I don't fly an R22 but a Schweizer. On some Schweizers, I need to use both hands to pull the mixture; on others, I don't! And yes, I usually wear gloves, especially in summer!! Wouldn't worry about it!

Cheers

Whirls

Yup, they get a bit bent by overenthusiastic students who don't pull it straight, then it's hard to pull them out.

Had the same problem myself, needs two hands if you've had a tricky session.

Never worn gloves. Suffered the pre-lubricated collective foam handle though, when the previous student was a bit nervous!

Lafite

The temptation is to use your left hand (from right seat) but I found it easier to reach around through my legs with my right. :8

R22 tachos
 

Yesterday was a cold morning and my R22 had not been run for about 3 weeks. Not surprisingly the battery was low and as the oil was very cold I was soon running out of battery trying to start. So I backed the car up and very carefully jump started the helicopter with the car engine at tickover.

The helicopter started fairly easily, but as I was running it up and letting the clutch engage I noticed that both tachos were reading zero even when the clutch was fully in. Switching the alternator on and off made no difference. As soon as the jump leads were disconnected the tachos sprang into life and after that all was normal.

Has anybody got any ideas why this should be?

Goodness me.
We have people doing things that monkeys are good at? all's missing is a funnel.
and then we have someone backing up their limo start a helicopter. Obviously the answer is to drive it up forwards as even in a veedub the battery is in the front aint it? You're not Irish by any chance are yer?

cheers tet

TET, for your info the batteries in my Bentley, Aston and Masserati are all in the back ! Mind you come to think of it the Bugatti Veryon is in the front !!
Any way don't you have a" man to do" that sort of thing ?

The credit crunch must be worse than I thought ! :hmm:

Goodness me
for observation and scanned memory I'll give you ought out of ten.

for sure those maverick motor cars,
its been reported to me from Ohio,
are a dime a dozen at the moment.

someone else can have a go at your reported problem.

Get the pitch links shortend. Thats what i've done for years. Low fuel, one pilot who's light. A recipe for disaster. Have experienced 87% NR in an auto and it wasn't nice. My company sets the auto revs to 106% on a light machine. That way if the RPM creeps up near 110% you can check it with the collective.

mick e
 

timed out 22's would be available, or you could buy a wreck as long as the cabin/firewall is straight. might be easier to find. try a few of the maintenance facilities first.

But then, without any RRPM indicaton, how would you know what inputs to make...?

As IntheTin says, make sure MAP is above 18" (and also no excessive value) and the correlator will manage things nicely until back on terra firma. Easy does it with that collective.

TT

Two excellent pieces of poetic justice to the ill informed.

47G-5
I guess that you feel safe in the knowledge that your company knows oh so much more than all of the very excellent test pilots out there and manufacturer and his engineers that set up a set of instructions in the flight and maintenance manual for determining auto RPM.

If you follow the destructions you won't run out of collective on the very day that you are fairly heavy, have carb ice, engine stops and at just above ground level you can't quite figure out why it is that you only have one third of the collective to slow things down.

As a previous colleague of mine says, high auto RPM will always gaurantee high RRPM upon impact.

Torquetalk has hit another reason right on the head as to why it is imperitive to follow the book. IF, the donk stops and the auto RPM are set up correctly, THEN all you have to do is put the collective down and you know that the RRPM will stabilise in the right position for that weight. Just lift it a bit if you have to turn, you can hear that and react accordingly.
cheers tet

mick e
it can be a good way to go if you can find an engineering shop that will do the job for you on a low priority and thus cheaper basis. at 4400 hours a few more bits are time expired, tail cone for example.

You might be allowed to contribute to some of the work, painting cleaning, dismantling etc.

If the machine is fairly old then budget to change the loom as well. but definately only buy a time ex machine. You should check the engine compression history as well.
tet

I thought most mustering machines got to inexcess of 4400hrs before their 1st rebuild;)

Very simple...

The maintenance on a R22 goes from..

50Hr
100Hr
50Hr
100Hr (With 200Hr Items)
50Hr
100Hr (With 300Hr Items)
50Hr (Process starts again)
100Hr
50Hr
2000Hrs (Engine Out, Overhauled)
2200Hrs (Entire Overhaul)

Of course you've all the annuals and all that to deal with, but thats the basic run o things..

Also, if buying a R22, watch all your old maint records, make sure nout major has had trouble before, if so, get it thoroughly checked by good maintenance comp!!

And.... I can't remember!!!:ugh::{:rolleyes::confused:

R22 Beta II
 

Hi Mike,

I Have an R22 Beta II for sale. I Flew her last sortie on Saturday, 28 February, 2009. She has a total of 2200,4 hours. I Used her in my flying school since new, 2005. No damage history except for new MR Blade replaced due to hangar rash. 9/10 condition inside and out. White with blue stripe. Garmin 150XL GPS.

Call me if interested: +27 11 315 4391

Governor On Or Off for Start and Shut Down
 

I was taught always Gov off for start and shut down.

Now some schools are Teaching to start with Gov ON and shut down with it on. To me it makes no difference, you keep your hand and the throttle at all times.

Added to this it mentions in the manual that during pre-start GOV on, but following Run Up checks in the manual it says GOV ON again and then roll up to flight RPM. Should it not say GOV ON CHECK then roll to flight RPM

I believe the GOV procedure was changed in the POH a few years ago.

Overspeed question
 

Quick question for you all, are light aircraft piston engine/rotor overspeeds generally covered by 'private' or 'club' insurance whether the cause is pilot error and/or mechanical error (governor failure etc...)? I know that sadly they are not uncommon in training/hiring scenarios, but where do the main insurers stand on the issue...? Thanks

Depends on the electrical failure. If the battery is still connected and working (regardless of master battery and alternator switch) you will still have the tach's through a diode (if for example you've have an electrical fire and selected to turn both switches off). So manual throttle will be a useful experience, but just keep the power between 17-21, small movements and you really won't have to touch the throttle. It's amazing when teaching governor off how much people over-fly the throttle and mess up the approach as a result of staring at the gauge, this leads to big power inputs which then does make the rpm control more difficult.... When people fly a normal approach without making a big deal of it, hardly touching the throttle and simply referencing the gauge to check it's within limits the results are drastically better!

I have often wondered this too...?

Robinson R22s In Ireland!
 

Apart from the Flight Schools in the North who have R22s, does anyone know of any other R22 ships in the Country?

Is there even any Privately owned machines about anymore?

Dave