Flight Training
We offer ab -initio training on the R44, R22 and Jet Ranger integrated with simulator training in our Elite S763 FNPT2 simulator.
As with the majority of schools, we use the Robinson R22
as the basic trainer as it has very low acquisition costs, however our unique combination of the R44 and simulator allows us to train PPL pilots with all the advantages of the R44 at a similar cost to training on just the R22.
When selecting what aircraft to use for your PPL training there a few things to bear in mind.
The R22 is a very light machine and
consequently very sensitive and twitchy. In the very early stages of
training this can be quite distracting for the student who can struggle
to differentiate aircraft movement due to turbulence from movements due
to their over-controlling of the machine. Also, its not that fast,
meaning more hours are used up on the navigation exercises, purely
because you travel at 80kts in a R22 and 110kts in a R44. For these
reasons it's quite rare for a student to get through the PPL(H) in 45
hrs. We estimate that 65-70hrs is typical in a R22 and 55-60 in a R44.
Secondly, the R22 has a very low inertia rotor system. What does that mean?
If
you are unfortunate enough to suffer an engine failure, which I should
stress is extremely rare in R22s and unheard of in R44s, the inertia
of the rotors keeps the helicopter flying until the pilot has had time
to take the corrective actions required to put the helicopter into a
glide.
In the R22, Robinson calculate that there is sufficient
inertia to allow the pilot just over a second to take the correct
action. This shouldn't cause an experienced pilot any problems, but a
low time student in the early stages of their solo exercises? Who
knows? We just think that the 4 or 5 seconds that an R44 will give you
sounds a lot better, and we're quite sure that low time PPL holders
have much greater confidence in the R44 and so are more likely to keep
flying after they have gained their qualification.
Another
factor is that we're all getting bigger (or is it just me?). With full
fuel a R22 can carry a further 320lbs or 22 stone to be split between
instructor and pilot, with a maximum individual seat limit of 240lbs.
I'm
sure this was fine in the seventies but now, in a lot of cases we need
to off load fuel to carry heavier people, and for a lot of the time the
helicopter is flying at its maximum allowable weight. This is actually quite a
good thing for training as it teaches the finesse required to fly
helicopters at the limit of their performance.
However,
students tend to get it wrong from time to time and that will leave
your instructor the option of either crashing or "overboosting" the
engine and transmission. This continual operating at and occasionally
beyond the aircraft limits results in accelerated wear and possibly
unseen damage. At best this results in high ongoing maintenance bills
and at worst drivetrain failures. The R44, being designed as a 110kt,
four place machine is barely ticking over on a typical 2 person 90kt
training flight and consequently has lower and more predictable
maintenance costs as well as the obvious safety factor of having plenty
of grunt in reserve.
The vast majority of R22 pilots
move straight on to the R44 and because of the extra comfort and speed
tend not to look back. So by training initially on the R44, you save
the cost of your conversion and have built up more experience on the
machine you're actually going to fly your family around in.
In summary, the hourly
cost of flight training in the R44 will be greater than with on an R22
but we're very confident that you will progress through your
training much faster, that you will find it more enjoyable and ultimately it
probably won't cost you much more.
