Bell 206: JetRanger and LongRanger
Interestingly a vibration search with a Vibrex would have probably found this.
A friend of mine sadly no longer with us was searching for a vibration on a 206.
Hand holding an accelerometer he worked round the aircraft.
He determined that there was a peak vibration at 6000 RPM.
The engine was stripped and the output gear was found to be cracked.
I tried the same technique on a BO105 and identified a vibration at a speed that didn't appear to correspond to
any of the rotational frequencies.
Two days later the aircraft suffered a main gearbox fan drive failure and further research showed that it rotated at the frequency we had found.
Close but no banana.!!!!!!
A friend of mine sadly no longer with us was searching for a vibration on a 206.
Hand holding an accelerometer he worked round the aircraft.
He determined that there was a peak vibration at 6000 RPM.
The engine was stripped and the output gear was found to be cracked.
I tried the same technique on a BO105 and identified a vibration at a speed that didn't appear to correspond to
any of the rotational frequencies.
Two days later the aircraft suffered a main gearbox fan drive failure and further research showed that it rotated at the frequency we had found.
Close but no banana.!!!!!!
Bell 206
Idling my weekend away picked up this trivia https://www.thisdayinaviation.com/10-january-1966/
is there any recommended reference book for the history/ design/ development of the aircraft? I couldn’t see anything obvious.
is there any recommended reference book for the history/ design/ development of the aircraft? I couldn’t see anything obvious.
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I use this site to search for books.
https://www.abebooks.com
https://www.abebooks.com
Doesn't look like anyone in the UK/Europe stocks it...
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Idling my weekend away picked up this trivia https://www.thisdayinaviation.com/10-january-1966/
is there any recommended reference book for the history/ design/ development of the aircraft? I couldn’t see anything obvious.
is there any recommended reference book for the history/ design/ development of the aircraft? I couldn’t see anything obvious.
We're getting to the tipping point where a late low hour 206 is not much different in price to an early 505. OK there's still a bit of difference but they are in the same ballpark nowadays.
Hypothetically speaking, which is the best home for the money? Yes the 505 is more modern, has more advanced technology etc but it doesn't go much faster/carry much more and it's looks are 'challenging'.
I have owned 206s for over 20 years so would like to think that I understand their strengths and costs. The 505 on the other hand is a mystery to me and I have always been wary of the Arrius engine.
Hypothetically speaking, which is the best home for the money? Yes the 505 is more modern, has more advanced technology etc but it doesn't go much faster/carry much more and it's looks are 'challenging'.
I have owned 206s for over 20 years so would like to think that I understand their strengths and costs. The 505 on the other hand is a mystery to me and I have always been wary of the Arrius engine.
Depends on what you're planning to do with it and how many hours a year you plan to fly with it. The 505 is overall much more powerful aircraft, much more safe (easier auto-rotations, latest crashworthy standards, etc), provides a lot more visibility, a lot more comfortable for everyone, and the flat floor provides a lot of flexibility inside.
But, you've owned 206s forever so you know what you're doing with them. if you're only flying 50 hours a year for fun.... get the 206 if looks are that much more important to you. For every other reason, you should get the 505.
My recommendation is getting a demo... you'll love it or leave it in one flight based on all your 206 experience.
But, you've owned 206s forever so you know what you're doing with them. if you're only flying 50 hours a year for fun.... get the 206 if looks are that much more important to you. For every other reason, you should get the 505.
My recommendation is getting a demo... you'll love it or leave it in one flight based on all your 206 experience.
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I've been casually shopping for a late-model, clean, 206L for personal use and recently pivoted to looking at early 407s and 407GX birds. I prefer Garmin glass and air conditioning which is rare in a 206L. You're likely to end up in the $1.5-2mm range for a clean 206L4 with Garmin and AC which puts you into 407 territory.
This will be my first helicopter, so I'm far from an expert. I talked to my local Bell rep about a 505 and told him I was looking for a late, low-time 206L and asked if I should consider the 505 instead. He said he can't sell a 505 to a 206L operator due to maintenance requirements.
I also looked at, and test-flew, an older 206L that was listed by a large, US-based ENG group. I caught up with one of their maintenance guys and one of their senior pilots. They operate the 206B3, 206L models, 407s, 505s, and a few A-stars. They've been phasing out the A-stars and 505s. Both had compliments for the 206 and 407 variants, not so much for the A-star and 505s.
This will be my first helicopter, so I'm far from an expert. I talked to my local Bell rep about a 505 and told him I was looking for a late, low-time 206L and asked if I should consider the 505 instead. He said he can't sell a 505 to a 206L operator due to maintenance requirements.
I also looked at, and test-flew, an older 206L that was listed by a large, US-based ENG group. I caught up with one of their maintenance guys and one of their senior pilots. They operate the 206B3, 206L models, 407s, 505s, and a few A-stars. They've been phasing out the A-stars and 505s. Both had compliments for the 206 and 407 variants, not so much for the A-star and 505s.
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Digital copy of supplement for 206B Range Extender Fuel System
Did you ever find an electronic copy of the supplement for the Aeronautical Accessories 206B Range Extender Fuel System? I have the hard copy attached to the flight manual, but I'm looking for a digital (PDF) copy. I've been to Aeronautical Accessories' website, but couldn't find anything there.
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Did you ever receive a digital copy of the supplement for the Aeronautical Accessories Bell 206 A/B Range Extender Fuel System? We have the hard copy in our CFM, but I'm looking for a digital (PDF) copy.
Will need to create an account first.
Either that or PM me your email and I can send you a copy.
Been lurking here for, literally, years. It's my favorite thread on pprune.org. So many fascinating posts and specific, real world, information. I've posted a "Hi there" post here on the Rotorheads subsection and am happy to finally begin participating in earnest!
Thank you, all!
Rick
Thank you, all!
Rick
After having both the 206 and the 505 I would say stick with 206 until the 505 is fully sorted ( don’t buy 2018/19 models . I operated mine for about 3 years and gave up due to so many silly faults , both design and manufacture. Other things such as horrible to fly in windy/ bumpy conditions when light plus C of G that was impossible to deal with without carrying big water Jerry cans etc . I would guess that mine was tech for 25% of all revenue flights which was , to say the least , disappointing!!
mother than that it was lovely and great power and viz !
mother than that it was lovely and great power and viz !
The beauty...genius, really...of the original 206 was that the designers thought to put the transmission over the back seat, *and* tilt the mast forward - two things that the designers at Hiller did not do with the model 1100 (nor did the German designers do with the BO-105). The 206 design brings some structural compromises, like necessitating the infamous bulkhead between the front and back seats. Still, a 206B is almost impossible to get out of c.g. If you run scenarios of "most FWD" and "most AFT" c.g. with a B-model you'll see what I mean. Even a skinny little 170-pound pilot flying by himself can take almost 100 pounds in the baggage compartment and still be okay. When I saw the 505, I knew that there would be unavoidable c.g. problems with it. Which is why Bell could stretch the 206A/B-model into the L-model but we never could do the same with the FH1100. And don't think we didn't try. I'm not familiar with the R-66 but I'd be curious as to how they handle the c.g. difference between a pilot flying solo to a location to pick up four fatties. So I'm with Nigel - the 206 rules!