Reciprocating (spark ignition) engine fuel injection for seriously long and isolated backcountry flights may limit where you can get gas, fuel approvals are generally more limited than carburetors. Except Canada has 100LL at many marinas (I love the Canadians, really easy to get things done there)

When I visited the factory earlier this year, I asked about fuel: unleaded 91, MoGas STCs etc. for the R44 and was told good news is on its way... and here it is for the new carburetor versions of the R44: Note: There is no MoGas listed but, at least it’s unleaded. MoGas STC is available but, not factory.

https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/ea8abce3bc31c94b862582c200647e8b/$FILE/H11NM_Rev_9.pdf

Thank you Robinson and Lycoming!!! Mahalo! Fill her up with unleaded!

I always appreciate seeing access to helicopter flying improve. Robinson has done an excellent job with that and the R44 is an excellent machine if it is respected.

VTOSS wrote:I always appreciate seeing access to helicopter flying improve. Robinson has done an excellent job with that and the R44 is an excellent machine if it is respected.

Good to hear, thank you...

I know guys that have been running fleets everyday for 10+ years. No complaints from what I see and hear. Respecting the limitations is paramount however. I’m just a beginner, Robinson and the operators have been very welcoming. TT 50 hours so far.

That's good news. I put a F1B5 crankshaft in my experimental IO-540. Good crankshaft...haha.

BTW I have the F1B5 counterweights for sale. Designed for 2800 rpm!

Zzz wrote:That's good news. I put a F1B5 crankshaft in my experimental IO-540. Good crankshaft...haha.

BTW I have the F1B5 counterweights for sale. Designed for 2800 rpm!

Welcome to the F1B5 Lycoming family. Hopefully, you can sell the extra hardware.

A few years ago, I decided never to own any engine bigger than a (4) cylinder, because I was downsizing for retirement. But, now I will own a (6) cylinder but, it’s carbureted. I also, made a decision to eventually use unleaded fuel too.

One out of two is not too bad!

The parallel valve 540 is an awesome powerplant. The crankshafts only get 2000 hrs in the R44 though, then they're put to pasture.

Dry run assembly of bottom end by Zane Jacobson, on Flickr

Hi Zzz,

Nice picture!

The R44 Cadet (serial numbers 3xxxx and up) has a substantially smaller flight envelope and the TBOs were increased. It’s the two seat version (I don’t want four seats, I need storage)

FAA approved Life limited parts:

https://robinsonheli.com/wp-content/uploads/2017/01/r44_mm_3.pdf

Zzz wrote:The parallel valve 540 is an awesome powerplant. The crankshafts only get 2000 hrs in the R44 though, then they're put to pasture.
<snip>

Did you mean to say the CAMshaft is put to pasture? I agree that CAMshafts are typically scrapped at TBO.

My experience with all Robbie engines is the crankshaft is extraordinarily long-lived, especially since RHC made engine-oil filters standard. Often the crankshaft can meet spec with just a polish, as opposed to a regrind. That said, a full-throttle start-up can ruin the counterweight bushings, requiring crankshaft removal to replace said bushings.

iPat wrote:

Zzz wrote:The parallel valve 540 is an awesome powerplant. The crankshafts only get 2000 hrs in the R44 though, then they're put to pasture.
<snip>

Did you mean to say the CAMshaft is put to pasture? I agree that CAMshafts are typically scrapped at TBO.

My experience with all Robbie engines is the crankshaft is extraordinarily long-lived, especially since RHC made engine-oil filters standard. Often the crankshaft can meet spec with just a polish, as opposed to a regrind. That said, a full-throttle start-up can ruin the counterweight bushings, requiring crankshaft removal to replace said bushings.

Not sure. Maybe I misunderstood the hearsay, that the 2000 hour TBO was a mandatory overhaul with new bottom end. I probably should question such ridiculous things but in helicopters it seems there's no limit to that.

I was happy to get a perfect condition 2000 hr F1B5 crank for my C4B5 engine. I don't recall the circumstances under which Wentworth came by it, but it inspected as excellent condition. I had my C4B5 counterweights rebushed by Specialties and installed them on the F1B5 crank. The heart of the R44 should instill an instinct in the Bearhawk that it can take off shorter.

FWIW, I did not scrap my cam. It inspected fine, was ground and coated with manganese phosphate for extended pre-start corrosion protection, and reinstalled. I also had my tappets inspected, serviced, coated, and I reinstalled them.

But enough about me... sorry for the hijack.