Bell 505 Jet Ranger X [Archive] - Page 4

Bell_ringer

23rd Sep 2018, 11:21

HeliHub.com Bell 206 production finally stops later in 2017 (http://helihub.com/2017/03/14/bell-206-production-finally-stops-later-in-2017/)
Bell have recently confirmed to HeliHub.com (http://helihub.com/) that 2017 is indeed the last year of production for the seven seat 206L4 LongRanger IV.

https://www.ainonline.com/aviation-news/business-aviation/2017-07-10/last-bell-longranger-rolls-production-line

The final Bell 206L4 LongRanger rolled off the assembly line at Mirabel, Quebec, at the end of last month. S/N 52496 was part of a last production batch that largely went to one customer—U.S.-based helicopter EMS service Air Evac, which currently operates a fleet of more than 130 LongRangers.

Rotor George

23rd Sep 2018, 21:24

HeliHub.com Bell 206 production finally stops later in 2017 (http://helihub.com/2017/03/14/bell-206-production-finally-stops-later-in-2017/)

https://www.ainonline.com/aviation-news/business-aviation/2017-07-10/last-bell-longranger-rolls-production-line

https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/1844x521/bell_505l_294906184bd311123d1b8b99f4fec9432fd3e12b.jpg

My guess....this is the new "L" or something very close. The end fins return.

SansAnhedral

24th Sep 2018, 14:16

My guess....this is the new "L" or something very close. The end fins return.

Well I didn't think the 505 could look much worse, but then you went and definitely proved that wrong!

GrayHorizonsHeli

24th Sep 2018, 19:09

they should really let the 505 mature a bit before they think it should be bred into something else.
I'm not convinced the airframe will have any longevity. At least it likely wont keep up with the legacy drivetrain. That part of it is solid and proven
Will it become an AD nightmare???

GrayHorizonsHeli

12th Nov 2018, 16:43

https://www.facebook.com/verticalmag/videos/197256841183900/

that is a milestone, an average of 100hrs per aircraft. I'm impressed.✊��

Edit: must not like my link (I dont see it)....apparently the fleet of 505's have hit 10000hrs

chopper2004

3rd Dec 2018, 17:36

The Sacramento Police Department receives its new Bell 505 making it the first parapublic airborne law enforcement Bell 505.

cheers

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/06dfc7b9_b664_4e67_89c6_08be7c6f50d3_e33cdb083743904645fae80 fe9b818f18e7bff7d.jpeg

Courtesy of Bell
Today

Bell_ringer

3rd Dec 2018, 18:03

Just when you thought it couldn't look worse, it grew a wart on the nose :}
Just not warming to its appearance, and that scheme isn't helping.

HeliboyDreamer

4th Dec 2018, 08:06

Don't like the look of it either but the new cockpit is very interesting

chopper2004

4th Dec 2018, 12:59

GrayHorizonsHeli

4th Dec 2018, 13:27

The lines dont flow. to me it's that simple.
the nose slopes at an angle that the window lines dont match.
the nose sticks out too far in my opinion and doesnt have an attractive shape.
the cowls also dont flow right around the engine but i'm sure wind tunnel testing said that was the best design.
then it all just mashes together into the 1970's tail section.
it truly is a beast that Dr Jekyll stitched together.
Even though many manufacturers blend their airframes and components into something "new" all the time, I just dont feel Bell has put a point on the style. It does stand out, but for all the wrong reasons to me.

DonQuixote23

4th Dec 2018, 13:48

After I have now been given the oportunity to see it live and crawl around inside it for a while, I must say that looks are no longer a problem. It certainly looks much better in real life than in pictures. Spoke to a friend who has flown it a fair bit lately and the performance is very good and it meets the bush/utility demand of full fuel & full cabin without any performance issues.

I saw someone mention that the startup is easy but it would have been even better if you could leave the generator on the whole time. Apparently Bell themselves has changed their internal ops manuals to leave generator and lights on all the time as there are no issues in doing so (could be gossip but still...). Might be an official change in startup procedures shortly.

Nige321

4th Dec 2018, 15:20

Got a stupid question for all because I’m hearing this constantly ....why does anyone think the 505 is ugly?

IMHo it looks nice, sleek almost futuristic ..almost cute

Russian MI V12 IMHO is one of the most ugly looking Helicopters in history..

cheers
Maybe because it was supposed to look like this...

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/805x429/starranger_9362c3651e75b4ef0df82f1b82e68308707d4f07.png

or this...

https://cimg5.ibsrv.net/gimg/pprune.org-vbulletin/382x243/bell_jrx_9eac0a246ab2b5064f4102197a77f0190d6df6c1.jpg

Don't tell FH1100 they both have endplates of one sort or another...

Nige321

4th Dec 2018, 15:37

It's odd that the colour schemes for the 505 are so bland so far.
This might look better...
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/600x450/45829449_10156051084182741_3053085821713252352_n_8f86faa894d 128e2bc228660057f0cfeb4788fed.jpg

chopper2004

4th Dec 2018, 17:33

Maybe because it was supposed to look like this...

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/805x429/starranger_9362c3651e75b4ef0df82f1b82e68308707d4f07.png

or this...

https://cimg5.ibsrv.net/gimg/pprune.org-vbulletin/382x243/bell_jrx_9eac0a246ab2b5064f4102197a77f0190d6df6c1.jpg

Don't tell FH1100 they both have endplates of one sort or another...

Thought the MAPL concept in the early 2000s which ended morphing into the Bell 429. I know Bell tested a Bell 407 with Fan tail https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/400x286/a02c120b_1b5c_4909_850a_0742fa9aabce_860994deb7a74c36cda3cf7 e7f86149dcaa9a9a1.jpeg

https://www.ainonline.com/aviation-news/aviation-international-news/2007-03-22/bell-407-tail-fan-demonstrator-flies

Did you all want another 206/407 lookalike....

Think about all the product line from 80s/90s onwards....all have some resemebling to the lines of the Jet Ranger and Huey/ Albeit Twin
Huey and I have heard complaints and moaning that Bell were not evolving. Look I do admit the engineering mantra ( taught to me at uni and reinforced when doing surveys for the airline MRO) ‘If it Is Not Broke, Don’t Fix it’

Now something new in the form of 525 and 505, everyone’s complaining .some question the selection of Turbomeca Arrius to power the 505...

Anyhow 505 numbers of delivery are increasing, 525 program is back on track after the other years tragedy....

Please forgive me if I have not read through all the posts here....but apart from the looks, is there any real gripes from owners / operators ?

Also give it six months then ask the Sacramento Pd how they like it and if it woorks for them in assisting ground units in busting the bad guys. Am sure they’re legacy hand-me-down 58s worked for them.

Cheers

malabo

4th Dec 2018, 18:03

. it meets the bush/utility demand of full fuel & full cabin without any performance issues.

Quite the opposite - bush utility demand is for full flexibility - trading off range for payload. You want the option of either extra fuel or passengers. But you have to be able and willing to plan your load

I’ve flown the 505, but not worked it. Curious why the appeal over, say, a used 407. Operating cost?

nigelh

4th Dec 2018, 20:44

From what I hear it is doing everything it was promised to do !!! It is still my belief that it will go up in value / cost over the next couple of years as Bell don’t need to sell it cheap any more with full order books .
As for looks I now think it’s a cool looking helicopter...a bit quirky maybe but a beautiful cockpit with huge space , flat floor and great viz .
Some love to criticise its looks vehemently but I wonder why they care so much if they are never going to be a purchaser !!!
Annoyingly mine is still sitting in a hangar at Thruxton until I have sold my 109 ....but while it is probably appreciating in value ( partly due to the $) I’m not too concerned as I can always just sell it and carry on with my old faithful....

bellblade2014

4th Dec 2018, 22:46

I’ve flown the 505, but not worked it. Curious why the appeal over, say, a used 407. Operating cost?

Key differences would be modern startup and dual FADEC thet even the 407 only just received recently, so used ones are still older style governing. Other big difference is crashworthiness. Far superior to baseline comparables. Finally the clean burn of the engine is a nice differentiations in a class dominated by RR engines.

Bell_ringer

5th Dec 2018, 03:53

Key differences would be modern startup and dual FADEC thet even the 407 only just received recently, so used ones are still older style governing. Other big difference is crashworthiness. Far superior to baseline comparables. Finally the clean burn of the engine is a nice differentiations in a class dominated by RR engines.

While it has a manual reversion to throttle, and you have to roll the throttle to fly, instead of flick a switch, how exactly is that old style or indeed governing? It is a very good aircraft for a light single.
It isn't pure fadec as the purists would dictate but it is still fadec.

bellblade2014

6th Dec 2018, 02:52

While it has a manual reversion to throttle, and you have to roll the throttle to fly, instead of flick a switch, how exactly is that old style or indeed governing? It is a very good aircraft for a light single.
It isn't pure fadec as the purists would dictate but it is still fadec.

I assume you are talking about the 407 old style single FADEC. The sloppiness of the governing when the primary channel reverts is dangerous. It’s already a bad day if you get there, but it’s not something you want to fly with for long. Comparatively Easy to over torque or under speed. There was a period of FADEC issues on 407GX’s during the early years with the G1000 that put a number of pilots into manual mode due to corrosion on the FADEC connectors.... wasn’t good. A dual channel is simple to do if you plan it from the beginning... harder to add later in the life of an engine.

southerncanuck

16th Feb 2019, 04:37

Our newest project, a large camera mount and hardpoint for the 505.
Cal

https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_2779_d56d7307c0120d113765cdae75c89bacb9b8d8cb.jpg
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_2781_3ac9ef2e4d4cd5483eabe152e87ed38ac2392bac.jpg

Aluminium Mallard

16th Feb 2019, 08:37

I assume you are talking about the 407 old style single FADEC. The sloppiness of the governing when the primary channel reverts is dangerous. It’s already a bad day if you get there, but it’s not something you want to fly with for long. Comparatively Easy to over torque or under speed. There was a period of FADEC issues on 407GX’s during the early years with the G1000 that put a number of pilots into manual mode due to corrosion on the FADEC connectors.... wasn’t good. A dual channel is simple to do if you plan it from the beginning... harder to add later in the life of an engine.

So what happens when you get corrosion with a both FADECs? If both are subject to the same conditions its possible they could fail at the same time due to a power issue etc etc.
In a previous life I did a lot of work with redundant systems... dissimilar redundancy is far more reliable with aging parts i.e. a mechanical backup to an electronic primary. When the electronics are operating you have the benefits of ease of use and efficiency, when you revert to mechanical its inefficient and difficult to use.. BUT keeps you in the air.

The issue is its a hard sell because its not a great marketing feature "if it fails... etc etc." and it cost more (upfront).

bellblade2014

20th Feb 2019, 00:58

So what happens when you get corrosion with a both FADECs? If both are subject to the same conditions its possible they could fail at the same time due to a power issue etc etc.
In a previous life I did a lot of work with redundant systems... dissimilar redundancy is far more reliable with aging parts i.e. a mechanical backup to an electronic primary. When the electronics are operating you have the benefits of ease of use and efficiency, when you revert to mechanical its inefficient and difficult to use.. BUT keeps you in the air.

The issue is its a hard sell because its not a great marketing feature "if it fails... etc etc." and it cost more (upfront).

First, it doesn’t cost more. it costs less. The 505 is cheaper than the 206B ever was when adjusted for inflation. The dual FADEC also reduces maintenance costs (reducing start and shutdown issues for example) and improves performance by reducing inefficiencies inherent in manual control designs (tighter governing or NR reduces conservative design factors throughout the aircraft design and certification).

Also, talking to the Bell engineers has given me an appreciation for the redundancy of the newly designed generation of aircraft. Between the Garmin avionics and the engine controls, there are so many backup pathways and indications and fallbacks that I’m convinced it is similar to the video of the Chevy old bel air vs the 2009 Chevy Malibu in the link below. New helo crash requirements are much higher than old ones... seat and fuel system designs are much better protection than old but current production helicopters (current H125, H145, and Puma designs are all older standards for example).

https://youtu.be/fPF4fBGNK0U

KiwiNedNZ

23rd Mar 2019, 23:12

Video we did showing Rangitikei Helicopters in New Zealand using the 505 on ag work.

Rangitikei Helicopters Bell 505

Hughes500

24th Mar 2019, 07:03

Ned
So how much will a 505 pick up on its hook ?

PhlyingGuy

25th Mar 2019, 07:02

rated for 2000 lbs.

Hughes500

25th Mar 2019, 20:41

Yes but will it actually pick up, EG MD says 3500lbs MTOW ( hook 2000lbs ) for a D /E never got close to that !

Old Dogs

26th Mar 2019, 09:36

rated for 2000 lbs.
But unlikely it would actually lift much more than 1000 lbs?

noooby

26th Mar 2019, 17:15

Video we did showing Rangitikei Helicopters in New Zealand using the 505 on ag work.

Rangitikei Helicopters Bell 505 (https://youtu.be/Hwl_gCgL8_E)

Nice to see that Bell approved it for left seat solo flying from the start. Most OEM's forget to do that. Or is this an aftermarket kit allowing left seat solo ops?

bellblade2014

26th Mar 2019, 19:44

Yes but will it actually pick up, EG MD says 3500lbs MTOW ( hook 2000lbs ) for a D /E never got close to that !

Max external gross weight is over 4400#’s. Empty weight minus pax seats is less than 1900 lbs. so you can get 2K#’s on the hook easily and still have most of a tank of gas.

FH1100 Pilot

27th Mar 2019, 14:53

Wow. Whatever stuff BellBlade is smoking, I want some of that! 1900 pounds for a 505? Heh. Right..

The last 206B I flew - an el-strippo with no rotor brake came in at 1850. The 505 is certainly no composite lightweight like the 206. There was a 505 at Heli-Expo and it had an EW of 2245. And it was very basic...let's call it "utilitarian" (no carpets or interior trim panels or any frills at all). So take out the seats and take the doors off and you remove...what...150? Let's be real. Let's say you can maybe...maaaaayyybeee get a 505 down to 2100 pounds against an external load MGW of 4475. That leaves us with a useful load of 2375. Let's put in a really skinny, hungry pilot at 190 (with helmet), and say...ohhh, 30 gallons/200 pounds of fuel - is that fair? That leaves us with 1985 to put on the hook. Okay, close enough to 2000. But it'll be maxed-out.

I don't know why people keep thinking the 505 is going to be this really great performer like it's Bell Helicopter's new little Big Lifter. In reality it's not a 206B with a big engine...it's more like an L-model with a 500 horsepower engine. Like my grammar school teachers used to tell my parents, lets not expect too much out of the poor thing.

nigelh

27th Mar 2019, 23:37

Funnily enough FH1100 for once I agree with you !!!
The figures you show of around 2000lb being doable on the hook is , to me anyway , impressive enough !!
i am not aware that it was built to be a heavy lifter but to be a great corporate , private and aerial work machine at a very sensible price .

FH1100 Pilot

28th Mar 2019, 00:58

No Nigel, of course the 505 was not intended to be a "light-heavy-lifter," that was my little joke because some people have been making noise about how much the 505 might lift. But like you, I think 2000 pounds is pretty respectable. Should come in pretty handy for those guys slinging Christmas trees every year who are currently pulling the guts out of their 206B's.

As for the 505 being a "great" corporate machine...well... down in my thread about Heli-Expo (at which I was hoping to meet you) I wrote about spending some time with Bell's N505CQ, which had the barest of bare-bones interiors. I played with different loading scenarios in the loading page on the G-1000 that Bell conveniently provides. It turns out that...imagine my surprise...the 505 is fairly nose-heavy! The version with the fancy Mecaer interior would be even more so. Ergo, the 505 pilot will have to pay close attention to c.g. Mr. Big Bossman might not be real happy being told that he has to take a back seat while his sweet young thing-gf-trophy wife sits up front next to me, heh-heh-heh...I mean...not *me* but the 505 pilot. I know that the guy I used to fly for HATED sitting in the back. Anyway, it'll be interesting to see which market segments that the 505 does well in.

Hughes500

28th Mar 2019, 11:16

nigelh

28th Mar 2019, 11:42

I think Kiwi Ned knows a few operators who are lifting with them . I only know that in the early days they were happy with the lifting capacity !
FH1100 ..... What sort of weight did they have on the end of the boom ? Would it not be nice to have the ability to change the weights for different lifts ... Done by the pilot ? Or are we not deemed capable ?!!

FH1100 Pilot

28th Mar 2019, 13:38

What sort of weight did they have on the end of the boom ? Would it not be nice to have the ability to change the weights for different lifts ... Done by the pilot ? Or are we not deemed capable ?!!
Nigel, that is a very good question. At the show, N505CQ had "some" weight back there but I could not tell how much. Nor do I know whether it is pilot-adjustable - it would certainly necessitate an entry on the Form C in the W&B section of the RFM. And it would probably be tricky (if not difficult) and definitely not a good idea to change that weight while the ship is running.

bellblade2014

28th Mar 2019, 18:58

Nigel, that is a very good question. At the show, N505CQ had "some" weight back there but I could not tell how much. Nor do I know whether it is pilot-adjustable - it would certainly necessitate an entry on the Form C in the W&B section of the RFM. And it would probably be tricky (if not difficult) and definitely not a good idea to change that weight while the ship is running.

During HAI i went and looked at the 505 they the hat-eating curmudgeon is referencing. It had only a very small weight on the aft ballast point. So the CG was so in a ferry condition suitable for sitting in the static exhibit and flying back to Texas. So of course it would not be as well suited for 5 heavy folks in the front. It’s really no different from the Astars or other light helicopters with the whole cabin in front of the rotor flapping hinge.

And the lifting listed above was described by an actual 505 cargo hook user. He said they were slinging 1700 lbs over and over again and pushed it up over 1900 without using much of the takeoff power range on the PSI.

Someday you will really have to eat your hat...

FH1100 Pilot

28th Mar 2019, 23:35

During HAI i went and looked at the 505 they the hat-eating curmudgeon is referencing. It had only a very small weight on the aft ballast point. So the CG was so in a ferry condition suitable for sitting in the static exhibit and flying back to Texas. So of course it would not be as well suited for 5 heavy folks in the front. It’s really no different from the Astars or other light helicopters with the whole cabin in front of the rotor flapping hinge.

And the lifting listed above was described by an actual 505 cargo hook user. He said they were slinging 1700 lbs over and over again and pushed it up over 1900 without using much of the takeoff power range on the PSI.

Someday you will really have to eat your hat...

Good Lord, are you still prattling on about that? How childish. Let it go, man. And by the way, I was there all three days, hanging around the 505 at the Bell booth. Didn't see *you* there, BellBlade. Maybe I should've checked the bar.

Look, don't try to pretend that 505CQ was just a demo ship with no flight time on it that ferried over from Ft. Worth. If you'd looked, you would've seen that the paint was chipped off the (external!) tailboom attach bolts and all of the hardware securing the aft engine cowling. This tells me that 505CQ's tailboom has been off at least once, maybe more. It's been around. And it's probably been giving rides.

You can static balance an aircraft like the 505 two ways: 1) for a full cabin load; or 2) for an empty cabin with a light pilot. If you do either, you'll probably be out of c.g. with the opposite loading. If you balance it for a full cabin, then a lightweight pilot will have to carry a big bag o'ballast with him. Or a hard copy of my pilot logbook. Not to mention that there'll be a lot of weight at the back of the ship. The 505 allows you to put a total of 40 pounds (40 pounds!) on those cable thingees behind the t/r gearbox. So obviously we have some balance issues. 40 pounds?! Damn. And of course, the more weight you put on as ballast is weight that must be deducted from the useful load.

And it's not even about "five heavy guys." I did a c.g. workup with two 200-pounders up front, a 200-pound male in the left-rear, and two 150-pound females (portly, I'll admit, but maybe one of them was Mrs. BellBlade) in the other two back seats. Total cabin weight: 900. Result? OUT OF C.G. We might note that these days, a 200-pound male would not really be considered "a heavy guy" but rather "a comparatively skinny Walmart shopper." Just out of curiosity, what do *you* weight, Mr. Blade?

And yes, my dear Blade, the 505 *is* different from an Astar. But with your limited knowledge of rotary-wing aviation and lack of real-world experience in operating helicopters, I'm not surprised you missed this. The Astar has a baggage compartment in the tailboom to help with the balance. Too nose-heavy? Stick some weight back in the baggage! A case of oil or bottled water...the ground-handling wheels...my porn video collection...something. But you can't do that with the 505 because the baggage compartment is right under the mast and weight there does not affect the c.g. So you're stuck. So while *you* may want to minimize the 505's balance issues as "just like an Astar!" you are....umm, what's the word? "Wrong." Again.

nigelh

29th Mar 2019, 01:05

.......oh dear ..... and just as I was beginning to warm to you, you go and remind me why we fell out last time !!! Whatever awful thing Bell Helicopters did to upset you so much... I think it very likely you deserved it !! As has been pointed out by many people , you have been totally wrong on almost every point ( and predictions) you have made so why should we assume anything has changed ?!!!
Ps . I also think you have some anger management issues that need dealing with !

chopper2004

29th Mar 2019, 03:25

Was lucky to go up in 505 customer demo flight in Atlanta and was surprised no 505 on the Bell booth, but maonly in what I call the 'odds and sods' out of the way of the main booths. One caught my eye was ENG configured one so here are my photos :)

Cheers

https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_3185_d9d8315c9fe15c628819c4b4528ea883867e01ff.jpeg
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/1500x2000/img_3277_9c752cfe854a85adc370acc352567b244117e328.jpeg
https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/1500x2000/img_3280_28b80392e425dd43188fd945acf806733e13fe52.jpeg
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_3302_0a71942147934cd4905ea750a82200bcd9da0de2.jpeg
https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_3982_af18ca1fc6c9224c6196b3408610a12d198c96b4.jpeg
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_3986_398df7f6fa3710a0e3ea33fbdc5c7b6b6d607de4.jpeg
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/1500x2000/img_3993_9395f1a91d45e8a5570d1fa9e719a6f72d3f42dd.jpeg
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_3595_d4f3fdbd0d6ab0766758e86db56b801eb6741f00.jpeg

GrayHorizonsHeli

29th Mar 2019, 12:59

with that much weight in the tail, I'm considering the result of a hard landing and how that will play out.
I'm sure thats why all those doubler plates are there at the attachment point.

The tailboom is sure to buckle or snap right off when you plunk it down excessively. Lets assume the gear can handle it and only spreads, but that extensive tailboom damage will result in an uncontrolled spin I'm sure and then a rollover.

40lbs back there is alot to content with.

Encyclo

29th Mar 2019, 14:33

Good point you bring Gray H; who will maintain these things? I'm hearing that even a simple TT Strap change (required at 36 months/1,200 Hrs) will not be done by the local CSF, but will need to be done in Arizona (guess where :}?).

And how about if you put a small hole in the belly, landing on a twig in the field; how is that fixed? How complicated does it get on a FADEC equipped machine? Ever hear of HIRF & Lightning requirements?

Things to be considered for those operating in the 'real world'

Fly safe, always :ok:

bellblade2014

29th Mar 2019, 17:12

I was involved in a discussion with the chief design engineer on the 505 and he explained that the 40 lbs. is capability to support the turrets that were considered in development at the time. The customer base wanted an 90 lbs payload on a forward hard point. This plus camera monitoring equipment in the front left seat. That configuration needed approximately 30 lbs of ballast. 40 lbs was to give some growth for the future. The lead engineer said they structurally tested the boom with quite a bit more than 40lbs on the boom and it was statically broken at some obscene multiple of the Max hard landing load they have seen. I recall it was more 400%...

its funny that FH1100 doesn’t reaslize that when he says “out of CG” he’s making my point. The aircraft he sat in was ballasted before he sat in it for light single pilot ferry... the Garmin was updated for the ballast before he started drooling on the cockpit bits... then he went and added 900 lbs at the front of the aircraft. It wasn’t ballasted for that and was out of CG.,. Duh... it’s like he doesn’t have a firm grip on his immediate surroundings... literally it was probably a difference of a few lbs of ballast. The one I rode in with 3 other folks (4 people total) had 8 lbs. of ballast on the tail per the Bell demo pilot.

heli kiwi

3rd Apr 2019, 01:06

Not sure if this has been posted before

https://www.avbuyer.com/articles/ga-buyer-europe/what-s-the-bell-505-like-to-fly-112204

homonculus

3rd Apr 2019, 08:47

Couldn't they have got in a few more ''''amazings' and ''fantastics'? I really like this aircraft but this is worthless hype

EMS R22

4th Apr 2019, 08:20

BellBlade

Dont really care what crap the manufacturers say, what will it actually lift
All my 500's supposedly according to the manufacturer have a max of 3500lbs, well I have been at 3300 lbs and not been able to get the load off the ground !
So really looking for a real world answer

I believe the one in NZ being operated commercially was lifting around 1750lbs on the hook. That would be at or near sea level.

They are still ugly!!

Lonewolf_50

4th Apr 2019, 13:20

@EMS R22: Beauty is in the eye of the beholder. According to an old friend of mine (F-4 Phantom Pilot, USN) all helicopters are inherently ugly and can only fly because the Earth repels them out of sheer disgust. :} It looks good to me.

Spunk

4th Apr 2019, 14:31

They are still ugly!! says the boy with a Robinson acronym. :E

KiwiNedNZ

6th Apr 2019, 04:49

Spent a couple of days shooting Fuchs Helikopters new 505. They like it and its regularly up in the top of the Swiss alps being used for mountain flying with their students. Hook hasn't been certified in Europe yet but once it is they will use it for some lifting work as well. I think it all comes down to the paint schemes as to how nice it does or doesn't look - this paint scheme actually looks quite nice on it, whereas others I have shot look so so. But bottom line doesn't really matter what any of us think of it - if the owners like it and are happy with it then thats all that matters. FH1100 and others can bag the heck out of it but people are buying them and operating them and so far apart from a few teething problems that some operators have had overall they are pleased with them.

https://flic.kr/p/2frwTYp

https://flic.kr/p/2e3D6Pr

https://flic.kr/p/2frwU6D

https://flic.kr/p/TiiSfo

nigelh

17th Apr 2019, 15:36

FYI
Quote ........Good point you bring Gray H; who will maintain these things? I'm hearing that even a simple TT Strap change (required at 36 months/1,200 Hrs) will not be done by the local CSF, but will need to be done in Arizona (guess where)

The TT straps can be done by your maintenance organisation in the UK .

John Eacott

14th May 2019, 07:47

https://youtu.be/LpmO_XxPPh8

nigelh

6th Jun 2019, 17:21

The 505 has just done its high altitude trials in Nepal and apparently been a great success . It is now I think cleared for elevations of up to 22,000 ft ( da ) and was happily flying at 125 Knots ( yes FH .... really !!) . 13k hrs flying for the fleet so far I hear .

GrayHorizonsHeli

6th Jun 2019, 18:54

you should sell your's soon Nigel, they're selling for 1.5 mill on Controller.

nigelh

6th Jun 2019, 21:55

I really don’t want to sell it as I truly believe it will 1) be extremely cheap to run especially during the 1000 hrs warranty 2) appreciate in value as people realise that it is extraordinary value .... it is after all an L4 with new cockpit , twin fadec and glass cockpit .... but for under 50 % of the price .
The only problem I have is that my beloved old 109 cannot sell even for $280k with a fresh Annual ( it’s just coming out in a few days ) which is cheaper than a 1970,s Jet Banger with 20,000 hrs !!!! So my feeling is , my wife loves it , my friends love it .... it has been ultra reliable ... so why get rid of 150 knots of ultra smooth comfort Single pilot IFR twin and relegate down to a single which is 5 X the price ! So I think you are right .... the 505 will have to go !! ( eventually)

Spunk

7th Jun 2019, 11:44

..., they're selling for 1.5 mill on Controller.

They are ASKING 1.5 million $.

nigelh

7th Jun 2019, 15:23

That is same price as from factory now ...

vaqueroaero

9th Jun 2019, 14:09

It seems a 505 has crashed in the country of Georgia. 3 fatalities.

http://www.interpressnews.ge/en/article/102415-two-pilots-and-one-passenger-killed-in-helicopter-crash-in-kazbegi/

LTP90

7th Feb 2020, 21:37

nigelh

8th Feb 2020, 11:32

No I have kept it and sold my 109 to Canada .
i have sold a few blocks of 25 hrs and am allowing some SFH out of Wycombe and Goodwood . Also doing a number of type ratings over the next few months and then mountain flying course and possibly vertical reference course if one or two want to do it with me ! My son is now also flying it and absolutely loves it ..... ultra smooth and bags of power . A few people are looking at it now as an upgrade from the R66 and they seem to be really impressed so far . So yes .... keeping it and loving it , especially the tiny maintenance costs .

kiwi_andy

24th Feb 2020, 19:45

This thread has gone quiet recently!
Have just read this thread from the beginning as a 505 is on the list of options Im considering for purchase in the near future. It certainly has been an interesting ride!

One question... There was a lot of concerns raised early on about the Turbine manufacturer chosen by Bell for the 505, but little comment recently, how are peoples view on Turbomecca now.
My understanding is that they are not popular because of their poor service /support slow times to get spares and expensive rebuilds?... Anyone care to give any opinions on this?

nigelh

25th Feb 2020, 10:19

Don’t think twice about it ..., it’s a fabulous machine !!! I was going to sell mine but have really fallen in love with it now . Couple of small issues early on with engine which were all sorted FOC by Saffran . Only thing I know of is it is v important to not overfill the oil on the engine . You must check the level straight after flight and not when cold . I would say if in doubt don’t mess with the oil as these engines actually run better on slightly low oil and if you have to add oil within 25 hrs you have a leak !
my annual and 6 month inspections cost nothing ( under £1k for 6 month ) . The C of G issues are being dealt with my a pilot approved system where you can change the weights on the tail depending on what you are doing ..... but like moving the battery on the Enstrom I think . Mine is currently at Wycombe and i now have three pilots with hour blocks and plenty of type ratings to be done .
It is a very easy helicopter to fly which autorotates like a glider and doesn’t seem to have any vices so perfect for SFH . And funnily enough , after all the talk of being ugly , I have found most people think it’s beautiful 😍
I really can’t think of any serious competition that it has in the price range for a proper helicopter . ( ie not a Robinson )
And no ... mine is not for sale even at a profit !!

kiwi_andy

25th Feb 2020, 22:34

Thanks for your thoughts Nigel. I certainly think that the 505 is a good looking machine, so I definitely have no concerns with the looks.
Unlike you there in the UK we are a loooong way from Safran, and I hear a lot of stories about their poor service and extended times that machines are on the ground waiting for parts and service for Turbomeca turbines, and of course the price that people have to pay. I do know of one local 505 buyer who has had the machine a little over a year and had several major issues with it included having to make an emergency landing during the delivery flight due to an oil problem.
Once again thanks for your comments.

krypton_john

25th Feb 2020, 23:31

Nigel, is the engine on maintenance by the hour... so you'd expect no maintenance cost surprises?

aa777888

26th Feb 2020, 01:18

Take away the Robinson hate and the comparison becomes much more interesting.

The avionics are almost a wash if you spec the 1060 TXi in the 66, although you can't beat the integrated engine instrumentation and FADEC in the 505 (rumor is that Robinson is working on some new engine instrumentation).

Most significant, if you option out the 505 so that it matches the box stock 66 (leather, carpet, door openers, headliner), plus AC for both (but spec. the available lightweight Lithium battery for the 66), you wind up being able to haul 911 lbs of pax/baggage 350NM in the 66, while the 505 limps along with only 774 lbs for a paltry 306 NM.

Plus the 66 is a more mature product in that you can get an autopilot and aux. fuel systems straight from the factory today (fly even farther more easily).

However you slice it you'll pay less out the door for a 66.

But the 505 will hover higher/hotter, go faster, and be more comfortable with that flat floor and only 3 on board ;)

Bell_ringer

26th Feb 2020, 10:31

Take away the Robinson hate and the comparison becomes much more interesting.

Preference is always part of the decision but you need to remember, people buy the Bell's because they can.
You buy a Robbie because you have to.

If it was only about superficial comparisons of features, then the world would be full of Korean cars and luxury sedans wouldn't exist (not that the 505 is luxury in any sense of the word, it's quite Robinson-esque in some respects).
The devil is always in the detail.

nigelh

26th Feb 2020, 17:15

aa you have put together a specific scenario of a/c , lightweight battery etc which may or may not be correct but for most people like myself I am only interested in the spec I have . It can also take just about 950 kg on the hook which may be more important to other people ...
as for the engine there are power by the hour packages as well but the work I have had done on the engine was done for free . I do think the oil overfilling will be a big problem for people who feel the need to always “ top up “ .... personally I have only ever put oil into my engines about 5 times in last 20 years !!
i agree about personal preference. I really like the fact that I am flying , to all intents and purposes , an L4 Long Ranger which has got more safe hours under its belt than most aircraft and would be $3m to buy one new if they still made them . I think I prefer over engineered to flimsy any day for peace of mind . As for autopilot and aux tanks I think you can now get both for the 505 .

nikoel

3rd Mar 2020, 04:17

When comparing the costs between the 505 and the R66 - the figures that manufacturers are quoting is based upon the machine running through all of it's hours. This is an important point. For instance, the power-plant in R66 is rated for 2000hrs and 3000 cylces. This means unless on average you're doing at least 40mins per cycle, you will not reach the 3000hrs the engine is rated for. When one accounts for maintenance runs and occasional aborted start up then the figure will be closer to the one hour mark per start. In practice many R66 are for sale at the moment for pennies on the dollar because of this. So if you're an operator who does very long cycles you can be better off with a second hand R66 which has plenty of life left but not cycles. If you're a private buyer who goes on occasional 20min flight here or there, or an operator who does 20min scenic flights and has to often shutdown; the R66 can and will cost a lot more than the factory figures reveal. Resale value matters; especially when one is trying to sell a machine - case and point, meet this lemon 636 cycles left, for the 2000 hours to run: [pprune wont let me link because of my post count] - Blindly looking at hourly costs published can lead to uncomfortable situations in the future

aa777888

3rd Mar 2020, 10:50

@nikoel is the situation any different with the 505?

Also, you can PM me the link for your example and I can post it for you.

Arnie Madsen

3rd Mar 2020, 19:09

It seems a 505 has crashed in the country of Georgia. 3 fatalities.

http://www.interpressnews.ge/en/article/102415-two-pilots-and-one-passenger-killed-in-helicopter-crash-in-kazbegi/
.
Not sure how reliable this is ..... here is a quote from the article ....Investigators, who are at the crash site where a helicopter crashed in Turkana have revealed that Mr Magonga , flew the helicopter at night in a bush without navigation facilities, contrary to civil aviation regulations.

The fatal helicopter, a Bell 505X, costing about Sh450 million, came tumbling down on Sunday night at Central Island, an area made up of three active volcanoes which emit sulphurous smoke and steam, adding to the gem that is the blue-green waters of Lake Turkana.

Link to the article (poor translation) https://dailyactive.info/2019/03/06/investigators-reveal-mistake-leading-to-turkana-helicopter-crash/

chopjock

4th Mar 2020, 13:23

https://dailyactive.info/2019/03/06/investigators-reveal-mistake-leading-to-turkana-helicopter-crash/
That's not a Bell 505 in those pictures...

Bravo73

4th Mar 2020, 13:31

.
Not sure how reliable this is ..... here is a quote from the article ....

Link to the article (poor translation) https://dailyactive.info/2019/03/06/investigators-reveal-mistake-leading-to-turkana-helicopter-crash/

I'm not sure how reliable that you are. You have managed to link to an article about another crash (a Squirrel in Africa).

Arnie Madsen

4th Mar 2020, 14:24

I'm not sure how reliable that you are. You have managed to link to an article about another crash (a Squirrel in Africa).

Right you are Bravo73 .... thanks .... even though it was a foreign accident the NSTB usually has some mention of it , so I looked , found one , used the reg number to source the article I posted without checking . I was under the impression there was only 1 505 incident .... turns out there have been 2 .

EDIT TO ADD ..... sheesh , it was the post by vaqueroaero that was to the wrong crash , the link I used was for a 505 .... so only one 505 crash ???? now I am getting confused .... haaa

Arnie Madsen

4th Mar 2020, 14:37

NTSB Identification: WPR19WA164 https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20190610X10812&ntsbno=WPR19WA164&akey=1

Arnie Madsen

4th Mar 2020, 14:42

looks like we went through this whole thing last march

https://www.pprune.org/rotorheads/619062-5-dead-kenya-bell-505-crash-2.html

bellblade2014

4th Mar 2020, 15:25

Right you are Bravo73 .... thanks .... even though it was a foreign accident the NSTB usually has some mention of it , so I looked , found one , used the reg number to source the article I posted without checking . I was under the impression there was only 1 505 incident .... turns out there have been 2 .

EDIT TO ADD ..... sheesh , it was the post by vaqueroaero that was to the wrong crash , the link I used was for a 505 .... so only one 505 crash ???? now I am getting confused .... haaa

Unless I’m mistaken, I believe there have been two. One in Kenya and one in the country of Georgia. Kenya appeared to be unauthorized night flight CFIT with fully pax load. Georgia had a video circulating that appeared to be wire strike at high speed. Not heard much on either event for several months though. anyone else hear anything?

FH1100 Pilot

4th Mar 2020, 19:28

The usually-reliable Rotorspot website reports that of the 307 production ships out there, three were written-off: MSNs 37, 74 and 125) and six have had their registrations cancelled for some reason: MSN's 24, 79, 185, 223, 224, and 266. (MSN 65002 was also cancelled, but that appears to be pre-production - maybe a flight test ship.) No idea what might cause a relatively new ship like the 505 to have its rego cancelled.

wrench1

4th Mar 2020, 20:31

Unless I’m mistaken, I believe there have been two.
FYI: According to ASN there have been 5 accident with 2 fatal. https://aviation-safety.net/wikibase/type/B505

No idea what might cause a relatively new ship like the 505 to have its rego cancelled
One cause is the aircraft is exported but hasn't re-registered yet.

bellblade2014

4th Mar 2020, 22:49

FYI: According to ASN there have been 5 accident with 2 fatal. https://aviation-safety.net/wikibase/type/B505

I recall the Japan Coast Guard one was a hard landing during training with squashed gear and damaged boom. Looks similar landing as the South African one in November 2019.

chopper2004

31st May 2020, 12:39

After attending Heli Expo back in January went to visit LAFD Air Ops at Van Nuys and saw N505CY again from two days ago as the fire dept evaluating it and an Airbus H125 as their Bell 206 replacement.

(my photos below from Anaheim and Van Nuys)

https://cimg9.ibsrv.net/gimg/pprune.org-vbulletin/960x640/17c834ea_66ef_44e5_a570_825625391739_e9cbe0818a48b2bc7b65e83 a6441de9172082562.jpeg
https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/960x720/99f3bb66_d5d6_49d3_8cc8_caa3501a7b99_217c5a5a72b29cb697e3099 767e7cb2523082d34.jpeg
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/960x483/f2c33aa8_7734_49ad_b9e2_7401b9098495_458190ac41e049c4c57b0b2 b5d52381034fea781.jpeg
https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/960x720/ed60f023_f729_4b2b_ada6_b3af2190749f_88516dc25983ee1d06ea0f3 b0e32fd4fb3bd1195.jpeg
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/960x720/0c3b76cf_5401_4b25_b368_704297b1ce0b_2c74c74a0f48ad8e9182be6 7dffde42f10fe19ce.jpeg
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/960x640/1461ae15_95cd_410b_b292_cb5fdec7778d_c0dfbfdeedacd8b1efa8e71 87e4e0ca98ceabe47.jpeg

chopper2004

31st May 2020, 12:45

Montenegro MoD going to purchase pair of Bell 505 for around 3.2 million Euros

https://twitter.com/petervoinovich/status/1265937398724210689?s=21

As last year F-HJRX (first French Bell 505 - my photos from Helitech 2018) went to Montenegro to be evaluated with the Montenegro armed forces.

https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/960x720/fe40bfa6_9782_4118_bcd4_4fb4da752ba2_860168032880b7aa499b76c e9784debcd4428fc0.jpeg
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/960x720/986cfd89_e01f_496f_95ab_5f12ae5732f2_573efcd480d7a3abaac49c8 d89a426f877288fb7.jpeg
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/720x960/4eb5cd45_d189_4b43_9cd5_f7585a41629c_af58e838cca3b652250e037 12261b7e3167a380b.jpeg

cheers

rotorfun

9th Nov 2020, 15:41

Curious to know if anyone has had any experience on both the EC120 and the Bell 505? It seems that a REALLY nice EC120 will go for a similar price to a pre-owned 505. Most of the 505's for sale are low time. I am surprised though at how many 505's are for sale (controller as 18 listings) vs the EC120 (23 listings). I would have expected the EC120 to have far more for sale as compared with the 505 because it is a newer aircraft, the fleet size is roughly half of the EC120. Is that any indication that folks aren't happy with the 505?

On paper, the 505 seems like a good deal: FADEC, G1000, can get HeliSAS (same with EC120 but you also need to spring for G500 when the 505 already has G1000), smaller footprint for storage. Similar useful load to the EC120, but probably better if comparing apples to apples and having to install glass into the EC120.

I do like the range of the EC120, especially given my use as a private flying. For both machines, I'd usually be able to go full fuel as there would only be 1-2 on board with limited baggage. One of the concerns reading through this thread is that I might not be able to go full fuel with just myself on board when trying to do a longer trip due to CG limitations. I am not sure exactly how that would shake out on the EC120 though. Baggage on the EC120 also seems larger than the 505 too which is important to me for family trips.

I guess I'm a bit torn, the EC120 might fit me better from a utility standpoint (large storage and long range), but I like the modern-ness of the 505 (glass & FADEC). It is also appealing that the 505 is in production so parts and service are probably (hopefully) better than on the EC120. You can also get a lower time 505 which might mean less surprises.

Final questions, for now...does anyone know if the engine monitoring system logs the full history? One of the concerns on the EC120 is that the VEMD only records the last 30 flights so if there was an unfaithful actor, an overtorque or overtemp could be concealed. Can that be done on the 505 or does the history stay forever?
Apologies for multiple posts/threads on the EC120 and 505, I should have combined my earlier post on 505 maintenance with this one.

kiwi_andy

9th Nov 2020, 22:00

I have recently purchased a EC120 after looking at both EC120, 505, and even considered a AS350. A friend of mine flies a 505, and is a nice modern machine, however I would say that in all my research I found that REALLY nice EC120's are selling for about 2/3 the price of pre-owned 505s. In my research I also found a pretty reasonable availability of spares mostly impacted by freight/shipping due to Covid.

rotorfun

9th Nov 2020, 22:39

One thing I have learned is that the 505 does not have any calendar items other than TT straps every 4 yrs). Is that correct? This is a major $$ saver as I'm hearing this 12yr inspections on the EC120 are quite expensive (a few instances of over $200k). The link provided in the Bell 505 maintenace thread appears to contradict this (sorry I can't posts links until 10 total posts lol)? Seems there are a few 1, 2, 3 and 6 yr inspections.

A side note/comment reading the link in Bell 505 maintenance thread is this RIN concept. I guess it is like cycles/landings. I haven't dug into machines in this depth before as a new pilot so find this interesting more than anything. Auto's are very punitive for some components. Practically, how does this get tracked? If I were doing recurrent training in the machine, I suppose I need to keep a record and report to my maintenance folks?

Gordy

9th Nov 2020, 23:59

A side note/comment reading the link in Bell 505 maintenance thread is this RIN concept. I guess it is like cycles/landings.

The RIN concept explained: Retirement Index Number is tracked along with starts, cycles and landings. Each component will have a number at which point it gets retired. The formula for working out RIN count is different for each aircraft and in some instances a compnent's RIN maybe calculated by multiplying the aircraft RIN # by a certain number. As an example the formula for calculating RIN's on a Bell 206L4 with TRACs is to take landing, add lift cycles and multiply by 2.

chopper2004

11th Nov 2020, 18:31

Looks like accident between Cabri G2 and 505

https://www.lenouvelliste.ch/articles/valais/canton/accident-d-helico-deux-blesses-legers-a-sion-1004041

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/800x449/56f3af8b_2b01_4e9c_92a7_b0cb70786f52_03d14e83c0368fcfc90f09f 52bef82d68ac9911b.jpeg

Arnie Madsen

12th Nov 2020, 08:14

translate =A spectacular helicopter crash stirred up Sion airport on Wednesday morning. According to elements collected on the spot, it seems that a student pilot of the Sion helicopter group hit another heli-Alpes SA aircraft that was parked on the ground, while he was trying to put down his school helicopter.
Two minor injuries

chopper2004

8th Feb 2021, 18:25

Montenegro Bell 505 already delivered

https://news.bellflight.com/en-US/191655-bell-delivers-montenegro-air-force-s-first-bell-505

and now Jamaica Defense Force Air Wing getting six

https://news.bellflight.com/en-US/196405-bell-announces-sale-of-six-bell-505s-to-jamaica-defence-force

southerncanuck

7th May 2021, 19:24

An FYI for 505 operators, we had a successful pull test at Bell Fort Worth for our new side mount. Flight test will be in early June. Expect the FAA STC late summer with EASA approval shortly there after.
Cal
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/2000x1504/img_4053_52f4bcee8a2947975bd4450f9ea835d171fbd8c1.jpg

chopper2004

11th May 2021, 16:29

300th airframe delivered as the Jamaica Defense Force Air Wing being the latest recipient

https://news.bellflight.com/en-US/199041-bell-announces-delivery-of-300th-bell-505-jet-ranger-x

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/960x663/adf92b7b_2e03_4f99_acae_2b6efd2a1045_dc1264f0e8ce6f70dfc75ff 933433a163993a8ce.jpeg

cheers

rotorfun

12th Jun 2021, 12:45

Nigel, is that your 505 G-IGGI for sale? Why are you selling?

chopper2004

9th Dec 2021, 19:40

Indonesian Navy receives 2 x Bell 505 for training

https://news.bellflight.com/en-US/207786-bell-delivers-two-bell-505-helicopters-to-the-indonesian-navy

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/1349x643/screenshot_2021_12_09_at_21_36_23_bell_delivers_two_bell_505 _helicopters_to_the_indonesian_navy_fd62679f46f282b7e85540cf cbf2a7c82124d3f9.png
cheers

chopper2004

17th May 2022, 15:24

RoK is next customer with 40 on order to train their army and navy pilots.

https://news.bellflight.com/en-US/214507-republic-of-korea-selects-bell-505-as-its-new-military-helicopter-trainer

Cheers

chopper2004

1st Nov 2022, 19:01

And the Royal Jordanian Air Force is next mil customer as agreement to purchase is signed at SOFEX

https://news.bellflight.com/en-US/219817-royal-jordanian-air-force-agrees-to-purchase-bell-505s-to-boost-training-capabilities?fbclid=IwAR1FBAGVeU-x8Tt3skGBCOtoYNbC4ojaxnnHMg8Dqd1jHa2v28feeXx-qc8

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/1024x682/d9701e5c_8971_4304_add5_0333f0da1f18_d6be5e597116be2f97c2516 ac3cb6c48ef7665bf.jpeg

chopper2004

27th Jun 2023, 18:56

Los Angeles Fire Department Air Operations at Van Nuys Airport, adds a 505 to their fleet,

https://news.bellflight.com/en-US/227187-los-angeles-fire-department-adds-a-bell-505-to-emergency-services-fleet?fbclid=IwAR27ujW1oOL71fT70BN1JszT-iCQghc2wk-beOM2MJb_vmXB2ewzoLE_BZI

https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/1000x750/lafd_505_2_ea270c3f70b35424fbb5256b7949eed79c9fdea5.jpg
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/750x1000/lafd_505_3_3aad7159eb19b46523c43b760abf056f51b96ded.jpg

The 505 was always on the cards for their air ops, replacing their legacy Bell 206B. TBT Jan 2020 and i went to Heli Expo in Anaheim, there was a white 505 demonstrator with an E/O Pod which I saw day or so later after show finished when I went to visit Van Nuys (my pic below)

https://scontent-lcy1-2.xx.fbcdn.net/v/t1.6435-9/82519966_10158790970376490_6875624861390077952_n.jpg?_nc_cat =105&ccb=1-7&_nc_sid=19026a&_nc_ohc=3IHAgxxvWV0AX_22Dhq&_nc_ht=scontent-lcy1-2.xx&oh=00_AfDMMiUcgvcXOXGhQPuVU888jnbR9qMvGbGctbdXw465Vw&oe=64C29386

cheers

Tickle

28th Jun 2023, 03:07

I finally saw a 505 in person a year or so ago doing scenic flights at the 12 Apostles, Australia. I guess the weird short skids and rat-nose isn't so bad after all.

Agile

28th Jun 2023, 04:24

I finally saw a 505 in person a year or so ago doing scenic flights at the 12 Apostles, Australia. I guess the weird short skids and rat-nose isn't so bad after all.
you forgot to mention
the engine cowling with venting grills handed out like poker cards
the tail weights exposed and attached with weird cable loops
the collective stick stolen from the R44

The Sicma Seat really stick out like a gem in there

RVDT

28th Jun 2023, 05:20

you forgot to mention
the engine cowling with venting grills handed out like poker cards
the tail weights exposed and attached with weird cable loops
the collective stick stolen from the R44

The Sicma Seat really stick out like a gem in there

...............and the steel tube frame holding the dynamics together, and about a million PH screws to hold the panels on.

IMHO it's more like a re-invented 47J than a 206.

FH1100 Pilot

28th Jun 2023, 17:53

"Rat nose" BWAAAHAHAH. You got that right, Tickle! How did Bell come up with that monstrosity? I guess all of those old 206 designers must have either retired or died.
IMHO it's more like a re-invented 47J than a 206.
I always thought the 505 was just a Soloy J-model with an extra seat. A *fuglier* R-66 if that is even possible (and it almost isn't). Perhaps that's why the 505 has been sloooooow to penetrate the U.S. commercial market. (I wonder if Bell actually dreamed that it would, given the history of the EC120?) Even if its economics are incredible, the 505 still has zero ramp appeal. It's like having a brother with a huge neck goiter: You may love him but you really don't like to look at him. Or like having a *really* homely wife who's great in bed. "Hey honey? How's about wearing that Casper-The-Friendly-Ghonst costume again tonight! Oh, and let's leave the light off again, eh?"