r22 Pilot Manuel Poh Full Book

R22
PILOT'S
OPERATING
HANDBOOK
AND FAA APPROVED
ROTORCRAFT FLIGHT MANUAL
RTR 061
FAA APPROVED IN NORMAL CATEGORY BASED ON FAR 27
AND FAR 21. THIS HANDBOOK INCLUDES THE MATERIAL
REQUIRED TO BE FURNISHED TO THE PILOT BY FAR 27 AND
FAR 21 AND MUST BE CARRIED IN THE HELICOPTER AT ALL
TIMES.
HELICOPTER SERIAL NO. ______ _
HELICOPTER REGISTRATION NO. ______ _
SECTIONS2,3,4AND5
FAA APPROVED
CHIEF, FLIGHT TEST SECTION
ENGINEERING AND MANUFACTURING BRANCH
FEDERAL AVIATION ADMINISTRATION , WESTERN REGION
DATE:
,
ROBINSON HELICOPTER CO.
TORRANCE, CALIFORNIA
CLASS A
SUBSCRIPTION SERVICE
If you wish to receive future changes to R22 Pilots Operating
Handbook and copies of future Safety Notices, send a check
or money order for $15 USD to:
ROBINSON HELICOPTER COMPANY
2901 Airport Drive
Torrance, CA 90505
You will receive all future changes to the Handbook and
future Safety Notices for a period of one year.
Note: The date stamped below reflects the most recent
revision in this Handbook. Please refer to www.robinsonheli.
com for date of most recent revision. If outdated, the most
recent revision is available for an additional charge of $15
USD.
Please print your name, address and telephone number
below and return this page together with your U.S. check or
money order.
Name:
Complete Address:
Phone:
E-mail:
INTENTIONALLY BLANK
ROBINSON
R22 SERIES LOG OF PAGES
ii
Cover
Log of Pages
Section 2
Limitations
Section 3
Emergency
Procedures
Section 4
Normal
Procedures
Section 5
Performance
Section 9
Supplements
LOG OF PAGES APPROVED BY FAA
TYPE CERTIFICATE NO. H10WE
Page
No.
Approval
Date
i
ii
16 Mar 79
21 Feb 14
2-i
2-1
2-2
2-3
2-4
2-5
2-6
2-7
23 Dec 09
26 Jun 12
1 Jul 05
1 Jul 05
1 Jul 05
1 Jul 05
23 Dec 09
15 Feb 13
3-i
3-1
3-2
3-3
3-4
3-5
21 Feb 14
21 Feb 14
21 Feb 14
6 Jul 95
21 Feb 14
6 Jul 95
4-i
4-1
4-2
4-3
4-4
4-5
4-6
4-7
21 Feb 14
21 Feb 14
21 Feb 14
20 Apr 07
15 Feb 13
26 Jun 12
21 Feb 14
21 Feb 14
5-i
5-1
5-2
5-3
5-4
5-5
5-6
23 Feb 04
23 Feb 04
16 Mar 79
16 Mar 79
15 Sep 87
13 Oct 00
13 Oct 00
9-i 21 Feb 14
Page
No.
Approval
Date
2-8
2-9
2-10
2-11
2-12
2-13
2-14
2-15
1 Jul 05
1 Jul 05
13 Oct 00
13 Oct 00
15 Feb 13
15 Feb 13
15 Feb 13
23 Dec 09
3-6
3-7
3-8
3-9
3-10
3-11
23 Feb 04
13 Oct 00
13 Oct 00
15 Feb 13
21 Feb 14
23 Dec 09
4-8
4-9
4-10
4-11
4-12
4-13
4-14
4-15
26 Jun 12
23 Feb 04
26 Jun 12
26 Jun 12
26 Jun 12
21 Feb 14
26 Jun 12
26 Jun 12
5-7
5-8
5-9
5-10
5-11
5-12
13 Oct 00
13 Oct 00
23 Feb 04
23 Feb 04
23 Feb 04
23 Feb 04
Approved By:
Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration, LAACO
Transport Airplane Directorate
Date of Approval:
ROBINSON
R22 SERIES LOG OF PAGES
REVISED: 21 FEB 2014 iii
LOG OF PAGES
NOT REQUIRING FAA APPROVAL
Section 1
General
Section 6
Weight and
Balance
Section 7
Systems
Description
Section 8
Handling and
Maintenance
Section 10
Safety Tips
Page
No.
Revision
Date
1-i
1-1
1-2
1-3
1-4
26 Jun 12
26 Jun 12
26 Jun 12
6 Jul 95
6 Jul 95
6-i
6-1
6-2
6-3
6-4
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
7-i
7-1
7-2
7-3
7-4
7-5
7-6
7-7
7-8
7-9
7-10
7-11
7-12
7-13
7-14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
8-i
8-1
8-2
8-3
8-4
8-5
8-6
23 Feb 04
23 Feb 04
23 Feb 04
23 Feb 04
23 Feb 04
23 Feb 04
23 Dec 09
10-i
10-1
10-2
26 Jun 12
6 Jul 95
6 Jul 95
Page
No.
Revision
Date
1-5
1-6
1-7
1-8
23 Dec 09
23 Dec 09
23 Dec 09
13 Oct 00
6-5
6-6
6-7
6-8
21 Feb 14
21 Feb 14
21 Feb 14
23 Feb 04
7-15
7-16
7-17
7-18
7-19
7-20
7-21
7-22
7-23
7-24
7-25
7-26
7-27
7-28
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
21 Feb 14
8-7
8-8
8-9
8-10
8-11
8-12
23 Feb 04
23 Feb 04
23 Feb 04
23 Feb 04
23 Feb 04
23 Feb 04
10-3
10-4
23 Dec 09
3 Jul 13
ROBINSON
R22 SERIES
SECTION 2
LIMITATIONS
FAA APPROVED: 15 FEB 2013 2-7
KINDS OF OPERATION LIMITATIONS
VFR day is approved.
VFR operation at night is permitted only when landing,
navigation, instrument, and anti-collision lights are opera-
tional. 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.
FUEL LIMITATIONS
APPROVED FUEL GRADES
80/87 grade aviation fuel
O-320-A2B and -A2C engines only (Standard R22)
All engines
100LL grade aviation fuel
All engines
O-320-B2C and O-360-J2A engines (HP, Alpha, Beta,
and Beta II)
FUEL CAPACITY
Total Capacity
US gallons (liters)
Usable Capacity
US gallons (liters)
Tanks with bladders:
Main tank 18.3 (69) 16.9 (64)
Auxiliary tank 9.7 (37) 9.4 (36)
Combined capacity 28.0 (106) 26.3 (100)
Tanks without bladders:
Main tank 19.8 (75) 19.2 (73)
Auxiliary tank 10.9 (41) 10.5 (40)
Combined capacity 30.7 (116) 29.7 (112)
ROBINSON
R22 SERIES
SECTION 2
LIMITATIONS
PLACARDS (contd)
Near main fuel tank filler cap:
Standard R22 (O-320-A2B or -A2C Engine)
FUEL
80/87 MIN GRADE AVIATION GASOLINE
All other R22s (O-320-B2C or O-360-J2A Engine)
FUEL
100 OCT MIN GRADE AVIATION GASOLINE
or
FUEL
Near aux fuel tank filler cap:
AUX FUEL
100 OCT MIN GRADE AVIATION GASOLINE
or
AUX FUEL
ROBINSON
R22 SERIES
SECTION 2
LIMITATIONS
PLACARDS (contd)
Near shut-off valve:
FUEL
ON OFF
Near main tank fuel gage:
For bladder-style tank
16.9 US GAL
For aluminum (non-bladder) tank
19.2 US GAL
Near aux tank fuel gage:
For bladder-style tank
AUX 9.4 US GAL
For aluminum (non-bladder) tank
AUX 10.5 US GAL
In clear view of both occupants:
NO SMOKING
In clear view of pilot (Alpha, Beta, and Beta II with aft
battery installations):
MINIMUM SOLO PILOT WEIGHT 130 LB
(135 LB WITH FULL AUX FUEL)
In clear view of pilot:
THIS ROTORCRAFT APPROVED FOR
DAY AND NIGHT VFR OPERATIONS
ROBINSON
R22 SERIES
SECTION 2
LIMITATIONS
PLACARDS (contd)
On left-hand cyclic:
SOLO FROM RIGHT SEAT ONLY
In clear view of pilot:
LOW-G PUSHOVERS PROHIBITED
Inside each baggage compartment:
CAUTION
DO NOT EXCEED ANY OF THE FOLLOWING:
COMPARTMENT CAPACITY: 50 LB MAX
COMBINED SEAT PLUS COMPARTMENT: 240 LB MAX
ROTORCRAFT GROSS WEIGHT LIMIT
SEE ROTORCRAFT FLIGHT MANUAL FOR ADDITIONAL
INSTRUCTIONS
On carburetor air temperature gage:
CAUTION
BELOW 18 IN. MP, IGNORE GAGE
& APPLY FULL CARB HEAT
Near heater push-pull control when heater is installed:
IN CASE OF ENGINE FIRE
PUSH HEATER CONTROL TO OFF
FAA APPROVED: 21 FEB 2014 3-i
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 Feet and 500 Feet AGL . . . . . 3-2
Power Failure Below 8 Feet AGL . . . . . . . . . . . . . . . . . . 3-3
Maximum Glide Distance 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 on Ground . . . . . . . . . . . . . . . . 3-6
Fire in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Electrical Fire in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Tachometer Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Governor Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Warning/Caution Lights . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Low RPM Horn & Caution Light . . . . . . . . . . . . . . . . . . . 3-10
Information per FAA AD 95-26-04 . . . . . . . . . . . . . . . . 3-11
ROBINSON
R22 SERIES
SECTION 3
SECTION 3
DEFINITIONS
Land Immediately - Land on the nearest clear area where
a safe normal landing can be performed. Be prepared to
enter autorotation during approach, if required.
Land as soon as practical - Landing site is at pilots
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 oil pressure light,
or decreasing engine RPM. A drive system failure may
be indicated by an unusual noise or vibration, nose right
or left yaw, or decreasing rotor RPM while engine RPM is
increasing.
In case of power failure, immediately lower collective to
enter autorotation.
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.
ROBINSON
R22 SERIES
SECTION 3
POWER FAILURE ABOVE 500 FEET AGL
1. Lower collective immediately to maintain rotor RPM.
2. Establish a steady glide at approximately 65 KIAS. (For
maximum glide distance, see page 3-3.)
3. Adjust collective to keep RPM between 97 and 110%
or apply full down collective if light weight prevents
attaining above 97%.
4. Select landing spot and, if altitude permits, maneuver
so landing will be into wind.
5. A restart may be attempted at pilots 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 97 and 110%
or apply full down collective if light weight prevents
attaining above 97%.
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.
ROBINSON
R22 SERIES
SECTION 3
ROBINSON
R22 SERIES
SECTION 3
EMERGENCY WATER LANDING POWER OFF
1. Follow same procedures as for power failure over land
until contacting water. If time permits, unlatch doors
prior to water contact.
2. Apply lateral cyclic when aircraft contacts water to stop
rotors.
3. Release seat belt and quickly clear aircraft when rotors
stop.
EMERGENCY WATER LANDING POWER ON
1. Descend to hover above water.
2. Unlatch doors.
3. Passenger exit aircraft.
4. Fly to safe distance from passenger to avoid possible
injury by rotors.
5. Switch battery and alternator OFF.
6. Roll throttle off into overtravel spring.
7. Keep aircraft level and apply full collective as aircraft
contacts water.
8. Apply lateral cyclic to stop rotors.
9. Release seat belt and quickly clear aircraft when rotors
stop.
ROBINSON
R22 SERIES
SECTION 3
WARNING/CAUTION LIGHTS (contd)
LOW
FUEL
Indicates approximately one gallon of usable
fuel remaining for all-aluminum fuel tanks or 1.5
gallons for bladder-style tanks. The engine will
run out of fuel after approximately five minutes
at cruise power for aircraft with all-aluminum
tanks or ten minutes with bladder-style tanks.
CAUTION
Do not use low fuel caution light as
a working indication of fuel quantity.
CLUTCH Indicates clutch actuator circuit is on, either
engaging or disengaging clutch. When switch
is in the ENGAGE position, light stays on until
belts are properly tensioned. Never take off
before light goes out.
NOTE
Clutch light may come on momentarily
during run-up or during flight to
retension belts as they warm-up and
stretch slightly. This is normal. If,
however, the light flickers or comes
on in flight and does not go out within
10 seconds, pull CLUTCH circuit
breaker and land as soon as practical.
Reduce power and land immediately
if there are other indications of drive
system failure (be prepared to enter
autorotation). Inspect drive system
for a possible malfunction.
ALT Indicates low voltage and possible alternator
failure. Turn off nonessential electrical equipment
and switch ALT off and back on after one
second to reset overvoltage relay. If light stays
on, land as soon as practical. Continued flight
without functioning alternator can result in loss of
electronic tachometer, producing a hazardous flight
condition.
WARNING/CAUTION LIGHTS (contd)
BRAKE Indicates rotor brake is engaged. Release
immediately in flight or before starting
engine.
STARTER-ON Indicates starter motor is engaged. If light
does not go out when ignition switch is
released from start position, immediately
pull mixture off and turn battery switch
off. Have starter motor serviced.
GOV-OFF Indicates engine RPM throttle governor is
off.
CARBON
MONOXIDE
(if installed)
Indicates elevated levels of carbon
monoxide (CO) in cabin. Shut off heater
and open nose and door vents. If hovering,
land or transition to forward flight. If
symptoms of CO poisoning (headache,
drowsiness, dizziness) accompany light,
land immediately.
FULL
THROTTLE
(if installed)
Indicates engine near full throttle. The
governor will be ineffective because it
cannot increase throttle to maintain RPM.
Lower collective as required to extinguish
light.
LOW RPM HORN & CAUTION LIGHT
A horn and an illuminated caution light indicate that
rotor RPM may be below safe limits. To restore RPM,
immediately roll throttle on, lower collective and, in
forward flight, apply aft cyclic. The horn and caution light
are disabled when collective is full down.
ROBINSON
R22 SERIES
SECTION 3
SECTION 4
NORMAL PROCEDURES
CONTENTS
Page
Recommended Airspeeds . . . . . . . . . . . . . . . . . . . . . . . 4-1
Daily or Preflight Checks . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Starting Engine and Run-Up . . . . . . . . . . . . . . . . . . . . . . 4-7
Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Doors-Off Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Practice Autorotation - Power Recovery . . . . . . . . . . . . 4-9
Practice Autorotation - With Ground Contact . . . . . . . . . 4-10
Use of Carburetor Heat . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Use of Carb Heat Assist . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Noise Abatement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Information per FAA AD 95-26-04 . . . . . . . . . . . . . . . . 4-15
ROBINSON
R22 SERIES
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
RECOMMENDED AIRSPEEDS
Takeoff and Climb 60 KIAS
Maximum Rate of Climb (V
Y
) 53 KIAS
Maximum Range 83 KIAS*
Landing Approach 60 KIAS
Autorotation 65 KIAS*
* Certain conditions may require lower airspeeds. See
placard on page 2-11.
DAILY OR PREFLIGHT CHECKS
Remove all covers and tiedowns. Remove even small
accumulations of frost, ice, or snow, especially from rotor
blades. Check maintenance records to verify aircraft is
airworthy.
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 Telatemps show 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.
ROBINSON
R22 SERIES
SECTION 4
NORMAL PROCEDURES
DAILY OR PREFLIGHT CHECKS (contd)
1. Cowl Door
Battery switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Oil pressure and alternator lights . . . . . . . . . . . . . . . . ON
Warning light test switches . . . . . . . . . . . . . Push to test
Fuel quantity . . . . . . . . . . . . . . . . . . . . . . . Check gages
Battery switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Aux fuel tank quantity . . . . . . . . . . . . . . . . . . . . . Check
Fuel filler cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tight
Aux fuel tank . . . . . . . . . . . . . . . . . . . . . . . . . . No leaks
Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No leaks
Fuel tank sump drain(s) . . . . . . . . . . . . . . . . . . . Sample
Gearbox oil . . . . . . . . . . . . . . . . . . . . . . . . Full, no leaks
Rotor brake . . . . . . . . . . . . . . . . . . . . Actuation normal
Flex coupling . . . . . . . . . . . . . . . . No cracks, nuts tight
Yoke flanges . . . . . . . . . . . . . . . . . . . . . . . . . No cracks
Gearbox Telatemp . . . . . . . . . . . . . . . . . . . . . . . Normal
Sprag clutch . . . . . . . . . . . . . . . . . . . . . . . . . . No leaks
Static source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clear
Control rod ends . . . . . . . . . . . . Free without looseness
Steel tube frame . . . . . . . . . . . . . . . . . . . . . . No cracks
All fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tight
Tail rotor control . . . . . . . . . . . . . . . . . . No interference
Cowl door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Latched
2. Engine Right Side
Carb air ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . Secure
Carb heat scoop . . . . . . . . . . . . . . . . . . . . . . . . . Secure
Engine sheet metal . . . . . . . . . . . . . . . . . . . . . No cracks
Electrical terminals . . . . . . . . . . . . . . . . . . . . . . . . Tight
Fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No leaks
Oil cooler door . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Oil lines . . . . . . . . . . . . . . . . . . . . . . No leaks or chafing
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . No cracks
Engine general condition . . . . . . . . . . . . . . . . . . . Check
V-belt condition . . . . . . . . . . . . . . . . . . . . . . . . . . Check
V-belt slack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Sprag clutch . . . . . . . . . . . . . . . . . . . . . . . . . . No leaks
Upper bearing . . . . . . . . . . . . . . . . . . . . . . . . . No leaks
Telatemp - upper bearing . . . . . . . . . . . . . . . . . . Normal
ROBINSON
R22 SERIES
SECTION 4
NORMAL PROCEDURES
ROBINSON
R22 SERIES
SECTION 4
NORMAL PROCEDURES
7. Engine Left Side
Engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6 qt
Oil filter (if installed) . . . . . . . . . . . . . . . Secure, no leaks
Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No leaks
Gascolator drain . . . . . . . . . . . . . . . . . . . . . . . . Sample
Throttle linkage . . . . . . . . . . . . . . . . . . . . . . . . Operable
Battery and relay (if located there) . . . . . . . . . . . Secure
Alternator belt tension . . . . . . . . . . . . . . . . . . . . . Check
Steel tube frame . . . . . . . . . . . . . . . . . . . . . . No cracks
Engine sheet metal . . . . . . . . . . . . . . . . . . . . . No cracks
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . No cracks
Engine general condition . . . . . . . . . . . . . . . . . . . Check
8. Main Fuel Tank
Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Filler cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tight
Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
Sump drain (non-bladder tank) . . . . . . . . . . . . . . Sample
9. Main Rotor
CAUTION
Do not pull rotor blades down as
damage may occur. To lower one
blade, push opposite blade up.
Blades . . . . . . . . . . . . . . . . Clean and no damage/cracks
CAUTION
Verify erosion on lower surface of
blades has not exposed skin-to-spar
bond line. Reference Rotor Systems
description in Section 7.
Pitch change boots . . . . . . . . . . . . . . . . . . . . . No leaks
Main hinge bolts . . . . . . . . . . . . . . . Cotter pins installed
All rod ends . . . . . . . . . . . . . . . . Free without looseness
Pitch link jam nuts . . . . . . . . . . . . . . . . . . . . . . . . . Tight
Pitch link safety wire . . . . . . . . . . . . . . . . . . . . . Secure
All fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tight
Swashplate scissors . . . . . . . . . No excessive looseness
CAUTION
When flying solo, fill left baggage compartment
to capacity before using right compartment.
Avoid placing objects in compartments which
could injure occupant if seat collapses during
a hard landing.
CAUTION
Shorter pilots may require cushion to obtain
full travel of all controls. Verify aft cyclic
travel is not restricted.
BEFORE STARTING ENGINE
Seat belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fastened
Fuel shut-off valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Cyclic/collective friction . . . . . . . . . . . . . . . . . . . . . . . . OFF
Cyclic, collective, pedals . . . . . . . . . . . . . . . Full travel free
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full travel free
Collective . . . . . . . . . . . . . . . . . . . . . Full down, friction ON
Cyclic . . . . . . . . . . . . . . . . . . . . . . . . . . Neutral, friction ON
Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Neutral
Rotor brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disengaged
Circuit breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In
Carb heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full rich
Mixture guard* . . . . . . . . . . . . . . . . . . . . . . . . . . . Installed
Primer (if installed) . . . . . . . . . . . . . . . . . . Down and locked
Landing lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Avionics switch (if installed) . . . . . . . . . . . . . . . . . . . . . OFF
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disengaged
Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
Governor switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
* Mixture guard is not used on aircraft with vernier mixture
control on console face.
ROBINSON
R22 SERIES
SECTION 4
NORMAL PROCEDURES
STARTING ENGINE AND RUN-UP
Throttle twists for priming . . . . . . . . . . . . . . . . As required
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed
Battery, strobe switches . . . . . . . . . . . . . . . . . . . . . . . . ON
Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clear
Ignition switch . . . . . . . . . . . . . . . . . . . . . . Start, then Both
Starter-On light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Out
Set engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . 50 to 60%
Clutch switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engaged
Blades turning . . . . . . . . . . . . . . . . . . . Less than 5 seconds
Alternator switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Oil pressure within 30 seconds . . . . . . . . . 25 psi minimum
Avionics, headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Wait for clutch light out . . . . . . . . . . . . . Circuit breakers in
Warm-up RPM . . . . . . . . . . . . . . . . . . . . . . . . . . 70 to 75%
Engine gages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Green
Mag drop at 75% RPM . . . . . . . . . . . 7% max in 2 seconds
Carb heat . . . . . . . . . . . . . . . CAT rise/drop, set as required
Sprag clutch check . . . . . . . . . . . . . . . . . . . . . Needles split
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . Closed and latched
Limit MAP chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Cyclic/collective friction . . . . . . . . . . . . . . . . . . . . . . . . OFF
Governor On, increase throttle . . . . . . . . . . RPM 102-104%
Warning lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Out
Lift collective slightly, reduce RPM . . . . . Horn/light at 97%
CAUTION
Avoid continuous operation at rotor speed of
60 to 70% to minimize tail resonance.
CAUTION
On slippery surfaces, be prepared to counter
nose-right rotation with left pedal as governor
increases RPM.
ROBINSON
R22 SERIES
SECTION 4
NORMAL PROCEDURES
SHUTDOWN PROCEDURE
Collective down, RPM 70-75% . . . . . . . . . . . . . Friction ON
Cyclic and pedals neutral . . . . . . . . . . . . . . . . . Friction ON
CHT drop . . . . . . . . . . . . . . . . . . . . . . . . . . Throttle closed
Clutch switch . . . . . . . . . . . . . . . . . . . . . . . . . . . Disengage
Wait 30 seconds . . . . . . . . . . . . . . . . . . . . . . . Mixture OFF
Mixture guard . . . . . . . . . . . . . . . . . . . . . . Back on mixture
Wait 30 seconds . . . . . . . . . . . . . . . . . . . Apply rotor brake
Clutch light . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extinguishes
Avionics, alt, battery, and ignition 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.
ROBINSON
R22 SERIES
SECTION 4
NORMAL PROCEDURES
SECTION 6
WEIGHT AND BALANCE
CONTENTS
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . 6-2
Loading Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
REVISED: 21 FEB 2014 6-i
ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
GENERAL
The helicopter must be flown only within weight and
balance limits specified in Section 2. Loadings outside
these limits can result in insufficient control travel for safe
operation.
The center of gravity may be adjusted by adding removable
ballast (any appropriate item of mass) to an under-seat
baggage compartment. Recalculate weight and balance
after adding ballast, and verify ballast meets baggage
compartment limits given in Section 2.
Loaded helicopter weight and balance can be determined
using the method given under LOADING INSTRUCTIONS.
In accordance with FAA procedures, the detail weight
and balance data of this section are not subject to
FAA approval. The loading instructions of this section,
however, have been approved by the FAA as satisfying all
requirements for instructions on loading of the rotorcraft
within approved limits of weight and center of gravity and
on maintaining the loading within such limits.
CAUTION
Fuel burn causes CG to move forward during
flight. Always determine safe loading with empty
fuel as well as with takeoff fuel. Payload may be
limited by forward CG as fuel is burned.
ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
REVISED: 21 FEB 2014 6-1
WEIGHT AND BALANCE RECORD
The following form should be used to maintain a continuous
record of your helicopters weight and balance. Each time
an item of equipment is removed or installed, an entry
must be made and the new empty CG determined. The
original factory weight and balance and an equipment list
is supplied with each helicopter on a form which is inserted
at the end of this section. This weight and balance provides
the first entry in the Weight and Balance Record form.
NOTE
Calculated CG with full fuel and 135 lb pilot (130
lb pilot without auxiliary fuel tank) must be within
CG limits. Following modification, adjustment
to fixed nose ballast may be required. See R22
Maintenance Manual.
ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
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ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
WEIGHT AND BALANCE RECORD (contd)
LOADING INSTRUCTIONS
The following table may be used when calculating loaded
helicopter weight and CG position.
COMMON ITEM WEIGHT & CG
Item
Weight
(lb)
Longitudinal
arm (in.)
Lateral arm (in.)
(+ = right side)
Pilot and baggage
under right seat
78.0* +10.7
Passenger and
baggage under
left seat
78.0* 9.3
Main fuel** 108.6 11.0
Aux fuel** 103.8 +11.2
Doors 5.2 each 77.5 21.0
Removable cyclic 0.8 68.0 8.0
Removable
collective
1.0 80.7 19.5
Removable pedals
(both pedals)
0.8 46.5 9.5
* Use 79.0 in. for aircraft prior to S/N 0256 with early-style
seats. If additional backrest cushion is used, subtract thickness
of compressed cushion.
** A longitudinal arm of 106.9 in. may be used for combined
main and aux fuel.
ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
LOADING INSTRUCTIONS (contd)
The following sample calculation demonstrates how to
determine loaded helicopter weight and center of gravity.
A worksheet is provided on the page following the sample
calculation for a weight and balance calculation for your
helicopter. These may be compared with the CG limits
given in Section 2 to determine safe loading. Both takeoff
and empty fuel conditions must be within limits.
Lateral CG usually falls well within limits for conventional
loadings. If an unusual lateral installation or loading occurs,
lateral CG should be checked against the CG limits given
in Section 2. The lateral reference datum is the aircraft
centerline with items to the right positive and items to the
left negative.
ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
SAMPLE LOADING CALCULATION
Item
Weight
(lb)
Location Moment
Long.
Arm
(in.)
Lat. Arm
(in.)
+= Right
Side
Long.
(in.-lb)
Lat.
(in.-lb)
Basic empty weight 880 104.0 0.1 91,520 88
Remove right door 5.2 77.5 21.0 403 109
Remove left door 77.5 21.0
Remove cyclic 68.0 8.0
Remove collective 80.7 19.5
Remove pedals (both) 46.5 9.5
Right seat pilot and baggage 170 78.0 10.7 13,260 1819
Left seat passenger and baggage 160 78.0 9.3 12,480 1488
Zero usable fuel weight and CG* 1204.8 97.0 0.1 116,857 134
Usable main fuel at 6 lb/gal. 101.4 108.6 11.0 11,012 1115
Usable aux fuel at 6 lb/gal. 56.4 103.8 11.2 5854 632
Takeoff Gross Weight and CG* 1362.6 98.1 0.3 133,723 349
* CG location (arm) for loaded helicopter is determined by dividing total moment by
total weight.
ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
ROBINSON
R22 SERIES
SECTION 6
WEIGHT AND BALANCE
LOADING CALCULATION WORKSHEET
Item
Weight
(lb)
Location Moment
Long.
Arm
(in.)
Lat. Arm
(in.)
+= Right
Side
Long.
(in.-lb)
Lat.
(in.-lb)
Basic empty weight
Remove right door 77.5 21.0
Remove left door 77.5 21.0
Remove cyclic 68.0 8.0
Remove collective 80.7 19.5
Remove pedals (both) 46.5 9.5
Right seat pilot and baggage 78.0 10.7
Left seat passenger and baggage 78.0 9.3
Zero usable fuel weight and CG*
Usable main fuel at 6 lb/gal. 108.6** 11.0
Usable aux fuel at 6 lb/gal. 103.8** 11.2
Takeoff Gross Weight and CG*
* CG location (arm) for loaded helicopter is determined by dividing total moment by
total weight.
** A longitudinal arm of 106.9 in. may be used for combined main and aux fuel. Do not
use combined main and aux fuel if calculating lateral arm.
REVISED: 21 FEB 2014 7-i
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
SECTION 7
SYSTEMS DESCRIPTION
CONTENTS
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Rotor Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Removable Flight Controls . . . . . . . . . . . . . . . . . . . . . . . 7-5
RPM Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Control Trim and Friction . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Clutch Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Audio System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Optional Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Pitot-Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Dual Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Warning and Caution Lights . . . . . . . . . . . . . . . . . . . . . . 7-23
Cabin Heating and Ventilation . . . . . . . . . . . . . . . . . . . . 7-24
Seats, Belts, and Baggage . . . . . . . . . . . . . . . . . . . . . . . 7-25
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Engine Primer System (Optional) . . . . . . . . . . . . . . . . . . 7-26
Carbon Monoxide Detector . . . . . . . . . . . . . . . . . . . . . . 7-27
Emergency Locator Transmitter (Optional) . . . . . . . . . . . 7-28
SECTION 7
SYSTEMS DESCRIPTION
GENERAL
The R22 is a two-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 primary loads.
Fiberglass and thermoplastics are used in the secondary
cabin structure, engine cooling shrouds, and various other
ducts and fairings. The cabin doors are also constructed
of fiberglass and thermoplastics.
A right-side cowl door provides access to the main gearbox
and drive system. Additional access to controls and other
components for maintenance is provided by removable
panels and cowlings.
Stainless steel firewalls are located forward of and above
the engine.
Both cabin doors may be removed and installed by
maintenance personnel or pilots. To remove a door,
remove cotter pins in upper and lower hinges, then open
and lift door off. To install doors, use reverse procedure.
Adjust weight and balance as required when removing and
installing doors.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
ROBINSON
R22 SERIES
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 self-
lubricated bearings. Droop stops for the main rotor blades
provide a teeter hinge friction restraint which normally
prevents the rotor from teetering while stopping or starting.
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. The 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 or have self-lubricated liners. The tail rotor
blades are constructed with aluminum skins and root
fittings. Maintaining the paint finish will reduce corrosion
and erosion.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
DRIVE SYSTEM
A vee-belt sheave is bolted directly to the engine output
shaft. Vee-belts transmit power to the upper sheave
which has an overrunning clutch contained in its hub. The
inner shaft of the clutch transmits power forward to the
main rotor and aft to the tail rotor. Flexible couplings are
located at the main gearbox input and at each end of the
long tail rotor drive shaft.
The main gearbox contains a single-stage spiral-bevel gear
set which is splash lubricated. A cooling duct under the
box is connected to the top of the engine shroud. The
main gearbox is supported by four rubber mounts.
The long tail rotor drive shaft has no support bearings
but has a lightly-loaded damper bearing. The tail gearbox
contains a single 90 splash-lubricated spiral-bevel gear set.
POWERPLANT
One Lycoming four-cylinder, horizontally-opposed, over-
head-valve, air-cooled, carbureted engine with a wet sump
oil system powers the helicopter. The engine is equipped
with a starter, alternator, shielded ignition, two magnetos,
muffler, oil cooler, and induction air filter. See Sections 1
and 2 for powerplant specifications and limitations.
A direct-drive, squirrel-cage fan mounted to the engine
output shaft supplies cooling air to the cylinders and oil
cooler via a fiberglass and aluminum shroud.
Induction air enters through an inlet on the right side of
the fuselage and passes through a flexible duct to the
carburetor air box. A hot air scoop supplies heated air to
the air box. A sliding valve controlled by the pilot allows
either cool or warm air to flow into the box, through the air
filter, and up into the carburetor.
The pilot should read and adhere to procedures recom-
mended in the Lycoming Operators Manual to obtain max-
imum engine life and efficiency.
ROBINSON
R22 SERIES
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 pilots 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.
Collective operation is conventional. The engine throttle
is correlated to collective inputs through a mechanical
linkage. When the collective is raised, the throttle is
opened and when the collective is lowered, the throttle is
closed. The collective stick also incorporates a twist grip
throttle control which is described in the Engine Controls
section.
CAUTION
Above 4000 feet, throttle-collective correla-
tion and governor are less effective. There-
fore, power changes should be slow and
smooth.
CAUTION
At high power settings above 4000 feet, the
throttle is frequently wide open and RPM
must be controlled with collective.
ROBINSON
R22 SERIES
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. 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
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.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
RPM GOVERNOR
The governor maintains engine RPM by sensing changes
and applying corrective throttle inputs through a friction
clutch which can be easily overridden by the pilot. The
governor is active only above 80% engine RPM and can be
switched on or off using the toggle switch on the end of
the right seat collective.
The governor is designed to assist in controlling RPM under
normal conditions. It may not prevent over- or under-speed
conditions generated by aggressive flight maneuvers.
CAUTION
When operating at high density altitudes,
governor response rate may be too slow to
prevent overspeed during gusts, pull-ups, or
when lowering collective.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
CONTROL TRIM AND FRICTION
Balancing trim springs are incorporated in the cyclic and
collective controls. The collective-up spring balances the
rotor loads, allowing the pilot to remove his left hand from
the collective during most flight regimes. The longitudinal
cyclic has a fixed bungee spring which cancels most
longitudinal stick forces during cruise flight.
The lateral cyclic is equipped with an on-off trim spring
to cancel the left stick force which occurs during high
speed flight. The spring is actuated by a push-pull knob
located just forward of the cyclic stick. For S/N 550 and
subsequent, fine adjustment of the trim force is controlled
by the knob located on the left side of the console.
CAUTION
If mixture control is inadvertently pulled in
flight, engine stoppage will result. To avoid
pulling wrong control, always reach around
left side of cyclic center post to actuate
lateral trim.
Cyclic and collective controls are equipped with adjustable
friction devices. A toggle type lever is located near the
aft end of the pilots collective stick. It is actuated aft to
increase friction and forward to release it.
The cyclic friction knob is located left of the cyclic center
post. Turning the knob clockwise applies friction to both
longitudinal and lateral cyclic. Cyclic friction is normally
applied only on the ground.
The pedals actuate push-pull controls connected directly
to the tail rotor pitch control and do not incorporate any
trim spring or friction devices.
CAUTION
Control friction must be used with caution
if applied during flight to avoid inadvertent
locking of a control.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
ENGINE CONTROLS
A twist-grip throttle control is located on each collective
stick. The controls are interconnected and actuate the
throttle valve through a mechanical linkage. The engine
throttle is also correlated to collective inputs through a
mechanical linkage. When the collective is raised, the
throttle is opened and when the collective is lowered, the
throttle is closed.
The electronic engine governor makes minor throttle
adjustments by rotating the twist grip to maintain RPM
within power-on limits. Manual manipulation of the twist
grip is not typically required except during start up, shut
down, autorotation practice, and emergencies.
An overtravel spring located in the throttle linkage allows
the pilot to roll throttle off beyond the idle stop prior to a
ground contact (run-on) autorotation landing. This prevents
the throttle from opening when the collective is raised.
Correct throttle linkage adjustment may be verified during
preflight by rolling the twist-grip through the overtravel
spring and holding against the hard idle stop. The
carburetor throttle arm should just barely start to move
when the collective is raised full up.
Other engine controls include a mixture control located
forward and to the right of the cyclic center post and a
carburetor heat control located to the right and aft of the
cyclic. R22s with O-360 engines are equipped with Carb
Heat Assist which is described in Section 4.
CAUTION
In-flight leaning with mixture control is not
recommended. If mixture is leaned on the
ground at high altitude, be sure it is pushed
back in before descending to lower altitude.
Otherwise, engine may quit.
NOTE
On some aircraft, the mixture control is
located on the console face. The mixture
guard is not used with this mixture control.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
CLUTCH ACTUATOR
After the engine is started, it is coupled to the rotor drive
system through vee-belts which are tensioned by raising
the upper drive sheave. An electric actuator, located
between the drive sheaves, raises the upper sheave when
the pilot engages the clutch switch. The actuator senses
compressive load (belt tension) and switches off when
the vee-belts are properly tensioned. The clutch caution
light illuminates whenever the actuator circuit is energized,
either engaging, disengaging, or retensioning the belts.
The light stays on until the belts are properly tensioned or
completely disengaged.
Belt slack during engine start should be adjusted such
that blades begin turning within five seconds of clutch
engagement. Excessive slack may cause belts to jump out
of sheave grooves during start. Periodic readjustment by a
mechanic may be required as belts wear in service.
A fuse located on or near the test switch panel prevents an
actuator motor overload from tripping the circuit breaker
and turning off the caution light prematurely.
CAUTION
Never take off while clutch caution light is on.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
FUEL SYSTEM
The fuel system is gravity-flow (no fuel pumps) and
includes a main tank, an optional auxiliary tank, a shutoff
valve control located behind the left seat, and a strainer
(gascolator). Fuel tanks on later aircraft have flexible
bladders in aluminum enclosures while earlier aircraft use
all-aluminum tanks. Fuel tank air vents are located inside
the mast fairing.
Plunger-style drain valves are provided for the gascolator
and for each fuel tank sump. The gascolator is located
on the lower left side of the firewall. The drain valves for
the auxiliary tank and bladder-style main tank are located
inside the cowl door below the auxiliary tank. Plastic tubes
attached to the valves allow fuel to be drained overboard.
Fuel samples are taken by pushing on the plunger(s). For
all-aluminum main tanks, the drain is located on the left side
of the fuselage and is opened by pushing in on the plastic
tube. Fuel should be sampled from all three locations prior
to the first flight of the day and after refueling to verify no
contamination and correct grade.
The fuel gages are electrically operated by float-type
transmitters in the tanks. When the gages read E the
tanks are empty except for a small quantity of unusable
fuel. The low fuel caution light is actuated by a separate
electric sender located on the bottom of the main tank.
The auxiliary tank is interconnected with the main tank and
is located somewhat higher so it will become empty first
while fuel still remains in the main tank. The fuel shutoff
valve controls flow from both tanks to the engine.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
A 14-volt DC electrical system which includes an alternator
and a sealed lead-acid battery is standard. The battery is
located either in the engine compartment or beneath the
instrument console.
The circuit breaker panel is on the ledge just forward of
the left seat. Breakers are marked to indicate function and
amperage and are of the push-to-reset type.
The battery switch controls the battery relay which
disconnects the battery from the electrical system. A wire
protected by a fuse near the battery bypasses the battery
relay to allow both tachometers and the clock to continue
to receive battery power with the battery switch off.
The alternator control unit protects the electrical system
from overvoltage conditions. The ammeter indicates
current to the battery ( indicates discharge). An ALT
caution light or ammeter discharge indication in flight
indicates low voltage and possible alternator failure. Turn
off nonessential electrical equipment and switch alternator
off then back on after one second to reset alternator
control unit. If ALT light stays on or ammeter still indicates
discharge, land as soon as practical.
CAUTION
Continued flight without functioning alterna-
tor can result in loss of power to tachom-
eters, producing a hazardous flight condition.
NOTE
Except for emergency procedures, do not
operate alternator with battery switched off.
The battery helps protect electrical equip-
ment from voltage spikes.
Later aircraft have an avionics master switch which controls
power to the avionics bus. This allows all avionics to be
switched on and off by a single switch.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
R22 STANDARD & HP
ELECTRICAL SYSTEM (contd)
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
ALPHA, BETA, & EARLIER BETA II
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
LATER BETA II
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
CIRCUIT BREAKER PANEL TYPICAL (EARLIER AIRCRAFT)
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
CIRCUIT BREAKER PANEL TYPICAL (LATER AIRCRAFT)
ROBINSON
R22 SERIES
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. Post and internal lights (earlier
aircraft) or a light at the top of the windshield (later aircraft)
illuminate the instruments. Instrument 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. The map light may be used for emergency lighting
of the instrument panel.
Two landing lights are installed in the nose at different
vertical angles to increase the lighted area. One landing
light switch controls both lights and is located on the cyclic
center post.
NOTE
Landing lights operate only when clutch
actuator switch is in the engage position.
INSTRUMENT PANEL
Standard primary instruments include an airspeed indicator,
engine and rotor dual tachometer, altimeter, manifold
pressure gage, and magnetic compass. Engine gages
include an ammeter, oil pressure, oil temperature, cylinder
head temperature, and fuel quantity for main and aux (if
installed) tanks. Also standard are a clock, a carburetor
air temperature gage, and a digital outside air temperature
gage. An hourmeter actuated by engine oil pressure is
located on the ledge just forward of the pilots seat.
Views of typical instrument panels are given on the
previous pages. Pilots should familiarize themselves with
panel layout and equipment installations for each specific
aircraft that they fly.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
1. VERTICAL SPEED INDICATOR 20. CARB AIR TEMP OR CLOCK
2. OPTIONAL INSTRUMENT 21. ENGINE INSTRUMENTS
3. AIRSPEED INDICATOR 22. PANEL LIGHTS DIMMER
4. ENGINE AND ROTOR TACHS 23. ROTOR BRAKE LIGHT
5. ALTIMETER 24. NAVIGATION LIGHTS SWITCH
6. OPTIONAL INSTRUMENT 25. STROBE LIGHT SWITCH
7. MANIFOLD PRESSURE GAGE 26. CLUTCH ACTUATOR SWITCH
8. CLUTCH ACTUATOR LIGHT 27. ALTERNATOR SWITCH
9. M.R. GEARBOX TEMP LIGHT 28. BATTERY SWITCH
10. M.R. GEARBOX CHIP LIGHT 29. IGNITION SWITCH
11. CARBON MONOXIDE LIGHT 30. INTERCOM
12. STARTER-ON LIGHT 31. OUTSIDE AIR TEMP/VOLTMETER
13. T.R. GEARBOX CHIP LIGHT 32. CABIN AIR
14. LOW FUEL LIGHT 33. CYCLIC FRICTION
15. LOW RPM LIGHT 34. CYCLIC RIGHT TRIM
16. ALT LOW VOLTAGE LIGHT 35. MIXTURE CONTROL
17. OIL PRESSURE LIGHT 36. ELT SWITCH (OPTIONAL)
18. GOVERNOR-OFF LIGHT 37. CARBURETOR HEAT
19. CLOCK OR CARB AIR TEMP
INSTRUMENT PANEL TYPICAL (EARLIER AIRCRAFT)
(Exact panel configuration may vary with optional equipment and
date of helicopter manufacture.)
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
OPTIONAL INSTRUMENT PANEL (EARLIER AIRCRAFT)
1. ENGINE AND ROTOR TACHS 22. OIL PRESSURE LIGHT
2. AIRSPEED INDICATOR 23. ROTOR BRAKE LIGHT
3. ARTIFICIAL HORIZON 24. CARBURETOR AIR TEMP
4. ALTIMETER 25. CLOCK
5. MANIFOLD PRESSURE GAGE 26. ENGINE INSTRUMENTS
6. TURN COORDINATOR 27. PANEL LIGHTS DIMMER
7. HSI 28. NAVIGATION LIGHTS SWITCH
8. VERTICAL SPEED INDICATOR 29. STROBE LIGHT SWITCH
9. OPTIONAL INSTRUMENT 30. CLUTCH ACTUATOR SWITCH
10. OPTIONAL INSTRUMENT 31. ALTERNATOR SWITCH
11. M.R. GEARBOX TEMP LIGHT 32. BATTERY SWITCH
12. MARKER BEACON 33. IGNITION SWITCH
13. T.R. GEARBOX CHIP LIGHT 34. INTERCOM
14. M.R. GEARBOX CHIP LIGHT 35. OUTSIDE AIR TEMP
15. STARTER-ON LIGHT 36. CABIN AIR
16. LOW RPM LIGHT 37. CYCLIC FRICTION
17. LOW FUEL LIGHT 38. CYCLIC RIGHT TRIM
18. CARBON MONOXIDE LIGHT 39. MIXTURE CONTROL
19. CLUTCH ACTUATOR LIGHT 40. ELT SWITCH (OPTIONAL)
20. GOVERNOR-OFF LIGHT 41. HSI SLAVE CONTROL
21. ALT LOW VOLTAGE LIGHT 42. CARBURETOR HEAT
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
1. VERTICAL SPEED INDICATOR 21. ROTOR BRAKE LIGHT
2. AIRSPEED INDICATOR 22. IGNITION SWITCH
3. ENGINE AND ROTOR TACHS 23. PILOTS SIDE CONSOLE (OPTL)
4. OPTIONAL INSTRUMENT 24. ENGINE INSTRUMENTS
5. ALTIMETER 25. INTERCOM
6. MANIFOLD PRESSURE GAGE 26. CARBURETOR AIR TEMP
7. CLUTCH ACTUATOR SWITCH 27. OUTSIDE AIR TEMP/VOLTMETER
8. CLOCK 28. PANEL LIGHTS DIMMER
9. CLUTCH ACTUATOR LIGHT 29. NAVIGATION LIGHTS SWITCH
10. M.R. GEARBOX TEMP LIGHT 30. ANTI-COLLISION LIGHT SWITCH
11. M.R. GEARBOX CHIP LIGHT 31. AVIONICS MASTER SWITCH
12. CARBON MONOXIDE LIGHT 32. ALTERNATOR SWITCH
13. STARTER-ON LIGHT 33. BATTERY SWITCH
14. T.R. GEARBOX CHIP LIGHT 34. CABIN AIR
15. LOW FUEL LIGHT 35. AVIONICS STACK
16. LOW RPM LIGHT 36. CYCLIC RIGHT TRIM
17. ALT LOW VOLTAGE LIGHT 37. CYCLIC FRICTION
18. OIL PRESSURE LIGHT 38. ELT SWITCH (OPTIONAL)
19. GOVERNOR-OFF LIGHT 39. MIXTURE CONTROL
20. FULL THROTTLE LIGHT 40. CARBURETOR HEAT
INSTRUMENT PANEL TYPICAL (LATER AIRCRAFT)
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
AUDIO SYSTEM
A voice-activated intercom/audio system is standard and
is controlled by a small control panel above the avionics
stack. The ICS volume knob controls intercom volume but
does not affect radio volume. The VOX squelch knob is
used to set the threshold volume at which the intercom is
activated. When the VOX knob is turned fully clockwise,
keying is required to activate the intercom. Later intercom
systems include a music input jack located on the circuit
breaker panel. This input is muted when the intercom is
active, when transmitting, and during reception of radio
signals.
Headset jacks are located in the ceiling near each seat. The
cyclic grips are equipped with either transmit and intercom
buttons or trigger-style intercom/transmit switches. For
the trigger-style switch, the first detent activates the
intercom and the second detent transmits. An additional
foot-activated intercom button is located on the left-hand
floor.
Earlier R22s are equipped with an intercom system that
operates in either push-to-talk (PTT) or hot mic modes. A
toggle switch to the left of the cyclic center post is used
to change modes. In PTT mode, the intercom is activated
using the intercom buttons.
Audio control panels from several manufacturers are offered
as options in place of the standard intercom system. Pilots
should consult the manufacturers operating instructions if
an audio panel is installed.
OPTIONAL AVIONICS
A wide range of optional avionics are available for
the R22. 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.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
PITOT-STATIC SYSTEM
The pitot-static system supplies air pressure to operate the
airspeed indicator, altimeter, and vertical speed indicator.
The pitot tube is located on the front edge of the mast
fairing. The static source is located inside the aft cowling
inboard of the cowl door hinge.
Water can be drained from pitot-static lines by removing
the plastic drain plugs which are accessible through the
inspection panel on the underside of the cabin. Draining
lines should only be required if the airspeed indicator or
altimeter appears erratic.
Pitot and static sources should be inspected frequently for
bugs or other obstructions.
DUAL TACHOMETER
An electronic engine and rotor dual tachometer is standard.
Engine tachometer signal is provided by magneto breaker
points. Rotor tachometer signal is provided by two
magnetic senders at the main gearbox drive yoke. Each
tachometer is on a separate circuit with its own circuit
breaker. With battery and alternator switches off, the
tachometers continue to receive power from the battery
through a bypass circuit as long as the clutch actuator
switch is in the engage position.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
WARNING AND CAUTION LIGHTS
Warning and caution lights include clutch, main gearbox
over-temperature, main and tail gearbox chip, starter
on (later aircraft), low fuel, low RPM, alternator, low oil
pressure, rotor brake, carbon monoxide (aircraft with cabin
heater), and full throttle (later aircraft). The clutch light
indicates that the clutch actuator is operating. The low
RPM light and horn indicate rotor RPM at 97% or below.
The low oil pressure and low fuel lights are actuated by
sensors in those systems and are independent of the
gage indicators. The alternator light warns of a possible
alternator failure. The governor-off light indicates the
governor is switched off.
The main and tail gearbox chip detectors are magnetic
devices located in the drain plug of each gearbox. When
metallic particles are drawn to the magnets they close
an electrical circuit, illuminating the caution light. Metal
particles may be caused by a failing bearing or gear, thus
giving warning of impending gearbox failure. The main
gearbox over-temp light is actuated by a temperature
switch located near the input pinion.
The carbon monoxide light is actuated by a sensor above
the pilots heater outlet and indicates elevated cabin carbon
monoxide levels.
The full throttle light is activated by a switch in the throttle
linkage and indicates that the engine is near full throttle.
ROBINSON
R22 SERIES
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. On earlier aircraft, pushing in on the
knob will seal and lock the door vents closed. On later
aircraft, a rotating knob is provided to lock the vents. 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
cabin air knob on the console face. Air from the nose
inlet is directed along inside surface of the windshield for
defogging as well as for ventilation.
A cabin heater is optional. It consists of an electric blower
on the left side of the engine compartment, a muffler
heat shroud, a control valve at the firewall, an outlet grille
forward of the pilots seat or forward of the tail rotor
pedals, and interconnecting ducting. The blower switch
and valve control are located on the ledge forward of the
pilots seat. The switch turns the blower on and the push-
pull control actuates the valve which directs heat either
into the cabin or out an overboard discharge on the cabin
underside.
NOTE
To prolong muffler life, have the heater
shroud removed during warm seasons when
heater will not be used.
CAUTION
In case of an in-flight engine fire, heater
control should be pushed off to seal cabin
area from engine compartment.
ISSUED: 21 FEB 2014 7-25
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
SEATS, BELTS, AND BAGGAGE
The seats are not adjustable but 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 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.
A baggage compartment is located under each seat. Seat
cushions hinge forward for access.
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 34 inches
(24 inches for R22 Standard or HP) of the ground when
the helicopter is sitting empty on level pavement requires
crosstube replacement.
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).
ISSUED: 21 FEB 2014 7-26
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
ROTOR BRAKE
If installed, 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 above and behind the pilots left
shoulder. To stop the rotor, use the following procedure:
1. After pulling mixture off, wait at least 30 seconds.
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.
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
30 seconds after engine stops or using a force
which stops rotor in less than 20 seconds
may damage brake shoes.
ENGINE PRIMER SYSTEM (OPTIONAL)
The primer is used to improve engine cold starting. The
primer pump is located in front of the right seat near the
hourmeter. Engine priming is performed as follows:
1. Unlock pump handle and pump as required for priming
(normally two to three strokes). Pull handle up slowly
to allow time for fuel to fill pump.
2. After priming, push handle full down and lock.
ISSUED: 21 FEB 2014 7-27
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
CARBON MONOXIDE DETECTOR
The carbon monoxide (CO) detector, if installed, indicates
elevated cabin CO levels. CO is an odorless, toxic gas
present in engine exhaust which causes headaches,
drowsiness, and possible loss of consciousness. CO levels
may become elevated due to an exhaust leak or exhaust
recirculation during prolonged hovering.
The CO detector system consists of a sensor above
the pilots heater outlet and a caution light. A system
check (light flashes twice) is performed each time power
is switched on. A sensor malfunction is indicated by a
continuing flash every four seconds.
If the caution light illuminates, shut off heater and open
nose and door vents as required to ventilate the cabin. If
hovering, land or transition to forward flight. If symptoms
of CO poisoning (headache, drowsiness, dizziness)
accompany caution light, land immediately. Have exhaust
system inspected before next flight.
Many chemicals can damage the CO sensor. Avoid use
of solvents, detergents, or aerosol sprays near the sensor.
Temporarily tape off openings in top and bottom of sensor
housing when cleaning cabin interior.
ISSUED: 21 FEB 2014 7-28
ROBINSON
R22 SERIES
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 aft, upper cowl door. The remote
switch/annunciator is located left of the cyclic stick.
The ELT is operated by a switch on the transmitter and a
remote switch in the cockpit. The transmitter switch has
been secured in the AUTO or 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 also be in the AUTO or
ARMED (middle) position for flight. With both switches
set to AUTO/ARM, 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 RESET position
of the remote switch to stop transmission and reset the
unit. The red indicator will extinguish when unit is reset.
NOTE
Earlier aircraft may have ELT installations
without remote switch.
For more detailed instructions on ELT operation,
maintenance, and required tests, refer to manufacturers
instructions supplied with the unit.
ROBINSON
R22 SERIES
SECTION 7
SYSTEMS DESCRIPTION
SECTION 9
SUPPLEMENTS
OPTIONAL EQUIPMENT SUPPLEMENTS
Information contained in the following supplements applies
only when the related equipment is installed.
CONTENTS
Page
Police Version . . . . . . . . . . . . . . . . . . . . . . 9-3.1
Mariner/Mariner II . . . . . . . . . . . . . . . . . . . 9-4.1
ADS-B Equipment . . . . . . . . . . . . . . . . . . . 9-9.1
Supplements 1, 2, 5, 6, 7, and 8 are obsolete.
NON-U.S. SUPPLEMENTS
The following supplements contain additional information
required by certain countries:
Brazilian Supplement
CIS Supplement
ROBINSON
R22 SERIES
SECTION 9
ADS-B EQUIPMENT SUPPLEMENT
9-9.1
FAA APPROVED
R22 PILOTS OPERATING HANDBOOK
This supplement must be included in the FAA-approved
Pilots Operating Handbook when ADS-B equipment is
installed.
The information contained herein supplements or supersedes
. t n e m e l p p u s s i h t n i d e t s i l s a e r a e s o h t n i y l n o l a u n a m c i s a b e h t
For limitations, procedures, and performance information
not contained in this supplement, consult the basic Pilots
Operating Handbook.
APPROVED BY:
Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration, LAACO
Transport Airplane Directorate
DATE:
Page
No.
Date
9-9.1
9-9.2*
21 Feb 14
21 Feb 14
Page
No.
Date
9-9.3
9-9.4*
21 Feb 14
21 Feb 14
LOG OF PAGES
*Manufacturers data, not FAA approved.
ISSUED: 21 FEB 2014 9-9.2
SECTION 1: GENERAL
INTRODUCTION
This supplement contains the changes and additional
data applicable when Automatic Dependent Surveillance-
Broadcast (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 R22 ADS-B Out installation has
been shown to meet the requirements of 14 CFR
91.227.
NOTE
The R22 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.
The 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.
Only ADS-B Out is available on the R22.
ROBINSON
R22 SERIES
SECTION 9
FAA APPROVED: 21 FEB 2014 9-9.3
ROBINSON
R22 SERIES
SECTION 9
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 GPS and transponder must be
powered and in normal operating modes for proper
system function.
The R22 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
manufacturers documentation) and by a no ADS-B
indication on the transponder screen.
SECTION 5: PERFORMANCE No change.
SECTION 6: WEIGHT AND BALANCE No change.
SECTION 7: SYSTEM DESCRIPTION
ADS-B SYSTEM
The ADS-B Out system consists of a GPS receiver
connected to the transponder which broadcasts the
aircrafts 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 pre-
programmed 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.
SECTION 8: HANDLING, SERVICING AND MAINTENANCE
No change.
ISSUED: 21 FEB 2014 9-9.4
ROBINSON
R22 SERIES
SECTION 9
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 Robinson Helicopter Company 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
ROBINSON
R22 SERIES
SECTION 10
SAFETY TIPS
REVISED: 3 JUL 2013 10-4
Safety Notice SN-32
Issued: March 1998 Revised: May 2013
HIGH WINDS OR TURBULENCE
A pilots 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
1 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. Fire-
retardant 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 pilots 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.

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