Bell 206
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Bell 206
I've been a helicopter enthusiast for years and have just started flying flying lessons in a Bell 206.
I would be grateful if someone could explain a couple of the following areas that are perplexing me.
1. Does the battery hot caption still work with lead acid batteries? Or is it only with nickel cadmium batteries?
2. What does the battery relay warning caption alert you to?
3. What does the button on the top of the control panel, marked PASS INT stand for?
4. What is the maintenance schedule like for the Bell 206?
5. How much fuel does the 206 use in start and run up. I was told that 15 lbs - is that about right?
Any help appreciated.
I would be grateful if someone could explain a couple of the following areas that are perplexing me.
1. Does the battery hot caption still work with lead acid batteries? Or is it only with nickel cadmium batteries?
2. What does the battery relay warning caption alert you to?
3. What does the button on the top of the control panel, marked PASS INT stand for?
4. What is the maintenance schedule like for the Bell 206?
5. How much fuel does the 206 use in start and run up. I was told that 15 lbs - is that about right?
Any help appreciated.
1. Does the battery hot caption still work with lead acid batteries? Or is it only with nickel cadmium batteries?
No, its only for the Nicad battery and normally would be placarded or removed in a helicopter with Lead acid.
2. What does the battery relay warning caption alert you to?
Hmm.. donīt have that one in mine. 1970 AB206A/B. Donīt know what it for. Maybe to tell you the battery relay has tripped and electrical power is provided by Generator only.
3. What does the button on the top of the control panel, marked PASS INT stand for?
Passenger intercom isolate switch.
4. What is the maintenance schedule like for the Bell 206?
50, 100, 300 etc hrs inspection plus annual and the very much hateīd by 206 owners bi-annual TT strap replacement. Other than that itīs a very easy helicopter to maintain and the TT straps are the only negative maintenance aspect for the private owner in my opinion.
5. How much fuel does the 206 use in start and run up. I was told that 15 lbs - is that about right?
Itīs really neglible, but if you have to calculate it in then 15 lbs sounds about right for check list and navigation set ups. In action a JetRanger can be ready for flight in less than 2 minutes but if you take your time itīll burn a bit of fuel.
No, its only for the Nicad battery and normally would be placarded or removed in a helicopter with Lead acid.
2. What does the battery relay warning caption alert you to?
Hmm.. donīt have that one in mine. 1970 AB206A/B. Donīt know what it for. Maybe to tell you the battery relay has tripped and electrical power is provided by Generator only.
3. What does the button on the top of the control panel, marked PASS INT stand for?
Passenger intercom isolate switch.
4. What is the maintenance schedule like for the Bell 206?
50, 100, 300 etc hrs inspection plus annual and the very much hateīd by 206 owners bi-annual TT strap replacement. Other than that itīs a very easy helicopter to maintain and the TT straps are the only negative maintenance aspect for the private owner in my opinion.
5. How much fuel does the 206 use in start and run up. I was told that 15 lbs - is that about right?
Itīs really neglible, but if you have to calculate it in then 15 lbs sounds about right for check list and navigation set ups. In action a JetRanger can be ready for flight in less than 2 minutes but if you take your time itīll burn a bit of fuel.
Gatvol
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"I'm on my 4th lesson, just trying to get ahead before my next one in a few weeks."
Beyond all the questions you have mentioned, you hit on another problem that seems to plague new Pilots. That is for whatever reason, financial etc. many students dont or cant keep their training in some kind of reasonable time line. Next lesson in a few weeks costs more than in a few days in the long run. I would suggest if possible you make your lessons closer together. It helps from taking two steps forward and one to the rear because of the length of time away from training.
Also if you cant ring your instructor up once in a while and get a couple questions answered without his money meter smoking, I would get another instructor.
As to 206 info, try and locate another students "factory training manual' or visit some of the companies utilizing these aircraft and buy a maintenance type/engineer a big lunch/pint. Those are the guys who will keep your Pilot butt from getting in trouble. Besides what lites up on the panel, you should hang out with the maintenance folks and see what makes the fire and smoke come out of the exhaust.
I owe many years of safe flight from those who wrench on aircraft showing me what in fact what my input did to make things work behind me. Most of this "training" cost me no more than a few Beers.
Beyond all the questions you have mentioned, you hit on another problem that seems to plague new Pilots. That is for whatever reason, financial etc. many students dont or cant keep their training in some kind of reasonable time line. Next lesson in a few weeks costs more than in a few days in the long run. I would suggest if possible you make your lessons closer together. It helps from taking two steps forward and one to the rear because of the length of time away from training.
Also if you cant ring your instructor up once in a while and get a couple questions answered without his money meter smoking, I would get another instructor.
As to 206 info, try and locate another students "factory training manual' or visit some of the companies utilizing these aircraft and buy a maintenance type/engineer a big lunch/pint. Those are the guys who will keep your Pilot butt from getting in trouble. Besides what lites up on the panel, you should hang out with the maintenance folks and see what makes the fire and smoke come out of the exhaust.
I owe many years of safe flight from those who wrench on aircraft showing me what in fact what my input did to make things work behind me. Most of this "training" cost me no more than a few Beers.
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Are you doing a type rating or the complete PPL on a Jetranger? There are cheaper ways to get a PPL that's for sure.
Your instructor should have told you by the way in the first lesson, and should have given(sold) you a flight manual. My students get the study books and manuals before I start flying with them.
Your instructor should have told you by the way in the first lesson, and should have given(sold) you a flight manual. My students get the study books and manuals before I start flying with them.
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The battery relay light is for the following:
If you have a Nicad battery and it goes hot, the procedure is to turn off the battery switch and land as soon as practical. This isolates it from the generator. It only works if you have a Nicad battery.
When the battery switch is turned off and the relay light is illuminated then it means that the generator is still charging the battery because the relay has failed in the on position. Therefore the risk of thermal runaway and possible battery explosion is elevated. Land as soon as possible having turned off the generator and battery switch (yes, giving yourself an electrical failure). If above 6000 feet pressure altitude, if possible, get below it as turning off the battery and generator will remove power form the boost pumps. If you are not able to get below 6000 feet.........use your best judgement!
If you have a Nicad battery and it goes hot, the procedure is to turn off the battery switch and land as soon as practical. This isolates it from the generator. It only works if you have a Nicad battery.
When the battery switch is turned off and the relay light is illuminated then it means that the generator is still charging the battery because the relay has failed in the on position. Therefore the risk of thermal runaway and possible battery explosion is elevated. Land as soon as possible having turned off the generator and battery switch (yes, giving yourself an electrical failure). If above 6000 feet pressure altitude, if possible, get below it as turning off the battery and generator will remove power form the boost pumps. If you are not able to get below 6000 feet.........use your best judgement!
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Info on Bell 206
Eagle one
There are some quite good books available on the 206 and maybe now (close to Christmas) might be the time to mention your desire to receive one all wrapped up ???
My personal choice would be "the bell 206 book" by Phil Croucher
Enjoy your lessons
Chester
There are some quite good books available on the 206 and maybe now (close to Christmas) might be the time to mention your desire to receive one all wrapped up ???
My personal choice would be "the bell 206 book" by Phil Croucher
Enjoy your lessons
Chester
Join Date: Nov 2005
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Bell 206
Was thinking of buying that Bell 206 Book myself, even though i aint flying one anymore, I kinda miss the old girl! (never let me down) Glad to hear someone else has recommended it, the only thing that put me off was the dodgy cover, 
what exactly are those wiggley lines all about??? (would have thought a nice picture of a shiney new 206 appropriate)
Anyhow, I'm rambling on a bit....
Will ask Santa for it!
what exactly are those wiggley lines all about??? (would have thought a nice picture of a shiney new 206 appropriate)Anyhow, I'm rambling on a bit....
Will ask Santa for it!
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The wiggly lines are of a 206 photo that has gone through photoshop - don't worry, I have a nice picture ready for the next print run 
phil
phil
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I'd recommend that book as well. It's all very well saying "ask your instructor", but within a month of finishing the type rating I had more B206 time than one instructor I know who's teaching on it. Theres all sorts of hints and tips in it to keep you out of trouble, useful rules of thumb in the performance section which are worth their weight in gold, and it's good having all the data you want (eg the Vne at different weights, max times for a given TOT / N1, etc) in one place.
Merry christmas - happy flying!
Merry christmas - happy flying!
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I kept waiting and waiting for people who promised such a piccie, but in the end I had to do it myself!
Happy Hols to one and all!
Phil
Happy Hols to one and all!
Phil
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Bell 206 gauge question
A question for all you Bell 206 drivers. Have you ever seen a rotor RPM gauge with no yellow band between 50-60% and a yellow power off range from 85-90% below the normal green 90-107%? If you have what variant what was it fitted to? Thanks in advance.
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Sounds like that guage is out of a Longranger. We had to do a quick replacement out of the field in our B3. We took the guage out of the L1. the numbers matched from the book.
Although we changed out the guage again at the first chance we got.
The guage was only missing the yellow between 50 and 60%. I have not seen one with a yellow from 85 to 90%??
Although we changed out the guage again at the first chance we got.
The guage was only missing the yellow between 50 and 60%. I have not seen one with a yellow from 85 to 90%??
