One of the problems with two strokes in helicopters is the need to be
running at or near full power. Then to practice an auto you chop the
throttle and if steps aren't taken, a seizure can result. I know one guy
who has added an enrichment device for just those times when he reduces
throttle after running at full chat for awhile. In my old motorcycle days I
had a compression release installed for those long down hills so that I kept
some fuel-oil mixture going thru and also I could avoid a fouled plug at the
bottom. With an sprag clutch and no real flywheel on a helicopter the
compression release would not work.
All that said I do know of a couple of guys flying the Ultrasport with the
two stroke engine and they seem to have over come some of the two stroke
problems.
Engine power requirements can be kind of estimated quickly using the old
10#/hp For adequate helicopter performance this rule of thumb gives some
indication of how much power is going to be needed. Whether the Rotax can
supply this for a period of time is a question better asked of people who
have used them in such an environment.
"Morgans" wrote in message
...

"Stuart & Kathryn Fields" wrote

People who have flown both the R-22 and the Mosquito say the Mosquito is
much easier to fly. Now I don't have any experience or second hand info
on the AW-95.

What do you think of the power output of the little Rotax in the 95? Is
it over taxing the engine, or is it going to be able to put out that much
power without reliability problems in the long run?

Whenever I see a 2 stroke in a Heli, it reminds me too much or an earlier
helicopter no longer in business (that shall go nameless) and it concerns
me.
--
Jim in NC