and we work to help them improve. We’ve had a huge hiring wave, and we put all of our leaders through training. “I encourage people to approach me and
other leaders with ideas and concerns, and we listen,” Smith continues. “I’ve also asked people to find those good employees who left Robinson because of that former culture. I want them back. We need their experience and can offer a much more caring environment than they experienced in the past.”
New Product Development While he doesn’t offer any insight into a big project he hints about, Smith says Robinson is focused on four types of product improvements. “We certainly see opportunity in several
categories above the R66 where there’s a need for a robust, field-supportable aircraft that has Robinson maintenance methodology built in— long periods of low maintenance requirements and deep maintenance at a predictable interval,” Smith says. “We think that same methodology is going to make good sense for folks in bigger and bigger markets.” The second product improvement aims to
make certain high-performance aircraft more affordable. “We hear from customers that the current options in two different major segments— operations requiring the capabilities of a Bell medium and current single-engine aircraft utility operations—are unaffordable, and they can’t pass the cost on to their customers any longer,” Smith says. “So we’re going to go right after that. Our prime directive is to solve cost while offering the same performance or better. I think what we have so far is compelling on that front.” Other developments underway include alter-
native powerplants and fuel. Robinson recently partnered with biotechnology company United Therapeutics to develop a fleet of hydrogen-pow- ered R44s, with plans for the R66 to eventually join the program. The company is also developing hybrid powerplants projects that would increase the R66’s payload, range, and performance. As far as near-term alternative power options are concerned, Smith says Robinson is working to enable automotive fuel use in the R44 Raven, the
last holdout of the Robinson piston fleet that’s currently approved to use only 100LL. Robinson is also working to improve styling and
customer touches in terms of aircraft finishes, Smith says. “We’ve been investing in capabilities that will
make an owner–operator or an air tourism oper- ator a lot happier with the design coming off the factory line,” Smith says. “Without being too spe- cific, there will be some high-quality options.”
Some Things Stay the Same Three key items that have been highlighted by competitors as Robinson limitations aren’t going anywhere, at least for now: the cyclic design, aircraft time before overhaul (TBO), and Special Federal Aviation Regulation (SFAR) 73. The Robinson T-bar cyclic isn’t now under
redesign. However, Smith admits that as the com- pany looks at designing wider aircraft, the current cyclic design becomes less effective and alter- native control designs will most likely be required, based on physics. The 2,200-hour overhaul requirement for the
R22 and R44 and 2,000-hour requirement for the R66 also remain, though the company recently announced that a dozen R66 components have
DEC 2024 POWER UP 33
David Smith
enhanced Robinson’s leadership team with hires like Robyn Eagles, who oversees brand strategy, marketing, public relations, global dealer relations, and sales for the company. (VAI/Don Kelsen Photo)
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