Jump to content

Bell Hell

Member
  • Content Count

    61
  • Joined

  • Last visited

Community Reputation

0 Neutral

About Bell Hell

  • Rank

  • Birthday 01/13/1964

Profile Information

  • Location
    Alberta
  1. Great Slave operated 204's GVVI and GVEL (s/n 2095 and 2096 if I remember right), which were manufactured in May of 1965, until last summer. Great old girls and still capable of earning a living right up 'til the engines (-11's) needed parts and overhauls. They started their lives working for Air America in Vietnam and spent may years working in the arctic for GSHL. Reliable, tough and simple to maintain and operate. Anybody who'd reject any aircraft sight unseen, based only on the hours, is judging the book by the cover. Seems like poor judgment to me.
  2. Well, Cap, that does put things into perspective. I guess we can only take half a kick at TC for this one - it wasn't their dumb idea, but everyone else was doing it so....
  3. TS: You malign my professional standards and then tell me to lighten up? After you admit that you don't know anything about me, my work ethic, my history, my job, or anything else and then maybe I'll lighten up. Try growing up a bit. This industry runs safely because people work hard to make it so, not because some childish prat with an attitude thinks himself a tough guy with tools. You're not funny, you're off base, and you don't sound like anyone I'd choose to work for me. But I realize that I'm in the same quandary as the farmer trying to wrestle the pig into the crate: I
  4. Try that "Princess" #### with me TS after you malign my professional and work ethics and you'll be printing a retraction with my boot up your ***.
  5. If that was only supposed to be funny, and not just plain insulting, I'd probably be laughing.
  6. Yeah, I'd buy that comparison - and the 407 falls short on most measures. Close, but short; although you're probably not going to sweat as much in one if the hydraulics go south on ya (I wonder if EC will ever fix that one...). So a better ship to compare the 120 to might be an L4 Longdog. I'd take the big cargo pit of the 120 any day but in most other respects the 'Dog is a contender. Hey, I like any fling-wing ship - but I'm more comfortable with the ones I know.
  7. I wouldn't detract from the Lama's performance one bit, but keep in mind that the 407 is a wide longranger with four blades and Fadec. I guess that you could also draw comparisons to the 120 being a derivative of the Lama too. If that's the case, then the 120 is a bit of a step down in comparison to the improvements embodied in the 407.
  8. Hey, some of my best friends are pilots - but I'm not sure I'd want my baby sister marrying one of them. /sarc
  9. Or how about the pilot who, on his way out the tent on the day the fixed wing flies into camp to crew change him out, suddenly "remembers" all the snags that might have kept the ship on the ground for a day and cost him some flight time. Then, having earned a portion of his "800 hours at the wrong end of a longline", he rides off into the sunset leaving that list of snags for the next guy and the engineer to live with. That kind of pilot I'd cheerfully feed his own watch to.
  10. Lets phrase the comparison a different way: With more than 40 years of hindsight, how much better than a 206 can Eurocopter make the EC120? Apparently, not much. Not to say the 120 is a bad machine, but what kind of machine could it have been if they'd really pulled out the stops? I guess we'll never know. What will be interesting is to see where it goes - will people still be able to make a living flying them in 40 years?
  11. 1) A small tarp or plastic sheet to stuff around the swashplate on a medium if you're working up top, or to spread under the hellhole if you're task is lower down, to catch all the wee parts before they go away. 2) A collection of wee parts for the ones that miss the tarp. 3) Some smoke to put back into the wires once I'm done troubleshooting.
  12. Look into the perf charts on a 205B before you bother to buy one - they were never approved for the loads that a 205A1 with the 212 rotor can pull. Since Bell only made a handful (I believe there are only two one the Canadian civil register - can't say about the US) they never worked up new charts to exploit the upgrades. The 205A1+ (212 rotor) STC allows the higher external load gross, and the STC's that install the T53-17 (205A1++) allow operation without any practical temp limits. On another tack, the Eagle single is a better option than even the 205A1++ since you get the benefits of
  13. I'm at Bell Training Center right now, and they flew the new 429 over from HAI today. We all got a chance to lick the paint off it and, though it's covered in strain gauges and miles of wire, it looks pretty good. Flat floor, no broom closet partition, available clamshell doors under the tailboom (or baggage pit option) and P&W 200 stoves. It kinda reminds me of an AB139 at first glance. Apparently, they have orders for more than 200 already. The Bell folks are all pretty excited about it, I can tell you: they haven't seen a new civil product since the 407.
  14. And hot, and windy, and with lots of dry lightning storms. That's all I want for Christmas. For what it's worth, I'd think that the time on type is of more value than time licenced.
  15. Is that another poke at the French like the old ad: "French battle rifles for sale. Never fired, only dropped once."
×
×
  • Create New...