Christian ARNAL · CC BY 2.5 · Robinson R66 en Savoie.The five-seat R66 uses a Rolls-Royce RR300 turboshaft and has a separate baggage compartment. Its compact cabin and two-bladed main rotor retain the family outline of the smaller piston-powered R44. Certification was obtained in 2010.
Engine indications and management are specific to the R66's turbine system. Avionics and stabilisation equipment vary by installation and simulator model.
Robinson R66 · Specifications · real aircraft; source units retained
More about this aircraft on AirframeDB
Head’s 2018 report traces the R66’s expansion after its 2010 certification, including police, float-equipped and news-gathering versions. Her visit focused on the later factory cargo-hook installation and touchscreen avionics, illustrating how the type developed beyond its original configuration.
During Coyle’s 2013 visit, the cargo hook was still unavailable for his evaluation. He therefore left external-load capability untested. That earlier account provides useful context for Head’s later flight with the factory installation.
Designer: Frank D. Robinson
First flight: 7 November 2007
Developed from: Robinson R44
After many years flying Robinson helicopters, Alzetta wanted to try the turbine R66 where he most enjoyed flying: the mountains. He joined Luke Yanik and his friend Bill McMullen in the Canadian Rockies, choosing a load intended to resemble taking two friends on a hiking or fishing trip. That practical mission shaped what he wanted to learn.
The aircraft’s small ownership details also caught his attention, including accessible fluid indications, baggage space and the rear-seat arrangement. In the mountains he reported satisfying performance during the landings and hovering they tried, and finished the evaluation enthusiastic about the aircraft. The dealer published his account with his permission to use it for promotion. His experience remains a positive report of those flights, rather than a promise of the same performance at every weight or altitude.
Coyle was intrigued when the invitation requested passengers and weather warm enough to make the flight demanding. He brought his brother and niece to Calgary, where the R66 was loaded close to its maximum weight. The initial hover and local flying gave him a favourable impression, although he also noticed a small vibration and the need to plan deceleration on return.
A later flight headed towards higher terrain. As turbulence increased, Coyle handed the controls to Marty Charbonneau, whose mountain experience was more extensive. Wind at the intended landing area prevented the clean performance comparison they had hoped to make. Back at the hangar, Coyle discussed improvements he would welcome, including a clearer indication of the takeoff torque limit.
Head returned to the Robinson factory more than a decade after visiting as an instructor in training. Familiarisation with Doug Tompkins helped her settle into the R66 before trying its new cargo-hook installation. A busy airport postponed that part of the evaluation until the following morning, when they had more room to work.
From the left seat, she could see the suspended load well through the bubble window. Changing seats made the task less comfortable: from the right she struggled to lean out far enough, so chose to practise with the hook alone rather than the load. A separate flight explored new touchscreen avionics.
The five-seat R66 uses a Rolls-Royce RR300 turboshaft and has a separate baggage compartment. Its compact cabin and two-bladed main rotor retain the family outline of the smaller piston-powered R44. Certification was obtained in 2010.
This profile selects VSKYLABS Robinson R66 Turbine for X-Plane 12.
Hydraulic assistance motivates supported cyclic centering. The spring stays independent of airspeed. Directed aerodynamic loading is omitted. Cyclic damping adds resistance to hardware motion.
Trim reset and the physical hydraulic controls retain separate system meanings. Local force trim is off. Autopilot following is off.
The R66 has a turbine engine and hydraulically assisted cyclic and collective controls. Its main-rotor reference is separate from turbine spool speeds. CowanSim additionally documents SAS and controller-dependent trim reset for its own rendition.
The R66 manufacturer describes hydraulic boost removing cyclic and collective feedback. The two-blade rotor and turbine engine have separate speed indications.
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
The final overall output scale applied to everything the model produces, before the device cap.
More: everything (spring, loads, effects) gets stronger together.
Less: everything softens together.
Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
More: firmer centring that resists your hand at all times.
Less: a limper stick that leans on aerodynamic load alone.
Why here: Hydraulic assistance motivates supported cyclic centering. The baseline spring is 0.1. Low-speed spring blending is off.
User ManualCowanSim HeloSAS autopilot manualRobinson R66 POH section7 from current manufacturer publications pageCurrent XP12 developer productRobinson R66 POH section2 limitationsRobinson R66 POHA small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
More: a calmer but looser centre with more free play.
Less: a tighter centre that may chatter at rest.
Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
More: both axes load up harder.
Less: both axes lighten together.
Why here: The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent.
Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.
Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
More: a firmer stick while parked and taxiing.
Less: a floppier parked stick that only wakes up with airspeed.
Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.
Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.
Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
More: loads arrive later; the stick stays light up to a higher speed.
Less: loads arrive earlier and cruise feels heavier.
Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.
More: a centre that hardens noticeably as you go faster.
Less: constant centre feel at every speed.
Why here: Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase.
The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.
More: more total stiffening allowed at high speed.
Less: stiffening clamps off sooner.
Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
More: heavier roll forces.
Less: lighter, quicker-feeling ailerons.
Why here: Roll and pitch aerodynamic scales are 1 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled.
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
More: heavier sustained pitch forces at speed.
Less: a lighter elevator that takes less muscle to hold.
Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
More: stronger peak steady forces before clipping.
Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: Caps directed-force output. Native spring effects and device limits remain separate.
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
More: trim removes more of the held pitch force; at 100% full trim zeroes it.
Less: you keep holding force even when trimmed.
Why here: Scales supported pitch-trim relief and permitted centre movement. Zero removes pitch response.
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
More: roll trim removes more held roll force.
Less: roll trim does less.
Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
More: louder surface texture through the stick.
Less: a smoother taxi.
Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
More: sharper hits from joints and ruts.
Less: softer ground detail.
Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
More: a louder pre-stall shake.
Less: a quieter wing; the horn carries the warning.
Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.
More: stronger transonic buffet near the Mach limit.
Less: a smoother high-Mach ride.
Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.
More: a rougher ride with flaps working the air.
Less: smoother approach flap.
Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.
More: more drumming with the wheels hanging out.
Less: cleaner gear-down flight.
Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.
More: a harder stick-shaker buzz.
Less: a subtler shaker.
Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
More: a harder kick at touchdown.
Less: softer arrivals.
Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.
More: a rougher rollout under reverse.
Less: quieter reverse.
Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
More: more engine through the stick.
Less: a quieter powerplant.
Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
More: more vibration while the flap surfaces travel.
Less: quieter flap runs.
Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.
How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.
More: the autopilot visibly moves your stick further.
Less: a barely perceptible follow.
Why here: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Whether this feature is active in this profile.
Why here: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
Whether this feature is active in this profile.
Why here: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
Whether this feature is active in this profile.
Why here: Trim reset and the physical hydraulic controls retain separate system meanings. Local force trim is off. The stored latch parameters are inactive; the profile does not supply a local hold-where-left neutral.
User ManualCowanSim HeloSAS autopilot manualRobinson R66 POH section7 from current manufacturer publications pageCurrent XP12 developer productRobinson R66 POH section2 limitationsRobinson R66 POHWhether this feature is active in this profile.
Why here: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
Whether this feature is active in this profile.
Why here: Enables rate damping with the configured coefficients and control law.
Whether this feature is active in this profile.
Why here: Autopilot following is off; the configured spring and load retain the hardware feel.
Whether this feature is active in this profile.
Why here: Permits centering hold during a supported AP state, separate from following a moving target.
Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Whether this feature is active in this profile.
Why here: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Where this effect reaches full strength (or has fully faded, for washouts).
More: a more gradual build to a later peak.
Less: a quicker build.
Why here: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Where this effect begins fading in.
More: the effect begins later.
Less: it begins earlier.
Why here: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Whether this feature is active in this profile.
Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Whether this feature is active in this profile.
Why here: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Whether this feature is active in this profile.
Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.
Whether this feature is active in this profile.
Why here: Enables accessory cues with configured strengths and observed accessory movement.
The strength of this effect.
More: a stronger effect.
Less: a weaker one.
Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
| Parameter | Value | What it controls and why |
|---|---|---|
| Spring strength | 0.1 | Hydraulic assistance motivates supported cyclic centering. The baseline spring is 0.1. Low-speed spring blending is off. |
| Spring deadband | 0.02 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0 | The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent. |
| Master gain | 0.65 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | False | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.55 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 10 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 45 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed | 110 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0 | Adds permitted spring resistance above the full-blend speed. Zero removes this high-speed increase. |
| Airspeed stiffening cap | 2 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 1 | Roll and pitch aerodynamic scales are 1 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled. |
| Elevator force scale | 1 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0 | Scales supported pitch-trim relief and permitted centre movement. Zero removes pitch response. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Trim reset and the physical hydraulic controls retain separate system meanings. Local force trim is off. The stored latch parameters are inactive; the profile does not supply a local hold-where-left neutral. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | False | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.05 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 1 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 1 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.2 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
If your time in the type says this page got something wrong, correct it here.
This page is built from cited references, and real time in the type beats a citation. Quote the claim that reads wrong and tell us what the actual aircraft does. Corrections go to the maintainer for review and feed the next revision of this research.
Open conversation about flying and tuning the Robinson R66, in the community forum. Corrections above go privately to the maintainer; hangar talk is public.