Robinson R22 Corner [Archive copy]
The engine is mounted where the tailboom normally goes... Would the tailboom be fitted where the piston engine used to be?
Somebody asked about the tailboom. He does not have it.
Could it be possible, that he forgot it?
Shawn
A different sort of clutch arrangement would be needed instead of the centrifugal clutch currently fitted.
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Shawn,
'Vertical C G, Lateral directional stability, negative dihedral, main rotor- CG relationship, C G movin up, governing the turbine'........damn! You been readin' some serious books!
Ah,....BTW ........neither the Allison or the R22 had a centrifugal clutch last time I looked.
Maybe you test-piloted a different model.........
'Vertical C G, Lateral directional stability, negative dihedral, main rotor- CG relationship, C G movin up, governing the turbine'........damn! You been readin' some serious books!
Ah,....BTW ........neither the Allison or the R22 had a centrifugal clutch last time I looked.
Maybe you test-piloted a different model.........
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I doubt you could call this thing a derivative of the R-22.
On e-bay it seems that one would have to do most of the mast, swashplate, rotor, tail to finish that project.
Just because he hangs a runout R-22 cabin section on it, it does not mean it is a turbine R-22.
I would call it a derivative, if he puts a turbine in it with a reduction gear to match the speeds and keeps everything else R-22.
A turbine does NOT make any sense for the R-44 as the price would go way up. A new Lycoming 540 for the Raven II is around 48.000,- $
The smallest Turbine, probably some RR 250 model at least around 280.000,-
Besides that the R-44 would not use all the power, the fuel consumption would further reduce endurance, and the price goes up to around 590.000,-. Too close to the Jet-Ranger and MD 500.
3top
On e-bay it seems that one would have to do most of the mast, swashplate, rotor, tail to finish that project.
Just because he hangs a runout R-22 cabin section on it, it does not mean it is a turbine R-22.
I would call it a derivative, if he puts a turbine in it with a reduction gear to match the speeds and keeps everything else R-22.
A turbine does NOT make any sense for the R-44 as the price would go way up. A new Lycoming 540 for the Raven II is around 48.000,- $
The smallest Turbine, probably some RR 250 model at least around 280.000,-
Besides that the R-44 would not use all the power, the fuel consumption would further reduce endurance, and the price goes up to around 590.000,-. Too close to the Jet-Ranger and MD 500.
3top
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I agree with 3top on this... it's an experimental project that happens to use the cabin of an R22. A conversion project, it is NOT. I'm not sure where all the negativity is coming from. If we never explored or did anything different, where would aviation be today? Isn't that why the X-Prize exist for the next frontier?
For those of you who've been on this forum for a while, you've seen my posts on the "experimental" helicopter topic. Although I choose not to make the attempt personally (time, finances, and lack of mechanical / engineering skills), I admire those who have that kind of passion and ability.
For those of you who've been on this forum for a while, you've seen my posts on the "experimental" helicopter topic. Although I choose not to make the attempt personally (time, finances, and lack of mechanical / engineering skills), I admire those who have that kind of passion and ability.
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Heck, I'd love to hang a 200-hp turbine off the back of a 300CB, just to have a turbine-powered 300CB!
Oh yeah, I guess that's the 333.
Anyway, the choice of the R22 for this project seems to be driven by the same reason R22s are used almost everywhere - it what they could afford.
Heck, forget R-anything, just consider the rotor system. The teetering rotor offers precious few advantages from an aerodynamic & safety standpoint, yet they are everywhere because they are cheap to buy and operate.
Now how cool would it be to plunk the rotor system from a 300CB on top of that turbine R22?
(BTW - I am aware of the two-blade advantages in certain work, but there are lots of Bells and Robinsons out there doing everything but those jobs.)
Oh yeah, I guess that's the 333.
Anyway, the choice of the R22 for this project seems to be driven by the same reason R22s are used almost everywhere - it what they could afford.
Heck, forget R-anything, just consider the rotor system. The teetering rotor offers precious few advantages from an aerodynamic & safety standpoint, yet they are everywhere because they are cheap to buy and operate.
Now how cool would it be to plunk the rotor system from a 300CB on top of that turbine R22?
(BTW - I am aware of the two-blade advantages in certain work, but there are lots of Bells and Robinsons out there doing everything but those jobs.)
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I am actually surprised that there are not more bids yet.
If the C-18 is in good condition it alone is worth it, though they are not supported by Allison/Rolls Royce anymore.
For those who doubt the project go and look at
http://helicycle.com/
This "R22" would be a logic extension of the Helicycle.
For a more "advanced" concept go to
http://www.rinke-aerospace.com/
Although their product is no more available to the public:
They planned a 2-seater with a 250-turbine, up to 5 blades, etc.
Also a good story about a Turbine-Mini-500 there.
I too admire Experimenters who dare to do Rotorcraft (although I don't care for cheap nonsense..). Just in this case it is no good to call it a "Turbine-R22".
3top
If the C-18 is in good condition it alone is worth it, though they are not supported by Allison/Rolls Royce anymore.
For those who doubt the project go and look at
http://helicycle.com/
This "R22" would be a logic extension of the Helicycle.
For a more "advanced" concept go to
http://www.rinke-aerospace.com/
Although their product is no more available to the public:
They planned a 2-seater with a 250-turbine, up to 5 blades, etc.
Also a good story about a Turbine-Mini-500 there.
I too admire Experimenters who dare to do Rotorcraft (although I don't care for cheap nonsense..). Just in this case it is no good to call it a "Turbine-R22".
3top
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I just visited with Stuart Fields who is starting a magazine called Experimental Helicopters.
Stuart and his wife were associated with the gyrocopter magazine for quite a few years.
I visited his house and saw the work
'd done on his Safari (aka Baby Belle), and it was quite good both construction and modifications.
If you're into helicopter experimentation, this is the place to start looking. Issue 1 of the magazine was quite good.
Stuart and his wife were associated with the gyrocopter magazine for quite a few years.
I visited his house and saw the work
'd done on his Safari (aka Baby Belle), and it was quite good both construction and modifications.If you're into helicopter experimentation, this is the place to start looking. Issue 1 of the magazine was quite good.
Senis Semper Fidelis
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If, and I really mean If you took a similar Turb that did have OEM back up, the R44 would be the ship to try it in, for there looks like plenty o room where the 6 potter would be taken from plus the G/Box would be strong enough? and the fuel tank big enough so all in all, why Not?
Vfr
Vfr
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R22 AD Issued 22 Sep 04
Interesting...
http://www.airweb.faa.gov/Regulat....909.pdf
we estimate the total cost impact of the AD on U.S. operators to be $7,584,945, assuming that most blades currently in service reach the TIS retirement life before reaching the calendar retirement life, and that at most, 277 helicopters will need their blades replaced
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manifold pressure in R22
Hovering IGE a beta 2 with me (160 lbs)and little fuel (about 5 US gals) noticed a rather high MAP (23 ish) -refuelled to about 26 US gals and hovering MAP was about 21. Does this make any sense(change of C of G ???) or is the gauge (or pilot) a bit suspect?
