do all R44s have throttle governors ?
Oh crap, I've forgotten how to spell! Does that mean I get to join your, "forgotten more than you'll ever know" club?,...is there a secret handshake, or passphrase,...oh wait, you've probably forgotten have you? Anyway,...
Text me when the next meeting is
Text me when the next meeting is
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Isn't it a prerequisite with these low inertia lighties to lead every manoeuvre with the RRPM? Left pedal turns pre-governer days in a strong breeze were always a bit busier than normal in the engine RPM department. We were taught to gently hold the collective with our little finger resting on the pole and the rest on the throttle grip so that you could sense the amount of throttle twist applied by you, or the correlator, or the governor. Mind you that governor seems to do a great job when it's working well, but that's no reason to not still lead every manoeuvre with the RPPM.
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Do you yourself actually fly a Robinson manually leading with the throttle (and overriding the governor) like that?
The S300, on the other hand, has a very lose throttle and can be manipulated very easily with just a couple fingers. However, the instructors I flew it with never instructed me to lead with the throttle.
The only helicopter I've ever flown where I was instructed to lead with the throtle was an Enstrom,...and that's actually a high inertia machine.
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To the last two posters, I said lead with RRPM not lead with throttle - subtle difference as the throttle is not the only way to control RRPM although it is considered the primary method within limits.
When I got my ticket them governors didn't exist in Robbies and yes that narrow green band was one of my main gripes with the product as it forced you to keep looking inside at often critical stages of flight when you need to be looking outside. I also never found the correlator to be as useful as you describe it and the throttle constantly needed adjustment to keep it at the top of the green, and learning to make tiny throttle trim adjustments on that very sensitive throttle did take some time to do well. With the governor models it's a doddle and there is no need to fight it as it does a very good job when it's working well, you just maintain a light grip around the throttle (with little finger resting on the pole) in order to feel it working so that you can let your eyes focus on what's outside.
When I got my ticket them governors didn't exist in Robbies and yes that narrow green band was one of my main gripes with the product as it forced you to keep looking inside at often critical stages of flight when you need to be looking outside. I also never found the correlator to be as useful as you describe it and the throttle constantly needed adjustment to keep it at the top of the green, and learning to make tiny throttle trim adjustments on that very sensitive throttle did take some time to do well. With the governor models it's a doddle and there is no need to fight it as it does a very good job when it's working well, you just maintain a light grip around the throttle (with little finger resting on the pole) in order to feel it working so that you can let your eyes focus on what's outside.
To my knowledge the R44 Astro has a carburetor......and it surely was cold that day.....
Not saying the pilot didn't use full carburetor heat before descending but if he didn't, then on short final, the 'throttle valve' could have been partly blocked with ice, restricting fuel flow, the throttle will open more and more to desperately try to get more fuel flowing (hence why it's a good thing to keep your hands on the throttle so you can identify it if you missed it on the gauges).
All speculation of course but it is a rumour network.
Not saying the pilot didn't use full carburetor heat before descending but if he didn't, then on short final, the 'throttle valve' could have been partly blocked with ice, restricting fuel flow, the throttle will open more and more to desperately try to get more fuel flowing (hence why it's a good thing to keep your hands on the throttle so you can identify it if you missed it on the gauges).
All speculation of course but it is a rumour network.
Personally, I regard carburated aircraft as stupid, inherent risk, especially considering that since 1970 even the S-300C had fuel injection. It is beyond me why anyone would want to use a carburated engine since then. What they might save in money is not even remotely compensated by the operational risk the bring with them.
Neither icing nor the guimbalish low-G float bowl hickupps are possible with fuel injection.
Interesting! We have
and then there is
The pilot defnitely described heavy raido traffic, as it was a fly-in type meeting.
But of course, there still is the low RRPM warning light.
I've complained to Robinson about this... and found Tim Tucker to be very dismissive of the issue. I have flown R44s with my Lightspeed headset where it knocks the low RPM horn volume down enough to be almost inaudible. All it takes is a little radio traffic at the wrong time... I flew one customer's aircraft where I pretty much needed to see the light to tell that the low RPM warning system was active.
I actually feel pretty strongly that the warning horn should be carried by the intercom/headset... the word "criminal" comes to mind given the prevalence of noise canceling headsets in use these days... You shouldn't ever have to struggle to hear that warning system over background noise... Whether it's music, screaming passengers ( from fear or fun ) or radio traffic, that warning should be LOUD.
I actually feel pretty strongly that the warning horn should be carried by the intercom/headset... the word "criminal" comes to mind given the prevalence of noise canceling headsets in use these days... You shouldn't ever have to struggle to hear that warning system over background noise... Whether it's music, screaming passengers ( from fear or fun ) or radio traffic, that warning should be LOUD.
But of course, there still is the low RRPM warning light.
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Still not buying the idea that the low RPM warning is not loud enough to hear even with radio traffic. Radio volume levels, if set to a proper conversational level, do not in any way mask the warning horn, regardless of the type of headset you are wearing.
However, it is possible to have a weak or malfunctioning warning horn, which is why testing it is a before takeoff checklist item. I've personally experienced a weak/failing horn and it's definitely not a smart idea to fly like that.
P.S. you know you are a well trained Robinson pilot when your car's low fuel warning buzzer causes your left arm to snap down
However, it is possible to have a weak or malfunctioning warning horn, which is why testing it is a before takeoff checklist item. I've personally experienced a weak/failing horn and it's definitely not a smart idea to fly like that.
P.S. you know you are a well trained Robinson pilot when your car's low fuel warning buzzer causes your left arm to snap down
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aa: yes, that is a well trained response. I was asleep on a commercial turboprop and awoke to the engine note changing on approach. Jerked awake and tried to pull the carb heat knob my fogged brain thought was on my seatmate's knee. Took a little explaining.
Unless the horn has been modified since I flew this ship, it was very loud and easy to hear with ANR headsets including Bose.
My money is on lack of carb heat and perhaps the following is relevant
I gather the pilot had only owned the aircraft for a couple of months. High cockpit workload, lack of familiarity, failure to deal with loss of power on the approach
My money is on lack of carb heat and perhaps the following is relevant
The pilot defnitely described heavy raido traffic, as it was a fly-in type meeting.
