Bell 206: JetRanger and LongRanger
Join Date: Dec 2002
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As mentioned above ... Collins had a VFR certified autopilot kit for the BH206 series ...also quite some time ago I got to fly an excellent Bh206 Auotpilot from SFENA brilliant bit of gear which allowed (as I remember it!) a hands off hover ...and I think they got IFR certification for it??? (though I wouldn't bet a "gooley" on it).
Join Date: Jul 2003
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AP206B
Baily,
Go have a look at www.bristowtraining.com
The 206B that they use for the instrument rating
course is equiped with a SFENA autopilot.
Contact Paul Quick, he should be able to inform
you with more detailed information.
Regards,
--db--
Go have a look at www.bristowtraining.com
The 206B that they use for the instrument rating
course is equiped with a SFENA autopilot.
Contact Paul Quick, he should be able to inform
you with more detailed information.
Regards,
--db--
Join Date: Jul 2002
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135 checkride
I am coming up on a 135 checkride in a 206B3, and I am just wondering what kind of experience I am in for?
Any hints or tips, especially on the in and outs of the 206 itself.
The regs and the ops manual is not such a big problem, but I am not VERY experienced in the 206 yet...any helpful hints is greatly appreciated
Any hints or tips, especially on the in and outs of the 206 itself.
The regs and the ops manual is not such a big problem, but I am not VERY experienced in the 206 yet...any helpful hints is greatly appreciated
Join Date: Jul 2002
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I don't think it's possible to say for sure. It depends entirely on the pilot checking you. The 206 is rather benign, as helicopters go, & has plenty of rotor inertia, so autorotations are relatively easy. Just keep forced landing areas in sight, & put the pitch down in the event of a simulated engine failure. You don't have to slam it down, and if there is a runway close by, that would make an excellent landing area.
"Just a pilot"
If this is a prehire skills evaluation, anything goes. They're checking to see if you're who you claim to be.
If you're a new hire, your check airman will expect performance and maneuvers comparable to your commercial check ride, with emphasis on company procedures. They want to be sure you can do what's expected of you. You'll also do a route check, covering leg and procedures. Expect to go inadvertent and have to recover from an unusual attitude.
If you've had company technique preached to you, fly the ride exactly as instructed. Forms in blue ink? Have a pen with blue ink. If they said approaches are steep and slow, do'em STEEP and S-L-O-W. If they want two turns around a confined area... you get the picture.
If you're a new hire, your check airman will expect performance and maneuvers comparable to your commercial check ride, with emphasis on company procedures. They want to be sure you can do what's expected of you. You'll also do a route check, covering leg and procedures. Expect to go inadvertent and have to recover from an unusual attitude.
If you've had company technique preached to you, fly the ride exactly as instructed. Forms in blue ink? Have a pen with blue ink. If they said approaches are steep and slow, do'em STEEP and S-L-O-W. If they want two turns around a confined area... you get the picture.
Join Date: Dec 2001
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TIMTS
Best advice for a 135 ride:
1. You are being tested to the practical test standards (PTS) for a commercial helo pilot. So fly as you normally would and a pass is assured (and easy to boot!!).
2. When asked to carry out a manouevre, carry out the exercise as you normally would do it.. DO NOT try and do it as you think the DPE wants to see it....
3. While doing the oral, take your time in answering the questions.. THINK before answering.. Once again DO NOT try and answer it as you think the DPE wants to hear it.... Answer with what you know... If you are not sure of an answer, tell him such.. But tell him you know where to find the answer, and then find it for him...
4. The biggest thing is to relax and have fun with the examiner.. Treat it as a learning experience.. He/she is not out to get you, but to ensure that you are SAFE.... Are You safe????
Best of luck to you...
C4
Best advice for a 135 ride:
1. You are being tested to the practical test standards (PTS) for a commercial helo pilot. So fly as you normally would and a pass is assured (and easy to boot!!).
2. When asked to carry out a manouevre, carry out the exercise as you normally would do it.. DO NOT try and do it as you think the DPE wants to see it....
3. While doing the oral, take your time in answering the questions.. THINK before answering.. Once again DO NOT try and answer it as you think the DPE wants to hear it.... Answer with what you know... If you are not sure of an answer, tell him such.. But tell him you know where to find the answer, and then find it for him...
4. The biggest thing is to relax and have fun with the examiner.. Treat it as a learning experience.. He/she is not out to get you, but to ensure that you are SAFE.... Are You safe????
Best of luck to you...
C4
Join Date: Aug 2003
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Remember you judgement is being tested as well as your pilot skills, the check airman might ask you to do something unsafe such as land in a confined area that is too small or downwind. He would probably not let you complete the maneuver but is testing to see if you spot the danger and show good judgement.
Good luck
Good luck
For how long will a Jetranger float without floats?
Has anyone on the forum ever put a B206 in the water without the benefit of deployable floats? How much time would one have to make an exit before it sank below the surface, assuming calm sea state? Any suggestions for a recommended ditching technique should the engine or drive train fail?
Senis Semper Fidelis
Join Date: Feb 2001
Location: Lancashire U K
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A Pilot friend of mine put one down in the sea between Blackpool and the IOM, sea state calm, and sky was blue, engine went out and heli went down, he had just enough time to undo the seat belt and open the door as the salty stuff went over his head, at which point he still wasn't out of the heli, so it would seem that they float about as well as a housebrick!
Join Date: Jan 2001
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I was amazed when I first read the G-OPNI accident that it floated as long as that. I would suggest that the experience of VFR's mate is much more typical - It would certainly not be safe to rely on a non-float helicopter floating for any significant time
VFR,
Was that the incident where a Cessna flying the other way happened to be looking at him when his engine went, saw him hit the water and subsequently dropped him a life raft ? I recall reading that he had an immersion suit on but the zip wasn't quite done up and he reckoned he nearly died due to the cold water coming in through the 1" gap sapping his strength, such that he could hardly climb into the raft. Very, very lucky the Cessna was around. And top notch thinking and flying (and bombing!) by the Cessna pilot.
As for how long the things float, I should imagine it would depend on what doors/vents/windows are open, closed or smashed. But seemingly, not long.
Was that the incident where a Cessna flying the other way happened to be looking at him when his engine went, saw him hit the water and subsequently dropped him a life raft ? I recall reading that he had an immersion suit on but the zip wasn't quite done up and he reckoned he nearly died due to the cold water coming in through the 1" gap sapping his strength, such that he could hardly climb into the raft. Very, very lucky the Cessna was around. And top notch thinking and flying (and bombing!) by the Cessna pilot.
As for how long the things float, I should imagine it would depend on what doors/vents/windows are open, closed or smashed. But seemingly, not long.
What it doesn't say in the report I linked to is that the pilot had his heavily pregnant wife with him at the time he went in the drink. He was bloody lucky the wreckage floated as long as it did - otherwise they would be two more statistics.
As an aside does anyone know the pilot involved, and whether he's still flying, or has taken up naked jumping through firehoops instead ?
As an aside does anyone know the pilot involved, and whether he's still flying, or has taken up naked jumping through firehoops instead ?
Join Date: Apr 2003
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Surely there must be a relationship to bouyancy with regard to whats in the fuel tank. So if you run out of fuel and have to ditch
you have a better chance of survival to face a CAA prosecution.
See another thread.
you have a better chance of survival to face a CAA prosecution.
See another thread.
Join Date: Jul 2002
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There is a difference between floating and floating upright. Without floats, the helicopter will roll over almost immediately, because the CG is so high. However, it will float at least partially for some time, depending on several factors. The amount of fuel in the tank, and the integrity of the tank, is one factor. They may float for days if the seas are relatively calm and the tank is intact and the fuel cap seals well. But you may as well face the fact that you'll likely have to exit with the aircraft upside down & the cockpit underwater. It's certainly doable, and HUET training should be a big help with this.
Join Date: Mar 2001
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G-MHCC certainly went down very quick in the Irish Sea. So I'm told.
Ask M M-S and I'm sure he'll tell you that G-BHXU went down just as quick in The Channel.
Once the machine is inverted, the cabin is flooded, there is not much bouyancy left to keep the machine up.
Ask M M-S and I'm sure he'll tell you that G-BHXU went down just as quick in The Channel.
Once the machine is inverted, the cabin is flooded, there is not much bouyancy left to keep the machine up.
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Rough seas and breaks in the fuselage structure can certainly cause almost immediate disappearance. Nothing is certain when an aircraft ditches or flies into the water. I certainly didn't mean to imply that any aircraft will always float - some will, some won't, & some will for awhile.