position is well known in the UK, but as time goes on and people change, things get forgotten. I know for sure there are some relevent airframes lying around in hangars which one day may be brought back into service. A point well made by the AAIB's report.
The draft report cited two of the causal reasons for my son's accident as. "Failure to mandate the fitting of the modified cluster etc .... combined with an over reliance of a strategy of repetitve inspections .... etc.
But just to return to my question. At what point would this industry consider a responsible certification authority should act once it became apparent that the issued AD's etc were not proving effective ?? A big question indeed. Any help so much appreciated.l
I wonder if I can ask the knowledgable Lu Zuckerman or another similarly qualified engineer to give an opinion on the series of cluster failures which affected the early Hughes 300's. Serial number 570 and prior.
I think it is common knowledge that the year 2000 failure to my son's Hughes 300C was one of a series of such failures to the part number 234 (left hand) cluster. (clevis lug) The UK AAIB reported it was the seventh such failure since 1972. In fact my own researches uncovered two more making nine in all.
My question is ... at what point should the certifying authority, (in this case the FAA) have effectively grounded the type and mandated the replacement of the later part no 234-3 ?? ... instead of continueing with the policy of releasing ongoing Ad's, SB's LTO's etc. Following the first occurrence, the second, the fifth sixth or at all.
Earlier this year, this mod was mandated and I trust that all the affected airframes have been modified. I'm sure that the position is well known in the UK, but as time goes on and people change, things get forgotten. I know for sure there are some relevent airframes lying around in hangars which one day may be brought back into service. A point well made by the AAIB's report.
The draft report cited two of the causal reasons for my son's accident as. "Failure to mandate the fitting of the modified cluster etc .... combined with an over reliance of a strategy of repetitve inspections .... etc.
But just to return to my question. At what point would this industry consider a responsible certification authority should act once it became apparent that the issued AD's etc were not proving effective ?? A big question indeed. Any help so much appreciated.l
Dennis
Your posting deserves to be a thread in its own right.
(This is the only time I've viewed this thread and that was only because I clicked the wrong box)
This is a matter that affects us all and would benefit from input from the PPRuNe "big guns", and maybe some lurkers out there too.
Bomber
P.S. Please don't tell anyone you saw me on an R44 thread!
Your posting deserves to be a thread in its own right.
(This is the only time I've viewed this thread and that was only because I clicked the wrong box)
This is a matter that affects us all and would benefit from input from the PPRuNe "big guns", and maybe some lurkers out there too.
Bomber
P.S. Please don't tell anyone you saw me on an R44 thread!
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R44 Helipod
Read about this company in New Zealand who make the helipod for Robinson choppers. Sounds like a great idea considering lack of luggage space.
Any chance of them coming to the UK. I would buy one tomorrow.
Any chance of them coming to the UK. I would buy one tomorrow.
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Better red than ...
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Looks like theres a picture of one bolted onto a G Registered R22 in green and gold, so is it CAA certified for the UK?
(and does it go on a 44)?
NB the 'seeder' looks fun. I could do the lawn at the same time as building flying hours ...
edited, as I read on it says United Kingdom CAA AAN certified. Would not fit an R44 with float system though.
edited again (teach me to think on my feet without reading to the end). Says R44 in development "..Due to the limited number of R44 ships in service at this time we anticipate that this installation will for the time being be accomplished as an individual modification to the aircraft under approval of a local modification and Form 337"
Whats with the 'limited'? Almost as many R44s in the UK as 22 now. Does anybody out there have one?
h-r
(and does it go on a 44)?
NB the 'seeder' looks fun. I could do the lawn at the same time as building flying hours ...
edited, as I read on it says United Kingdom CAA AAN certified. Would not fit an R44 with float system though.
edited again (teach me to think on my feet without reading to the end). Says R44 in development "..Due to the limited number of R44 ships in service at this time we anticipate that this installation will for the time being be accomplished as an individual modification to the aircraft under approval of a local modification and Form 337"
Whats with the 'limited'? Almost as many R44s in the UK as 22 now. Does anybody out there have one?
h-r
Odds are that a CAA AAN will apply to only one type - the R22. But, in these brave new days of EASA, it should automatically apply to any R22 in an EASA state.
Wouldn't be too hard to organise approval on an R44 I'd have thought, particularly if there's an FAA STC for it.
G
Wouldn't be too hard to organise approval on an R44 I'd have thought, particularly if there's an FAA STC for it.
G
The Original Whirly
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Out of interest, is this a general problem with smaller helicopters?
Or, do you mean the related, and in my view more serious problem, of using under the seats in the R22 to store stuff? The seats are designed to collapse in the event of a hard/crash landing, but it you put things underneath....well, you don't need it spelled out, do you?
And is this a problem in other small helicopters? I'm not sure. The Rotorway has no storage space in the cockpit whatsoever, I don't think the Schweizer 300 does, and I'm not that familiar with any others. So for the R22, I think this helipod is a brilliant idea.
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chopperchav
I work from the same location as Helipod NZ as a flight instructor although am not involved with the company.
Over 700 Helipods have been manufactured to date, for both R44's and R22's. The last container-load sent to the USA sold within 10 days of it's arrival into that country and there are now over 100 in use in Canada.
The R44 Helipod is FAA certified and the company is currently processing EASA validation for Europe. By all accounts and from what I've seen here, the pods are very strong and well built although still light. Aerodynamically there is minimum effect - to the degree that relatively low-time pilots wouldn't even notice the difference in flight characteristics from a 'clean' profile.
They definately seem to be the answer to the age old question "Where do I put all my gear?" I too am hesitant about putting too much crap under the seats and thereby compromising the ability of the seats to do their job absorbing impact forces.
E-mail the owner at the following address if you need more information as what I've written above is about all I know!
[email protected]
Regards.
PS - Helipod website is a bit dated now so a few things have changed and more Helipod versions are available.
PPS - helicopter-redeye;
R44 Clipper version of the Helipod is currently under development so not available just yet
I work from the same location as Helipod NZ as a flight instructor although am not involved with the company.
Over 700 Helipods have been manufactured to date, for both R44's and R22's. The last container-load sent to the USA sold within 10 days of it's arrival into that country and there are now over 100 in use in Canada.
The R44 Helipod is FAA certified and the company is currently processing EASA validation for Europe. By all accounts and from what I've seen here, the pods are very strong and well built although still light. Aerodynamically there is minimum effect - to the degree that relatively low-time pilots wouldn't even notice the difference in flight characteristics from a 'clean' profile.
They definately seem to be the answer to the age old question "Where do I put all my gear?" I too am hesitant about putting too much crap under the seats and thereby compromising the ability of the seats to do their job absorbing impact forces.
E-mail the owner at the following address if you need more information as what I've written above is about all I know!
[email protected]
Regards.
PS - Helipod website is a bit dated now so a few things have changed and more Helipod versions are available.
PPS - helicopter-redeye;
R44 Clipper version of the Helipod is currently under development so not available just yet
Last edited by Wildwilly; 7th Jan 2005 at 05:39.
Better red than ...
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Thanks Wild W. These pods would help with carrying the Clipper wheels as they will not fit properly under the back seats.
I'm also worrying about the gas bottle under the left seat now, in the event of a hard landing. Note to self. Always sit on the right ...
I'm also worrying about the gas bottle under the left seat now, in the event of a hard landing. Note to self. Always sit on the right ...
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...quite right. Gas bottle under seat might be good for a nice quick vertical exit through the cockpit roof, but then an even quicker decapitation...hmmmm...not a good look. Keep it clean and in the green...