On the Record with
TERRY STINSON, CHAIRMAN AND CEO, BELL HELICOPTER TEXTRON

Bell Takes 'Cautious' Stance on Economy

"We're not as subject to the vagaries of the markets as are fixed-wing aircraft and regional jets," says Terry Stinson.

"Fortunately," notes the chairman and CEO of Bell Helicopter Textron, "our equipment is generally used to make money."

He cites recession-resistant markets including law enforcement, EMS, and the oil patch, where sales remain relatively strong.

Bell expects to turn out between 145 and 150 helicopters when year-end tallies are in, up from 145 in 2001.

All that said, Stinson acknowledges "a slowing of the market." He expresses special disappointment in Asia.

"We had hoped that by now the Pacific Rim market would come back, but Japan in particular is still plodding along," he says. "We, like everybody else, are beginning to see a cautious view of the economy in general. We're being very cautious. We're looking for a solid but not aggressive reaction to our products in the marketplace."

Bell's been considering a new entry-level helicopter, for example, and perhaps another derivative of the Model 412 twin. But don't expect either of them anytime soon.

"It's not so much backing-off as not aggressively launching new development activities," Stinson explains. "At this point in time we're going to go with what we have."

It's still an impressive line-up, with Bell claiming a clear corporate market lead with its twin-engined Model 430 helicopter, the prize of its executive portfolio, now available with a plush deluxe interior by Bell Helicopter's own captive finishing house, Edwards & Associates of Bristol, TN.

Also being promoted worldwide is the AB139, a new twin being developed by Bell/Agusta Aerospace, a partnership with Italy's Agusta. Two test aircraft made their first flights in February and June this year. Certification is due next year.

Likewise in development with Bell/Agusta, with plans for identical aircraft to be built in factories in Texas and Italy, is the BA609 tiltrotor aircraft, of which approximately 80 have been sold.

The BA609 is to make its first flight in December. Certification is planned for late 2003. Cost is believed to be at least $10 million for the vertical-lift, 275-knot, 750-nmi craft. Bell's not even telling customers who make a $150,000 deposit, promising to divulge actual price 25 months prior to delivery. That's up from 18 months.

"We chose to do that ourselves," Stinson says of the change in price notification policy, explaining that there have been some program delays. Customers placing BA609 orders now can expect their aircraft in the second or third year of commercial production, in other words 2006 or 2007.

On the service end, Bell is continuing with its Virtual Internet Support and Technical Assistance program.

"Vista's working extremely well and the people who are saving the most are the customers," Stinson says. Vista was supposed to save Bell some $350,000 per year.

"It's surpassed that," Stinson says.

Pilot Report

Our Man Says Bell 427 is a Smooth Riding 'Pilot's Machine'

The Bell 427 is a conventional three-tonne, twin-engined, single main rotor, anti-torque tail rotor helicopter on a skidded undercarriage. The main rotor rotates counter-clockwise when viewed from above. Two Pratt & Whitney Canada PW207D engines, each rated at 820 shp TOP and housed under large cowlings to the rear of the main gearbox, give a claimed elevated helipad performance at 7,300 feet at ISA + 20 and 6,350-pounds gross.

JetRanger ancestry is obvious in overall shape, configuration and cockpit layout--but what an improvement! The cabin seats six in comfort.

This is a smooth, fast aircraft with a good reserve of power. A delight to fly, Bell has achieved in good measure what many others have struggled to attain. The aircraft flies to its VNE of 150 knots smoothly, straight and level. In maneuvering and turning flight the aircraft is stable and precise to control.

Flying controls have single hydraulic boost, friction but no trim.

The Rogerson-Kratos IIDS is a very useful integrated instrument with room for growth. There is a choice of conventional instruments or EFIS, and with that, the opportunity to create a superior panel layout.

Characterized by simplicity, precise controllability and smooth ride, this aircraft has a good low speed envelope and sloping ground performance.

Acceleration from the hover to forward climb is brisk and at 90% power expect to see 1,800 to 2,000 ft/min. No need for stabilization for the VFR task, the handling qualities in all phases of flight are very pleasant and there is minimal cross-coupling.

There is ample power reserve and the handling in turbulence is good. An autopilot is to be offered for single-pilot IFR, but it won't have too much to do! A pilot's machine. And Bell's product and sales support are legendary.

-Rory Cowan