Bell 212
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.
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.
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.
...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.
Ah, right - thanks Albatros. Another gap (and there are many) in my education is filled!
Join Date: Jun 2007
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I
Ye know toooooo much!!!
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.
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
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
Join Date: Sep 2009
Location: In a divine hover
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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..
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 16:39. Reason: New to the system, and wanted to add quoted text
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
thanks in advance
dr
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?
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?
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.
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 14:18.
Join Date: Aug 2002
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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.
SM/anything he writes = 0
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
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
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.
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.
Join Date: Jul 2000
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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.
Join Date: Nov 2000
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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
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
Join Date: Jul 2006
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Paco said
Shell management may be deluded but I really can't believe Shell still fly the 212 (or perhaps you mean 2/1=2!).
you will know that Shell will use a 212 when it suits them.