B206L Performance
Thread Starter
B206L Performance
Hello chaps and chapesess,
Was wondering if anyone could shed some light on the Longrangers performance at temperatures of +40/45 degrees celcius at sea level. Would be looking at having all seats full and a resonable fuel load for atleast an hours endurance?
Any other comments about the machine in hot and high conditions would be great.
Thanks,
TiP
Was wondering if anyone could shed some light on the Longrangers performance at temperatures of +40/45 degrees celcius at sea level. Would be looking at having all seats full and a resonable fuel load for atleast an hours endurance?
Any other comments about the machine in hot and high conditions would be great.
Thanks,
TiP
Which flavour are you interested in L, L1, L1/C30, L1/C30 with uprate, L3, L3 with uprate or L4?
The L is a long Jet Box i.e C20B engine with the addition of Water Metho. It cannot be modified.
The L1 has a C28 engine which would probably make a half decent boat anchor.
An L1/C30 is the above with a C30 installed (STC).
An L1/C30 uprate can use 456 HP (104.8%) for TO. Subsequent increase in inspections and reduction in some finite lives (mast and a few XMSN bits)
L3 same as above but official Bell version with a few more modern bits. Lower pilots seat and shorter cyclic, increase in fuel capacity..........
L3 uprate - see above.
L4 as above with OH58D bits in the XMSN ~ 500 HP for TO??
Have operated L1/C30, L3 at 7000' at ISA +25C, Engine is still well in the green, problem is the TR. Just keep left pedal on the stop and steer with the collective. They are popular in PNG and parts of South America. I think L4 owners hang on to them. Lots of parts in common with late model 206B3. Probably just as reliable as well. Outfit I worked for put about 2200 hours on one in 12 months!
E & OE its at least 12 years since I have driven one.
The L1 has a C28 engine which would probably make a half decent boat anchor.
An L1/C30 is the above with a C30 installed (STC).
An L1/C30 uprate can use 456 HP (104.8%) for TO. Subsequent increase in inspections and reduction in some finite lives (mast and a few XMSN bits)
L3 same as above but official Bell version with a few more modern bits. Lower pilots seat and shorter cyclic, increase in fuel capacity..........
L3 uprate - see above.
L4 as above with OH58D bits in the XMSN ~ 500 HP for TO??
Have operated L1/C30, L3 at 7000' at ISA +25C, Engine is still well in the green, problem is the TR. Just keep left pedal on the stop and steer with the collective. They are popular in PNG and parts of South America. I think L4 owners hang on to them. Lots of parts in common with late model 206B3. Probably just as reliable as well. Outfit I worked for put about 2200 hours on one in 12 months!
E & OE its at least 12 years since I have driven one.
operated an L3 from 1000 to 3000ft MSL up to 38 deg Celsius, more when hit by a directly vertical sun.
Empty weight: 1137kg
Pilot + 3 pax : 360kg
fuel for 90 minutes: 175 kg
thats 200 kg below max gross and I was hardly able to clear 20ft trees out of a confined area.
So for your intended ops you want some sort of a runway.
A 407 is much more useful...
Empty weight: 1137kg
Pilot + 3 pax : 360kg
fuel for 90 minutes: 175 kg
thats 200 kg below max gross and I was hardly able to clear 20ft trees out of a confined area.
So for your intended ops you want some sort of a runway.
A 407 is much more useful...
That must be a clapped out L3 - you should have OGE hover of about 7000' ISA +30C! Sure it wasn't 206B?
An L4 will OGE at 11,500' at ISA +30C at that load!
In fact the L4 might actually be slightly better hot and high than a similarly equipped 407.
An L4 will OGE at 11,500' at ISA +30C at that load!
In fact the L4 might actually be slightly better hot and high than a similarly equipped 407.
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Mr tipweight,
the L1 i used to fly weighed 2700lb and the mauw was 4150 for that a/c, that meant 1450 for the pilot/pax and fuel. now if you had 7 normal size people, you can see that it is not possible to put much or sometimes any fuel in it !
it was all a bit of a problem and when you were heavy even in a normal english summer you spent all your time trying not to overtorque it.
when the owner sold it I was kind of relieved because i was fed up of flying everywhere heavy and on min fuel
regards
CF
the L1 i used to fly weighed 2700lb and the mauw was 4150 for that a/c, that meant 1450 for the pilot/pax and fuel. now if you had 7 normal size people, you can see that it is not possible to put much or sometimes any fuel in it !
it was all a bit of a problem and when you were heavy even in a normal english summer you spent all your time trying not to overtorque it.
when the owner sold it I was kind of relieved because i was fed up of flying everywhere heavy and on min fuel
regards
CF
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During ~10k hours, I have never approached engine limits on an L1 or an L3. Torque limits, though, are approached with regularity. The upgraded L3 works very well, and I've come out of very tight LZs with tall obstacles, at or near 4150 lb, and never exceeded 100%. Cooler temps than mentioned, though, so if you want to operate at 40 degrees, you may need the extra 4.8% torque. The L4 is probably what you really need, and what Bell is currently producing. No way you can fill the seats, though, unless the pax are very small and you have a very light configuration.
Thread Starter
Thank you for the help guys. What single would you recommend for the job. Be looking at getting 4-6 pax for atleast 60mins flight time plus reserves (20mins) for tours, no lifting or high altitude landings and would all be from a open coastal location.
