Frank Robinson Lecture Tuesday 5th October
You cannot just turn up without booking. Anyone wanting to attend must first register with the Royal Aeronautical Society or you won't get access:
Melissa Bailey
Royal Aeronautical Society
No.4 Hamilton Place
London
W1J 7BQ
Tel: +44 (0)20 7670 4345
Fax: +44 (0)20 7670 4349
Email:[email protected]
Melissa Bailey
Royal Aeronautical Society
No.4 Hamilton Place
London
W1J 7BQ
Tel: +44 (0)20 7670 4345
Fax: +44 (0)20 7670 4349
Email:[email protected]
Join Date: Sep 2010
Location: australia
Posts: 10
Likes: 0
Received 0 Likes
on
0 Posts
I certainly would attend if I could, here is a person who is a champion problem solver, engineer and motivator all in the one wrap.
Regarding the tampering of time recorders, I don't think it is endemic of the mustering or ag industry in isolation, or in particular just the Robinson type.
I had heard that the NZ CAA were trying to do something about tamper proof devices?? I wonder what has happened there?
It is not a question of the weight of the legislation or penalties for those who are caught, it is a matter of setting in place a system to short circuit the practice in a failsafe manner.
The problem is those who believe they will not be caught. Stopping hour meters from working is a very simple thing to do I am told.
I think Mr Robinson's intellect and capacity is what might be required to provide us all a fix for this major problem, as one last little job for us.
Surely it would be a major relief to all of the regulators around the world to know that they would not have to be forever grovelling around checking up on two bit criminals and to be able to concentrate on better issues.
All the best for a good lecture.
Regarding the tampering of time recorders, I don't think it is endemic of the mustering or ag industry in isolation, or in particular just the Robinson type.
I had heard that the NZ CAA were trying to do something about tamper proof devices?? I wonder what has happened there?
It is not a question of the weight of the legislation or penalties for those who are caught, it is a matter of setting in place a system to short circuit the practice in a failsafe manner.
The problem is those who believe they will not be caught. Stopping hour meters from working is a very simple thing to do I am told.
I think Mr Robinson's intellect and capacity is what might be required to provide us all a fix for this major problem, as one last little job for us.
Surely it would be a major relief to all of the regulators around the world to know that they would not have to be forever grovelling around checking up on two bit criminals and to be able to concentrate on better issues.
All the best for a good lecture.
Thread Starter
Join Date: Jul 2000
Location: London
Posts: 2,916
Likes: 0
Received 0 Likes
on
0 Posts
toptobottom:
That is not correct.
As previously posted -
SOP for all RAeS evening lectures. The Bill Boeing lecture theatre seats 250+ people.
For more information about the lecture, click: The Need for Simplicity in Helicopter Design
FL FRAeS
.
You cannot just turn up without booking. Anyone wanting to attend must first register with the Royal Aeronautical Society or you won't get access
As previously posted -
The RAeS would appreciate notification that you will be attending
: conference @ aerosociety.com
0207 670 4345
but it is not a requirement.
: conference @ aerosociety.com 0207 670 4345but it is not a requirement.
You can just turn up.
SOP for all RAeS evening lectures. The Bill Boeing lecture theatre seats 250+ people.
For more information about the lecture, click: The Need for Simplicity in Helicopter Design
FL FRAeS
.
Join Date: Feb 2008
Location: UK
Posts: 392
Likes: 0
Received 0 Likes
on
0 Posts
I went to the Cierva lecture last night at the RAS, and very much enjoyed Frank's talk.
I'm probably a bit of a Robinson sceptic, but found the development history and the reasoning behind the design decisions fascinating.
The delivery was quite slow but very precise and the audience was hanging onto his every word. He talked for about 90mins and spent quite a bit of time on his childhood and early career.
Whenever he discussed the the design details of anything - flexible joints, tail rotor, rotor head, cyclic, etc, - he always said "...and it works just fine".
Seemed to jump from the R22 to R66, so not much specific discussion about the R44. He did say that he really wanted a diesel power plant for the next generation Robinson, but just could not get the weight down, and the RR300 turbine was the best possible alternative.
He took questions at the end, which was also very interesting, but time over-ran.
I'm probably a bit of a Robinson sceptic, but found the development history and the reasoning behind the design decisions fascinating.
The delivery was quite slow but very precise and the audience was hanging onto his every word. He talked for about 90mins and spent quite a bit of time on his childhood and early career.
Whenever he discussed the the design details of anything - flexible joints, tail rotor, rotor head, cyclic, etc, - he always said "...and it works just fine".
Seemed to jump from the R22 to R66, so not much specific discussion about the R44. He did say that he really wanted a diesel power plant for the next generation Robinson, but just could not get the weight down, and the RR300 turbine was the best possible alternative.
He took questions at the end, which was also very interesting, but time over-ran.
Join Date: Nov 2004
Location: Cambridgeshire, UK
Posts: 1,334
Likes: 0
Received 0 Likes
on
0 Posts
It was a genuine pleasure to hear someone who has spent so long developing helicopers discuss the technical issues in depth. It was an even greater pleasure to hear the enthusiasm for the simple design approach still burning strong.
The investigation to eliminate tail rotor shaft bearings (damper to control 1st and 2nd flexural eigenmodes) was a nice bit of attention to detail. The explanation of the cyclic design to allow more movement to desensitise lateral control showed lateral thought. Interesting discussion about engines too...
The investigation to eliminate tail rotor shaft bearings (damper to control 1st and 2nd flexural eigenmodes) was a nice bit of attention to detail. The explanation of the cyclic design to allow more movement to desensitise lateral control showed lateral thought. Interesting discussion about engines too...
Better red than ...
Join Date: Aug 2004
Location: Appleby-in-Westmorland Cumbria England
Posts: 1,412
Likes: 0
Received 0 Likes
on
0 Posts
The bit I found interesting was the (almost) throw away comment about oil companies stopping Avgas production hence the R66 had to go to a turbine because "... we were going to get grounded..".
While Avgas will disappear one day, a lot of aircraft still use it. Will it mean a mass issue of STCs to fly on another gasoline type (mogas) and a restriction on altitude, or mass re-engine fitting of the 360 and 540 types?
Nice to see the man who has dominated so much of our lives for so long in person.
h-r
While Avgas will disappear one day, a lot of aircraft still use it. Will it mean a mass issue of STCs to fly on another gasoline type (mogas) and a restriction on altitude, or mass re-engine fitting of the 360 and 540 types?
Nice to see the man who has dominated so much of our lives for so long in person.
h-r
Join Date: Feb 2005
Location: Australia
Posts: 1,957
Likes: 0
Received 0 Likes
on
0 Posts
Glad to hear this went well, look forward to more detail if and when it can be organised.
One thing I would like to have asked about was the joint on the A166 clutch shaft at the forward end. Possibly the only bad joint on the R22 aircraft and the cause of the recent WA coronial, if you listen to the preconceived ideas of ATSB, but certainly it seemed the subject of some acrimonious debate between the operator and the ATSB.
Was there mention of this joint? and how it might be improved. main problem is that when the bolts are tightenend it forces an ellitpical and therefore - out of contact with the shaft - form of the yoke.
One thing I would like to have asked about was the joint on the A166 clutch shaft at the forward end. Possibly the only bad joint on the R22 aircraft and the cause of the recent WA coronial, if you listen to the preconceived ideas of ATSB, but certainly it seemed the subject of some acrimonious debate between the operator and the ATSB.
Was there mention of this joint? and how it might be improved. main problem is that when the bolts are tightenend it forces an ellitpical and therefore - out of contact with the shaft - form of the yoke.
Thread Starter
Join Date: Jul 2000
Location: London
Posts: 2,916
Likes: 0
Received 0 Likes
on
0 Posts
Last edited by Flying Lawyer; 19th Dec 2010 at 09:17.
Join Date: Oct 2002
Location: 1 Dunghill Mansions, Putney
Posts: 1,797
Likes: 0
Received 1 Like
on
1 Post
The initial write-up on the lecture from the RAeS Aerospace International magazine:
helicopter-redeye - Frank's 100LL argument is a red herring: given the number of recip-powered planks in service (GAMA counts 160,000 in the U.S. alone, compared to only 3,500 recip helos), a replacement fuel is going to appear, no question. AvWeb is doing a good job of tracking the issue, including the SwiftFuel and G100UL offerings.
I/C
Robinson slams glass cockpits
Light helicopter pioneer and former president & ceo of Robinson Helicopters, Frank Robinson, speaking at the Royal Aeronautical Society’s Cierva lecture on 5 October has branded modern glass cockpits a ‘distraction’ — arguing that they may contribute to aviation accidents. While he did not rule out glass cockpit-equipped Robinson helicopters in the future — he stressed he wanted to keep pilots looking outside the cockpit.
Light helicopter pioneer and former president & ceo of Robinson Helicopters, Frank Robinson, speaking at the Royal Aeronautical Society’s Cierva lecture on 5 October has branded modern glass cockpits a ‘distraction’ — arguing that they may contribute to aviation accidents. While he did not rule out glass cockpit-equipped Robinson helicopters in the future — he stressed he wanted to keep pilots looking outside the cockpit.
I/C
Last edited by Ian Corrigible; 27th Aug 2014 at 17:07. Reason: Corrected GAMA weblink
