I am surprised about your negative views on the back seat of the R44; I don't think it is as bad as you describe at all. I have spent some time in the back and find it plenty comfortable enough for my 6'4", bulky frame. I'd be more than happy to spend an hour or two flying somewhere seated in the back.Most of my R44 time (probably 4 hours and counting) has been in the front-left seat. There one design flaw becomes painfully obvious: with the vent lever locked open, the little t-bar sticks out and pokes me in the leg when my feet on the pedals. (not that they ever are, of course; that would be illegal.) So leave it unlocked and re-open it every few minutes is the solution.
-- Bas Scheffers, March 10, 2010
Fast forward to 2013 and Eurocopter has closed the customer satisfaction gap to Robinson to be almost equally good (or bad).Rotor & Wing OEM Excellence Ratings 2013
www.aviationtoday.com/rw/topstories/Striving-for-Excellence_79598.html#.VNdLGFPF84Q
-- Andy Course, February 8, 2015
Interesting read, I found this as working R66 / Bell 206 / Eurocopter utility pilot. I can fairly compare the R66, 206, and EC120 as all have done the same job at this facility supporting oil & gas. The work here is largely slinging and moving work crews, 1 to 3 passengers and gear at a time. It also water buckets fires in summer a bit, working a 110gal bucket admirably.The hands down winner? The R66. It slings the most, and complains the least doing, while also being slightly more fuel efficient. It’s hot and high performance is truly impressive. It is quite simply the easiest to work, with no bad habits (Jet Ranger’s and EC120’s weak tail, EC120 “drop” post translation when heavy leaving a confined, no LTE). Many of the criticisms in this write up I found strange, we regularly transport passengers up to 6’3 in the back seat, admittedly for short hops (1/2 hour or less). Would I appreciate 3-4” more in the back for legroom? Absolutely and it’s odd Robinson didn’t, but it works well enough and keeps the machine physically small and light.
Small, simple, and light are its best attributes, With the increased external gross, the 66 will now sling 1,200lbs on the hook for oil patch distances- highly impressive when compared to a 120 or 206, and encroaching on the BA. And at that weight it acts as if there is more on tap, it’s best thought of as a new MD500D, with essentially the same practical load. The lack of complications, FADEC, flat screens, auto pilot and air conditioning is something to celebrate in northern remote flying and it would be nice if other companies would take note. The 66 importantly has been the most reliable helicopter on site with not one AOG day in my 15 months operating it, on either shift that I’m aware of so 365 days a year.
Robinson clearly nailed what the market needed, again, with the sales numbers of the 66. Criticisms? Would like to see more than 3000 cycles on the hot section, 3” longer back seats, and doors that reliably latch the top pin without finangling. Overall one of the most workable light machines on the market in the light utility role, it was never meant to be an executive machine and the Robinson mantra of simpler and lighter holds strong. If this becomes a FADEC’d, autopiloted, air conditioned machine it will lose much of its utility.
-- Gus Knight, January 24, 2019