R-66 POH - HeliFlySchool

ROBINSON
MODEL R66
LOG OF PAGES
LOG OF PAGES APPROVED BY FAA
TYPE CERTIFICATE NO. R00015LA
Page
No.
Approval
Date
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20 Jan 15
Cover
Log of Pages
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Section 2
Limitations
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Section 3
Emergency
Procedures
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Section 4
Normal
Procedures
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Section 5
Performance
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Section 9
Supplements
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20 Jan 15
Approved By:
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Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate
Date of Approval:
ii
ROBINSON
MODEL R66
LOG OF PAGES
LOG OF PAGES
NOT REQUIRING FAA APPROVAL
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Section 1
General
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Section 6
Weight and
Balance
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Section 7
Systems
Description
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Section 8
Handling and
Maintenance
Section 10
Safety Tips
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REVISED: 20 JAN 2015
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iii
ROBINSON
MODEL R66
SECTION 2
LIMITATIONS
ROTOR SPEED LIMITS
Power On
Maximum continuous
Minimum continuous
TACHOMETER
READING
ACTUAL
RPM
101%
99%
412
404
106%
88%
432
359
Power Off
Maximum
Minimum
POWERPLANT LIMITATIONS
ENGINE
One Rolls-Royce Model 250-C300/A1
OPERATING LIMITS
Gas generator speed (N1)
Maximum
105 % (53,519 RPM)
Output shaft speed (N2)
Maximum continuous
101 % (6076 RPM)
Minimum continuous power on 99 % (5956 RPM)
Maximum transient overspeed* 106 % (6377 RPM)
Measured Gas Temperature
Maximum during start
Maximum operating
Torque
5 minute limit
Continuous limit
927 °C (10 second
limit above
782°C)
782 °C (5 minutes)
706 °C (continuous)
100 % (236 lb-ft)
83 % (196 lb-ft)
*Avoid large, rapid power changes. The engine governor
reacts slowly and RPM excursions may occur. Intentional
operation outside continuous RPM limits is prohibited.
Should an inadvertent excursion occur, the transient limit
applies.
FAA APPROVED: 26 NOV 2013
2-2
ROBINSON
MODEL R66
SECTION 2
LIMITATIONS
POWERPLANT LIMITATIONS (cont’d)
OPERATING LIMITS (cont’d)
Oil Temperature, Maximum
107°C
Oil Pressure
Maximum during start and warm up
Maximum operating
Minimum above 94% N1
Minimum below 78% N1
Minimum from 78% to 94% N1
150
130
115
50
90
psi
psi
psi
psi
psi
Oil Quantity, minimum for takeoff 4 qt (3.8 liters)
WEIGHT LIMITS
Maximum gross weight
2700 lb (1225 kg)
Minimum gross weight
1400 lb (635 kg)
Maximum per seat
including under-seat compartment
300 lb (136 kg)
Maximum in any under-seat compartment
Baggage Compartment
Maximum distributed load
Maximum total load
50 lb (23 kg)
50 lb/ft2 (244 kg/m2)
300 lb (136 kg)
CENTER OF GRAVITY LIMITS
See figure on page 2-4. Reference datum is 100 inches
forward of main rotor shaft centerline.
NOTE
With all doors installed and no load in baggage
compartment, a solo pilot weight of 160 lb
(73 kg) or greater will ensure CG within limits.
For lower pilot weight, compute weight and
balance; removable ballast may be required
to obtain CG at or forward of aft limit. (See
Loading Instructions in Section 6.)
FAA APPROVED: 26 NOV 2013
2-3
ROBINSON
MODEL R66
SECTION 2
LIMITATIONS
FLIGHT AND MANEUVER LIMITATIONS (cont’d)
When installed, the appropriate GPS unit pilot’s guide must
be available for the flight crew when navigation is based
on its use.
Traffic information provided by a multifunction GPS unit is
advisory only. Do not use this information alone for traffic
avoidance maneuvers.
KINDS OF OPERATION LIMITATIONS
VFR day and night operations are approved.
VFR operation at night is permitted only when landing,
navigation, instrument, and anti-collision lights are
operational.
Orientation during night flight must be
maintained by visual reference to ground objects
illuminated solely by lights on the ground or adequate
celestial illumination.
NOTE
There may be additional requirements in countries
outside the United States.
ENVIRONMENTAL LIMITATIONS
Maximum ambient temperature for operation is ISA plus
35°C (ISA plus 63°F), limited to 50°C (122°F).
Minimum ambient temperature for operation is -40°C
(-40°F) at all altitudes.
NOTE
See fuel limitations for temperature restrictions.
Flight in known icing conditions prohibited.
Flight in falling or blowing snow prohibited. Flight in
recirculating snow prohibited except for takeoff and
landing.
Engine anti-ice must be on for operation in visible moisture
in ambient temperatures at or below 4°C (40°F).
FAA APPROVED: 16 APR 2013
2-6
ROBINSON
MODEL R66
SECTION 2
LIMITATIONS
FUEL LIMITATIONS
APPROVED FUEL GRADES
Grade
(Specification)
Operating Limits
Jet A or Jet A1
(ASTM D 1655)
Anti-icing additive may be required (see
below). Not approved for ambient temperatures below –32ºC (–25ºF).
Jet B
(ASTM D 6615)
Anti-icing additive may be required (see
below). Not approved for ambient temperatures above 32ºC (90ºF) at altitudes
above 5000 feet.
JP-4
(MIL-DTL-5624)
Not approved for ambient temperatures
above 32ºC (90ºF) at altitudes above
5000 feet.
JP-5
(MIL-DTL-5624
Not approved for ambient temperatures
below –32ºC (–25ºF).
JP-8
(MIL-DTL-83133)
Not approved for ambient temperatures
below –32ºC (–25ºF).
No. 3 Jet Fuel
(P.R. China
GB G537-2006)
Anti-icing additive may be required (see
below). Not approved for ambient temperatures below –32ºC (–25ºF).
Anti-icing additive conforming to MIL-DTL-85470 must
be added to Jet A, Jet A1, Jet B, or No. 3 Jet Fuel when
ambient temperature is below 4ºC (40ºF). Check with
fuel supplier to determine if supply includes additive. If
not, add per manufacturer’s instructions.
FUEL CAPACITY
Total capacity: 74.6 US gallons (282 liters)
Usable capacity: 73.6 US gallons (279 liters)
FAA APPROVED: 15 APR 2014
2-7
ROBINSON
MODEL R66
SECTION 2
LIMITATIONS
INSTRUMENT MARKINGS
NOTE
Red lines offset so instrument pointer does
not enter red. See color code on page 2-1.
AIRSPEED INDICATOR
Green arc
Red cross-hatch
Red line
0 to 140 KIAS
100 KIAS
140 KIAS
ROTOR TACHOMETER
Lower red line
Green arc
Upper red line
88%
88 to 106%
106%
ENGINE TACHOMETER (N2)
Yellow arc
78 to 88%
Power on – transient operation only.
(No restrictions during autorotation.)
Lower red line
99%
Green arc
99 to 101%
Upper red line
101%
GAS PRODUCER TACHOMETER (N1)
Green arc
Red line
60 to 105%
105%
MEASURED GAS TEMPERATURE
Green arc
Yellow arc (5 minute limit)
Red line
Red dot (start limit)
150 to 706ºC
706 to 782ºC
782ºC
927ºC
ENGINE OIL TEMPERATURE
Green arc
Red line
0 to 107ºC
107ºC
ENGINE OIL PRESSURE
Lower red line Yellow arc (below 78% N1)
Green arc
Yellow arc (start and warm up)
Upper red line
50 psi
50 to 90 psi
90 to 130 psi
130 to 150 psi
150 psi
FAA APPROVED: 15 APR 2014
2-8
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
CONTENTS
Page
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
Power Failure - General . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
Power Failure Above 500 feet AGL . . . . . . . . . . . . . . . .
3-2
Power Failure Between 8 and 500 feet AGL . . . . . . . . . .
3-2
Power Failure Below 8 feet AGL . . . . . . . . . . . . . . . . . .
3-2
Maximum Glide Distance Configuration . . . . . . . . . . . . .
3-3
Minimum Rate of Descent Configuration . . . . . . . . . . . .
3-3
Air Restart Procedure . . . . . . . . . . . . . . . . . . . . . . . . . .
3-3
Emergency Water Landing - Power Off . . . . . . . . . . . . .
3-4
Emergency Water Landing - Power On . . . . . . . . . . . . . .
3-4
Loss of Tail Rotor Thrust During Forward Flight . . . . . . .
3-5
Loss of Tail Rotor Thrust During Hover . . . . . . . . . . . . .
3-5
Engine Fire During Start or Shutdown . . . . . . . . . . . . . .
3-6
Engine Fire During Flight . . . . . . . . . . . . . . . . . . . . . . . .
3-6
Electrical Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-6
Tachometer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-7
Hydraulic System Failure . . . . . . . . . . . . . . . . . . . . . . . .
3-7
Power Turbine Governor Failure . . . . . . . . . . . . . . . . . . .
3-7
Red Warning Indicators . . . . . . . . . . . . . . . . . . . . . . . . .
3-8
Amber Caution Indicators . . . . . . . . . . . . . . . . . . . . . . .
3-8
FAA APPROVED: 16 APR 2013
3-i
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
DEFINITIONS
Land Immediately - Land on the nearest clear area where
a safe landing can be performed. Be prepared to enter
autorotation during approach, if required.
Land as soon as practical - Landing site is at pilot’s
discretion based on nature of problem and available landing
areas. Flight beyond nearest airport is not recommended.
POWER FAILURE - GENERAL
A power failure may be caused by either an engine or drive
system failure and will usually be indicated by the low RPM
horn. An engine failure may be indicated by a change in
noise level, nose left yaw, an engine oil pressure light, or
decreasing N1 or N2 RPM. A drive system failure may be
indicated by an unusual noise or vibration, nose right or left
yaw, or decreasing rotor RPM while N2 RPM is increasing.
In case of power failure, immediately lower collective to
enter autorotation and reduce airspeed to power-off Vne or
below.
CAUTION
Aft cyclic is required when collective is
lowered at high speed.
CAUTION
Do not apply aft cyclic during touchdown or
ground slide to prevent possible blade strike
to tailcone.
FAA APPROVED: 21 FEB 2014
3-1
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
POWER FAILURE ABOVE 500 FEET AGL
1.Lower collective immediately to maintain rotor RPM.
2.Establish a steady glide at approximately 70 KIAS. (For
maximum glide distance or minimum rate of descent,
see page 3-3.)
3.Adjust collective to keep RPM between 95 and 106%
or apply full down collective if light weight prevents
attaining above 95%.
4.Select landing spot and, if altitude permits, maneuver
so landing will be into wind.
5.A restart may be attempted at pilot’s discretion if
sufficient time is available (See “Air Restart Procedure”,
page 3-3).
6.If unable to restart, turn unnecessary switches and fuel
valve off.
7.At about 40 feet AGL, begin cyclic flare to reduce rate
of descent and forward speed.
8.At about 8 feet AGL, apply forward cyclic to level ship and
raise collective just before touchdown to cushion landing.
Touch down in level attitude with nose straight ahead.
POWER FAILURE BETWEEN 8 FEET AND 500 FEET AGL
1.Lower collective immediately to maintain rotor RPM.
2.Adjust collective to keep RPM between 95 and 106%
or apply full down collective if light weight prevents
attaining above 95%.
3.Maintain airspeed until ground is approached, then begin
cyclic flare to reduce rate of descent and forward speed.
4.At about 8 feet AGL, apply forward cyclic to level ship and
raise collective just before touchdown to cushion landing.
Touch down in level attitude and nose straight ahead.
POWER FAILURE BELOW 8 FEET AGL
1.Apply right pedal as required to prevent yawing.
2.Allow helicopter to settle.
3. Raise collective just before touchdown to cushion landing.
FAA APPROVED: 21 FEB 2014
3-2
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
MAXIMUM GLIDE DISTANCE CONFIGURATION
1. Airspeed approximately 90 KIAS.
2. Rotor RPM approximately 90%.
Best glide ratio is about 5.5:1 or one nautical mile per
1100 feet AGL.
MINIMUM RATE OF DESCENT CONFIGURATION
1. Airspeed approximately 60 KIAS.
2. Rotor RPM approximately 90%.
Minimum rate of descent is about 1300 feet per minute.
Glide ratio is about 4.5:1 or one nautical mile per 1350
feet AGL.
CAUTION
Increase rotor RPM to 95% minimum or full
down collective when autorotating below
500 feet AGL.
AIR RESTART PROCEDURE
CAUTION
Do not attempt restart if engine malfunction
is suspected or before safe autorotation is
established.
An immediate restart may be attempted by pressing the
start button if N1 is above 20% (within approximately
10 seconds of power loss). It is not necessary to close
throttle or pull fuel cutoff for immediate restart.
If N1 has decayed to 20% or below, use the following
procedure:
1. Fuel cutoff - Pull OFF.
2. Throttle - Closed.
3. Start button - Push and release.
4.N1 15% or above - push fuel cutoff ON.
5. After peak MGT- throttle full open.
FAA APPROVED: 16 APR 2013
3-3
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
LOSS OF TAIL ROTOR THRUST IN FORWARD FLIGHT
Failure is usually indicated by nose right yaw which cannot
be corrected by applying left pedal.
1. Immediately close throttle and enter autorotation.
2. Maintain at least 70 KIAS if practical.
3. Select landing site and perform autorotation landing.
NOTE
When a suitable landing site is not available,
the vertical stabilizers may permit limited
controlled flight at low power settings and
airspeeds above 70 KIAS; however, prior to
reducing airspeed, enter full autorotation.
LOSS OF TAIL ROTOR THRUST IN HOVER
Failure is usually indicated by right yaw which cannot be
stopped by applying left pedal.
1. Immediately close throttle to reduce yaw rate and
allow aircraft to settle.
2. Raise collective just before touchdown to cushion
landing.
FAA APPROVED: 21 FEB 2014
3-5
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
ENGINE FIRE DURING START OR SHUTDOWN
Fire may be indicated by excessive MGT or by engine fire
warning light.
1. Fuel cutoff – Pull OFF.
2. Start button – Push and release.
3. Fuel valve knob – Pull OFF.
4. Battery switch – OFF when MGT decreases to 150ºC
or if fire worsens.
5. If time permits, apply rotor brake to stop rotors.
6. Exit aircraft.
ENGINE FIRE IN FLIGHT
1. Immediately enter autorotation.
2. Cabin heat – OFF (if time permits).
3. If engine is running, land immediately, then pull fuel
cutoff OFF and pull fuel valve knob OFF.
If engine stops running, pull fuel cutoff OFF, pull fuel
valve knob OFF, and complete autorotation landing.
4. If time permits, apply rotor brake to stop rotors.
5. Exit aircraft.
ELECTRICAL FIRE
1. Battery and generator switches – OFF.
2. Open cabin vents.
3. Land Immediately.
4. Pull fuel cutoff OFF and pull fuel valve knob OFF.
5. If time permits, apply rotor brake to stop rotors.
6. Exit aircraft.
NOTE
Low RPM warning system is inoperative with
battery and generator switches both OFF.
FAA APPROVED: 21 FEB 2014
3-6
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
TACHOMETER FAILURE
If rotor or N2 tachometer malfunctions in flight, use
remaining tach to monitor RPM. If it is not clear which
tach is malfunctioning or if both tachs malfunction allow
power turbine governor to control RPM and land as soon
as practical.
NOTE
The rotor tach, N2 tach, and low RPM warning
horn are each on separate circuits. A special
circuit allows the battery to supply power
to the tachs with the battery and generator
switches both OFF.
HYDRAULIC SYSTEM FAILURE
Hydraulic system failure is indicated by heavy or stiff
cyclic and collective controls. Loss of hydraulic fluid
may cause intermittent and/or vibrating feedback in the
controls. Control will be normal except for the increase in
stick forces.
1. HYD Switch - Verify ON.
2. If hydraulics not restored, HYD Switch - OFF.
3. Adjust airspeed and flight condition as desired for
comfortable control.
4. Land as soon as practical. A run-on landing is
recommended if a suitable landing surface is available.
POWER TURBINE GOVERNOR FAILURE
Governor failure is indicated by a rise or fall of N2 RPM.
If N2 overspeeds, attempt to control RPM with throttle.
If N2 underspeeds, verify throttle is full open and reduce
collective to control RPM. If governor failure is suspected,
land as soon as practical.
If manual RPM control is not possible, lower collective,
close throttle, and complete autorotation landing per power
failure procedures.
FAA APPROVED: 16 APR 2013
3-7
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
RED WARNING INDICATORS
MR TEMP/
PRESS
Indicates excessive temperature or low oil
pressure in main gearbox. Land immediately.
ENGINE FIRE Indicates possible fire in engine compartment. See procedures on page 3-6.
ENGINE OIL
Indicates loss of engine oil pressure. If oil
pressure gage confirms pressure loss, land
immediately. Otherwise, land as soon as
practical. N1 below 50% RPM indicates a
possible flameout and an air restart may be
attempted.
AMBER CAUTION INDICATORS
MR CHIP
Indicates metallic particles in main gearbox.
See note below.
TR CHIP
Indicates metallic particles in tail gearbox.
See note below.
ENGINE CHIP Indicates metallic particles in engine. See
note below.
NOTE
If chip light is accompanied by any indication
of a problem such as noise, vibration, or
temperature rise, land immediately. If there
is no other indication of a problem, land as
soon as practical.
Break-in fuzz will occasionally activate chip
lights. If no metal chips or slivers are found
on detector plug, clean and reinstall (tail
gearbox must be refilled with new oil). Hover
for at least 30 minutes. If chip light comes
on again, have affected gearbox serviced
before further flight.
FAA APPROVED: 21 FEB 2014
3-8
ROBINSON
MODEL R66
SECTION 3
EMERGENCY PROCEDURES
AMBER CAUTION INDICATORS (cont’d)
GEN
Indicates generator failure.
Turn off
nonessential electrical equipment and
switch GEN to RESET and back to ON. If
light stays on, land as soon as practical.
LOW FUEL
Indicates approximately five gallons of
usable fuel remaining. The engine will run
out of fuel after 10 minutes at cruise power.
CAUTION
Do not use low fuel warning as a working
indication of fuel quantity.
FUEL FILTER
Indicates fuel filter contamination. If
no other indication of a problem exists,
land as soon as practical. If light is
accompanied by erratic engine operation,
land immediately.
LOW RPM
A horn and caution light indicate that rotor
speed is below 95% RPM. To restore
RPM, immediately lower collective, verify
throttle full open and, in forward flight,
apply aft cyclic. Horn is disabled when
collective is full down.
COWL DOOR
Indicates fuel filler cowl door, right engine
cowl door, or baggage compartment door
is not closed. Land as soon as practical.
AIR FILTER
Indicates air filter contamination or
blockage. Engine is operating on unfiltered
air via filter bypass doors. Land as soon
as practical and inspect filter.
EMU
While annunciator panel test button is
depressed, indicates Engine Monitoring
Unit status. See description in Section 7.
ROTOR BRAKE Indicates rotor brake is engaged. Release
immediately in flight or before starting
engine.
FAA APPROVED: 21 FEB 2014
3-9
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
CONTENTS
Page
Recommended Airspeeds . . . . . . . . . . . . . . . . . . . . . . .
4-1
Daily or Preflight Checks . . . . . . . . . . . . . . . . . . . . . . . .
4-1
Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . .
4-5
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
Ground Power Start . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
Starting Engine and Run-Up . . . . . . . . . . . . . . . . . . . . . .
4-7
Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-9
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Doors-Off Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Practice Autorotation - Power Recovery . . . . . . . . . . . . 4-11
Practice Autorotation - With Ground Contact . . . . . . . . . 4-12
Hydraulics-Off Training . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
N1 Deceleration Check . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Noise Abatement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
FAA APPROVED: 26 NOV 2013
4-i
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
RECOMMENDED AIRSPEEDS
Takeoff and Climb
60 KIAS
Maximum Range
100 KIAS*
Landing Approach
60 KIAS
Autorotation
70 KIAS
*Certain conditions may require lower airspeed.
See Vne placard in Section 2.
DAILY OR PREFLIGHT CHECKS
Remove all covers and tie-downs. Remove even small
accumulations of frost, ice, or snow, especially from rotor
blades. Check maintenance records to verify aircraft is
airworthy. An 8-foot step ladder is recommended for
preflight inspection of the main rotor; however, the main
rotor hub may be reached by using the steps built into
three cowl doors on the left side of the cabin.
Check general condition of aircraft and verify no visible
damage, fluid leakage, or abnormal wear. Verify no
fretting at seams where parts are joined together. Fretting
of aluminum parts produces a fine black powder while
fretting of steel parts produces a reddish-brown or black
residue. Verify tail gearbox Telatemp shows no temperature
increase that cannot be attributed to a change in operating
conditions (mechanics draw a reference line to the right
of the highest temperature square which has darkened in
operation). Verify torque stripes on critical fasteners are
not broken or missing.
FAA APPROVED: 21 FEB 2014
4-1
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
DAILY OR PREFLIGHT CHECKS (cont’d)
1. Pilot’s Station
Battery switch ON
Check fuel quantity
MR temp/press, engine oil, gen, low RPM lights on
Test annunciator panel, all lights on
Check strobe, nav, landing lights
Battery switch OFF
Release rotor brake
Adjust tail rotor pedals, pins secure
2. Fuselage Right Side and Engine Compartment
Verify no visible damage
Verify door hinge cotter rings installed
Check landing gear strut fairings, skid, skid shoes
Verify static port clear
Check baggage compartment loading and security
Verify baggage door latched
Verify engine air filter clean
Verify no fluid leaks
Verify all air ducts secure
Check engine oil filter impending bypass indicator
Check engine fuel control linkage
Verify exhaust secure and no cracks
Verify cowl door latched
3. Tailcone, Empennage, and Tail Rotor
Verify all antennas and lights secure
Verify empennage secure, no cracks
Verify tail rotor guard secure, no cracks
Verify tail skid secure, no damage
Check tail rotor gearbox oil quantity and Telatemp
Verify drive system continuity by rotating tail rotor
Verify no damage to tail rotor blades
Verify no looseness at pitch links, bellcrank
Check condition of elastomeric teeter bearing
Verify teeter bearing bolt does not rotate
FAA APPROVED: 26 NOV 2013
4-2
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
DAILY OR PREFLIGHT CHECKS (cont’d)
4.Belly
Verify all antennas and panels secure
Verify aft crosstube cover properly installed
Verify generator cooling air filter clean
5. Main Rotor
Verify no damage to blades
Verify paint covers bond line
Verify no leaks at pitch change boots
Verify all fasteners secure
Verify no excessive looseness at scissors, rod ends
CAUTION
Do not pull down on blades to teeter
rotor. To lower a blade, push up on
opposite blade.
6. Fuselage Left Side and Engine Compartment
Verify no visible damage
Verify door hinge cotter rings installed
Check landing gear strut fairings, skid, skid shoes
Verify static port clear
Verify fuel quantity and filler cap secure
Verify engine air filter clean and secure
Check engine, main gearbox, hydraulic oil levels
Check gearbox oil filter impending bypass indicator
Check engine and gearbox oil coolers
Check engine governor control linkage
Verify no fluid leaks
Sample fuel, drain water and contaminants
Verify all cowl doors latched
7.Nose
Verify pitot tube clear
Verify windshield clean and undamaged
FAA APPROVED: 26 NOV 2013
4-3
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
DAILY OR PREFLIGHT CHECKS (cont’d)
8. Cabin Area
Verify no loose items
Verify all items clear of controls
Verify left seat controls removed or properly installed
Verify seatbelts for unoccupied seats buckled
CAUTION
Remove left seat controls if person in that
seat is not a rated helicopter pilot.
CAUTION
Ensure compartments under occupied
seats are not filled above maximum fill
line.
CAUTION
Ensure all cabin doors are unlocked
before flight to allow rescue or exit in an
emergency. Aft door locks have a green
stripe to indicate door unlocked.
CAUTION
Shorter pilots may require cushion to
obtain full travel of all controls. Verify
aft cyclic travel is not restricted.
FAA APPROVED: 26 NOV 2013
4-4
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
COLD WEATHER OPERATION
Special precautions should be taken if the helicopter is to
be started after a cold soak below 4°C (40°F). Since a
cold battery has significantly reduced capacity, pre-heating
the battery is recommended. Use auxiliary ground power
if available. For consistent starts, use fuels optimized for
cold weather (Jet B, JP-4). A fuel anti-icing additive may
be required (see Section 2). After start, ensure engine oil
temperature is 0°C minimum before increasing RPM above
idle.
If cold soaked below -18°C (0°F), pre-heat the battery and
engine fuel control area. The engine fuel control area may
be pre-heated using a space heater. When cold soaked to
-35°C (-31°F) and heated with a 3000 BTU/hr (900 W)
space heater, it will require approximately 20 minutes to
pre-heat the fuel control unit.
CAUTION
Do not use an open flame heater to pre-heat
the engine or battery.
CAUTION
Ice in engine fuel control air circuits following
a cold soak may cause uncontrolled engine
acceleration during starting. If uncontrolled
acceleration occurs, pull fuel cutoff OFF to
shut down engine, then restart engine.
FAA APPROVED: 26 NOV 2013
4-5
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
BEFORE STARTING ENGINE
Seat belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fastened
Fuel valve . . . . . . . . . . . . . . . . . . . . . . . ON, guard installed
Cyclic/collective friction . . . . . . . . . . . . . . . . . . . . . . . . OFF
Cyclic, collective, pedals . . . . . . . . . . . . . . . Full travel free
Collective . . . . . . . . . . . . . . . . . . . . . Full down, friction ON
Cyclic . . . . . . . . . . . . . . . . . . . . . . . . . . Neutral, friction ON
Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Neutral
Rotor brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disengaged
Circuit breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In
Cabin heat, anti-ice, pitot heat . . . . . . . . . . . . . . . . . . . OFF
Landing lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Avionics, generator switches . . . . . . . . . . . . . . . . . . . . OFF
Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
Hydraulic switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GROUND POWER START
Have ground personnel connect ground power to external
receptacle prior to engaging starter and disconnect once
idle is stabilized prior to switching generator ON. Ground
power is connected to the helicopter’s electrical system
when battery switch is ON. Starts using ground power
assist follow the same procedure as normal starts.
NOTE
If generator is switched ON prior to
disconnecting ground power, high generator
loads and reduction in idle speed may occur.
FAA APPROVED: 26 NOV 2013
4-6
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
STARTING ENGINE AND RUN-UP
Battery, strobe switches . . . . . . . . . . . . . . . . . . . . . . . . ON
Igniter (key) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enable
Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clear
Fuel cutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pull OFF
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed
Start button . . . . . . . . . . . . . . . . . . . . . . . Push and release
N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15%, increasing
MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Below 150°C
Fuel cutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push on
Light-off . . . . . . . . . . . . . . . . . . . . . . Within three seconds
MGT . . . . . . . . . . . . . . . . . . . . . . . . Monitor, observe limits
CAUTION
Excessive MGT will cause severe engine damage.
Do not push fuel cutoff ON unless N1 has reached
adequate speed and is increasing. N1 above 15%
is recommended; 12% N1 minimum may be used
in cold weather. If MGT reaches limit during start
or light-off does not occur within three seconds,
immediately pull fuel cutoff OFF, wait ten seconds,
then turn igniter switch OFF to stop starter.
25% N1 . . . . . . . . . . . . . . . . . . . . . . . . . Main rotor rotating
Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . Increasing
N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stable at 65 to 67%
Fuel cutoff guard . . . . . . . . . . . . . . Install, begin timing idle
Ground power (if used) . . . . . . . . . . . . . . . . . . . . Disconnect
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Avionics switch, headsets . . . . . . . . . . . . . . . . . . . . . . . ON
Annunciator panel test . . . . . . . . . . . . . . . . . . . All lights on
Engine anti-ice check . . . . . . . . . . . . . . . . Annunciator light
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . Closed and latched
Cyclic/collective friction . . . . . . . . . . . . . . . . . . . . . . . . OFF
Hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Lift collective slightly . . . . . . . . . . . . . . . . . . Low RPM horn
Warm-up . . . . . . . . . . . . . . . Verify at least one minute idle
Throttle . . . . . . . . . . . . . . . . . . Increase slowly to full open
N2/R . . . . . . . . . . . . . . . . Stable at 100% (beep as required)
Annunciator lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . Out
Engine gages . . . . . . . . . . . . . . . . . Normal operating range
FAA APPROVED: 26 NOV 2013
4-7
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
STARTING ENGINE AND RUN-UP (cont’d)
NOTE
Time between starter engagement and idle
should normally not exceed 40 seconds. If time
exceeds 40 seconds but engine continues to
accelerate, start attempt may be extended to one
minute. If N1 is below 58% after one minute (or
after 40 seconds if engine is not accelerating),
pull fuel cutoff OFF, wait for MGT drop, and turn
igniter (key) switch OFF to stop starter. To avoid
overheating, allow one minute delay between
start attempts. After three attempts, allow 30
minutes before next attempt.
NOTE
For hydraulic system check, use small cyclic
inputs. With hydraulics OFF, there should be
approximately one half inch of freeplay before
encountering control stiffness and feedback.
With hydraulics ON, controls should be free with
no feedback or uncommanded motion.
NOTE
One minute warm-up at idle not required within
15 minutes of last shutdown.
NOTE
When opening throttle, a target torque of at
least 25% is recommended to minimize time
transitioning through N2 yellow arc.
CAUTION
When opening throttle, avoid exceeding 50%
torque. On slippery surfaces, be prepared to
counter nose-right rotation with left pedal.
NOTE
Before takeoff, pilot should uncover one ear and
listen for any unusual noise which may indicate
impending failure of a bearing or other component.
FAA APPROVED: 15 APR 2014
4-8
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
TAKEOFF PROCEDURE
1. Verify doors latched, hydraulics ON, and RPM stabilized
at 100%.
2. Engine anti-ice as required per Section 2.
3. Clear area. Slowly raise collective until aircraft is light
on skids. Reposition cyclic as required for equilibrium,
then gently lift aircraft into hover. Note hover torque.
4. Beep RPM as required to 100%.
5. Check gages in green, lower nose, and accelerate to
climb speed following profile shown by height-velocity
diagram in Section 5. Takeoff torque should not
exceed 10% above hover torque.
NOTE
Takeoff portion of height-velocity diagram
was demonstrated at 10% above hover
torque to prevent excessive nose-down
attitude.
NOTE
Periodically performing power assurance
check (see Section 5) may provide
indication of engine deterioration or air
filter blockage.
FAA APPROVED: 26 NOV 2013
4-9
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
CRUISE
1. Beep RPM as required to 100%.
2. Set torque as desired with collective. Observe torque,
MGT, and Vne limits.
3. Verify gages in green, no cautions or warnings.
4. Engine anti-ice as required.
CAUTION
If turbulence is expected, reduce power
and use a slower than normal cruise
speed.
NOTE
Avoid large, rapid power changes. The
engine governor reacts slowly and RPM
excursions may occur.
NOTE
When loaded near aft CG limit, slight yaw
oscillation during cruise can be stopped
by applying a small amount of left pedal.
DOORS-OFF OPERATION
Maximum airspeed with any door(s) off is 100 KIAS. Warn
passengers to secure loose objects and to keep head and
arms inside cabin to avoid high velocity airstream.
CAUTION
Ensure all seat belts are buckled during
door-off flight.
Rear outboard seat
bottoms may lift if not restrained.
CAUTION
Flight with left door(s) removed is not
recommended. Loose objects exiting left
doors may damage tail rotor.
FAA APPROVED: 20 JAN 2015
4-10
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
PRACTICE AUTOROTATION - POWER RECOVERY
CAUTION
Verify a recent N1 deceleration check
was performed prior to conducting
autorotations. Do not close throttle above
10,000 feet density altitude or with cabin
heat ON (see Section 2).
1. Close throttle and lower collective to down stop.
2. Adjust collective to keep rotor RPM in green arc.
3. Keep airspeed 60 to 70 KIAS.
4. At about 40 feet AGL, begin cyclic flare to reduce
rate of descent and forward speed, and smoothly roll
throttle full on to recover engine power.
5. At about 8 feet AGL, apply forward cyclic to level
aircraft, and raise collective to control descent.
CAUTION
Simulated engine failures require prompt
lowering of collective to avoid dangerously
low rotor RPM. Catastrophic rotor stall
could occur if rotor RPM drops below
80% plus 1% per 1000 feet of altitude.
CAUTION
If entering autorotation with a rapid collective input, close throttle before lowering collective to avoid an RPM overspeed.
CAUTION
Engine may require several seconds
to spool up to full power during power
recoveries.
NOTE
For maximum glide distance and minimum
rate of descent configurations, see
Section 3.
FAA APPROVED: 26 NOV 2013
4-11
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
PRACTICE AUTOROTATION - WITH GROUND CONTACT
If practice autorotations with ground contact are required
for demonstration purposes, perform in same manner as
power recovery autorotations except keep throttle closed
throughout maneuver. Always contact ground with skids
level and nose straight ahead.
NOTE
Have landing gear skid shoes inspected
frequently when practicing autorotations
with ground contact. Rapid wear of skid
shoes may occur.
HYDRAULICS-OFF TRAINING
Hydraulic system failure may be simulated using cyclicmounted hydraulic switch.
CAUTION
With hydraulics switched OFF, controlling
helicopter in a hover may be difficult due
to control system feedback forces.
CAUTION
Before switching hydraulics from OFF to
ON, relax force on cyclic and collective to
avoid overcontrolling.
FAA APPROVED: 26 NOV 2013
4-12
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
APPROACH AND LANDING
1. Make final approach into wind at lowest practical rate
of descent with initial airspeed of 60 knots.
2. Reduce airspeed and altitude smoothly to hover. (Be
sure rate of descent is less than 300 feet per minute
before airspeed is reduced below 30 KIAS.)
3. From hover, lower collective gradually until ground
contact.
4. After initial ground contact, lower collective to full
down position.
CAUTION
When landing on a slope, return cyclic
control to neutral before closing throttle.
CAUTION
Never leave helicopter flight controls
unattended while engine is running.
CAUTION
Hold throttle closed if passenger is
entering or exiting left front seat with
engine running and left seat collective
installed.
FAA APPROVED: 26 NOV 2013
4-13
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
SHUTDOWN PROCEDURE
Collective down . . . . . . . . . . . . . . . . . . . . . . . . Friction ON
Throttle closed . . . . . . . . . . . . . . . . . N1 deceleration check
Cyclic and pedals neutral . . . . . . . . . . . . . . . . . Friction ON
Cool down . . . . . . . . . . . . . . . . . . . . . . . . . Two minute idle
Fuel cutoff . . . . . . . . . . . . . . . . . . . Pull OFF, monitor MGT
CAUTION
Rapid MGT increase following shutdown
indicates residual fire in combustor. Follow
“Engine Fire During Start or Shutdown”
procedure per Section 3.
Sprag clutch check . . . . . . . . . . . . Verify N2/R needles split
Wait one minute . . . . . . . . . . . . . . . . . . . Apply rotor brake
Avionics, generator, battery, igniter switches . . . . . . . . OFF
CAUTION
Do not slow rotor by raising collective during
shutdown. Blades may flap and strike tailcone.
NOTE
During idle and after engine shutdown, pilot
should uncover one ear and listen for unusual
noise which may indicate impending failure of
a bearing or other component.
NOTE
HYD switch should be left ON for startup and shutdown to reduce possibility of
unintentional hydraulics-off liftoff. Switch
OFF only for pre-takeoff controls check or
hydraulics-off training.
FAA APPROVED: 26 NOV 2013
4-14
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
N1 DECELERATION CHECK
The deceleration check is performed on the ground to
confirm proper fuel control operation. The check should
be performed after the last flight of the day. The check
should also be performed during the preflight run-up
if autorotations are planned during the flight. Improper
deceleration may cause engine flameout during an
autorotation entry. Perform check as follows:
1. Collective full down.
2. Throttle open, N2/R at 100%.
3. If N1 is below 80%, lift collective slightly to set N1 at
80%.
4. Rapidly close throttle and measure time for N1 to
reach 70% RPM. Minimum allowable time is two
seconds.
If deceleration time is less than two seconds, switch
generator OFF and perform two more checks to confirm
time. If confirmed time is less than two seconds, have
helicopter serviced.
FAA APPROVED: 26 NOV 2013
4-15
ROBINSON
MODEL R66
SECTION 4
NORMAL PROCEDURES
NOISE ABATEMENT
To improve the quality of our environment and to dissuade
overly restrictive ordinances against helicopters, it is
imperative that every pilot minimize noise irritation to the
public. Following are several techniques which should be
employed when possible.
1.Avoid flying over outdoor assemblies of people.
When this cannot be avoided, fly as high as practical,
preferably over 2000 feet AGL.
2.Avoid blade slap. Blade slap generally occurs at
airspeeds below 100 KIAS. It can usually be avoided
by maintaining 100 KIAS until rate of descent is
over 1000 feet per minute, then using a fairly steep
approach until airspeed is below 65 KIAS. With the
right door vent open, the pilot can easily determine
those flight conditions which produce blade slap and
develop piloting techniques to eliminate or reduce it.
3. When departing from or approaching a landing site,
avoid prolonged flight over noise-sensitive areas.
Always fly above 500 feet AGL and preferably above
1000 feet AGL.
4. Repetitive noise is far more irritating than a single
occurrence. If you must fly over the same area more
than once, vary your flight path to not overfly the same
buildings each time.
5.When overflying populated areas, look ahead and
select the least noise-sensitive route.
NOTE
Above procedures do not apply where
they would conflict with Air Traffic Control
clearances or when, in the pilot’s judgement,
they would result in an unsafe flight path.
FAA APPROVED: 26 NOV 2013
4-16
RHC recommends inserting this sheet at the end of Section 4
of the R66 Pilot’s Operating Handbook.
December 2014
AVOIDING HOT STARTS
Exceeding temperature limits during a turbine start (a “hot
start”) can cause severe engine damage requiring expensive
repairs.
Always follow the Starting Engine checklist and pay close
attention to engine instruments during a start. Do not attempt
a start when rushed or distracted.
During a start, airflow through the engine controls the
temperature of the combusting fuel. Spinning the compressor
with the starter provides the required airflow.
During an aborted start, fuel flow is stopped by pulling the fuel
cutoff but the starter must continue providing airflow through
the engine to control temperature. The R66 start circuit
automatically keeps the starter engaged without the need to
keep the starter button depressed.
Normal engine starts should have peak measured gas
temperature (MGT) below 800°C for cold engines or below
850°C for warm engines. If start temperatures are above
these or are trending higher, engine maintenance may be
required. Reduced power assurance margins accompanied by
high start temperatures may indicate a dirty compressor. Fuel
control adjustments can also affect start temperature. Consult
a qualified turbine mechanic to diagnose any abnormal start
characteristics.
Before initiating a start:
•
Verify fuel cutoff is pulled completely off.
•
Verify twist grip is completely closed (rotated toward pilot).
•
Verify battery voltage is normal. If battery voltage is low
(less than approximately 24.5 volts), use ground power
and/or replace battery. Otherwise, the starter may not spin
the compressor fast enough to provide the required airflow.
(OVER)
During a start:
•
•
•
•
•
DO NOT push the fuel cutoff on until N1 is smoothly rising
through at least 15% (see flight manual for cold weather
starts). If the starter is sluggish or will not achieve 15%, do
not introduce fuel. Switch starter off using igniter (key) switch.
If the engine is warm from a previous flight, DO NOT push
fuel cutoff on until MGT is below 150°C. As the starter
accelerates the engine to 15% N1 the MGT typically falls
below 150°C. However, extra time may be required to
allow the residual temperature to decrease.
After pushing the fuel cutoff on, CONTINUOUSLY
MONITOR MGT and KEEP HAND ON FUEL CUTOFF until
N1 is above 60%.
PULL FUEL CUTOFF IMMEDIATELY if MGT approaches
900°C. This is the most important action for stopping
a hot start and should be an instinctive reaction. Wait
at least 10 seconds or until MGT has decreased below
150°C. Then, switch starter off using igniter (key) switch.
Never push fuel cutoff back on if it has been pulled off. Finish
aborting the start. Then, determine and correct the cause of
the high temperature before attempting another start.
ROBINSON
MODEL R66
FAA APPROVED: 26 NOV 2013
SECTION 5
PERFORMANCE
5-11
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
SECTION 7
SYSTEMS DESCRIPTION
CONTENTS
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Rotor Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-3
Powerplant Installation . . . . . . . . . . . . . . . . . . . . . . . . .
7-4
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
Removable Flight Controls . . . . . . . . . . . . . . . . . . . . . . .
7-6
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-7
Control Friction Adjustment . . . . . . . . . . . . . . . . . . . . . .
7-8
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-8
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-9
Starter and Ignition System . . . . . . . . . . . . . . . . . . . . . . 7-10
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Pitot-Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . 7-16
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Dual Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Audio System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Optional Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Engine Monitoring Unit . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Cabin Heating and Ventilation . . . . . . . . . . . . . . . . . . . . 7-24
Seats, Belts, and Baggage . . . . . . . . . . . . . . . . . . . . . . . 7-25
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Emergency Locator Transmitter (Optional) . . . . . . . . . . . 7-28
Optional Accessory Mounts . . . . . . . . . . . . . . . . . . . . . . 7-29
REVISED: 20 JAN 2015
7-i
INTENTIONALLY BLANK
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
SECTION 7
SYSTEMS DESCRIPTION
GENERAL
The R66 is a five-place, single main rotor, single engine
helicopter constructed primarily of metal and equipped
with skid-type landing gear.
The primary fuselage structure is welded steel tubing and
riveted aluminum sheet. The tailcone is a monocoque
structure in which aluminum skins carry most primary loads.
Fiberglass and thermoplastics are used in secondary cabin
structure and in various ducts and fairings. The cabin doors
are also constructed of fiberglass and thermoplastics.
Several cowl doors provide access to the drive system,
engine, engine oil tank, fuel filler cap, and fuel sump drain.
A right-side door provides access to the main baggage
compartment. Additional access to controls and other
components for maintenance is provided by removable
panels and cowlings.
The engine is located aft of the main baggage compartment.
The engine compartment is isolated from the rest of the
airframe by firewalls in front of and above the engine.
The four cabin doors are removable. Refer to Section 8 for
removal and installation procedures.
REVISED: 20 JAN 2015
7-1
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
ROTOR SYSTEMS
The main rotor has two all-metal blades mounted to the
hub by coning hinges. The hub is mounted to the shaft
by a teeter hinge. The coning and teeter hinges use selflubricated bearings. Droop stops for the main rotor blades
provide a teeter hinge friction restraint which normally
prevents the rotor from teetering while starting or stopping.
Pitch change bearings for each blade are enclosed in a
housing at the blade root. The housing is filled with oil and
sealed with an elastomeric boot. Each blade has a thick
stainless steel spar at the leading edge which is resistant
to corrosion and erosion. Aluminum skins are bonded to
the spar approximately one inch aft of the leading edge.
Blades must be refinished if the paint erodes to bare metal
at the skin-to-spar bond line. Bond may be damaged if
bond line is exposed.
The tail rotor has two all-metal blades and a teetering hub
with a fixed coning angle. The pitch change bearings
have self-lubricated liners. The teeter hinge bearings are
elastomeric. The tail rotor blades are constructed with
aluminum skins and root fittings. Maintaining the paint
finish will reduce corrosion and erosion.
REVISED: 20 JAN 2015
7-2
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
FLIGHT CONTROLS
Dual controls are standard equipment and all primary
controls are actuated through push-pull tubes and
bellcranks. Bearings used throughout the control system
are either sealed ball bearings which do not require
lubrication or have self-lubricated liners.
Flight control operation is conventional. The cyclic is center
mounted with the left and right control grips mounted to a
cross tube which pivots on the center cyclic post. On later
aircraft, the pilot’s cyclic grip angle can be adjusted fore
and aft relative to the cross tube by a mechanic to achieve
the most comfortable hand position. The most forward
position provides the most control clearance at aft cyclic
for larger pilots. Pilots should always verify the ability to
apply full control travel prior to flight.
The collective stick has a twist grip to provide input to the
engine fuel control. Raising or lowering collective provides
power turbine governor inputs via an interconnecting
linkage.
Right-side tail rotor pedals are adjustable. To adjust, remove
quick-release pin on each pedal by depressing button and
pulling. Slide pedal fore or aft to most comfortable of
three adjustment positions and reinstall quick-release pin.
Verify pins are secure before flight.
REVISED: 21 FEB 2014
7-5
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
REMOVABLE FLIGHT CONTROLS
Left seat pilot controls may be removed and installed by
maintenance personnel or pilots as follows:
1.To remove cyclic grip, remove quick-release pin by
depressing button and pulling, then pull outward on left
grip while supporting cyclic center post. Rotate rightside cyclic cross tube clockwise to stop, depress stop
pin under cyclic pivot, and continue clockwise rotation
one turn to wind up balance spring. To install removable
cyclic grip, use reverse procedure.
NOTE
Later aircraft have a knurled ring next to the
quick-release pin which may be hand tightened
to eliminate freeplay. The ring must be loose
(rotate counterclockwise looking inboard) to
remove pin.
CAUTION
Overrotating cyclic cross tube in either wound or
unwound direction will damage balance spring.
CAUTION
After removing cyclic grip, place plastic cap
on exposed cyclic cross tube to prevent
possible injury to left seat passenger.
2.To remove collective, push boot aft to expose locking
pins. Depress locking pins and pull forward on stick. To
install, use reverse procedure. It may be necessary to
rotate stick slightly to allow pins to snap into place.
CAUTION
When collective is installed, ensure that both
locking pins are fully engaged through holes
on each side.
3.To remove tail rotor pedals, depress locking pin while
twisting pedal counterclockwise, then pull up. To install,
use reverse procedure. A cover which is stowed under
the floor scuff plate may be rotated up to cover the floor
openings when the pedals are removed.
REVISED: 21 FEB 2014
7-6
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
CONTROL FRICTION ADJUSTMENT
Cyclic and collective controls are equipped with adjustable
friction devices. The collective friction lever is located
near the aft end of the pilot’s collective. It is actuated aft
to increase friction and forward to release it.
The cyclic friction knob is located left of the cyclic stick.
Turning the knob clockwise applies friction to both
longitudinal and lateral cyclic.
CAUTION
Control friction must be used with caution
in flight. Excessive friction may make the
helicopter difficult to control.
The pedals actuate push-pull controls connected directly
to the tail rotor pitch control and do not incorporate any
friction devices. An elastomeric trim spring provides a left
pedal force to balance feedback forces in flight.
ENGINE CONTROLS
A twist grip throttle control is located on each collective
stick. The controls are interconnected and actuate the
engine fuel control input lever via a push-pull cable. The
throttle is normally not used for control but is set either
fully closed (idle position) or fully open.
The engine incorporates a hydromechanical governor
which attempts to maintain 100% engine output shaft
RPM when the throttle is in the open position. A linkage
provides the power turbine governor with collective inputs
to help anticipate changing power demands.
Large power changes or varying environmental conditions
may cause the governor RPM setting to vary by a few
percent. A momentary toggle switch (beep switch) on the
collective stick is provided to trim, or “beep”, the governor
setting to the desired RPM. The switch controls an
actuator which adjusts the linkage between the collective
and power turbine governor. Holding the beep switch up
or down will change rotor RPM approximately one percent
per two seconds.
REVISED: 20 JAN 2015
7-8
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM (cont’d)
ELECTRICAL SYSTEM
REVISED: 20 JAN 2015
7-13
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM (cont’d)
CIRCUIT BREAKER PANEL – TYPICAL
REVISED: 20 JAN 2015
7-14
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
LIGHTING SYSTEM
A red anti-collision light is installed on the tailcone and
is controlled by the strobe switch. Position lights are
installed on each side of the cabin and in the tail and are
controlled by the nav lights switch. A light at the top of
the windshield and post lights illuminate the instrument
panel. Panel lighting is active when the nav lights switch
is on and lighting is dimmed via the knob above the nav
lights switch. An overhead map light mounted on a
swivel is controlled by an adjacent switch with high and
low settings. The map light may be used for emergency
lighting of the instrument panel. An additional cabin light
with an adjacent switch is located just aft of the map light.
The map and cabin lights are not connected to the dimmer
circuit.
Two long-life, high intensity discharge (HID) landing lights
are installed in the nose. One wide-angle and one narrowbeam light are used to increase lighted area. One landing
light switch controls both lights and is located on the cyclic
center post.
NOTE
Continuous operation of landing and position
lights in flight is recommended to promote
collision avoidance.
An optional flashing light may be mounted on the tailcone
in addition to the standard anti-collision light. On earlier
aircraft, the optional light is controlled by an additional
position on the strobe switch. On later aircraft, the optional
light is controlled by a separate switch.
REVISED: 26 NOV 2013
7-15
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
EXTERNAL POWER RECEPTACLE
A 28-volt MS3506-compatible receptacle is provided
for external power. On earlier aircraft, the receptacle is
located inside the right engine cowl door. On later aircraft,
the receptacle is located in the cabin outboard of the pilot’s
seat. When the battery is switched on, the external power
relay and the battery relay both close, connecting external
power to the aircraft electrical system and battery. The
external power relay will not close if reverse polarity is
sensed by the receptacle.
Provisions are provided to allow battery charging when
the battery switch is off. See Section 8 for charging
procedures.
INSTRUMENT PANEL
Standard primary instruments include an airspeed indicator,
engine (N2) and rotor dual tachometer, altimeter, torque
meter, and magnetic compass. Engine gages include an
N1 tachometer, measured gas (turbine) temperature, oil
pressure, oil temperature, and fuel quantity. Also standard
are a clock, an ammeter, a digital outside air temperature
gage/voltmeter, and an hourmeter.
An additional
hourmeter is located outboard of the pilot’s seat. Both
hourmeters require main gearbox oil pressure to activate.
The outboard hourmeter is collective activated and may be
used to determine time in service.
Views of typical instrument panels are given on the
following pages. Pilots should familiarize themselves with
panel layout and equipment installations for each specific
aircraft that they fly.
REVISED: 26 NOV 2013
7-16
ROBINSON
MODEL R66
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
VERTICAL SPEED INDICATOR
OPTIONAL INSTRUMENT
AIRSPEED INDICATOR
N2 AND ROTOR TACHOMETERS
ALTIMETER
OPTIONAL INSTRUMENT
TORQUEMETER
ANNUNCIATOR PANEL
ANNUNCIATOR TEST BUTTON
CLOCK
ENGINE OIL TEMP GAGE
ENGINE OIL PRESSURE GAGE
AMMETER
FUEL GAGE
MGT GAGE
N1 TACHOMETER
ROTOR BRAKE LIGHT
SECTION 7
SYSTEMS DESCRIPTION
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
PANEL LIGHTS DIMMER
NAVIGATION LIGHTS SWITCH
STROBE LIGHT SWITCH
AVIONICS MASTER SWITCH
GENERATOR SWITCH
BATTERY SWITCH
IGNITER SWITCH
CABIN AIR
OUTSIDE AIR TEMP/VOLTMETER
HOURMETER
FUEL CUTOFF WITH GUARD
AUDIO CONTROL PANEL
CYCLIC FRICTION
CABIN HEAT
ELT SWITCH (OPTIONAL)
ANTI-ICE SWITCH
HEATED PITOT SWITCH (OPT’L)
INSTRUMENT PANEL – TYPICAL (EARLIER AIRCRAFT)
(Exact panel configuration may vary with optional equipment and
date of helicopter manufacture.)
REVISED: 26 NOV 2013
7-17
ROBINSON
MODEL R66
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
VERTICAL SPEED INDICATOR
OPTIONAL INSTRUMENT
AIRSPEED INDICATOR
N2 AND ROTOR TACHOMETERS
OPTIONAL INSTRUMENT
OPTIONAL INSTRUMENT
ALTIMETER
TORQUEMETER
CLOCK
ANNUNCIATOR PANEL
ANNUNCIATOR TEST BUTTON
PILOT’S SIDE CONSOLE (OPT’L)
AMMETER
ENGINE OIL TEMP GAGE
OUTSIDE AIR TEMP/VOLTMETER
ENGINE OIL PRESSURE GAGE
PANEL LIGHTS DIMMER
FUEL GAGE
ROTOR BRAKE LIGHT
SECTION 7
SYSTEMS DESCRIPTION
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
IGNITER SWITCH
MGT GAGE
N1 TACHOMETER
CABIN AIR
NAVIGATION LIGHTS SWITCH
ANTI-COLLISION LIGHT SWITCH
AVIONICS MASTER SWITCH
GENERATOR SWITCH
BATTERY SWITCH
FUEL CUTOFF WITH GUARD
AUDIO CONTROL
AVIONICS STACK
HOURMETER
CYCLIC FRICTION
CABIN HEAT
ELT SWITCH (OPTIONAL)
PITOT HEAT SWITCH (OPT’L)
ENGINE ANTI-ICE SWITCH
INSTRUMENT PANEL – TYPICAL (LATER AIRCRAFT)
(Exact panel configuration may vary with optional equipment and
date of helicopter manufacture.)
REVISED: 26 NOV 2013
7-18
ROBINSON
MODEL R66
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
SECTION 7
SYSTEMS DESCRIPTION
AIRSPEED INDICATOR
N2 AND ROTOR TACHOMETERS
ALTIMETER
TORQUEMETER
MULTI-FUNCTION DISPLAY
ANNUNCIATOR PANEL
ANNUNCIATOR TEST BUTTON
PRIMARY FLIGHT DISPLAY
OPTIONAL INSTRUMENT
CLOCK
AMMETER
OUTSIDE AIR TEMP/VOLTMETER
PANEL LIGHTS DIMMER
ENGINE OIL TEMP GAGE
MGT GAGE
ENGINE OIL PRESSURE GAGE
FUEL GAGE
N1 TACHOMETER
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
GPS NAVIGATOR
IGNITER SWITCH
ROTOR BRAKE ANNUNCIATOR
CABIN AIR
NAVIGATION LIGHTS SWITCH
ANTI-COLLISION LIGHT SWITCH
AVIONICS MASTER SWITCH
GENERATOR SWITCH
BATTERY SWITCH
FUEL CUTOFF WITH GUARD
AUDIO CONTROL
AVIONICS STACK
HOURMETER
CYCLIC FRICTION
CABIN HEAT
ELT SWITCH (OPTIONAL)
PITOT HEAT SWITCH (OPT’L)
ENGINE ANTI-ICE SWITCH
OPTIONAL INSTRUMENT PANEL
(Exact panel configuration may vary with optional equipment and
date of helicopter manufacture.)
REVISED: 20 JAN 2015
7-19
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
ANNUNCIATOR PANEL
The annunciator panel consists of illuminated segments
located at the top of the main instrument panel. If a caution
or warning condition occurs, the appropriate segment(s)
illuminate indicating the nature of the problem.
The CHIP segments are illuminated by magnetic chip
detectors in each gearbox which collect metallic particles
in order to complete an electric circuit. The engine gearbox
has two chip detectors, either of which can illuminate the
ENGINE CHIP segment.
The MR TEMP/PRESS segment is illuminated by either
the temperature switch or oil pressure switch at the main
gearbox. The ENGINE FIRE segment is illuminated by a
temperature switch in the engine compartment. The
ENGINE OIL segment is activated by a pressure switch
which is independent of the oil pressure sender. The ANTI
ICE segment illuminates via a pressure switch in the engine
anti-ice air line. The GEN segment illuminates when the
generator is disconnected from the main electrical bus.
The LOW FUEL segment is illuminated by a float switch in
the tank which is independent of the fuel quantity sender.
The FUEL FILTER segment illuminates when a pressure
switch detects excessive pressure drop across the fuel filter.
The LOW RPM segment is illuminated by a sensor measuring
driveline speed at the aft end of the main gearbox. A horn
sounds simultaneously with illumination of the LOW RPM
segment when rotor speed is below 95% RPM. The horn
is disabled when the collective is fully down.
The COWL DOOR segment is illuminated when the fuel
filler cowl door, the baggage door, or, on earlier aircraft,
the right engine cowl door (which accesses the external
power receptacle) is not closed. The AIR FILTER segment
illuminates when pressure drop across the filter opens
bypass doors, allowing unfiltered air to the engine.
REVISED: 20 JAN 2015
7-20
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
ANNUNCIATOR PANEL (cont’d)
The EMU (Engine Monitoring Unit) segment indicates the
EMU status with either steady, flashing, or no illumination.
The EMU segment will illuminate only when the test button
is depressed.
A push-to-test button on the instrument panel should cause
all segments on the annunciator panel, as well as the ROTOR
BRAKE light, to illuminate when depressed. The LOW
FUEL segment takes approximately two seconds before
it illuminates due to a time delay in the circuit. (The time
delay prevents sloshing fuel from giving a false indication.)
If the LOW FUEL segment illuminates immediately after the
test button is depressed, a fault is indicated and should be
investigated by a qualified mechanic. The EMU segment
takes approximately ten seconds to perform a self-test
after the battery is switched ON before it will illuminate.
The test button may be used on the ground or in flight to
verify all circuits are functioning.
DUAL TACHOMETER
An electronic engine (N2) and rotor dual tachometer
is standard. Engine tachometer signal is provided by a
transducer on the engine gearbox. Rotor tachometer
signal is provided by magnetic senders at the main gearbox
tail rotor driveline yoke. Each tachometer is on a separate
circuit with its own circuit breaker.
The tachometer bus receives power from the avionics
bus or through the battery relay bypass circuit as long as
the main rotor gearbox has oil pressure. Therefore, the
tachometers will receive power through the bypass circuit
whenever the rotors are turning even if the avionics bus
is not powered. The bypass circuit is disconnected from
the tachometer bus when the annunciator test button is
depressed. Pressing the test button while the helicopter
is running will confirm that the tachometers are receiving
power from the avionics bus.
REVISED: 20 JAN 2015
7-21
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
AUDIO SYSTEM
A five-place audio system is standard. An audio control
panel allows control of communication radios, intercom,
and music (or other external audio) input.
Audio control panels from several manufacturers are
offered. Pilots should consult the manufacturer’s operating
instructions for the specific brand of audio panel in the
aircraft they fly.
Headset jacks are located in the ceiling near each seat. Pilot
and copilot intercom and transmit are controlled by trigger
switches on the cyclic grips. The trigger has two detents;
the first detent activates the intercom and second detent
transmits. Additional intercom buttons are located on the
forward side of the rear seats and on the left forward floor.
Intercom may also be set to be voice activated. Music
or other external audio may be plugged into a jack on the
circuit breaker panel. For most installations and settings,
this input is muted during radio communication.
OPTIONAL AVIONICS
A wide range of optional avionics are available for
the R66. It is not practical to provide a description of
all equipment in this manual. All aircraft are delivered
with the manufacturers’ operating manuals for each
piece of installed equipment. Pilots are referred to the
manufacturers’ manuals for detailed operating instructions.
Good practice dictates becoming familiar with installed
equipment before operating an aircraft.
REVISED: 20 JAN 2015
7-22
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
ENGINE MONITORING UNIT
The Engine Monitoring Unit (EMU) is a digital recording
device mounted behind the right rear seatback panel. The
EMU continuously monitors N1, N2, engine torque, and
MGT. EMU status is indicated by the EMU segment on the
annunciator panel. The EMU segment will only illuminate
while the annunciator panel test button is depressed. The
EMU requires approximately ten seconds to complete a
self-test after the aircraft battery is switched on. Once the
self-test is complete, steady illumination of the annunciator
means normal EMU operation. A slowly flashing indication
(once every two seconds) or no illumination means there is
a fault in the EMU’s senders or circuitry. A fast flashing
indication (four times per second) is given if the EMU has
detected an exceedance. A fault or exceedance indication
should be investigated and reset by a qualified mechanic
prior to the next flight.
The EMU records exceedances of Rolls-Royce engine limits.
The EMU also records a start cycle when N1 exceeds 30%
and MGT is at least 343°C. EMU data can be downloaded
to a computer with the appropriate software.
The EMU is intended to be used only as a maintenance
aid. It is the pilot’s responsibility to report any observed
exceedances and the operator’s responsibility to maintain
a record of engine starts and time in service.
REVISED: 20 JAN 2015
7-23
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
CABIN HEATING AND VENTILATION
Fresh air vents are located in each door and in the nose.
Door vents are opened and closed using the knob near
the vent door hinge. A rotating knob is provided to seal
and lock vents closed. For maximum ventilation, open
door vents wide during hover but only one inch or less
during cruise. The rotating knob can be used to hold vents
partially open.
The fresh air inlet in the nose is opened by pulling the
vent handle on the console face. Rotating the vent handle
clockwise will lock its position. Air from the nose inlet
is directed along the inside surface of the windshield for
defogging as well as for ventilation.
Bleed air from the engine compressor is used for cabin heat.
Tubing routes hot air from the engine to outlets forward
of the tail rotor pedals and in the rear footwells. A heater
control knob located to the left of the cyclic stick actuates
a valve in the aft end of the control tunnel through a pushpull cable to control cabin heat. Because the cabin heat
uses engine compressor air, some performance degradation
occurs with heat ON (see Section 5).
CAUTION
In case of engine fire, cabin heat should
be turned OFF.
REVISED: 20 JAN 2015
7-24
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
SEATS, BELTS, AND BAGGAGE
The seats are not adjustable but the pilot-side pedals are
adjustable. Each helicopter is supplied with a cushion
which can be placed behind the pilot to position him farther
forward. This allows shorter pilots to reach the pedals, the
cyclic grip in its most forward position, and the controls on
the center console.
Each seat is equipped with a combined lap belt and inertia
reel shoulder strap. The inertia reel is normally free but
will lock if there is sudden movement as would occur in
an accident.
Five-point harnesses are optional for the front seats.
The lap belts on these harnesses should be adjusted to
eliminate slack. The lower strap should be adjusted as
necessary to ensure that the buckle does not interfere with
the cyclic grip at aft cyclic. The harness is equipped with
a webbing stop located above the inertia reel. The stop
limits shoulder strap retraction and should be adjusted so
the straps are comfortable without excessive slack.
The main baggage compartment is located between the
cabin and the engine compartment. It is accessed via
a large door on the aircraft right side. The cowl door
annunciator illuminates to warn the pilot when the door
is not latched. A light illuminates the compartment when
the battery switch is ON. Tie down anchors are provided
for securing items in the baggage compartment. Observe
placarded weight limits.
Additional compartments are located under each seat
except the center rear seat. Seat cushions hinge forward
for access to these compartments. Do not load these
compartments above the maximum fill lines. The lines
indicate required crush space for the seats in an accident.
REVISED: 20 JAN 2015
7-25
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
LANDING GEAR
A skid-type landing gear is used. Most hard landings
will be absorbed elastically. However, in an extremely
hard landing, the struts will hinge up and outward as the
crosstube yields (becomes permanently bent) to absorb the
impact. Slight crosstube yielding is acceptable. However,
yielding which allows the tail skid to be within 38 inches
of the ground (30 inches for extended gear) when the
helicopter is sitting empty on level pavement requires
crosstube replacement.
The four landing gear struts are fitted with aerodynamic
fairings to reduce air drag. The helicopter is approved to
fly with or without the fairings installed.
Abrasion-resistant wear shoes are mounted on the bottom
of the skids. These shoes should be inspected periodically,
particularly if autorotation landings with ground contact
have been performed. Have skid shoes replaced whenever
the thinnest point in the wear area is less than 0.06 inches
(1.5 mm).
REVISED: 20 JAN 2015
7-26
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
ROTOR BRAKE
The rotor brake is mounted on the aft end of the main
gearbox and is actuated by a cable connected to a pull
handle located on the cabin ceiling. To stop the rotor, use
the following procedure:
1.After pulling fuel cutoff, wait at least one minute.
2.Pull brake handle forward and down using moderate
force (approximately 10 lb).
3.After rotor stops, it is recommended to use the rotor
brake as a parking brake by hooking bead chain in slot
in bracket.
An annunciator light near the igniter switch illuminates
when the brake is engaged. The brake must be released
before starting the engine. When the brake is engaged,
the starter is disabled.
CAUTION
Applying rotor brake without waiting at least
one minute after engine shutdown or using
a force which stops rotor in less than ten
seconds may damage brake shoes.
REVISED: 20 JAN 2015
7-27
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
EMERGENCY LOCATOR TRANSMITTER (OPTIONAL)
The Emergency Locator Transmitter (ELT) installation
consists of a transmitter with internal battery pack, an
external antenna, and a remote switch/annunciator. The
transmitter is mounted to the upper steel tube frame and is
accessible through the spring loaded air intake door in the
right-side cowl. The remote switch/annunciator is located
left of the cyclic stick.
The ELT is operated by a switch on the transmitter and by
the remote switch. The transmitter switch has been set
in the ARM position at installation and should always be
in this position for flight. The remote switch/annunciator
is a three position switch with indicator light. This switch
should be in the ARMED position for flight. With both
switches set to armed, the ELT will begin transmitting
when subjected to a high “G” load. When the unit is
transmitting, the red indicator light illuminates.
Moving the remote switch to ON activates the transmitter.
Use the ON position if an emergency landing is imminent
and time permits.
If the ELT is inadvertently activated, use the momentary
RESET & TEST position of the remote switch to stop
transmission and reset the unit. The red indicator will
extinguish when unit is reset.
For more detailed instructions on ELT operation,
maintenance, and required tests, refer to manufacturer’s
manual supplied with the unit.
REVISED: 20 JAN 2015
7-28
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
OPTIONAL ACCESSORY MOUNTS
Provisions for mounting small, portable items are an option.
The provisions use mounting bars located forward of the
pilot’s seat, the copilot’s seat, or both. The bars are fitted
with one or more clamp assemblies which are compatible
with a variety of commercially available accessory mounts.
There is a 10 lb total weight limit for items attached to
each bar. USB and cigarette-lighter-style power outlets
are installed near the inboard end of the mounting bars.
The power outlets are protected by the Aux Power circuit
breaker and in-line fuses and are placarded with voltage/
current ratings. Wire clamps and a pocket for securing
excess wire are also provided.
The accessory mounts are intended to provide a safe
means of mounting small items such as portable electronic
devices. The mounting bar, clamp assembly, and power
outlets are approved as part of the aircraft type design,
but any items attached are the responsibility of the pilot in
command under appropriate operating rules. Ensure that
any items attached are secure and do not interfere with
flight controls or primary field of view. Route any wires
through the wire clamps or secure them to the bar with
cable ties or tape.
ISSUED: 20 JAN 2015
7-29
ROBINSON
MODEL R66
SECTION 7
SYSTEMS DESCRIPTION
THIS PAGE INTENTIONALLY BLANK
ISSUED: 20 JAN 2015
7-30
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
SECTION 8
HANDLING AND MAINTENANCE
CONTENTS
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-1
Required Documents . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-2
Recording Time in Service . . . . . . . . . . . . . . . . . . . . . . .
8-2
Required Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-3
Preventive Maintenance by the Pilot . . . . . . . . . . . . . . .
8-4
Alterations to Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . .
8-5
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-6
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-7
Cabin Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-7
Engine Oil and Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-8
Gearbox Oil and Filter . . . . . . . . . . . . . . . . . . . . . . . . . .
8-9
Hydraulic Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Compressor Rinse and Wash . . . . . . . . . . . . . . . . . . . . . 8-10
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Cleaning Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
REVISED: 20 JAN 2015
8-i
INTENTIONALLY BLANK
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
SECTION 8
HANDLING AND MAINTENANCE
GENERAL
This section outlines procedures recommended for
handling, servicing, and maintaining the R66 helicopter.
Every owner should stay in close contact with a Robinson
Service Center to obtain the latest service and maintenance
information. Owners should also be registered with
the factory to receive service bulletins, changes to this
handbook, and other helpful information as it becomes
available.
Federal Regulations place responsibility for maintenance
of a helicopter on the owner and operator. The owner/
operator must insure that all maintenance is performed
by qualified mechanics and in accordance with the
R66 Maintenance Manual (Instructions for Continued
Airworthiness), Service Bulletins/Service Letters, and FAA
Airworthiness Directives.
All limits, procedures, safety practices, time limits,
servicing, and maintenance requirements contained in this
handbook are considered mandatory.
Authorized Robinson Service Centers will have
recommended modification, service, and operating
procedures issued by the FAA and by Robinson Helicopter
Company. This information will be useful in obtaining
maximum utility and safety with the helicopter.
REVISED: 20 JAN 2015
8-1
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
REQUIRED DOCUMENTS
The Airworthiness Certificate (FAA form 8100-2) must
be displayed in the aircraft at all times. The following
additional documents must be carried in the aircraft:
1. Registration Certificate (FAA Form 8050-3)
2. Pilot’s Operating Handbook
3. Current Weight and Balance
The following documents should not be carried in the
aircraft, but must be available for use by any mechanic or
pilot servicing the aircraft:
1. Aircraft Logbook
2. Engine Logbook
NOTE
Required documents may vary in countries
other than the United States.
RECORDING TIME IN SERVICE
It is the operator’s responsibility to maintain a record of
time in service for the engine, airframe, and all life-limited
components, as well as the number of start cycles for the
engine. Two hourmeters are provided: the hourmeter on
the console records all run time including ground idle and is
provided for reference. The hourmeter located outboard of
the pilot’s seat is collective-activated and records run time
only when the collective is raised off the down stop. The
collective-activated hourmeter may be used to determine
time in service for maintenance purposes, including time in
service for all life-limited components.
REVISED: 16 APR 2013
8-2
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
REQUIRED INSPECTIONS
Federal Regulations require most civil aircraft of U.S.
registry to undergo a complete inspection every twelve
months. This annual inspection must be signed off by a
mechanic with Inspection Authorization (lA). In addition
to the annual inspection, the R66 Maintenance Manual
requires a complete inspection after every 100 hours of
operation.
The helicopter incorporates a number of fatigue life-limited
components which must be retired at specified time
intervals. A list of these components is contained in the
Airworthiness Limitations section of the R66 Maintenance
Manual and Instructions for Continued Airworthiness. The
engine also has life limits based on both time in service and
start cycles. These limits are found in the RR300 Series
Operation and Maintenance Manual (OMM).
The R66 helicopter includes many unique features. Without
special training, Airframe and Powerplant (A&P) mechanics
are not qualified to perform the above inspections. These
inspections must be performed only by properly rated
personnel who have successfully completed a factoryapproved maintenance course of instruction on the R66
helicopter.
The factory occasionally publishes Service Bulletins and
the Federal Aviation Administration (FAA) occasionally
publishes Airworthiness Directives (ADs) that apply to
specific groups of aircraft. They are mandatory changes
or inspections which must be complied with within the
time limit specified. Owners should periodically check
with Robinson Service Centers to be sure that the latest
Service Bulletins and ADs issued have been complied with.
REVISED: 20 JAN 2015
8-3
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
GROUND HANDLING
For leveling, hoisting, or jacking, see appropriate sections
of the maintenance manual.
The helicopter may be maneuvered on the ground using
ground handling wheels. Ground handling wheels are
attached inboard of the landing gear skid tubes forward of
the rear struts. Recommended tire pressure is 60 psi (4
bar). Wheels must be removed for flight.
To attach wheels:
1.Hold handle and wheel with protruding spindle in its
lowest position.
2.Insert spindle into support mounted on skid. Make
sure spindle is all the way in.
3.Pull handle over center to raise helicopter and lock
wheel in position.
CAUTION
When lowering helicopter, handle has a
tendency to snap over.
Ground handling generally requires two people: one to hold
the tail down and steer by holding the tail rotor gearbox
and a second to push on the fuselage. Keep feet clear of
skid tubes. Alternately, a Robinson electric tow cart may
be used per the instructions provided.
CAUTION
Do not move helicopter by gripping tail rotor
guard, outboard part of horizontal stabilizer,
tail rotor, or tail rotor controls.
REVISED: 20 JAN 2015
8-6
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
PARKING
1.Place cyclic control in neutral and apply friction.
2.Put collective full down and apply friction.
3.Align rotor blades approximately fore and aft. Apply
rotor brake. Use blade tie-downs in windy conditions.
CAUTION
If using rotor blade
overtighten tie-down
tension). Do not pull
teeter rotor. To lower
opposite blade.
tie-downs, do not
straps (5 lb max
down on blades to
a blade, push up on
4.During storm conditions, helicopter should be hangared
or moved to a safe area.
CABIN DOORS
All four cabin doors may be removed and installed by
maintenance personnel or pilots. To remove a door,
disconnect door strut by lifting inboard end of strut while
holding door in full open position, remove cotter rings in
upper and lower hinge pins, and then lift door off. To
install doors, use reverse procedure. Adjust weight and
balance as required when removing or installing doors.
REVISED: 20 JAN 2015
8-7
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
FUEL
Approved fuel grades and capacity are given in Section 2.
The aircraft should be electrically grounded prior to fueling.
Grounding provisions are provided inside the fuel filler cowl
door for a grounding clip or an M83413/4-1 style plug.
Attach the ground cable before removing the filler cap.
A quick drain located at the fuel tank low point is accessible
via a cowl door on the left side of the aircraft. A small
quantity of fuel should be drained using the quick drain
prior to the first flight each day. Drain enough fuel to
remove any water or contaminants. If fuel contamination
is suspected, continue to drain fuel until all contamination
is eliminated.
The engine is equipped with a fuel filter. A switch at
the filter illuminates the FUEL FILTER annunciator if the
filter becomes contaminated. Fuel will continue to flow
to the engine with a contaminated filter but may bypass
the filter element. Refer to RR300 Series Operation and
Maintenance Manual for filter servicing instructions.
REVISED: 20 JAN 2015
8-11
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
BATTERY
The 24-volt battery is located in a compartment in the left
side of the baggage compartment. The battery is sealed
and does not require fluid level checks.
A discharged battery is NOT AIRWORTHY because it will
not have the reserve capacity to operate the electrical
system should the charging system fail in flight.
The battery may be charged using the external power
receptacle located inside the right engine cowl door. For
charging currents less than 10 amps, power connected to
the receptacle will flow directly to the battery without the
aircraft battery switch ON. Later aircraft have a special
receptacle for the Batteryminder charger (Robinson part
number MT990-1 for 120-volt AC power or MT990-2 for
240-volt AC power). Use of this charger will ensure a
fully-charged battery and will maximize battery life.
For information on battery replacement or capacity checks,
see R66 Maintenance Manual.
REVISED: 20 JAN 2015
8-12
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
CLEANING HELICOPTER
CLEANING EXTERIOR SURFACES
The helicopter should be washed with mild soap and
water. Harsh abrasives, alkaline soaps, or detergents
could scratch painted or plastic surfaces or could cause
corrosion of metal. Cover areas where cleaning solution
could cause damage. Use the following procedure:
1.Rinse away loose dirt with water.
2.Apply cleaning solution with a soft cloth, sponge, or
soft bristle brush.
3.To remove stubborn oil and grease, use a cloth
dampened with aliphatic naphtha.
4.Rinse all surfaces thoroughly.
5.Any good automotive wax may be used to preserve
painted surfaces. Soft cleaning cloths or a chamois
should be used to prevent scratches when cleaning
or polishing.
CAUTION
Never use high-pressure spray
to clean helicopter. Never blow
compressed air into main or tail
rotor blade tip drain holes.
CLEANING WINDSHIELD AND WINDOWS
1.Remove dirt, mud, and other loose particles from
exterior surfaces with clean water.
2.Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight
back and forth motion. Do not rub harshly.
3.Remove oil and grease with a cloth moistened with
isopropyl alcohol (rubbing alcohol) or aliphatic naphtha.
REVISED: 20 JAN 2015
8-13
ROBINSON
MODEL R66
SECTION 8
HANDLING AND MAINTENANCE
CLEANING HELICOPTER (cont’d)
CLEANING WINDSHIELD AND WINDOWS (cont’d)
CAUTION
Do not use gasoline, other alcohols, benzene, carbon tetrachloride, thinner, acetone, or window
(glass) cleaning sprays.
4.After cleaning plastic surfaces, apply a thin coat of
hard polishing wax. Rub lightly with a soft cloth. Do
not use a circular motion.
5.Scratches can be removed by rubbing with jeweler’s
rouge followed by hand polishing with commercial
plastic polish. Use a figure eight motion when
polishing.
CLEANING UPHOLSTERY AND SEATS
1.Vacuum and brush, then wipe with damp cloth. Dry
immediately.
2. Soiled upholstery, except leather, may be cleaned with
a good upholstery cleaner suitable for the material.
Follow manufacturer’s instructions. Avoid soaking or
harsh rubbing.
3.Leather should be cleaned with saddle soap or a mild
hard soap and water.
CLEANING CARPETS
Remove loose dirt with a whisk broom or vacuum. For
soiled spots and stains, use nonflammable dry cleaning
liquid.
REVISED: 20 JAN 2015
8-14
ROBINSON
MODEL R66
SECTION 9
SUPPLEMENTS
SECTION 9
SUPPLEMENTS
OPTIONAL EQUIPMENT SUPPLEMENTS
Information contained in the following supplements applies
only when the related equipment is installed.
CONTENTS
Page
Heated Pitot . . . . . . . . . . . . . . . . . . . . . . . 9-1.1
Air Conditioning . . . . . . . . . . . . . . . . . . . . 9-2.1
Pop-Out Floats . . . . . . . . . . . . . . . . . . . . . 9-3.1
Police Version . . . . . . . . . . . . . . . . . . . . . . 9-4.1
ADS-B Equipment . . . . . . . . . . . . . . . . . . . 9-5.1
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . 9-6.1
NON-U.S. SUPPLEMENTS
The following supplements contain additional information
required by certain countries:
Argentine Supplement
Brazilian Supplement
CIS Supplement
Ukrainian Supplement
FAA APPROVED: 20 JAN 2015
9-i
INTENTIONALLY BLANK
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
FAA APPROVED
R66 PILOT’S OPERATING HANDBOOK
POP-OUT FLOATS SUPPLEMENT
This supplement must be included in the FAA-approved
Pilot’s Operating Handbook when pop-out floats are installed.
Information contained herein supplements or supersedes the
basic manual only in those areas listed in this supplement.
For limitations, procedures, and performance information
not contained in this supplement, consult the basic Pilot’s
Operating Handbook.
APPROVED BY:
Manager, Flight Test Branch ANM-160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office,
Transport Airplane Directorate
DATE:
LOG OF PAGES
Page No.
Date
Page No.
Date
9-3.1
14 Nov 2014
9-3.9
14 Nov 2014
9-3.2*
14 Nov 2014
9-3.10
14 Nov 2014
9-3.3
14 Nov 2014
9-3.11
14 Nov 2014
9-3.4
14 Nov 2014
9-3.12
14 Nov 2014
9-3.5
14 Nov 2014
9-3.13
14 Nov 2014
9-3.6
14 Nov 2014
9-3.14*
14 Nov 2014
9-3.7
14 Nov 2014
9-3.15*
14 Nov 2014
9-3.8
14 Nov 2014
9-3.16*
14 Nov 2014
* Manufacturer’s data, not FAA approved.
9-3.1
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 1: GENERAL
INTRODUCTION
This supplement contains the changes and additional
data applicable when pop-out floats are installed.
Pop-out floats are intended for safety during over-water
flights. Intentional water landings for other than training
purposes are not recommended.
Note: The pop-out floats are approved for amphibious
operation but are not certified for ditching. Some
countries may prohibit certain over-water operations.
ISSUED: 14 NOV 2014
9-3.2
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 2: LIMITATIONS
AIRSPEED LIMITS
NEVER-EXCEED AIRSPEED (VNE) – FLOATS STOWED
All Weights
Autorotation
130 KIAS
100 KIAS
For VNE reductions with altitude and temperature, see
placards on page 9-3.5.
ADDITIONAL AIRSPEED LIMITS
65 KIAS maximum above 83% torque.
With floats stowed, 100 KIAS maximum with any
combination of cabin doors removed.
80 KIAS maximum for float inflation.
80 KIAS maximum with floats inflated.
FAA APPROVED: 14 NOV 2014
9-3.3
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 2: LIMITATIONS (cont’d)
WEIGHT LIMITS
Maximum weight
for intentional water operations
2200 lb (998 kg)
FLIGHT AND MANEUVER LIMITATIONS
Maximum descent with floats inflated is 4000 feet.
CAUTION
Descents greater than 4000 feet may cause
floats to lose shape and rigidity due to
atmospheric pressure increase. Do not inflate
floats above 4000 feet AGL.
Water landings for any reason other than an actual
emergency prohibited at weights above 2200 lb (998 kg).
KINDS OF OPERATION LIMITATIONS
Except for an actual emergency, night operation with
floats inflated is prohibited.
INSTRUMENT MARKINGS
AIRSPEED INDICATOR
Green arc
Red cross-hatch
Red line
0 to 130 KIAS
100 KIAS
130 KIAS
FAA APPROVED: 14 NOV 2014
9-3.4
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 2: LIMITATIONS (cont’d)
PLACARDS
Adjacent to pilot’s cyclic grip:
Near inflation lever:
DO NOT INFLATE FLOATS ABOVE 80 KIAS
FAA APPROVED: 14 NOV 2014
9-3.5
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 3: EMERGENCY PROCEDURES
POWER FAILURE – GENERAL
CAUTION
Lowering collective rapidly or applying
excessive forward cyclic while helicopter is
moving forward on water can cause floats to
submerge and helicopter to nose over.
POWER FAILURE ABOVE 500 FEET AGL
Autorotation to land: Same as in basic manual.
Autorotation to water:
1.Lower collective immediately to maintain rotor
RPM.
2. Reduce airspeed to below 80 KIAS.
3. Adjust collective to keep RPM between 95 and
106% or apply full down collective if light weight
prevents attaining above 95%.
4. If altitude permits, maneuver into wind.
5. Inflate floats.
CAUTION
Do not inflate floats above 80 KIAS.
Do not exceed 80 KIAS with floats
inflated.
6. At about 40 feet AGL, begin cyclic flare.
7. At about 8 feet AGL, apply forward cyclic and raise
collective just before touchdown. Touch down in
slight nose high attitude with nose straight ahead.
8. Maintain cyclic in touchdown position and do not
lower collective full down until forward motion has
stopped.
FAA APPROVED: 14 NOV 2014
9-3.6
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 3: EMERGENCY PROCEDURES (cont’d)
POWER FAILURE BETWEEN 8 FEET AND 500 FEET AGL
Autorotation to land: Same as in basic manual.
Autorotation to water:
1.Lower collective immediately to maintain rotor
RPM.
2. Reduce airspeed to below 80 KIAS.
3. Adjust collective to keep RPM between 95 and
106% or apply full down collective if light weight
prevents attaining above 95%.
4. If altitude permits, maneuver into wind.
5. Inflate floats.
CAUTION
Do not inflate floats above 80 KIAS.
Do not exceed 80 KIAS with floats
inflated.
CAUTION
Float inflation may take up to three
seconds. Squeeze lever early enough
to allow full inflation before water
contact.
6. Maintain airspeed until water is approached, then
begin cyclic flare.
7. At about 8 feet AGL, apply forward cyclic and raise
collective just before touchdown. Touch down in
slight nose high attitude with nose straight ahead.
8. Maintain cyclic in touchdown position and do not
lower collective full down until forward motion has
stopped.
FAA APPROVED: 14 NOV 2014
9-3.7
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 3: EMERGENCY PROCEDURES (cont’d)
POWER FAILURE BELOW 8 FEET AGL
Over land: Same as in basic manual.
Over water:
1. Apply right pedal as required to prevent yawing.
2. Inflate floats.
3. Allow rotorcraft to settle.
4. Raise collective just before touchdown.
MAXIMUM GLIDE DISTANCE CONFIGURATION
Same as in basic manual except airspeed 80 KIAS with
floats inflated.
With floats inflated, best glide ratio is about 5.2:1 or one
nautical mile per 1200 feet AGL.
EMERGENCY WATER LANDING – POWER OFF
See procedures for power failures in this supplement.
EMERGENCY WATER LANDING – POWER ON
1. Reduce airspeed to below 80 KIAS.
2. Inflate floats.
CAUTION
Do not inflate floats above 80 KIAS.
Do not exceed 80 KIAS with floats
inflated.
3. Make normal approach and landing to water.
FAA APPROVED: 14 NOV 2014
9-3.8
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 4: NORMAL PROCEDURES
DAILY OR PREFLIGHT CHECKS
9. Pop-Out Floats
Check float and cover condition
Check hose and fitting condition
Check pressure in pressure cylinder
Verify safety pin at pressure cylinder removed
Set inflation lever safety READY or LOCKED as
desired
CAUTION
Avoid night flight over water beyond
autorotation distance to land. Height
above water may be difficult to judge
during a water landing.
COLD WEATHER OPERATION
When OAT is below -10°C, there may be insufficient
charge in pressure cylinder for full float inflation.
FLOAT INFLATION
The red inflation lever located under the pilot’s collective
is equipped with a safety to prevent inadvertent float
inflation. Prior to overwater flight, push spring-loaded
knob to left with thumb while rotating U-shaped catch
from LOCKED to READY position with forefinger. With
safety in READY position, floats may be inflated by
squeezing inflation lever.
Over land, safety should be reset to LOCKED position.
FAA APPROVED: 14 NOV 2014
9-3.9
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
FLOAT INFLATION (cont’d)
CAUTION
The pressure cylinder is equipped with a
safety pin at the valve. This safety pin is
for use during maintenance and cylinder
transport only and must be removed at all
other times.
CAUTION
Helicopters equipped with inflated floats
have an adverse roll characteristic. When
sideslipping nose left or right, helicopter will
tend to roll in opposite direction and could
cause loss of control. To avoid adverse roll,
keep helicopter trimmed with zero sideslip.
Exercise extreme caution when performing
simulated power failures.
NOTE
Some flapping of float covers during flight
with floats inflated is normal. To minimize
wear, consider removing covers if an extended
flight with inflated floats is required.
FAA APPROVED: 14 NOV 2014
9-3.10
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
OPERATION ON WATER
Safe operation on water has been demonstrated in
waves up to 1 foot (0.3 m) (trough to crest). Maximum
recommended water taxi speed is 5 knots. Some
application of collective is required.
Since the helicopter sits very low on water, it is likely
that water will leak into the cabin. Intentional water
landings should be limited to training. Avoid salt water
if possible.
There may be limited tail rotor clearance to water,
particularly at aft CG. Also, even small waves may
cause enough rocking to dip the tail rotor in the water.
If tail rotor contact with water is suspected, have tail
rotor inspected prior to further flight. (If no noticeable
change in vibration occurs after suspected water contact,
helicopter may be repositioned to nearest convenient
inspection site.)
CAUTION
Except for actual emergencies, maximum
weight for water operation is 2200 lb.
CAUTION
Engine thrust will cause helicopter to drift
forward. Some application of collective with
aft cyclic input is required to stop drift.
CAUTION
If starting or stopping rotor on water, ensure
area is clear as helicopter can rotate one or
more complete turns while tail rotor RPM is
low.
FAA APPROVED: 14 NOV 2014
9-3.11
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
PRACTICE AUTOROTATION – WITH GROUND CONTACT
Same as in basic manual. Autorotations with floats
stowed should only be performed to a smooth, hard
surface to avoid damage to floats.
Touch-down
autorotations with floats inflated are not recommended
due to the possibility of damage to floats.
PRACTICE AUTOROTATION TO WATER
Autorotation to water with floats inflated is same as
practice autorotation with ground contact in basic
manual except touch down in slight nose high attitude
with nose straight ahead. Maintain cyclic in touchdown
position and do not lower collective full down until
forward motion has stopped.
CAUTION
Lowering collective rapidly or applying
excessive forward cyclic while helicopter is
moving forward on water can cause floats to
submerge and helicopter to nose over.
CAUTION
There may be limited tail rotor clearance
to water, particularly at aft CG. Applying
excessive aft cyclic may cause tail rotor to
contact water.
SHUTDOWN PROCEDURE
Add:
Inflation lever safety . . . . . . . . . . LOCKED
FAA APPROVED: 14 NOV 2014
9-3.12
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 5: PERFORMANCE
CLIMB PERFORMANCE, 2700 LB GROSS WEIGHT
Stowed or inflated floats may reduce climb rate by as
much as 250 feet per minute.
CLIMB PERFORMANCE, 2200 LB GROSS WEIGHT
Stowed or inflated floats may reduce climb rate by as
much as 300 feet per minute.
FAA APPROVED: 14 NOV 2014
9-3.13
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 6: WEIGHT AND BALANCE
WEIGHT AND BALANCE RECORD
Basic empty weight and CG with pop-out float landing gear
and pressure cylinder installed are included in the Weight
and Balance Summary provided with the helicopter. If
pressure cylinder is removed, update Weight and Balance
Record. A charged pressure cylinder weighs 11.4 lb.
The longitudinal arm of the cylinder is 79.6 inches from
datum and the lateral arm is +8.3 inches from datum.
SECTION 7: SYSTEMS DESCRIPTION
The pop-out float system consists of inflatable floats
stowed in protective covers along the skid tubes, a
pressure cylinder located in the compartment under the
right rear seat, flexible hoses from the cylinder to the
floats, an inflation lever located on the pilot’s collective,
an enlarged stabilizer installed at the base of the lower
vertical stabilizer, and an end plate installed at the tip of
the horizontal stabilizer. Sealed inspection panels and
drains with check valves are installed on the cabin belly.
The pressure cylinder is of aluminum construction
reinforced with carbon filament windings and is charged
with helium. Proper pressure is indicated on a placard on
the cylinder, and pressure can be checked using the gage
on the cylinder valve.
A safety on the inflation lever can be set to prevent
inadvertent actuation. With the safety in the READY
position, floats are inflated by squeezing firmly on the lever.
(Approximately 20 lb force is required.) Float inflation
time is approximately 2-3 seconds. With the safety in the
LOCKED position, the lever is locked out.
ISSUED: 14 NOV 2014
9-3.14
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 7: SYSTEMS DESCRIPTION (cont’d)
The pop-out floats are approved for amphibious operation
but are not certified for ditching. They are intended for
enhanced safety during over-water flights. Intentional
water landings for other than training purposes are not
recommended.
NOTE
A computer analysis of basic floatation and
stability characteristics of the helicopter
in wave heights up to 8 feet has been
conducted.
This corresponds to World
Meteorological Association Sea State 4.
Although the analysis showed the helicopter
floating upright for at least 4 minutes,
computer analysis is not an FAA-approved
method for demonstrating sea stability, and
no actual tests were conducted in heavy
sea conditions. Due to random wind/wave
combinations, the helicopter may not remain
upright after a water landing. Individual
wave characteristics have a large influence
on floating stability. Always be prepared
to evacuate rapidly if necessary following a
water landing.
ISSUED: 14 NOV 2014
9-3.15
ROBINSON
MODEL R66
SECTION 9
POP-OUT FLOATS SUPPLEMENT
SECTION 8: HANDLING AND MAINTENANCE
GROUND HANDLING
With floats installed, special ground handling wheels
(Robinson part number MT980-1 and MT980-2) are
required.
A safety pin is provided for installation at the pressure
cylinder valve. This pin should be installed during
maintenance and cylinder transport to prevent inadvertent
pressure release.
CAUTION
With the safety pin installed, it is not possible
to inflate the floats using the cockpit inflation
lever. The safety pin is for use during
maintenance and cylinder transport only and
must be removed at all other times.
FLOAT TUBES AND COVERS
Immediately replace any damaged float tube cover to
minimize chance of float damage. Inspect float tube
condition after each inflation. Refer to R66 Maintenance
Manual for periodic inspection, float repacking, and
cylinder recharge instructions.
ISSUED: 14 NOV 2014
9-3.16
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 1: GENERAL
INTRODUCTION
This supplement contains the changes and additional
data applicable to the Police Version.
The Police Version is equipped with a nose-mounted
gyro-stabilized infrared camera, a flat screen monitor for
viewing camera images, a video recorder, and a bellymounted searchlight. Optional FM transceivers, a
PA/Siren, Lojack equipment, and a GPS mapping system
may also be installed. A dedicated, non-essential
electrical bus distributes power to police equipment, and
extended landing gear provides additional ground
clearance for the camera and searchlight.
SECTION 2: LIMITATIONS
AIRSPEED LIMITS
NEVER-EXCEED AIRSPEED (Vne)
All weights
Autorotation
130 KIAS
100 KIAS
For Vne reductions with altitude and temperature, see
placards on page 9-4.3.
FLIGHT AND MANEUVER LIMITATIONS
Pilot in command must occupy right seat.
FAA APPROVED: 7 SEP 2012
9-4.2
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 2: LIMITATIONS (cont’d)
PLACARDS
Adjacent to pilot’s cyclic grip:
Inside right rear under-seat compartment:
NO STOWAGE
On camera controller:
STOW DURING TAXI,
TAKEOFF, AND LANDING
Inside main baggage compartment:
CAUTION
MAXIMUM DISTRIBUTED FLOOR LOAD: 50 LB/FT2 (244 KG/M2)
MAXIMUM TOTAL COMPARTMENT LOAD: 250 LB (113 KG)
FAA APPROVED: 7 SEP 2012
9-4.3
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 3: EMERGENCY PROCEDURES
No change.
SECTION 4: NORMAL PROCEDURES
DAILY OR PREFLIGHT CHECKS
Add to item 2, Fuselage Right Side:
Verify searchlight secure
Add to item 6, Fuselage Left Side:
Verify siren secure.
Add to item 7, Nose:
Verify camera and fairing secure.
TAKEOFF PROCEDURE
Stow camera controller during taxi and takeoff.
MAXIMUM GLIDE DISTANCE CONFIGURATION
With police equipment installed, best glide ratio is about
5.1:1 or one nautical mile per 1200 feet AGL.
MINIUM RATE OF DESCENT CONFIGURATION
With police equipment installed, minimum rate of descent
is about 1400 feet per minute. Glide ratio is about 4.3:1
or one nautical mile per 1400 feet AGL.
APPROACH AND LANDING
Stow camera controller.
NOTE
Stow searchlight horizontally when not in use
to minimize chance of damage during a hard
landing.
SECTION 5: PERFORMANCE
CLIMB PERFORMANCE, 2700 LB GROSS WEIGHT
Police equipment may reduce climb rate up to 160 ft/min.
CLIMB PERFORMANCE, 2200 LB GROSS WEIGHT
Police equipment may reduce climb rate up to 200 ft/min.
FAA APPROVED: 7 SEP 2012
9-4.4
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 6: WEIGHT AND BALANCE
CAUTION
Removal of nose-mounted camera causes
a large shift in CG of empty helicopter.
Calculate weight and balance prior to flight
with camera removed to assure aft CG limit
is not exceeded.
SECTION 7: SYSTEMS DESCRIPTION
GENERAL
The R66 is a four-place helicopter when police equipment
is installed.
Basic descriptions of police equipment and systems are
given below. More detailed information can be found
in manufacturer’s documents supplied with individual
pieces of equipment.
FLIGHT CONTROLS
The left-side cyclic control has been removed to prevent
interference with the observer’s LCD monitor.
ELECTRICAL SYSTEM
An additional circuit breaker panel on the ledge just
forward of the pilot’s seat contains all circuit breakers for
police equipment. The outboard section of the aft row
of circuit breakers is a 14-volt bus which is powered by
a 28- to 14-volt converter. The police equipment master
switch on the left side of the panel controls power to all
police equipment.
ISSUED: 7 SEP 2012
9-4.5
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 7: SYSTEMS DESCRIPTION (cont'd)
ELECTRICAL SYSTEM (cont’d)
NOTE
Police circuit breaker panel will not be
powered by police equipment master switch
unless avionics switch is also on.
Wiring for police equipment is in a separate harness and
occupies portions of the main baggage compartment, right
side under seat compartments, and right rear footwell.
Protective covers isolate the wiring harness as
appropriate.
AUDIO SYSTEM
The intercom and transmit switches for the left front seat
have been relocated to the floor near the observer's right
heel.
SEATS, BELTS, AND BAGGAGE
The center rear seat has been replaced with an arm rest
and storage console.
Baggage is not permitted in the right rear under-seat
compartment due to electronic equipment and wiring in
that compartment.
An interior wall has been added to the main baggage
compartment to create an electronic equipment
compartment at the aft end.
LANDING GEAR
Extended forward landing gear struts provide additional
ground clearance for the camera and searchlight. The
ground clearance at the tail is reduced by approximately
8 inches with the helicopter parked.
ISSUED: 7 SEP 2012
9-4.6
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 7: SYSTEMS DESCRIPTION (cont'd)
INFRARED CAMERA SYSTEM
The infrared camera system consists of a gyro-stabilized,
gimbal-mounted infrared/video camera in the chin and a
power junction box in the main baggage compartment
behind the interior wall. The camera is operated by the
observer in the left front seat via a handheld controller.
A tray and strap forward of the circuit breaker panel are
provided for controller stowage when not in use.
A flat screen LCD monitor is located in front of the left
front seat to display camera images. The monitor is
equipped with a visor to minimize glare from the sun
during daylight operation and shield the pilot from the
monitor at night. The monitor mount is hinged to retract
forward and down, out of the observer's way, when not
in use.
DIGITAL VIDEO RECORDER
The digital video recorder (DVR) is mounted just aft of the
space between the front backrests and controlled by a
switch adjacent to the LCD monitor. The DVR can record
images from the camera and play them back on the LCD
monitor.
ISSUED: 7 SEP 2012
9-4.7
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 7: SYSTEMS DESCRIPTION (cont'd)
SEARCHLIGHT
The searchlight is installed on a motorized gimbal under
the belly. The searchlight power junction box is located in
the right rear under-seat compartment. The searchlight is
steerable in azimuth and elevation and is operated from
the left front seat via a remote control. An optional
slaving system allows the searchlight to be slaved to
follow the camera. The searchlight should be stowed
horizontally when not in use to minimize chance of
damage during a hard landing.
CAUTION
The searchlight is very bright and can disorient
other pilots or ground personnel at long
distances.
CAUTION
The searchlight beam is hot. Exposure to the
beam at close range for more than a few
seconds can result in burns.
PA/SIREN SYSTEM (OPTIONAL)
A 100-watt speaker is located on the aircraft belly near
the left rear landing gear strut. The PA system control
panel is located in the avionics stack and allows the pilot
or observer to select PA, radio, yelp, or siren for
broadcast through the speaker.
FM TRANSCEIVERS (OPTIONAL)
FM transceivers are mounted beside the fold-down
monitor and incorporate controls on their faceplates. The
transceivers are selectable from the audio control panel in
the avionics stack.
ISSUED: 7 SEP 2012
9-4.8
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
SECTION 7: SYSTEMS DESCRIPTION (cont'd)
INTERIOR LIGHT
An additional observer-side interior light is operated via a
momentary foot switch on the left-hand forward floor.
Power is supplied to the interior light via the "GAGES"
breaker in the left hand circuit breaker panel and is not
disconnected by the police equipment master switch.
LOJACK (OPTIONAL)
The Lojack installation consists of a receiver installed in
the main baggage compartment behind the interior wall,
a display and control unit on the right side of the
instrument console, and four belly-mounted stub
antennas.
Lojack is used to track stolen vehicles
equipped with Lojack transmitters.
GPS MAPPING SYSTEM (OPTIONAL)
The GPS mapping computer is installed in the main
baggage compartment behind the interior wall and allows
an overhead view of the helicopter’s area of operation to
be displayed on the LCD monitor. The computer contains
a database of streets, landmarks, and topography enabling
direct navigation to street addresses and other points on
the ground. The computer is accessed using a keyboard
below the LCD monitor. An optional inertial monitoring
unit can interface with the computer to keep the camera
and/or searchlight trained on a fixed ground location while
the helicopter maneuvers.
SECTION 8: HANDLING AND MAINTENANCE
ISSUED: 7 SEP 2012
No change.
9-4.9
ROBINSON
MODEL R66
SECTION 9
POLICE VERSION SUPPLEMENT
THIS PAGE INTENTIONALLY BLANK.
ISSUED: 7 SEP 2012
9-4.10
ROBINSON
MODEL R66
SECTION 9
ADS-B EQUIPMENT SUPPLEMENT
FAA APPROVED
R66 PILOT’S OPERATING HANDBOOK
ADS-B EQUIPMENT SUPPLEMENT
This supplement must be included in the FAA-approved
Pilot’s Operating Handbook when ADS-B equipment is
installed.
The information contained herein supplements or supersedes
the basic manual only in those areas listed in this supplement.
For limitations, procedures, and performance information
not contained in this supplement, consult the basic Pilot’s
Operating Handbook.
APPROVED BY:
Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration, LAACO
Transport Airplane Directorate
DATE:
LOG OF PAGES
Page
No.
Date
Page
No.
Date
9-5.1
9-5.2*
9-5.3*
26 Nov 13
26 Nov 13
26 Nov 13
9-5.4
9-5.5
9-5.6*
26 Nov 13
26 Nov 13
26 Nov 13
*Manufacturer’s data, not FAA approved.
9-5.1
ROBINSON
MODEL R66
SECTION 9
ADS-B EQUIPMENT SUPPLEMENT
SECTION 1: GENERAL
INTRODUCTION
This supplement contains the changes and additional
data applicable when Automatic Dependent SurveillanceBroadcast (ADS-B) equipment is installed.
ADS-B is divided into two categories – ADS-B “Out” and
ADS-B “In”.
ADS-B Out equipment transmits information to air traffic
control to supplement radar/transponder information.
The supplemental information allows optimization of
flight plan routes and aircraft spacing.
ADS-B Out equipment may be required for operation in
certain airspace. The R66 ADS-B Out installation has
been shown to meet the requirements of 14 CFR §
91.227.
NOTE
The R66 ADS-B Out system operates on
frequency 1090 MHz. This frequency is also
accepted for ADS-B Out equipment in most
countries outside the United States.
R66 ADS-B Out equipment consists of a GPS receiver
connected to the transponder. The transponder has
ADS-B broadcast capability and broadcasts GPS position
as well as additional pre-programmed information such
as aircraft identification and size to air traffic control.
ADS-B In equipment receives traffic and weather
information and displays the information for the pilot to
aid situational awareness. ADS-B In equipment is not
required for general aviation operations in the United
States.
ISSUED: 26 NOV 2013
9-5.2
ROBINSON
MODEL R66
SECTION 9
ADS-B EQUIPMENT SUPPLEMENT
SECTION 1: GENERAL (cont’d)
INTRODUCTION (cont’d)
R66 ADS-B In equipment consists of a receiver installed
under the left, front seat connected to a moving map
GPS. Most ADS-B data is broadcast from air traffic
control ground stations. Symbols on the GPS screen
indicate whether the receiver is within range of a ground
station (refer to GPS manufacturer’s documentation).
Other aircraft which have been equipped with ADS-B
Out systems can broadcast their position directly to the
receiver.
The R66 may be equipped with only ADS-B Out or with
both ADS-B Out and ADS-B In.
ISSUED: 26 NOV 2013
9-5.3
ROBINSON
MODEL R66
SECTION 9
ADS-B EQUIPMENT SUPPLEMENT
SECTION 2: LIMITATIONS
PLACARDS
On transponder when ADS-B Out equipment is installed:
ADS-B OUT INSTALLED
SECTION 3: EMERGENCY PROCEDURES
No change.
SECTION 4: NORMAL PROCEDURES
ADS-B SYSTEM OPERATION
ADS-B system operation is mostly automatic and requires
little pilot action. The primary GPS, transponder, and
ADS-B receiver (if installed) must all be powered and in
normal operating modes for proper system function.
ADS-B OUT
The R66 ADS-B Out system is a single point of entry
system. Mode 3/A codes, IDENT commands, and
emergency codes are set on the transponder and are
automatically incorporated in ADS-B Out broadcasts.
The transponder should transition to ALT mode after
takeoff for proper ADS-B Out broadcasts.
ADS-B Out broadcasts may be selected off by using
menus associated with the transponder FUNC key.
NOTE
ADS-B Out may be required in certain
airspace. Do not turn off ADS-B Out unless
directed by air traffic control.
Malfunctions in the ADS-B Out system are annunciated
by various messages on the GPS screen (refer to GPS
manufacturer’s documentation) and by a “no ADS-B”
indication on the transponder screen.
FAA APPROVED: 26 NOV 2013
9-5.4
ROBINSON
MODEL R66
SECTION 9
ADS-B EQUIPMENT SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
ADS-B SYSTEM OPERATION (cont’d)
ADS-B IN
The ADS-B In receiver is mounted underneath the
left, front seat and has no direct pilot interface. The
receiver is powered by the Transponder/ADS-B circuit
breaker.
ADS-B In data is displayed on the primary GPS screen
when the pilot selects traffic or weather menu pages.
Some data may also be overlaid on the moving map
page. Certain warnings such as traffic conflicts cause
pop-up messages on the GPS display. Control of data
display details is via GPS menu interface. Refer to GPS
manufacturer’s documentation. Receiver malfunction
will be annunciated on the GPS screen.
SECTION 5: PERFORMANCE
FAA APPROVED: 26 NOV 2013
No change.
9-5.5
ROBINSON
MODEL R66
SECTION 9
ADS-B EQUIPMENT SUPPLEMENT
SECTION 6: WEIGHT AND BALANCE
No change.
SECTION 7: SYSTEM DESCRIPTION
ADS-B SYSTEM
The R66 ADS-B Out system consists of a GPS receiver
connected to the transponder which broadcasts the
aircraft’s position, identification, and certain other
parameters to air traffic control. ADS-B data is broadcast
via the Extended Squitter (ES) feature of the transponder
on a frequency of 1090 MHz. Note that change of aircraft
registration may require update of pre-programmed
parameters by qualified maintenance personnel.
Most of the data required for ADS-B broadcast such
as aircraft type, ICAO address, and call sign are preprogrammed at installation. Flight-specific data such
as Mode 3/A code and IDENT are entered using the
transponder controls. The transponder uses these codes
simultaneously for standard transponder as well as
ADS-B broadcasts. There is no need to make a second
code entry or to enter a code more than once. This is
known as a “single point of entry” ADS-B system.
The R66 ADS-B In system consists of a receiver mounted
under the left, front seat connected to a moving map
GPS with software capable of displaying the received
ADS-B In data. The receiver receives both approved US
ADS-B frequencies (978 MHz and 1090 MHz).
SECTION 8: HANDLING, SERVICING AND MAINTENANCE
No change.
ISSUED: 26 NOV 2013
9-5.6
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
FAA APPROVED
R66 PILOT’S OPERATING HANDBOOK
AUTOPILOT SUPPLEMENT
This supplement must be included in the FAA-approved
Pilot’s Operating Handbook when the autopilot is installed.
The information contained herein supplements or supersedes
the basic manual only in those areas listed in this supplement.
For limitations, procedures, and performance information
not contained in this supplement, consult the basic Pilot’s
Operating Handbook.
APPROVED BY:
Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration, LAACO
Transport Airplane Directorate
DATE:
LOG OF PAGES
Page
No.
9-6.1
9-6.2
9-6.3
9-6.4
9-6.5
Date
20
20
20
20
20
Jan
Jan
Jan
Jan
Jan
15
15
15
15
15
Page
No.
9-6.6
9-6.7
9-6.8
9-6.9*
9-6.10*
Date
20
20
20
20
20
Jan
Jan
Jan
Jan
Jan
15
15
15
15
15
* Manufacturer’s data, not FAA approved.
9-6.1
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 1: GENERAL
INTRODUCTION
This supplement contains the changes and additional
data applicable when the autopilot is installed.
CAUTION
The autopilot is intended to enhance safety by
reducing pilot workload. It is not a substitute
for adequate pilot skill nor does it relieve the
pilot of the responsibility to maintain adequate
outside visual reference.
The primary autopilot mode is Stability Augmentation
System (SAS) mode which maintains a steady helicopter
attitude by applying corrective inputs to the cyclic. The
autopilot does not provide any collective or pedal inputs.
Additional modes providing heading hold, altitude hold,
and navigation functionality are also selectable.
SECTION 2: LIMITATIONS
FLIGHT AND MANEUVER LIMITATIONS
Pilot’s hand must be on cyclic grip under the following
conditions:
During autopilot engagement or intentional disengagement
At airspeeds less than 50 KIAS when less than 500
feet AGL
FAA APPROVED: 20 JAN 2015
9-6.2
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 3: EMERGENCY PROCEDURES
AUTOPILOT DISENGAGEMENT OR FAILURE
The autopilot is designed to automatically disengage if
the system detects a fault. Disengagement is indicated
by four beeps in the headset. If the autopilot does not
automatically disengage, failure may be recognized
by erratic cyclic control motion, abnormal cyclic stick
forces, or deviations in pitch or roll.
1.Continue flight using manual control. If autopilot
has not disengaged, manually disengage using
cyclic AP OFF button or control panel SAS button.
2.If SAS annunciator on control panel is steady white,
re-engagement may be attempted at pilot’s discretion.
NOTE
The system automatically switches
off all modes except SAS mode at
airspeeds below 44 KIAS or above
140 KIAS, accompanied by a single
beep. This is by design and not a
system failure.
LOSS OF OUTSIDE VISUAL REFERENCE
1.If not already engaged, immediately engage autopilot
SAS mode and allow autopilot to recover from unusual
attitude if one has occurred.
2.Select a heading and altitude to ensure terrain and
obstacle clearance. Turns and/or climbs may be
required.
Engage additional autopilot modes as
desired for workload reduction.
3.While maintaining terrain and obstacle clearance,
maneuver toward conditions of improved visibility.
FAA APPROVED: 20 JAN 2015
9-6.3
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 4: NORMAL PROCEDURES
GENERAL
When the avionics master is switched on, the autopilot
performs a self-test and then enters standby mode. All
of the control panel indicators flash alternating white and
green during the self-test. Four headset beeps occur
at the beginning of the self-test as a check of the aural
warning function. Standby mode is indicated by a steady
white SAS annunciator on the control panel.
NOTE
Autopilot will not enter standby mode
if attitude indicator is not functioning or
indicated bank angle is greater than 6 degrees.
The primary autopilot mode is Stability Augmentation
System (SAS) mode which maintains a steady helicopter
attitude by applying corrective inputs to the cyclic.
Additional modes are heading hold, altitude hold, lateral
navigation (including approaches), and vertical (approach)
navigation.
The autopilot SAS mode is engaged either by pressing the
SAS button on the control panel or by pressing the TRIM
button on the cyclic for more than 1.25 seconds. The SAS
annunciator turns green upon engagement. Additional
modes are engaged by pressing the appropriate button
on the control panel. The corresponding annunciator will
turn green. The additional modes are disabled and will not
engage at airspeeds below 44 KIAS or above 140 KIAS.
Any additional mode may be disengaged by pushing the
appropriate button on the control panel. Also, if any
additional modes are engaged, a single press of the AP
OFF button on the cyclic will turn off the additional modes.
FAA APPROVED: 20 JAN 2015
9-6.4
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
GENERAL (cont’d)
SAS mode may be disengaged using the SAS button on
the control panel or the AP OFF button on the cyclic.
If additional modes are engaged, the AP OFF button
must be pushed twice or pushed and held for more than
1.25 seconds in order to disengage first the additional
modes and then SAS mode. SAS mode disengagement
is accompanied by four beeps in the headset.
When SAS mode is initially engaged, the autopilot will try
to maintain the trim attitude at the time of engagement.
This is felt as a light centering force on the cyclic. To retrim, use a small amount of force to override the autopilot
and then push and release the TRIM button at the
desired attitude. If the force to override is objectionable,
the TRIM button may be held down during maneuvers.
Autopilot control inputs are temporarily suspended while
the TRIM button is depressed. The system will re-trim to
the attitude at which the TRIM button is released.
NOTE
SAS mode will not trim to more than 6
degrees nose down, 11 degrees nose up,
or 10 degrees of bank. If TRIM button is
released outside these limits, system will trim
at approximately the limiting value.
NOTE
Cyclic friction must be fully off for autopilot
to work properly. Cyclic friction will degrade
autopilot performance.
FAA APPROVED: 20 JAN 2015
9-6.5
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
GENERAL (cont’d)
Safety monitors can automatically disengage individual
modes or the entire system if a fault is detected.
Automatic disengagement of SAS mode (or the entire
system) is indicated by four beeps in the headset.
Automatic disengagement of any mode other than SAS
is indicated by a single beep in the headset. There is no
audio indication for intentional disengagement of modes
other than SAS.
NOTE
The system also automatically reverts to SAS
mode at airspeeds below 44 KIAS or above
140 KIAS, accompanied by a single beep.
STARTING ENGINE AND RUN-UP
After “Hydraulic system”, add:
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
NOTE
For autopilot check, wear headset and ensure
cyclic friction is off. Engage SAS mode, and
verify cyclic exhibits centering tendency and
SAS annunciator on control panel turns green.
Disengage. Verify 4 beeps in headset, cyclic
reverts to normal hydraulic system feel, and
SAS annunciator turns white.
TAKEOFF PROCEDURE
Autopilot SAS mode may be engaged as desired on the
ground or at any time during the takeoff procedure. Retrim as necessary to eliminate undesirable cyclic forces.
FAA APPROVED: 20 JAN 2015
9-6.6
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
CRUISE
Add:
Engage autopilot modes as desired.
CAUTION
It is the pilot’s responsibility to monitor flight
controls, aircraft flightpath, traffic, and terrain
even while the autopilot is engaged. Be
prepared to take control if required.
Additional autopilot modes function as follows. The
control panel annunciator associated with a mode will
turn green when that mode is active (more than one
annunciator may be green at a time).
NOTE
The autopilot uses pitch attitude to maintain
altitude or follow an approach glidepath. It
does not have any control of power setting.
The pilot must manage power with the
collective to control speed and rate of climb or
descent. Make small, smooth power changes
to allow the system to adjust to new power
settings.
Heading Mode (HDG) – maintains the heading selected
by the heading bug on the directional gyro or Horizontal
Situation Indicator (HSI) display. Aircraft can be steered
using the heading bug.
Altitude Mode (ALT) – maintains altitude at the time of
engagement or of last TRIM button release. The target
altitude is reset each time the TRIM button is pressed
and released.
FAA APPROVED: 20 JAN 2015
9-6.7
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 4: NORMAL PROCEDURES (cont’d)
CRUISE
Navigation Mode (NAV) – tracks the active GPS or VLOC
course displayed on the Course Deviation Indicator (CDI).
If no CDI is installed, NAV will only track the active GPS
course displayed on the GPS.
NAV may be armed prior to intercepting the active
course. NAV annunciator is white when NAV is armed
and turns green at course intercept. If HDG is active
when NAV is armed, the autopilot will fly the selected
heading until course intercept. If HDG is not active, the
autopilot will select a 45° intercept angle.
Vertical Navigation Mode (VRT) – tracks an ILS
glideslope or GPS approach vertical guidance. Arm
VRT (annunciator turns white when armed) prior to
intercepting the glidepath. VRT annunciator will turn
green at glidepath intercept.
NOTE
Pushing the ALT button while VRT is armed
or active will turn off VRT. VRT must be rearmed or re-engaged as desired.
NOTE
Reducing power to approach setting just prior
to glidepath intercept is recommended.
Backcourse Mode (BC) – reverse CDI sensing for
backcourse approaches. Course on CDI should be set so
that tail of course pointer points toward runway (set to
inbound front course).
SECTION 5: PERFORMANCE
FAA APPROVED: 20 JAN 2015
No change.
9-6.8
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 6: WEIGHT AND BALANCE
No change.
SECTION 7: SYSTEMS DESCRIPTION
The autopilot system consists of two electric servomotors,
a flight control computer, an autopilot control panel, and
control buttons on the pilot’s cyclic grip. One servomotor
controls pitch and is installed in the control tunnel forward
of the cyclic stick. The other servomotor controls roll and
is installed under the pilot’s seat. The servomotors are
connected to the cyclic through electromagnetic clutches.
The flight control computer is installed on the forward
panel under the pilot’s seat, and the autopilot control panel
is installed in the avionics stack.
In addition to the autopilot system components, an onboard
attitude source such as an Attitude Heading Reference
System (AHRS) is required.
The primary autopilot mode is Stability Augmentation
System (SAS) mode in which the autopilot senses aircraft
attitude using a combination of sensors in the flight
control computer and the onboard attitude source. The
computer sends signals to the servomotors to apply small
corrections to the cyclic as required to maintain attitude.
Additional modes may be layered on top of SAS mode
and are described in the Normal Procedures section of this
supplement.
The control panel has a row of buttons to control autopilot
modes and annunciators to indicate mode status. A
dark annunciator indicates that a mode is off, a white
annunciator indicates that a mode is armed or on standby,
and a green annunciator indicates that a mode is active.
The annunciators flash alternating white and green during
start up.
ISSUED: 20 JAN 2015
9-6.9
ROBINSON
MODEL R66
SECTION 9
AUTOPILOT SUPPLEMENT
SECTION 7: SYSTEMS DESCRIPTION (cont’d)
The cyclic-mounted buttons are the TRIM and AP OFF
buttons. The TRIM button is used to reset the trim attitude.
The autopilot tries to maintain the attitude at which the
button is released. In addition, holding the TRIM button for
more than 1.25 seconds engages the system from standby
mode. The AP OFF button allows disengagement with
hands on controls.
Safety monitors automatically disengage individual modes
or the entire system if a malfunction is detected. Audio
warnings consisting of beeps in the headset accompany
the safety monitors and are described in the Normal
Procedures section of this supplement.
The autopilot is protected by a dedicated circuit breaker
on the avionics bus (autopilot is not powered with the
avionics master switch off).
SECTION 8: HANDLING AND MAINTENANCE
No change.
SECTION 10: SAFETY TIPS
The autopilot is intended to reduce pilot workload and
enhance safety. It is important that pilots do not misuse
this capability and allow their attention to be diverted from
monitoring the helicopter attitude and looking for traffic
and other obstacles. Autopilot disengagement requires
immediate pilot attention. Pilots must always be prepared
to take manual control.
The autopilot is not certified for flight in Instrument
Meteorological Conditions (IMC). Adhering to appropriate
VFR weather minimums is essential for safety.
ISSUED: 20 JAN 2015
9-6.10
ROBINSON
MODEL R66
SECTION 10
SAFETY TIPS
SAFETY NOTICES
The following Safety Notices have been issued by Robinson
Helicopter Company as a result of various accidents and
incidents. Studying the mistakes made by other pilots will
help you avoid making the same errors. Safety Notices are
available on the RHC website: www.robinsonheli.com.
SAFETY
NOTICE
TITLE
SN-1
Inadvertent Actuation of Mixture Control in Flight
SN-9
Many Accidents Involve Dynamic Rollover
SN-10 Fatal Accidents Caused by Low RPM Rotor Stall
SN-11 Low-G Pushovers - Extremely Dangerous
SN-13 Do Not Attach Items to the Skids
SN-15 Fuel Exhaustion Can Be Fatal
SN-16 Power Lines Are Deadly
SN-17 Never Exit Helicopter with Engine Running
Hold Controls When Boarding Passengers
Never Land in Tall Dry Grass
SN-18 Loss of Visibility Can Be Fatal
Overconfidence Prevails in Accidents
SN-19 Flying Low Over Water is Very Hazardous
SN-20 Beware of Demonstration or Initial Training Flights
SN-22 Always Reduce Rate-of-Descent Before Reducing Airspeed
SN-23 Walking into Tail Rotor Can Be Fatal
SN-24 Low RPM Rotor Stall Can Be Fatal
SN-25 Carburetor Ice
SN-26 Night Flight Plus Bad Weather Can Be Deadly
SN-27 Surprise Throttle Chops Can Be Deadly
SN-28 Listen for Impending Bearing Failure
Clutch Light Warning
SN-29 Airplane Pilots High Risk When Flying Helicopters
SN-30 Loose Objects Can Be Fatal
SN-31 Governor Can Mask Carb Ice
SN-32 High Winds or Turbulence
SN-33 Drive Belt Slack
SN-34 Aerial Survey and Photo Flights - Very High Risk
SN-35 Flying Near Broadcast Towers
SN-36 Overspeeds During Liftoff
SN-37 Exceeding Approved Limitations Can Be Fatal
SN-38 Practice Autorotations Cause Many Training Accidents
SN-39 Unusual Vibration Can Indicate a Main Rotor Blade Crack
SN-40 Post-Crash Fires
SN-41 Pilot Distractions
SN-42 Unanticipated Yaw
SN-43 Use Extra Caution During Post-Maintenance Flights
REVISED: 20 JAN 2015
10-4
Safety Notice SN-32
Issued: March 1998
Revised: May 2013
HIGH WINDS OR TURBULENCE
A pilot’s improper application of control inputs in response to high
winds or turbulence can increase the likelihood of a mast bumping
accident. The following procedures are recommended:
1. If turbulence is expected, reduce power and use a slower
than normal cruise speed. Mast bumping is less likely at
lower airspeeds.
2. If significant turbulence is encountered, reduce airspeed to
60 - 70 knots.
3. Tighten seat belt and firmly rest right forearm on right leg to
prevent unintentional control inputs.
4. Do not overcontrol. Allow aircraft to go with the turbulence,
then restore level flight with smooth, gentle control inputs.
Momentary airspeed, heading, altitude, and RPM excursions
are to be expected.
5. Avoid flying on the downwind side of hills, ridges, or tall
buildings where the turbulence will likely be most severe.
The helicopter is more susceptible to turbulence at light weight. Use
caution when flying solo or lightly loaded.
Safety Notice SN-33
Issued: March 1998
Revised: July 2013
DRIVE BELT SLACK
R22 and R44 drive belts must have the proper slack prior to engine
start. Belts which are too loose may jump out of their sheave grooves
during engine start while clutch is engaging.
1. During preflight, with clutch disengaged, press in on belts with
fingers just above fan scroll. Verify belts deflect approximately
1½ inches (4 cm). If belts are significantly looser than this, have
actuator adjusted prior to engine start.
2. After engine start, engage clutch and verify rotor turns within
5 seconds. If rotor does not turn within 5 seconds, shut down
and have actuator adjusted prior to flight.
New drive belts may be tight and cause the rotor to turn during engine
start. This places unnecessary strain on the starter and drive system.
If necessary, stretch new belts as follows:
1. During shutdown, do not disengage clutch.
2.After battery switch is off, put clutch switch in DISENGAGE
position. If the clutch switch is left in ENGAGE position, the
tachometers still draw power and can drain the battery.
3.Switch battery on and allow clutch to disengage during next
preflight.
INTENTIONALLY BLANK
Safety Notice SN-40
Issued: July 2006
Rev: May 2013
POST-CRASH FIRES
There have been a number of cases where helicopter or light plane
occupants were severely burned by fire following an accident. Fireretardant Nomex flight apparel reduces the likelihood of severe burns.
Military, law-enforcement, medical, and other organizations often
require Nomex apparel for every flight. Pilots should consider the
benefits of fire-retardant clothing and brief or equip all occupants
accordingly.
------------------------------------------------------------------------------------------------
Safety Notice SN-41
Issued: May 2013
PILOT DISTRACTIONS
Distractions in the cabin have caused pilots to lose control of the
helicopter. Reading charts, programming avionics, or attending
to passengers are some common distractions. During flight, it is
important to keep eyes focused outside and minimize distractions to
avoid an accident. Any avionics programming that takes more than
a few seconds should be done while on the ground.
When hovering, keep both hands on the controls. If tuning a radio
or other task is required, first land and reduce collective pitch. When
dealing with distractions in forward flight, reduce power, slow down,
and frequently look outside to verify straight and level flight.
Occasionally, pilots neglect to latch a door before taking off. Never
attempt to latch a door while hovering or in flight. It is safer to land
before closing a door.
------------------------------------------------------------------------------------------------
Safety Notice SN-42
Issued: May 2013
UNANTICIPATED YAW
A pilot’s failure to apply proper pedal inputs in response to strong
or gusty winds during hover or low-speed flight may result in an
unanticipated yaw. Some pilots mistakenly attribute this yaw to loss
of tail rotor effectiveness (LTE), implying that the tail rotor stalled
or was unable to provide adequate thrust. Tail rotors on Robinson
helicopters are designed to have more authority than many other
helicopters and are unlikely to experience LTE.
To avoid unanticipated yaw, pilots should be aware of conditions
(a left crosswind, for example) that may require large or rapid pedal
inputs. Practicing slow, steady-rate hovering pedal turns will help
maintain proficiency in controlling yaw. Hover training with a
qualified instructor in varying wind conditions may also be helpful.
Safety Notice SN-43
Issued: January 2015
USE EXTRA CAUTION DURING POST-MAINTENANCE FLIGHTS
A number of fatal accidents have occurred during flights immediately
following maintenance. In several cases, the cause was incorrect or
incomplete reassembly of the helicopter, and the error would have
been detectable during a careful preflight inspection.
Even the best maintenance personnel can become distracted and make
a mistake. Pilots should conduct an especially thorough preflight
inspection after maintenance has been performed. If possible, speak
to the technicians who performed the work, find out exactly what
was done, and pay special attention to those areas. Professional
maintenance personnel will appreciate the pilot’s commitment to
safety and will welcome an additional check of their work.
Any work done on the flight control system deserves special attention
because a flight control disconnect is almost always catastrophic.
During track and balance work, always climb up to the rotor head for
a close inspection of the pitch link and control tube fasteners after
each adjustment. Never rush or skip preflight steps.
INTENTIONALLY BLANK
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