Robinson Time Requirements
- Thread starter Jason
- Start date
Again, Scottyboy75 knows tons more about this than me, but he gave me a basic low-down about it.
Essentially the Robbie has a low-inertia rotor system, meaning that if the engine loses power the pilot must make an immediate collective reduction in order to keep the rotors spinning. This is the same for ALL helos, but in others if the pilot's reaction isn't quick enough, some forward airspeed combined with a rate of decent will get the rotors back up to speed given enough altitude. I "assume" this isn't the case with robbies.
He also told me the Robinson specifically asked for the SFARs because they were concerned pilots weren't being properly trained on it.
nosehair
Well-Known Member
I have a few hours in a Robbie, and I could not see a significant difference in the R-22 and the Hughes 269, or Army Th-55 that I learned in, as far as speed of rotor decay.
I think the civilian method of solo'ing at the earliest possible moment, and 'squeakin' thru the training with minimum proficiency to checkride promotes the dangerous practice of producing helicopter pilots with not enough training and practice on autorotations.
scottyboy75
Well-Known Member
The SFAR covers both instruction and and PIC. To solo one you need 20 hrs, to act as pic you need 10 hrs and an endorsement. Most civilian students have this requirment met through training as most train in a Robinson product. You also need training in specific areas to include energy managment, mast bumping, low rotor rpm,low g, and rotor rpm decay. I do have some hrs in a 300cbi and it does seem more stable in the auto. Mainly in the fact that once you set the collective the rotor rpm does not vary much. This was during the winter though so the DA was much lower than what I was doing them in last week (6800 ft). This meant the rotor rpm flutuated much more during my autos. ( I have done about 60 in the last 6 months)
As for the minimal training comment I am not sure as to where that is coming from. Do you see this as a problem on the fixed wing side as well? Or is it helicopter specific? If so how do I as a student ensure that I am not getting substandard training? I have always gotten as much as I could from every hour of training; but if there is more I could learn I would like to know. I feel that the emergency procedures training I have gotten has been very good. If the minimum time required is 40hrs and the national average is 74 hrs for a ppl how does that fit into a minimal training scenario?
Shane
As for the minimal training comment I am not sure as to where that is coming from. Do you see this as a problem on the fixed wing side as well? Or is it helicopter specific? If so how do I as a student ensure that I am not getting substandard training? I have always gotten as much as I could from every hour of training; but if there is more I could learn I would like to know. I feel that the emergency procedures training I have gotten has been very good. If the minimum time required is 40hrs and the national average is 74 hrs for a ppl how does that fit into a minimal training scenario?
Shane
nosehair
Well-Known Member
In the Army, we got 100 hours in Primary, then moved on to Hughy's for Avanced and Instruments.
That 100 hours was 4 - 25 hour stages with checkrides at each stage with autos - autos - autos. 180 autos. To touchdown. And simulated forced landings in authorized confined areas to touchdown. Much better training than is considered "safe" in the civilian world. and more hours.
1) Did you/do you really fly helicopters in the Army? If you do is that really how ya'll spell Huey??
2) And it's a proven fact that more hours equal more/better skills right??
nosehair
Well-Known Member
1) It's been over 30 years and my spelling proficiency may have deteriorated.
2) No. More hours do not necessarily equal more/better skills. Are you being sarcastic with me?