Bell 505 Jet Ranger X
Join Date: Nov 2007
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I think people are deluded with the TM engine SBH.....
You have to experience TM at their best to understand, to really understand that is......
Find a single person .... That pays the bills that has been happy with the service provided when needed by TM......
Pays your money, takes your chance ....
You will see ..... .
The worse move bell could have ever made ..... I. Would have a tenner bet now that there are engine options within a few years of launch ....
Happy days
Nelly ...
You have to experience TM at their best to understand, to really understand that is......
Find a single person .... That pays the bills that has been happy with the service provided when needed by TM......
Pays your money, takes your chance ....
You will see ..... .
The worse move bell could have ever made ..... I. Would have a tenner bet now that there are engine options within a few years of launch ....
Happy days
Nelly ...
I tend to agree with you re TM . I would have much preferred the LTS engine or RR but I assume Bell have TM sorted as I am told the engine is a set price with no extra fees for AD,s etc . We shall see but an engine choice is a real possibility in the future if TM act as normal !!
Join Date: Oct 2002
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Well, the good news for nellycopter is that you won't have to deal with Turbomeca anymore.
Now you'll be dealing with Safran Helicopter Engines...
I don't have $1.077 Mil down on a 505, so it's easy for me to say, but I can't see Bell allowing Turbo...Safran Helicopter Engines to drop the ball on 505 support. Bell will have already read them the riot act in terms of the importance of not damaging BHT's customer service reputation, and will I'm sure be monitoring customer service levels (and operator squawks) closely.
Given the heavy price discount that Safran must have agreed to to get onto the 505, they'll doubtless be keen to secure additional business with Bell to make it worth their while, and will therefore understand what's at stake. And as I said 3 years ago, I can't see Bell leaving customers hung out to dry when it comes to engine support.
I/C
Now you'll be dealing with Safran Helicopter Engines...
I don't have $1.077 Mil down on a 505, so it's easy for me to say, but I can't see Bell allowing Turbo...Safran Helicopter Engines to drop the ball on 505 support. Bell will have already read them the riot act in terms of the importance of not damaging BHT's customer service reputation, and will I'm sure be monitoring customer service levels (and operator squawks) closely.
Given the heavy price discount that Safran must have agreed to to get onto the 505, they'll doubtless be keen to secure additional business with Bell to make it worth their while, and will therefore understand what's at stake. And as I said 3 years ago, I can't see Bell leaving customers hung out to dry when it comes to engine support.
I/C
Ian ..I quite agree and would have loved to be a fly on the wall at the ,no doubt ,long and tough negotiations between them !! Hopefully some Bell service ethic will filter down into TM or Safran 
Join Date: May 2016
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Yes. I did
I spoke to the Bell importers, who were unable to tell me a) how much a 505 would actually cost, b) when it would be certified, and c) how long after certification deliveries to the UK, and more specifically to me would occur.
My issue was that I need a helicopter now, and not at an indeterminate point in the future. I'm a new PPL, and will use the machine almost exclusively for business transport. The majority of flights will be 3 or 4 up, and as I'm weighing in at 18st and 6'4", needed something with a bit of poke.
I had a trial flight in an EC120 with a well known Instructor from the Wycombe area, who said given the 90% fuel situation at the time would only be able to take him, me and one other. In spite of the to-die-for looks, it ruled it out for me.
A lot of folks suggested buying a 206BIII, but I'm not comfortable having something with so many years service behind it, no warranty at all, and more importantly, something where my head was sandwiched in the ceiling glass recess.
Having trained and passed in an R44, the flight characteristics were very similar and the conversion very straightforward. The running costs are low, and whilst I accept fully the arguments about the 2000hr / 12 year element, I still think the EC120 for example, with its 12 year airframe and 15 year engine overhauls is, broadly speaking, just as painful. People I've spoken to don't speak in glowing terms about either Airbus or TM on the maintenance front either, but acknowledge that some of you may have more positive experiences.
Our machine does have crashworthy seats (albeit not of the same design and construction, and not as sexy as those of 505 /H120 ), glass, autopilot, air conditioning, traffic and synthetic vision, so I feel its a bit unfair to describe it all as old tech - RHC is getting more up to speed.
Whether the 505 will cruise at 125kts at 80% is completely moot for me right now, as I can't have one. Our R66 with all the added weight of the options limps along at about 108-112kts at max continuous and 4 POB, which is good enough for us, but might not please everyone.
I'm well aware of the concerns over handling characteristics of RHC machines, and have done everything I can to be aware of them, to understand how to avoid them, and what to do in the event of the incipient stage. I'd be the first to admit that this is a definite weakness by comparison with the competition.
The reality is that I don't know how much use our machine will get. I reckon 150-180hrs per annum is a realistic target, but I guess a lot down to the UK weather. If 4 years in, I'm able to spec and buy a 505, and it does fly faster, smoother and with a higher specification, I might well buy one, and I may well lose my shirt on the R66, but so be it.
I'm sorry for the essay, but just wanted to explain the rationale. I think any heli purchase is a compromise over a number of factors, and the final decision is an extremely subjective one. My main point being that if you need a helicopter right now, no matter how good it ends up being, you can't have a 505. And for the time being, I'm in the minority of really enjoying the R66.
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Yes but if they improve on this matter, what will be left to the competitors ? 
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maybe culture change as well with Bell sitting on their shoulders ...
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Last edited by HeliHenri; 27th May 2016 at 08:15.
Hello Kiwi500,
My post was referring to Nigelh comment about the support improvement of Turbomecca. does it make sense now ? (I delate it if not)
When I posted my comment, the post from FlimsyFan was not visible (it takes more time to appear as a new member)
My post was referring to Nigelh comment about the support improvement of Turbomecca. does it make sense now ? (I delate it if not)
When I posted my comment, the post from FlimsyFan was not visible (it takes more time to appear as a new member)
Join Date: Jun 2004
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Anyone with a good guess of the real world lifting capacity (external) of the 505? I've never lifted anything with a Jetranger/ Longranger. Years with 350 (except an ancient B), some with 500D/E and a bit with a 205...
I guess 350 is still gonna be hard to beat in terms of price vs. capacity. But there's jobs you don't need to lift a ton. Many times loads can be adjusted to the capacity of the helicopter if the price is right. Bell only says in their brochures payload is 680kg+. Is that internal, external or both?
Just generally interested if 505 could be usable as an external load machine, that's all.
I guess 350 is still gonna be hard to beat in terms of price vs. capacity. But there's jobs you don't need to lift a ton. Many times loads can be adjusted to the capacity of the helicopter if the price is right. Bell only says in their brochures payload is 680kg+. Is that internal, external or both?
Just generally interested if 505 could be usable as an external load machine, that's all.
Last edited by Finnrotor.com; 26th May 2016 at 23:42.
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The optional accessories list includes a 2,000 lb cargo hook. That's the same capability as the 206L-4 LongRanger, and compares to 1,500 lb for the 206B-3 JetRanger.
I/C
I/C
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The optional accessories list includes a 2,000 lb cargo hook. That's the same capability as the 206L-4 LongRanger, and compares to 1,500 lb for the 206B-3 JetRanger.
I/C
I/C
Originally Posted by wikipedia
Agusta A109 Power (2 x Arrius 2K1/2K2)
Bell 505 Jet Ranger X (1 x Arrius 2R)
Eurocopter AS355 N Ecureuil 2 (2 x Arrius 1A)
Eurocopter AS355 NP Ecureuil 2 (2 x Arrius 1A1)
Eurocopter AS555 Fennec (2 x Arrius 1M)
Eurocopter EC135 T1 (2 x Arrius 2B1/2B1A)
Eurocopter EC135 T2 (2 x Arrius 2B2)
Eurocopter EC635 T1 (2 x Arrius 2B1/2B1A)
Eurocopter EC635 T2 (2 x Arrius 2B2)
Eurocopter EC120B Colibri (1 x Arrius 2F)
Kamov Ka-226T (2 x Arrius 2G1)
Mil Mi-34S2 (1 x Arrius 2F)
Bell 505 Jet Ranger X (1 x Arrius 2R)
Eurocopter AS355 N Ecureuil 2 (2 x Arrius 1A)
Eurocopter AS355 NP Ecureuil 2 (2 x Arrius 1A1)
Eurocopter AS555 Fennec (2 x Arrius 1M)
Eurocopter EC135 T1 (2 x Arrius 2B1/2B1A)
Eurocopter EC135 T2 (2 x Arrius 2B2)
Eurocopter EC635 T1 (2 x Arrius 2B1/2B1A)
Eurocopter EC635 T2 (2 x Arrius 2B2)
Eurocopter EC120B Colibri (1 x Arrius 2F)
Kamov Ka-226T (2 x Arrius 2G1)
Mil Mi-34S2 (1 x Arrius 2F)
