热点资讯股票市场融资 贝尔直升机212的常见用途
文章表示，鉴于消费者面临一系列经济问题，经济学家正在密切关注经济数据的转折点。4月，美国零售商和餐馆的销售额意外不景气，低于经济学家预测的0.4%增幅。于当地时间5月30日发布的美国国内生产总值(GDP)估算报告显示，2024年前3个月的消费者支出低于最初的报告水平。
对于寻找二手中型直升机的运营商来说，贝尔212仍然很受欢迎。
中型Bell 212多用途直升机的起源可以追溯到单引擎UH-1“Huey”军用主力，于1970年获得民用飞机认证。贝尔表示，在1998年停产26年后，在总共交付的919辆车中，511辆仍在服役。
Bell 212系列包括四种型号——普惠PT6T-3B双太平洋动力Bell 212、212 IAF、212HP和由霍尼韦尔T53-17 a/B提供动力的单发动机212S。所有型号都使用双叶螺旋桨，标准内部配置为13名乘客和两名飞行员。
总部位于明尼阿波利斯的全球直升机经销商和经纪人HelicopterBuyer的首席执行官Mark Clancy表示，Bell 212至今仍在广泛使用，公用事业服务约占机队的70%。这包括消防、货物运输和土地勘测。剩下的30%在政府服务或退休。他说，目前大约有30架Bell 212可供出售，其中美国和加拿大各有10架。
克兰西指出：“公用事业市场代表了利用率的演变，因为Bell 212早期主要从事海上能源支持。”。“少数212仍然为该市场服务，但在过去20年中，（大多数）已经被贝尔412EP和莱昂纳多AW139取代。”
克兰西说，随着212过渡到公用事业部门，运营商倾向于拆除直升机的大部分仪表飞行规则设备，以节省重量，最大限度地提高有效载荷，因为大多数公用事业操作都是根据视觉飞行规则进行的。
克兰西补充道，212的价位在过去十年中大幅下降。他报告说：“目前，根据部件的价值和状况，该直升机的售价在100万美元至200万美元的中高区间。”。
尽管其老化，贝尔212继续提供合理的直接维护成本（DMC），与可比的贝尔中型直升机相比。例如，克兰西说，直升机的DMC总额约为每小时572美元，而贝尔205A-1++和212S的DMC为每小时600美元，早期的412/SP/HP型号基于212机身，但直径较小的四叶旋翼系统除外，DMC为650美元。
克兰西补充道，在贝尔212的总DMC中，直升机的PT6T-3B双Pac每小时的价格为233美元，包括组合变速箱。相比之下，他指出，由霍尼韦尔T5317A/B提供动力的Bell 205A-1++的发动机DMC略高，为每小时240美元。他将此归因于霍尼韦尔近年来对新发动机零件和燃料控制大修定价的“大幅提高”，而普惠公司已经找到了降低运营商PT6T-3B发动机DMC的方法。
目前和以前的运营商都证明，直接的维护成本水平，加上可靠性和多功能性能的声誉，使212成为当今中型直升机领域的长期参与者。举个例子，总部位于加利福尼亚州弗雷斯诺的罗杰直升机公司运营着七架贝尔212，平均机队使用年限为35年。该公司副总裁罗宾·罗杰斯解释说，这些直升机主要用于消防、建筑和救灾任务。
对于罗杰斯来说，贝尔212脱颖而出是因为它在炎热的天气/高海拔条件下的“出色表现”。他说：“我们还没有看到一种类似的新型直升机在高温条件下表现得像贝尔212那样好。”。直升机买方Mark Clancy证实，Bell 205A-1++和Bell 212S在夏季和海拔5000英尺以上的高温作业中是与Bell 212/HP最接近的竞争对手。两者都停产了。
Rogers表示，Bell和普惠公司的OEM支持仍然“非常好”，没有供应链或零部件供应问题。“此外，许多供应商仍然支持直升机，更多的新升级项目即将推出。例如，我知道有一家供应商正在开发重量更轻的尾梁，”他说。
里克·利文斯顿（Rick Livingston）在去年出售其山地直升机业务时，已经有20多年驾驶贝尔212的经验，他报告说，从1999年开始，在该公司成立的头几年里，原始设备制造商的支持很好，但随着时间的推移，这种支持往往会在一定程度上减弱。1999年至2020年间，Intermountain驾驶1972年至1975年的212年份飞机。
利文斯顿说：“贝尔确实为212人提供了支持，但不像他们曾经那样热情——尤其是在过去五年里。”。“贝尔告诉我们，我们需要等待长达一年的贝尔212专用零件，这并不罕见。他们手头的库存（零件）似乎有限。”
目前的Intermountain直升机所有者Travis Harold同意，由于需求和这是一架老式飞机的事实，在某些零件上可能会有很长的交付周期。他列举了转子叶片。他说：“如果你早上从贝尔公司订购212的转子叶片，那么它不太可能在当天下午发货。”。
加利福尼亚州麦克莱伦的Helimax Aviation维修总监Steve Randalls报告称，该公司从2013-19年开始运营Bell 212，主要用于消防。他说，在此期间，只发布了七项适航指令。他解释道：“其中一个用于尾旋翼桨叶，因为人们担心会出现分层和开裂；另一个用于主旋翼桨叶的夹板倍频器，以检查空隙、腐蚀和开裂。”。据贝尔公司称，到目前为止，美国联邦航空管理局已经在贝尔212上发布了55份广告。
Randalls说：“就直升机而言，这是一个非常坚固的机身，尤其是在消防环境中。”。“我们的调度可靠性在97-99%之间。”
贝尔212任务
超过70%的现役Bell 212飞机正在执行多用途任务。这包括民用和军用多功能、消防设施、通用设施、货物运输、土地调查和新闻媒体任务。
For operators looking for a used, medium-sized helicopter, the Bell 212 is still popular.
Tracing its ancestry to the single-engine UH-1 “Huey” military workhorse, the medium-size Bell 212 utility helicopter was civil aircraft certified in 1970. Twenty-three years after it went out of production in 1998, out of a total of 919 delivered, 511 are still in service, according to Bell.
The Bell 212 family includes four variants—the Pratt & Whitney PT6T-3B Twin-Pac powered Bell 212, 212 IAF, 212HP, and the single-engine 212S that is powered by a Honeywell T53-17 A/B. All use a twin-blade propeller, and have a standard interior configuration of 13 passengers plus two pilots.
According to Mark Clancy, CEO of HelicopterBuyer, a Minneapolis-based global helicopter dealer and broker, the Bell 212 continues in wide use today with utility services accounting for approximately 70% of the fleet. This includes firefighting, cargo transport and land surveying. The remaining 30% are in government service or retired. Currently, he says, about 30 Bell 212s are available for sale, including 10 each in the U.S. and Canada.
“The utility market represents an evolution in utilization, in that the Bell 212 had been primarily engaged in offshore energy support in its early years,” Clancy notes. “A few 212s still serve that market, but (most) have been replaced in that role by the Bell 412EPs and Leonardo AW139s over the past 20 years.”
As the 212 transitioned to the utility sector, says Clancy, operators tended to remove much of the helicopter’s instrument flight rules equipment to save weight to maximize payload, since most utility operations are done under visual flight rules.
Clancy adds that the 212’s price-point has dropped significantly over the past decade. “Currently, the helicopter is selling in the mid-to-high $1 million to low $2 million range, depending on component value and condition,” he reports.
Despite its age, the Bell 212 continues to offer reasonable direct maintenance costs (DMC), compared to comparable Bell medium helicopters. For example, Clancy says that the helicopter’s total DMC is approximately $572 per-hour versus $600/hour for the Bell 205A-1++ and 212S, and $650 DMC for an earlier 412/SP/HP model which is based on the 212 airframe, except with a smaller diameter four-bladed rotor system.
Clancy adds that of the Bell 212’s total DMC, the helicopter’s PT6T-3B Twin-Pac accounts for $233 per-hour including the combining gearbox. In comparison, he notes that the engine DMC for the Bell 205A-1++, powered by a single Honeywell T5317A/B, is slightly higher at $240 per hour. He attributes this to “substantially increased” pricing from Honeywell for new engine parts and fuel control overhaul pricing in recent years, while Pratt & Whitney has found ways to reduce PT6T-3B engine DMC for operators.
Direct maintenance cost levels, combined with a reputation for reliability and versatile performance, have made the 212 the long-term player in the medium helicopter space that it occupies today, current and former operators attest. As a case in point, Fresno, California-based Roger’s Helicopters operates seven Bell 212s, with an average fleet age of 35 years. The helicopters are used mainly for firefighting, construction and disaster relief missions, explains company Vice President Robin Rogers.
For Rogers, the Bell 212 stands out because of its “excellent performance” under hot day/high altitude conditions. “We have not seen a comparable new helicopter that does as well under high and hot conditions, at the price point of a Bell 212,” he says. HelicopterBuyer’s Mark Clancy verifies that the Bell 205A-1++ and the Bell 212S are the nearest competitors to the Bell 212/HP for high and hot operations, during the summer and at elevations above 5,000 ft. above sea level. Both are out of production.
Rogers states that OEM support from both Bell and Pratt & Whitney continues to be “very good” with no supply chain or parts availability issues. “Also, a number of vendors still support the helicopter and more new items for upgrades are coming available. For example, I know of one vendor who is developing a lighter weight tail boom,” he says.
With more than 20 years of experience flying the Bell 212 by the time he sold his Intermountain Helicopter operation last year, Rick Livingston reports that during the company’s first years of ownership, commencing in 1999, OEM support was good, but as the years progressed, it tended to wane to some extent. Between 1999-2020, Intermountain flew a 1972 and 1975 vintage 212.
“Bell does provide support for the 212, but not as enthusiastically as they once did—especially over the past five years,” says Livingston. “It wasn’t unusual for Bell to tell us that we had to wait up to one year for the parts, specific to the Bell 212, we needed. They seemed to have a limited amount of stock (parts) on hand.”
Current Intermountain Helicopter owner Travis Harold agrees that on some parts, there may be long lead times, due to demand and the fact it is an older aircraft. He cites rotor blades. “If you order a rotor blade for the 212 from Bell in the morning, it’s not likely it will be shipped out that afternoon,” he says.
Steve Randalls, director of maintenance for Helimax Aviation in McClellan, California, reported that the company operated a Bell 212 from 2013-19, primarily for firefighting. During that period, he says, only seven airworthiness directives (ADs) were issued. “They included one for the tail rotor blades, because there was some concern about delamination and cracking; and one for the main rotor blades’ grip plate doublers to check for voids, corrosion, and cracking,” he explains. According to Bell, a total of 55 ADs have been issued by the FAA on the Bell 212 to date.
“It’s a very robust airframe, as far as helicopters go, especially in the firefighting environment,” says Randalls. “We had a dispatch reliability rate of between 97-99%.”
Bell 212 Missions
More than 70% of active Bell 212 aircraft are flying in utility missions. This includes civilian and military multi-role, firefighting utility, general utility股票市场融资, cargo transport, land surveying, and news media missions.
克兰西and贝尔for直升机发布于：北京市声明：该文观点仅代表作者本人，搜狐号系信息发布平台，搜狐仅提供信息存储空间服务。