Longranger confusion
 

In the market for an L model. Utility work so the most useful load is all I care about. Price is obviously a factor, but secondary to useful load. I had heard that L's were getting cheap, but L4s are still up there.

Anyway, Confused as to all the differences between the the L1C30, L3 and L4. Especially the smaller details and differences.

Best I can figure, the L1C30 is the lightest of them all, but the MGW is lower. L3 has higher MGW than the L1C30, but is heavier empty weight. L4 has different or upgraded transmission and as a result, the engine is uprated to allow more horsepower. Apparently there is a kit or two kits of bell design that allow to turn an L1 or L3 into an L4? A max gross weight kit and a transmission upgrade? Apparently uprating the engine is a mechanical thing? Is the high altitude tail rotor only an L4 thing? I assume that is a must have. We don't work at very high DAs, but we are at max gross most of the day.

If anyone familiar with the finer details could lay it out for me and school me I sure would appreciate it. No detail is too small, lay it on me! I love to learn about this stuff. This community has such great insight and experience.

Don't you have access to Bell Helicopter Field Reps who would be full bottle on this stuff?

L4 is definitely the bigger lifter.

I thought the L1C30 and L3 had the same MGW so you might want to check that.

There is a MGB upgrade which adds an extra planet gear. It allows a max TQ of 105% but halves the service life of the MGB. This is a great mod.

L1C30 is better than L3

Cheers

In general, from the airframe perspective, there are some charts here with basic specs and their comparison (except L1/30P conversion):
https://www.easa.europa.eu/sites/def...l%20Report.pdf

On the L1/C30P conversion add a fuel tank extender to 110 gallons and you basically get a L-3 range with slightly more usable weight depending on configuration. The L1/C30P conversion is done through several different FAA STCs. Bell does offer an upgrade through a TB but it is for certain L-1 and L-3 airframes and upgrades those to a L-4 equivalency.

The L-4 does have increased gross weight, but if I recall, the loading chart "stove-pipes" that extra weight around the center-line of the aircraft. Also the entire L-4 drivetrain (mast, xsmn, input shaft, FWU, R/B, T/R drive) is completely different. So having one L-4 in the mix of a number of L-3s requires a bit more spare parts consideration.

As to performance, I'll leave that to the experts.

I have 4 206L4's in my fleet, 2 with TRACs and 2 without. (TRAC's is Tail Rotor Authority Control system--basically it take s a feed from the transponder and adds temperature to get DA and pre-pitches the TR from 3,000 to 7,000'. So at 7,000' DA my pedals are in the neutral position). This is the performance I get on one of mine...
I used an average weight of 2,600 lbs which includes our fire equipment etc. (First aid kit, fire shelter, survival pack)
1.5 hours fuel plus 20 min reserve
200 lb pilot
OAS download is basically a 180 lb download for safety.
To see what we can actually lift, consult the HOGE J (Jettisonable) portion.
This is based upon a zero spec engine---ours are running an average of plus 10 on the power checks which in reality means we can add another 125 lbs give or take.
https://cimg9.ibsrv.net/gimg/pprune....e08ba3048d.jpg

Great information so far. Thanks for the Charts Gordy!