Originally Posted by
Torquetalk
I didn’t say power margin Robbie, I said power range. As you know, the same engine is in both aircraft, but is D-rated in the R22. There is, in fact quite a bit more power margin in the R22. But parts like the MGB won’t thank you for using it. Using the full range of power in the 269 means you are not constantly making small inputs within a limited range (which are further fine tuned by the governor). The inputs in a 269 encompass a bigger range and require more compensation. That trains the relationships between pilot input and associated corrections better.
The R22 is arguably “less stable”. Flighty you might say. But we are talking at cross purposes. I am talking about balance: The R22 comes easily into balance; the 269 needs more help. A poorly flown 269 feels clumsy. The fact that you can trim out the 269 cyclic is also very important in terms of workload management and safety. There are no prizes for making things unnecessarily hard.
Well, I guess I just don't have enough time in them to really get what you're driving at,...plus I'm not an instructor, so its almost like we're speaking different languages.
I'm kinda like Tom Cruise in Days of Thunder. I just know that the 300 was easy to fly, and I didn't enjoy it. Same impression of the Enstrom by the way.
The Sikorsky S-55,...now that I did enjoy flying.
