View Full Version : Want something bigger than the T600?

10-22-2007, 11:53 AM
If you think you are ready for the next level and the ol' T600 doesn't do it for you...
try this:


10-22-2007, 03:43 PM
Death traps those Mini 500s.. Just do a web search or talk to any homebuilders about 'em. Google Rick Stitt and Dennis Fetters...

10-22-2007, 03:52 PM
Remember Max Headroom? Now I know where they got the idea for that. What a dork.

10-22-2007, 04:02 PM
Yea, looks cool, but dangerous. Not a great place to fly either even though he looks stable.

10-22-2007, 08:01 PM
He eliminated the biggest problem in those things- the wretched Rotax piston engine. The engine was noted for having a piston seize, causing abrubt engine failure. The pilots tended to not be good at autos and the helicopter itself is not very robust. All in all, a pretty dangerous machine. Even with the more reliable turbine, it's still a fair weather helicopter. Personally, you wouldn't catch me in anything smaller than a Hughes 500 or Jetranger. Even Robins R22s are too light and dangerous....

10-25-2007, 06:12 PM
This boy isn't too bright. He may be a mechanical or engineering genius, but I believe the FAA frowns on flying in non-airport zoned residential areas, not to mention the possibility of him coming in contact with all those trees, power lines and the traffic behind him.

10-25-2007, 08:26 PM
FAA doesn't care as long as there is no danger to persons or property on the ground and persmission from the land owner is given.

BTW: Dennis (the pilot and owner) didn't get this ship dialed in. A man by the name of Joe Rinke got the turbine and driveline installed after Rick Stitt effed it up and took $22,000 of Dennis' money... And Joe did it for FREE.

10-26-2007, 01:14 PM
Nothing wrong with the R22

10-26-2007, 02:08 PM
I agree. The R22 is little "Go-Kart" of a helicopter. I know a lot of pilots complain about the low-inertia rotor system, but it's not a huge deal.. I've done literally hundreds of autos in R22s and I'm still here to talk about it.

10-26-2007, 03:38 PM
I sense Skiddz is biased to Robinson helis....

DAMN I was hoping the video would show some action ;)


10-26-2007, 04:39 PM
home built helis......no thanks.... put that one in the same class as the rotorway exec.

r-22/44 wont bash them as they got me flyig and licensed however after you step into something bigger you wont go back, specially the jump from piston to turbine.

yes skiddz i share your feeling and i too have done tons of autos in the 22, they can easily be acomplished safely, its juts the error margin that is significantly smaller.

try an auto in something like a jetbox/longranger and you will know what i mean.

autos in a hover..do nothing but pedals, slight cushion and wait....relaxing almost
full on autos..glide for ages...and if done right you can land, then pick up and turn around theres so much enertia.

the difference like i said is in not having that sheer panick or the 1.3seconds to react. engine out in a ranger after a 22 almost feels like "hey the engine quit...have a sip of coffee..maybe i should do something, where 'my gonna put this down"...lol

ok gross exageration, but you know what i ment.

i will say however that rockets like the h500 or 407's fall out of the sky like a greased brick and theire kinda scary too ;)

but not nearly as scary as a homebuilt,I've turned the chance down before...and will continue to do so.

10-26-2007, 04:45 PM
here skiddz...on a related topic to my post, a vid of a 206 doing a full on auto, so much enertia he did a run on landing WITH NO FLARE...although doing it in the grass is kinda sketch...lol



10-26-2007, 09:20 PM
and here's one in an R22:


Finless, for the record, I do like the Robinson Helis, but I also like flying the Schweizer, the MD500 and the 206 (Jet Ranger) Most of my time is in Robbies 'cuz I can't afford the $700+/hour turbine time. hehehe

10-26-2007, 10:18 PM
neat...but again a run on into grass is sketchy...only time i'd ever try it is if my life literally depended on it. grass is too unpredictable, a soft spot, skid digs in..bad news all around.

our company ops manual states that all touch down autos must be done on a paved or concrete runway, and on low skid gear to minimize any chance of snags, tail strikes or tips overs.

theres actually many companies out there nowadays that wont do training on touch down power off autos because they feel its not worth the risk of a machine.

as much as i love doing them for training, with a very senior guy as cojo..I hope to NEVER have to do one as a real life emergency.

10-27-2007, 12:04 AM
We've been taught to set 'em down on soft surfaces as close to zero airspeed as possible, on the harder surfaces, we can run 'em on a bit.

I do love them in training, and will continue to practice 'em, but like you, I hope I never have to perform one for real.

10-27-2007, 11:12 AM

10-27-2007, 11:26 AM
That was a beautiful auto :D I wish I had been interested in heli's at a younger age, I would have loved to fly them for a living.

10-27-2007, 07:26 PM
ALMOST how I do power recovery autos. I don't hold the rotor RPM in the green during the durn. I let it creep up into the yellow and only mess with the collective (or bank angle) if it starts pushing a bit too close to the red line. There's a max power-off RPM limitation for a reason. :)

10-27-2007, 07:48 PM

10-28-2007, 12:59 AM
Overspeed is anything at or past the red line. I argued with my instuctors for 2 years about letting the RPM creep up into the yellow range during turns and the flare and they all said the same thing. You have to keep it in the green to prevent overspeeds. I would ask "then why is the power of rotor RPM limit 6 percent HIGHER than the power on limit??"

I was vindicated by 3 people. One, an FBO owner and DEP who developed much of Robinson's test programs before leaving Robinson. The 2nd, the DPE I take my check rides with - who is currently Robinson's Chief Instructor Pilot. The 3rd was the factory pilot I flew with when I took the Robsinson Factory Safety Course. *ALL* of them said it's perfectly acceptable to let the RPM creep up into the yellow while maneuvering.

Try it sometime. Enter an auto, stabilize the RPM in the green and then make some turns without tweaking the collective. The RPM will creep up while in the turn and will settle right back into the green when you roll out of the turn.

When you flare, you want as much energy as you can get in the blades, so let the RPM creep right up close to the redline when you flare and use all that extra RPM to cushion the setdown.

Looking at the POH's in my bookcase, all of them have a higher power off RPM limitation than power on...

10-28-2007, 11:54 AM
i agree kev, when i say overspeed i ment at or past the redline..or above the poh numbers stated for max rpm with power off ( ie amount X for X seconds) for example the 206 is max107% power off. but on the same game of fine balancing all elements too high rpm increases your rate of descent and decreases your glide range.

the only reall question you need to be able to answer "YES" to is ,will you make the spot!

i too will play with the rotor prm using cylic, turns or slight nose up or down...if its minor.

overpeed...bad...but inertia.....good...a fine balance indeed..lol

10-28-2007, 07:13 PM
OK, understood. I thought you were of the "stay in the green" school...

Yeah, making the spot is a priority and the factory pilot showed me more in 1 hour's time than any instructor ever did about making the spot..

I know I've stretched the auto a bit by flying at the lower RPM limit in an R44 to get near the spot and then "banked" some RPM with a semi-aggressive flare to set down.

I think the numebr one priority is to get the heli on the ground and walk/stumble/crawl away from what the insurance company just bought. :)

10-28-2007, 07:22 PM
I think the numebr one priority is to get the heli on the ground and walk/stumble/crawl away from what the insurance company just bought. :)

I just peed allitle:lolol:lolol:lolol