r44 1 Poh 9

ROBINSON
SECTION 9
MODEL R44 SUPPLEMENTS
SECTION 9
SUPPLEMENTS
OPTIONAL EQUIPMENT SUPPLEMENTS

Information contained in the following supplements applies
only when the related equipment is installed.
CONTENTS
Page
Peak Beam Searchlight . . . . . . . . . . . . . . . 9-4.1
Fixed Floats . . . . . . . . . . . . . . . . . . . . . . . 9-5.1
Heated Pitot . . . . . . . . . . . . . . . . . . . . . . . 9-6.1
Police Version . . . . . . . . . . . . . . . . . . . . . . 9-7.1
ENG Version . . . . . . . . . . . . . . . . . . . . . . . 9-8.1
Garmin GPSMAP 225 . . . . . . . . . . . . . . . . 9-9.1
Pop-Out Floats . . . . . . . . . . . . . . . . . . . . . 9-10.1
ADS-B Equipment . . . . . . . . . . . . . . . . . . . 9-12.1
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . 9-13.1
Optional Avionics . . . . . . . . . . . . . . . . . . . 9-14.1
NON-U.S. SUPPLEMENTS
The following supplements contain additional information
required by certain countries:
Brazilian Supplement
Canadian Supplement
CIS Supplement
EASA Supplement
IAC AR Supplement
Ukrainian Supplement
FAA APPROVED: 7 MAY 2018 9-i

INTENTIONALLY BLANK
ROBINSON SECTION 9
MODEL R44 POP-OUT FLOATS SUPPLEMENT
FAA APPROVED
R44 PILOT’S OPERATING HANDBOOK
POP-OUT FLOATS SUPPLEMENT
This supplement must be included in the FAA-approved

Pilot’s Operating Handbook when pop-out floats are installed.
Information contained herein supplements or supersedes the
basic manual only in those areas listed in this supplement.
For limitations, procedures, and performance information
not contained in this supplement, consult the basic Pilot’s
Operating Handbook.
APPROVED BY:
Manager, Flight Test Branch ANM-160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office,
Transport Airplane Directorate
DATE:
LOG OF REVISIONS
Page No. Date Page No. Date
9-10.1 18 Dec 2015 9-10.8 18 Dec 2015

9-10.2* 18 Dec 2015 9-10.9 18 Dec 2015
9-10.3 18 Dec 2015 9-10.10 18 Dec 2015
9-10.4 18 Dec 2015 9-10.11* 18 Dec 2015
9-10.5 18 Dec 2015 9-10.12* 18 Dec 2015
9-10.6 18 Dec 2015 9-10.13* 18 Dec 2015
9-10.7 18 Dec 2015 9-10.14* 18 Dec 2015
* Manufacturer’s data, not FAA approved.
REVISIONS
APPROVED BY:
Manager, Flight Test Branch ANM-160L
Los Angeles Aircraft Certification Office,
DATE:
9-10.1
ROBINSON SECTION 9
SECTION 1: GENERAL
INTRODUCTION
This supplement contains the changes and additional
data applicable when pop-out floats are installed.
Pop-out floats are intended for safety during over-water
flights. Intentional water landings for other than training
purposes are not recommended.
NOTE
The pop-out floats are not certified for
ditching. Some countries may prohibit certain
over-water operations.
REVISED: 18 DEC 2015 9-10.2

ROBINSON SECTION 9
SECTION 2: LIMITATIONS
AIRSPEED LIMITS
ADDITIONAL AIRSPEED LIMITS
100 KIAS maximum at power above MCP.
With floats stowed, 100 KIAS maximum with any
combination of cabin doors removed.
80 KIAS maximum for float inflation.
80 KIAS maximum with floats inflated.
115 KIAS maximum with float system armed (safety
catch in READY position).
FLIGHT AND MANEUVER LIMITATIONS

Maximum altitude decrease with floats inflated is 4000 feet.
CAUTION
Altitude loss greater than 4000 feet may
cause floats to lose shape and rigidity due
to atmospheric pressure increase. Do not
inflate floats above 4000 feet AGL.
PLACARDS
Near inflation lever:
Vne WITH FLOATS INFLATED: 80 KIAS
FAA APPROVED: 18 DEC 2015 9-10.3

ROBINSON SECTION 9
SECTION 3: EMERGENCY PROCEDURES
POWER FAILURE – GENERAL
CAUTION
Lowering collective rapidly or applying
excessive forward cyclic while helicopter is
moving forward on water can cause floats to
submerge and helicopter to nose over.
CAUTION
Float inflation may take up to three seconds.
Squeeze inflation lever early enough to allow
full inflation before water contact.
POWER FAILURE ABOVE 500 FEET AGL

Autorotation to land: Same as in basic manual.
Autorotation to water:
1. Lower collective immediately to maintain rotor RPM.
2. Reduce airspeed to below 80 KIAS.
3. Adjust collective to keep RPM between 97 and
108% or apply full down collective if light weight
prevents attaining above 97%.
4. If altitude permits, maneuver into wind.
5. Inflate floats.
CAUTION
Do not inflate floats above 80 KIAS.
Do not exceed 80 KIAS with floats
inflated.
6. At about 40 feet AGL, begin cyclic flare.
7. At about 8 feet AGL, apply forward cyclic and raise
collective just before touchdown. Touch down in
slight nose high attitude with nose straight ahead.
8. Maintain cyclic in touchdown position and do not
lower collective full down until forward motion has
stopped.
ROBINSON SECTION 9
SECTION 3: EMERGENCY PROCEDURES (cont’d)
POWER FAILURE BETWEEN 8 FEET AND 500 FEET AGL

Autorotation to land: Same as in basic manual.
Autorotation to water:
1. Lower collective immediately to maintain rotor RPM.
3. Adjust collective to keep RPM between 97 and
108% or apply full down collective if light weight
prevents attaining above 97%.
4. If altitude permits, maneuver into wind.
5. Inflate floats.
CAUTION
inflated.
6. Maintain airspeed until water is approached, then

begin cyclic flare.
7. At about 8 feet AGL, apply forward cyclic and raise
collective just before touchdown. Touch down in
slight nose high attitude with nose straight ahead.
8. Maintain cyclic in touchdown position and do not
lower collective full down until forward motion has
stopped.

ROBINSON SECTION 9
SECTION 3: EMERGENCY PROCEDURES (cont’d)
POWER FAILURE BELOW 8 FEET AGL

Over land: Same as in basic manual.
Over water:
1. Apply right pedal as required to prevent yawing.
2. Inflate floats.
3. Allow rotorcraft to settle.
4. Raise collective just before touchdown.
MAXIMUM GLIDE DISTANCE CONFIGURATION

Same as in basic manual except airspeed 80 KIAS with
floats inflated.
EMERGENCY WATER LANDING – POWER OFF

See procedures for power failures in this supplement.
EMERGENCY WATER LANDING – POWER ON

2. Inflate floats.
CAUTION
inflated.
3. Make normal approach and landing to water.

ROBINSON SECTION 9
SECTION 4: NORMAL PROCEDURES
DAILY OR PREFLIGHT CHECKS

15. Pop-Out Floats
Float and float cover condition . . . . . . . . . . . Check
Hose and fitting condition . . . . . . . . . . . . . . . Check
Pressure cylinder . . . . . . . . . . . . . . . Check pressure
Safety pin at pressure cylinder . . . . . Verify removed
Inflation lever safety . . . . . . . . . “Ready” or “Locked”
as required
CAUTION
Avoid night flight over water beyond
autorotation distance to land. Height
above water may be difficult to judge
during a water landing.
NOTE
When OAT is below -10°C, there
may be insufficient charge in pressure
cylinder for full inflation.
FLOAT INFLATION
The red inflation lever located under the pilot’s collective
is equipped with a safety catch to prevent inadvertent
float inflation. Prior to overwater flight, place the safety
catch in the READY position. With the safety catch in
the READY position, floats may be inflated by squeezing
inflation lever.
Over land, safety catch should be reset to LOCKED
position.
CAUTION
Observe 115 KIAS speed limitation
when safety catch is in READY
position.

ROBINSON SECTION 9
SECTION 4: NORMAL PROCEDURES (cont’d)
FLOAT INFLATION (cont’d)
CAUTION
The pressure cylinder also has provisions for
a safety pin at the valve on the cylinder neck.
This safety pin is for use during maintenance
and cylinder transport only and must be
removed at all other times.
NOTE
Some flapping of float covers during flight
with floats inflated is normal. To minimize
wear, consider removing covers if an extended
flight with inflated floats is required.

ROBINSON SECTION 9
OPERATION ON WATER
Safe operation on water has been demonstrated in
waves up to 1 foot (0.3 m) (trough to crest). Maximum
recommended water taxi speed is 5 knots. Some
application of collective is required.
Since the helicopter sits very low on water, it is likely
that water will leak into the cabin. Intentional water
landings should be limited to training. For training, seal
the removable belly panels and landing gear cross tube
cover using aluminum foil tape or duct tape. Avoid salt
water if possible.
There may be limited tail rotor clearance to water,
particularly at aft CG. Also, even small waves may
cause enough rocking to dip the tail rotor in the water.
If tail rotor contact with water is suspected, have tail
rotor inspected prior to further flight. (If no noticeable
change in vibration occurs after suspected water contact,
helicopter may be repositioned to nearest convenient
inspection site.)
CAUTION
If starting or stopping rotor on water, ensure
area is clear as helicopter can rotate one or
more complete turns while tail rotor RPM is
low.

ROBINSON SECTION 9
PRACTICE AUTOROTATION – WITH GROUND CONTACT

Same as in basic manual. Autorotations with floats
stowed should only be performed to a smooth, hard
surface to avoid damage to floats. Touch-down
autorotations with floats inflated are not recommended
due to the possibility of damage to floats.
PRACTICE AUTOROTATION TO WATER

Autorotation to water with floats inflated is same as
practice autorotation with ground contact in basic
manual except touch down in slight nose high attitude
with nose straight ahead. Maintain cyclic in touchdown
position and do not lower collective full down until
forward motion has stopped.
CAUTION
Lowering collective rapidly or applying
excessive forward cyclic while helicopter is
moving forward on water can cause floats to
submerge and helicopter to nose over.
CAUTION
There may be limited tail rotor clearance
to water, particularly at aft CG. Applying
excessive aft cyclic may cause tail rotor to
contact water.
SHUTDOWN PROCEDURE
Add:
Inflation lever safety . . . . . . . . . . LOCKED
SECTION 5: PERFORMANCE No change.

ROBINSON SECTION 9
SECTION 6: WEIGHT AND BALANCE
WEIGHT AND BALANCE RECORD

Basic empty weight and CG with pop-out float landing gear
and pressure cylinder installed are included in the Weight
and Balance Summary provided with the helicopter. If
pressure cylinder is removed, update Weight and Balance
Record. A charged pressure cylinder weighs 11.4 lb.
The longitudinal arm of the cylinder is 41.2 inches from
datum and the lateral arm is -8.5 inches from datum.
SECTION 7: SYSTEMS DESCRIPTION

The pop-out float system consists of inflatable floats
stowed in protective covers along the skid tubes, a
pressure cylinder located in the compartment under the left
front seat, flexible hoses from the cylinder to the floats,
an inflation lever located on the pilot’s collective, and
an additional stabilizer installed at the base of the lower
vertical stabilizer.
The pressure cylinder is of aluminum construction
reinforced with carbon filament windings and is charged
with helium. Proper pressure is indicated on a placard on
the cylinder, and pressure can be checked using the gage
on the cylinder valve.
A safety catch on the inflation lever can be set to prevent
inadvertent actuation. With the safety catch in the READY
position, floats are inflated by squeezing firmly on the
inflation lever. (Approximately 20 lb force is required.)
Float inflation time is approximately 2-3 seconds. With the
safety catch in the LOCKED position, the inflation lever is
locked out.
To operate the safety catch, push spring-loaded knob
with thumb while rotating U-shaped pin with forefinger as
shown in figure.
ISSUED: 18 DEC 2015 9-10.11

ROBINSON SECTION 9
ISSUED: 18 DEC 2015 9-10.12

ROBINSON SECTION 9
SECTION 7: SYSTEMS DESCRIPTION (cont’d)

The pop-out floats are approved for amphibious operation
but are not certified for ditching. They are intended for
enhanced safety during over-water flights. Intentional
water landings for other than training purposes are not
recommended.
NOTE
Floats maintain full pressure for at least 1 hour
after inflation and typically maintain shape for
several hours. Monitor float inflation state if
helicopter is parked on water for an extended
period.
SECTION 8: HANDLING AND MAINTENANCE
GROUND HANDLING
With floats installed, special ground handling wheels
(Robinson part number MT980-1 and MT980-2) are
required.
A safety pin is provided for installation at the pressure
cylinder valve. This pin should be installed during
maintenance and cylinder transport to prevent inadvertent
pressure release.
CAUTION
With the safety pin installed, it is not possible
to inflate the floats using the cockpit inflation
lever. The safety pin is for use during
maintenance and cylinder transport only and
must be removed at all other times.
FLOAT TUBES AND COVERS

Immediately replace any damaged float tube cover to
minimize chance of float damage. Inspect float tube
condition after each inflation. Refer to R44 Maintenance
Manual for periodic inspection, float repacking, and
cylinder recharge instructions.
ISSUED: 18 DEC 2015 9-10.13
INTENTIONALLY BLANK
ISSUED: 18 DEC 2015 9-10.14

ROBINSON SECTION 9
R44, R44 II, R44 CADET ADS-B EQUIP. SUPPLEMENT
FAA APPROVED
R44, R44 II, R44 CADET
PILOT’S OPERATING HANDBOOK
ADS-B EQUIPMENT SUPPLEMENT

Pilot’s Operating Handbook when ADS-B equipment is
installed.
The information contained herein supplements or supersedes
the basic manual only in those areas listed in this supplement.
Operating Handbook.
APPROVED BY:
Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration, LAACO
DATE:
LOG OF PAGES
Page Page
Date Date
No. No.
9-12.1 27 JUN 16 9-12.4 27 JUN 16
9-12.2* 27 JUN 16 9-12.5 27 JUN 16
9-12.3* 27 JUN 16 9-12.6* 27 JUN 16
*Manufacturer’s data, not FAA approved.
9-12.1
ROBINSON SECTION 9
SECTION 1: GENERAL
INTRODUCTION
data applicable when Automatic Dependent Surveillance-
Broadcast (ADS-B) equipment is installed.
ADS-B is divided into two categories – ADS-B “Out” and
ADS-B “In”.
ADS-B Out equipment transmits information to air traffic
control to supplement radar/transponder information.
The supplemental information allows optimization of
flight plan routes and aircraft spacing.
ADS-B Out equipment may be required for operation in
certain airspace. The R44 ADS-B Out installation has
been shown to meet the requirements of 14 CFR §
91.227.
NOTE
The R44 ADS-B Out system operates on
frequency 1090 MHz. This frequency is also
accepted for ADS-B Out equipment in most
countries outside the United States.
The ADS-B Out equipment consists of either a GPS

receiver connected to the transponder or a transponder
with built-in GPS. The transponder has ADS-B broadcast
capability and broadcasts GPS position as well as
additional preprogrammed information such as aircraft
identification and type to air traffic control.
ADS-B In equipment receives traffic information from
other ADS-B equipped aircraft. ADS-B In equipment may
also receive additional traffic information and weather
information from ground stations. The additional traffic
and weather information from ground stations is only
available in the United States
ISSUED: 27 JUN 2016 9-12.2

ROBINSON SECTION 9
SECTION 1: GENERAL (cont’d)
INTRODUCTION (cont’d)
The ADS-B In equipment consists of a receiver (either
installed under the left, front seat or built in to the
transponder) and a suitable display. Refer to receiver
and display manufactures’ documentation for operation
of ADS-B In equipment.
The R44 may be equipped with only ADS-B Out or with
both ADS-B Out and ADS-B In.
ISSUED: 27 JUN 2016 9-12.3

ROBINSON SECTION 9
PLACARDS
On transponder when ADS-B Out equipment is installed:
ADS-B OUT INSTALLED
SECTION 3: EMERGENCY PROCEDURES No change.
ADS-B SYSTEM OPERATION

ADS-B system operation is mostly automatic and
requires little pilot action. The GPS (if separate from
the transponder), transponder, and ADS-B receiver (if
installed) must all be powered and in normal operating
modes for proper system function.
ADS-B OUT
The R44 ADS-B Out system is a single point of entry
system. Mode 3/A codes, IDENT commands, and
emergency codes are set on the transponder and are
automatically incorporated in ADS-B Out broadcasts.
The transponder should transition to ALT mode after
takeoff for proper ADS-B Out broadcasts.
ADS-B Out broadcasts may be selected off by using
menus associated with the transponder FUNC key.
NOTE
ADS-B Out may be required in certain
airspace. Do not turn off ADS-B Out unless
directed by air traffic control.
Malfunctions in the ADS-B Out system are annunciated

by various messages on the transponder and/or GPS
screen (refer to manufacturers’ documentation).
FAA APPROVED: 27 JUN 2016 9-12.4

ROBINSON SECTION 9
ADS-B SYSTEM OPERATION (cont’d)
ADS-B IN
The ADS-B In receiver is either mounted underneath
the left, front seat or is built in to the transponder. The
receiver is powered by the Transponder/ADS-B circuit
breaker.
ADS-B In data is sent from the receiver to a suitable

display, often the primary GPS screen. The display
may have dedicated traffic and weather views or may
allow traffic and weather information to be overlaid on
other data such as moving maps. Warnings such as
traffic conflicts may also appear on the display. Refer
to receiver and display manufacturers’ documentation.
FAA APPROVED: 27 JUN 2016 9-12.5

ROBINSON SECTION 9
SECTION 6: WEIGHT AND BALANCE No change.
SECTION 7: SYSTEM DESCRIPTION
ADS-B SYSTEM
The ADS-B Out system consists of either a GPS receiver
connected to the transponder or a transponder with
built-in GPS. The transponder broadcasts the aircraft’s
position, identification, and certain other parameters
to air traffic control. ADS-B data is broadcast via the
Extended Squitter (ES) feature of the transponder on a
frequency of 1090 MHz. Note that change of aircraft
registration may require update of pre-programmed
parameters by qualified maintenance personnel.
Most of the data required for ADS-B broadcast such
as aircraft type, ICAO address, and call sign are pre-
programmed at installation. Flight-specific data such
as Mode 3/A code and IDENT are entered using the
transponder controls. The transponder uses these codes
simultaneously for standard transponder as well as
ADS-B broadcasts. There is no need to make a second
code entry or to enter a code more than once. This is
known as a “single point of entry” ADS-B system.
The ADS-B In system consists of a receiver (either
mounted under the left, front seat or built in to the
transponder) and a suitable display. The receiver
receives both approved US ADS-B frequencies (978 MHz
and 1090 MHz).
SECTION 8: HANDLING, SERVICING AND MAINTENANCE

No change.
ISSUED: 27 JUN 2016 9-12.6

ROBINSON SECTION 9
MODEL R44, R44 II AUTOPILOT SUPPLEMENT
FAA APPROVED
R44 & R44 II PILOT’S OPERATING HANDBOOK
AUTOPILOT SUPPLEMENT

Pilot’s Operating Handbook when the autopilot is installed.
The information contained herein supplements or supersedes
the basic manual only in those areas listed in this supplement.
Operating Handbook.
APPROVED BY:
DATE:
LOG OF REVISIONS
Page Page
Date Date
No. No.
9-13.1 18 Dec 15 9-13.6* 18 Dec 15
9-13.2 18 Dec 15 9-13.7* 18 Dec 15
9-13.3 18 Dec 15 9-13.8* 18 Dec 15
9-13.4 18 Dec 15 9-13.9* 18 Dec 15
9-13.5* 18 Dec 15 9-13.10* 18 Dec 15
REVISIONS
APPROVED BY:
DATE:
9-13.1
ROBINSON SECTION 9
SECTION 1: GENERAL
INTRODUCTION
data applicable when the autopilot is installed.
CAUTION
The autopilot is intended to enhance safety by
reducing pilot workload. It is not a substitute
for adequate pilot skill nor does it relieve the
pilot of the responsibility to maintain adequate
outside visual reference.
The primary autopilot mode is Stability Augmentation

System (SAS) mode which maintains a steady helicopter
attitude by applying corrective inputs to the cyclic. The
autopilot does not provide any collective or pedal inputs.
Additional modes providing heading hold, altitude hold,
and navigation functionality are also selectable.
FLIGHT AND MANEUVER LIMITATIONS

Minimum altitude for use of autopilot ALT mode is 200
feet AGL.
For practice instrument approaches, minimum altitude
for use of autopilot VRT mode is 50 feet AGL.
Pilot’s hand must be on cyclic grip under the following
conditions:
During autopilot engagement or intentional disengage-
ment
At airspeeds less than 50 KIAS when less than 500
feet AGL

ROBINSON SECTION 9
SECTION 3: EMERGENCY PROCEDURES
AUTOPILOT DISENGAGEMENT OR FAILURE

The autopilot is designed to automatically disengage if
the system detects a fault. Disengagement is indicated
by four beeps in the headset. If the autopilot does not
automatically disengage, failure may be recognized
by erratic cyclic control motion, abnormal cyclic stick
forces, or deviations in pitch or roll.
1. Continue flight using manual control. If autopilot
has not disengaged, manually disengage using
cyclic AP OFF button or control panel SAS button.
2. If SAS annunciator on control panel is steady white,
re-engagement may be attempted at pilot’s discretion.
NOTE
The system automatically switches
off all modes except SAS mode at
airspeeds below 44 KIAS or above
130 KIAS, accompanied by a single
beep. This is by design and not a
system failure.
GENERAL
Autopilot controls and operating modes are described in
Section 7, Systems Description.
NOTE
Cyclic friction must be fully off for autopilot
to work properly. Cyclic friction will degrade
autopilot performance.

ROBINSON SECTION 9
STARTING ENGINE AND RUN-UP

After “Hydraulic system”, add:
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
NOTE
For autopilot check, wear headset and ensure
cyclic friction is off. Engage SAS mode, and
verify cyclic exhibits centering tendency and
SAS annunciator on control panel turns green.
Disengage. Verify 4 beeps in headset, cyclic
reverts to normal hydraulic system feel, and
SAS annunciator turns white.
TAKEOFF PROCEDURE
Autopilot SAS mode may be engaged as desired on the
ground or at any time during the takeoff procedure. Re-
trim as necessary to eliminate undesirable cyclic forces.
CRUISE
Add:
Engage autopilot modes as desired. In SAS mode, re-
trim as necessary to eliminate undesirable cyclic forces.
CAUTION
It is the pilot’s responsibility to monitor
flight controls, aircraft flightpath, traffic, and
terrain even while the autopilot is engaged.
Be prepared to take control if required.

ROBINSON SECTION 9
AUTOPILOT
The autopilot system consists of two electric servomotors,
a flight control computer, an autopilot control panel,
and control buttons on the cyclic grip. One servomotor
controls pitch and is installed in the control tunnel forward
of the cyclic stick. The other servomotor controls roll
and is installed under the pilot’s seat. The servomotors
are connected to the cyclic through electromagnetic
clutches.
The flight control computer is installed on the forward
panel under the pilot’s seat, and the autopilot control
panel is installed in the avionics stack.
In addition to the autopilot system components, an
onboard attitude source such as an Attitude Heading
Reference System (AHRS) is required.
The primary autopilot mode is Stability Augmentation
System (SAS) mode which maintains a steady helicopter
attitude by applying corrective inputs to the cyclic. This
is felt as a light cyclic centering force. The autopilot
senses aircraft attitude using a combination of sensors
in the flight control computer and the onboard attitude
source. The computer then sends signals to the
servomotors which are connected to the bottom of the
cyclic in the control tunnel. Additional modes may be
layered on top of SAS mode and are described below.
REVISED: 18 DEC 2015 9-13.5

ROBINSON SECTION 9
AUTOPILOT (cont’d)
Heading Mode (HDG) – maintains the heading selected
by the heading bug on the directional gyro or Horizontal
Situation Indicator (HSI) display. Aircraft can be
steered using the heading bug.
NOTE
For large heading or course changes, the
autopilot will use a maximum of 20° bank.
Altitude Mode (ALT) – maintains altitude at the time of

engagement or of last TRIM button release. The target
altitude is reset each time the TRIM button is pressed
and released.
NOTE
The autopilot uses pitch attitude to maintain
altitude or follow an approach glidepath. It
does not have any control of power setting.
The pilot must manage power with the
collective to control speed and rate of climb
or descent. Make small, smooth power
changes to allow the system to adjust to new
power settings.
Navigation Mode (NAV) – tracks the active GPS or VLOC

course displayed on the Course Deviation Indicator
(CDI). If no CDI is installed, NAV will only track the
active GPS course displayed on the GPS.
NAV may be armed prior to intercepting the active
course. NAV annunciator is white when NAV is armed
and turns green at course intercept. If HDG is active
when NAV is armed, the autopilot will fly the selected
heading until course intercept. If HDG is not active,
the autopilot will select a 45° intercept angle.
REVISED: 18 DEC 2015 9-13.6

ROBINSON SECTION 9
Vertical Navigation Mode (VRT) – tracks an ILS
glideslope or GPS approach vertical guidance. Arm
VRT (annunciator turns white when armed) prior to
intercepting the glidepath. VRT annunciator will turn
green at glidepath intercept
NOTE
Pushing the ALT button while VRT is armed
or active will turn off VRT. VRT must be re-
armed or re-engaged as desired.
NOTE
Reducing power to approach setting just prior
to glidepath intercept is recommended.
Backcourse Mode (BC) – reverse CDI sensing for

backcourse approaches. Course on HSI should be set
so that tail of course pointer points toward runway (set
to inbound front course).
The control panel has a row of buttons to control
autopilot modes and annunciators to indicate mode
status. A dark annunciator indicates that a mode is off,
a white annunciator indicates that a mode is armed or on
standby, and a green annunciator indicates that a mode
is active.
When the avionics master is switched on, the autopilot
performs a self-test and then enters SAS standby mode.
All of the control panel indicators flash alternating white
and green during the self-test. Four headset beeps occur
at the beginning of the self-test as a check of the aural
warning function. The SAS annunciator on the control
panel turns steady white when the self-test is complete.
NOTE
Autopilot will not enter standby mode
if attitude indicator is not functioning or
indicated bank angle is greater than 6 degrees.
REVISED: 18 DEC 2015 9-13.7
ROBINSON SECTION 9
The autopilot SAS mode is engaged either by pressing
the SAS button on the control panel or by pressing the
TRIM button on the cyclic for more than 1.25 seconds.
Additional modes are engaged by pressing the appropriate
button on the control panel. The additional modes are
disabled and will not engage at airspeeds below 44 KIAS
or above 130 KIAS.
To disengage any mode, push the appropriate button on
the control panel.
NOTE
Disengaging SAS mode will also disengage all
other modes.
Modes may also be disengaged using the AP OFF button

on the cyclic. If only SAS mode is engaged, push the AP
OFF button once to disengage. If additional modes are
engaged, push the AP OFF button once to disengage all
modes except SAS and a second time to disengage SAS
mode, or push and hold the AP OFF button to disengage
all modes including SAS.
NOTE
SAS disengagement is always accompanied
by four beeps in the headset.
Safety monitors automatically disengage individual

modes or the entire system if a fault is detected.
Automatic disengagement of SAS mode (or the entire
system) is indicated by four beeps in the headset.
Automatic disengagement of any mode other than SAS
is indicated by a single beep in the headset. There is no
audio indication for intentional disengagement of modes
other than SAS.
REVISED: 18 DEC 2015 9-13.8

ROBINSON SECTION 9
NOTE
The system also automatically reverts to SAS
mode at airspeeds below 44 KIAS or above
130 KIAS, accompanied by a single beep.
The TRIM button is used to re-set the target attitude (to

re-trim) while in SAS mode. Use a small amount of force
to override the autopilot and then push and release the
TRIM button at the new desired condition. If the force to
override is objectionable, the TRIM button may be held
down during maneuvers. The system will re-trim to the
attitude at which the TRIM button is released.
NOTE
The system will not re-trim to more than 6°
nose down, 11° nose up, or 10° of bank.
If a re-trim is attempted outside these limits,
the system will trim to the limiting value.
NOTE
When engaging SAS mode from standby,
the autopilot uses the helicopter attitude at
the time SAS mode is engaged as the target
(trim) attitude. For large pitch and roll angles
at the time of engagement, a target of 2°
nose up pitch and 0° (level) roll is used.
The autopilot is protected by a dedicated circuit breaker

on the avionics bus (autopilot is not powered with the
avionics master switch off).
REMOVABLE FLIGHT CONTROLS

On later aircraft, disconnect the electrical connector for
the left-hand trim button located near the quick release
pin before removing the left cyclic grip. Reconnect the
connector when installing the left cyclic grip.
REVISED: 18 DEC 2015 9-13.9

ROBINSON SECTION 9

No change.
SECTION 10: SAFETY TIPS

The autopilot is intended to reduce pilot workload and
enhance safety. It is important that pilots do not misuse
this capability and allow their attention to be diverted from
monitoring the helicopter attitude and looking for traffic
and other obstacles. Autopilot disengagement requires
immediate pilot attention. Pilots must always be prepared
to take manual control.
The autopilot is not certified for flight in Instrument
Meteorological Conditions (IMC). Adhering to appropriate
VFR weather minimums is essential for safety.
If an inadvertent loss of outside visual reference occurs,
the pilot must regain visual conditions as quickly as
possible while avoiding abrupt, disorienting maneuvers.
The following procedure is recommended:
1. If not already engaged, immediately engage autopilot
SAS mode and allow autopilot to recover from unusual
attitude if one has occurred.
2. Select a heading and altitude to ensure terrain and
obstacle clearance. Turns and/or climbs may be
required. Engage additional autopilot modes as
desired for workload reduction.
3. While maintaining terrain and obstacle clearance,
maneuver toward conditions of improved visibility.
REVISED: 18 DEC 2015 9-13.10

ROBINSON
MODEL R44
FAA APPROVED
R44 PILOT’S OPERATING HANDBOOK
OPTIONAL AVIONICS SUPPLEMENT

Pilot’s Operating Handbook when certain factory-supplied
optional avionics are installed.
Information contained herein supplements or supersedes

the basic manual only in those areas listed in this
supplement. For limitations, procedures, and performance
information not contained in this supplement, consult the
basic Pilot’s Operating Handbook.
APPROVED BY:
Manager, West Flight Test Section, AIR-716
Los Angeles, CA
DATE:
LOG OF PAGES
Page Page
Date Date
No. No.
9-14.1 7 May 18 9-14.5* 7 May 18
9-14.2* 7 May 18 9-14.6* 7 May 18
9-14.3 7 May 18 9-14.7* 7 May 18
9-14.4* 7 May 18
Page 9-14.1
ROBINSON SECTION 9
MODEL R44 OPTIONAL AVIONICS SUPPLEMENT
SECTION 1: GENERAL
INTRODUCTION
This supplement provides additional information for
certain avionics options. A set of manufacturers’
instructions for all installed avionics is provided with
each new helicopter.
The following equipment is addressed in this
supplement:
•
Aspen Avionics EFD 1000H PFD and EFD 500H
MFD
• Garmin G500H avionics system with touch screen

display (GDU 700L TXi)
NOTE
For all Robinson Primary Flight Display (PFD)/
Multi Function Display (MFD) installations,
the airspeed indicator, altimeter, compass,
tachometer, and engine instruments are
retained. Pilots should use the traditional
instruments as primary unless fully familiar
with the installed avionics.
ISSUED: 7 MAY 2018 Page 9-14.2

ROBINSON SECTION 9
SECTION 2: LIMITATIONS No change.
SECTION 3: EMERGENCY PROCEDURES No change.
SECTION 4: NORMAL PROCEDURES No change.
SECTION 7: SYSTEMS DESCRIPTION See below.

No change.
FAA APPROVED: 7 MAY 2018 Page 9-14.3

ROBINSON SECTION 9
ASPEN EFD 1000H PFD AND EFD 500H MFD
The Aspen Electronic Flight Display (EFD) 1000H is a

Primary Flight Display (PFD) optimized for helicopter use.
It is available in a “Pilot” (basic) version or “Pro” (with
more advanced navigation features) version.
The Aspen EFD 500H is a Multifunction Display (MFD)

optimized for helicopter use.
Robinson configurations are either a single EFD 1000H

PFD or a dual installation with one EFD 1000H PFD
and one EFD 500H MFD. A typical dual-installation
instrument panel is illustrated on the following page.
The manufacturer’s documents for the EFD 1000H and

EFD 500H are:
Title Document No.

Aspen Avionics Evolution Flight Display
091-00012-001
EFD 1000H PFD Pilot’s Guide
Aspen Avionics Evolution Flight Display
091-00013-001
EFD 1000H/500H MFD Pilot’s Guide
NOTE
A Robinson part no. D327-4 light filter may be
used to reduce reflections in the windshield at
night. The light filter is installed by clipping
it to the front of the display. Filter use is at
pilot discretion.

ROBINSON SECTION 9
1. AIRSPEED INDICATOR 21. ROTOR BRAKE LIGHT

2. ENGINE AND ROTOR TACHS 22. IGNITION SWITCH
3. ALTIMETER 23. CLUTCH ACTUATOR SWITCH
4. MANIFOLD PRESSURE GAGE 24. CARBURETOR AIR TEMP
5. CLOCK 25. OUTSIDE AIR TEMP/VOLTMETER
6. MULTI-FUNCTION DISPLAY 26. PANEL LIGHTS DIMMER
7. PRIMARY FLIGHT DISPLAY 27. ENGINE INSTRUMENTS
8. CLUTCH ACTUATOR LIGHT 28. CABIN HEAT
9. M.R. GEARBOX TEMP LIGHT 29. NAVIGATION LIGHTS SWITCH
10. M.R. GEARBOX CHIP LIGHT 30. ANTI-COLLISION LIGHT SWITCH
11. CARBON MONOXIDE LIGHT 31. AVIONICS MASTER SWITCH
12. STARTER-ON LIGHT 32. ALTERNATOR SWITCH
13. T.R. GEARBOX CHIP LIGHT 33. BATTERY SWITCH
14. LOW FUEL LIGHT 34. CABIN AIR
15. LOW RPM LIGHT 35. AVIONICS STACK
16. ALT LOW VOLTAGE LIGHT 36. CYCLIC FRICTION
17. ENGINE FIRE LIGHT 37. CARBURETOR HEAT
18. OIL PRESSURE LIGHT 38. ELT SWITCH (OPT’L)
19. GOVERNOR-OFF LIGHT 39. MIXTURE CONTROL
20. FULL THROTTLE LIGHT 40. PITOT HEAT SWITCH (OPT’L)
OPTIONAL INSTRUMENT PANEL WITH

ASPEN EFD 1000H PFD and EFD 500H MFD
(Exact panel configuration may vary with optional
equipment and date of helicopter manufacture.)
ROBINSON SECTION 9
GARMIN G500H SYSTEM WITH GDU 700L TXi

TOUCH SCREEN DISPLAY
The Garmin GDU 700L TXi is a 7 inch diagonal PFD/
MFD designed for use with Garmin’s G500H helicopter
avionics system.
The GDU 700L TXi uses a touch screen for pilot interface,
with primary functions duplicated via knobs and buttons.
Robinson’s installation for the display is illustrated on the

following page.
The manufacturer’s document for the G500H system

with GDU 700L TXi display is:
Title Document No.

Garmin G500(H)/G600/G700 TXi
190-01717-11
Pilot’s Guide

ROBINSON SECTION 9
1. AIRSPEED INDICATOR 21. IGNITION SWITCH

2. ENGINE AND ROTOR TACHS 22. CLUTCH ACTUATOR SWITCH
3. ALTIMETER 23. GPS NAVIGATOR
4. MANIFOLD PRESSURE GAGE 24. CARBURETOR AIR TEMP
5. CLOCK 25. OUTSIDE AIR TEMP/VOLTMETER
6. MULTI-FUNCTION DISPLAY 26. PANEL LIGHTS DIMMER
7. CLUTCH ACTUATOR LIGHT 27. ENGINE INSTRUMENTS
8. M.R. GEARBOX TEMP LIGHT 28. CABIN HEAT
9. M.R. GEARBOX CHIP LIGHT 29. NAVIGATION LIGHTS SWITCH
10. CARBON MONOXIDE LIGHT 30. ANTI-COLLISION LIGHT SWITCH
11. STARTER-ON LIGHT 31. AVIONICS MASTER SWITCH
12. T.R. GEARBOX CHIP LIGHT 32. ALTERNATOR SWITCH
13. LOW FUEL LIGHT 33. BATTERY SWITCH
14. LOW RPM LIGHT 34. CABIN AIR
15. ALT LOW VOLTAGE LIGHT 35. AVIONICS STACK
16. ENGINE FIRE LIGHT 36. CYCLIC FRICTION
17. OIL PRESSURE LIGHT 37. CARBURETOR HEAT
18. GOVERNOR-OFF LIGHT 38. ELT SWITCH (OPT’L)
19. FULL THROTTLE LIGHT 39. MIXTURE CONTROL
20. ROTOR BRAKE LIGHT 40. PITOT HEAT SWITCH (OPT’L)
OPTIONAL INSTRUMENT PANEL WITH

GARMIN G500H SYSTEM WITH GDU 700L TXi DISPLAY
(Exact panel configuration may vary with optional
equipment and date of helicopter manufacture.)
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ROBINSON

OPTIONAL EQUIPMENT SUPPLEMENTS

FAA APPROVED: 7 MAY 2018 9-i

POP-OUT FLOATS SUPPLEMENT

This supplement must be included in the FAA-approved

Page No. Date Page No. Date

9-10.1 18 Dec 2015 9-10.8 18 Dec 2015

* Manufacturer’s data, not FAA approved.

REVISED: 18 DEC 2015 9-10.2

FLIGHT AND MANEUVER LIMITATIONS

Vne WITH FLOATS INFLATED: 80 KIAS

FAA APPROVED: 18 DEC 2015 9-10.3

SECTION 3: EMERGENCY PROCEDURES

POWER FAILURE – GENERAL

POWER FAILURE ABOVE 500 FEET AGL

SECTION 3: EMERGENCY PROCEDURES (cont’d)

POWER FAILURE BETWEEN 8 FEET AND 500 FEET AGL

6. Maintain airspeed until water is approached, then

FAA APPROVED: 18 DEC 2015 9-10.5

SECTION 3: EMERGENCY PROCEDURES (cont’d)

POWER FAILURE BELOW 8 FEET AGL

MAXIMUM GLIDE DISTANCE CONFIGURATION

EMERGENCY WATER LANDING – POWER OFF

EMERGENCY WATER LANDING – POWER ON

3. Make normal approach and landing to water.

FAA APPROVED: 18 DEC 2015 9-10.6

SECTION 4: NORMAL PROCEDURES

DAILY OR PREFLIGHT CHECKS

FAA APPROVED: 18 DEC 2015 9-10.7

SECTION 4: NORMAL PROCEDURES (cont’d)

FLOAT INFLATION (cont’d)

FAA APPROVED: 18 DEC 2015 9-10.8

SECTION 4: NORMAL PROCEDURES (cont’d)

FAA APPROVED: 18 DEC 2015 9-10.9

SECTION 4: NORMAL PROCEDURES (cont’d)

PRACTICE AUTOROTATION – WITH GROUND CONTACT

PRACTICE AUTOROTATION TO WATER

SECTION 5: PERFORMANCE No change.

FAA APPROVED: 18 DEC 2015 9-10.10

SECTION 6: WEIGHT AND BALANCE

WEIGHT AND BALANCE RECORD

SECTION 7: SYSTEMS DESCRIPTION

ISSUED: 18 DEC 2015 9-10.11

ISSUED: 18 DEC 2015 9-10.12

SECTION 7: SYSTEMS DESCRIPTION (cont’d)

SECTION 8: HANDLING AND MAINTENANCE

FLOAT TUBES AND COVERS

ISSUED: 18 DEC 2015 9-10.14

ADS-B EQUIPMENT SUPPLEMENT

This supplement must be included in the FAA-approved

*Manufacturer’s data, not FAA approved.

The ADS-B Out equipment consists of either a GPS

ISSUED: 27 JUN 2016 9-12.2

SECTION 1: GENERAL (cont’d)

ISSUED: 27 JUN 2016 9-12.3

ADS-B OUT INSTALLED

SECTION 3: EMERGENCY PROCEDURES No change.

SECTION 4: NORMAL PROCEDURES