Frank Robinson is the master of this his market segment and aims to provide his private clients with a machine that answers their needs a bit better than did the R44 which – by his own admission – had certain limitations. 

Performance and loading capacity were both issues that needed to be addressed, loading capacity being a key issue in the US and elsewhere.  The R44 tended to be used to carry two passengers and their baggage rather than the four passengers allowed for by the seating.  A fifth seat together with dedicated hold space is the key to getting the business of customers who would otherwise switch to a higher-spec model from a different manufacturer.  The R66 is likely to attract the attention of light commercial helicopter users, including tourist flights, or the parapublic sector.  These market sectors account for nearly a quarter of the potential customers, according to the manufacturer.  Other factors also come into play, including those affecting international trade and the realities of the limited availability of Avgas fuel in some areas and the fact that it is dearer then Jet A1 fuel (i.e., kerosene)

 It’s hard to avoid comparisons between the R66 and its famous little brother.  The cabin is 20 cm larger, the rotor diameter is the same but the blades are also longer.  The real novelty is the dedicated baggage hold under the engine compartment behind the seats.  Also significant are the nearly imperceptible vibration, a slight increase in speed and most impressively the performance ceiling was improved due to the choice of replacing the old piston engine with a turbine.

©C. Kermarrec

 A diesel piston engine in the new machine would have been ideal for Robinson but it was not to be, and two years of intensive research could not come up with anything suitable along these lines.  Even so his designer is not backward in coming forward about what a good choice the compact turbine RR300 Rolls-Royce turned out to be.  The technical specifications are taken straight from the RR250 which graced the Bell 206 machines, among others, under the Allison name.

 Rolls-Royce would like to eventually introduce a turbopropulsor model as well as the turbine that could be used in another helicopter – the Schweizer 434.  The race to market is as much about a compact design that would allow for a significant weight advantage to accommodate this kind of engine in the R66.  The R66 is still the first machine to use this turbine, which was certified in March 2008.  With the simultaneous launch of these products Rolls-Royce could easily secure orders for several hundred models over the next few years.  Going back to the 250 model:  there are presently over 16,000 turbines in use across the range.  Maintenance-wise the TBO (time before overhaul) is now at the 2,000 and 4,000 hours point – compare this with the older generation Allisons whose TBO was 1,750 and 3,500 hours.  One should nevertheless reserve judgment on the reliability of this compact turbine as it is more sensitive to heat stress than larger aircraft turbines. 

Lively competition

 The R66 comes onto a market that is undergoing seismic changes.  Priced at around $780,000 (according to estimates) it will be in direct competition with the R44.  The obvious question is whether or not the catalogue price of the R44 is likely to be reflected during actual transactions.  Whatever the case, the competition is more likely to be in the secondhand market rather than anywhere else, and it will be up against good value machines such as the well-equipped Raven II.  The economic crisis has spurred competitors to increase the attractiveness of their products on offer with a view to making them easier to sell.  The R66 is looking at the market for new machines and it is expected that it will improve the demand for new helicopters in general.  Competition is intense across the board – the EC120 is financially a real stretch, whereas there are hundreds of Bell 206 machines on the market as well as MD500s – the choice of most pilots, especially private ones.  It would be wise for Robinson to keep within his sights the new models on the market that are more competitive now, such as the Schweizer 434 from the Sikorsky group.  

The R66: still a balancing act

 The space freed up by the piston engine allows for the carriage in the hold of bulky items such as golf clubs which would be an attractive feature for the machine’s target market of private users.  The turbine’s reliability is as important as its sophistication.  What is gained on one hand is lost on the other but the piston motor produced by Robinson has demonstrated its longevity and adaptability.  For tourist flights the extra seat is a major plus.  The advantage is less obvious for military usage – the military use the R44 for training, but the R66 would enable them to train with a turbine engine which is a considerable advantage in itself.   The US army for example could consider abandoning its Jet Ranger and switching to the ‘Robinson turbine’.  The pilot’s point of view is another factor: the positioning of the gauges needs further thought such as the T4 on the smaller panel, keeping certain levers or buttons in the same position as the piston engine such as the fuel mixture button or even the famous T bar for cyclic pitch control.   

RH 66 Specifications, Available data : final details still to be confirmed

Dimensions :

 Total length : 11.66 m

Total height : 3.48 m

Total width : 2.34 m

Cabin width: 1.47 m

Rotor diameter: 10.06 m

Anti-torque rotor diameter:  1.52 m

Seats:  5

Engine :

Rolls-Royce Turbine RR300

Maximum power (at take-off): 270 ch

Maximum continuous power: 225 ch

Manufacturer

Robinson Helicopter Company

2901 Airport Drive Torrance, CA 90505 USA

www.robinsonheli.com