Hmm...

Thanks for the info.

The URL for the photo is:

http://lh4.google.com/benchmark.avio...s.Producer.jpg

which is kind of long, and perhaps the problem.

Patrick

TOT rise on Engine Anti-Icing ON
 

Why does turning on engine anti-icing in the B206 result in a rise in TOT, and how much does it go up?

Thanks,

Patrick

PW,
Anti-ice is bleed air from compressor - to produce same power engine will burn hotter.
For this reason any bleed air service is normally set to OFF when high power settings are required.
GAGS
E86

Split needles
 

I see Sasless' jpg has the Rotor and Turbine needles split, or should I just not go there???

Well with a TOT of zero(0) he's the man at maintaining RRPM.

NR is in the green so it's all OK!:eek:

But the red TOT tattletale light does appear to be on...

PW
 

Just a little more information. In the 206 series the Anti Ice is normally ON at an OAT of 5 deg C or less in visable moisture (some earlier modles stated 4.4 deg, but I'm not that smart).You will see an increase of aprox 50 deg on the TOT, however should you try to check the function of the anti ice at idle the change is sometimes very minimal and hard to see.
Normally with the Anti Ice on (below 5C) you will not be TOT limited as far as power requirements for a particular operation however, if you are TOT limited then you will be reducing your TOT by 50 deg or, just maybe a power check is in order!
Fly Safe

Very interesting, and makes perfect sense since it bleeds air off.

Funny how when I started this process, all those intruments looked like an overwhelming amount of so much useless data, and now I can actually understand them. The other funny thing too is that now when I try to fly in FS, without my advanced panel I am very aware of the oversimplification.

Given your above info, now I have another question.

I understand that you can be limited by Torque, TOT, or N1. I think I get torque limits. You can only put so much torque on before you start bending things. I also think I get N1(Ng) limits in that at lower preasure altitudes (and higher temps) you will loose power available due to lower preasure and/or oxygen for combustion. And this is why you have a max OGE hover altitude, for example.

I also understand that you can't allow the turbine to get to hot or it melts and the rest of the helicopter may quickly follow. But, under what conditions would "TOT Limits" limit flight ops?

You guys must be amazed that someone that has never laid eyes on a B206 (although I was flown around alot in helos in the Army) has so much interest in one.

Patrick

Ok, further research (according to Bell) has indicated that during the 1-minute warm-up (cold start), the B206 TOT should "stabalize" at
520°C, for the warm up at 60%-62% Ng.

Given that, seems that during the 2-minute cool down on landing that it would cool at most to 520°C. So, I'm guessing the 250°C figure you give above is after fuel shutoff, while the turbine is spinning down and still providing some air, but without the heat of combustion. As that dies, then it goes back up. Perhaps at idle during the 2-minute cool down it is a bit hotter. If anyone can observe for me the temp at the start and end of a typical cool-down, would be appreciated.

Also, once the 1-minute warm-up is complete and Ng is raised to 70%, to power up the Generator, what does TOT go to then?

patrick
 

turbine outlet temperature gauge will read higher on hot days also if the turbine has to work harder like at altitude or if you point the outlet into the wind, this will produce more heat aswell.
hight hot humid is the answer to your question

TOT Light - location on dial
 

When you look at the TOT gauge (B206) is the TOT light the little red area at the max 927 degs C, or a larger light like I have on this pic:

http://i91.photobucket.com/albums/k2...ionics/TOT.jpg