B206 Longranger differences training
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B206 Longranger differences training
I am confused by the concept of differences training for the B206L, someone who has a B206 rating already has B206L variant on licence.
Q: is there a laid down requirement anywhere of what ground and flight training has/needs to be done for someone to move onto longranger ?
if so who can teach it and what are the legal minimums and where is it written down?
I am talking about what is essential not talking about what is desirable.
any help gratefully recieved
SFIM
Q: is there a laid down requirement anywhere of what ground and flight training has/needs to be done for someone to move onto longranger ?
if so who can teach it and what are the legal minimums and where is it written down?
I am talking about what is essential not talking about what is desirable.
any help gratefully recieved
SFIM
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It would normally be a syllabus in the ops manual and be teachable by company training captains. Outside of that, it would be down to individual examiners, with no formal structure.
If you PM me your email address I have a suitable differences document
Phil
If you PM me your email address I have a suitable differences document
Phil
Obviously as you're in Europe there may be some legal requirements I'm not aware of, but it sounds like you have the same situation as we do here in Australia - a 206 endorsement covers you for the 206L.
It's a bit like the situation where we can be endorsed for all single engined aeroplanes less than 5700 kg MAUW (not sure if you have a similar class endorsement there) - you can legally fly a type without having done it before, and the onus then falls on the owner or operator to ensure you're not going to mistreat their aircraft, and on you to make sure you're not going to kill yourself or cause damage by not being familiar with the characteristics of the particular type.
Getting back to the Long Ranger, considering that when you get your 206 endorsement it covers you for the L, the instructor should be covering the differences when they do the initial training, and the person getting the endorsement should be seeking the information too.
The main differences I remind myself of each time I get out of a 206 and into a Long Ranger are:
a. Weight & balance - obvious differences there, need to know the limits and how centre of gravity moves as fuel burns. Also there's the 'standard pax loading' system if the particular machine is placarded for it, ie pilot plus one up front, must be at least as many in the rear seat as the middle row. If not, W&B must be calculated.
b. Fuel system - two forward cells plus the main, ejector pumps sending the fuel back - possibility of up to 180 lb fuel unusable with boost pump/ejector pump failure (this may vary depending on the setup, I think the earlier Ls may have had a slightly different tank arrangement). Also 3 drain points rather than 1 on the 206.
c. Modulated start to control TOT rather than opening to the start mark (will vary with type of fuel control unit - Bendix vs CECO).
d. Different engine limits, eg TOT, Tq vs. airspeed for mast bending limit - obviously some flight manual study required for this.
e. Fuel gauge switch on some models to see either fuel in the forward cells or total.
Being a different airframe & engine setup there are numerous small differences in what you see on the preflight inspection, it sits more nose up on the skids, has a longer footprint, feels a bit different to fly, but overall not difficult for someone who's familiar with the Jet Ranger.
I've gone on a bit here, but in summary (for our system):
1. 206 endorsement covers the L, so instructor & student should make sure the differences are highlighted.
2. Your flying orders should show what must be covered in endorsement training, so that will indicate what needs to be emphasised when there are differences between variants of the same type.
3. The above mentioned points are what I've found to be the main things I need to think about when getting out of a Jet Ranger and into a Long Ranger.
It's a bit like the situation where we can be endorsed for all single engined aeroplanes less than 5700 kg MAUW (not sure if you have a similar class endorsement there) - you can legally fly a type without having done it before, and the onus then falls on the owner or operator to ensure you're not going to mistreat their aircraft, and on you to make sure you're not going to kill yourself or cause damage by not being familiar with the characteristics of the particular type.
Getting back to the Long Ranger, considering that when you get your 206 endorsement it covers you for the L, the instructor should be covering the differences when they do the initial training, and the person getting the endorsement should be seeking the information too.
The main differences I remind myself of each time I get out of a 206 and into a Long Ranger are:
a. Weight & balance - obvious differences there, need to know the limits and how centre of gravity moves as fuel burns. Also there's the 'standard pax loading' system if the particular machine is placarded for it, ie pilot plus one up front, must be at least as many in the rear seat as the middle row. If not, W&B must be calculated.
b. Fuel system - two forward cells plus the main, ejector pumps sending the fuel back - possibility of up to 180 lb fuel unusable with boost pump/ejector pump failure (this may vary depending on the setup, I think the earlier Ls may have had a slightly different tank arrangement). Also 3 drain points rather than 1 on the 206.
c. Modulated start to control TOT rather than opening to the start mark (will vary with type of fuel control unit - Bendix vs CECO).
d. Different engine limits, eg TOT, Tq vs. airspeed for mast bending limit - obviously some flight manual study required for this.
e. Fuel gauge switch on some models to see either fuel in the forward cells or total.
Being a different airframe & engine setup there are numerous small differences in what you see on the preflight inspection, it sits more nose up on the skids, has a longer footprint, feels a bit different to fly, but overall not difficult for someone who's familiar with the Jet Ranger.
I've gone on a bit here, but in summary (for our system):
1. 206 endorsement covers the L, so instructor & student should make sure the differences are highlighted.
2. Your flying orders should show what must be covered in endorsement training, so that will indicate what needs to be emphasised when there are differences between variants of the same type.
3. The above mentioned points are what I've found to be the main things I need to think about when getting out of a Jet Ranger and into a Long Ranger.
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I concur
I agree with the statements made by Arm out the Window.
The onice is put onto the owner and/or operator but in saying that the pilot should be willing/professional and aware enough to seek and want to seek out the differences.
The flying bit is the easy bit, but you have to get into the air first. ie; Flight Planning, W & B, Normal, Abnormal and Emergency procedures. These all very slightly between all models of the B206 and B206Ls.
Be curious and seek the information. The result will be, that you will feel more competent and comfortable while flying.
Have fun
800
The onice is put onto the owner and/or operator but in saying that the pilot should be willing/professional and aware enough to seek and want to seek out the differences.
The flying bit is the easy bit, but you have to get into the air first. ie; Flight Planning, W & B, Normal, Abnormal and Emergency procedures. These all very slightly between all models of the B206 and B206Ls.
Be curious and seek the information. The result will be, that you will feel more competent and comfortable while flying.
Have fun
800
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Just a small amendment about the amount of trapped fuel in the forward tanks.
L3's, from SN 51244 and onward and all L4's have had the flight manual changed so that the amount of trapped fuel in the forward tanks is about 85 pounds. It was a misprint in the original flight manual which has now been corrected. Don't ask me why it took so long to correct it.
51244 was when the transfer pipe from aft to forward tanks was shortened.
One other major piece of information that is very important: Turn off the fuel valve or pull out the left boost pump circuit breaker or you will drain the battery, even with the battery turned off. The left boost pump is wired hot to the battery.
L3's, from SN 51244 and onward and all L4's have had the flight manual changed so that the amount of trapped fuel in the forward tanks is about 85 pounds. It was a misprint in the original flight manual which has now been corrected. Don't ask me why it took so long to correct it.
51244 was when the transfer pipe from aft to forward tanks was shortened.
One other major piece of information that is very important: Turn off the fuel valve or pull out the left boost pump circuit breaker or you will drain the battery, even with the battery turned off. The left boost pump is wired hot to the battery.
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Having done this recently, there does not appear to be any associated stipulation as to what is done, other than the fact it is. Record that it has taken place as appropriate in log book and have it in the training records for any CAA inspection.
The main points have been covered.
Mass & Balance Z chart & calculation.
Fuel and potential unusuable in event of boost failure.
Start modulation of fuel, but keep it at the hot end of the start range.
Selective loading
Different engine to 206B2/3 (generally but not always) - when testing anti icing TOT reduces generally rather than increasing.
The only other area I add is if the L1 is also IFR certified, in which case there is a whole lot of other avionics on board/ force trim/ stabs etc.
The flight manual I have for the L1 is quite a bit thicker than the B2/3
The main points have been covered.
Mass & Balance Z chart & calculation.
Fuel and potential unusuable in event of boost failure.
Start modulation of fuel, but keep it at the hot end of the start range.
Selective loading
Different engine to 206B2/3 (generally but not always) - when testing anti icing TOT reduces generally rather than increasing.
The only other area I add is if the L1 is also IFR certified, in which case there is a whole lot of other avionics on board/ force trim/ stabs etc.
The flight manual I have for the L1 is quite a bit thicker than the B2/3
Many years ago I'd never flown a LongRanger but had about 50 hours in a Jetranger, so B206 was on my licence. One day I was told to go and fly the LongRanger, so I did. That's all there was to it.
Q: is there a laid down requirement anywhere of what ground and flight training has/needs to be done for someone to move onto longranger ?
A diff check is generally technical course approved by the authority which can vary in length depending on the complexity (EFIS etc) of the variant and at least one flight hour (app1 FCL 2.261(b)) training with an flight instructor (FI or TRI).
As can be seen in 2.220 a diff check is required between all "L" variants (206L/L1/LIII etc) but not the "B" models!
Last edited by Aesir; 7th Sep 2007 at 18:02. Reason: added info on "L" variants
