What is Different When Flying Turbine Helicopters?

Just everything. The machine will fly the same; maybe

easier, but other than that it is all different. The start
up, the shut down, the instruments; it is all different.

In the turbine helicopter there are three instruments

that replace the manifold pressure gauge that you are
accustomed to in the piston helicopter. These are the
torque meter, the TOT, and the N1*
tachometer. Although the torque meter is primary, any one, or
all three of these can be the limiting factor on how much power
(collective pitch) is available. Note in the figure (link to the
left), these instruments are stacked in the panel.

In the turbine helicopter the tachometers are N1 (the gas

producer turbine, aka NG), N2* (the power turbine, aka NP),
and Nr (the rotor tachometer. The TOT, is the Turbine Out
Temp. N2 is similar to the engine tachometer in the piston
aircraft, and is also co-located with the rotor tachometer. N1 is
a separate tachometer. The gas producer turbine has no
mechanical connection to the power turbine, hence the
separate tachometer. See figures instrument, and turbine
engine 1 and turbine engine 2.

There are some very critical areas when flying turbine

helicopters and most important are the Torque and TOT. It is
very easy to overheat a turbine engine especially during the
start process. A turbine engine typically turns at around 50,000
rpm and is not self-sustaining below about 55% N1. With a fully
charged battery, the starter will only turn the engine at a
maximum rpm of about 15-20% N1 so it takes a combination of
the starter and fuel-burn to complete the start process. The
entire start process must be completed in about 45 seconds
total, and it is absolutely imperative that the starter button is
not released until the start process is completed. In normal
conditions, the start process takes about 27-34 seconds.

On most turbine helicopters there is a telltale TOT light and on

some there is a telltale torque light. Once these lights come on
they cannot be turned off except by maintenance. You cannot
hide the fact that you over-temped, nor should you desire to
hide it.

Start-up - The Bell 206 Jet Ranger and all other helicopters
using the 250-C20

During the start sequence, first verify that the throttle

is closed by opening it and then closing it to the idle
stop, then depress the idle release and close the
throttle fully. Turn on the master and verify that the
TOT is cooler than 150C, if the TOT is hotter than 150C
then the starter must be engaged until the temp is
below 150C or it must be left to cool down. In no case
may fuel be introduced if the TOT is above 150C. In
most cases the TOT will drop to less than 150C before 15% N1 is
reached. Assuming a cool engine, first the starter button is
depressed with the right middle finger while the forefinger is
held over the idle release in readiness to depress it in the event
of a probable hot start. Once 15 percent N1 is achieved the
throttle is opened abruptly just past and back to the idle
stop. This is the introduction of fuel; the engine will light and
the TOT will begin to rise rapidly. The TOT will continue rising
into the yellow arc where it will stabilize momentarily until 58%
N1 is obtained. The starter button must remain depressed until
achieving 58% N1 and then it is released (what ever you do,
don't release the starter prematurely). As N1 passes 58% the
TOT will slowly decrease back to about 520C where it will
stabilize for the warm-up.

The basic focus of your attention during a turbine start should

be as follows: Verify that the throttle is in fact closed. Turn
the master on and verify that TOT is less then 150C, then
depress starter button while watching the N1 tachometer and
peripherally you will notice the rotor begin to rotate at about
10-25% N1. At 15% N1 introduce fuel as indicated above. Once
fuel is introduced, your primary focus must be on the TOT and
as the TOT begins to decrease then your focus will move back to
the N1 tachometer while you wait for 58% N1 when you will
release the starter button. The modulated start of the Long
Ranger with the 250-C28/C30 engine is different.
There are some variations that may occur during this start. If
the TOT increases beyond the yellow arc rapidly, immediately
close the throttle while keeping the starter button depressed
until the TOT decreases into the green and stabilizes there;
then attempt a restart if the cause was other than a weak
battery. If the battery is weak get a GPU; do not attempt
another start without it!

If you make any screw-ups during the start process, the single
most important issue is to keep the turbine cool, don't let it
melt down on you, it could cost you your job. You will do this
by keeping the starter button depressed, or by depressing it. If
for some reason your finger slips off the starter button, depress
it again without delay. This will most likely result in a hot TOT
and you will probably have to close the throttle and run the
start sequence again provided the over-temp light does not
come on if so equipped (not all are); if you know you over-
temped the engine, then you must fess-up.

Once the start sequence is completed N1 should stabilize

between 62 and 64 percent where you will warm the engine for
1-minute, so start the clock and then after 1-minute has
elapsed increase N1 to 70%, then turn on the generator and
other electrical. The throttle should be retarded back to the
'flight idle' stop after turning on the generator (see note
below). This practice is especially important on aircraft where
the throttle is properly set and will not stay at 70%. Let the
engine and lubricating oils warm up until all instruments are in
the green. Pay special attention to the transmission
temperature. Do not take off with any instruments indicating
out of the green range. After all instruments are green begin
increasing the rpm very slowly, do not exceed 40 percent torque
during the increase. If the ground is slippery you better keep it
closer to 30 percent to avoid a sliding yaw that you will not be
able to stop. Once at full rpm if all instruments are green, you
may fly.

NOTE: Usually, people are taught to leave the

throttle at 70% once it is advanced to that point, or
at least they are not taught to do otherwise. This
is really incorrect and can be dangerous. The Fuel
 control units on these turbine helicopters are
spring loaded to stay in one of two positions; either
at idle (aka flight idle), or at the wide open
position. If the throttle is properly adjusted
(friction adjusted only by maintenance), it will
move smoothly and it will take a predetermined
amount of torque to twist the grip. If the throttle
is stiff and/or not smooth, then there is a problem
with the linkage or cable. Throttle stiffness is a
very common problem with older helicopters. I
have even had mechanics tell me that there was no
adjustment or spec, but I have also pulled the
maintenance material myself and showed them
that there is in fact a procedure for checking and
setting throttle friction.

The 70% setting was really due to the load back

when the C18 was common, since then 70% has
really just lingered. Just one of those things that
never got changed mostly because nothing is simple
where the FAA is involved. There will likely be no
negative impact due to turning the generator on at
or above idle.

Be certain that the throttle is fully opened, and then do not

decrease the throttle on a turbine helicopter in flight, ever
(except to control an engine over-speed), and do not attempt a
lift off with less then full throttle (100% N2). Utilize the beep
switch to adjust the N2 tachometer to 100% if it is not already
there; no more than 100%, and no less. Be cautious increasing
the N2 rpm with the torque near maximum because a
momentary torque increase by 5% may occur and could result in
an over-torque. Be aware that in some helicopters, there can
be different limitations for different torque settings, for
example in the Jet Ranger you may not exceed 85 percent
torque above 80 knots.

If you lift to a hover with less than full throttle in a

turbine helicopter, and you then attempt to roll up the
throttle, you will experience a massive and damaging
over-torque. The only correction for low rpm in a hover
 in any helicopter is to land. Also, if you notice low rpm
while in flight, you must reduce collective about 5%
before beeping up the rpm due to the impending torque
spike.

If during the start sequence the rotor is not starting to turn by

25 percent N1, close the throttle and continue starter operation
until the TOT is stabilized. This condition occurs from time to
time however rarely, but usually only in cold
climates. Normally the rotor will turn on the second
attempt. Remember that you only have enough battery power
for two start attempts and then a GPU will be needed. In cold
climates you may turn the main rotor backwards by hand to
loosen up the oils in the transmission and the gearboxes. Do
not do this by turning the tail rotor as damage to the tail rotor
drive may occur. Turning the main rotor backwards will drive
the turbine, and you will hear it. There is no harm in
this. Turning the main rotor in the direction of rotation is fine
also, however it will not turn all the components in the
gearbox. Some companies have a policy against turning the
rotor opposite the direction of rotation so be aware of unique
policy.

Shut-down

A cool down is important for any helicopter, but with a turbine

engine it is even more important. Upon landing move the
throttle to the idle position and reset the timer. Remember
that (per the most recent Rolls Royce recommendation), it is
best to have a cool down between 90 and 120 seconds. Either a
longer or shorter cool down leads to coking. If you have idled
for an extended period, it is best to run the engine at 100% for a
short period before shutting down. Prior to shutdown, the TOT
should stabilize +/- 525C. Rolls Royce also recommends that
immediately after shutdown, the rotor be rotated backwards for
two (2) full revolutions to move the hot oil in the engine
bearings which will help prevent coking.

During the cool down, unnecessary electrical items may be

turned off but leave the generator on. After the timer runs for
two minutes use your right forefinger to depress the idle release
and close the throttle. Leave the battery on until the rotor is
stopped and keep an eye on the TOT for several seconds as you
complete your checklist as the engine can flash/flare. If this
happens, just engage the starter and ensure the throttle is full
closed.

If you inadvertently close the throttle (which requires

depressing the idle release) rather than permitting a proper
cool down, leave it that way! DO NOT INCREASE THE
THROTTLE! If you attempt to relight the engine it will over-
temp and I mean fast, and there goes the engine and possibly
your job. Shutting down without a proper cool down is not good
but it does not require a report to maintenance unless you make
a habit of it, which could also cost you your job. A shut down
without proper cooling can result in oil coking (hardening of oil
deposits on bearing shells), which can cause future engine
problems.

Some bad Habits to Avoid

Never use your right hand to to do anything other than control

the cyclic except for the start up and the
shutdown. Never depress the idle release or the starter button
with any finger on your left hand; if you do, sooner of later you
will accidently shut the engine down without intention.

From the beginning of flight training you must be honest. If you

screw up, admit it. Make the right reports. You will at least
sleep well and a good name will follow you even if you do screw
up as we all do at times. We are human and we will make
mistakes. The only unforgivable mistake is hiding it. I would
rather have a reference say that he or she toasted an engine
but admitted it, than to learn that they toasted an engine and
then tried to hide it. Which do you think sounds better?

Potential areas for mistakes

Failure to recognize a rapid increase of the TOT, and failing to

cut off the fuel while keeping the starter depressed to ensure a
cool down without an over-temp.
Failing to keep the starter engaged until the TOT decreases to
the normal operating temperature. Remember that if you
happen to release the starter button prematurely, engage it
again immediately if the temperature is hot; it will not hurt
anything to reengage the starter.

Turbine engines that have been shut down for fueling or other
reasons, and that will require a restart before the engine has
thoroughly cooled, will have residual heat. Be aware that when
you shut down an engine, the temperature actually increases
for a short period of time before it starts to cool down; this
condition is known as 'hot soak'. You must remember that you
must not introduce fuel into a turbine engine when the
temperature is higher than 150 degrees C or a hot flash and
resulting over-temp may occur. Also, it may not be practical to
let the engine cool longer as the job at hand may not permit
this. Therefore the following technique can be used to cool the
engine prior to the introduction of fuel. First, verify the
throttle is closed, then depress the starter button and spin the
engine for a short period (often 3 to 5 seconds is plenty), but
not more than the percentage recommended for fuel
introduction, and then release the starter. This will spin the
turbine forcing cooling air through it which will quickly drop the
temperature. As the temperature decreases below 150 degrees
C, depress the starter again and introduce fuel as you normally
would. This reengagement of the starter will not hurt anything,
and is often the only way to cool the engine without running the
starter to an engine rpm greater than that recommended for
the introduction of fuel.

Other facts

A low battery can result in a hot start because the starter will
not spin the engine up to an acceptable speed where it can cool
and continue to spool. If the engine has a tendency to hot
start, cut off the fuel while keeping the starter engaged until
the TOT has stabilized in the green or at least dropped into the
green zone; only then should the starter be released.

While I was training at the Bell factory, the instructor

demonstrated that the sequence of events in an actual engine
failure are different then that which we would normally
expect. For example, we would expect the 'engine out' horn
and light, but what actually occurs first (unless you happened to
be looking at the N1 tachometer), is a low rotor speed horn and
light if one exists. If you have an engine failure in a turbine
helicopter three things will take place; the low rotor horn/light
will activate, the power turbine, gas producer turbine and rotor
tachometers will begin to decrease (you may get a needle split).

If you are starting a warm engine (one that has not cooled for
more than 15 minutes), you may increase the N1 to 70 percent
and turn on the generator immediately after the engine has
stabilized after the start. If the engine has cooled for more
than 15 minutes, then the normal 1-minute warm up is
required.

* In some helicopters the N1 is referred to as NG (gas producer

tachometer), and the N2 is referred to as NP (power turbine
tachometer).

Why the 2-minute cool down?

The cool down allows the temperature to stabilize throughout

the engine preventing oil coking, and preventing heat cracks in
metal surfaces due to rapid temperature changes. There is no
way to measure the actual temperatures at the hottest
locations inside the turbine engine, therefore there are sensors
placed at specific locations in the outlet stream. It can be
safely surmised that if the temperature in these locations are
within a given range, then the temperatures in the hottest
locations are also within a given range.

Long Ranger Modulated Start

I would rather start the Long Ranger than the Jet Ranger
because I have more control over the temperature. Most
processes in the Long Ranger start are similar to that of the Jet
Ranger except that the introduction of fuel is very gently
modulated rather than an abrupt opening of the throttle. If you
snap the throttle open on a Long Ranger you will get an
immediate hot start for sure. Be aware that the inteli-start
system installed on a Long Ranger (Bell 206L-x), does not
change the start process at all.

The process: Master on, verify TOT cooler than 150C. Depress
starter and as the N1 tachometer passes 12% focus on the fuel
pressure gage and open the throttle very slightly until the
engine lights; you will also see a slight drop in fuel pressure if
you were to look at the fuel pressure gage. When the engine
lights, you should then focus on the TOT which will increase
rapidly; you must manage the temperature in the green by
gently rolling the throttle (anywhere below 826 degrees is
ok). As the TOT increase speed slows, increase the throttle
gently to force the TOT into the yellow but neither more nor
less than the yellow. It will be necessary to keep gently
increasing the throttle to keep the TOT in the yellow arc until
the release button snaps up and at that point the TOT will
decrease to about 550C where the rest of the process is the
same as the Jet Ranger.

If you have a cool start it will not likely cause an immediate

problem, and it may not ever be a concern unless the cause is
clearly your technique. You cannot manually control the
temperature during the start in many turbines because this is
accomplished through the fuel control, or the FADEC (the Long
Ranger is an exception). The reason that a particular
temperature during the start is desired is the fact that in
turbine engines the blades and housings have very close
clearances and different metal types for which the expansion
speeds vary. During cooler starts, interference could
occur. You will find that the Jet Ranger starts cool on the first
start of the day, but after that the engine will stay in the yellow
during the start process just like you want the Long Ranger to
do during your modulated start.

Hot Start

You must prevent a hot start. There may at times be

a tendency for the helicopter to "hot start"; in this case, the
TOT will rise so fast that it may be difficult to close the throttle
before a temperature exceedence occurs. Contributing causes
could be; a weak battery, incorrectly adjusted fuel control, fuel
introduction with a TOT near or greater than 150, or any
combination thereof. Note the markings on the TOT in
the instrument figure. The lower Red line is at about 770, and
the upper red line at 927. You may exceed the lower red line
for less then 10 seconds; while you may never exceed the upper
red line. Either of these conditions will light the TOT light, and
you must then shutdown the helicopter for a Hot Start
Inspection. The key to successfully starting a turbine engine is
knowing the rate of the TOT needle movement. I find that
usually the time above the lower red line is about 3 seconds
when the engine is started within 15 minutes of shutdown (if it
rises above the lower red line at all).

Hung Start

A hung start may occur as the result of a fuel control

adjustment or malfunction on the lean side. This will be
indicated by the failure of the engine to continue spooling up
which will be indicated by the N1 tachometer hanging rather
than continuing its increasing trend. The TOT could go hot as
well. As in other conditions where the start must be aborted,
the fuel must be turned off (throttle closed), while the starter
is held engaged until the TOT has stabilized.

Starter Limits

The starter has its limitations as well. In general, this is due to

starter overheating. These limits are usually time limits
something like; 40 seconds on - 40 seconds off, 40 seconds on -
40 seconds off, 40 seconds on - 30 minutes off. If you exceed
these limits, you could smoke an expensive starter. The
important issue here is that in practicality you must observe
these limitations. This means that you would not attempt to
many starts (note battery limits). However if a hot start, or
hung start situation arises, you might exceed starter time limits
in an effort to cool a hot turbine. It is better to toast a starter
that may cost a thousand or two, than to toast a turbine worth
perhaps a hundred thousand or more.

Battery Limits
Aircraft batteries are small, and as a result they have very
limited performance. Depending on the type of battery, there
may be a temperature limit as well. Most importantly, you will
only get two start attempts on a turbine helicopter in most
cases. If it does not start on the second attempt, find the
problem, and get a GPU. Did you turn on the fuel valve?

Turbine Engine Cooling

The turbine engine is a constant burn, internal combustion

engine. Ignition is provided through the igniter circuit only
during the start process. Once the burn has begun, the igniter
no longer functions, however fuel flow and burn remain
constant. The temperatures inside the turbine section are
extremely hot, and primary engine cooling depends on air
flow. Approximately 70 percent of the air driven into the
turbine section from the compressor is used for engine
cooling. As with other internal combustion engines, fuel and oil
are the two other sources of engine cooling.

Checklists and Preflight

Preflight - As always, the first flight of the day by a given pilot

demands a complete preflight inspection of the aircraft. It may
be acceptable after the initial preflight for that pilot to perform
at the very least, a walk around inspection prior to each flight,
provided that no other pilot has flown the aircraft since his or
her last flight. During the preflight or walk around it is
imperative to observe all compartment doors and/or panels, to
check visible fluids, and to observe for leaks.

Checklists - The use of checklists is mandatory. However, it is

advisable to use memory sequences for various tasks where the
use of the actual checklist would slow an important,
speedy, memory sequence. The checklist should be used to
back up the memory sequence once it is completed. In the Jet
Ranger, or any turbine helicopter for that matter, an example
of a memory sequence is the actual engine start
sequence. Example - Right middle finger on the starter button,
left forefinger on the timer start button. Depress the timer,
then the starter button, then the left hand to the throttle. At
15 percent N1 snap throttle to detent. Watch TOT rise and
stabilize, then as TOT decreases watch N1 with the left eye,
and TOT with the right (humor). When 58 percent N1 is
obtained, release starter button. Observe TOT stable, Check
start time. Continue checklist.

The use of memory sequences is important in any aircraft during

various phases of flight or checklist use, however these
sequences must be backed up by the written checklist. Note
that although in the past it has been acceptable to write your
own checklist if you so desired, the FAA has taken a different
stand recently (2004). The FAA now insists that a manufacturer
checklist be available and used. You may still write your own
checklist, but it must contain at least the sequence and content
of the manufacturer checklist.

Jet Ranger Weight and Balance

If you are one of those people who belittles the importance of

weight and balance, you should find a different career. Weight
and balance is extremely important. Does the fact that the
aircraft is within the weight and balance limits mean that you
can fly? Does it mean that the aircraft will fly? No, it does
not. There are many other variables that will determine
whether or not the aircraft will actually fly. These include;
gross weight, density altitude, temperature, and moisture
content or humidity. Other factors include the job at hand such
as confined area operations or slow speed flight, where the
hazards and/or power demand are higher. Often students are
of the opinion that the concerns of weight and balance are
relative only to the light aircraft flown during flight training;
this is very wrong. I can't tell you how many schools I have
visited and heard students poor attitude or regard for weight
and balance.

As you move into larger aircraft, the weight and balance

calculations often become more complicated than they were in
training aircraft. This is due in part to fuel loading. No longer
do you have one or two fuel tanks in a simple location. Often
you have several fuel tanks of various shapes and sizes placed
where ever the manufacturer could find the space for it. The
Jet Ranger is no different. You should calculate several
practice Weight and Balance exercises. One of which should
include no rear seat passenger, and pilot weight of 200 pounds
with a front seat passenger of 250 pounds. What is the
minimum fuel with which you can fly? Always know your
limitations.

In the Bell 206 Jet Ranger helicopter, the maximum internal

gross weight is 3200 pounds. This is a skid limitation and
therefore the hook limit is slightly greater.

Hydraulic Failure

Once you move out of training helicopters, it is almost certain

that everything you fly will have hydraulics. In some
helicopters this may be limited to a hydraulic cyclic, while in
others it may be hydraulic cyclic and collective while some will
even have hydraulic pedals as well. For example, Robinson
R44's 2000 and later models, later Bell 47's and all Jet Ranger
and Long Ranger helicopters have a hydraulic cyclic and
collective with manual pedals. Earlier Bell 47's had just a
boosted cyclic. This is due to the fact that the pedals on light
helicopters take very little effort to operate as does the
collective. The operation of the hydraulics is similar to that of
power steering in a car which is also hydraulics. As the steering
in a car becomes difficult when a failure occurs, so does the
same occur to the boosted controls in a helicopter.

In all helicopters there are specific procedures for any

emergency condition, or occurrence. A hydraulic failure is an
emergency circumstance. You should know the procedures for
the aircraft you are flying. In The R44, Bell 47, and Jet and
long Ranger helicopters the procedures are all similar, and
although we are focusing on the Jet Ranger, this will work in all
models. During an actual hydraulic failure, the controls will
become very stiff and extremely difficult to operate. You must
attempt to reach a landing area within about 20 minutes of the
failure, and this is due to pilot fatigue, and you will become
fatigued. The landing area should be a smooth hard surface.
Ideally this should be an airport, but remoteness may make that
impossible (solid dirt or grass will work). In any case it should
be smooth and level as it will be necessary to perform a run-on
landing. During a hydraulic failure it is imperative that you
input less than 50 percent of the normal control deflection that
you would use in normal conditions. Turns and descents must
be shallow. It is best to maintain airspeed between 45 and 65 knots.

Actual Failure - KEEP YOUR COOL! Stabilize and get to the

correct airspeed range. If necessary, declare an
emergency. Upon experiencing the failure, pull the hydraulics
circuit breaker (making sure you are not holding pressure on the
controls which would result in an excessive input if hydraulics
are restored). If hydraulics are restored, continue to the
landing area and get your maintenance department to fix the
problem. If the effect of pulling the breaker was null or
questionably different, push the circuit breaker back in, and
turn the hydraulic switch off and continue to the landing
area. You do not want the hydraulics coming back on during
the actual touch down landing, as it could result in dynamic
rollover; therefore it is better to leave the breaker in, and the
hydraulic switch off if in doubt. The landing should be a run-on
at a speed above translational lift, and at full rotor
rpm. Remember that you only have a hydraulic failure,
therefore you still have pedal (anti-torque) and rpm control
which will remain normal.

Simulated Failure - During a simulated hydraulic failure, the

instructor will switch off the hydraulics and you will only
simulate pulling the circuit breaker. You will continue to a run-
on landing using minimal control inputs. The landing must be a
run-on, while maintaining runway centerline.

Hydraulic Failure Rules of Thumb

1. Circuit breaker pulled

2. Shallow turns and descents
3. Firm positive control
4. Maintain 45 to 65 knots airspeed - Jet Ranger 61 to 69
knots
5. Land within 20 minutes
6. Shallow run-on landing to a hard, smooth surface Jet
Ranger 9 knots approx
Autorotation VNE

Note that on many helicopters (most), there is the normal Vne

which is always indicated by a red radial line on the airspeed
indicator. Note that there is also a Blue radial line on the
airspeed indicator of larger, faster helicopters. This blue line
may, or may not exist. It could be that the limitation is simply
stated in the RFM or POH. Also note that the blue radial line
has a different meaning in helicopters than it does in airplanes
where it signifies single engine MCA.

Why would the Vne for autorotation be less than normal

Vne? Remember that the rotor is driven by the up-flow of air
during autorotation and therefore if the airspeed is to great,
there will be insufficient up-flow to maintain rotor
rpm. Obviously this would be indicated by a decreasing rotor
rpm in conjunction with an excessive airspeed indication. Know
the limitations.

Torque limitations

Remember that the turbine engine puts out a tremendous

amount of horsepower. The primary consequence of an over-
torque in a turbine powered helicopter is damage to drive train
components, and/or mounting or structural damage. Relative
to the Jet and Long Ranger helicopters, there is also a second
torque limitation for cruise flight. In two blade helicopters a
longer mast is necessary to allow clearance for the teetering
rotor system. The long mast makes a powerful arm and as a
result there is an increase in the upper mast bearing wear, and
a degree of mast bending that occurs during forward flight at
speeds greater than 80 knots with torque in excess of 85
percent. Industry standard is considered to be 80 percent
torque at or above 80 knots indicated airspeed.

Torque limit from flight idle to normal operation during start-

up - While increasing the throttle to 100 percent N2, the
industry standard is to remain at or below 40 percent
torque. You will not find this written as a limitation. If you
exceed this limitation while on dry ground, nothing will happen
except unnecessary stress on the airframe and components. If
however you exceed this limitation while on a dolly or while on
slippery ground, the helicopter may spin. In fact you can
almost be assured that it will spin. If you permit the torque to
exceed 40 percent while taking a check ride either with an
examiner for a rating, or with a company check pilot for a job,
you may be given verbal training even though this is an
unwritten limitation.

The yellow arc of the Torque indicator is the 5-minute limit

range at airspeeds below 80 knots. Above 80 knots indicated
airspeed, you may neverexceed 85% torque due to upper mast
bearing wear and/or mast bending.

NEVER PULL THE COLLECTIVE without checking the appropriate

instrument. An over-torque on a turbine requires an inspection
just like overheating does. If you over-torque go straight to
maintenance and report it.

TOT Limits

The green arc of the TOT is the normal operating range, and the
upper limit is 738C. The yellow arc of the TOT is the 5-minute
limit area and also the desired starting temperature range. The
yellow arc begins at 738C and ends at 810C. At the top of the
yellow arc is a red radial line which indicates 810C and signifies
the maximum operating limitation, and the beginning of the 10-
second time limit range which if exceeded will result in a TOT
light. 927C is the upper limit which if reached will illuminate
the TOT light. Note that if the temperature remains between
these two red radial lines for 10-seconds, the TOT light will
illuminate. I strongly suggest that the throttle be closed after
3-seconds (if it is not already decreasing) above the lower limit
red radial line of 810C (between the red lines).

If the TOT suddenly tends to be operating at a higher

temperature than has previously been normal, this is an
indication of a bleed valve malfunction, or other bleed air
system malfunction, and maintenance should be notified.

Higher atmospheric temperatures will directly affect the TOT

indicated temperature, as will downwind hovering.
Autorotation in the Bell 206 Jet Ranger Helicopter

Regardless of the make and model helicopter you are flying, the
entry to a practice autorotation should always be the
same: Smoothly lower the collective, roll off the throttle,
establish the attitude which will result in the proper
autorotation airspeed while turning to the landing area; then
maintain rpm, airspeed, and visual on the landing area. Do not
begin a "hunting" condition for either the rpm, or the airspeed.

In the Bell 206 Jet Ranger, minimum descent airspeed is

52 KIAS. Maximum glide configuration is 69 KIAS with rotor rpm
in the bottom of the green arc (controlled by the collective).

Fly by Numbers Technique

Although this technique is preferable and always works, it is not

often taught; most likely because most people are unaware of
its existence. This is an absolute method which always results
in the same flight profile time after time. This technique will
work with any helicopter (or any aircraft for that matter) once
the numbers are learned.

Torque and Airspeed Combinations (Fly by Numbers) for the

Jet Ranger

1. Normal Departure Torque = Same as that required to

hover. Airspeed = Accelerating
2. Normal Climb Torque = 80% - Airspeed = 60 knots
3. Normal Pattern Torque = 50% - Airspeed = 70 knots - This
is also the same settings for the approach to the pattern
4. Initial Approach Torque = 30% - Airspeed = 60 knots
5. Cruise Torque = 80% - Airspeed as results, usually 115
KIAS. Or torque as desired below 80 percent and resultant
airspeed.

Note that the torque values are not about 80 percent etc., they
are positive values. This means that if you desire 80 percent,
then it is not 79, nor 81. There are other times when the values
may be minimums or maximums. For example, let us say that
when you are in climb out, you will use 80 percent with a not
less than intention. This means that it is better to have 81
percent than 79 percent. During the deceleration to pattern
profile, you will use 50 percent with a not more than intention,
etc.

Givens and Variables (Fly by Numbers)

Note that while utilizing the "fly by number" technique, there

are always two "givens", and one "variable". This is true with all
aircraft, rotor or fixed wing.

For example, Note that in 1 above, the departure power is

equal to whatever hover power was indicated, let us say 90%
torque. Torque and rate of climb will be given, airspeed will be
variable (accelerating). The rate of climb will be a given
because we want it to be consistent until we change to the next
profile which will be 2 above. With regard to setting 2, torque
and airspeed are givens while the rate of climb becomes the
variable.

Note that in 3 above, torque will be given as will be the pattern

altitude, while airspeed will be variable. This could be changed
if we desired, if perhaps we wanted a given airspeed where
then the power (torque) would become the variable.

Power Limitations

When flying turbine powered helicopters it is imperative to

understand that especially during the initial pick-up to a hover,
and the initial departure from a hover, there are three (3)
critical instruments that must be observed especially in hot
climates or conditions. These three instruments are as stated
above: Torque, TOT, and N1. Any one of these instruments can
be the limiting factor. In hot climates or conditions, it is
possible to "torque out", or "temp out". While it is also possible
that N1 may limit power, it is not quite as likely. These
instruments must be carefully observed. While flying a turbine
you must always keep in mind that these three instruments are
what replaces the single instrument (manifold pressure) which
limits power in a piston helicopter. If you ignore TOT during a
hover or departure and it exceeds the red line limits, the TOT
light will illuminate, and then the hot section inspection is
required.

Note also that it commonly takes significantly more power to

terminate an approach to a hover (especially in confined areas),
than it does to hover, or to depart from a hover. You must plan
this, and if you will be returning with a near similar weight, you
may have an issue in the termination which could also result in
a hot TOT.

Bell 206 Pilot's "Rules of Thumb"

1. Always keep feet on pedals, right hand on the cyclic, and

left hand on or near the collective, whenever the rotors
are turning.
2. For a given power setting, there is about 300 pounds
difference in gross weight for IGE and OGE hovering.
3. At a given gross weight, approximately 10% more torque is
required to hover OGE than IGE.
4. 1% of torque equals approximately 30 pounds of weight
carrying ability.
5. 1% torque is lost with each 1.5C rise in temperature.
6. Approximately 3% torque is lost with each 1000 feet gain
in altitude.
7. 1% torque equals about 4 shaft horsepower.
8. N1 is affected primarily by temperature.
9. Torque and TOT are functions of temperature, altitude,
and humidity.
10. Fuel consumption at MCP will usually be 25-28 US
Gallons per hour.
11. OGE hover is considered to be any altitude above
IGE, but more specifically, above 1/2 rotor diameter in
height, or about 17 feet above ground.
12. Use Anti-Ice air whenever the OAT is at or below
+4.5C (+40F).
13. The helicopter should be level and close to the
ground for an autorotative touchdown before the rotor
rpm passes below 70 percent.
14. The autorotative glide ratio is approximately 4:1 at
69 KIAS (Max. glide distance).
15. Visual abrasion on trailing-edge outboard surface of
the tail rotor blade(s) indicates track and balance
problem.
16. A lean fuel control will cause slow starts in cold
weather.
17. A rich fuel control will cause hot starts in hot
weather.
18. If a low steady growl persists in the cockpit, check
tail rotor for an out-of-balance condition.
19. The Bell 206 (or any US helicopter) will land on a
steeper slope with the right skid upslope than with the
left skid upslope in a neutral, lateral CG cabin loading
condition.