Bell 206: JetRanger and LongRanger
Join Date: Jul 2001
Location: CT, USA
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Result of 2 minute Google search: 
Bell 206 BIII Jetranger Pilots Notes ---
The main rotor blades are of all-metal construction, consisting of an
aluminum-alloy honeycomb core, and aluminium skin and nose block. The rotor
blades incorporate mid-span and tip weights that provide excellent
high-rotational inertia characteristics to ensure good autorotative
landings. The assymmetrical ("droop snoot") cross section design of the
blade enables high rotational velosity with minimum vibration and improved
blade stall characteristics. Each blade is twisted 5 degrees, having more
pitch at the root than at the tip, in order to achieve a more even spanwise
distribution of lift. Each blade is attached to the blade grip by a vertical
through-bolt. These bolts have hollow shanks to permit the installation of
lead weights to balance the hub and blade assembly. The rotor system has a
diameter of 33 feet, 4 inches, and chord of 13 inches. Each blade weighs 94.4 pounds.
Bell 206 BIII Jetranger Pilots Notes ---
The main rotor blades are of all-metal construction, consisting of an
aluminum-alloy honeycomb core, and aluminium skin and nose block. The rotor
blades incorporate mid-span and tip weights that provide excellent
high-rotational inertia characteristics to ensure good autorotative
landings. The assymmetrical ("droop snoot") cross section design of the
blade enables high rotational velosity with minimum vibration and improved
blade stall characteristics. Each blade is twisted 5 degrees, having more
pitch at the root than at the tip, in order to achieve a more even spanwise
distribution of lift. Each blade is attached to the blade grip by a vertical
through-bolt. These bolts have hollow shanks to permit the installation of
lead weights to balance the hub and blade assembly. The rotor system has a
diameter of 33 feet, 4 inches, and chord of 13 inches. Each blade weighs 94.4 pounds.
Chiplight,
Those are for the TH-57/67 blades, NOT for the 206B's as they have 10 degree twist and SYMMETRICAL design...
Just to make sure
(perhaps I'm wrong anyone?)
Those are for the TH-57/67 blades, NOT for the 206B's as they have 10 degree twist and SYMMETRICAL design...
Just to make sure
(perhaps I'm wrong anyone?)
Join Date: Jul 2001
Location: CT, USA
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Bell airfoils
Found a bit more info:
http://www.eng-tips.com/gfaqs.cfm/pid/6/fid/645 (list of Bell airfoils)
Bell 206 OH-4 NACA 0011 mod
Bell 206 OH-58/TH-67 NACA 0012 mod (11.3%)
NACA 0012 - four digit airfoil
First two digits indicate no camber
Last two digits indicate max t/c=12 percent
http://www.eng-tips.com/gfaqs.cfm/pid/6/fid/645 (list of Bell airfoils)
Bell 206 OH-4 NACA 0011 mod
Bell 206 OH-58/TH-67 NACA 0012 mod (11.3%)
NACA 0012 - four digit airfoil
First two digits indicate no camber
Last two digits indicate max t/c=12 percent
Join Date: Mar 2003
Location: Bedrock
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R44 vs Bell JetRanger
Trying to get some information on how they stack up. I've got a few thousand hours in the TH-57 JetRanger but hopefully some of y'all with experience in both can tell me how they stack up. I know the Bell has a max gross of 3200 lbs and the R-44 tops out at 2400 lbs - any more comments on payload, range, speed?
Thanks.
Thanks.
Senis Semper Fidelis
Join Date: Feb 2001
Location: Lancashire U K
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For me it would only be the 206, it feels much easier, and with its turbine thingy rather than the old recip donkey, it sounds right as well,, but then thats me and my thoughts!
Peter R-B
Peter R-B
Horses for courses.
For charter work, carrying two couples is the norm. In a 44, one of them stays behind, or, more likely, you don't get the job.
No boot is the biggest reason not to buy a 44.
For charter work, carrying two couples is the norm. In a 44, one of them stays behind, or, more likely, you don't get the job.
No boot is the biggest reason not to buy a 44.
Join Date: May 2001
Location: queensland australia
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r44,
3 pax, no bags, not under the seats if you are sensible.
bell 206,
4 pax, 4 sets of golf clubs in the boot. very sensible.
warren buffet. 100/110 kts max with a load generally although some seem to get along a bit quicker.
the r44 has all the good flight characterisics, especially with the hydraulics. the best machine in auto and the 540 sounds great.
no payload stuffs it.
3 pax, no bags, not under the seats if you are sensible.
bell 206,
4 pax, 4 sets of golf clubs in the boot. very sensible.
warren buffet. 100/110 kts max with a load generally although some seem to get along a bit quicker.
the r44 has all the good flight characterisics, especially with the hydraulics. the best machine in auto and the 540 sounds great.
no payload stuffs it.
Join Date: May 2004
Location: In my skin, strapped to my Helo...
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Being current on both types, (still prefer the 206) I can cruise the 44 Raven II at a comfortable 115kt. Where I am operating, I have had full fuel and pax in the 44 with some power to spare. The extra HP on the Raven II comes in REALLY handy.
206's stick forces
We fly 206, JetRanger III, and there is are some problems with the forces experienced on cyclic and collective. According to the checklist, you check the cyclic stick with hydraulic power off. There is no problem prior to take off. But after flying (30 minutes is enough) forces on cyclic are around 9 kg (is ok), forces on collective are from 14 to 20+ kg. That is too much. That only happens sometimes (not depending on flight time at all). Have any of you experienced that too? We tryed fixing that problem, but no succes.