B73
Blimey, who's rattled now.
Your reasoned discussion was full of technical inaccuracies which is why I suggested Lycoming as a source of accurate information on the subject. You dont need an in depth knowledge of your engine and engine operating principles to fly but it is my opinion that it helps. It sure helps when engaging in technical discussion.
Search engine? Sorry, I take your point.
Conspiracy? No. dealt with that one.
I didn't start the story that the R22 may well be killed off. I think I read it first in Pat Malones article when he interviewed Frank Robinson in the AOPA magazine. Frank Robinson takes safety very seriously and he has said before that accidents affect him deeply. It is with this in mind that I wondered if yet another carb icing incident would affect his decision to continue production or not, or for how long. Availability is not up to the customer who wants to buy a carb equipped heli. It is up to Robinson if he is prepared to sell them.
Yourself and Headsethair have argued eloquently for the retention of the status quo (carb). I happen to think its time has passed. Can we agree to differ with good grace?
The reasons for putting injection on the Raven2.
It has the same continuous rating as an Astro of 205 BHP . The 5 Minute rating has been increased to 245 BHP from 225
The Original Astro engine was derated from 260 BHP so technically only needed less derating to give the same performance as a Raven 2 engine. Hot and High? Fuel injection really does not help. Rating the engine at 245BHP does, but the limit of density altitude is the same for carb and FI. The Raven2 engine may have beefed up bearing surfaces to keep Franks reliability reputation and it may be more efficient, but FI is not required to get 245BHP out of an O540. Bear in mind that the original carb Astro engine is rated at 260 BHP by Lycoming.
Robinson may market it as having greater altitude performance but it aint the fuel injection system that allows that. Its the extra 20 BHP. Their website does not explain that. If injection is not required for the extra power- which it is not, and it doesn't help hot and high - which it doesn't, and leaning is not recommended - which it isnt, there aren't too many reasons left to use it.
In fact, only two. Fuel economy and icing resistance. These are not my opinions. They are technical facts.
Dangerous, moi? Funnily enough I think of myself as very safety aware. I try to learn as much as possible about what I do cos I think this helps reduce risks.
Lighten up, we're on the same side. I didn't mean to p*ss you off. (but I cant resist just a bit of sarcasm now and again)
Phil
Helicopter redeye
Diesel, yep, like it. But I dont think it will affect my flying career. (which is likely to be short and messy according to B73)
Flingwing 207
It is some time since I did my training but 300 and Enstrom was significantly more expensive than R22 here in the UK. I wonder if they now cost the same if costs have equalised?
Tch, there I go again, wondering. Look at the crap that gets me into.
