Next time 500 head of Brahmans turn around at the entrance to the yards & start to run under my helicopter, scattering into the trees in the blink of an eye, I will refer to the performance chart rivetted above my head. On this chart I will compare the pressure height & temperature I am operating in to come up with a max power setting I am allowed to use, after all it is 30 degrees hotter now than when I did the calculation in the dark this morning (?!?!?!). This max power setting will ensure I do not overstress the drivetrain (including the belts) or suffer from an unexpected RRPM decay. Yeah right!!
Mustering is an operation in which the machine is occassionally operated to the machine limits, not the manufacturers design limits. The problem of shredding belts on the R22 became more prevalent with the release of the Beta 2, & coincidentally this model has more engine power available than previous models & sold like hotcakes to the musterers. My opinion of RVDT's question is that the drive belt standards have kept up with the design, as long as pilots operate within the design limits. There are many machines in other sectors of the industry which have done a full life on the belts with no problems, but then it only takes one to spoil your day.
I'm sure Frank is happy to reap the rewards of his helicopter sales to the mustering sector, but he has demonstrated that he is equally happy to wipe his hands of anyone who operates his machines outside the design envelope.
A story to emphasise a point - Years ago I had the opportunity to speak to a Toyota Landcruiser design engineer, & I asked him why they don't improve the standard of the suspension. His reply at the time was "when people stop buying them we'll spend money on Research & Development". Years later the Nissan patrol was increasing its' market share with the coil cab & now the Landcruiser has coil suspension. My point - Stop buying R22's & I suspect Frank will beef up the drivetrain. While I'm holding my breath waiting for that, I personally will keep a close eye on the belts & change them more frequently than required if I operate outside the design envelope.
The blade delaminating I struggle with. I understand how the blade bolts can be bent by MR overspeeds, but I don't accept that the manouvres conducted during any operation can cause a blade to delaminate. I would have thought if a manouvre was severe enough to contribute to blade delamination the machine would turn inside out! I am a big fan of the Robinson product, but I do believe he has a significant design problem with the method of blade manufacture, & as I stated previously if we stop buying them I'm sure he'll address it.