R44 Clutch Actuator
 

Hi all,

My 2008 Raven 2/ 430hrs is in for an Annual.

I am told that the Clutch Actuator has 'failed the switch test', taking 'four seconds as opposed to the allowable two' and needs to be replaced.

The part is well over three thousand pounds.

Does anybody else out there have any similar experiences?


HP

This is does not sound right to me. There is a test that uses a connector you plug in but that only tells you if the limit switches are working correctly. If they are not then they can be replaced.
In terms of the clutch actuator. In the run-up procedures you have 70s for the clutch to fully engage.

Ask them to show you in the maintenance manual where there is 2 s/ 4 s limit is. If they do can you please come back and list the pages.

You also have a PM Hairyplane.

Clutch Actuator switch test
 

Will do. Always keen to share information.

All the best

HP

Sounds like another leg lifting exercise, no doubt by one of the big "professional" Part 145 outfits.

R44 MM Page 2.25, describes "Method 2" for testing the actuator (manually depressing the column springs), stating that if the motor runs for more than approximately 2 seconds, stop for a moment then depress the spring again, if motor runs again then replace the opposite switch per Section 7.551.

Switch P/N: C053-2 - List Price $165

His helicopter is new enough that you would not use that method. It will have the link on the harness to insert the switch. Someone is trying to take the piss big style.

Yes I agree FSX.

So they plug in the test plug, motor runs and they need to replace a switch.

Any update Hairyplane?

Thank you!
 

Hi all,

Thanks for all the advice/ PM. I am very happy with my CAMO and have remained loyal to them since they trained me and sold me my first brand new machine 9 years ago.

I'm sure they will be perfectly relaxed about their customers sharing their experiences.

I promise to report back.

All the best.

HP

R44 Astro Incident!
 

So good W & B done there then.

That looks like a highly professional operation altogether.

Not sure if you found an answer to this? I had the same a while ago and an engineer said something to the effect of, if the battery has just had a good charge and it is in good condition it needs to drop below a certain voltage before it registers the battery discharging and the ALT light illuminating.

New recommended flight planning app for Robinson helicopters -

Blimey you would need to do w and b with Tim Tucker on board !!!!!!!!!!!!

Re the video posted by 206fan:

Did I see what I thought I saw? He landed hard enough to spread the skids on what looked to like rows of cinder blocks, then got passengers out and simply took off again??
Is that what happened???

Looks like it. It also looks as though his first lift was before RPM was in the 101/102% range (governor not kicked in?). Engine note changes before 2nd attempt, but he looks mighty heavy for a downwind departure..

EASA has proposed the AD for R44 Fuel tanks replacement (24 months):

EASA Airworthiness Directives Publishing Tool

Regulations.gov

Proposed AD from the FAA regarding blades as well. Owning an R44 is about to get expensive.

We knew this was coming. It's all well and good for those of us who have been in helicopters for years and who can interpret the previous FAA AD as sufficient warning, but the problem is RHC are selling their products to many first time owners who are suckered into helicopter ownership by their flying school (don't get me going on the lies told of operating costs and free flying with the magic 'leaseback' to the school..). All this with the completely disingenuous 'promise' of fixed costs over a twelve year period between overhauls. I'd laugh if this wasn't so dishonest. I doubt there has been one R44 that hasn't suffered an AD clout like this in its first twelve years. RHC should drop any claim to fixed term costs - they now look ridiculous. This blade AD has effectively written off every non-hydraulic Astro - only 300 left in the world apparently - customer go hang, again. I had the good sense to sell my Raven II and assist another friend in selling his - both went overseas. Good riddance - now happily behind a diesel in my DA40. To the dark side, over and out.

I have to admit that the PAD issued by EASA got me a little bit confused.

Talking about the SB for the fuel bladder tank to my local aviation authority about a year ago they told me that neither them nor the EASA saw any use in turning it into an AD. One year later they suddenly do.

Can somebody please enlighten me how the fuel bladder is attached / installed in the tank. I heard that it's not completly attached to the tank but only at the filler neck and that there have been the first reported cracks on the neck.

What about all those other helicopter in the world flying around without fuel bladder tanks? Our H300 doesn't have one either. Will we have to replace those tanks as well pretty soon?

How nice to see the legends name appear again,...but on the other hand how sad he is no longer able to argue that Black is really White..!

Peter R-B
Lancashire

I'm speculating, but I think the accidents in Australia might have changed some minds.

The H300 doesn't have the same history of post crash fires as the R44. I'd say the size of the R44 tanks, as well as the proximity to the driveshaft and forward flex coupling are a factor here.

If you read the PAD it is very clear why they are making this an AD. In July last year a helicopter crashed in the US and it had bladder tanks fitted, The aluminium shell was badly damaged but the bladders held out fine and there was no post crash fire,
IF you read the SB it explains all about the bladder tanks. You take the old tanks off and bin them and fit the new tanks that have bladders installed inside, Expect each aircraft to cost around £10,000 by the time you've bought the tanks had them fitted (40 hours labour) and then got the new tanks painted.

http://www.ntsb.gov/doclib/recletters/2014/A-14-001.pdf


Read that NTSB report. It explains why EASA acted.

I know how they are exchanged but what do they actually look like from the inside? What's the use of fuel bladder if it is only attached to the filler neck and will rip off upon impact or even before? (rumours about cracks at the filler neck)

R44 Incident North Australia!
 

Haven't seen this one before. Fast-forward to the 3:20 mark!

pulling about 26 inches, at over 2,000ft indicated, and 90+ knots. RPM drops to 80% or so, lights on horn blaring, and still over 25" on the MAP gauge for almost 30 seconds?


I'd say this RPM loss was caused by a severe case of stuck collective. And by that I mean, he had it stuck in his armpit.

Think it has been done over before and yes the excess power is noted, however isn't Max continuous about 24"? Nevertheless the slow airspeed at the power shown would indicate a fair load.

The compass and airframe vibrations are very indicative of engine malfunction of some sort. This could be driven by the high power usage giving the engine cabinet and CHT high readings - then if there is a soft spot in the valve area one could easily have a valve stem get grippy or a valve guide get loose, each of which can recover to be virtually undetectable on a mag check immediately afterwards.

Of course these valve problems can strike any time especially if the valve guides are either overdue for a ream or it wasn't reamed properly before WRT operating in a warm environment.

Or it may have been a magneto breaking down with the plugs on the other side not working too well.

So, yes if he is using a higher than acceptable power, flying along with a it won't happen to me or he hasn't worked it out and is too brain dead to do so attitude, then he deserves what happened, his pax did not.

The totally unacceptable bit here is that he continued in cruise throttle setting for some time after the usual half second allowed to get one's emergency thoughts in order. I found myself with my left hand almost dropped my coffee as I automatically was grabbing for the lever and heart thumping soon as I saw the vibes.

There were plenty of places to land at, particularly, he was stupid in placing himself into a low level auto area and therefore placing himself and pax in jeopardy every time a copse of trees flashed by thus excluding safe sites. That was just not on.

In this case he should have immediately entered a low power descent steering toward a selected site as would have been seen on video, landed and then asked for help and shut down until help arrived. No excuses.

For the sake of any future hapless pax for this pilot and operating company I sincerely hope that the regulatory agencies have done something positive with firstly a number ten boot to their posterior, next sent them back for some reading of the AFM and then some revision of general safety flying procedures with an instructor.

Also of great importance the regulatory airworthiness mob should have on their desk a maintenance defect report of the problem and how it was solved, bet they haven't.

It is a good video to repost for mentoring purposes.

The word around the traps in Australia was that it was a failed magneto. There has been a couple of magneto issues recently that CASA are examining. This appears to have been one of them.
Lots of discussion also about where to put it down, or how far to 'continue'.

TBO engine up to 2200 hours
 

Finally some good news for the R44 operators: Lycoming Eliminates “Frequent” Use Requirement on 2200 TBO for Robinson Helicopters.

News

What would cause a R44 to blow hydraulic fluid out of the vented cap on the reservoir? The machine makes a big mess inside the gearbox compartment and the fluid level drops below the sight glass within 1 or 2 flight hours.

I think I had the same problem at one time. I had to replace the reservoir. Seems to me it was caused by the internal bladder leaking inside the reservoir, allowing fluid to leak out of the vent.

R44 Clipper II
 

We need to perform the pop-out float inflation check on our R44 Clipper II. Is there any other place in Europe where you can refill the bottle afterwards. The shipping costs to RHC are a little bit high.

@ spunk

Try these guys - www.ablsrl.com - they did a good job on our float sets.
They are near Rome, Italy.
Well, the sets were for bigger Helis but you can ask them if they do the Flimsicopter ones as well. :ok:

Thanks evil, will drop them a note.

Tauchshop?

S-Tec introduces Robinson R44 Autopilot

Is it April 1 ? :)

R44 Raven II FCU
 

There have now been 60+ reported failures of the washer in the FCU. Symptoms reported include: stiff throttle or lack of anticipated power. Has anyone got reports of this or had maintenance carried out?

Pics of debris which can migrate to the injector and reduce fuel flow at the cyclinder are on the following:

http://www.caa.govt.nz/Airworthiness...CAN_73-003.pdf

http://www.casa.gov.au/wcmswr/_asset...awb/73/007.pdf

R44NUT
 

R44NUT currently on retention certificate.
Please PM if interested.

****STOP PRESS!!******

Robinsons are secretly testing a twin-diesel variant of the R22.

It's called the R2D2.........:}