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the stabilizer on the tailboom, which
keeps the tail down in the cruise. As
the airflow is not constant at high
speeds, you can run out of aft cyclic
if the nose pitches too far forward.
Specimen Performance Data
TOD to
100'
Acc
dist
Ldg
dist
Length
263m 84m 229m 12m
For getting in and out of clearings, a
good rule of thumb is to note the
torque at 80 kts at 500' above the
landing area. Add 20% to hover
IGE, and another 10% to climb
back out. Add 1% extra for every 15
kg you pick up.
The Bell 206 149
Starting limits
40 kts on nose, 25 kts from side, 0
kts on the tail.
C of G
The limits vary with the All Up
Weight, but they all start at 106” aft
of datum (the datum itself is 55.16”
forward of the jackpoint centreline).
At 2350 lbs, the aft limit is 114.2”,
decreasing through 112.1” at 3000
lbs and 111.4” at 3200 lbs. The aft
limit is always 111.4” with any
combination of doors removed.
Lateral C of G limits are from 3” left
to 4” right.
The 206L’s range is 118-128.5” at
2350 lbs, 118.3-128.3” at 3000 lbs
and 119.2-126.7” at 4200 lbs.
Laterally, 4” left to 3.5” right. Here
is a chart of arms for the BII & III:
Longitudinal Lateral
Pilot Door (10 lbs) 61 15
Duals (6.4 lbs) 49 -13.9
Pilot 65 14
Pax F 65 -11
Pax RL 104 -16.1
Pax RC 104 0
Pax RR 104 16.1
L Skid -38
Hook 108.5 0
Bge 147.5 0
Fuel (USG) 116 0
Fuel (R Ext) Varies – see below 0
Oil 179 0
Fuel (USG) Arm
5 110.1
10 110.6
15 110.7
20 110.7
25 110.7
30 110.8
Fuel (USG) Arm
35 110.8
40 111.0
45 111.6
50 112.5
55 113.5
60 114.2
65 114.9
70 115.4
75 115.9
76 116
Checklists
Daily Check
Remove all engine blanking plates,
fuselage covers and the rotor
tiedown, except in strong wind
conditions or when departure is not
expected for a while, when the blade
tiedown may be left on.
Ensure that the area is clear, external
power and fire extinguishers are
available if required, frost, ice, slush
and snow is removed (particularly on
the upper surfaces of main rotor
blades, aerials, air intakes/outlets
and undercarriage). Aircraft
documents should be available and
in order.
Inspect the whole of the cabin for
loose articles and check all seat
assemblies and seat belts for
satisfactory condition, locking and
release. The First Aid kit should be
securely stowed on the rear parcel
shelf and the fire extinguisher fully
charged, in date and properly stowed
in its appointed place. Both items
should be signed as checked and
dated.
Each door should have an exit sign
inside and outside with opening
instructions for each handle. The
Flight Manual should be in a front
door map pocket, together with
maps to be used, and the Ops
150 The Helicopter Pilot’s Handbook
Manual. Lifejackets and briefing
sheets for the rear passengers should
be on the rear parcel shelf, while
those for the front passengers and
pilot should be in the front door
pockets or somewhere equally
accessible. There should be a full
complement of headsets/ear
defenders and sick bags.
Sit in the pilot's seat. Check the tail
rotor pedals for full and free
movement in the correct sense.
Ensure that the pedal adjustment
operates satisfactorily.
Take off the frictions on the flying
controls and check for full and free
movement. Re-tighten frictions,
close the throttle.
Inspect all instruments, switches and
controls for signs of damage. Check
altimeter operation and set both to
airfield elevation, checking accuracy
to within + or—50'.
Switch on the battery and confirm
that the fuel quantity indicated
agrees with the estimated contents of
the tank.
After external power is fitted, or as
far as possible without wasting the
battery, switch on the radios and
check them with suitable ground
stations. Similarly with navaids.
Check that the audio engine-out
warning is operating satisfactorily.
Check operation of all warning lights
and pull collective to check Rotor
Low audio warning.
Check float system (if fitted).
Depress Cb, switch to test. DO
NOT ARM. Pull trigger to get green
light. Release trigger. ARM float
system, check light. DISARM and
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The Helicopter Pilot’s Handbook(99)
