Bell 525 Relentless
I also find the reported TT of the flight crew surprising, to put it midly. As well as a couple other details of the report.
CVFDR installed but not operational? No cockpit cameras? OEI training mode safeguard completely eliminated?
That is certainly not how I would have imagined testing of these regimes on such a complex helicopter would have gone down nowadays at one of the major players in the industry.
The data in the report seems unbelievably undetermined to me, considering these test flights should be monitored way more closely than any other type flight.
The 525 with only 2 SOB sure can carry a ****load of FTE, why not use that to the max when going simulated OEI at 185kt?
CVFDR installed but not operational? No cockpit cameras? OEI training mode safeguard completely eliminated?
That is certainly not how I would have imagined testing of these regimes on such a complex helicopter would have gone down nowadays at one of the major players in the industry.
The data in the report seems unbelievably undetermined to me, considering these test flights should be monitored way more closely than any other type flight.
The 525 with only 2 SOB sure can carry a ****load of FTE, why not use that to the max when going simulated OEI at 185kt?
I think these helicopter hours could be correct theoretically if they got ATPL H add on from an ATPL A, but would be amazed that Bell would employ test pilots with so little hours in helicopters.
Maybe it is just their civilian experience, not their previous military time, not sure how the NTSB list the experience of pilots.
Maybe it is just their civilian experience, not their previous military time, not sure how the NTSB list the experience of pilots.
From the report:
The pilot held a letter of authorization (LOA) from the Federal Aviation Administration (FAA) dated December 2, 2015, authorizing him to act as pilot-in-command (PIC) of the Bell experimental helicopter designated model 525. He completed crew resource management (CRM) training on January 12, 2015. The pilot graduated from the United States Naval Test Pilot School (USNTPS) in 2010. He then worked on numerous flight test projects involving the Bell AH-1W (SuperCobra, a twin-engine attack helicopter) and UH-1Y (Venom/Super Huey, a twin-engine utility helicopter). On September 23, 2013, he was hired by the Bell Helicopter flight test department as a pilot for the Bell 525 program.
The copilot held an LOA from the FAA dated December 2, 2015, authorizing him to act as PIC of the Bell experimental helicopter designated model 525. He completed CRM training on January 12, 2015. The copilot completed US Navy flight training in 2000 and graduated from the USNTPS in 2006. He then worked on numerous AH-1W and UH-1Y test programs. On August 2, 2010, he was hired by the Bell Helicopter flight test department as a pilot for the Bell 525 program.
The copilot held an LOA from the FAA dated December 2, 2015, authorizing him to act as PIC of the Bell experimental helicopter designated model 525. He completed CRM training on January 12, 2015. The copilot completed US Navy flight training in 2000 and graduated from the USNTPS in 2006. He then worked on numerous AH-1W and UH-1Y test programs. On August 2, 2010, he was hired by the Bell Helicopter flight test department as a pilot for the Bell 525 program.
I think these helicopter hours could be correct theoretically if they got ATPL H add on from an ATPL A, but would be amazed that Bell would employ test pilots with so little hours in helicopters.
Maybe it is just their civilian experience, not their previous military time, not sure how the NTSB list the experience of pilots.
Maybe it is just their civilian experience, not their previous military time, not sure how the NTSB list the experience of pilots.
The NTSB just puts down whatever you put down on the form (6120). Obviously someone other than the pilots filled it out and probably entered what information they had access to.
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Here is the link to the accident docket at NTSB. See attachment 10 for details on pilots.
https://dms.ntsb.gov/pubdms/search/h...docketID=60663
https://dms.ntsb.gov/pubdms/search/h...docketID=60663
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I read this but i didnt' see anything about hydraulics saturation
maybe i missed it somewhere
is the hydraulics in this machine able to deliver pressure with those stoke lengths at that frequency?
seems like a big job for a hyraulic pump
DCA16FA199, Bell 525, N525TA
maybe i missed it somewhere
is the hydraulics in this machine able to deliver pressure with those stoke lengths at that frequency?
seems like a big job for a hyraulic pump
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More video of 525 in Canada
Some more footage of the 525, still testing up in Yellowknife. Plus a few words from the Chief Pilot about his favorite pubs in the Northwest Territories. Starts around 4:00...
Airborne Public Service
The German Bundespolizei are looking to modernise their air support fleet, probably starting with replacing their Airbus Helicopters H155 as they are 2 decades old. One option according to this article is non other than the 525.
https://www.flightglobal.com/news/ar...enewal-460725/
Bell promoted parapublic missions for The Relentless when it came out, remember the various SAR mock ups at Heli Expo or Farnborough over the years?
Any thoughts?
cheers
https://www.flightglobal.com/news/ar...enewal-460725/
Bell promoted parapublic missions for The Relentless when it came out, remember the various SAR mock ups at Heli Expo or Farnborough over the years?
Any thoughts?
cheers
Bell appear to be saying that the FAA have now increased scrutiny on self certification And [apparently] finding grounds for criticism in the Bell system.
Which begs the question..... are there Max type technical errors in the product line?
Kill 250 at a time in a jetliner and there is rightly a furore but the deaths of a few here and there cause less concern [until something large and Airbus drops into the North Sea]
The regime of self certification may be behind the unchecked ‘errors of judgement’ that led to the creation of the 427 that did not meet JAR requirements [fuel Tanks in the cabin]. Unlike the MD900 that had similar non-compliance issues the answer was not modification, they had to go the whole way with a new 429.
Which begs the question..... are there Max type technical errors in the product line?
Kill 250 at a time in a jetliner and there is rightly a furore but the deaths of a few here and there cause less concern [until something large and Airbus drops into the North Sea]
The regime of self certification may be behind the unchecked ‘errors of judgement’ that led to the creation of the 427 that did not meet JAR requirements [fuel Tanks in the cabin]. Unlike the MD900 that had similar non-compliance issues the answer was not modification, they had to go the whole way with a new 429.
The partial government shutdown in January had Indeed an impact of certification process of all aircrafts but it's over for months now.
Several fixed wings new aircrafts have been certified this year by the FAA and none manufacturer has use the 737 Max excuse to explain delays in their certification process.
Several fixed wings new aircrafts have been certified this year by the FAA and none manufacturer has use the 737 Max excuse to explain delays in their certification process.
The Sultan,
The certification process of the first commercial helicopter with fly-by-wire flight controls can only be very difficult and there is no shame to get delays to achieve it but is it the fault of Boeing ?
The certification process of the first commercial helicopter with fly-by-wire flight controls can only be very difficult and there is no shame to get delays to achieve it but is it the fault of Boeing ?
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Bell appear to be saying that the FAA have now increased scrutiny on self certification And [apparently] finding grounds for criticism in the Bell system.
Which begs the question..... are there Max type technical errors in the product line?
Kill 250 at a time in a jetliner and there is rightly a furore but the deaths of a few here and there cause less concern [until something large and Airbus drops into the North Sea]
The regime of self certification may be behind the unchecked ‘errors of judgement’ that led to the creation of the 427 that did not meet JAR requirements [fuel Tanks in the cabin]. Unlike the MD900 that had similar non-compliance issues the answer was not modification, they had to go the whole way with a new 429.
Which begs the question..... are there Max type technical errors in the product line?
Kill 250 at a time in a jetliner and there is rightly a furore but the deaths of a few here and there cause less concern [until something large and Airbus drops into the North Sea]
The regime of self certification may be behind the unchecked ‘errors of judgement’ that led to the creation of the 427 that did not meet JAR requirements [fuel Tanks in the cabin]. Unlike the MD900 that had similar non-compliance issues the answer was not modification, they had to go the whole way with a new 429.
Boeing WAS cheating with the MAX certification. The professional approach should have been an entire new type certificate for the MAX, not an add on to the original 737 type. The professional approach would have cost too much money and Boeing would have lost ground to Airbus. They are really going to lose ground now.
Best of luck to Bell.
https://www.bizjournals.com/dallas/n...n-737-max.html