2 thoughts on “Robinson R22 review drafted”

  1. Good article. Your stuff is fun to read. Much better than the blather that passes for flight tests in aviation magazines.So are there annunciators for low engine RPM and clutch disengagement? With the small margin of error that comes with the low inertia rotor system, what I would find particularly unnerving is not reacting properly (which can presumably be ingrained with enough training), but detecting the problem in the first place.
    With fixed-wing aircraft, how many people that have gotten into stall with a sharp wing drop or into a spin realized what was happening as it was happening?
    It took me a long time to be able to relate high-altitude stall practice to what actually happens in low-level maneuvering flight. It seems mind-numbingly difficult to get a C172 to stall intentionally. But I think it is significantly easier to blunder into a stall completely unintentionally when turning final.
    So, how easy is it to realize that your engine has seized or is producing very little power (carb ice on descent, for example)?

    Note: In the second sentence of the “Safety” section, you are missing the word “You.”

  2. Thanks for the kind words and correction, Rob. There is a big loud horn that goes off, along with a light, when the rotor spins down to 97% or so. You can actually fly the ship down to about 81% here at sea level. Below that and you become a lawn dart. Anyway, I think you’d have no trouble detecting an engine stoppage due to the profound silence from the back and the loud horn from the front.

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