En PT6 Twin-Pac, altså to motorer, sørget for pålitelig drift, selv om noe mer power kunne vært ønskelig når en fløy opp mot max T/O weight, og det skjedde ofte offshore. Med bare to hovedrotorblader ble det en del risting. Vi hadde ikke avisingsutstyr, men vi opplevde ising av og til og det taklet den bra.
Det var tre ulykker med 212`en. Et havari under testtur ved Håstein like vest av Sola hvor en flyger og en mekaniker ble skadd, samt en maskin som hang seg opp i nettet på helikopterdekket ombord på borefartøyet Bucentaur. Maskinen veltet uten at noen ble skadd. Den alvorligste ulykken var da en maskin med tre mann ombord fikk halerotoren borti et flammetårn på Ekofisk komplekset, og alle tre omkom. Dette var i 1991. Ingen av ulykkene kan relateres til tekniske feil ved maskinen.
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| Landiing på Ekofisk Hotel 1990 - Foto: Per Gram From Wikipedia |
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Bell 212 Twin Huey |
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Role |
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National
origin |
United States /
Canada |
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Manufacturer |
Bell Helicopter |
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Introduction |
1968 |
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Primary user |
CHC Helicopter |
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Produced |
1968-1998[1] |
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Developed
from |
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Variants |
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The Bell 212 Twin Huey (also known as the Twin Two-Twelve) is a two-blade, twin-engine, medium helicopter that first flew in 1968. Originally manufactured by Bell Helicopter in Fort Worth, Texas, production was moved to Mirabel, Quebec, Canada in 1988, along with all Bell commercial helicopter production after that plant opened in 1986.[2][3]
The 212 is marketed to civilian operators and has
a fifteen-seat configuration, with one pilot and fourteen passengers. In cargo
configuration the 212 has an internal capacity of 220 ft³ (6.23 m³). An
external load of up to 5,000 lb (2,268 kg) can be carried.
Development
Based on the stretched fuselage Bell 205, the Bell 212 was originally developed for the Canadian Forces as the CUH-1N and later redesignated as the CH-135. The Canadian Forces took delivery of 50 starting in May 1971. At the same time the United States military services ordered 294 Bell 212s under the designation UH-1N.
By 1971 the 212
had been developed for commercial applications. Among the earliest uses of the
212 in civil aviation was by Helicopter Service AS of Norway to be
used in support of offshore oil rigs. Today the 212 can be found used in
logging operations, maritime rescue and resupply in the Arctic on the Distant Early Warning Line or North
Warning System.
The 212's main rotor is powered by a Pratt
& Whitney Canada PT6T-3 Twin-Pac made up of two coupled PT6 power
turbines driving a common gearbox. They are capable of producing up to 1,800
shp (1,342 kW). Should one engine fail the remaining engine can deliver
900 shp (671 kW) for 30 minutes, or 765 shp (571 kW) continuously,
enabling the 212 to maintain cruise performance at maximum weight.
Early
212s configured with an Instrument Flight Rules (IFR) instrument package were
required to have a large and very obvious fin attached to the roof of the
aircraft, above and slightly behind the cockpit. This fin was initially
determined necessary to alter the turning performance of the aircraft during
complex instrument flight maneuvers, but now not required due to revised
stipulations of the type certificate. Many aircraft still fly with the
modification.
In 1979, with
the purchase of eight by the Civil Air Authority, the 212 became the first U.S.
helicopter sold in PRC.
The ICAO designator for this aircraft as used in a flight plan is "B212". Bell developed the Model 212 further with the Bell 412; the major difference being the composite four-blade main rotor. The last Bell 212 was delivered in 1998.[1]
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