Bell 206: JetRanger and LongRanger
Retreating blade stall at 85 knots???
Bong! Wrong!
A 206 has a Vne of 128 Kt or so, and it can't be certified to that speed if it is going to stall before that.
The limit is due to bending forces in the mast, transmission and driveline.
(Gunship Hueys in SVN would get blade stall on attack runs - although this might have been associated with the high speed of the dive, being grossly overweight with rockets and bullets and armour plating, and the vigorous manoeuvering to get out of the hot zone after release of ordnance.)
Bong! Wrong!
A 206 has a Vne of 128 Kt or so, and it can't be certified to that speed if it is going to stall before that.
The limit is due to bending forces in the mast, transmission and driveline.
(Gunship Hueys in SVN would get blade stall on attack runs - although this might have been associated with the high speed of the dive, being grossly overweight with rockets and bullets and armour plating, and the vigorous manoeuvering to get out of the hot zone after release of ordnance.)
PPRuNe Enigma
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Finally got a break in the weather today. What a week !
Did some upper air work, vortex rings, autos and a couple of interesting confined areas / pinnacle. I'm starting to get a feel now for the power settings; you can pretty much hear the note of the turbine - so spending more time looking outside and less fixated on the torque gauge. Autos were good too - getting the RPM control sorted out and a good power recovery at the bottom. Overshot the first field though - it just keeps going compared to the R22 / 44 !
Want to have a go at the written exam next week - does anyone know how I can get hold of a syllabus or example questions - or is it just a case of mugging up on the POH ?
Did some upper air work, vortex rings, autos and a couple of interesting confined areas / pinnacle. I'm starting to get a feel now for the power settings; you can pretty much hear the note of the turbine - so spending more time looking outside and less fixated on the torque gauge. Autos were good too - getting the RPM control sorted out and a good power recovery at the bottom. Overshot the first field though - it just keeps going compared to the R22 / 44 !
Want to have a go at the written exam next week - does anyone know how I can get hold of a syllabus or example questions - or is it just a case of mugging up on the POH ?
Join Date: Jun 2004
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Small point but it doesn`t have to be a TRI examiner(TRE), just a FE will do. The TRI doesn`t apply to the 206. All you need to instruct on the 206 is a FI and the rating on type.
Don`t know if they(CAA) have filled the loop hole but at the minute you don`t even need 15 hours on type prior to you instructing on it. A mistake in the amendments to JAR FCL.
Don`t know if they(CAA) have filled the loop hole but at the minute you don`t even need 15 hours on type prior to you instructing on it. A mistake in the amendments to JAR FCL.
B206 Crew Rest Area
Being a relative newcomer to the B206, I found out a new feature of the type today that was most impressive.
I was shut down for a couple of hours in the sun on a guano-covered pontoon, nowhere to rack out except in the cabin - too hot, nowhere near enough shade to cover me.
Then I had a eureka moment - hopped into the baggage compartment (with extender). Head towards the tail rotor, knees up on the bulkhead, door open, gentle breeze wafting in, waves gently rocking - not exactly the Hilton, but pretty relaxing nonetheless.
So to all you 6 footers, bad luck! I guess there aren't too many advantages to being a shortarse, but this is one.
I was shut down for a couple of hours in the sun on a guano-covered pontoon, nowhere to rack out except in the cabin - too hot, nowhere near enough shade to cover me.
Then I had a eureka moment - hopped into the baggage compartment (with extender). Head towards the tail rotor, knees up on the bulkhead, door open, gentle breeze wafting in, waves gently rocking - not exactly the Hilton, but pretty relaxing nonetheless.
So to all you 6 footers, bad luck! I guess there aren't too many advantages to being a shortarse, but this is one.
Gatvol
Join Date: Jun 2000
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Good Idea. I always found that going into the Air Conditioned Pilots Lounge and grabbing a nap was easier. You guys are a bit different...........
And yes, you mount the Camel and ride it to town, not just mount the Camel.
And yes, you mount the Camel and ride it to town, not just mount the Camel.
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You should try that in the ec120!
there is enough room in that for a little female company plus it doesnt smell like a jetranger!
how come all jetrangers smell the same?
there is enough room in that for a little female company plus it doesnt smell like a jetranger!
how come all jetrangers smell the same?
PPRuNe Enigma
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At 6ft 4 I don't think I'm going to give that one a try !
There seem to be quite a few drips and drops in there so you'd come out ponging of a nice mixture of oil and Jet A1.
Oh, and around here if you leave the door open the rain gets in so you'd probably get pneumonia.
Nope, it's the crew room and a nice cup of tea for me.
There seem to be quite a few drips and drops in there so you'd come out ponging of a nice mixture of oil and Jet A1.
Oh, and around here if you leave the door open the rain gets in so you'd probably get pneumonia.
Nope, it's the crew room and a nice cup of tea for me.
AOTW,
The cushions off the rear seat back, under the belly/tail boom, suits those of normal vertical genes
Probably a bit more airflow if you're shut down into wind, methinks?
Mind you, in 2.5 metres of snow atm, not a problem that we're currently facing, although we did take one of your Cairns based hosties for a flight yesterday
Just to change the subject.....
The cushions off the rear seat back, under the belly/tail boom, suits those of normal vertical genes
Probably a bit more airflow if you're shut down into wind, methinks?Mind you, in 2.5 metres of snow atm, not a problem that we're currently facing, although we did take one of your Cairns based hosties for a flight yesterday
Just to change the subject.....
John, Sprocket, the under the machine option is usually a good one; unfortunately in this instance there is a bit too much 'aroma de seagull' to want to get down amongst it!
B Sousa, I was always told that it's good to get in early when choosing a camel; you don't want to get stuck with an ugly one.
B Sousa, I was always told that it's good to get in early when choosing a camel; you don't want to get stuck with an ugly one.
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Back in the old days, I used to carry a hammock with me. Just nylon netting, with a ring at each end and nylon rope attached to them. Attach one rope to the tail stinger, the other to the aft tiedown shackle, and you're ready to go. Shade can be a problem, of course. I far prefer the back seats to the baggage compartment - at least you can open the windows and doors, and put a shade in the window with the sun coming in. The seat backs on the deck are the best, of course, but I too have been on platforms with the seagull residue a couple of inches thick, and I don't even get out on those.
I landed on one of those roost platforms once, and it had been raining for awhile, so the mess was slippery and wet. I told the pax that if they slipped and fell, to just call for a boat, because they weren't getting back in my helicopter covered in that stuff. It was bad enough with the floor covered from their feet, but I wasn't taking a chance with the seats.
I landed on one of those roost platforms once, and it had been raining for awhile, so the mess was slippery and wet. I told the pax that if they slipped and fell, to just call for a boat, because they weren't getting back in my helicopter covered in that stuff. It was bad enough with the floor covered from their feet, but I wasn't taking a chance with the seats.
Join Date: Sep 2003
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B206 Internal Gross Weight To 3350lbs
Just received the STC and flight manual suppliment for our B206 to allow internal gross weight to be increaded to 1519kg or 3350lbs....there is no requirement for helicopter with SN 2212 and subsequent with the 65" tail rotor. There is a VNE of 78kts above 1451kg, and practice autos above 1451kg are prohibited.
Aircraft before this SN have to follow BHT-206-SI-129 SB in accordance also with information letter 206-04-89.
Involves placards and cross check of serial numbers on skids to comply with increased weights.
Aircraft before this SN have to follow BHT-206-SI-129 SB in accordance also with information letter 206-04-89.
Involves placards and cross check of serial numbers on skids to comply with increased weights.
Be interesting to see how the wear on the blade grips progresses.
In a former life, we would take off every flight at 3200 lb, and the brinelling on the grips was horrendous.
If you've got all that weight inside, it is probably fat passengers, and they might not be impressed at travelling at less than 80 kt? A sling load doesn't care, and usually can't go that fast anyway. But the people paying by the minute could complain, maybe? At least they would be airborne, though, instead of waiting for the next chopper to join their chubby mates...
In a former life, we would take off every flight at 3200 lb, and the brinelling on the grips was horrendous.
If you've got all that weight inside, it is probably fat passengers, and they might not be impressed at travelling at less than 80 kt? A sling load doesn't care, and usually can't go that fast anyway. But the people paying by the minute could complain, maybe? At least they would be airborne, though, instead of waiting for the next chopper to join their chubby mates...
It helps us fat pilots too! Finally, Vne matches Vmrc !!!
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Brinelling??
AC, the brinelling was caused by the low speeds and pitch setting you guys used to use. It doesn't effect ships used in constant slinging i.e. fire bucket work and the same yoke is used on an 206L4 which can be 1200 lbs heavier after all. As the blade rotates and changes it's pitch setting it does so in a small area at slow speeds. At higher collective and cyclic offset from neutral i.e. cruise the variation in pitch is over a larger area of the yoke. The same applies to the trunnion with larger flapping angles. Then again WTFWIK.
Giovanni:
Yeah, yer probably right.
Most of the ops were just drifting around waiting for something to happen, 60-80kt, with the occasional dash when the adrenalin pumped.
The raised weight limit still doesn't mean that the engine power and tail rotor authority are going to do any better, though....
Yeah, yer probably right.
Most of the ops were just drifting around waiting for something to happen, 60-80kt, with the occasional dash when the adrenalin pumped.
The raised weight limit still doesn't mean that the engine power and tail rotor authority are going to do any better, though....
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AC
Reading the suppliment last night it stated that for hover ops at gross weight above 3200lb, IGE manouvers refer to basic flight manual.
While OGE manouvers are only to be performed in calm wind.
Reading the suppliment last night it stated that for hover ops at gross weight above 3200lb, IGE manouvers refer to basic flight manual.
While OGE manouvers are only to be performed in calm wind.
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I know the 206 has great auto capabilities, but there is a real difference between autos with two people on board and 60 gals vs. MGW. Not allowing practice autos above 3200 appears to tell you something. I understood one of reasons for the higher external load limit was the ability to jettison the external load to enable a successful auto. If that was one of the reasons, I wonder what changed since to make it safe & successful to now auto with 3350.
I would be interested to hear more details on these issues from Bell or someone who has the answers or corrections to my assumptions.
I would personally favour a 206L, 407, Astar or such instead of pushing the envelope - less stress = better health.
I would be interested to hear more details on these issues from Bell or someone who has the answers or corrections to my assumptions.
I would personally favour a 206L, 407, Astar or such instead of pushing the envelope - less stress = better health.