Bell 214B Big Lifter Heliocopter
First flight: 1945
Photo: Model 47G-3B-1
Data: Model 47G-3B-2A
Power plant: One Lycoming TVO-435-F1A six-cylinder piston engine (280 hp).
Main rotor diameter: 37 ft 1 1/2 in
Length of fuselage: 31 ft 7 in
Weight empty, equipped: 1,893 lb
Maximum Take Off weight: 2,950 lb
Recommended cruising speed at 5,000 feet: 73 knots
Maximum rate of climb at sea level: 990 ft per minute
Service ceiling: 19,000 ft
Range with maximum fuel at 6,000 feet, no reserves: 214 nautical miles
Accommodation: Side-by-side seats for three persons Can carry 1,000 lbs of cargo externally
Equipment: AgMaster chemical application system, stretchers, cargo carriers and dual controls optional
First flight: 1961
Photo: Model 205A-1
Data: Model 205A-1
Power plant: One Lycoming T5313A turboshaft engine (1,400 shp)
Main rotor diameter: 48 ft 0 in
Length of fuselage: 41 ft 6 in
Weight empty, equipped: 5,197 lb
Normal Take Off weight: 9,500 lb Maximum Take Off weight: 10,500 lb with external load
Maximum cruising speed at sealevel at normal Take Off weight: 110 knots
Maximum rate of climb at sea level: (Normal Take Off weight) 1,680 ft per minute
Service ceiling (normal Take Off weight): 14,700 ft
Range with maximum fuel at 6,000 feet, no reserves: 298 nautical miles
Accommodation: Seating for up to 15 persons. Can be rapidly converted to carry freight or be used as a flying crane, ambulance, rescue or executive helicopter.
Equipment: The ambulance version accommodates six stretchers and one or two medical attendants. Dual controls optional.
First flight: 1956
Photo: UH-1 Iroquois
Data: Model 205
Power plant: One Lycoming T53-L-13 turboshaft engine (1,400 shp)
Main rotor diameter: 48 ft 0 in
Length of fuselage (overall): 57 ft 1 in
Maximum Take Off weight: 9,500 lb
Maximum level speed: 110 knots
Rate of climb at sea level: 1,600 ft
Service ceiling: 12,600 ft
Range with maximum fuel at sea level, no allowances, no reserves at Max T/O weight: 276 nautical miles
Accommodation: Cabin space of 220 cu ft provides room for pilot and 11-14 troops, or six stretchers and a medical attendant, or 3,880 lb of freight
First flight: 1973
Data: Model 206B JetRanger II
Power plant: One Allison 250-C20 turboshaft engine (400 shp)
Main rotor diameter: 33 ft 4 in
Length of fuselage: 31 ft 2 in
Weight empty, equipped: 1,455 lbs
Maximum Take Off weight: 3,200 lb
Maximum cruising speed at sea level: 118 knots
Maximum rate of climb at sea level: 1,260 ft per minute
Service ceiling: over 20,000 ft
Range with maximum fuel and maximum payload at 5,000 feet, no reserves: 337 nautical miles
Accommodation: Two seats side by side in front and seating for three persons at rear of cabin. Baggage compartment aft of rear seats, capacity 250 lb.
Equipment: Dual controls optional. Optional external cargo sling with 1,200 lb capacity
First flight: 1970
Power plant: One Pratt & Whitney (UACL) PT6-3 Turbo Twin Pac (two coupled PT6 turboshaft engines, producing 1,800 shp, the Twin Pac flat-rated to 1,250 shp)
Main rotor diameter (with tracking tips): 48 ft 2 1/4 in
Length of fuselage: Length of fuselage: 42 in 4 3/4 in
Weight empty plus usable oil: 5,549 lb:
Maximum Take Off weight: 11,200 lbs
Maximum level speed at sea level: 109 knots
Maximum rate of climb at sea level: 1,745 ft per min
Service ceiling: 17,500 ft
Maximum range at sea level, no reserves: 237 nautical miles
Accommodation: Pilot and up to 14 passengers or cargo
Equipment: Capable of carrying external load of up to 5,000 lb
Wow, it's Christmas early in Blackpool. I have been given long loan of a scanner. At last I can start sorting through my photo albums. I already mentioned the wish to update all my pages. Well I just couldn't resist sending you this particular picture.
I have been looking for a photo of a Bell 214B for ages. I found this. It is particularly memorable as look at the Dakota sat behind. Yes, not so long ago, this was taken in 1987 when I was test flying that 214B out in Singapore. The airfield is Seletar, where Heliorient, the company who did the Sultan of Oman Air Force deep servicing, have their base. That Dakota was at that time still being used, mainly for aerial photography.
The air test was not without its problems. I was a little astonished when the thing caught fire when I first started it up. The foreman told me to keep it running, they were just putting out a fire! Nothing, dear Kunnel, is more likely to cause a pilot's ass to go "half-a-crown, sixpence" than talk of fire in an aircraft. Phew! The used about four extinguishers on it, finally putting it out. Why keep it running? They felt they had it under control and the downdraft from the blades prevented the fire spreading. Now I can certainly remember being a little unconvinced by their reasoning. But, hey, I just break them, the guys with the tool boxes fix them!
That 214B's an amazing aircraft. It is basically a beefed up Huey body but with a Chinook engine on it. The rotor blades are ENORMOUS. The chord is about three feet, as opposed to the foot or so for most other choppers. The had to mount the main gear box in an amazing scissor anti--vibration mounting. These huge castings of solid titanium would swing in opposition to the usual "Bell Bounce" that two blade rotors cause. Made for a very smooth ride once you had the blade tracking and dynamic balance done correctly. The latter was done by somewhat trial and error. A few handfuls of lead shot inside one of the hollow mounting bolts was the method.
As for the power the thing had - impressive to say the least. I took one up on an air test at Salalah in Oman and decided that I would push the height climb a little. Normally limited to 10,000 because we had no oxygen, I decided to see how high it would go. Oh the risk taking of innocent youth! Well, Kunnel, I chickened out at 16,500 with my finger nails going blue. It was still climbing at 4,000 feet per minute at that amazing height. The density altitude worked out at 21,300. Amazing, truly amazing.
As for load lifting, the only complaint I had was that in the desert, sand storms caused by yourself were the main problem. We had to develop the technique of snatching loads off the ground in order to remain in front of this enormous cloud of sand and dust. Made for some exciting lifts.
Enough memory lane stuff for now..... I will be putting it all on the web site - eventually
formerly of Blackpool, Lancashire, England
"Now resident in Edinburgh, Scotland, temporarily in Buffalo, New York visiting the lady I love."
In an e-mail from “Captain” Kirk, a long-time friend of the “Kunnel's,” ...
“Well, today’s the first day of the rest of my life. I’ve retired from active flying ... and have started my own business.”
The Old Kunnel looked into John's site and invites you to look into it, too. Enjoy!
Bringing 47 years experience to the table, John Kirk served in the Royal Air Force, flew oil support on the North Sea out of Aberdeen, and returned to the country of his birth to fly Emergency Air Ambulance in Western New York.
He has been a Safety Office since 1973 when trained by the RAF and the UK Air Accident Investigation Branch. The last four years of his service with Mercy Flight Central in Canandaigua has been devoted to creating, implementing, and using a Safety Management System. Mercy Flight Central is an active participant in the FAA Voluntary SMS Scheme.
Following the standards set by ICAO, IATA, IS-BAO, and the FAA, we offer to complete the mandatory external audit of your safety system. A pre-visit review of documents, a site visit and inspection, employee interviews, and audit report are the parts of a completed audit.
If you require more information please CLICK HERE!
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