The First-Ever Civil Tiltrotor Aircraft Will Make Its First Flight in December

Bell/Agusta's Model BA609, the first-ever
civilian tiltrotor, is fast taking shape in Texas.

The Bell/Agusta BA609, the world's first-ever civil tiltrotor aircraft, is fast becoming a commercial reality, with first flight slated for December and certification expected in late 2003. Four test aircraft are planned, with two to be completed this year and two in 2002.

Bell/Agusta, the trans-Atlantic partnership producing the revolutionary craft, reports 80 advance orders from 42 different customers in 18 countries. They'll be fulfilled from Bell Helicopter Textron in Texas and a new assembly line to be set up by Agusta in Italy. Japan's Fuji Heavy Industries has the contract to build all of the production fuselages.

"The aircraft and airworthiness will be identical," promises Bell BA609 sales chief Don Barbour. The Bell factory in Amarillo, TX and the Agusta line outside Milan will use the same suppliers. Italian production is to get underway in the second or third year of BA609 commercial output, hence 2006 or 2007.

"We're planning to ramp up to a maximum of 60 per year when we have both facilities in service," Barbour says.

The partners figure to seek country-by-country certification of the radical new aircraft. It is radical because it will take off like a helicopter yet cruise like a turboprop fixed wing craft. "The transition from helicopter mode to airplane mode takes 20 seconds," says Bell, "as does the transition from airplane mode to helicopter mode."

Bell/Agusta is planning to offer several interior configurations, including a nine-seat utility or airline arrangement, at least two six- to nine-seat executive club set-ups, and a seating plan for offshore shuttle use allowing for life-raft stowage. BA609 developers are working with Creative Interiors of Wichita, KS, which won the tiltrotor interiors work after a competitive bid process.
"Their designs are fresh and progressive," Barbour says, "

yet durable and functional, with a quality commensurate with today's corporate and utility traveler."

"We're excited by their innovation and quality," he told Show News. Medical and VIP interiors will be developed on a one-by-one basis.

The BA609 will have the Rockwell Collins Pro Line 21 avionics suite and a pair of PT6C-67A turboshaft engines from Pratt & Whitney Canada, connected with a special cross-shaft. The aircraft will cruise at 275 knots with a maximum unrefueled range of 750 nmi, or 1,000 nmi with auxiliary tanks. Pressurization and de-icing will be standard.

Bell/Agusta is no longer quoting a price for the BA609, confirming only that initial orders were taken in 1997-1998 at $8 million to $10 million in 1996 dollars. Today the partners are accepting refundable deposits of $150,000 with the provision that a firm price will be disclosed 25 months in advance of delivery. BA609s ordered today won't be available for delivery until about 2007.
As for direct operating costs, "it's really closer to a helicopter profile," Barbour concedes, even though the BA609 is expected to operate 98% of the time as a turboprop, with the rotors tilted forward, propelling the aircraft like a conventional winged airplane. Target DOC is 30% to 40% less than conventional helicopters, on a seat-mile basis.

The seat-mile is key, as the BA609's 275-knot speed will make it quite economical, says Barbour, given the fact that it can land anywhere. The BA609, he points out, will fly twice as fast, and twice as far, as a comparable helicopter.

Barbour highlights the strict airworthiness requirements governing civilian aircraft when asked if the problems-fatal crashes-experienced by the V-22 Osprey military tiltrotor are relevant to the BA609. "The answer is in meeting the airworthiness requirements," he says. BA609 buyers, like other civil aircraft customers, will be offered a product presenting "the lowest risk available."

-Rich Piellisch