Bell 206: JetRanger and LongRanger
Join Date: Feb 2002
Location: N20,W99
Age: 53
Posts: 1,119
Likes: 0
Received 0 Likes
on
0 Posts
206 question
In the 206 JRIII the XMSN limits are as follows:
30 PSI Min. - 70 PSI Max.
and
30 - 50 PSI Continuous operation (green arc)
That leaves a "black arc" between the end of the Green Arc at 50 PSI and the Max 70 PSI.
My pressure has been constantly in that black arc recently, and since it is still below redline I'm not sure if it's allright. I can't find any info on what to do if this happens.
any suggestions?
thanks
30 PSI Min. - 70 PSI Max.
and
30 - 50 PSI Continuous operation (green arc)
That leaves a "black arc" between the end of the Green Arc at 50 PSI and the Max 70 PSI.
My pressure has been constantly in that black arc recently, and since it is still below redline I'm not sure if it's allright. I can't find any info on what to do if this happens.
any suggestions?
thanks
Join Date: Jan 2002
Location: Out Back
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
Mexicano,
I have had that problem in the past. When mentioning it to the engineers they did not seem to concerned, but they fix the problem in 2 minutes.
There is a screw and locking nut on the top of the xmsn on the port side it is only a matter of adjusting that and running to check the pressure. Wouldn't recommend you do it yourself.
Hope that helps.
I have had that problem in the past. When mentioning it to the engineers they did not seem to concerned, but they fix the problem in 2 minutes.
There is a screw and locking nut on the top of the xmsn on the port side it is only a matter of adjusting that and running to check the pressure. Wouldn't recommend you do it yourself.
Hope that helps.
Join Date: May 2001
Location: down under
Posts: 123
Likes: 0
Received 0 Likes
on
0 Posts
your specific question was answered... but i want to add something in general. when you fly any (!) helicopter under normal conditions, you will have the normal indications and performances. if something unusual happens, even though it is within the specified limits, i would be concerned straight away, like you have been with your question. there is no black&white in anything, e.g. your helicopter will not explode if you pass go to 111% torque.
i have two happenings to me where the helicopter was within limits, but indicated something very wrong: the first one was a reciprocating engine that was almost, but not quite, showing red line on the cyl head temp. the owner was interested in all the people waiting to do rides, and told me to continue flying. i was within limits, but the helicopter ended up with loosing horsepowers and thus decreasing performance in general. the second was a turbine, where one of the bearings were leaking. the leak was within limits of what the manufacturer specified, but the helicopter flamed out in flight after internal engine failure as a result of engine oil being dumped into the burner can.
this is scary! a helicopter pilot should have good knowledge of the aircraft, aircraft systems, the instruments and their interpretations, etc. i have met many pilots who had flown lots of hours on machines that they could not understand the instruments and how to interpret combining several instruments and/or indicators (e.g. b206: fuel pressure on 0 but no fuel pressure light)
the other side is being too cautious, sacrifying a mission (and lots of money) for nothing. a former colleague of mine made an pre-cautionary landing on an airport away from the base, because he had a generator failure - instead of shutting down unnecessary equipment following the poh, he delayed the return with several hours, had to start the helicopter again, and fly the helicopter back to base. this because he did not know the pilot operating handbook. for that reason, i do not blame him for landing. <img src="tongue.gif" border="0">
i have two happenings to me where the helicopter was within limits, but indicated something very wrong: the first one was a reciprocating engine that was almost, but not quite, showing red line on the cyl head temp. the owner was interested in all the people waiting to do rides, and told me to continue flying. i was within limits, but the helicopter ended up with loosing horsepowers and thus decreasing performance in general. the second was a turbine, where one of the bearings were leaking. the leak was within limits of what the manufacturer specified, but the helicopter flamed out in flight after internal engine failure as a result of engine oil being dumped into the burner can.
this is scary! a helicopter pilot should have good knowledge of the aircraft, aircraft systems, the instruments and their interpretations, etc. i have met many pilots who had flown lots of hours on machines that they could not understand the instruments and how to interpret combining several instruments and/or indicators (e.g. b206: fuel pressure on 0 but no fuel pressure light)
the other side is being too cautious, sacrifying a mission (and lots of money) for nothing. a former colleague of mine made an pre-cautionary landing on an airport away from the base, because he had a generator failure - instead of shutting down unnecessary equipment following the poh, he delayed the return with several hours, had to start the helicopter again, and fly the helicopter back to base. this because he did not know the pilot operating handbook. for that reason, i do not blame him for landing. <img src="tongue.gif" border="0">
Join Date: Nov 1999
Location: Scotland
Posts: 169
Likes: 0
Received 0 Likes
on
0 Posts
Mexicano
30 -50 psi Green arc = Normal operating range. .51-69 psi AMBER arc = Cautionary range . .70 psi = Red line max
the colour coding is to give you a " at a glance " indication
regards
<img src="redface.gif" border="0">
[ 01 March 2002: Message edited by: MaxNg ]</p>
30 -50 psi Green arc = Normal operating range. .51-69 psi AMBER arc = Cautionary range . .70 psi = Red line max
the colour coding is to give you a " at a glance " indication
regards
<img src="redface.gif" border="0">
[ 01 March 2002: Message edited by: MaxNg ]</p>
Join Date: Nov 2000
Location: US
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Bell 206 L-4 high alt. TR
Does anybody know if the high altitude tailrotor is worth the $$ ? We're flying at anywhere from 4000' to 8000' usually at @ 4000#. Thanks.
Forgiveness is easier to obtain than permission.
Forgiveness is easier to obtain than permission.
I was looking for the same thing myself re the Jet Ranger; this site covers one of the military variants but has got a heap of good generic info in it all the same:
http://www.lsirucker.com/TECH_LIB/Op.../TH67_Main.htm
Keep us posted if you come up with anything else useful; good luck!
http://www.lsirucker.com/TECH_LIB/Op.../TH67_Main.htm
Keep us posted if you come up with anything else useful; good luck!
Join Date: Nov 2000
Location: standing by my bbq
Posts: 105
Likes: 0
Received 0 Likes
on
0 Posts
If you can find someone who has taken the Bell course, they may have a 206 transition manual. It is an incredible source of info on systems. If you can get one, I would highly recommend it, and I can't think of a better publication (although there may be, but I haven't found it) for someone moving onto the JetRanger. Unfortunately Bell doesn't sell it on it's own. 
Cheers
Cheers
From now on I wish to be known as:
ThepilotformerlyknownasDunhovrin
(that is assuming I get my s**t together as start rotorvating this side of 2099....)Once again thanks for the US Army link - SiryesSir.
ThepilotformerlyknownasDunhovrin
(that is assuming I get my s**t together as start rotorvating this side of 2099....)Once again thanks for the US Army link - SiryesSir.
Guest
Posts: n/a
206l4
http://www.rotorhub.com/news/0211/bell-1.htm
Good to see there is life in the old girl, I will not ask the obvious question.
Good to see there is life in the old girl, I will not ask the obvious question.
Join Date: Feb 2002
Location: N20,W99
Age: 53
Posts: 1,119
Likes: 0
Received 0 Likes
on
0 Posts
Over here the Mexican Agency in charge of erradicating drug plantations purchased 27 brand new 206L4's two years ago, they are mosty used for spraying pot up in the mountains, I got to ferry some of them from the factory to Mexico City, and since some of them came with the the Simplex "Jacuzzi" and were armored, they were slooooww.
Join Date: Jul 2002
Location: Eastcoast
Posts: 18
Likes: 0
Received 0 Likes
on
0 Posts
Can anyone tell me what are the major differences between the L3 and the L4 which enables the higher max. gross weight i.e 4150 lbs v 4450 lbs. They both have the Allison C30P. Is it a reduced TBO on the L4 (more power that can be pulled = more frequent inspections of gears etc) ? Thanks, regards M/V
Join Date: Jul 2000
Location: The Daylight Saving Free Zone
Posts: 733
Likes: 0
Received 0 Likes
on
0 Posts
M/V
Just trying to remember, the L4 had a thicker skin on the tailboom, a different FWU, a Kaflex main D/shaft, and a transmission with a "406" part number.
The T/R g/box may have had a different P/N as well.
The T/R g/box may have had a different P/N as well.
Join Date: Aug 2001
Location: 50 50 Broome
Posts: 112
Likes: 0
Received 0 Likes
on
0 Posts
Don't know what the exact differences are but Airlog will be using these aircraft in Escravos, Nigeria in a mix with Bell 407s. The original plan was to have all 407s but it was decided to mix the fleet due to 407 reliability issues.
Brother
Brother
Join Date: Feb 2002
Location: N20,W99
Age: 53
Posts: 1,119
Likes: 0
Received 0 Likes
on
0 Posts
Don't know the exact differences but . . .
one thing is for sure,
I fly both very often and the only very important difference I program into my brain before each flight is the following:
Over here at altitude (L4's w/no High Alt. Kit) you will run out of left pedal a lot sooner than you will run out of power (TQ, TOT, N1), learning this has many pilots around here to some nasty surprises. With the L3 if you watch your wind you'll run out about the same time you reach both limits.
I remember there was this really tall building I used to fly out of with a TV crew, and somedays the thing would hover IGE about 12 inches from the ground with 75% TQ, but the left pedal would be almost all the way in, any increase in power would start the nose going right and no pedal to stop it, so in order to clear the pad you had to start pulling pitch 180 deg. from the desired exit, the L4 would climb as it yawed right with the left pedal all the way in, then as I reached the desired heading being now 20-30 feet high, I would lower collective slightly to stop the yaw, and push collective forward until I had some airspeed, needless to say that the aircraft that when the aircraft sank I now had plenty of altitude to clear my tail from the edge of the building.
Returning to the pad heavy was a completely different story, but I guess easier since it requires less power to land than to take off, but you had to have the wind help you.
I fly both very often and the only very important difference I program into my brain before each flight is the following:
Over here at altitude (L4's w/no High Alt. Kit) you will run out of left pedal a lot sooner than you will run out of power (TQ, TOT, N1), learning this has many pilots around here to some nasty surprises. With the L3 if you watch your wind you'll run out about the same time you reach both limits.
I remember there was this really tall building I used to fly out of with a TV crew, and somedays the thing would hover IGE about 12 inches from the ground with 75% TQ, but the left pedal would be almost all the way in, any increase in power would start the nose going right and no pedal to stop it, so in order to clear the pad you had to start pulling pitch 180 deg. from the desired exit, the L4 would climb as it yawed right with the left pedal all the way in, then as I reached the desired heading being now 20-30 feet high, I would lower collective slightly to stop the yaw, and push collective forward until I had some airspeed, needless to say that the aircraft that when the aircraft sank I now had plenty of altitude to clear my tail from the edge of the building.
Returning to the pad heavy was a completely different story, but I guess easier since it requires less power to land than to take off, but you had to have the wind help you.
Bell 206B3 / L3 performance
Can any Rotorheads out there help me please. I am looking for info on performance for the Bell 206B3 Jet Ranger compared to the Bell 206L3 Long Ranger. The task I have in mind is in Africa so hence the Bell selection as spares and maintenance are achievable. Ops at SL upto +1500' at 30 to 45 degs C. Need to carry 3 to 4 pax plus pilot and have fuel for approx 1 hour 30 mins. Aircon essential for pax comfort, although I assume it could be switched off for T/O and landing - therefore just a weight penalty. Also ideally have light-weight floats fitted but not always essential - another weight penalty. Can the B3 do it, or do we really need to fork out the extra expense of an L3? Any views welcome and anecdotal experience invaluable. Thanks in advance. J
Last edited by jellycopter; 15th Feb 2003 at 08:57.