Bell 206: JetRanger and LongRanger
I'm with Chris. Save the "sliver", hover the aircraft for 5 to 10 minutes before flying over "unsuitable" terrain, then fly it home.
No big deal.
No big deal.
As with Chris and Gordy, I would have no issue with the decision that was made. A qualified technician has checked the mag plug, a TRI has decided to fly home, the engine was run for ~10 minutes before departure and (I guess) no further chip warning occurred. Especially if the chip was 'hair like', there is no issue that I can see that would warrant the helicopter being returned on a truck.
Quite honestly, you are likely to get more damage from the pounding the engine would get on the back of a truck
Quite honestly, you are likely to get more damage from the pounding the engine would get on the back of a truck
Join Date: Aug 2007
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Have a look for any signs of oil puddles at the bottom of the exhaust collector (#5 seal leak), oil around the bleed valve (#1 seal leak), at the gearbox vent tube exit (internal seal leak) or oil from the burner drain valve (#1 seal or gas producer labyrinth seal). Thesea are the normal areas that would cause a puff of smoke at startup.
Is the smoke present at shutdown?
Is the smoke present at shutdown?
Join Date: Jan 2009
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Power check in Bell 206B
Hi Folks,
How do you perform a power check in a Bell 206B. I'm reading the flight manual but the procedure seems a little vague either that or I'm being incredibly dense this morning.
How do you perform a power check in a Bell 206B. I'm reading the flight manual but the procedure seems a little vague either that or I'm being incredibly dense this morning.
It's been a fair while, mate, but the basic concept with turboshafts as I understand it is to climb to a height where you're not torque limited, but limited by N1 or TOT, pull to whichever of those limits comes first, note all the appropriate engine readings (Tq, N1, TOT, Nr), and the atmospheric conditions (temp, PA).
To get it more accurate, climb until you get near one of those limits and note the PA where it occurred. Then you can descend say a thousand feet below it, get nicely set up at the airspeed recommended in the manual and be ready to note the figures as you pass through the given altitude.
Another good idea is to do it above a nice big airfield or autorotational area of some kind (get a blanket clearance if in controlled airspace) so if it goes bang after maintenance, you can happily auto down and look like a hero when you put it back on the H.
Does that sound like any of the stuff in the manual? A bit generic, I know, but it should be something like that.
To get it more accurate, climb until you get near one of those limits and note the PA where it occurred. Then you can descend say a thousand feet below it, get nicely set up at the airspeed recommended in the manual and be ready to note the figures as you pass through the given altitude.
Another good idea is to do it above a nice big airfield or autorotational area of some kind (get a blanket clearance if in controlled airspace) so if it goes bang after maintenance, you can happily auto down and look like a hero when you put it back on the H.
Does that sound like any of the stuff in the manual? A bit generic, I know, but it should be something like that.
Join Date: Aug 2004
Location: Quebec Canada
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power checks
Simple:
Establish a 52 Kias climb, Make sure anti-ice,bleed air, and Generator are Off, Pull collective slowly till TOT is above 738 deg C. Do not exceed any torque limit. When above 738, stop pulling on the collective, Note your OAT, Pressure altitude, TOT, Torque, Ng, and report the data on the power check chart. Do not forget to switch the Gen back on after power check. Refer to your flight manual Performance section. Clear explanations are there
Establish a 52 Kias climb, Make sure anti-ice,bleed air, and Generator are Off, Pull collective slowly till TOT is above 738 deg C. Do not exceed any torque limit. When above 738, stop pulling on the collective, Note your OAT, Pressure altitude, TOT, Torque, Ng, and report the data on the power check chart. Do not forget to switch the Gen back on after power check. Refer to your flight manual Performance section. Clear explanations are there
Really not that complicated but do it in hover or cruise not climb, it's too hard to record everything accuratly while climbing.
N1 should be high enough to ensure bleed valve is closed say 96 -97% Record OAT, Pa, TOT and torque.
Enter chart at OAT, go up to TOT, across to Pa then down to torque.
If recorded torque is higher than chart torque you are good to go, if lower first clean compressor. If you are lucky it will come back up!
N1 should be high enough to ensure bleed valve is closed say 96 -97% Record OAT, Pa, TOT and torque.
Enter chart at OAT, go up to TOT, across to Pa then down to torque.
If recorded torque is higher than chart torque you are good to go, if lower first clean compressor. If you are lucky it will come back up!
Join Date: Oct 2004
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Bell 206B Solid State Voltage Regulator?
I need to know who makes/made the aftermarket Solid State Electrical panel mod to replace the carbon pile voltage regulator in the hat rack. Got a flyer when I was at factory school in '96, but my books are not where I am right now.
Anyone ever put one in? Work OK?
KC
Anyone ever put one in? Work OK?
KC
Join Date: Jan 2006
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CF-2011-44
CF-2011-44
Bell Helicopter Textron Canada Models 206L, L-1, L-3 and L-4 helicopters equipped with a main rotor blade part number 206-015-001-107, -109, -111, -115, -117, -119 or -121.
Bell Helicopter Textron Canada Models 206L, L-1, L-3 and L-4 helicopters equipped with a main rotor blade part number 206-015-001-107, -109, -111, -115, -117, -119 or -121.
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That, plus another fatal accident on Nov 9 in Canada. Two blade failures, resulting in fatalities. Bell says it's a bad batch, and limited in the number of affected blades.
Join Date: Dec 2011
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Bell 206 isolation mounts
Would like to know what people think about the bell 206 isolation mount, is it just in the last few years that they are getting worse and worse, I mean i heard stories of people who heard of them breaking or failing once or twice in their career, now you looking at once every 1 or 2 years per machine...
What is the deal with this? Is there suppliers out there that are better than others?
What is the deal with this? Is there suppliers out there that are better than others?
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Yes, requiring a periodic alcohol wipe of the blade. I don't know if that was required in Canada, but I think it was. If so, it obviously wasn't sufficient. Some operators here are replacing blades with affected serial numbers, not trusting the alcohol wipe inspection after this incident.
Join Date: Mar 2008
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Elastomeric degrading
Hi ya'll,
Oil, grease leaks, harsh detergents and rain/sunlight will break down the rubber of the mount making it more susceptible to failing.
From my experience, they are not that bad... When coming from Lord, obviously.
Hope this helped.
Cheers!
Oil, grease leaks, harsh detergents and rain/sunlight will break down the rubber of the mount making it more susceptible to failing.
From my experience, they are not that bad... When coming from Lord, obviously.
Hope this helped.
Cheers!
No better truth was ever said!
The usage of the word "designed" is of and in itself an insult to anyone's intelligence!
no part of the 206 was designed for the convenience of the pilot.
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Bell 206 Isolation Mounts
mlagersson: 'blackhand' was correct when he said look at the way you operate the machine, abrupt cyclic inputs will quickly degrade the isolation mount - it wasn't designed for military-style flying techniques.
Also, 'Chopperlover' was spot-on when he said "...Oil, grease leaks, harsh detergents and rain/sunlight will break down the rubber of the mount making it more susceptible to failing." keep the transmission deck clean and rectify any oil/grease leak from the input quill and/or forward diveshaft coupling as quickly as possible.
DO NOT attempt to replenish the main transmission oil by pouring directly from the can with the cowling in place.
Also, 'Chopperlover' was spot-on when he said "...Oil, grease leaks, harsh detergents and rain/sunlight will break down the rubber of the mount making it more susceptible to failing." keep the transmission deck clean and rectify any oil/grease leak from the input quill and/or forward diveshaft coupling as quickly as possible.
DO NOT attempt to replenish the main transmission oil by pouring directly from the can with the cowling in place.