Robinson R66 (merged threads)
Join Date: Jul 2002
Location: mostly in the jungle...
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Gentlemen,
thanks for the replies so far!
Keep it coming!!
Flimsy - I appreciate the offer and most likely will PM you, IF and when the project goes ahead!
We will, most likely, use 2 or 3 different configurations, just need to figure out which ones to use. Training environment, Zero - to maxed out IFR training....
ANYONE who has operational experience with the Garmin Suite in HOT and/or HUMID environment?
Cheers,
3top
thanks for the replies so far!
Keep it coming!!
Flimsy - I appreciate the offer and most likely will PM you, IF and when the project goes ahead!
We will, most likely, use 2 or 3 different configurations, just need to figure out which ones to use. Training environment, Zero - to maxed out IFR training....
ANYONE who has operational experience with the Garmin Suite in HOT and/or HUMID environment?
Cheers,
3top
Join Date: Jul 2002
Location: mostly in the jungle...
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....well, I already wondered when someone would take this too literal... 
TRAINING my friend - TRAINING!!
NOT going to use the Robinson for ACTUAL IFR...... no worries!!
3top
TRAINING my friend - TRAINING!!
NOT going to use the Robinson for ACTUAL IFR...... no worries!!
3top
That is correct, also onboardsystems has got a STC hook for the r66, but they are both limited to 1015lb. What I heard is that Robinson is working on a hook with higher capability and flying from the left seat.
Join Date: Jan 2018
Location: Canterbury
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Robinson R66 Dry Lease Rates
Hello, this is my first question ever, so don't judge me if I sound like an idiot. I've recently got to the point where a helicopter may be a viable option, and don't know what to do or where to start. I live in the UK, near Canterbury, and regularly go skiing in Val D'Isere as I have an apartment there. There is a helipad nearby and so would like to fly to and from there, so any info on this would be great. What I would like to know is first of all, what helicopter should I go for? I can spend roughly 700k, though would like to know how I can do this- lease, finance etc. I would probably do roughly 200 hours per year. I've done one lesson and thought it was fantastic, and will carry on, when I know what to do.
Thanks in advance,
Reuben
Thanks in advance,
Reuben
Join Date: Jul 2011
Location: Secret hide-out in the Rocky Mtns
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ruebensmurphy-
I'm not bashing the R-66, but you really should consider the Enstrom for high altitude flying. If you feel the need for turbine power, the 480B is an alternate to the R-66. If you're comfortable with a piston engine, you'll save a lot of money going with a 280FX or F28.
I agree with chopjock- flying in the mountains or anywhere with potential turbulence, a fully articulated rotor head is a better choice. (Now hunkering down for the inevitable storm of controversy...)
I'm not bashing the R-66, but you really should consider the Enstrom for high altitude flying. If you feel the need for turbine power, the 480B is an alternate to the R-66. If you're comfortable with a piston engine, you'll save a lot of money going with a 280FX or F28.
I agree with chopjock- flying in the mountains or anywhere with potential turbulence, a fully articulated rotor head is a better choice. (Now hunkering down for the inevitable storm of controversy...)
Join Date: May 2016
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Not a job for R66
Reuben, I’m an owner and lover of the R66, but have to agree with the comments above. Two bladed machines, and the Robinsons in particular need extremely careful handling in any kind of turbulence, and in my view Alpine altitudes and associated up/down drafts would mean that the weather window for that sort of trip would be very narrow.
Enstrom 480 worth a look, but you’d get into a Squirrel (AS350) for that sort of money, albeit an older model.
Be aware of how many pax and how much baggage you want to carry for the trip, as well as the impact that would have on how much fuel you could take. You may be surprised at how limiting that might be, whichever machine you go for.
Whatever, have your eyes very wide open and don’t dive in - it’s a world where a very costly error in judgement can be just around the corner.
I would think very hard about private jet UK to France and helicopter transfer to Val D’Is. You could do that journey an awful lot of times for 700k, and that’s before you even start with insurance, maintenance, hangarage and all the BS on here.
If you want more info on the R66, PM for honest appraisal!
FF
Enstrom 480 worth a look, but you’d get into a Squirrel (AS350) for that sort of money, albeit an older model.
Be aware of how many pax and how much baggage you want to carry for the trip, as well as the impact that would have on how much fuel you could take. You may be surprised at how limiting that might be, whichever machine you go for.
Whatever, have your eyes very wide open and don’t dive in - it’s a world where a very costly error in judgement can be just around the corner.
I would think very hard about private jet UK to France and helicopter transfer to Val D’Is. You could do that journey an awful lot of times for 700k, and that’s before you even start with insurance, maintenance, hangarage and all the BS on here.
If you want more info on the R66, PM for honest appraisal!
FF
I know it is good to own your own helicopter, I once did just that, but until you have a lot of hours behind you, consider just hiring with pilot / instructor.
Ruben
Having owned many helicopters over 25 years ( 9 x 300's, 206's 6 x 500's 341 ) I would think very carefully about owning your own machine.
The manufacturers are in a race as to who can take the piss the most out of the customer. Example MD helicopters overnight put the overhaul price of a transmission up by $50k last year
Any turbine helicopter will cost you in broad figures £ 15k a year to insure and another £ 15k in an annual inspection. So that is £30 k if you are lucky before you have even pressed the start button.
To fly down to the Alps, you will be lucky with the ****e weather his country has. To get down there you would really need an IFR helicopter which will significantly increase the price of the machine and its running costs ( a friend had his 2 x turbomeca engines overhauled which cost 750k Euros ! )as it has to be a twin engine. Plus you need to have an instrument rating which is not cheap in terms of time, experience and money.
As others have said you would be better off hiring a machine and pilot. In that way you can still fly it, you have a pilot who is way more experienced etc etc. So all in all the risks to one's self and wallet are reduced enormously.
PM me if you want more good news
Having owned many helicopters over 25 years ( 9 x 300's, 206's 6 x 500's 341 ) I would think very carefully about owning your own machine.
The manufacturers are in a race as to who can take the piss the most out of the customer. Example MD helicopters overnight put the overhaul price of a transmission up by $50k last year
Any turbine helicopter will cost you in broad figures £ 15k a year to insure and another £ 15k in an annual inspection. So that is £30 k if you are lucky before you have even pressed the start button.
To fly down to the Alps, you will be lucky with the ****e weather his country has. To get down there you would really need an IFR helicopter which will significantly increase the price of the machine and its running costs ( a friend had his 2 x turbomeca engines overhauled which cost 750k Euros ! )as it has to be a twin engine. Plus you need to have an instrument rating which is not cheap in terms of time, experience and money.
As others have said you would be better off hiring a machine and pilot. In that way you can still fly it, you have a pilot who is way more experienced etc etc. So all in all the risks to one's self and wallet are reduced enormously.
PM me if you want more good news
Words of wisdom there from @Hughes500.
I would add. Learning to fly a helicopter is one thing. Learning to operate a helicopter to do what you (@reubensmurphy) want to do is something entirely different. In other words, aiming to be a recreational pilot, stick to Day VFR over the Canterbury rolling green countryside. Aim to do 200 hours per year of that for a few years before ever considering going into the mountains, particularly in winter.
I would add. Learning to fly a helicopter is one thing. Learning to operate a helicopter to do what you (@reubensmurphy) want to do is something entirely different. In other words, aiming to be a recreational pilot, stick to Day VFR over the Canterbury rolling green countryside. Aim to do 200 hours per year of that for a few years before ever considering going into the mountains, particularly in winter.
I'm not bashing the R-66, but you really should consider the Enstrom for high altitude flying. If you feel the need for turbine power, the 480B is an alternate to the R-66.
I agree with chopjock- flying in the mountains or anywhere with potential turbulence, a fully articulated rotor head is a better choice. (Now hunkering down for the inevitable storm of controversy...)
I agree with chopjock- flying in the mountains or anywhere with potential turbulence, a fully articulated rotor head is a better choice. (Now hunkering down for the inevitable storm of controversy...)
Hello HP, no controversy coming, just facts :
In Swizerland there are 12 R66 and only one 480 operating.
Just in Austria and Switzerland, there are more than 100 Robinson helicopters operating plus all the 206 family.
Our VF who not realy flies at SL seems to like much the 206.
.
Join Date: Jan 2018
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MD500
Thank you very much for all your advice. A friend of mine is fully qualified etc, so he will fly with me most trips. I'm sure I could stretch a bit budget wise, but how about something like an MD500?
Ruben
MD 500 a great aircraft
Pros
1. Will handle very rough weather very well
2. Very quick, a good one will cruise at 130 kts
3. As turbines go its running costs are lowish ( due to its speed )
4. Fun to fly known as The Ferrari " of the helicopter world
5. Hold their money, I have owned 7 in my time each one has sold for more than I paid for it.
Cons
1. Very small, yes you can get 5 in but think of 5 in a traditional mini
2. No baggage area other than under rear seats, unless you put a pod underneath
3. manufacturer takes the piss on parts prices but they all do
4. Second hand ones expensive
5. New ones ridiculously expensive
MD 500 a great aircraft
Pros
1. Will handle very rough weather very well
2. Very quick, a good one will cruise at 130 kts
3. As turbines go its running costs are lowish ( due to its speed )
4. Fun to fly known as The Ferrari " of the helicopter world
5. Hold their money, I have owned 7 in my time each one has sold for more than I paid for it.
Cons
1. Very small, yes you can get 5 in but think of 5 in a traditional mini
2. No baggage area other than under rear seats, unless you put a pod underneath
3. manufacturer takes the piss on parts prices but they all do
4. Second hand ones expensive
5. New ones ridiculously expensive
Join Date: Jun 2008
Location: England & Scotland
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Make a list of those machines that you would feel happy to use in that environment, then best advice is to beg a flight in as many of the "options" as you are able. You might need to travel a little (around the UK) but you might be surprised how often "a kind soul" will offer the opportunity to ride along.
(If you offer to pay for landing fee / tea and a bacon sandwich then you might have even more luck getting rides!)
(If you offer to pay for landing fee / tea and a bacon sandwich then you might have even more luck getting rides!)
Join Date: May 2010
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don't overlook the 206 JR or LR. As with any helicopter there are pros and cons.
In rough weather, if you have the brains to slow down then they will handle the weather almost as well as a 500 or 350, and if you are flying for pleasure you should just be able to look out at the weather and say, oh well we aren't going today.... no point taking your family out in conditions that could kill you, no matter what helicopter you are in!!
They are slightly slower than a 500, but give you more room for the money. A JR should be about 1/2 the price of a 500 and a good LR about the same price, as a 500, and a LR is way bigger than a 500 and is quicker than a JR.
You also get a boot in both of them, and you get a far greater range than you will from a 500.
Way easier to put in a shed, only need a single 3 m wide bay to slide it in.
A good bell engineer will get them to track as smooth as any other machine, or if you are real clever like Dick Smith you put the magic balancing machine in the nose and they will then be silky smooth
make sure you look at real Bells, not Agusta Bell, otherwise it gets too hard.
In rough weather, if you have the brains to slow down then they will handle the weather almost as well as a 500 or 350, and if you are flying for pleasure you should just be able to look out at the weather and say, oh well we aren't going today.... no point taking your family out in conditions that could kill you, no matter what helicopter you are in!!
They are slightly slower than a 500, but give you more room for the money. A JR should be about 1/2 the price of a 500 and a good LR about the same price, as a 500, and a LR is way bigger than a 500 and is quicker than a JR.
You also get a boot in both of them, and you get a far greater range than you will from a 500.
Way easier to put in a shed, only need a single 3 m wide bay to slide it in.
A good bell engineer will get them to track as smooth as any other machine, or if you are real clever like Dick Smith you put the magic balancing machine in the nose and they will then be silky smooth
make sure you look at real Bells, not Agusta Bell, otherwise it gets too hard.