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Helicopters for civil engineering job
From: "tony"
Newsgroups: rec.aviation.rotorcraft Subject: Helicopters for civil engineering job Date: Sun, 14 Aug 2005 12:54:47 -0700 We were recently qouted for renting helicopters for a civil engineering job. The price was high. We are therefore considering investing to run the 2 helicopter operation ourselves. The job would require lifting as much as 1300Kg to heights of about 2000m. The conditions would be hot and dusty. The helicopter could be preowned however it musn't need much maintenance work since that would require much knowledge and resources from our part. The helicopter we choose is the Bell 212. However we haven't been able to find many preowned helicopter sellers and that have Bell 212. The second choice would be the Bell 407. It might be more than what we need for the job and thus we would be paying much more than need be. THe availability of parts and the worldwide support system is a great pro for Bell, especially that we would be very inexperienced and time constrained at building a repair and maintenance unit for the operation. Advice is much appreciated: Choice of helicopter Maintenance costs Running costs Finding pilot and maintenance engineer Preowned helicopter venders Thanks |
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wrote in message oups.com... From: "tony" Newsgroups: rec.aviation.rotorcraft Subject: Helicopters for civil engineering job Date: Sun, 14 Aug 2005 12:54:47 -0700 We were recently qouted for renting helicopters for a civil engineering job. The price was high. We are therefore considering investing to run the 2 helicopter operation ourselves. If your loads are splitable down to 1000kg you would be much better off with Sa315b lamas. They are one of the finest workhorse helicopters around and though relatively expensive to operate 'on paper' - due to all components being "on time" rather than "on condition", in the conditions you describe at least the lama's components will reach their O/H lives. We operated them since '71 and what we particularly liked was when they were miles away in the desert (Yemen, Ethiopia) you could plan when to have Time X components on site. Rather than with some helicopters (no names :-) waiting till they go U/S then going AOG for bits. I don't have DOCs any more but phone Eurocopter - they were very helpful with that sort of stuff. For a spec see: http://www.robertsaircraft.com/raco/sa315b.htm Slatts |
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Thanks for the input.
Unfortunately the load is not splittable. Several components are, however the heaviest unsplittable unit is 1300Kg. |
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wrote in message ups.com... Thanks for the input. Unfortunately the load is not splittable. Several components are, however the heaviest unsplittable unit is 1300Kg. That's a pity. Just for reference - In the past we have turned up for jobs (Ski Lifts) only to be told that the loads COULD have been designed to be 1000kg. So the first time around we did the mass of smaller loads but they had called in a Puma to do the heavy loads. When we came back to do another one next year everything was 950kg :-) Alas I would not be prepared to offer advice on 1300kg lift aircraft. The AS350 B3 lifts 3,086 lbs but I don't have the graphs for altitude performance. Slatts |
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Sla#s wrote:
wrote in message ups.com... Thanks for the input. Unfortunately the load is not splittable. Several components are, however the heaviest unsplittable unit is 1300Kg. That's a pity. Just for reference - In the past we have turned up for jobs (Ski Lifts) only to be told that the loads COULD have been designed to be 1000kg. So the first time around we did the mass of smaller loads but they had called in a Puma to do the heavy loads. When we came back to do another one next year everything was 950kg :-) Alas I would not be prepared to offer advice on 1300kg lift aircraft. The AS350 B3 lifts 3,086 lbs but I don't have the graphs for altitude performance. The performance graphs for the AS 350B3 are available on the Eurocopter USA website(see the AS 350B3 technical data), but it appears that 1,300kg. @ 2,000m, 'hot and dusty', is too much. EC-A says the basic 6-seat a/c empty weighs 1,232 kg., so minus 5 seats and with the 1,400kg. cargo swing, external mirror and energy absorbing front seat (26kg. total) installed, I'm guessing it will probably run about 1,235 kg. Even with zero fuel and assuming an OWE of 1,315 kg (i.e an 80kg. pilot), at 2,615kg the HOGE T/O ceiling is just below 2,000m under ISA conditions. At ISA +20C it drops to 1,000m, and at +35C it's just above 500m. For ISA+20C you'd probably be limited to just under 2,400kg. TOGW; for ISA+35C just over 2,200kg. Guy |
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"The OTHER Kevin in San Diego" skiddz "AT" adelphia "DOT" net wrote in message ... On Fri, 19 Aug 2005 07:04:21 GMT, Guy Alcala wrote: The performance graphs for the AS 350B3 are available on the Eurocopter USA website(see the AS 350B3 technical data), but it appears that 1,300kg. @ 2,000m, 'hot and dusty', is too much. EC-A says the basic 6-seat a/c empty weighs 1,232 kg., so minus 5 seats and with the 1,400kg. cargo swing, external mirror and energy absorbing front seat (26kg. total) installed, I'm guessing it will probably run about 1,235 kg. Even with zero fuel and assuming an OWE of 1,315 kg (i.e an 80kg. pilot), at 2,615kg the HOGE T/O ceiling is just below 2,000m under ISA conditions. At ISA +20C it drops to 1,000m, and at +35C it's just above 500m. For ISA+20C you'd probably be limited to just under 2,400kg. TOGW; for ISA+35C just over 2,200kg. Looks like it's time to pony up for an S-64 then. Or just pony the loads up on...ponies -- Beav Reply to "beavis dot original at ntlworld dot com" (with the obvious changes) |
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