To receive future revisions to the R22 Pilot's Manual and a copy of future safety notices, you can order at www.robinsonheli.com. Drive line to main rotor: Helical bevel gears with a reduction ratio of 11:47 Drive line to tail rotor: Helical bevel gears with a 3:2 ratio. The longitudinal reference point is 100 inches forward of the centerline of the main rotor shaft for the R22.
Station Fore-and-aft location along the helicopter fuselage indicated by distance in inches from the longitudinal reference datum. Connection horizontal distance from a reference datum to the center of gravity (CG) of a subject. Gravity (CG) Location along the fuselage (usually expressed in inches from the reference datum) where the helicopter will balance.
Empty weight The weight of standard helicopter including unusable fuel, full operating fluid and full engine oil.
LIMITATIONS
For a lower weight, calculate the weight and balance; Removable ballast may be necessary to obtain center of gravity at or ahead of the aft limit. If a right roll begins during a low G condition, gently apply a backward cyclic motion to reload the rotor before applying a lateral cyclic motion to stop the roll. Flight prohibited if the governor is disabled, with exceptions for in-flight system failures or emergency procedures training.
Alternator, RPM governor, low rotor RPM warning system and OAT gauge must be operational for dispatch. VFR operations at night are only permitted when landing, navigation, instrument and anti-collision lights are in operation. Orientation during night flight must be maintained by visual reference to ground objects illuminated solely by ground light or adequate sky illumination.
HJELMCO
US GAL For aluminum (non-bladder) tank
US GAL Near aux tank fuel gage
US GAL For aluminum (non-bladder) tank
US GAL In clear view of both occupants
IN. MP, IGNORE GAGE
UNCOMMANDED PITCH, ROLL. OR YAW RESULTING FROM FLIGHT IN TURBULENCE
INADVERTENT ENCOUNTER WITH MODERATE, SEVERE, OR EXTREME TURBULENCE
NORMAL PROCEDURES
When entering autorotation from above 4,000 feet, reduce the throttle slightly before lowering the collective to prevent engine overspeed. Adjust the manifold to keep the rotor RPM within limits and adjust the throttle for tachometer needle separation. At about 8 feet AGL, apply the forward cyclic planes to level and raise the collective to control the descent.
Therefore, a well-timed cyclic flare is required and rotor RPM must be kept in the green until just before ground contact. At power settings below 18 inches MAP, apply full carb heat regardless of CAT gauge reading. The carb heat assist correlates application of carburetor heat with changes in collective setting to reduce pilot workload.
A friction clutch allows the pilot to override the system and increase or decrease heat as needed.
WEIGHT AND BALANCE
The center of gravity can be adjusted by adding removable ballast (any suitable mass) to an underseat cargo area. Recalculate the weight and balance after adding ballast, and check that the ballast meets the baggage compartment limits stated in Section 2. The weight and balance of the loaded helicopter can be determined using the method described given under CHARGING INSTRUCTIONS.
In accordance with FAA procedures, the detailed weight and balance data in this section are not subject to FAA approval. However, the loading instructions of this section have been approved by the FAA because they meet all requirements for instructions on loading the helicopter within approved weight and center of gravity limits and on maintaining the load within these limits. The following form should be used to continuously monitor the weight and balance of your helicopter.
The original factory weight and balance and equipment list is included with each helicopter on the form inserted at the end of this section. This weight and balance provides the first entry on the Weight and Balance Record form. Calculated CG with full fuel and 135 lb pilot (130 lb pilot without additional fuel tank) must be within CG limits.
WEIGHT AND BALANCE RECORD (Continuous history of structural or equipment changes affecting weight and balance) HELICOPTER MODEL R22 SERIAL NUMBER: MODIFICATION. The following example calculation shows how to determine the loaded helicopter weight and center of gravity. A worksheet can be found on the page after the example calculation for a weight and balance calculation for your helicopter.
These can be compared to the CG limits given in Section 2 to determine safe load. If an unusual lateral installation or load occurs, the lateral CG should be checked against the CG limits given in Section 2.
SYSTEMS DESCRIPTION
The sheets are tied to the spar about one inch behind the leading edge. The inner shaft of the clutch transmits power forward to the main rotor and rear to the tail rotor. Induction air passes through an inlet on the right side of the fuselage and passes through a flexible channel to the carburettor air box.
The spring is operated by a push-pull button located just before the cyclic stick. For S/N 550 and later, fine adjustment of trim force is controlled using the knob on the left side of the console. The collective friction lever is located near the rear end of the pilot's collective stick.
On all-aluminium main tanks, the drain is located on the left side of the hull and is opened by pressing on the plastic tube. The low fuel warning light is activated by a separate electrical transmitter located on the bottom of the main tank. Position lights are installed on either side of the cabin and in the tail and are controlled by the navigation light switch.
A toggle switch to the left of the central cyclic column is used to change modes. The static source is located inside the rear cover on the inside of the hatch door hinge. On earlier aircraft, the horn is provided by a speaker on the side of the instrument panel.
A test button on the instrument panel allows pre-flight or in-flight testing of high RPM signaling. If installed, the rotor brake is mounted on the rear end of the main gearbox and is actuated by a cable connected to a pull handle located above and behind the pilot's left shoulder. The main gearbox sight gauge is on the right side of the gearbox and can be seen by opening the hatch door below the aux fuel tank.
The rear derailleur gauge is located at the rear end of the rear derailleur.
SUPPLEMENTS
This supplement must be included in the FAA-approved pilot's manual when ADS-B equipment is installed. This appendix contains changes and additional information that apply when Automatic Dependent Broadcast (ADS-B) equipment is installed. This frequency is also accepted for ADS-B Out equipment in most countries outside the United States.
The ADS-B Out equipment consists of either a GPS receiver connected to the transponder or a transponder with built-in GPS. The transponder has ADS-B broadcast capability and broadcasts GPS position as well as additional pre-programmed information such as aircraft identification and type to air traffic control. ADS-B In equipment can also receive additional traffic information and weather information from ground stations.
The additional traffic and weather information from ground stations is only available in the United States.
GENERAL (cont’d) INTRODUCTION (cont’d)
NORMAL PROCEDURES ADS-B SYSTEM OPERATION
NORMAL PROCEDURES (cont’d) ADS-B SYSTEM OPERATION (cont’d)
SYSTEM DESCRIPTION ADS-B SYSTEM
HANDLING, SERVICING AND MAINTENANCE No change
This appendix must be included in the FAA-approved Pilot's Operating Handbook when certain factory-supplied optional avionics are installed. The information contained herein supplements or replaces the basic manual only in the areas listed in this appendix. For limitations, procedures, and performance information not contained in this supplement, refer to the basic Pilots Operating Handbook.
Pilots must use traditional instruments as primary unless they are fully familiar with the installed avionics.
HANDLING AND MAINTENANCE No change
The Aspen 1000H Electronic Flight Display (EFD) is a primary flight display (PFD) optimized for helicopter use. It is available in a “Pilot” version (basic) or a “Pro” version (with more advanced navigation features).
SYSTEMS DESCRIPTION (cont’d)
Never leave the helicopter unprotected, as curious onlookers can inadvertently damage critical parts such as the tail rotor blades. A flashing light is located near the tail rotor to alert ground personnel. A change in the sound or vibration of the helicopter may indicate an impending failure of a critical component.
Take steps to ensure that ground personnel or spectators are well clear of the tail rotor and exhaust. A vertical descent or steep approach, especially downwind, can cause the rotor to fly into its wash, a condition known as the vortex ring condition. The vortex ring condition can be avoided by always reducing the rate of descent before reducing the airspeed.
SN-1 Inadvertent Actuation of Mixture Control in Flight SN-9 Many Accidents Involve Fatal Dynamic Spin Accidents SN-10 Caused by Low RPM Rotor Stall SN-11 Low-G Pushovers - SN-13 extremely dangerous Do not combine items SN -15 Fuel leaks can be fatal SN-16 Power lines are deadly. SN-18 Loss of visibility can be fatal Overconfidence in accidents prevails SN-19 Flying low over water is very dangerous. SN-20 Beware of Initial Demonstration or Training Flights SN-22 Vortex Ring Condition Catches Many Pilots by Surprise SN-23 Tail Rotor Walking Can Be Fatal.
SN-26 Night Flying Plus Bad Weather Can Be Deadly SN-27 Sudden Throttle Cuts Can Be Deadly SN-28 Listen for Imminent Bearing Failure. VORTEX RING CONDITION HAS TOO PILOT HEAD IN SUPERSITY A vertical or banked approach, especially downwind, can cause the rotor to fly into its wash. This condition is known as the vortex ring condition because of the eddies that develop when the bottom wash is recirculated through the rotor disc.
Once the vortex ring condition exists, increasing power (collective lift) can suddenly increase the rate of descent due to increased downwash recirculating through the rotor. Signs that a vortex ring condition is developing include increased vibration levels, decreased control authority ("mixed controls"), and a rapid increase in sink rate.
Safety Notice SN-23
Fatal accidents have occurred due to loose objects flying out of the cabin and hitting the tail rotor. Loss or damage to a tail rotor blade can cause a severe imbalance that can separate the tail rotor gearbox or the entire tail assembly from the tail cone, resulting in a catastrophic accident. Accidents have also been caused by fuel caps, birds and other objects hitting the tail rotor.
Even with the door open, objects such as cards can be sucked through the air door. Warn them never to throw anything from the helicopter or place objects near the vent doors where they could be sucked up.
Safety Notice SN-31
Safety Notice SN-32
