Bell 206: JetRanger and LongRanger
Join Date: Sep 2003
Location: Australia
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AESIR,
That is an awesome pic!!!
what altitude are you at there?......the 70 model 206, just proves they are unbeatable in their class huh, we have a 98 model 206 and its a truly wonderful bird.
the gross weight increase lift it upto the external load limit, however with all these things there are limits and what you do at sea level is quite different to altitude. im sure this weight increase will keep the 206 drivers happy and legal for all the times they have exceeded 1451kg!!
That is an awesome pic!!!
what altitude are you at there?......the 70 model 206, just proves they are unbeatable in their class huh, we have a 98 model 206 and its a truly wonderful bird.
the gross weight increase lift it upto the external load limit, however with all these things there are limits and what you do at sea level is quite different to altitude. im sure this weight increase will keep the 206 drivers happy and legal for all the times they have exceeded 1451kg!!
Belly Tank, I was at about 2000´ MSL.
To others!
I have often done sling work at the external load gross load limit of 3350 Lbs in the JR.
It can lift that no problem, even out of ground effect.
But then I usually operate close to sea level and usually below ISA temperatures and a little wind always helps.
To others!
I have often done sling work at the external load gross load limit of 3350 Lbs in the JR.
It can lift that no problem, even out of ground effect.
But then I usually operate close to sea level and usually below ISA temperatures and a little wind always helps.
H500,
Up to ISA +10C, I wouldn't anticipate any problem with handling the increased weight, and getting airborne without exceeding any limits. Sounds a Good Thing, but interesting that it's taken so long to be certified.
Aesir,
Like the photo, almost a summer's day
Up to ISA +10C, I wouldn't anticipate any problem with handling the increased weight, and getting airborne without exceeding any limits. Sounds a Good Thing, but interesting that it's taken so long to be certified.
Aesir,
Like the photo, almost a summer's day
Join Date: Feb 2001
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The limitation is apparently 78 knots IAS until you are back down to 3200 pounds gross through fuel burn. That does not sound like a great limitation to me - take more fuel, and fly slower for 51 minutes (150lb = 85L @ 100L /hr = 51 mins).
Before, those 51 min were not even flyable, so range is increased by 66.3nm (78 knots for 51m), or take more kit (and balance that against reduced range by flying 78 knots instead of 110). So what types of operation are _not_ going to benefit here? Only the guys already up at 3350lb external, or the hot/highs as well? Slower operations (like law enforcement patrol) will like it, tourist buses will not need to refuel so often, pax charters fly further, etc.
Funny that Bell got the STC for this higher internal weight in 1994 (
yes, 10 years ago.........) and have only now decided to bring it to market. If I was in their position, it would have appeared just prior to the EC120 being released for sale. Nah, I would have released it there and then in 1994 when production figures were starting to slow and the R44 came on stream.
Any hints of authorities other than the FAA showing interest in this, or even Agusta for the Italian made 206s? or do we have a two-level sales market coming up?
Before, those 51 min were not even flyable, so range is increased by 66.3nm (78 knots for 51m), or take more kit (and balance that against reduced range by flying 78 knots instead of 110). So what types of operation are _not_ going to benefit here? Only the guys already up at 3350lb external, or the hot/highs as well? Slower operations (like law enforcement patrol) will like it, tourist buses will not need to refuel so often, pax charters fly further, etc.
Funny that Bell got the STC for this higher internal weight in 1994 (
yes, 10 years ago.........) and have only now decided to bring it to market. If I was in their position, it would have appeared just prior to the EC120 being released for sale. Nah, I would have released it there and then in 1994 when production figures were starting to slow and the R44 came on stream.Any hints of authorities other than the FAA showing interest in this, or even Agusta for the Italian made 206s? or do we have a two-level sales market coming up?
WSPS fitting time for a 206
I managed to pick up a cheap, complete and never fitted top and bottom Wire strike kit for a 206: it's been sitting in my garage for a couple years. I'm now getting off my a**e and looking at fitting it. Does anyone have any experience for how long it takes? One reputable shop over here quoted me 120 (yes, one hundred and twenty) hours to fit one. That makes it way more expensive than the kit cost me
Working on the fact 'that can't be right', anyone know a more reasonable figure and anyone got any contacts this side of the pond?
And, does fitting one get you your money back? Or am I better saving it until I buy a more modern one in a couple of years?
Working on the fact 'that can't be right', anyone know a more reasonable figure and anyone got any contacts this side of the pond?
And, does fitting one get you your money back? Or am I better saving it until I buy a more modern one in a couple of years?
Using it one time for real will make it worth whatever price you pay up front...but 120 hours does seem a bit much. No first hand info to provide but will ask around for you.
Join Date: Mar 2003
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BO 105 installation is around 300 hrs but you have to just about rebuild cabin roof as there is no structure there . AS350 factory unit about 140 hrs and the after market Aero Accesories kit around 80 . Dont know much about 206 structure but I can believe 120 hrs , The 105 kit was designed to have minimal deformation after a strike whereas the 350 is desingned to cut the wires but you would probably need to replace much of the structure after a strike . Take the kit apart check out how many sheet metal parts are in it , once used a rule of thumb of about 10 minutes per rivet that came out close.
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L3 to L4 Conversion
Hi,
Can anyone out there tell me if it's possible to modify a Bell Longranger from an L3 to an L4. From what I understand, the L4 has a thicker tail-boom and a reduced main txsm TBO. (max gross 4450 lbs v 4150 lbs)
Thanks. J. Galt
Can anyone out there tell me if it's possible to modify a Bell Longranger from an L3 to an L4. From what I understand, the L4 has a thicker tail-boom and a reduced main txsm TBO. (max gross 4450 lbs v 4150 lbs)
Thanks. J. Galt
Join Date: Sep 1998
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My company has looked into this. Basically Bell will tell you that it can't be done economically. There are other airframe mods apart from the tail boom so I understand.
LE
LE
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Bell 206 B III emergency procedures
Hi.
Where can I find an online copy of the emergency procedures for the Bell 206 B III. I've got a job app/checkride coming up and I don't have a POH until after I get the job.
I do have a transition book, but for some reason it doesn't have the emergency procedures in it.
Thanks!
Where can I find an online copy of the emergency procedures for the Bell 206 B III. I've got a job app/checkride coming up and I don't have a POH until after I get the job.
I do have a transition book, but for some reason it doesn't have the emergency procedures in it.
Thanks!
No worry young man, Air Log gives you all that in the new guy orientation....also with the looming strike....they are going to be very short of pilots thus I would imagine Management will provide ample opportunity to redo the ride until you pass.
Prof:
If you want, I have a 12 page check list which I could scan in with normal and emergency procedures, but it's brief. Send me a MP or email if you want.
Otherwise, if you are near an airport which has a 206 based there, perhaps asking nicely to sit in and run touch drills may help ?
If you want, I have a 12 page check list which I could scan in with normal and emergency procedures, but it's brief. Send me a MP or email if you want.
Otherwise, if you are near an airport which has a 206 based there, perhaps asking nicely to sit in and run touch drills may help ?
Join Date: Oct 1998
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Bell 206 STC
I am looking to find an approved STC for the Bell 206, to put a Datcom wired to the Collective Lever, and the engine that will allow me to record airborne time.
Would appreciate any good steers!
Thanks
Would appreciate any good steers!
Thanks
Join Date: Nov 2002
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Don't know if this is of any assistance but some of the Garmin gps units have a trip timer that only starts counting when the unit is moving. It won't record hover time but it certainly does a good job of keeping track of your daily flight hours if you are doing a lot of hops.
You just zero it at the start of the day and then read off the hours and minutes at the finish.
You just zero it at the start of the day and then read off the hours and minutes at the finish.
I've got Datcom clocks wired to the collective in two JetRangers, using a local EO (Engineering Order). Haven't heard of an STC to cover this, EO is fairly straightforward. Just remember to re set the timer after the collective has been pulled up for a day whilst in maintenance
My 206 has a Datcon in the cockpit that's collective linked. I bought it like that, so presumed it was 'normal'.
That's an extra feature I'll advertise when I come to sell it!!
That's an extra feature I'll advertise when I come to sell it!!
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Supplemental Type Certificate
STC Number:
SH625NW
This certificate issued to:
Weyerhaeuser Company
STC Holder's Address:
1020 26th Avenue, N.W.
Gig HArbor WA 98335
United States
Description of the Type Design Change:
Installation of collective torque tube actuated hour meter switch and an engine-out audible warning system.
Application Date:
Status:
Issued, 06/28/1978
Responsible Office:
ANM-100S Seattle Aircraft Certification Office Tel: (425) 917-6400
TC Number -- Make -- Model:
H2SW -- Bell Helicopter Textron (Canada) -- 206A
H2SW -- Bell Helicopter Textron (Canada) -- 206B
Full Text of STC:
Comments
http://www.airweb.faa.gov/Regulatory...e?OpenFrameSet
STC Number:
SH625NW
This certificate issued to:
Weyerhaeuser Company
STC Holder's Address:
1020 26th Avenue, N.W.
Gig HArbor WA 98335
United States
Description of the Type Design Change:
Installation of collective torque tube actuated hour meter switch and an engine-out audible warning system.
Application Date:
Status:
Issued, 06/28/1978
Responsible Office:
ANM-100S Seattle Aircraft Certification Office Tel: (425) 917-6400
TC Number -- Make -- Model:
H2SW -- Bell Helicopter Textron (Canada) -- 206A
H2SW -- Bell Helicopter Textron (Canada) -- 206B
Full Text of STC:
Comments
http://www.airweb.faa.gov/Regulatory...e?OpenFrameSet
Join Date: Oct 1998
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Thanks for all the help, wonderful thing this PPRUNE!
The STC above is for a company that is not interested in allowing it to be used elsewhere (so I am told!) I therefore still need to find annother. The modification is very common, but its normally carried out as a Local Engineering modification, which apparently is something different to a Supplementary Type Certificate (I am a pilot not an engineer!).
If anyone has any bright idea's for simple devices that I can fit to record flight time, for which there is an STC I'd be grateful
Thanks
The STC above is for a company that is not interested in allowing it to be used elsewhere (so I am told!) I therefore still need to find annother. The modification is very common, but its normally carried out as a Local Engineering modification, which apparently is something different to a Supplementary Type Certificate (I am a pilot not an engineer!).
If anyone has any bright idea's for simple devices that I can fit to record flight time, for which there is an STC I'd be grateful
Thanks
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Not sure that an STC is needed - it doesn't interfere with the flight controls, change the performance or handling, and doesn't affect the electrical system. In the US, a form 337 would suffice, I'm sure.
Not sure what your local regulations require, but don't be forced to put in an STC just because that's the answer the local regulatory authority says you need. Ask why an STC?
Not sure what your local regulations require, but don't be forced to put in an STC just because that's the answer the local regulatory authority says you need. Ask why an STC?