As I was saying dear fellow.

As far as the rest of your queries, you should go look at the Robinson MM. It makes it so easy to be accurate to a specific number that you read off their chart that even simpleton's like I can do it standin' on my head.

So those of much more intelligence, like examines and pretty much everyone else orta be able to do it also, that's my message. Why in friggin 'ell don't they?

cheers tet

Hyd, systems are gearbox driven, NOT engine driven, ( S-58 had engine & MGB driven hyd) Bell 204,205 & 212 all MGB driven.
As for Pitch adjustment go for minimum weight & mid green, Weight = RPM in the bank. 0 weight = low RPM = RIP.

RRPM too high for the weight = more energy than required is being used = energy drained off giving too high a ROD = less than full lever available = more lever required to arrest ROD = less than full lever available = RIP

Set as per Type certificate = RRPM can be sustained at each weight setting = minimum ROD for each weight = full lever available to arrest ROD = happy days.

Set at correct setting = flare can build more RRPM without overspeeding = all energy can be utilised = happy days..

RRPM too high means = flare very liable to overspeed RRPM and must be manipulated = losing energy = RIP

A/C rigged as per MM = correct correlation = brings in throttle as lever is lifted and = rolls off throttle as lever is lowered.

Type Certificate minimum weight = less than empty A/C weight with fuel exhausted and with min allowable pilot wt = RRPM maintained with lever down at bottom of green .

Clearly when they certificate these dang things they make allowance for people who run out of fuel = happy days.

(0 weight = low RPM = RIP) = motherhood phobic codswallop = frightening the misinformed and inexperienced.

cheers tet.

I have absolutely zero interest in anything Robinson for any number of reasons.

Some folks confuse "Cheap" with "Good".....must be part of their nature I reckon.

Maintenance Manual
 

TET and SAS, an interesting and good discussion on a sometimes misunderstood subject.

Quote:
Yes I think you did, but I advocate setting it as per the MM book, (not just within the range allowed by the POH book) as the MM tells you the correct setting for your given weight at time of test so that at all weights then all one has to do is put the collective on the bottom and the RRPM will settle at the correct setting for that weight. Auto RRPM will vary in direct relationship to your weight.:}

The OEM will typically put an auto Nr chart in the maintenance manual that is a crosscheck against the collective rigging instructions. The chart should account for the ability to achieve Nr at full low collective that is within the approved power off range, for aircraft at minimum weight and at certified density altitudes. Consideration of Low DA's associated with cold temps result in low collective rigging that will certainly require a pilot doing an auto at high DA's to apply a significant amount of collective to prevent exceeding the high Nr limit ( perhaps I misread your statement as quoted above ).

There have been one or two machines that have included re- rigging instructions for the low collective stop when operating in temperatures below xx degrees, for instance.

Just background.

Thanks John,

If it gets that cold you won't see me for dust.

cheers tet

Weswood,

You may also find the FAA's recently published Advisory Circular AC-61-140 useful. This expands on the information in the Helicopter Flying Handbook. The AC follows the guidance from the International Helicopter safety Team and the International League of Helicopter Instructors.

AC 61-140 Autorotation Training