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Bell 212

Old 23rd Nov 2009, 17:52
  #161 (permalink)  
 
Join Date: Jul 1999
Location: 58-33N. 00-18W. Peterborough UK
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Thanks for the kind words T & B – I often thought of my job in Singapore - if they didn’t want to pay me - I’d do it for free. I had more fun out of 212s than anyone deserved. The best (most fun) contract we had was with the Royal Thai Navy and their purchase of 8 X 212s. A delegation of RTN officers came down to Singapore for three months while the aircraft were kitted out. A certain RTN Commander was the boss. He was smart; one course to the US Navy College, Corpus Christi, had seen him top of the class from 144 students, most of them US. At graduation they raised the Thai Flag at the same rate as the Stars and Stripes – which pleased him. On the one hand – bordering on genius; on the other - a world class, priceless nutter who turned out to be one of my favourite people of all time.

One example: after delivery he was accepting the last of the aircraft at U-Tapao Navy base, only he and I on board. The last check was an auto-rotation. We were 5-6,000 feet over the base and he killed both engines – cold. Some time later we slid to a very short stop on the airfield, out jumps the Commander and, through the still rotating blades, emptied his M16 skywards. As he was grinning at me all the while I don’t know to this day whether, on the one hand - his genius had worked out that he could do this without hitting a blade or, on the other – a world class, priceless nutter had just got lucky. Anyway, it seemed to indicate that the acceptance had been a success so who was I to complain.

Here's one of the eight aircraft at U-Tapao, in VIP colours and clearly having just been blessed by a Buddhist priest. 'forget' with his favourite Commander.

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Old 23rd Nov 2009, 19:49
  #162 (permalink)  
 
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Enjoyed reading that, 'forget', and also enjoyed studying the picture. Am I right in thinking that a bunch of Thai matelots are hiding in the shade of a 212 with its floats deployed over to the right of the frame? Wonder what the story was there...

...with appropriate apologies to all those who're trying to use this thread to actually get some work done. Boy, could I have made good use of Shawn Coyle's charts and whizz-wheel in Brunei; I'm convinced that over 10% of the lifts made out of the ulu there were overweight. Er, obviously not with the Loan Service drivers on board - oh, perish the thought.
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Old 23rd Nov 2009, 20:16
  #163 (permalink)  
 
Join Date: Sep 2004
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I do believe, that under closer observation, that 212 in the upper right side of the photo is on fixed floats so I don't think there is much of a "story" there.
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Old 24th Nov 2009, 07:24
  #164 (permalink)  
 
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Ah, right - thanks Albatros. Another gap (and there are many) in my education is filled!
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Old 24th Nov 2009, 16:23
  #165 (permalink)  
 
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I
do believe, that under closer observation, that 212 in the upper right side of the photo is on fixed floats so I don't think there is much of a "story" there.
Ye know toooooo much!!!
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Old 24th Nov 2009, 17:31
  #166 (permalink)  
 
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Not something you see every day.

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Old 24th Nov 2009, 20:27
  #167 (permalink)  
 
Join Date: Dec 2003
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Not common I agree but early seventies Bell 212/205's were often seen in the ME on fixed floats.
I think there are some photo's from the old Skyweaver site now on Photobucket particularly one of 'EE' outside the Bristow hangar in Dubai, also Gulf Helicopters used to operate a couple of 205's on Fixed floats out of Doha circa 1977, was bit of a bugger checking the T/R!!

S
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Old 25th Nov 2009, 08:39
  #168 (permalink)  
 
Join Date: Sep 2009
Location: In a divine hover
Age: 55
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Nice to get answers so soon - Bell 212 hover graphs not available

We came out to write down different weights and OAT´s for each ship-just to have one value to check..
Thanks for the suggestion huey. Looks like we'll have to try that out too; in fact we've already started off on that account by noting down the WAT plus torque at hover. Also hope to get some info from Shawn Coyle.
It is very nice to be on the forum, and being new here, end up spending most of my waking hours in the last few days (when I'm not actually flying) checking out the forum. It is so educative, and I've been just soaking up stuff. Right now, I'm following the thread on Offshore flying, as also the one on Autopilots / SAS
Cee you

Last edited by PolarisPilot; 28th Nov 2009 at 17:39. Reason: New to the system, and wanted to add quoted text
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Old 28th Nov 2009, 20:11
  #169 (permalink)  
 
Join Date: Oct 2007
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412 /212 Max loading nose avionics bay

does anyone know or can direct me to the manual that states the max allowable load limit for nose avionics bay ballast and or avionics weights
thanks in advance
dr
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Old 28th Nov 2009, 20:36
  #170 (permalink)  
 
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Yes, the maintenance manual does
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Old 1st Dec 2009, 17:56
  #171 (permalink)  
 
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forget (NC) check your PM's.
Cheers
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Old 16th Dec 2009, 14:06
  #172 (permalink)  
 
Join Date: Dec 2009
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torque/MAUW charts for Bell 212

Hi all
I cannot find any chart to find the hover tq with corrosponding MAUW figures. Bell 212 FMS for Cat A ops gives figures only upto 10000lbs as it's the limit AUW for cat A ops. Has anyone got the idea on how to find the tq value from 10000lbs to 11200lbs?
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Old 13th Nov 2010, 13:46
  #173 (permalink)  
 
Join Date: Dec 2006
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Bell issue an ASB after the fatal accident in Mexico last month.

http://www.bellcustomer.com/files/St...212-10-141.pdf

Another reason to get rid of these old aircraft.

Last edited by Shell Management; 13th Nov 2010 at 15:18.
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Old 13th Nov 2010, 20:54
  #174 (permalink)  
 
Join Date: Aug 2002
Location: Afrika sometimes
Age: 65
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Another reason to get rid of these old aircraft.
Bell Helicopter has determined that a main rotor hub inboard strap fitting may have not been manufactured in accordance with the Engineering design requirements and may fracture as a result of the non-conformance.
So what on earth has that got to do with the age of the aircraft? I'd rather get rid of an annoying little twerp like you who seems to have hours to spend every day adding your trite and meaningless comments to so many threads....
SM/anything he writes = 0
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Old 13th Nov 2010, 21:48
  #175 (permalink)  
 
Join Date: Dec 2004
Location: Great White North
Posts: 162
I guess this is what you call a 'one track mind'

Quality issues are one of the most problematic issues in our industry today. Typically you will get a bad part that doesn’t fit you new design Bell 429, EC225 or S-92 and that is it, you order a new one and hope it fits.

What is more insidious is when a process is missed, whatever the FAR revision your aircraft was certified under, the helicopter is at risk. All OEMs work extremely hard to have robust QA processes to prevent this from happening, but in this case good people died and I find it appalling that someone would use this to push a totally unrelated agenda.

Sad, really sad
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Old 14th Nov 2010, 12:12
  #176 (permalink)  
 
Join Date: Dec 2001
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Getting rid of these old aircraft is not a realistic response - this sort of thing happens all the time to newer designs as well.
There is a curve of problems vs. time (commonly known as the bathtub) and I'd wager that the 212 is still well along the level part of that curve.
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Old 14th Nov 2010, 13:58
  #177 (permalink)  

 
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"Another reason to get rid of these old aircraft"

Old technology is proven technology. There's life in the old girl yet.

Phil
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Old 14th Nov 2010, 16:00
  #178 (permalink)  
 
Join Date: Jul 2000
Location: Toledo, OH
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Several of the folks I talked with that were doing long line, stated that they preferred the 212 over the 412 for long line work. Mostly due to the rotor system having more inertia.
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Old 14th Nov 2010, 17:26
  #179 (permalink)  

 
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
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Shell Management - nobody at Aerogulf has forgotten that accident - read the thread about it in this forum properly to get more insight into it. That could have happened to almost any modern aircraft, and the fact that their aircraft were newer (or had 2 engines, for that matter) didn't help the boys from Cougar or from Bond.

Taking your points - the aircraft may be old, but each Aerogulf machine is stripped down and rebuilt every year. They are like well-loved classic cars! Low spec? All of those used at night are fully IFR equipped, with radalts, radar etc., plus 2 crew and associated equipment. Low performance? The loads were adjusted to cope.

In principle, there is no problem flying at night if the proper procedures are taken. In fact, I don't find it demanding at all. The air is just a different colour!

Are you really from Shell Management? If so, you will know that Shell will use a 212 when it suits them.

Phil
Registered Aviation Consultant
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Old 14th Nov 2010, 19:01
  #180 (permalink)  
 
Join Date: Jul 2006
Location: The Netherlands
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Paco said
you will know that Shell will use a 212 when it suits them.
Shell management may be deluded but I really can't believe Shell still fly the 212 (or perhaps you mean 2/1=2!).
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