a pilot apos s guide to the schweizer 300c understanding the 300c rotorc
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a pilot apos s guide to the schweizer 300c understanding the 300c rotorcGroups Discussions Quotes Ask the Author This full-color guide gives an easy to understand account of all of the flight systems of the 300C helicopter along with pictures and related NTSB reports. It also dissects the Rotorcraft Flight Manual and gives an easy to understand explanation of weight and balance calculations as well as performance charts with practical examples. To see what your friends thought of this book,This book is not yet featured on Listopia.There are no discussion topics on this book yet. In other words only weeks before I was born, and that is nearly sixty years ago. That aircraft was the Hughes Model 269, and only by 9th April 1959 did the 269 actually receive certification. By mid-1963 about 20 aircraft were being by Hughes produced a month and by the spring of 1964, 314 of the 269's had been built. Hughes had very quickly successfully captured a large portion of the civilian helicopter marketwith an aircraft that would prove itself popular in agriculture, police work and light helicopter duties.That same year, the Hughes 269 set an endurance record of 101 hours. To set the record, two pilots took turns piloting the aircraft and hovered in ground-effect for fueling. To ensure no cheating, eggs were affixed to the bottom of the skid gear to register any record-ending landing.This new model introduced a more powerful 190 hp (140 kW) Lycoming HIO-360-D1A engine and increased diameter rotor, giving a payload increase of 45, plus overall performance improvements.It was this model that Schweizer began building the 300C under license from Hughes in 1983.After Schweizer acquired the FAA Type Certificate, the helicopter was known for a short time as the Schweizer-Hughes 300C and then simply, the Schweizer 300C. The basic design remained unchanged over the years. Then Schweizer was also purchased on August 26, 2004 by Sikorsky Aircraft, and hence the Hughes, Schweizer and Sikorski connections to the aircraft.http://www.konfil.pl/user_uploads/file/eaton-wiring-manual.xml
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The 300CBi also includes overspeed protection and automatic rotor engagement during start-up, as well as a low rotor RPM warning system. (wikipedia)Every release from the Robinson R22, Bell's 206 and 407 and the brilliant AS350 have compounded the quality of their aircraft into the X-Plane simulation consciousness, so any release from these talented people is always going to want you to know that the aircraft presented is not only going to be very good, is full of clever features and will fly perfectly like the real machine. And in all counts this S300CBi does all that and more.So this machine is certainly a small-scale helicopter in size, but huge in the scale of detailing.Control linkages even buried down in here in the guts of the thing all work as they should. You have two fuel tanks, a main on the left (195lbs) and a deletable auxiliary tank (195lbs) on the right.All links are animated and perfectly too. More clever stuff is in the rubber covers that move in shape to the linkage movement.There is a manual feature in that when the rotors are set at idle you can move them (slowly) with the mouse to get the correct tie-down of the rotor position, you do this from the top of the hub hook (arrowed)It is surprisingly roomy in here and the view out is exceptional. Seats are thin but the vinyl seating covers are just so realistic even in their shapes and light reflections. Headphones hanging on the center roof support can be used by clicking on them and the external sound goes down (slightly) with their usage. Slender collective sits between the seats for either pilot of co-pilot use.There is a green map light on the rear bulkhead that can be fully adjusted in all axis and is also very good.The spotlight is also fully adjustable to get the right lighting angle you require.Skid, Wheels and Floats.Both fuel tanks can be filled via pressing the fuel caps and use a gauge to set the tank amount.http://eeprinting.com/app/webroot/img/eaw-jfl210-manual.xmlThe different sizes of the exhaust options will change the sound source with:The Customize menu is the main selection point to adjust or change the features on the aircraft.DreamEngine 3d sounds is one of the best sound systems in X-Plane and you have full control of the different sound settings through the inbuilt menu.There is a full set of default views that is available through the menu, included views are: Pilot - Passenger (Co-Pilot) - Panel - Cyc. Frictions - Chase - Lateral - Tail Boom - Tail - Outside Angle - Outside Frontal - Preview.But in fact it was quite a well balanced and quite stable aircraft to fly.Power (Bat) and Alt switches on, make sure the mixture knob is in and turn the key and hold for a short while.Transition from vertical to forward movement was seemless but the aircraft is very light and you can gain height very quickly if you don't arrest it.The S300C does not come fitted with a governor, normally it's a unofficial kit that people install on the aircraft after purchase, so it is simulated here that the non-governed version when not fitted or if governor is disabled it does correctly simulate the correlator behavior which is a link between the collective and throttle to reduce pilot workload, when raising collective it will also increase throttle or vice-versa.But the wind factor is quite big on the aircraft as if you are flying with the doors off then if you stick you head out into the slipstream then the wind noise will get louder the faster you go, the wind noises are also tuned to give you the correct wind sounds that are generated by the shape of the open door and the angle of the wind. Noted as well is the factor if the doors are on or off the noise is higher or more slightly muted when closed.The tail at these very slow or positioning speed is quite easily lost as the power is converted to the rear thrust. Nothing here you can't handle of course but a little practise is needed to get the feel right. But overall you quickly love the feel and manoeuvrability of the machine and slow long turns soon become a favorite way of just changing direction.There is nothing here to be negative about as everything is pretty well covered.This problem has is old enough to have been fixed by now.I don't know about any other Dreamfoil products. A few seconds is ENOUGH. Not 30 or 45! I have to do an aircraft re-load from developer menu to get on with it. You don't have to kill me with a heart attack or stroke getting angry waiting to fly again. A fragile metal helicopter DOES NOT bounce. Maybe once or twice. Give me a break!Many X-Plane aircraft have silly crash scenes but Dreamfoil stuff is down right nauseating.But, if they use a forcre trim model similar to their Bell 407 and don't tone down the post-crash I will pass on spending any more money. I'll stick to the freeware Chinook, one of the best flying aircraft in X-Plane, helicopter or fixed-wing IMHO.The coming Chinook is actually by X-Trident and not Dreamfoil, but Dreamfoil has been very slow with the XP11 updates, which is unusual for them. On release the 300CBi was very good.Paste as plain text instead Display as a link instead Clear editor Upload or insert images from URL. You can power this remote-controlled model helicopter with gasoline (benzin) or electric propulsion. Hughes Helicopters is the creator of the man-carrying version and later licensed Schweizer Aircraft Corporation. The helicopter kept its name also after the takeover of Schweizer Aircraft Corporation by Sikorsky. For VARIO's 1000 Hughes 300 we recommend a main rotor speed of approx. 900 rpm. Electric drive sets from VARIO are already tuned to this head speed. Therefore, the Benzin mechanics is true-to-original. The benefit of a gasoline helicopter is a robust, easy-to-use engine for long flight times. The fuel is available at every petrol station (2-stroke mix). Kit Ord.No. 6032 contains the bulkheads for the gasoline mechanics. If the engine noise in flight does not disturb you, you will enjoy this classic drive system for model making. The blade slap noise sound of the rotor blades is more noticeable than with other types of propulsion and the result is a true-to-life impression in flight. For this electromechanical system we offer a drive set for 12S LiPos. The content is subject to alterations. This model has been used all over the world as a training platform since the late 1960’s. It was the primary trainer for US ARMY between 1969 and 1988 with over 60,000 pilots who completed their initial training on it. The Schweizer 300 is still a popular machine with countless operators around the world ranging from civil companies and flight schools to Law enforcement and military. The versitile and robust construction and forgiving flight characteristics has earned the model a very good reputation among pilots and operators worldwide. We at Rotor4you are proud to be able to offer training on the Schweizer 300C. SPECIFICATIONS SCHWEIZER 300C Empty weight: 515kg Max weight: 930Kg Max speed: 95 Knots Cruise speed: 85 Knots Endurance: 3.8 hours Seats: 3 (2 passengers) Fuel capacity: 186 liters. Later manufactured by Schweizer Aircraft, and currently produced by Schweizer RSG, the basic design has been in production for over 50 years. The single, three-bladed main rotor and piston-powered S300 is mostly used as a cost-effective platform for training and agriculture.The division began building the Model 269 in September 1955.With some design changes, deliveries of the Model 269A version began in 1961. By mid-1963 about 20 aircraft were being produced per month, and by the spring of 1964 314 had been built.That same year, the Hughes 269 set an endurance record of 101 hours. To set the record, two pilots took turns piloting the aircraft and hovered in ground-effect for fueling.After Schweizer acquired the FAA Type Certificate, the helicopter was known for a short time as the Schweizer-Hughes 300C and then simply, the Schweizer 300C. The basic design remained unchanged over the years, despite Schweizer making over 250 minor improvements.The new company, affiliated with Rotorcraft Services Group, will support the existing fleet and will start to build new aircraft at Meacham Airport in Fort Worth, Texas.Further developing the dynamic components to take greater advantage of the power of the turbine engine led to the development of the Schweizer S-333.It also has shock absorber-damped, skid-type landing gear. The flight controls are directly linked to the control surfaces of the helicopter so there are no hydraulics in the 269. There are generally two sets of controls, although this was optional on the civil 269A. For three-seat aircraft, the middle collective control stick is removable and a seat cushion can be put in its place for the third passenger. In the 300CB and 300CB i, the collective control can be repositioned to left-handed configuration for the Pilot In Command position (right seat).The larger rotor and engine gives it a 45 performance increase over previous 269-series models. Hughes and Schweizer both marketed the 269C as the Model 300C. The 300CB first flew on 28 May 1993, and was certified by the FAA in August 1995. The 300CB can be reconfigured from a two-seat cockpit to a three-seat configuration. While it is still suited for utility and special missions, this aircraft was designed for helicopter training. The 300CB i also includes overspeed protection and automatic rotor engagement during startup, as well as a low rotor RPM warning system. Retrieved 2009-07-05. Aerospace Publications Pty Ltd. p. 148. ISBN 1-875671-55-2. Aerospace Publications Pty Ltd. p. 190. ISBN 1-875671-58-7. Retrieved 20 April 2018. CS1 maint: archived copy as title ( link ) By using this site, you agree to the Terms of Use and Privacy Policy. It also dissects the Rotorcraft Flight Manual and gives an easy to understand explanation of weight and balance calculations as well as performance charts with practical examples. He has been a rotorcraft flight instructor since 2006. All Rights Reserved. Now, however, it appears the industry will be making do largely with the same flight training aircraft that it has been relying on for years. Only one new helicopter training model has entered the field in the past decade — to solid reviews in its native Europe and mixed reviews in the U.S. That’s the French-made Guimbal Cabri G2. It has averaged just over 22 aircraft delivered a year in its 10 years in business. Therefore it is unlikely to have a statistically significant impact on global helicopter pilot training capacity over the next decade — and then only if Guimbal can greatly increase its annual aircraft delivery rate. Meanwhile, two relatively ancient makers of training helicopters — Enstrom and Schweizer — remain stalled in their long, frustrating efforts to bring new or improved models to the training market. “The Schweizer 300s are great training machines,” said Dennis Pierce, owner of Colorado Heli-Ops in suburban Denver, where two Schweizer 300s, a design that began life in 1958 as a Hughes Helicopter product, technically remain part of the training fleet. Colorado Heli-Ops operates Robinson R22s and R44s, and a Schweizer S-300c. Photo courtesy of Colorado Helicopter-Ops Yet as good a flight trainer as the 300 design is, Pierce said it is hard to make money operating them because parts are hard to find and expensive. After Sikorsky’s acquisition of Schweizer in 2012, the manufacturer of larger military and civil helicopters chose not to prioritize the relatively small number of S-300s still being operated around the world. Eventually Sikorsky sold the model and its parts production line early this year to a startup in Fort Worth, Texas, called Schweizer RSG, a new company affiliated with Rotorcraft Services Group. Schweizer RSG promises to do a much better job of providing parts and field support to the Schweizer operator community and eventually even to restart production of new aircraft. But there’s been too little time since the sale to judge whether the company can live up to those promises. Meanwhile, Enstrom Helicopter has been trying to get its new light trainer, the TH180, to the market for four years. Enstrom is based in Michigan, but owned since 2013 by China’s Chongqing Helicopter Investment Corporation. The idea behind the TH180 seemed like a good one: replace the turbine in its pricier 480 with a piston engine to create a lower-priced trainer. Originally Enstrom targeted 2015 for the TH180’s U.S. certification. But continuing problems have led to serial delays. Most recently, after a change of top management, Enstrom said it now expects certification in late 2019. Meanwhile, big players Bell, Airbus Helicopters, Leonardo, Sikorsky and, to a lesser degree, MD Helicopters will continue to play, if at all, only at the upper fringes of the helicopter training market, namely turbine training. They’ll also be joined, slowly, in that niche over the next decade by the soon-to-be certified SH09 from Kopter, formerly Marenco Swisshelicopter. Airbus and MD will be sticking with existing light utility helicopters featuring single or small twin turbine power as their training market entries. Bell now is beginning to roll out its new, lighter, less costly to operate 505 Jet Ranger X model, but will continue to produce variants of the model 206 for the foreseeable future. North American Helicopter trains on the Guimbal Cabri G2. Photo courtesy of North American Helicopter The SH09 is single turbine, five- to eight-seater being marketed as a more spacious, more powerful competitor to similarly sized helicopters. Thanks to its modern design and much lighter composite materials, the SH09 is supposed to have significantly lower operating costs. Still, like its competitors, the SH09 will have a jet tucked in between the rotor and the cabin, meaning that piston-engine helicopters will continue to hold big advantages in purchase price, operating cost and training price — all key economic factors in the helicopter pilot training business. Those factors likely are the main reason Sikorsky really won’t even be competing seriously in the training helicopter market. Similarly, Leonardo has scrapped plans for competing in the shallow end of the pool. Earlier this year, the manufacturer said it no longer considers it a priority to introduce the AW009, a civil variant of the SW-4. Unveiled at Heli-Expo 2016, the 009 is a new light single turbine aircraft even smaller than the AW119. Leonardo said it has “frozen” the AW009’s development in place, but even if the market changes enough to warrant such a decision, restarting a dormant development project is easier said than done. Ultimately, it’s an aircraft’s hourly operation cost that drives the market for training helicopters. That does not mean helicopter operators no longer want pilots with turbine time, just that they no longer can wait several years for pilots to build up those expensive turbine hours. The growing pilot shortage is real. Studies suggest that globally between now and 2036, only one new pilot will enter the business for roughly every two who retire, migrate to the airlines for better career advancement opportunities or simply give up flying. As a result, many operators that used to restrict hiring to only those with significant turbine time now are happy to provide their own turbine transition training in order to speed new pilots into revenue-producing service. “I don’t know that any of the big operators like the PHIs or Eras will ever again be looking for many people who have taken 50 hours of light twin training,” North American’s Bailey said. “They no longer have that luxury.” “In reality, turbines are easier to fly than pistons,” Colorado Heli-Ops’ Pierce said. “You just have to learn how to start them. These days, if anybody is going to hire you to fly a turbine, they’ll train you themselves.” Colorado Heli-Ops trains on the Robinson R22. Photo courtesy of Robinson Helicopter Thus, as the result of pilot demand and limited new low-cost equipment coming to market, the global training helicopter market will continue to be dominated for many years by the one manufacturer that has been dominating it for more than two decades: Robinson Helicopter. The roomier R44 and R66 also appeal to flight schools because they can earn their keep flying tour missions, which means most of the revenue from training flights in them can fall to the bottom line. That explains why Colorado Heli-Ops is betting heavily on all three Robinson products for their primary training work. “They almost never stop flying for us,” Pierce said. “We’ve got a really busy school, but our Robinsons just go and go and go. And the most important thing you can say about Robinson as a company is that they answer the phone whenever you call. Whenever you need a part, they have it, and they ship it immediately.” Still, Robinson won’t be the only game in town. Various training niches, though small, can still be effectively and profitably served with other aircraft, provided flight schools properly finance, market and manage those aircraft and services. “The light turbine will always have a place in the training world,” Bailey said, though he cautioned unmanned aircraft systems would compete with that market as they take over observation roles for power lines, for instance. “Today light turbine helicopters do more of that kind of work than training work. So as they lose observation work to UAVs, it’ll be harder for operators to keep them around just for training. Military Insider What is Truth. Coming Up Coming Up What lies ahead for our December 2018 issue. Ad Index. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. You can use this service to share yourYou can upload up to 100 GB files, for free! You can use this service to share your creations. This could indicate an expired SSL certificate or a certificate that does not include the requested domain name. Please contact your hosting provider to ensure that an up-to-date and valid SSL certificate issued by a Certificate Authority is configured for this domain name on the origin server. Additional troubleshooting information here. This 2012 Civic Si met a similarly cool reception from enthusiasts. In a world quickly proliferating with turbocharged hot hatchbacks, the Civic Si's naturally aspirated engine suddenly began to seem outclassed. As they had done in 2003, Honda fans once again faced down a lowered redline—now just 7000 rpm. In fact, the new model featured the torquiest engine ever fitted to a Civic Si, with 170 lb-ft on tap from 4400 rpm. Peak horsepower rose by just 4 ponies to 201. Performance improved, however, with the trip to 60 taking just 6.3 seconds in our first test. The Civic Si sedan was a part of the lineup from the beginning this time around. Well, Honda brought out a revamped sedan and coupe in record time just one year later for 2013. The Si variants needed to wait another year beyond that, however, to receive the updates. While mechanically not much was changed, the new Civic Si did get mildly tweaked styling front and rear—and the sedan got a big wing. Notice a similarity between the refreshed Si's wheel design... and that of the 2015 Volkswagen GTI? Perhaps more polarizing than their new look was the switch from a naturally aspirated four-banger to the badge's first-ever turbocharged mill. Despite breaking from tradition in the engine department and abandoning its signature VTEC character, the rest of the Si recipe was both familiar and remarkably better than before, especially in terms of handling. While the Si's turbocharged 1.5-liter inline-four lacked the high-revving personality of its predecessors and produced the same 205 horsepower as the NA 2.0-liter four that it replaced, the turbo helped summon all those horses 1300 rpm sooner at 5700 rpm, and its extra 18 pound-feet of torque (192 total) arrived 2300 rpm earlier at 2100 rpm. Likewise, all that torque was accessible over a much wider powerband.Additionally, Honda made them more rigid than before and widened their track for improved stability. Compared with the regular Civic, the Si siblings featured a helical limited-slip differential, larger front and rear brakes, and a sportier suspension setup. The latter included two-mode adaptive dampers with stiffer springs as well as stiffer anti-roll bars and bushings. What the first turbocharged Si lost in aural excitement it gained in handling acumen. Here, the chassis is the star of the show, and, surprisingly, its incredibly roll-resistant body control didn't affect its ride quality, which was also impressively pliant.Inside, it featured unique appointments such as aluminum pedals and carbon-fiber-esque trim. A set of one-piece sports seats with firmer bolsters, red stitching, and Si logos in the seatbacks were also exclusive and standard. Honda announced that 2020 would be the last year that it would build any two-door Civic. The company also said that the Si badge would take some time off after this model year in preparation for the forthcoming 11th generation of Civic. You may be able to find more information about this and similar content at piano.io. The Honda Civic CRX is one of our favorite cars, but we're never sure how to categorize it. With comfortable accommodations for two, low cost, and superior fuel economy, it's an outstanding commuter car. But with its sporty two-seat design, excellent performance, and nimble handling, it can also be viewed as the reincarnation of the low-priced sports car. For the 1985 model year, American Honda has tipped the balance decisively in the sporty direction by importing a new version of its two-seater, the CRX 1.5Si. The Si is equipped with several features that CRXs for the Japanese and European markets have enjoyed for more than a year. Honda engineers have fitted their own electronic fuel-injection system and a new tuned-runner intake manifold to the existing all-aluminum 1.5-liter engine. An associated change is the deletion of the CVCC prechambers with their tiny intake valves; the fuel injection offers no easy means of providing the richer mixture burned in the prechambers. Modern three-way catalysts and feedback fuel-air-ratio controls, however, have made the CVCC system largely unnecessary for emissions-control purposes. Sources at Honda tell us that this engine was delayed for America to ensure its durability and reliability. Whereas those aspects of the engine will only be proved in time, the new motor's energetic output is immediately apparent. Power has increased from 76 hp at 6000 rpm to 91 hp at 5500 rpm, and torque is up from 84 pound-feet at 3500 rpm to 93 pound-feet at 4500 rpm. To bolster performance further, the Si's final-drive ratio is 4 percent lower. The zero-to-60-mph sprint is covered in just 9.1 seconds, compared with 10.4 seconds for a standard 1984 1.5-liter CRX. In the standing quarter-mile, the Si stops the clock in 16.4 seconds at 81 mph, compared with 17.4 seconds at 77 mph. The margin widens further at higher speeds as the injected car attains 100 mph in 36.3 seconds, about eighteen seconds quicker than a standard CRX, and its top speed jumps from 103 to 112 mph. At the same time, the injected motor is every bit as smooth and torquey as the standard one and is much easier to start and operate in cold weather. The added thrust makes the CRX even more of a blast on winding roads than it was before. Although the injected car comes with the same sport suspension and wheel and tire sizes as the other 1.5-liter CRXs, the 20 percent power boost makes it easier to exploit its capable handling. Entry and exit speeds in corners can be closer to the car's limits, and the extra power allows the handling balance to be adjusted with the throttle over a broader speed range than before. Even on the steep uphill stretches, it had plenty of power. The sure-footed chassis was unflustered by the varied switchbacks and occasional slippery sections. The chassis is so well balanced, in fact, that it could benefit from larger or stickier tires, which would improve its middling 0.75-g lateral grip. Such a change should be accompanied by more supportive seats, because the existing buckets are already marginal for hard driving. Although the tires and the seats are unchanged, the CRX 1.5Si is equipped with several features that, like the injected engine, were previously withheld from the American market. One is a unique power sunroof. Unlike a conventional sunroof, which slides backward between a roof s inner and outer panels, the Si's moves upward and then backward over the roof, taking a smaller bite out of headroom and allowing a much larger panel than would be possible with a conventional design. Otherwise, the Si has the same excellent layout and features as other CRXs. Honda should have no trouble selling the 18,000 units it intends to import in 1985. Perhaps such success will encourage Honda to continue in this vein and import the CRX DOHC Si, which has recently been introduced in Japan. Its 1.6-liter engine, four valves per cylinder, and 135 JIS horsepower would leave no doubt in anyone's mind that the CRX is a sports car, not a mere commutermobile. You may be able to find more information about this and similar content at piano.io. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. It was replaced by the Honda CR-X del Sol for the 1992 model year.Redesigned in 1988 and produced to 1991, the CRX was popular for its performance, nimble handling, and good fuel economy. Honda's 1992 CRX del Sol was marketed as a CR-X in some markets.In North America, the CRX was marketed in two versions: economy and sport.