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Helicopter history
My first solo
Robinson vs Schweizer
My videos
Cockpit filming
60 lesson diary Pt 1
60 lesson diary Pt 2
60 lesson diary Pt 3
Glossary of terms used
Robinson safety course
about me
Links
Robinson R22 vs. Schweizer 300CBI
'So, which Helicopter did you learn in?'
It's a common question, and one which the majority of helicopter pilots will answer with either 'Robinson' or'Schweizer'. Admittedly some of you will be stuck with whatever your local Heli school has to offer but occasionallyyou find schools with both and therefore, a choice!
- SAFETY Schweizer Helicopters A Name You Trust The long-established history of safety is a hallmark of Schweizer helicopters. As the most trusted light helicopter for training and missions, pilots appreciate the confidence the Schweizer 269A-D series, now S300™, S300CBi™, and S333, delivers. The S300™ series has the finest safety record of any FAA Read More.
- Related Manuals for Schweizer SGS 2-33. Aircrafts Schweizer 2-33 Operating Instructions Manual. Air cadet gliding program (53 pages) Summary of Contents for Schweizer SGS 2-33. Page 33 I - Model SGS 2-33, 2 PCLM, Approved February 10, 1967; Model SGS 2-33A, 2 PCLM, Approved March 7, 1968; Model SGS 2-33AK, 2 PCLM, Approved April 19, 1973.
- It does not cover or include model-specific information found in the RFM/POH(limitations, v-speeds, dimensions). This book, used along with the Schweizer Model 300C Information Manual, will help one to obtain the necessary aircraft-specific information needed for operation of this model helicopter.
- The Hughes / Schweizer 300 helicopter has been a solid workhorse in the New Zealand aviation scene for many years. We have used our extensive knowledge of the type over these years to develop Mods to both improve the usability, and lower the maintenance costs of these machines.
The Hughes/Schweizer 300 is the most successful three seat helicopter built, with over 3400 produced by the two manufacturers over three decades Development of this versatile utility helicopter dates back to the mid 1950s when Hughes flew the two seat Model 269 for the first time in October 1956.
I say majority because you can learn to fly in any helicopter you choose,so if you can afford to pay the hourly rate, or indeed own a Eurocpter EC120 or a Bell Longranger (pictured), there'snothing stopping you from learning in one! Just remember though, if you do, in JAA countries (Joint Aviation Authorities) you will be restricted to flying that model only, other helicopters will require a 'type rating' qualifying youto legally fly them, and with an hourly rate for rental of between £350 and £650 for the bigger 4 to 6 seater helicoptersyou're going to need a fat wallet to pass your test! I didn't have this luxury and therefore easily narrowed mychoice to the R22 or the Schweizer.
Don't get me wrong, if you can afford to fly a bigger heli than this I would merely recommend that you flywithin your perceived personal limits, affordability and skill level, and the more hours you do in the same type of helicopter the better you will be at flying it. Learning on one type and then jumping straight into another has it'sown associated risks and should be done with a certain amount of care and respect for the new helicopter you are flying. Always remember, as a helicopter pilot, each and every time you fly, you are responsible for your own safety, that of your passengers, andanything that you have the potential to land on, be it by choice or forced emergency.
The purpose of this page is to compare and contrast the Robinson R22 Beta II helicopter with the Schweizer 300CBihelicopter. Both are popular as trainers, but there are advantages and disadvantages to each manufacturer's helicopter.
The Robinson R-22 Beta II
The R22 is the most popular civiliantraining helicopter in the world. The Beta II is the newest and most powerful model of the Robinson 2 seat helicopter so far produced. Robinson has built over 3800 R22s since their certification in 1979. Install esd dmg. The pros andcons listed here apply only to the Beta II model and not to earlier Standard, HP, Alpha and Beta models andassumes that the optional auxiliary fuel tank is installed.
Advantages - R22 Beta II
- Can be found in most countries in the world.
- Excellent automatic throttle governor.
- Good storage space in cabin under seats.
- About 10 knots faster than the Schweizer helicopter.
- Powerful for its size. Good high-density altitude performance.
- Engine significantly 'down rated' for more performance and extended life.
- Mechanically very reliable; little unscheduled maintenance, especially on 'low time' aircraft.
- Often cheaper to buy and needs less maintenance than the Schweizer.
- Many more Robinson dealers and service centres around the world than Schweizer has.
- Robinsons two bladed main rotor requires less hangar space than the 3-bladed Schweizer.
Disadvantages - R22 Beta II Helicopter
- One non standard 'T-Bar' Cyclic control. (Not necessarily 'bad', just different than other helicopters).
- 2200 hour 'Time In Service' major overhaul / rebuild required on the R22 costing an eye watering amount.
- FAA regulations (U.S. SFAR 73) require 20 hours minimum dual instruction before solo; 200 hours to instruct in the R22, whereas SFAR 73 does not even apply to Schweizer helicopters.
- Many instructors who teach in both models believe the R22 is less stable and somewhat more difficult to learn in initially.
- Smaller cabin size. 240 lbs max per seat weight capacity. Approx 335 lbs maximum cabin weight with full fuel.
- Larger pilots often cannot fly with larger passengers due to maximum weight / fuel limitations.
- 10 year calendar life on main and tail rotor blades. (Very expensive to replace.)
- Tail rotor pedals are not adjustable. Taller and 'larger' pilots are often uncomfortable in the smaller R22cabin or can be too large to fly it at all.
- Carburetor fuel system. Pilots much closely watch carburettor heat or can encounter problems with carburettor ice.
- Because of weight and other considerations, Robinson no longer offers an R22 instrument training helicopter.
The Schweizer 300CBi Helicopter
The Schweizer 300CBi was introduced in 1995 as a primary trainer to compete with the Robinson R22. By 'down rating' the engine and running it 500 RPMs slower than the 300-C model, and by lowering the gross weight by 300 lbs., Schweizer was able to achieve longer component times on many life-limited parts, longer projected engine overhaul times, and more fuel economy, in order to make the 300CBi more cost-competitive with the Robinson R22. The 300CBI's predecessor was the H269.The advantages and disadvantages of the '300CBi' model are basically the same as those for the older '300C' model.
Advantages - Schweizer 300-CBi Helicopter
- Mechanically very reliable.
- Large comfortable cabin accommodating taller and larger students and instructors.
- Superb safety record and crashworthiness with over 20 million flight hours logged.
- Conventional cyclic control. (i.e. in-between legs) Excellent electric trim system on the cyclic.
- More stable and easier to learn in than the R22, according to most instructors who train in both.
- No major overhaul requirements, individual components are replaced as and when necessary.
- Tail rotor pedals are adjustable for shorter and taller pilots.
- 1750 lbs maximum gross weight for the Schweizer compared to 1370 lbs for the Robinson R22 Beta and Beta II series helicopters.
- 3 bladed fully articulated rotor system is smoother and has more rotor inertia than the 2-bladed R22s.
- Touchdown Autorotations are somewhat easier than the R22, due to more rotor inertia. Excellent for CFI training.
- Fuel-injected engine. No requirement for carburetor heat or problems with carburetor ice. (NOT ON H269)
- Although heavier, the Schweizer burns about the same amount of fuel per hour as the R22 Beta II.
Disadvantages - Schweizer 300-CBi Helicopter
- Cruises about 10 knots slower than the R22 Beta II. Flies more 'nose-down' than the R22.
- Requires more scheduled maintenance, hence more downtime for maintenance.
- Initial acquisition costs can be 50% or more higher than for a Robinson R22 Beta II.
- Acquisition and insurance cost are higher due to higher aircraft values than the R22 often resulting in higher training rates.
- Very limited storage space in the cabin compared to the Robinson R22. External cargo baskets are available.
- More expensive to operate and insure and therefore priced higher than the R22 Beta II.
- 3-bladed Schweizer requires more hangar floor space than the 2-bladed Robinson R22 series.
The table below compares some figures for these aircraft. Amounts are approximate and may vary by model & optional equipment.. Values are based on the manufacturer's published data at the time this information was written..
Value | Robinson R22 Beta II | Schweizer 300-CBi |
---|---|---|
Maximum Gross Weight | 1370 lbs (621 kgs) | 1750 lbs (794 kgs) |
Empty Weight | 855 lbs | 1088 lbs |
Standard Fuel Capacity | 19.2 U.S. Gallons | 32 U.S. Gallons |
Extended Fuel Capacity | 29.7 U.S. Gallons | 64 U.S. Gallons |
Optional Auxiliary Fuel | 10.5 gal | 32 gal |
Fuel Burn (Approximately) | 8 to 10 Gal / Hr | 10 Gal / Hr |
Fuel System | Carburettor | Fuel Injection |
Maximum Horsepower | 180 (de-rated to 124) | 180 |
Maximum Seat Weight | 240 lbs | Not Specified |
Standard seating capacity | 2 | 2 |
Recommended Cruise Airspeed | 96 kts / 110 mph | 80 kts / 92 mph |
Hover Ceiling (In Ground Effect) | 9400 ft @ 1370 lbs | 7000 ft @ 1600 lbs |
One operator shares a few basic maintenance tips
Chris Cooper says, “After two years of early retirement I knew it wasn’t for me, so I decided to get back to my aviation roots by opening a helicopter flight school.” He began by consulting with operators of small reciprocating engine helicopters around the country and ultimately chose to use the Schweizer as his primary trainer.
Since opening Hummingbird Helicopters of Minnesota in 2002, his company has operated as many as five helicopters and gained approximately 12,500 flight hours of experience in the Schweizer 300s and Robinson R-22 and R-44 helicopters. Cooper uses these small helicopters primarily for flight training, air rides, photo flights, deer survey, and just about any other use he can find for them.
Cooper says, “I’m a Vietnam era helicopter maintenance test pilot and even though I do not have an A&P certificate, I’ve always maintained a close involvement with aircraft maintenance. I’ve learned the importance of paying very close attention to detail when maintaining a helicopter.” He goes on to share a few lessons learned relating to maintaining the Schweizer 300CB helicopter.
Lubrication
Bill Halpin, director of maintenance for Hummingbird Helicopters, shares, “Grease is cheap and helicopter components are expensive. As you know not all grease is the same, so don’t make assumptions about lubricating using the same type of grease.”
Bill Halpin, director of maintenance for Hummingbird Helicopters, shares, “Grease is cheap and helicopter components are expensive. As you know not all grease is the same, so don’t make assumptions about lubricating using the same type of grease.”
Cooper and Halpin went on to discuss some of the lubrication practices that have been implemented for their Schweizer 300CB. The first stop was the lubrication chart in the Handbook of Maintenance Instructions (HMI) for the 300CB. It’s easy to see that numerous types of lubricants are required and that many areas of the helicopter have different lubrication intervals. Cooper provides the example of the belt drive assembly on the 300CB which consists of a lower drive pulley, an upper drive pulley, and an idler pulley all having different lubricating requirements.
Halpin explains that it’s important to understand the basic concept of purge lubrication; which means to pump new grease into a grease fitting or grease nipple (commonly referred to as a Zerk fitting after the inventor Oscar Zerk in 1929) until all the old grease has been visibly displaced. The HMI requires certain points on the 300CB be greased every 25 flight hours of operation.
Cooper says, “We’ve learned that lubricating certain areas at 10 flight hour intervals is a much better practice for our type of operation. As an example the three main rotor pitch bearings, the flapping hinge bearings, the upper and lower swash plate scissors links, the main rotor droop stop, and the main rotor swash plate bearing sleeve all get purge lubricated at every 10 flight hours on our Schweizer.”
They also caution helicopter maintainers to be mindful of the operating environment. Rabobank debit card activation. There may be multiple types of grease approved for one application. Make sure you use the best type of grease for the climate you operate in.
An example of this is the Anderol 786 grease which the HMI states is used when the temperatures are 17.8 C or 0 F and above. Cooper shares, “Here in the cold climates we routinely operate in temperatures below 0 F. We’ve learned that an approved alternative Syn-Tec 3913G1 holds up better in these cold weather operations.”
Another tip regarding operating environments is to always purge lubrication after operating the helicopter in the rain, or in dusty or dirty conditions. The HMI for the 300CB speaks to lubricating the rotor head bearings after operating in the rain.
Lounge lizard session keygen generator. Purge lubrication also requires a detailed cleaning when completed. You need to remove the excess grease that was displaced during the lubrication task. The rotating areas of the helicopter will sling a certain amount of grease, so removing all excess after the purge will provide a cleaner area.
Halpin says, “Excess grease that slings out of fittings appears nasty, and when operating rentals and training helicopters appearance counts.” He goes on to explain a caution regarding the cleaning of excess grease after purge lubrication. “Be careful to not use excess force when cleaning excess grease from bearing retainers, rubber boots, and protective covers,” he says. “In some cases I like to use an acid brush just so I don’t apply excessive or uneven pressure around certain retainers.”
He went on to explain how a local helicopter owner/pilot learned an expensive lesson regarding cleaning excess grease from areas of the rotor head on his personal helicopter. While wiping excess grease from the area he unknowingly snagged a cotter pin with his cleaning rag and opened the legs of the cotter pin. The pin stayed in place; however, it now contacted the upper portion of the swash plate and eventually scored the component requiring a very costly replacement. Again, pay attention to detail.
Vibration, balance, and blades
Cooper says, “Vibration management is another issue that helicopter maintainers need to be very mindful of. Beginning at the tail of the helicopter, the tail rotor provides a lot of stress at the end of a long arm — the tailboom. We pay particular attention to the entire tail rotor area and tailboom for any unusual wear, cracking, or other signs that vibration is beginning to create a problem.”
Cooper says, “Vibration management is another issue that helicopter maintainers need to be very mindful of. Beginning at the tail of the helicopter, the tail rotor provides a lot of stress at the end of a long arm — the tailboom. We pay particular attention to the entire tail rotor area and tailboom for any unusual wear, cracking, or other signs that vibration is beginning to create a problem.”
Vibration resulting from both the tail rotor and main rotor blades can be linked to many mechanical failures from simple burnt-out light bulbs to fatigue cracks in the structure and the engine cooling baffles.
Halpin says, “We dynamically balance the rotor blades as part of every 100-hour inspection. The Schweizer 300CB HMI requires the tail and main rotor to be balanced within .2 inches per second (ips). With the modern equipment available today you can easily do a much better job of balancing the rotor blades. We regularly are able to balance within .02 ips which we feel is much better on the helicopter.”
Careful balancing of the internal components of an engine during overhaul is an important feature that can help with overall vibration management. The Lycoming engine in the 300CB operates constantly at a power setting of 2,600 rpm and dynamic balance under operating conditions enhances overall comfort.
Another vibration-related aspect is the ground resonance dampening system on the 300CB. It was explained that the dampening system for the fully articulating rotor system on this helicopter consists of three lead-lag dampeners, one associated with each main rotor blade, and four landing gear dampeners, one on the fore and aft points of the right and left skids. Together they make up the entire ground resonance dampening system which is necessary to dampen out possible vibration induced when landing. The main rotor blade lead-lag dampeners contain a series of potted-rubber “donuts.” The landing gear dampeners are a cylinder containing oil and charged with 700 psi of nitrogen.
Halpin explains, “The landing gear dampeners have a tight tolerance and should have no visible signs of weeping. We have special fixtures and tooling for overhauling the landing gear dampeners and provide this service to other Schweizer operators.”
Then there’s blade erosion, another area to pay particular attention to. Cooper says, “Each of the three main rotor blades costs approximately $18,000. Flying in the rain, sand, and dust can rapidly erode the leading edges.”
Schweizer 300 Maintenance Manual 2016
Cooper shares this final comment to other operators, “Regular inspection and preventative maintenance based on your specific type of operation is a key element in controlling maintenance and operating costs at a small operation like ours.”
Schweizer 300 Operating Cost
For more information relating to the Schweizer 300 helicopter visit www.sacusa.com, or Hummingbird Helicopters of Minnesota at www.hummingbirdhelicopters.us.