Manifold Pressure R22
Thread Starter
Join Date: Jun 2007
Location: dragabagalong
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
Manifold Pressure R22
It seems to me that with the large amount or derating on these engines, resulting in more power available at higher altitudes etc, could the MP limitation be theoretically raised for operations at lower alts, lower disc loadings etc etc....
comments?
comments?
Join Date: Jan 2008
Location: UK
Posts: 139
Likes: 0
Received 0 Likes
on
0 Posts
The main danger is that you'll over pitch the blades, if you have an engine hiccup or a magneto cough the rotor will stop in the blind of an eye. They're de-rated for a reason !!
Join Date: Oct 2005
Location: in a skip
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Words fail me!
Are you just saying this to wind us up?
Just excuse me for a short while whilst I consult Roger's Profanisaurus for a suitable reply.
Are you really saying that it's designed-in to cover the possibility of a magneto problem?
No, it's no good, I really have to lie down.
Bloody hell!
Are you just saying this to wind us up?
Just excuse me for a short while whilst I consult Roger's Profanisaurus for a suitable reply.
Are you really saying that it's designed-in to cover the possibility of a magneto problem?
No, it's no good, I really have to lie down.
Bloody hell!
Join Date: Nov 2006
Location: UK
Posts: 117
Likes: 0
Received 0 Likes
on
0 Posts
In theory, yes you can pull more power than red line on the MAP guage in an R-22, but you WILL over torque the transmission....
Oh, and if you try that trick on the R44 your going down quick!.....They have NO power left once you get to red line!
Oh, and if you try that trick on the R44 your going down quick!.....They have NO power left once you get to red line!
Join Date: Oct 2005
Location: in a skip
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Aye, but there's the rub.
We all know that there's a red line on the gauge, but what most don't realise is that there is a graph up in the roof that doesn't have a red line. But it does have a manifold limit.
I still contend that this graph is needed to preserve the integrity of the transmission. So does Frank Robinson.
Not of significance to those backing-up into cranes and ordering bacon butties
We all know that there's a red line on the gauge, but what most don't realise is that there is a graph up in the roof that doesn't have a red line. But it does have a manifold limit.
I still contend that this graph is needed to preserve the integrity of the transmission. So does Frank Robinson.
Not of significance to those backing-up into cranes and ordering bacon butties
Oh, and if you try that trick on the R44 your going down quick!.....They have NO power left once you get to red line!
It's a question of whether you care enough about the next people to get in the heli. And the next. And the next. Most overspeeds, overstresses and exceeding of limits don't show up for a few more hours.
ELT2GO : are you really a pilot ? Your thought process is somewhat worrying.
Join Date: Jan 2006
Location: Playing in the sand
Posts: 123
Likes: 0
Received 0 Likes
on
0 Posts
There have been cases of blades failing in the R22 with as little as 6-700 hrs on them. Its one thing to momentarily exceed manifold pressure to get out of a bad situation.......its entirely different to do it on purpose just because its there 
Mike
Mike
Join Date: Feb 2008
Location: NZ
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
If you are talking about the ag machine in New Zealand that was a slightly different situation. He used the 'big twist and heave' t/o method. That means he opened the throttle (well ABOVE the red section on the tacho) and heaved the collective up until it's 'light on the skids' so they can do a cushion creep t/o. It's quite a standard procedure in NZ ag circles and quite nessecary when overloading by 200-300 lbs is standard practice. Only in NZ...
Join Date: Nov 2005
Location: Belgium
Age: 60
Posts: 494
Likes: 0
Received 0 Likes
on
0 Posts
Basically the question is why are there red lines on the gauges, they are only blocking the vision!!!!
With an attitude like that, I highly recommend you to refrain from flying.
With an attitude like that, I highly recommend you to refrain from flying.
ETL2GO,
I'll assume your enquiry is genuine so at the risk of repeating what some have already said, here's my 2 cents worth. The manifold pressure guage gives you an indication of the torque being produced by the engine -
Yes, you can ignore the guage & pull power in any model R22 until the RRPM droops.
Yes, you will get away with it for a while.
Yes, the drive belts will shred & depart the scene eventually.
I'll assume your enquiry is genuine so at the risk of repeating what some have already said, here's my 2 cents worth. The manifold pressure guage gives you an indication of the torque being produced by the engine -
Yes, you can ignore the guage & pull power in any model R22 until the RRPM droops.
Yes, you will get away with it for a while.
Yes, the drive belts will shred & depart the scene eventually.
Thread Starter
Join Date: Jun 2007
Location: dragabagalong
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
as i expected a wide range of input, some even intelligent.....I come from a part of the world where practicality is more often required, things are not always done by the book.
I'm not saying I condone it, personally I strive to remain within any limitations, thinking about not just the transmission, but the whole machine, especially the drive train, grips, spindles, feathering bearings, blades, TR d/s...the list goes on....and obviously the future pilots and more especially the future pax who use the machine........
however, back to my original question....surely there is a great deal less stress on all these components in lower disk loading / torque manouevers than others...
i'm interested in hearing from designers perhaps who have a working knowledge of the principles here....
also it would be nice if we could act a bit like grown ups and share some opinions, instead of casting petty aspersions.....
I'm not saying I condone it, personally I strive to remain within any limitations, thinking about not just the transmission, but the whole machine, especially the drive train, grips, spindles, feathering bearings, blades, TR d/s...the list goes on....and obviously the future pilots and more especially the future pax who use the machine........
however, back to my original question....surely there is a great deal less stress on all these components in lower disk loading / torque manouevers than others...
i'm interested in hearing from designers perhaps who have a working knowledge of the principles here....
also it would be nice if we could act a bit like grown ups and share some opinions, instead of casting petty aspersions.....
Join Date: Feb 2005
Location: Australia
Posts: 1,957
Likes: 0
Received 0 Likes
on
0 Posts
I believe Mr. Lappos has a certain reputation in the field of design so maybe his words on
this thread will help you.
this thread will help you.
also it would be nice if we could act a bit like grown ups and share some opinions, instead of casting petty aspersions.....
I come from a part of the world where practicality is more often required, things are not always done by the book.
do it by the book
cheers tet
Join Date: Mar 2005
Location: UK
Age: 60
Posts: 240
Likes: 0
Received 0 Likes
on
0 Posts
ETL2GO
My grown up opinion is that if your interest is simply academic, it's interesting, but you should never knowingly exceed the gauge other than in a life-threatening situation and should disclose it every time.
If your purpose is at all to conceive of scenarios where you might, at some time in the future, use your freedom of choice as a pilot in command to pull more MAP than permitted in what you consider to be a practical and safe manner, please have the decency to leave a list of machine names you use so the rest of us can have the freedom of choice to avoid them.
That's not a petty aspersion, just a statement of fact that a lot of us who rent aircraft depend on the fact that everyone before us has acted according to the POH for their own and their passengers safety.
BW
My grown up opinion is that if your interest is simply academic, it's interesting, but you should never knowingly exceed the gauge other than in a life-threatening situation and should disclose it every time.
If your purpose is at all to conceive of scenarios where you might, at some time in the future, use your freedom of choice as a pilot in command to pull more MAP than permitted in what you consider to be a practical and safe manner, please have the decency to leave a list of machine names you use so the rest of us can have the freedom of choice to avoid them.
That's not a petty aspersion, just a statement of fact that a lot of us who rent aircraft depend on the fact that everyone before us has acted according to the POH for their own and their passengers safety.
BW
Join Date: Jun 2006
Location: Maders UK
Age: 57
Posts: 806
Likes: 0
Received 0 Likes
on
0 Posts
When I had my beloved little R22 beta II my belly was a bit bigger than it is now. (Ironically now that I have lost weight I fly a 44 II).
I recall taking off one day from my garden with 2 fat boys on board when I was faced with a choice - it was either trim the rotor blades on a telegraph pole or exceed the limitation. I chose to exceed the limitation.
A chat with the engineer later on reassured me that all was well.
Both the 22 and 44 have more power available than the red line indicates.
It is there on the rare occasion that you need the extra power to prevent rolling the machine up into a ball.
SB
I recall taking off one day from my garden with 2 fat boys on board when I was faced with a choice - it was either trim the rotor blades on a telegraph pole or exceed the limitation. I chose to exceed the limitation.
A chat with the engineer later on reassured me that all was well.
Both the 22 and 44 have more power available than the red line indicates.
It is there on the rare occasion that you need the extra power to prevent rolling the machine up into a ball.
SB
R-22 manifold Pressure Limitation
Suggest you write a letter, or call the Chief Test Pilot at Robinson and just ask about the derivation of that limitation. He will know and will be happy, I'm sure, to pass it along.
Thanks,
John Dixson
Thanks,
John Dixson