Bell 206: JetRanger and LongRanger
Join Date: May 2005
Location: South Africa
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Do not forget the LTE folks, even slightly overweight, as bad as it is, may tempt the high time one into the IGE approach, but if you are in the mountains you do not always have the luxury of into the wind, and the cross wind at max all up plus some, at 10000 plus feet plus some, gives you the ideal LTE situation. We have had a couple of those of late and when you chat to the pilots the common denominator is, " I dunno what happened, it just ran away on me", and with a Vortex in the tail rotor no graph in the world is going to help out. Old 206 problem that most times gets swept under the carpet and the driver takes the rap. As for the EC120, dont forget that in thr EC120 VEMD you get the calculation on the screen in front of you and even if the POH was used for emergency toilet paper you still only have to know how the VEMD works and it will tell you what you can and what you can not do. Unfortunately in the 120 the red line is not as wide as in the 206 and that horrible announcement on the VEMD, "Parameter Overlimit" or "Exceedance" tends to make the driver a little more honest than he would have been under the Bell rules. Besides, both the 206 and the 120 are really magic helo's and driven between the correct lines make for really safe ops. I have flown a 120 from France to South Africa, 54 hrs ferry, and can assure you that the numbers in the book are quite conservative,
Cheers
Tusker
Cheers
Tusker
pneumono
ultramicroscopic
silicovolcano
coniosis
ultramicroscopic
silicovolcano
coniosis
Join Date: Apr 2004
Location: UK
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Jetranger Madness
Hi I'm fixed wing only but I would be interested to see what you guys think of the video link below.
LINK
It directs you to a page where you can download the short video.
Makes my hair stand on end seeing this - 10' less and I'm thinking that would have been it.
Cheers,
GS
apologies if this is old hat.
LINK
It directs you to a page where you can download the short video.
Makes my hair stand on end seeing this - 10' less and I'm thinking that would have been it.
Cheers,
GS
apologies if this is old hat.
Join Date: Apr 2005
Location: topspot
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CFIT with PAX on Board
Look closely and you'll see pax in the back. It's one thing to have no idea about energy management and knock off heights ref aeros and wing overs by yourself, but to fly into the ground (and he did) with pax on board is unforgiveable. Guy will end up dead for sure, sad thing is he will probably kill other people as well.
The undercarriage and tail boom were never designed to take that sort of load and keep flying without some corrective maintenance.
The next video you see of this clown will probably be one where the tail boom comes off and the ACFT departs controlled flight.
Lets hope he doesn't pop up again.
If someone knows who this di - - head is-Do the right thing and put in a confidential incident report.
Give It some!!!
The undercarriage and tail boom were never designed to take that sort of load and keep flying without some corrective maintenance.
The next video you see of this clown will probably be one where the tail boom comes off and the ACFT departs controlled flight.
Lets hope he doesn't pop up again.
If someone knows who this di - - head is-Do the right thing and put in a confidential incident report.
Give It some!!!
Join Date: Jan 2002
Location: Southern UK
Age: 64
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Bell 206 206L type certificate search
If this gets answered it should end up in the Jetranger thread
Does anyone have a good url to get an e-copy of the 206/206L series type certificate? I have googled myself into a stupor!
Many thanks in advance
W
Does anyone have a good url to get an e-copy of the 206/206L series type certificate? I have googled myself into a stupor!
Many thanks in advance
W
Join Date: Dec 2004
Location: The Marsh
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Here you go.
http://www.faa.gov/certification/aircraft/
http://www.faa.gov/certification/aircraft/
Join Date: Jan 2005
Location: Ireland
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information on 206
guys
iam looking for any good websites on the 206 jetranger.
ie general information on the machine
different colours schemes
part suppliers
range of accessories web site
is there also a 206 heliclub website etc
any thing that will give me knowledge and useful tips on the machine.
thanks in advance.
iam looking for any good websites on the 206 jetranger.
ie general information on the machine
different colours schemes
part suppliers
range of accessories web site
is there also a 206 heliclub website etc
any thing that will give me knowledge and useful tips on the machine.
thanks in advance.
Join Date: Jan 2001
Location: UK
Age: 71
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CS
For accessories try:
Aero access
However the accessories and options for the 206 is almost endless, donŽt think youŽll find everything for the 206 on any one website.
Great helicopter : )
For accessories try:
Aero access
However the accessories and options for the 206 is almost endless, donŽt think youŽll find everything for the 206 on any one website.
Great helicopter : )
Join Date: Feb 2002
Location: N20,W99
Age: 53
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Is it a "straight L"? or an L1,3,4? I have never flown a "straight L" and from what I understand its is extremely underpowered, now on the other L models . . . .
If you are going to fly an L3 or L4 watch your wind, weight because at higher weights and altitudes you will run out of pedal completly in calm wind with about 85 percent torque and begin spinning, if you don't watch the wind you will spin with less than that. Know your Critical Wind Azimuths. Forget the above if you have an L with a High Altitude TR kit.
When starting an L3 or L4 don't "crack" the throttle below or above what the manual says, do it at exactly what the manual states, I usually go at 12%, if you wait until say 14% it will usually lead to a delay in start and when it does it will be more of an "explosive start" in which the initial TOT rise will be more difficult to control.
Its extremely easy to autorotate but if you do autos to the ground do not ever pull back on cyclic past neutral because you will chop the boom or at least hit the fins with the MR.
Remember to check you forward fuel, and don't forget to shut off your fuel valve (or pull the pump CB's) or you will run you battery down even with the BATT switch OFF.
Overall its smoother, faster, more stable, than the JetRanger. Its my definition of a reliable and safe helicopter. I don't climb on these so often now but I used to everyday and I still feel its more reliable than the 407, and feel more confident in it, sure the 407 is more powerful, bigger, faster but I still see many things that need fixing in it, not so with the L models, THEY ARE PERFECT.
If you are going to fly an L3 or L4 watch your wind, weight because at higher weights and altitudes you will run out of pedal completly in calm wind with about 85 percent torque and begin spinning, if you don't watch the wind you will spin with less than that. Know your Critical Wind Azimuths. Forget the above if you have an L with a High Altitude TR kit.
When starting an L3 or L4 don't "crack" the throttle below or above what the manual says, do it at exactly what the manual states, I usually go at 12%, if you wait until say 14% it will usually lead to a delay in start and when it does it will be more of an "explosive start" in which the initial TOT rise will be more difficult to control.
Its extremely easy to autorotate but if you do autos to the ground do not ever pull back on cyclic past neutral because you will chop the boom or at least hit the fins with the MR.
Remember to check you forward fuel, and don't forget to shut off your fuel valve (or pull the pump CB's) or you will run you battery down even with the BATT switch OFF.
Overall its smoother, faster, more stable, than the JetRanger. Its my definition of a reliable and safe helicopter. I don't climb on these so often now but I used to everyday and I still feel its more reliable than the 407, and feel more confident in it, sure the 407 is more powerful, bigger, faster but I still see many things that need fixing in it, not so with the L models, THEY ARE PERFECT.
Join Date: May 2004
Location: USA
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Agree with nearly everything Blender said...except that bit about straight-L's being "extremely" underpowered. Don't know that I'd go that far. Then again, I flew 206A's, Franklin-powered 47's and A-model F-28's. (I know about underpowered.) As a matter of fact, those old straight L-models were actually faster than the L-1's with their wider engine cowlings.
Watch the fuel c.g.! It varies as it burns. If you happen to be lifting off with just yourself onboard at the most-aft fuel c.g., the nose will come up and up and up before the heels of the skids leave the ground. Keep this in mind when coming back in for a landing. Terminate to a hover a little higher than you normally would to keep the stinger well clear of the dirt. (Watch other L-models hover in this condition for enlightenment. It'll make a believer out of you.)
Similarly, you don't want to have someone in the copilot seat, two in the aft-facing seats and no one in the forward-facing rear seats, especially with an empty baggage compartment. Unlikely combination, you think? I've had it happen when shuttling passengers around to different destinations within a small area (Read: oilfield).
I've always felt that 206's in general have unresponsive, "squishy" feeling controls in flight because of the loose way the transmissions are mounted. The L-series is worst of the bunch. The transmission is suspended from the Nod-a-matic beam, which can cause some "interesting" flight characteristics. First is "nodal bounce" in which the airframe will sometimes jump up and down vertically as it would with an out-of-track rotor. Only it goes away! Secondly, when doing practice EOL's from cruise flight, if you lower the collective pitch before feeding in aft cyclic, the hammering from the nodamatic beam will give you nightmares. Remember: Aft cyclic FIRST, then down on the pole.
In a hover, the L-series seems more laterally unstable than the B. At least to me. Don't know why. And the pedals will seem like they're mired in molasses compared to the sporty pedals in a B-model. And when operating in close quarters don't forget, that tailboom is looooooong.
Like Blender, I think the L-models are just about perfect. The L-3 was my favorite. Once you get used to them you'll never want to go back to a harsh, slow, rattly old B-model.
Have fun!
Watch the fuel c.g.! It varies as it burns. If you happen to be lifting off with just yourself onboard at the most-aft fuel c.g., the nose will come up and up and up before the heels of the skids leave the ground. Keep this in mind when coming back in for a landing. Terminate to a hover a little higher than you normally would to keep the stinger well clear of the dirt. (Watch other L-models hover in this condition for enlightenment. It'll make a believer out of you.)
Similarly, you don't want to have someone in the copilot seat, two in the aft-facing seats and no one in the forward-facing rear seats, especially with an empty baggage compartment. Unlikely combination, you think? I've had it happen when shuttling passengers around to different destinations within a small area (Read: oilfield).
I've always felt that 206's in general have unresponsive, "squishy" feeling controls in flight because of the loose way the transmissions are mounted. The L-series is worst of the bunch. The transmission is suspended from the Nod-a-matic beam, which can cause some "interesting" flight characteristics. First is "nodal bounce" in which the airframe will sometimes jump up and down vertically as it would with an out-of-track rotor. Only it goes away! Secondly, when doing practice EOL's from cruise flight, if you lower the collective pitch before feeding in aft cyclic, the hammering from the nodamatic beam will give you nightmares. Remember: Aft cyclic FIRST, then down on the pole.
In a hover, the L-series seems more laterally unstable than the B. At least to me. Don't know why. And the pedals will seem like they're mired in molasses compared to the sporty pedals in a B-model. And when operating in close quarters don't forget, that tailboom is looooooong.
Like Blender, I think the L-models are just about perfect. The L-3 was my favorite. Once you get used to them you'll never want to go back to a harsh, slow, rattly old B-model.
Have fun!
Join Date: Jun 2002
Location: 1 deg south, avoiding Malaria P Falciparium
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Yeah, and once you get out of the L and into a Astar youll never want to fly the 206 again
rb
Oh and I whole heartly agree about the straight L being extremely underpowered.. Thank goodness the one i flew had H2o Alch inj.
rb
Oh and I whole heartly agree about the straight L being extremely underpowered.. Thank goodness the one i flew had H2o Alch inj.
Join Date: Jun 2002
Location: Florida/Sandbox/UK
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Bell 206 tech help please.
I have operated the same 206 BIII for 8 months. In the past 2 months I have noticed an increased tendency for the main rotor blades to lock-up after about an hour from shut-down.
I understand the drill of moving the blades through 180 deg in the "wrong" direction before the next start and this clears the lock-up just fine, however, I have the following questions for you technical experts and would appreciate your help:
1. Could I be doing something that is causing this problem or is it quite normal for an engine with 400 hours to a mini-turbine?
2. Is there anything I can do to fix the problem without an engine strip?
3. Each morning, I am having to put quite a force on the blade tie-down in order to break the carbonisation. At what point should I say....ok, lets get it fixed?
Thanks for your time.
I understand the drill of moving the blades through 180 deg in the "wrong" direction before the next start and this clears the lock-up just fine, however, I have the following questions for you technical experts and would appreciate your help:
1. Could I be doing something that is causing this problem or is it quite normal for an engine with 400 hours to a mini-turbine?
2. Is there anything I can do to fix the problem without an engine strip?
3. Each morning, I am having to put quite a force on the blade tie-down in order to break the carbonisation. At what point should I say....ok, lets get it fixed?
Thanks for your time.