Bell 206: JetRanger and LongRanger
Join Date: May 2004
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It is always dangerous to post a checklist that is either not in line or differs with the AFM. The "checklist" referred to by John Eacott is one that I look at skeptically. I don't know why he would recommend it.
In the first place, we're not sure which "206" the checklist refers to. I can tell it is for a B-model, because the described technique would certainly not work on my L-3. But it does not specify. I have a few other gripes too:
Why start with the hydraulics off? The AFM does not say to do this. I'm tempted to think it's a typo, because the "Run-Up" checklists has us turning the hydraulics off again, with no interim step that ever turned them on! Also, at my outfit, we do a preliminary check at Flight Idle - just shut the switch off and check for anything unusual, then turn it back on. The "real" hydraulic system check is done at 100%, where it needs to be done.
And what exactly is the "Caution Switch?" Is this a field mod? Also, this list calls for the pilot to check the overhead panel circuit breakers, then go *down* to the fuel valve, then back up to the roof to check Rotor Brake-Off. Not good. But remember, a checklist is not a "do-list." As long as all those things are accomplished prior to punching the starter, who cares?
During shutdown, my current employer insists on turning the generator off BEFORE killing the engine. And we never turn the gyros off while the blades are still turning (hard on the bearings, so the avionics guys tell us). Stop throwing switches unnecessarily! Just leave the switch on.
I actually like Disguise Delimit's version. I would only add two things: 1) "All Tiedowns - OFF." Failure to ensure this can range from the embarassing to the fatal. I know we're supposed to check it before climbing in, but it doesn't hurt to put that item on the Pre-Start. 2) "Control Friction - Adjust." I've know pilots who've tried to take off with the cyclic frictioned down tightly.
Lawyers can complicate anything, and they've surely had their hands in the 206 checklist. A 206 needs only four things set correctly to start: 1) Blades untied, 2) Battery On, 3) Fuel Valve On, 4) Throttle at Shut-Off. That's it. *EVERY* other switch, circuit breaker or control can be in any position and it won't affect the start. (Well, with the exception of the TOT indicator c.b. which I have never, ever seen pulled in my entire career.) The rest of the few things that need checking or adjusting can be done during the one-minute warmup.
When in doubt, go by the AFM. When using anything else, be very wary.
In the first place, we're not sure which "206" the checklist refers to. I can tell it is for a B-model, because the described technique would certainly not work on my L-3. But it does not specify. I have a few other gripes too:
Why start with the hydraulics off? The AFM does not say to do this. I'm tempted to think it's a typo, because the "Run-Up" checklists has us turning the hydraulics off again, with no interim step that ever turned them on! Also, at my outfit, we do a preliminary check at Flight Idle - just shut the switch off and check for anything unusual, then turn it back on. The "real" hydraulic system check is done at 100%, where it needs to be done.
And what exactly is the "Caution Switch?" Is this a field mod? Also, this list calls for the pilot to check the overhead panel circuit breakers, then go *down* to the fuel valve, then back up to the roof to check Rotor Brake-Off. Not good. But remember, a checklist is not a "do-list." As long as all those things are accomplished prior to punching the starter, who cares?
During shutdown, my current employer insists on turning the generator off BEFORE killing the engine. And we never turn the gyros off while the blades are still turning (hard on the bearings, so the avionics guys tell us). Stop throwing switches unnecessarily! Just leave the switch on.
I actually like Disguise Delimit's version. I would only add two things: 1) "All Tiedowns - OFF." Failure to ensure this can range from the embarassing to the fatal. I know we're supposed to check it before climbing in, but it doesn't hurt to put that item on the Pre-Start. 2) "Control Friction - Adjust." I've know pilots who've tried to take off with the cyclic frictioned down tightly.
Lawyers can complicate anything, and they've surely had their hands in the 206 checklist. A 206 needs only four things set correctly to start: 1) Blades untied, 2) Battery On, 3) Fuel Valve On, 4) Throttle at Shut-Off. That's it. *EVERY* other switch, circuit breaker or control can be in any position and it won't affect the start. (Well, with the exception of the TOT indicator c.b. which I have never, ever seen pulled in my entire career.) The rest of the few things that need checking or adjusting can be done during the one-minute warmup.
When in doubt, go by the AFM. When using anything else, be very wary.
As you will all no doubt have noticed the checklist linked to by John is for MS flight simulator and not a real 206.
Probably why it refers to switches not cbs and hydraulics off for start, coz it really wouldn't matter.
V
Probably why it refers to switches not cbs and hydraulics off for start, coz it really wouldn't matter.
V
Join Date: Nov 2003
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You might not have noticed, but the link posted by John goes to a FLIGHT SIMULATION website. If I'm playing on my PC and do a start up with hydraulics off I probably wont hurt myself. So I'd rather not use a checklist developed for/by somebody playing on their computer.
On a side note, you can find a lot of useful information on the jetranger from Bell's "product data" document. This is like a marketing book (300 pages or so) that explains how the machine is built, what options exist and how they work, etc... in more detail than the flight manual. Personally, I found that a very good read in conjunction with the POH. Really, there is a lot more in these documents than basic marketing pitch.
see
http://www.bellhelicopter.com/en/air...B3_PDB_low.pdf
for the jetranger
and
http://www.bellhelicopter.com/en/air...L4_PDB_low.pdf
for the longranger (havent read that one)
On a side note, you can find a lot of useful information on the jetranger from Bell's "product data" document. This is like a marketing book (300 pages or so) that explains how the machine is built, what options exist and how they work, etc... in more detail than the flight manual. Personally, I found that a very good read in conjunction with the POH. Really, there is a lot more in these documents than basic marketing pitch.
see
http://www.bellhelicopter.com/en/air...B3_PDB_low.pdf
for the jetranger
and
http://www.bellhelicopter.com/en/air...L4_PDB_low.pdf
for the longranger (havent read that one)
Join Date: Dec 2004
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This question pops up on this board from time to time, people asking for a checklist I mean. Most of the time it's someone inquiring about a checklist for an aircraft they are not currently flying and wish to learn more about, which makes perfect sense.
Loachboy however seems to suggest that his aircraft is out of service (OS?) because it is lacking a checklist. I don't know where he's located and I don't know what the aviation laws of that place may be, but presumably one would be required to carry a current RFM -including the Normal Procedures section- on board the aircraft.
If the aircraft is lacking an entire RFM then you could order another one from Bell. I would be wondering however what other records may have gone missing from this aircraft...
I'm puzzled...
Loachboy however seems to suggest that his aircraft is out of service (OS?) because it is lacking a checklist. I don't know where he's located and I don't know what the aviation laws of that place may be, but presumably one would be required to carry a current RFM -including the Normal Procedures section- on board the aircraft.
If the aircraft is lacking an entire RFM then you could order another one from Bell. I would be wondering however what other records may have gone missing from this aircraft...
I'm puzzled...
Revolutionary,
Considering that Loach is an Aussie, I suspect that the OS might mean OverSeas (hence unable to access his stuff...)
Just a thought,
B73
PS How's the cricket going, ya 'Strines?
Considering that Loach is an Aussie, I suspect that the OS might mean OverSeas (hence unable to access his stuff...)
Just a thought,
B73
PS How's the cricket going, ya 'Strines?
The point I was trying to make, on a cold and boring Sunday with nothing to do but watch the snow fall, was a reference to using Google. About 128,000 hits were shown, so I chose one at random without reading it: silly me 
Here is a better (proper) checklist, about two thirds of the way down the page, after what seems a fairly well composed article on turbine transistions.
Now, back to watching the snow and hoping enough will fall to justify getting the snowmobile going
Here is a better (proper) checklist, about two thirds of the way down the page, after what seems a fairly well composed article on turbine transistions.
Now, back to watching the snow and hoping enough will fall to justify getting the snowmobile going
Join Date: Dec 2004
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Bravo 73
Australian... fair enough but still: if you need a checklist because you're going to go flying and you need to start 'er up, there should be an RFM somewhere in the aircraft. Anyways I better shut up as I don't seem to understand loachboy's question.
I was puzzled before and now I'm baffled. English is not my native tongue: 'ya 'Strines?'
I'm Dutch. Forgive me...
Australian... fair enough but still: if you need a checklist because you're going to go flying and you need to start 'er up, there should be an RFM somewhere in the aircraft. Anyways I better shut up as I don't seem to understand loachboy's question.
PS How's the cricket going, ya 'Strines?
I'm Dutch. Forgive me...
Why does the Longranger have fins?
Hi everyone,
I've always wondered about why the Longranger has fins on its horizontal stabilizers and the Jetranger doesn't? Does anyone know?
Something to do with its longer body?
Regards,
Tickle.
I've always wondered about why the Longranger has fins on its horizontal stabilizers and the Jetranger doesn't? Does anyone know?
Something to do with its longer body?
Regards,
Tickle.
Join Date: Nov 2000
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From my TRI handout:
"The horizontal stabiliser has a movable rear elevator connected to the cyclic to provide greater authority. The side fins stuck on the ends are offset by 5° to the left, at the opposite angle to the vertical fin (the stabilizer also protrudes more one side than the other), because the vertical fin tries to turn the tail too much to the right at higher speeds, being stuck on the end of a longer tailboom. An increased tail rotor pitch travel is provided by the rigging procedure for greater authority."
Phil
"The horizontal stabiliser has a movable rear elevator connected to the cyclic to provide greater authority. The side fins stuck on the ends are offset by 5° to the left, at the opposite angle to the vertical fin (the stabilizer also protrudes more one side than the other), because the vertical fin tries to turn the tail too much to the right at higher speeds, being stuck on the end of a longer tailboom. An increased tail rotor pitch travel is provided by the rigging procedure for greater authority."
Phil
Such a delicate controlled balance, helicopters are.
Join Date: May 2004
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LongRangers are faster than B-models. The very first L-model produced had no endplates. Squirrelly bastard! Very unstable in roll, especially if you had a speedy one on low skids. (By the way, "straight" L-models were faster than later models due, possibly, to the fatter cowling needed for the C-28 and C-30.) Then Bell added the endplates and smoothed out the cruise. Then we all started installing those cool wedge windows in the back, which disrupted the flow over the aft fuselage and tailboom. Some of the squirrelliness returned. It's worse if you have one wedge window and one non-wedge.
Join Date: Dec 2003
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It is my understanding that the Engine driven fuel pump is not reliant on boost pump pressure for lubrication. The EDFP is capable of drawing the fuel up from the tanks on its own and it effectively lubricates itself.
FYI, after fuel system maintenance there is a 2 minute ground run carried out @ 100% with boost pumps off to ensure the integrity of all connections (ie none are loose and sucking air).
Although not a FM item often I will pull the boost pump CB's during the 2 minute cool down to check the integrity myself.
BTW I have a basic dislike of using CB's as switches.
FYI, after fuel system maintenance there is a 2 minute ground run carried out @ 100% with boost pumps off to ensure the integrity of all connections (ie none are loose and sucking air).
Although not a FM item often I will pull the boost pump CB's during the 2 minute cool down to check the integrity myself.
BTW I have a basic dislike of using CB's as switches.
Gee, and there I was thinking they helped streamline the aircraft into wind when they go topsy turvy after they ditch in the Gulf of Mexico.
Seems they probably do as much of that as anything else with the number of them that wind up in the briny down there.
Seems they probably do as much of that as anything else with the number of them that wind up in the briny down there.
No worries, Revolutionary. 'Strine' is what our Aussie cousins are actually speaking when they think that they are speaking English! (Google has more on the subject...).
And as for the cricket, can I suggest that you have a quick look at BBC News...? Think of a World Cup final between the Netherlands and Germany and you'll come close to how important this game is for both sides. We (the Poms) have got a slight advantage at the moment but there's a whole day's play left to go...
PS And there's no need for forgiveness - your English is way, way better than my Dutch!
And as for the cricket, can I suggest that you have a quick look at BBC News...? Think of a World Cup final between the Netherlands and Germany and you'll come close to how important this game is for both sides. We (the Poms) have got a slight advantage at the moment but there's a whole day's play left to go...
PS And there's no need for forgiveness - your English is way, way better than my Dutch!
Last edited by Bravo73; 12th Sep 2005 at 09:51.
Join Date: Sep 2004
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OS = Overseas
Thanks Bravo 73, Paco and John,
Probably should have mentioned Overseas rather than 'out of service'. Forgot Australia wasn't the only Country in the World !
Didn't realise such a simple request would cause so much narkyness amongst the ranks.
Currently overseas and going flying in a few days time. As I don't have much time in 206's, and don't have my 'stuff' with me.
I wass interested in gaining as much knowledge from the flight as possible.
Thanks to all of those who helped.
Be gentle boys.
Loachy.
XO
Probably should have mentioned Overseas rather than 'out of service'. Forgot Australia wasn't the only Country in the World !
Didn't realise such a simple request would cause so much narkyness amongst the ranks.
Currently overseas and going flying in a few days time. As I don't have much time in 206's, and don't have my 'stuff' with me.
I wass interested in gaining as much knowledge from the flight as possible.
Thanks to all of those who helped.
Be gentle boys.
Loachy.
XO
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As an examiner, I have to assess the applicant's ability to follow the approved checklist. The majority of checklists in the UK include the instruction to start the engine with only one fuel boost pump operating (this is not what the RFM states). This was the way that I was taught when I first started flying this type, but I seem to recall an instruction from Textron/Lycoming quite a while ago that stated that both boost pumps must be used. Does anyone recall this instruction, as it has got the potential to cause problems at the 'debrief' stage.
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If you started with only one operating you would fail your PPC in Canada. the idea of starting with one is allegedly to check for leaks from the A/F fuel filter, but I've never seen it officially anywhere.
"They can also mask an air leak in the airframe fuel filter - if one is sucking air, you can confirm it trying to start without the boost pumps engaged. If there is a leak, the engine will sign-off around 45-55% N1. You are also likely having problems with the governor, which may be indicated by the N2 not maintaining 100%."
For the record, the FM says that boost pumps shall be on for all normal engine operations, which when you consider they started out with none at all says a lot!
Phil
"They can also mask an air leak in the airframe fuel filter - if one is sucking air, you can confirm it trying to start without the boost pumps engaged. If there is a leak, the engine will sign-off around 45-55% N1. You are also likely having problems with the governor, which may be indicated by the N2 not maintaining 100%."
For the record, the FM says that boost pumps shall be on for all normal engine operations, which when you consider they started out with none at all says a lot!
Phil
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I have PM'ed an Excel program to MS that is put out by standard aero, It covers quite a few models of helicopter with A250's in them. I don't have the facility to post it to PPrune but can email to someone to host so everyone can download it, It makes powerchecks that much easier. No more reading graphs.
Heliport?? let me know who is avail to host the program....
Heliport?? let me know who is avail to host the program....