Rotor Torque

Robinson Saga Continues

Following the Faa’s recent adoption of a restrictive Airworthiness Directive covering the R22 and R44, subsequently adopted by the Caa, and the Us National Transportation Safety Board’s calls to ground the two aircraft, Frank Robinson has hit out against the two Us authorities, claiming that the aircraft suffer from a poor training environment, not bad design. Robinson, founder and owner of Robinson Helicopters, says the Ad is far too restrictive and fails to discriminate between student pilots and those with extensive R22/R44 experience. The cause of the whole crisis is a spate of fatal R22 and R44 accidents around the world where the main rotor blades have struck the fuselage, or mast bumping. Robinson claims the Ntsb has misinterpreted the helicopters’ problems and that the Faa has panicked because of intense political pressure placed upon it. Frank Robinson did however say that other recommendations in the Ad, aimed at preventing low Rpm rotor stall and low g mast bumping, were quite good. In Australia, the Faa/Caa decision has drawn considerable fire. Rob Rich, Editor of Heli-news, said in a recent editorial that “the technical reasons for the restrictions are based on incorrect assumptions by an ill informed Faa and Ntsb.” John Hall, the Chief Pilot of Aa Company, a Mt Isa based mustering operation with six R22 says concerns over R22 flight characteristics are unfounded. “If a rural company can achieve 42,000 hours flying over some of Australia’s most rugged country at low level whilst mustering and not suffering one R22 failure, then the machine has proved itself beyond all doubts.” The Ad covers 220 R22s and R44s in Australia, out of a total fleet of 690. Despite the mast bumping controversy, 1994 was Robinson’s best year yet in terms of sales, delivering 106 R44s and 89 R22s, making the company yet again the world leader in helicopter sales. Australia was Robinson’s equal second largest international market behind Germany and equal to Japan, with Australian customers taking delivery of one R22 and 13 R44s. Nevertheless, despite the recent sales success, at least two Us helicopter schools are replacing R22s with Schweizer 300s, citing safety concerns as their major reason.

Bell Launches 407

Bell Helicopter Textron launched the successor to the long running 206 series Jet Ranger, the Bell 407, with over 40 launch orders at this year’s Hai Heli-expo ’95. The single engined 407 and twin engined 407t are based on the current 206, but feature the advanced four blade main rotor system developed for the Oh-58d Kiowa Warrior military scout helicopter. The 407 is a seven seat aircraft based on the fuselage of the 206l Long Ranger, but will feature new side panels which will increase the cabin’s width by 175mm. Power for the 407 would be supplied by a 790shp (590kw) Allison 250-ca47, while the 407t will be powered by two 650shp (485kw) 250-c22bs. Both powerplant systems will have Chandler Evans full authority digital engine controls (Fadec). The four blade main rotor significantly increases speed and payload. In the case of the 407, max cruising speed would be 138kts (255km/h), and it would have a maximum takeoff weight of 2270kg (5000lb). Bell is also looking at fitting a shrouded tail rotor. A proof of concept demonstrator of the 407 has been flying since late last year, while a prototype is currently under construction at Bell’s Canadian plant (where production aircraft would be built). The single engined 407 is planned to be certificated by year’s end, the 407t twin in the latter half of 1996. The cost of a 407 would be approximately $us1.2m, the 407t’s price would be nearly $us1.8m. The 407 (which will initially be built at a rate of four a month) and the 407t will be built along side the 206 series. The 206 will remain in production for as long as demand dictates.

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