ROBINSON R66 TURBINE – NOW ENHANCED WITH NXG TECHNOLOGY
The five‑seat Robinson R66 Turbine is a proven performer: simple to operate, economical to maintain, and powered by the Rolls-Royce RR300 turboshaft engine running on Jet‑A fuel. With over 1,000 units delivered worldwide, it continues to stand out in its class.
The updated R66 NxG introduces a modern aesthetic and major capability upgrades—glass cockpit, impact‑resistant windshield, Garmin autopilot, and refined interior styling—while retaining the rugged reliability and low operating cost the R66 is known for.
OPTIONAL EQUIPMENT
STANDARD EQUIPMENT &
OPTIONS AVAILABLE
Standard Avionics:
Optional Avionics:
Standard instruments:
Standard Equipment:
Turbine Engines:
- The R66 is powered by the powerful and light Rolls Royce RR300 engine.
- Power (shp) – 300 shp turboshaft; derated to 270 shp for takeoff and 224 shp continuous
- Pressure ratio – 6.2
- Length (in) – 37.6 • Width (in) – 21.5
- Basic weight (lb) – 201 (dry)
- Compressor – 1 stage centrifugal
- Turbine – 2 stage GP, 2 stage PT
Choosing the right helicopter starts with the right information.
Compare key specs side-by-side to quickly evaluate performance, capacity, and features. From range and payload to speed and mission flexibility, find the model that fits your needs.
Max Gross Weight |
Empty Weight |
Useful Load |
Fuel |
Useful Load Full Fuel |
Fuel Burn |
Cruise |
Range |
G/W Hover OGE +20° |
Passengers |
VNE |
R66 R66 NxG |
EC120 EC120 |
B206 B206 |
|---|---|---|
| 2700lbs | 3781lbs | 3200lbs |
| 1280lbs | 2191lbs | 1850lbs |
| 1420lbs | 1590lbs | 1350lbs |
| 493lbs | 707lbs | 640lbs |
| 927lbs | 883lbs | 710lbs |
| 147lbs/hr | 213lbs/hr | 210lbs/hr |
| 120kts | 115kts | 95kts |
| 385nm | 382nm | 289nm |
| 7,800' | 4,300' | 4,000' |
| 4 | 4 | 4 |
| 140kts | 150kts | 122kts |
QUICK INFORMATION
Paul Lesson
Eric helped me immeasurably in making my decision to buy an R44 – in my case the Raven II to facilitate mountain operations. We were looking for an affordable and reliable (primarily) two person ship with enough room and payload for camping gear so we could explore the western mountains. His long experience in the industry helped convince me that I did not want the completely unpredictable maintenance costs of a turbine alternative like a Bell 206. Now after flying another season of Jet Rangers, and Long Rangers at work, and bringing my log book up to 625 hours air time, I see the surprises that turn up at supposedly routine 100 hour inspections. I am more thankful than ever for Eric’s counsel.
What about performance you ask? I can’t help but feel like a reasonably loaded R44 feels much more capable and willing than a Jet Ranger in a similar circumstance, and while I am not trying to fill all the seats, cram the baggage compartments, and fill the fuel tanks before prowling around 9000 foot peaks with any intention of landing, I have easily slipped into any number of alpine hideaways over 7000 feet with half full tanks, and 2 or 3 of us on board with our hiking packs and other supplies for the day. So far I have not used more than maximum continuous power to get in or to get out of even my highest landings, so there remains all that 5 minute take-off power reserve for a moment of inattentiveness, much more than I can say for my average working day in a Jet Ranger.
In my opinion this is a truly great ship, and you cannot do better than to select Eric as a dealer. He solved every roadblock in my way, even those that cropped up at the very last minute, and he did it all without ever batting an eyelash. You’d think I was his only customer, something I know is far from the truth – it seems like everyone I have met in Western Canada has purchased their machine from him, and they are all equally complimentary! I am now a believer – the R44 Raven II is far and away the ship of choice for any conceivable private use, and that will not change, for many reasons, even after the introduction of the R66.
HAVE A QUESTION? LET’S TALK. WE’RE HERE TO HELP!
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