Bell 505 Jet Ranger X
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I cannot seem to find on the internet a figure for the interior width of the 505
I/C
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If that machine is sold to a commercial operator and placed on a work site (an exploration program for example) you can rest assured that you'd be expected to load a stretcher if the need arose. I was not talking about dedicated HEMS, for obvious reasons ie, it makes no sense.
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Old article, but this shows one concept for 505 in EMS configuration:
https://www.verticalmag.com/news/uni...-jet-ranger-x/
https://www.verticalmag.com/news/uni...-jet-ranger-x/
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And anyway, with its L-4 drivetrain and 504 horsepower engine,
Bell rep also quoted a delivery date for an order placed now as "2019."
Did I misunderstand what you meant by "L4 drive train"?
My first close up look at the 505 was at Heli Expo this year and, overall, I was quite impressed. Lots of value for the money IMHO. Cant help but wonder how long initial pricing will hold.
EN48
Yes you did not understand. The nodal beam is not part of the drivetrain. It is the pylon support or basically part of the airframe.
As to vibration suppression Bell's attempt to have no nodal beam to reduce cost resulted in unacceptable vibration. To correct this Bell installed a liquid vibration reduction system on production models which is similar to a nodal beam in purpose. The Frahm is a standard device to reduce vibration further if desired and can be found along with active hammers on 429's, 350s, 76's, 92's etc.
Yes you did not understand. The nodal beam is not part of the drivetrain. It is the pylon support or basically part of the airframe.
As to vibration suppression Bell's attempt to have no nodal beam to reduce cost resulted in unacceptable vibration. To correct this Bell installed a liquid vibration reduction system on production models which is similar to a nodal beam in purpose. The Frahm is a standard device to reduce vibration further if desired and can be found along with active hammers on 429's, 350s, 76's, 92's etc.
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The nodal beam is not part of the drivetrain
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Aviation Week published a pilot's report: Flying Bell?s 505 Jet Ranger X Light Helicopter | Business Aviation content from Aviation Week
The 505 probably has more in common with a 47J than an L4.
Had a look at one at HAI in Dallas and in all honesty it looks crude.
So much for an elegant and simple solution.
I think the cab section is made in Spain.
It looked to be about as elegant as an R22. Lots of screws everywhere.
Tubular frame - cables to the TR control.
I doubt that it will be as durable as a 206.
Time will tell.
Had a look at one at HAI in Dallas and in all honesty it looks crude.
So much for an elegant and simple solution.
I think the cab section is made in Spain.
It looked to be about as elegant as an R22. Lots of screws everywhere.
Tubular frame - cables to the TR control.
I doubt that it will be as durable as a 206.
Time will tell.
You guys are looking at the marketing mockup. Production bird looks completely diffferent back there, notice that the transmission mounting system doesn't look like the fluid damper version in the production design
Articles on the aircraft
Appears to have pretty solid feedback form initial press pilot Eval's
http://www.ainonline.com/aviation-news/business-aviation/2017-04-12/bell-505-delivers-smooth-ride-test-flight
https://assets.verticalmag.com/digital/2017/V16I2/html5/index.html?page=1&noflash
http://www.ainonline.com/aviation-news/business-aviation/2017-04-12/bell-505-delivers-smooth-ride-test-flight
https://assets.verticalmag.com/digital/2017/V16I2/html5/index.html?page=1&noflash
Last edited by bellblade2014; 13th Apr 2017 at 14:43. Reason: Add additional link
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here is a direct link to the article regarding the 505.
https://www.verticalmag.com/features...utm_content=V1
Looks like a lot of the issues brought up here were answered.
https://www.verticalmag.com/features...utm_content=V1
Looks like a lot of the issues brought up here were answered.
So , how many of you are getting a pan out to start cooking your hats ...ready to EAT !!! All of the doomsters said it wouldnt be certified , wouldnt be able to cruise with level cabin , wouldnt lift etc etc Well it certainly seems to do everything pretty damn well from what i have heard . And it is still , even with our currency , incredible value for money . Personally i think i will pay half in $ and borrow the other half in £ to cover some more currency risk . The warranty also seems too good to be true ...just fuel and standard maintenance for first 1,000 hrs i think ? A very cost effective and easy to fly turbine to suit all owners , including the relatively inexperienced with all the qualities of an L4 ...............
So , how many of you are getting a pan out to start cooking your hats ...ready to EAT !!! All of the doomsters said it wouldnt be certified , wouldnt be able to cruise with level cabin , wouldnt lift etc etc Well it certainly seems to do everything pretty damn well from what i have heard . And it is still , even with our currency , incredible value for money . Personally i think i will pay half in $ and borrow the other half in £ to cover some more currency risk . The warranty also seems too good to be true ...just fuel and standard maintenance for first 1,000 hrs i think ? A very cost effective and easy to fly turbine to suit all owners , including the relatively inexperienced with all the qualities of an L4 ...............
The FADEC really dumbs down the whole power/torque management job. I think one could learn to fly this thing ab-initio so easily. One wouldn't be a particularly complete pilot, but if staying on the type would it matter?
I agree . I think the more you can make a helicopter simple the less likely us pilots are to mess it up !! I notice that FH1100 is remaining very quiet as he slagged it off right from the start .... Everything was wrong , poorly designed and it would never even come into production!! It certainly sets a new bar for a 5 place , 2 bladed helicopter with all the bells & whistles re avionics and massive interior and luggage space . External load of 2,000kg and 1500kg on hook !!
... and as it is using an existing proven transmission, blade and rotor head with a gazillion hours it hopefully won't fold up in flight or require endless mandatory AD's ...
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External load of 2,000kg and 1500kg on hook !!
Now I'm in no way a nay-sayer, nor indeed do I have any intention of eating a hat, but as I understand it right now the landing gear has to be changed after 500 landings (a "hover auto" counts for 25) and the two beams in the floor have to be changed every 500 hours. The endurance is not fantastic and the word on the street is that there are some CG issues depending on how the thing is ballasted empty. For a private operator it might be fine, but for use in commercial operations as of right now, I'm not so sure.
On top of that with regards to overhauling gearboxes and other components there are only a very select few places that are authorized to do it, which conveniently, are now owned by.........Bell.
Trust me, I'm a Bell fan, but it would appear that there are some things that have to be straightened out before we can say that it is a wonderful replacement for the trusty old 206.
Glad they are extending those skids:
Wonder if a new stretched/LongRanger version is also being planned.
The pilot sits ahead of skids on the 505, which are about six inches shorter than the 206B’s, and over two feet shorter than the 206L-4’s. Bell is planning an eight-inch extension to the tail of the skids.