Bell 206: JetRanger and LongRanger
PPRuNe Enigma
Join Date: Feb 2001
Location: Scotland
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Mars: Thanks: that simplifies the next couple of weeks of my life considerably - the problem was that my R44 LPC is coming up at the end of the month, and I wanted to get a hour or two in so's to be current for that - plus I want to take a friend out, and I can't do that yet in the Jet Ranger.
Hmmm - juggling all these ratings is going to be fun
!
Hmmm - juggling all these ratings is going to be fun
!
PPRuNe Enigma
Join Date: Feb 2001
Location: Scotland
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Had a really useful session yesterday - worked on some of the things that I wanted to improve on from last time - particularly with getting a feel for power settings, improving the scan and so on. We did some limited power work - cushion creep takeoffs, normal and precision approaches, confined area, and some sloping ground work.
Thanks for all the advice so far - tried a few things out and gave me plenty to think about, especially getting the approach stabilised early and so having plenty of time to sort everything out. We tried a couple of different ways and got some good approaches without having to pull in bags of power at the bottom. Much better.
Stirring the cyclic didn't seem to be too much of a problem anyway, so didn't try any friction on there. Maybe each machine is a bit different, but it didn't seem to be necessary.
Worked hard but really enjoyed it and beginning to feel quite comfortable with the machine. I can see how you could easily fall in love with a Robinson but end up happily married to a JetRanger.
Thanks for all the advice so far - tried a few things out and gave me plenty to think about, especially getting the approach stabilised early and so having plenty of time to sort everything out. We tried a couple of different ways and got some good approaches without having to pull in bags of power at the bottom. Much better.
Stirring the cyclic didn't seem to be too much of a problem anyway, so didn't try any friction on there. Maybe each machine is a bit different, but it didn't seem to be necessary.
Worked hard but really enjoyed it and beginning to feel quite comfortable with the machine. I can see how you could easily fall in love with a Robinson but end up happily married to a JetRanger.
Crazy Scandihooligan
Join Date: Nov 2003
Location: Damn, some mountain goat is nibbling my ear ;-)
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tvpilot
As my geordie friend has said, Kissmysquirrel is quite correct, in that it is a minimum of 5 hours on type, but if you are a slow learner it could take up to 20 hours. (However long it takes to grasp the scan and be safe eh!)
Then there is the multi guess Type paper and then a TRI examiner must assess your suitability for type by way of examination in a flight test.
Grainger , Good luck with your type rating
MD
Then there is the multi guess Type paper and then a TRI examiner must assess your suitability for type by way of examination in a flight test.
Grainger , Good luck with your type rating
MD
Join Date: Jun 2004
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206 leasing rates in spain
hi fellow members,
i am looking for some help please. Does anyone know the going rate for the lease of a 206 in spain or does anyone know a contact of a brit company who can carry passengers and operate in spain on a pleasure site.
Thanks for any assistance.
i am looking for some help please. Does anyone know the going rate for the lease of a 206 in spain or does anyone know a contact of a brit company who can carry passengers and operate in spain on a pleasure site.
Thanks for any assistance.
B206L Airspeed v. Power
Could anyone please enlighten me as to why the Long Ranger has a reduced Vne at power settings greater than 85% Tq?
Thanks.
Thanks.
It is because you are pumping large amounts of power into the txmsn, and the rotor is tilted a long way forward to go fast. This makes the bending forces very high - the txmsn is trying to lean forward but is mostly restrained, the engine cannot move but its drive shaft is being bent by the tranny, and the mast is being bent forward by the rotor.
So, either reduce the forces by going slower with high power, or reduce the power if you want to go faster. Your machine will last much longer if you do so.
So, either reduce the forces by going slower with high power, or reduce the power if you want to go faster. Your machine will last much longer if you do so.
Join Date: Feb 2003
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As an asker of naive questions, may I present two.
Firstly, does this mean that if you're heavily loaded (at MTOW), it takes more torque to fly at a given airspeed, and so you're limited by that Vne?
And secondly, what torque setting do 206 jocks usually cruise at? And if it's not a torque setting, what is it? A constant N1? TGT?
Firstly, does this mean that if you're heavily loaded (at MTOW), it takes more torque to fly at a given airspeed, and so you're limited by that Vne?
And secondly, what torque setting do 206 jocks usually cruise at? And if it's not a torque setting, what is it? A constant N1? TGT?
Thanks guys; I thought it might be something to do with getting towards forward cyclic range of movement limit, but what you say makes good sense.
Hilico, we usually set 85% Tq (max continous) and accept what airspeed we get, usually about 100 kt in the Jet Ranger and 110 in the Longie.
Hilico, we usually set 85% Tq (max continous) and accept what airspeed we get, usually about 100 kt in the Jet Ranger and 110 in the Longie.
Remember that your total reaction vector from your rotor disc has two components in forward flight :
The first is a vertical component, and is what holds you up in the sky.
The second is the horizontal component, which pulls you forward (or backward or whatever.)
When you are very heavy, most of the torque is used just to keep you up. Tilt it too far forward, and you will start to sink, so you will be limited on how fast you can go. Similarly, for the same torque figure, you will be going slower when you are heavy.
A Jet Banger in normal cruise is around 70-75% Tq to get around 100kt. To go faster, or if you are heavier, you will use more torque.
But it is unlikely that, once you are into the drag bucket above 30 kt, you will be pulling over 85% just to stay airborne. If that was the case, you would be pulling 200% just to hover.
85% cruise will move you quickly, but at the expense of fuel burn. Also watch your TOT limit.
The first is a vertical component, and is what holds you up in the sky.
The second is the horizontal component, which pulls you forward (or backward or whatever.)
When you are very heavy, most of the torque is used just to keep you up. Tilt it too far forward, and you will start to sink, so you will be limited on how fast you can go. Similarly, for the same torque figure, you will be going slower when you are heavy.
A Jet Banger in normal cruise is around 70-75% Tq to get around 100kt. To go faster, or if you are heavier, you will use more torque.
But it is unlikely that, once you are into the drag bucket above 30 kt, you will be pulling over 85% just to stay airborne. If that was the case, you would be pulling 200% just to hover.
85% cruise will move you quickly, but at the expense of fuel burn. Also watch your TOT limit.
?
Join Date: Jul 2002
Location: Texas
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Back when I was flying the 206, our company limited it to 80% TQ max continuous, and that's what we usually flew at. We just pulled 80% TQ and accepted whatever airspeed we got. 80 kts isn't close to the maximum airspeed you can get if you pull the torque up into the yellow, it's just the maximum allowed to prevent excessive mast bending. You pull whatever torque it takes to take off (almost always > 90%, very often 99% in the GOM at max weight), then reduce to 80% as your airspeed increases and fly away. If you keep the torque up, you'll exceed 80 kts fairly quickly.
Join Date: Jul 2004
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Depends on the job
As a rule of thumb i use 80% Tq to cruise in the cooler months and 20degs C less than max cont tot in the warmer months (if temp limited). Some employers want you to sit on 85% and/or 738 deg when in the cruise to minimise time ($) but treat it as you would like to be treated. A couple of degrees or % of torque make a big difference.
Join Date: Dec 2003
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Interesting.......
I had been taught that this limit was due to Main Rotor blade stresses ie. big changes in AofA with resultant big movement of Centre of Pressure and associated loads / stress.
Any thoughts?
TCF
I had been taught that this limit was due to Main Rotor blade stresses ie. big changes in AofA with resultant big movement of Centre of Pressure and associated loads / stress.
Any thoughts?
TCF