Robinson R44
I received the following email from Jim Hall, Chairman of the NTSB: The following message prompted Mr. Halls' reply. In Responce to Mr. Halls' email I sent the following:Note: On a previous post someone asked me why I kept pushing my point when so many people said I was wrong. I don't know how to answer that, other than to say, maybe some day the people that make the final decisions will think I am right. If "they" tell me I'm wrong, I, like a good dog, will drop the bone I have had in my mouth since 1996 and start digging for another bone.
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The Cat
[This message has been edited by Lu Zuckerman (edited 20 October 2000).]
[This message has been edited by Lu Zuckerman (edited 20 October 2000).]
See also ..... Robinson Technical Questions
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The Cat
[This message has been edited by Lu Zuckerman (edited 20 October 2000).]
[This message has been edited by Lu Zuckerman (edited 20 October 2000).]
See also ..... Robinson Technical Questions
I know this page he speaks of, its in my POH, which I bought way back in 2002. Quite frankly it always seemed like common sense suggestions to me, but I started my training two years after this thread began, so,...?
I somtimes wonder though, if I'd feel any diferent about this issue, and my little buddy the R22, if I had begun my training in the 90's?
Mostly a silent reader in the wings, I started teaching in R22s in 1998 with .7hrs in R22, that's right, point.7hrs, and 97 hours total helicopter time. Long before SFARs , and an add-on from FW requiring only 50hrs. in helos, 150TT. basically, a very low time pilot. With a wet CFI I manged to get a job where taught 320 hours in the left seat doing autos and other crazy stuff, before ever getting in the right seat which was actually for a photo flight. Now, I'm not the sharpest pilot out there, but I found that the R22 was a solid A/C to fly, even teaching in as long as it was Uber respected by the pilot. And over the last 33 years I have found that most of the accidents were indeed pilot error in some way. I did say most, as every model is in development in some way.
The R44 had a rough start. In 1994 I was the first CFI checked out from the factory with cert. "003" The checkout entailed little more than standing in the hangar with Doug D. going over a rough resemblance of a flight manual then going out and throwing the machine around the sky a bit to get the feel of it before repositioning it over to its new home at El monte airport with the owner and his son who were my students. Sadly, a couple of months later, the son, would succumb to his injuries along with his two young cousins when 50knts and 100 feet over the runway at EMT, the cyclic of their first production R44 would break from the floor sending them into a spiral dive onto the runway killing all thee instantly.
Because I can't post the link:Injuries:
3 Fatal
Flight Conducted Under:
Part 91: General Aviation - Personal
Location:
EL MONTE, CA
Accident Number:
LAX93FA311
Date & Time: 07/31/1993, 1349 PDT
Registration: N445RH
Aircraft: ROBINSON R44
Aircraft Damage: Destroyed
Defining Event:
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal
FATIGUE FAILURE OF THE CYCLIC CONTROL (STICK) ASSEMBLY, WHICH RESULTED IN LOSS OF CYCLIC (PITCH & ROLL) CONTROL.
Rumors flew that it was pilot error due to his lack of experience as a pilot in general. Fortunately, the father with major tenacity and buttloads of money was able to prove his late son's innocence by making the NTSB complete their job. This machine was before hydraulics and beefing up the cyclic to that similar to a 206. After hating Frank Robinson for the neglect of his machine killing three young friends, I realized again, all models go through stages of development and for that, must be even more respected when flown. And especially when preflighting. If someone was to ask me my opinion about the R44 now after all it's revisions, I would say it's a good solid platform to fly, as many have proven long after me. The debate will on forever whether Robinson helicopters are safe or not, but the fact remains, 1000s have been sold and still fly successfully to this day, making helicopter flying more economical for many. As for the ongoing debate about them, don't ever stop. It's what keeps us safe and vigilant by continuing to talk about them..
Again, just another silent reader from the wings..
Safe flights always,
Kyle
The R44 had a rough start. In 1994 I was the first CFI checked out from the factory with cert. "003" The checkout entailed little more than standing in the hangar with Doug D. going over a rough resemblance of a flight manual then going out and throwing the machine around the sky a bit to get the feel of it before repositioning it over to its new home at El monte airport with the owner and his son who were my students. Sadly, a couple of months later, the son, would succumb to his injuries along with his two young cousins when 50knts and 100 feet over the runway at EMT, the cyclic of their first production R44 would break from the floor sending them into a spiral dive onto the runway killing all thee instantly.
Because I can't post the link:Injuries:
3 Fatal
Flight Conducted Under:
Part 91: General Aviation - Personal
Analysis
THE PILOT AND TWO PASSENGERS DEPARTED IN THE HELICOPTER FROM THE APPROACH END OF RUNWAY 19. WITNESSES REPORTED THAT THE HELICOPTER ACCELERATED TO ABOUT 50 KNOTS AND CLIMBED TO BETWEEN 50 AND 100 FEET ABOVE THE RUNWAY. THEY SAID IT THEN SUDDENLY PITCHED DOWN, ROLLED TO THE RIGHT, AND CRASHED ON THE RUNWAY. AN EXAMINATION OF THE WRECKAGE DISCLOSED THAT IT HAD IMPACTED IN ABOUT A 35 DEGREE NOSE DOWN ATTITUDE AND A 30 DEGREE RIGHT BANK. THE HELICOPTER WAS DESTROYED BY IMPACT AND POST IMPACT FIRE; MANY OF THE FLIGHT CONTROL SYSTEM COMPONENTS WERE FOUND FRACTURED AND/OR FIRE DAMAGED. THIS INCLUDED A FRACTURE AT THE LOWER END OF THE CYCLIC CONTROL (STICK) ASSEMBLY. METALLURGICAL EXAMINATION OF THIS FRACTURE REVEALED EVIDENCE OF FATIGUE. THE HELICOPTER, WHICH HAD BEEN CERTIFICATED IN DECEMBER 1992, HAD ACCUMULATED 174 HOURS OF FLIGHT TIME SINCE BEING MANUFACTURED.Location:
EL MONTE, CA
Accident Number:
LAX93FA311
Date & Time: 07/31/1993, 1349 PDT
Registration: N445RH
Aircraft: ROBINSON R44
Aircraft Damage: Destroyed
Defining Event:
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal
Analysis
THE PILOT AND TWO PASSENGERS DEPARTED IN THE HELICOPTER FROM THE APPROACH END OF RUNWAY 19. WITNESSES REPORTED THAT THE HELICOPTER ACCELERATED TO ABOUT 50 KNOTS AND CLIMBED TO BETWEEN 50 AND 100 FEET ABOVE THE RUNWAY. THEY SAID IT THEN SUDDENLY PITCHED DOWN, ROLLED TO THE RIGHT, AND CRASHED ON THE RUNWAY. AN EXAMINATION OF THE WRECKAGE DISCLOSED THAT IT HAD IMPACTED IN ABOUT A 35 DEGREE NOSE DOWN ATTITUDE AND A 30 DEGREE RIGHT BANK. THE HELICOPTER WAS DESTROYED BY IMPACT AND POST IMPACT FIRE; MANY OF THE FLIGHT CONTROL SYSTEM COMPONENTS WERE FOUND FRACTURED AND/OR FIRE DAMAGED. THIS INCLUDED A FRACTURE AT THE LOWER END OF THE CYCLIC CONTROL (STICK) ASSEMBLY. METALLURGICAL EXAMINATION OF THIS FRACTURE REVEALED EVIDENCE OF FATIGUE. THE HELICOPTER, WHICH HAD BEEN CERTIFICATED IN DECEMBER 1992, HAD ACCUMULATED 174 HOURS OF FLIGHT TIME SINCE BEING MANUFACTURED.Probable Causeand Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:FATIGUE FAILURE OF THE CYCLIC CONTROL (STICK) ASSEMBLY, WHICH RESULTED IN LOSS OF CYCLIC (PITCH & ROLL) CONTROL.
Rumors flew that it was pilot error due to his lack of experience as a pilot in general. Fortunately, the father with major tenacity and buttloads of money was able to prove his late son's innocence by making the NTSB complete their job. This machine was before hydraulics and beefing up the cyclic to that similar to a 206. After hating Frank Robinson for the neglect of his machine killing three young friends, I realized again, all models go through stages of development and for that, must be even more respected when flown. And especially when preflighting. If someone was to ask me my opinion about the R44 now after all it's revisions, I would say it's a good solid platform to fly, as many have proven long after me. The debate will on forever whether Robinson helicopters are safe or not, but the fact remains, 1000s have been sold and still fly successfully to this day, making helicopter flying more economical for many. As for the ongoing debate about them, don't ever stop. It's what keeps us safe and vigilant by continuing to talk about them..
Again, just another silent reader from the wings..
Safe flights always,
Kyle
Last edited by Flights of Fusion; 22nd Oct 2022 at 19:46.
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FoF,
Excellent post.
If one stays in this industry long enough experiencing the loss of friends or those one knows well shall happen....helicopter flying as all of aviation involves risks and unforeseen problems that escape even the best engineers.
Excellent post.
If one stays in this industry long enough experiencing the loss of friends or those one knows well shall happen....helicopter flying as all of aviation involves risks and unforeseen problems that escape even the best engineers.
