Hughes OH6A
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Join Date: Sep 2010
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Hughes,
So where did you find the information on the C18 only going to 1250 TBO. I have looked and can not find anything to suggest that, or the cycles. Could you provide me with the link for that information.
Thanks
So where did you find the information on the C18 only going to 1250 TBO. I have looked and can not find anything to suggest that, or the cycles. Could you provide me with the link for that information.
Thanks
Join Date: Aug 2007
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The C18 Turbine (if it is the Blue Ribbon standard) has a stage 1 and 2 wheel life limit of 1550 hour, with a TBO of 1250 hours. The life limits can be found in tables 4 - 7 of the 5W2 Operations and Maintenance manual (section II, page 16)
Can't post a link as the manuals are subscription only.
Can't post a link as the manuals are subscription only.
OH-6A upgrades?
Hypothetically speaking, if you own a standard OH-6A with a C-18 engine, are the following options a runner?
1. If you replace your C-18 with a C-20B, does the aircraft remain in the standard category for certification purposes, provided it is N-registered?
2. Will the C-20B conversion require any modification to the tail rotor drive shaft and gearbox to handle the extra power, in the case where a standard OH-6A main rotor transmission is retained with its limitations taken into account?
3. Can you go the whole hog and fit the OH-6A with a C-20B engine, D-model main transmission, five-blade rotor head and D-model tail rotor drive train and have your helicopter certified as a standard machine, as opposed to an "Experimental"?
I reckon the modifications in No.3 would put it in the experimental category. In the 1970's and early 80's, Hughes flew three OH-6As and two early 500s with five-blade main and four-blade tail rotor systems and C-20s/C-20Bs and one D-Model with a V-Tail, so every combination seems possible. It's just a question of whether the authorities will let you get away with it or not.
500 Fan.
1. If you replace your C-18 with a C-20B, does the aircraft remain in the standard category for certification purposes, provided it is N-registered?
2. Will the C-20B conversion require any modification to the tail rotor drive shaft and gearbox to handle the extra power, in the case where a standard OH-6A main rotor transmission is retained with its limitations taken into account?
3. Can you go the whole hog and fit the OH-6A with a C-20B engine, D-model main transmission, five-blade rotor head and D-model tail rotor drive train and have your helicopter certified as a standard machine, as opposed to an "Experimental"?
I reckon the modifications in No.3 would put it in the experimental category. In the 1970's and early 80's, Hughes flew three OH-6As and two early 500s with five-blade main and four-blade tail rotor systems and C-20s/C-20Bs and one D-Model with a V-Tail, so every combination seems possible. It's just a question of whether the authorities will let you get away with it or not.
500 Fan.
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Have had a personal OH 6 with a C18 for about 5 years. Typically fly alone or with someone in front. Rarely haul extra people- typically have about 100 of gear in back.
This is an excellent engine for my use. All the engine you need for virtually any situation if you use your head and manage power. Having flown hand throttled, underpowered helos in the past is excellent training for using all aspects of efficiencies in helicopters. Depending on only turbine power is an invitation to disaster. Don't get me wrong- a C20 0r C30 would be great- but using proper balance of power, speed, wind, ... the C18 will do a lot much cheaper than the larger powerplant and I think keep you a sharper pilot. Look at what these engines and ships were doing in Vietnam in their day under hot and heavy conditions.
If you are expecting to do heavy, hard or high missions think about a newer ship in general like a D or E model. The OH6 is pretty well suited for the C18.
This is an excellent engine for my use. All the engine you need for virtually any situation if you use your head and manage power. Having flown hand throttled, underpowered helos in the past is excellent training for using all aspects of efficiencies in helicopters. Depending on only turbine power is an invitation to disaster. Don't get me wrong- a C20 0r C30 would be great- but using proper balance of power, speed, wind, ... the C18 will do a lot much cheaper than the larger powerplant and I think keep you a sharper pilot. Look at what these engines and ships were doing in Vietnam in their day under hot and heavy conditions.
If you are expecting to do heavy, hard or high missions think about a newer ship in general like a D or E model. The OH6 is pretty well suited for the C18.
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Mmmmm .....
....... Look at what these engines and ships were doing in Vietnam in their day under hot and heavy conditions. ....
Those Vietnam machines got a hiding and repair costs were NOT a consideration ... they also tended to get trashed pretty quickly ... engines were changed out very regularly ... I don't believe real comparisons can be made.
....... Look at what these engines and ships were doing in Vietnam in their day under hot and heavy conditions. ....
Those Vietnam machines got a hiding and repair costs were NOT a consideration ... they also tended to get trashed pretty quickly ... engines were changed out very regularly ... I don't believe real comparisons can be made.
I'm with Turbo2 on this one. The OH-6A/C-18 is a good machine for private flying when flown sensibly and within its limits. On a cool day, it will lift four people with plenty of fuel.
500 Fan.
500 Fan.
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The 500C/Loach with a C18 is all the helicopter you need for private flying
It's still lots of fun to throw around, even if it lacks the excess power of the D. I call it excess power because it felt like it in comparison to everything else available at the time.(except the Lama) If you ever miscalculate
it's also the best thing to be sitting in if you land less than upright.
Check around for čntire C18 engines, there were a lot of them available a few years ago at bargain basement prices due to 'restricted' but they may still be out there somewheres.If you can locate one of them it would be a great 'spares package' as they were being sold 'in the can' for less than a fuel nozzle for a C20B.
You won't get the performance of the D model, but it will be fun machine anyway
Post some pics if you make it happen.
Best regards ....170'
It's still lots of fun to throw around, even if it lacks the excess power of the D. I call it excess power because it felt like it in comparison to everything else available at the time.(except the Lama) If you ever miscalculate
it's also the best thing to be sitting in if you land less than upright.Check around for čntire C18 engines, there were a lot of them available a few years ago at bargain basement prices due to 'restricted' but they may still be out there somewheres.If you can locate one of them it would be a great 'spares package' as they were being sold 'in the can' for less than a fuel nozzle for a C20B.
You won't get the performance of the D model, but it will be fun machine anyway
Post some pics if you make it happen.
Best regards ....170'
