Bell 206: JetRanger and LongRanger
Join Date: Jun 2003
Location: Omnipresent
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If you want quality without trying to be stingy, I'd suggest Alan Mann at Fairoaks. Great course, get Bell factory cert. at end and a nice white manual. They know anything Bell back to front and inside out, thorough and well worth the extra.
Talk to Gary Savage, and enjoy it, turbine rules
Hedski
Talk to Gary Savage, and enjoy it, turbine rules
Hedski
Join Date: Nov 2002
Location: UK
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Hi
I've got a spare copy of the Pilot Transition Manual from the Bell course that's yours for the post and packing. Also a copy of a POH from the same source that you're welcome to borrow and risk breach of copyright law with.
I can highly recommend the Bell course. If you can find cheap flights (Dallas) then you'll end upo spending pretty much the same in he UK or in the USA. What you'll gain is great professional ground school, tons of auto's and people who can answer just about any question on the machine.
Having said that I've let my 206 rating lapse- never made sense not to take a 44 instead.
PM me if you want the books.
FOM
I've got a spare copy of the Pilot Transition Manual from the Bell course that's yours for the post and packing. Also a copy of a POH from the same source that you're welcome to borrow and risk breach of copyright law with.
I can highly recommend the Bell course. If you can find cheap flights (Dallas) then you'll end upo spending pretty much the same in he UK or in the USA. What you'll gain is great professional ground school, tons of auto's and people who can answer just about any question on the machine.
Having said that I've let my 206 rating lapse- never made sense not to take a 44 instead.
PM me if you want the books.
FOM
Last edited by Figure Of Merit; 31st Oct 2003 at 01:47.
Join Date: Nov 2003
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b206 quetions
To all the J.R gurus out there can anybody enlighten me on the following quirky questions?
1. Roughly how many litres or gallons does a 206 burn at idle.
2. Why when Nr is tweaked to bottom of the green in the cruise does TOT marginally decrease then 2 seconds later return to previous cruise temp.
3. Under various Air.Nav.Regs. around the world can you fly doors off with pax (tourists) legaly as POH says its allowed.
Am fairly new to the heli industry and learnt a fair bit from all the ppruners ( Although much of my knowlege gained has been on the pay package you all get! )
1. Roughly how many litres or gallons does a 206 burn at idle.
2. Why when Nr is tweaked to bottom of the green in the cruise does TOT marginally decrease then 2 seconds later return to previous cruise temp.
3. Under various Air.Nav.Regs. around the world can you fly doors off with pax (tourists) legaly as POH says its allowed.
Am fairly new to the heli industry and learnt a fair bit from all the ppruners ( Although much of my knowlege gained has been on the pay package you all get! )
206,
1. guessing, but at idle/idle, probably 3-4 gph, at 100%/idle probably 6-7 gph.
2 because , assuming you have maintained speed, and height, the torque /power requirement has remained the same:ie, you have increased the collective and adjusted the yaw pedal by a little bit, so the "guv`nr" says , i now need a bit more fuel to compensate.Works the other way as well.
3 Company OCM will say, unless State CAA override.
1. guessing, but at idle/idle, probably 3-4 gph, at 100%/idle probably 6-7 gph.
2 because , assuming you have maintained speed, and height, the torque /power requirement has remained the same:ie, you have increased the collective and adjusted the yaw pedal by a little bit, so the "guv`nr" says , i now need a bit more fuel to compensate.Works the other way as well.
3 Company OCM will say, unless State CAA override.
Join Date: Nov 2002
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With the fuel I find that during normal ops we burn around 100L/HR. If there is a lot of grond running say 50/50 than that fuel figure goes down to somewhere arond 75-85L/HR
We fly pax with all or some of the doors off. I find the best combination of vis, pax comfort and speed is achieved with front doors on and back doors off.
We fly pax with all or some of the doors off. I find the best combination of vis, pax comfort and speed is achieved with front doors on and back doors off.
Join Date: Feb 2002
Location: N20,W99
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Got curious, taken today from the FF indicator
I was doing a maintenance acceptance flight today of a 206JRIII (Allison 250-C20) with fuel flow indicator, it gave me the following reading´s
Flat Pitch, Idle, 8%TQ = 7.8Gal/Hr
Flat Pitch, 100%NR, 22%TQ, = 13.6Gal/Hr
In flight, 50%TQ, = 18.3Gal/Hr
In flight, 60%TQ, = 20.5Gal/Hr
In flight, 80%TQ, = 26.3Gal/Hr
In flight, 100%TQ, = 30.7Gal/Hr
All of these were taken between 7,600 and 8,500 FTAMSL so I think readings would be a little higher at SL
Save for reference.
Flat Pitch, Idle, 8%TQ = 7.8Gal/Hr
Flat Pitch, 100%NR, 22%TQ, = 13.6Gal/Hr
In flight, 50%TQ, = 18.3Gal/Hr
In flight, 60%TQ, = 20.5Gal/Hr
In flight, 80%TQ, = 26.3Gal/Hr
In flight, 100%TQ, = 30.7Gal/Hr
All of these were taken between 7,600 and 8,500 FTAMSL so I think readings would be a little higher at SL
Save for reference.
Join Date: Feb 2002
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overpitched
I guess I should have explained myself better.
I work at the main Bell Helicopter Service Center over here, and we get machines from all over that come here for maintenance. Whenever a helicopter first arrives, we fly the aircraft around for a while ourselves to record all parameters, do a power check, check the NR revs in autorotation, and look for anything else unusual. Then before the helicopter leaves we fly it again by ourselves and with the customer to do the same thing.
That is we call a, Maintenace Acceptance Flight.
I work at the main Bell Helicopter Service Center over here, and we get machines from all over that come here for maintenance. Whenever a helicopter first arrives, we fly the aircraft around for a while ourselves to record all parameters, do a power check, check the NR revs in autorotation, and look for anything else unusual. Then before the helicopter leaves we fly it again by ourselves and with the customer to do the same thing.
That is we call a, Maintenace Acceptance Flight.
HL
usually because owners whinge about using hours/fuel etc, without realising that an a/c can come out of the shed after maintenance with a lot of the same snags it had before-- engineers can`t fix things they don`t know about, and everyone carries snags on a day to day basis.Then when a maintenance flight is done and the discrepancies are noted ,it causes further delay . T hats why a pre -maintenance test should be performed; it also standardises everything, if it`s done by a small team.
usually because owners whinge about using hours/fuel etc, without realising that an a/c can come out of the shed after maintenance with a lot of the same snags it had before-- engineers can`t fix things they don`t know about, and everyone carries snags on a day to day basis.Then when a maintenance flight is done and the discrepancies are noted ,it causes further delay . T hats why a pre -maintenance test should be performed; it also standardises everything, if it`s done by a small team.
You will also find that most smallish maintenance companies don't have a pilot sitting around to do such flying. Even the big companies rarely have a slave pilot. Sometimes there is a low-time jockey, but aircraft owners don't want a bograt flying their machine, and his experience is likely such that he wouldn't know if a machine had something minor wrong.
Having done some maintenance test flying myself, I can say that it is often brain-numbingly repetitive and boring. I got out of it as quick as I could and into gunships.
Having done some maintenance test flying myself, I can say that it is often brain-numbingly repetitive and boring. I got out of it as quick as I could and into gunships.
Join Date: Sep 2003
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B206B3 takeoff weight increase!!!
hAVE A LOOK AT THIS GUYS, good for us 206 operators!!
Fort Worth, Texas Jan 16, 2004
The Bell 206B3 Jet Ranger is one of Bell Helicopters most successful models with thousands of the reliable aircraft in service throughout the world. In response to customer needs, Bell engineers have recently finished a certification program that increases the internal gross weight limit for the 206B to 3,350lbs, a significant increase of 150 lbs. Take-off at the higher gross weight will require an initial airspeed reduction until a corresponding amount of fuel is consumed.
The increase in useful load will enable the JetRanger to be more competitive in the Light Helicopter market. The additional capacity will benefit the Law Enforcement market in particular, as agencies will be able to expand mission capabilities and aircraft effectiveness. Police units can now carry an extra person or extra equipment without having to reduce fuel load or otherwise limit aircraft takeoff weight. In addition, this useful load enhancement could benefit applications such as power line/pipeline patrol, air tourism and urban forest fighting applications.
The product improvements will be retrofitable to most of the 1,714 Jet Rangers in the field today. There will be a technical bulletin or information letter sent to our customers to introduce the STC, which consists of a flight manual supplement (FMS) and a revised airspeed placard for the crew station.
These performance enhancements represent Bell Helicopters’ continuing commitment to improve its products. Bell takes pride in listening to its customers and working diligently to satisfy their helicopter needs. That pride and commitment will lead Bell forward as it continues to innovate and design quality aircraft .
cheers B. Tank
Fort Worth, Texas Jan 16, 2004
The Bell 206B3 Jet Ranger is one of Bell Helicopters most successful models with thousands of the reliable aircraft in service throughout the world. In response to customer needs, Bell engineers have recently finished a certification program that increases the internal gross weight limit for the 206B to 3,350lbs, a significant increase of 150 lbs. Take-off at the higher gross weight will require an initial airspeed reduction until a corresponding amount of fuel is consumed.
The increase in useful load will enable the JetRanger to be more competitive in the Light Helicopter market. The additional capacity will benefit the Law Enforcement market in particular, as agencies will be able to expand mission capabilities and aircraft effectiveness. Police units can now carry an extra person or extra equipment without having to reduce fuel load or otherwise limit aircraft takeoff weight. In addition, this useful load enhancement could benefit applications such as power line/pipeline patrol, air tourism and urban forest fighting applications.
The product improvements will be retrofitable to most of the 1,714 Jet Rangers in the field today. There will be a technical bulletin or information letter sent to our customers to introduce the STC, which consists of a flight manual supplement (FMS) and a revised airspeed placard for the crew station.
These performance enhancements represent Bell Helicopters’ continuing commitment to improve its products. Bell takes pride in listening to its customers and working diligently to satisfy their helicopter needs. That pride and commitment will lead Bell forward as it continues to innovate and design quality aircraft .
cheers B. Tank
Gooo... JetRangers..
No seriously, this is just one more feather in the hat for the JR.
I and my company operate 2ea B-206´s and we are very happy, actually come to think of it have you ever meet a 206 operator who is unhappy
Below is a pic taken of us flying our 1970 Agusta Bell 206BII in excellent winter weather today.
Actually for those of you who like to frequent the airline forums! I was taking my friend who owns the airline company AirAtlanta, for a ride.
No seriously, this is just one more feather in the hat for the JR.
I and my company operate 2ea B-206´s and we are very happy, actually come to think of it have you ever meet a 206 operator who is unhappy
Below is a pic taken of us flying our 1970 Agusta Bell 206BII in excellent winter weather today.
Actually for those of you who like to frequent the airline forums! I was taking my friend who owns the airline company AirAtlanta, for a ride.
Last edited by Aesir; 2nd Feb 2004 at 07:20.
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An extra 150 lbs payload, eh? And all by inserting an FM supplement and sticking a placard on! What kind of witchcraft is this?
Now, if Bell will supply me with new expanded faces for the TOT and TQ gauges which will allow me to lift this extra weight and still stay in the green, I'll be a happy camper.
Or better still, shoehorn the 407 motor and transmission in. A discreet badge on the bootlid just to signal your intent (PowerRanger maybe or 206BIIIGT?) , perhaps a couple of NACA ducts a-la Lamborghini Countach, subtly flared skid fairings and we're all set.
Now, if Bell will supply me with new expanded faces for the TOT and TQ gauges which will allow me to lift this extra weight and still stay in the green, I'll be a happy camper.
Or better still, shoehorn the 407 motor and transmission in. A discreet badge on the bootlid just to signal your intent (PowerRanger maybe or 206BIIIGT?) , perhaps a couple of NACA ducts a-la Lamborghini Countach, subtly flared skid fairings and we're all set.
Who are they kidding, like to see someone get off the ground in zero wind at that weight !
Well I suppose if you wish to play at aeroplanes with a long runway I suppose you would be OK !!
Well I suppose if you wish to play at aeroplanes with a long runway I suppose you would be OK !!