|Tech -Tool Plastics of Fort Worth, Texas make a range of doors to fit directly to any R22 using the original factory hinge mountings. Pilot / Passenger comfort and visiblity is greatly enhanced when the doors are fitted. Comfort is assisted by the improved window shape ( 3 1/2" more shoulder and elbow room each side) whilst draughts are minimised by the four - point locking mechanism. Visiblility is improved by increased window area which (unlike the standard fitment) reaches from the top of the door frame right to the bottom edge. Full vision is then afforded.|
A Photographic version can be supplied, allowing pictures to be shot through a sliding portion of the window. Comfort and practicality is again improved during photographic missions.
There are NO speed penalties or restrictions whilst any door option is fitted and windows may be supplied either clear or tinted. Windows are easliy changed should they become damaged as rivets are not used to fit the window into the door frame. Improved venting may be added as an option. Doors may be supplied in pairs or individually. Existing (factory) hinge mountings are utilised, avoiding costly adaptation / conversion. This also means that the orginal doors may still be fitted to the aircraft. All of Tech - Tool Plastics products are fully FAA / STC / CAA approved.
To visit Tech-Tool Plastics own website click this link - Visit Tech -Tool Plastics Website
|This conversion replaces the teetering cyclic bar that the R22 is fitted with as standard. During training it makes things a little easier for instructor and student as the grip is always in the correct position for both. A further benefit is the adjustablility of grip position, it may be moved back and forth by a simple 'turn to unlock and turn back to lock' arrangement. The final position can be much more comfortable and more representative of the cyclic fitted to most other Helicopters.|
|The system still relies on the lower part of the original centre cyclic stick. It has a weight penalty as it is heavier overall. It is also relatively expensive to purchase and have fitted. However, R22 owners and instructors that use them tend to 'stick' with them (terrible pun!) and seem reluctant to go back to the teetering arrangement. If you have become accustomed to the teetering bar It can be little strange to fly with the 'conventional' system for the first five minutes or so, but you soon get used to it and find it natural to use.|
|The slingload hook fitted to an R22. It is positioned directly below the C of G both laterally and longitudinally so any load carried does not affect balancing. Any load will, of course, affect all up weight. Hook release operation is always checked before any load is attached. The load strop is released from the hook by an electric solenoid arrangement. This is actuated by a button on the front facing side of the P1 cyclic grip. A 'fail safe' cable operated release is also provided. The cable can be seen going to the hook mechanism, as can the wiring for solenoid operation. Another mechanical release is provided for ground crew (the loader/driver) to use. This provides additional safety precaution as the strop may be manually be released by ground crew should the hook's release mechanism fail electrically.|
|The picture on the right shows a remote oil filter kit fitted to a Schweizer 300 CB. The filter is so much easier to change that the job may be completed in minutes. An automotive type 'screw on' cartridge filter is employed, providing a simple, efficient and cost effective solution.|
|The picture on the left shows a remote oil filter unit installed in an R22 (top right of picture). It has the same virtue as the Schweizer model in that it is easy to change the 'screw on' filter but it has another important function.|
How many Pilots and Owners do not know that the R22 has NO small particle
oil filtering system?
It has a gauze filter (scavenger) fitted into a housing which is bolted to the engine's 'rear' face (although the Lycoming is fitted to the R22 backwards in fixed wing context). It is often called a 'rockcatcher'. The housing is quite difficult for an engineer to reach. The gauze filter strains out larger pieces of debris from the oil and is washed out during periodical servicing but smaller carbon particles suspended in the engine oil are left to settle out of the oil and collect at the bottom of the sump.
Whilst this is mostly cleared by frequent oil changes (as prescribed) the R22 engine does not benefit from an oil filtering system as efficient as the average family car would have. Some of the resulting carbon/oil 'sludge' remains in the engine until rebuild.
None of this is said to worry any R22 owner or pilot! There are over 3000 R22's flying and not one problem has arisen which could be attributed to the lack of small particle removal by filtering and subsequent change. However, the improvement in engine internal cleanliness can be dramatic.
The picture on the right
shows two piles of hardened carbon deposit removed from two R22 crankshafts
during rebuild. The 'slinger' area inside the crankshaft end (squirrel cage
end behind the crank bung) tends to collect oil borne carbon particles. The
pile on the right of the picture weighs 700 grammes and was removed from an
R22 crank that had done its 2000 Hr life in the UK.
The Aircraft had been scrupulously maintained during its service life and received oil changes at least as prescribed. Note that this solid 'cake' is only what was removed from the inside of the crankshaft, the sump and other areas have a coating of viscous black sludge deposit that must be removed at rebuild. This pile does not represent any of that sludge.
As a suggestion only, If your R22 squirrel cage has to be removed for any reason it might be prudent to ask the engineers to also remove the crank bung and clean out the deposit(s), but fitting a filter will continuously prevent any build up.
If only the useful payload weight penalty is considered (in this case, in excess of 700 grammes, as viscous sludge was not included or weighed) the fitting of a small particle oil filter will greatly reduce that effect. The remote oil filter iinstallation addresses both problems of accessibility and efficient filtering of engine oil in one fell swoop.
|An R22 fitted with aerial spray application equipment. The system is light and quickly fitted or removed. An experienced Pilot can apply a preparation over a large area in a very short time. The R22 does not have a large payload but its low running cost (compared to larger Helicopter types) and manoeuvrability in small areas make it a viable and popular choice in many Countries. The spray system had its own self-contained power unit in the form of a small petrol driven pump mounted on top of the right hand tank. It is started by the loader/driver and a throttle arrangement is fitted in the Pilot's reach, along with the spray application valve controls.|
|Here's a picture of the whole system before fitting. Large diameter hoses run in between the tanks mounted above each skid to make sure that they equalise in level. This is important as weight distribution must be maintained to keep the Helicopter within C of G limits. The tanks may also have 'dump valves' or doors fitted into the base of both tanks so that they may be emptied within a second or two if necessary. These are electrically operated, the 'dump' switch is also mounted within the Pilot's reach.|
|A seed applicator is also produced using similar tanks but needs no spray boom to spread the seed. It has an electric motor driven device to exhaust the seed as a divergent 'beam'. The downdraft of the Helicopter and vortices created help to make the seed cover a wide swathe across the land. It has proven to be a very quick and cost effective way of seeding medium to large areas and may be used in places where it would be hard to get a tractor or similar ground based vehicle and equipment to the site.|
The base shells of the spray tanks lend themselves to another clever
application in the form of 'pods' or panniers that hang from the lower fuselage
to undercarriage mountings. They are designed to fit in this way so as not to
put weight down on the skid tubes which would reduce the designed 'flex' of the
skids and crosstubes required during a heavy landing.
The pods provide very useful space for stowage of all sorts of items, from the proceeds of a successful fishing trip to medical equipment for treatment of the injured at an accident scene. Courier Companies use them to carry all kinds of items to inaccessible spots or simply to beat the traffic of a busy Metropolis. The R22 has stowage space below the seats but the box shape can be restrictive and the weight of any load cannot exceed 50 Lbs. in either seatbox with or without a person on the seat above (all loading is subject to maximum all-up weight limit and C of G position of course). The pods are available for the Hughes/Schweizer 300 series, the Robinson R22 and shortly, the R44 They can carry more than the under seat boxes in both volume and weight.
After the initial fitting of the mounting brackets the pods are quickly and easily fitted or removed. The fitting or removal does not interfere with the structural integrity and shock absorbing ability of the skid landing gear. An interesting bonus is that the pods can be a valuable safety aid for flight training. One pod fitted to the left skid (and properly loaded with the correctly calculated weight) can make up for the lost weight of an instructor. Early solo flights can then be made with the Helicopter hovering in an identical attitude to dual flight.