With all that is known about the Robinson susceptibility to mast bumping in turbulence - why would you go flying in the mountains in 25 - 30 Kt winds???
I am not anti-Robinson but we must acknowledge that very light blades are more sensitive to turbulence & mast bumping.
Heavy blades retain their plane of rotation long enough to handle sudden strong gusts.
But they require extra strength (heavy) laminations & spar at the root end to handle bending loads at the root (blade coning)
Frank came up with a good solution to save ounces and pounds in the rotor system
By incorporating coning hinges at the root which relieved any coning stress
Thus he could build very light blades .... which had the additional benefits of lower centrifugal force on the hub and feather bearings which meant he could build a lighter head.
Early blade de-laminations were the first red flag , but were attributed to outsourced blade manufacturing errors
Then came the numerous unexplained rotor incursions into the cabin or boom. A big red flag ... not to mention further de-laminations through the years
Easy for me to say ... but if he (stubborn frank) had halted production , built a blade similar to the H269 , strengthened the hub to take the extra loads , the problem would have been solved.
Of course those several pounds of weight would have reduced payload .... but extra pitch along with extra power from the de-rated engine should solve that ..... working the Lycoming a bit harder would likely reduce TBO from 2200 hrs to 1800 hrs which is still excellent for piston helicopters.
I am also suspicious of having 3 hinge points on a 2 blade rotor .... if a split second disturbance caused
one blade to pivot on a coning hinge it would immediately put everything out of phase and would self-destruct.