Stage 2 Prep-Flights

Flight #: 067, 068
CFI: Kristie H.
Aircraft: Robinson R22 Beta II
Cumulative Time: 80.1hrs

I'm circling the runway on my Private Pilot : Rotorcraft : Helicopter license... so close. I've been doing a few flight here and there to make sure I pass the FAA Check Ride. Mostly working on the "tough" maneuvers like [straight-in, hover, 180-turning] autorotations. Supposedly this is the point where everyone needs work.

No doubt, I can get safely to the ground in an engine failure condition... I just need to make them perfect. My issue now is keeping the nose level and not over-speeding the main rotor.

What is an over-speed, you ask? Well. The main rotor is rated up to a certain RPM. Go below the limit (a rotor RPM below 80% plus 1% per 1000ft of altitude) and your main rotor will stall out. Meaning that you will not have the ability to get it spinning again to generate lift. This happens, you check-out.

If you go above the limit, 104% you get in to over-speed territory. An over-speed introduces increased stress on the bearings, joints, bolts, connectors, blades, etc... and since the rotor is what keeps you in the sky, you need to be very conscious of any excess of stress.

As my dad always says... "Be good to your boat-oar, and it will be good to you." Which I've adapted to "Be good to your main rotor, and it will be good to you."

Anyway, there are really two types of rotor over-speeds. Minor and major. A minor over-speed would be a rotor RPM of 105% to 110%. This would require squawking the ship, and having it inspected by a licensed mechanic. Over 110%, you replace the blades, rotor hub, and send the engine back to Robinson for a full rebuild. BAD NEWS.

All that being said... if you are ever in a real emergency, have an engine failure at altitude and need to bring the ship in for an emergency landing... rotor RPM is really not a concern. If you get the helicopter to the ground, and you can walk away... success. An over-speed is not an issue.