While still circumspect about certification timing, Bell is conducting a series of tests on its Model 525 in preparation to have icing approval in hand when the super-medium-twin helicopter enters service. Bell (Booth 3117, Static S71 and S73) has fitted a fully kitted 525, S/N 14, with shapes that simulate various forms of icing for testing of loads and handling qualities.
The Fort Worth, Texas-based rotorcraft manufacturer anticipates those tests to be completed and the aircraft ready to fly to Marquette, Michigan, in the next few days for testing in actual icing conditions. There, the 525 will fly behind a tanker that produces an icing spray. Icing tests are anticipated to continue into April, after which the helicopter will return to the company’s facility in Arlington, Texas.
Speaking to reporters in advance of Heli-Expo, Bell executives said plans call to obtain an amended type certification (TC) for icing as it secures full approval for the 525. “We’re doing that a little differently,” said Bell 525 program director Derek Mookhoek. “Rather than having the basic TC, having [the helicopter] enter into service, and then do a follow-on amended TC, we want to work that in parallel.”
This will enable the fly-by-wire helicopter to be in configuration and “and more sellable to our customers at first delivery,” Mookhoek added.
Bell unveiled the 525 Relentless in 2012 as a super-medium that could compete against larger helicopters at a lower cost. The manufacturer flew the first prototype in July 2015, but a series of setbacks—including the 2016 loss of the first flight-test vehicle—pushed out the certification of the program.
In addition, the complexities associated with its fly-by-wire controls—the first civilian rotary-wing to incorporate such a system—has further lengthened the process. But in January, the FAA issued special conditions surrounding the four-axis fly-by-wire system, a key milestone toward certification.
Bell president and CEO Mitch Snyder was encouraged by the headway the program has made overall toward certification, saying it has advanced not only in the flight tests “but also in the documentation.” He further expressed confidence that “we’ll make tremendous progress this year. This is going to be a good year.”
Doug May, v-p of flight operations, added that the company still has some type inspection authorization flights and is working through certification reports. “We are getting closer and closer to the finish line and the engagement with the FAA continues to increase,” he said.
While this is ongoing, Bell has set up the production line at its factory in Amarillo, Texas, and has begun building the initial copies. However, May could not say when the first completed customer versions would roll off the line, pointing out that this is dependent on certification.
Bell needs to first see “if there’s any other changes that have to happen before those aircraft really go to customers,” he said. “As we get into next year, we will absolutely start seeing aircraft that are complete.”
As the program approaches certification, Snyder stated the company is “starting to really work with our customers,” in addition to preparing the aircraft for the market. He added that the 525 was well received from a demo tour conducted late last year that brought the helicopter to key locations in the U.S. “We had a lot of touchpoints with customers. They loved the aircraft. So that was fun to finally get to show it off.”
Tim Evans, Bell's director of business development, noted the company had a three-week window last fall to bring the helicopter to potential customers. “We wanted to put this back into the hands of the customer advisory board that helped us design it.”
Notably, the tour launched in Houston, where it was showcased to the oil and gas market. Evans estimated that as many as a dozen oil and gas companies were able to see it and “the overall feedback was extremely positive,” he remarked. Importantly, the customers were able to get a feel for the 525’s fly-by-wire system and side stick, and he said they were “pleased with how quickly they were able to adapt to that.” The oil and gas market is “certainly more bullish than it has been. That market is starting to come back,” Evans noted.
Bell also displayed the helicopter to parapublic operations and potential government and foreign military customers during a stop in Washington, D.C. In all, the tour involved 45 sorties and more than 400 people flew in the aircraft, Evans stated, noting that it had a 100 percent dispatch rate.
The Bell executives did not detail order backlogs, nor first customer, but the company is also clearly eyeing northern locations with the opening of a 525 Experience Center last year at the Stavanger Airport in Norway. Bell partnered with its area independent representative, the Norwegian Aviation & Defense Group, to establish the facility, as it looks at the offshore energy market. The company had already formed a partnership with Norwegian oil and gas operator Wintershall Dea Norge AS to bring enhanced operational helicopter safety to the North Sea.
Among other key milestones, added Michael Thacker executive v-p of innovation and commercial business, were test flights of the 525 using sustainable aviation fuel. He said this is “highlighting the ability to bring these environmentally sound operating practices to our largest and most capable aircraft.”