Robinson R44
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140kb zipped ? I spit on your bloated programming 
.Weighing in at a tidy 19kb here's a lightweight version.
.Weighing in at a tidy 19kb here's a lightweight version.
Join Date: May 2004
Location: UK
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Unless I'm missing something obvious, the link to the Heliair program looks like it's for an R22, although several of the files within the zip file are related to R44. Also, it only seems to allow you to program the fuel load up to 19.2 gals i.e. main only.
2Sticks
2Sticks
Both programmes allow fuel loads over 19.2. I plotted 40 gallons and a pax load of 4 x 200lbs - and surprise surprise: got an overweight warning (nice touch!)
By changing the values in the dat file, you should be able to put the correct moments in for the aircraft you fly.
TT
By changing the values in the dat file, you should be able to put the correct moments in for the aircraft you fly.
TT
Join Date: Nov 2001
Location: Alderney or Lancashire UK
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Snoop
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Only five minutes to install all those covers???? Come on now...
I stand by that. I cant be bothered to video it. several PPruners have seen me do it. With someone helping it takes about 3 minutes.
quote
Only five minutes to install all those covers???? Come on now...
I stand by that. I cant be bothered to video it. several PPruners have seen me do it. With someone helping it takes about 3 minutes.
Join Date: Jun 2003
Location: Norfolk
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Upper Sheave Bearing
We have a problem with the upper sheave bearing on our R44. It's a new (106hr) Raven II, which had the bearing changed at the 100 hr service because of grease throw. On collecting the aircraft, there was a very high frequency vibration which wasn't present before the service. We were assured that all was well - TR shaft runout check, 30 min test flight, MR track etc completed OK.
An engineering inspection was carried out 2 days ago, due to telatemps turning a light greyish colour; 2 new telatemp strips were applied, and a 30 min air test (with engineer) completed satis. One of the new strips is a lower temperature strip. The vhf vibration doesn't manifest itself any more (or else I've just got used to it).
Now we've got 2 black marks at 82 degrees (one on each strip) after yesterday's 30 min flight - clearly there's a problem.
Anyone care to comment? The machine is of course grounded...
Cheers, WW
An engineering inspection was carried out 2 days ago, due to telatemps turning a light greyish colour; 2 new telatemp strips were applied, and a 30 min air test (with engineer) completed satis. One of the new strips is a lower temperature strip. The vhf vibration doesn't manifest itself any more (or else I've just got used to it).
Now we've got 2 black marks at 82 degrees (one on each strip) after yesterday's 30 min flight - clearly there's a problem.
Anyone care to comment? The machine is of course grounded...
Cheers, WW
Join Date: Mar 2002
Location: 3 Degrees North
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Raven I 1075 hours TT
I have a lateral bounce (started after last 50 Hours service) in the hover when full fuel but alone. Had the blades tracked & balanced about 100 hours ago.
A/C flies nicely except has a bounce straight & level 80 kts MAUW, problem we have had ever since the a/c was new.
Any idea why the bounce in the hover?
Cheers
WLM
I have a lateral bounce (started after last 50 Hours service) in the hover when full fuel but alone. Had the blades tracked & balanced about 100 hours ago.
A/C flies nicely except has a bounce straight & level 80 kts MAUW, problem we have had ever since the a/c was new.
Any idea why the bounce in the hover?
Cheers
WLM
Join Date: Aug 2006
Location: South Island NZ
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Hey WLM dont have a problem in hover but when at near max all up weight with a heavy person in front seat but still within c of g limits and in a decending turn we tend to get a bad mast ossilation (moves back and forward) bloody scary when not aware of it just have to roll out of turn straight and level and it stops.
Robinson apparently aware of it but dont want to know about it we have 2 raven 44's had them from new and they both do it.
would be interested to know if anyone else has had it there are other cases in NZ that I know of.
Robinson apparently aware of it but dont want to know about it we have 2 raven 44's had them from new and they both do it.
would be interested to know if anyone else has had it there are other cases in NZ that I know of.
Join Date: Jun 2003
Location: Norfolk
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WLM/HDNZ,
The engineer I flew with the other day said that they often had to track/balance the R44 according to the task they normally flew; ie an R44 can be sorted for a typical flight of 100kts at MAUW, but would be terrible at (say) 80kts low weight. Or could be tracked perfectly at 80kts and dreadful at 110kts.
Beats me. I've never come across such weirdness in S76/S61 - wonder what's different about the 44 (apart from being a Robinson). Most helicopters are the same I thought, push one lever and pull the other and they all seem to work in a similar way....
Cheers,
WW
The engineer I flew with the other day said that they often had to track/balance the R44 according to the task they normally flew; ie an R44 can be sorted for a typical flight of 100kts at MAUW, but would be terrible at (say) 80kts low weight. Or could be tracked perfectly at 80kts and dreadful at 110kts.
Beats me. I've never come across such weirdness in S76/S61 - wonder what's different about the 44 (apart from being a Robinson). Most helicopters are the same I thought, push one lever and pull the other and they all seem to work in a similar way....
Cheers,
WW
Join Date: Jan 2005
Location: where the grass is green
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HeliDriverNZ
We have Raven II with the same problem up here in the sunny north. Anything close to the forward C of G and the oscillation occurs - not just in descending turns - I've had it in a flat and slowish turn after turning off the runway at the end of an approach. No joy as yet from Robinson or their agents in NZ although the agents have recently flown the machine and have now experienced the problem (which they previously wouldn't believe existed) - scared the sh.t out of them
We have Raven II with the same problem up here in the sunny north. Anything close to the forward C of G and the oscillation occurs - not just in descending turns - I've had it in a flat and slowish turn after turning off the runway at the end of an approach. No joy as yet from Robinson or their agents in NZ although the agents have recently flown the machine and have now experienced the problem (which they previously wouldn't believe existed) - scared the sh.t out of them
Passion Flying Hobby Science Sponsor Work
Join Date: Apr 2004
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Track and Balance of R44
Whirlwind
I have a R44-II, and was told the same story. Its setup for 110 and as a result, it bounces slightly at 80-85 in climb
d3
I have a R44-II, and was told the same story. Its setup for 110 and as a result, it bounces slightly at 80-85 in climb
d3
Join Date: May 2006
Location: victoria
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hey guys.
i fly an astro with floats.
there are three vibrations in the 44 that occur.
first one at translational lift.
second at around 80-80 kts.
third approaching 110kts.
ive flown all models and have experienced the same for each ship. bloody annoying but its just part of the robinson deal. but its good to see you guys are pointing out this to them. ill be keeping a keen eye on this thread.
cheers BP
i fly an astro with floats.
there are three vibrations in the 44 that occur.
first one at translational lift.
second at around 80-80 kts.
third approaching 110kts.
ive flown all models and have experienced the same for each ship. bloody annoying but its just part of the robinson deal. but its good to see you guys are pointing out this to them. ill be keeping a keen eye on this thread.
cheers BP
Join Date: Jun 2003
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Wind Limits
Interesting on the vibration - thanks for the feedback everyone.
Next:
What experience does anyone have operating the R44 in strong winds? Have you had any close shaves with crosswind hovering, rotor starting and stopping? What do you apply as your personal limits?
Cheers, WW
Next:
What experience does anyone have operating the R44 in strong winds? Have you had any close shaves with crosswind hovering, rotor starting and stopping? What do you apply as your personal limits?
Cheers, WW
Join Date: May 2006
Location: victoria
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WW.
hi mate .
i operate often winds above 20 kts with floats. about the most challenging stuff ive done is cross wind landings with floats. the drag effect on the floats can give a rolling tendency if you not ready for it. on a wind from the right the machine will roll to the right and can get obviously very sensitive to any gust. left cross wind are even worse as they fight the tailrotor thrust . and when they have to be done, tail wind landings, manual states 17 kts max up to 9000 ft. i self impose a limit of 15 kts. with the wind going over the horizontal stabiliser its can force the tail up and you can run out of AFT cyclic, not to mention taking out the boom in extreme circumstances.
all in all, fly a float machine always in balance.
hope that helps
cheers BP
hi mate .
i operate often winds above 20 kts with floats. about the most challenging stuff ive done is cross wind landings with floats. the drag effect on the floats can give a rolling tendency if you not ready for it. on a wind from the right the machine will roll to the right and can get obviously very sensitive to any gust. left cross wind are even worse as they fight the tailrotor thrust . and when they have to be done, tail wind landings, manual states 17 kts max up to 9000 ft. i self impose a limit of 15 kts. with the wind going over the horizontal stabiliser its can force the tail up and you can run out of AFT cyclic, not to mention taking out the boom in extreme circumstances.
all in all, fly a float machine always in balance.
hope that helps
cheers BP
Join Date: May 2004
Location: That Bit up the Top Down Under
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Oscillations....
Was flying the other day when one of the other companies in the area up here had one of their new R44 Raven II declare pan pan and put it down out in the bush. We had two other machines in the area at the time, and once we had checked he was ok, and a vehicle was on its was to pick up the passengers we continued. Found out that he had a major fore-aft oscilation, so bad that it marked the tailcone cover panel and the roof of the cabin. Very scary. This is the the third time it has happened in this machine apparently and the engineers have pulled it all apart each time, re-strobed, reshimmed, everything they can think of, and as far as i know still have not found the issue. Not a big confidence builder, the old 'Never seen that before.' The pilot is a high time mustering pilot, and did a good job, kept the pax calm (well, as calm as they can be). We have some major vibrations in our 44 (astro) , after a mag failure, had the new engine put in, with new engine mounts, (flogged out from the mag faliure, and just about life, changed 40 hours early) still had the vibration. Replaced the Xmsn mounts, and every thing is all good. Has to be the smoothest Astro up here now.
As for wind.... most we get up here is about 35 knots, but whoever designed the pad put it facing the complete opposite direction to the prevailing wind, so always tail in to wind landings (note, not termination, just landing) to get the pax out with out walking in to the tail rotor. If one of the junior guys is struggling a bit, we get him to land on the lawn facing the other way.
Most wind i have ever been in was 45 knots in Tasmania around the southwest. Not a pleasant place to be in a 44 in those conditions. very slow, low power trip home.
As for wind.... most we get up here is about 35 knots, but whoever designed the pad put it facing the complete opposite direction to the prevailing wind, so always tail in to wind landings (note, not termination, just landing) to get the pax out with out walking in to the tail rotor. If one of the junior guys is struggling a bit, we get him to land on the lawn facing the other way.
Most wind i have ever been in was 45 knots in Tasmania around the southwest. Not a pleasant place to be in a 44 in those conditions. very slow, low power trip home.
Join Date: Aug 2006
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Chopperpug
That is exactly what happened to my boss when he got it the first time thought it was all over got ready to ditch it also got so bad that it took paint off in same place fortunatly rolled straight lowered collective and it came right seems to happen in our earlier raven2 worse than the newer one.
That is exactly what happened to my boss when he got it the first time thought it was all over got ready to ditch it also got so bad that it took paint off in same place fortunatly rolled straight lowered collective and it came right seems to happen in our earlier raven2 worse than the newer one.
Join Date: Feb 2005
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As for wind.... most we get up here is about 35 knots, but whoever designed the pad put it facing the complete opposite direction to the prevailing wind, so always tail in to wind landings (note, not termination, just landing) to get the pax out with out walking in to the tail rotor. If one of the junior guys is struggling a bit, we get him to land on the lawn facing the other way.
which pad, old one or new one?
cheers tet