With respect to the "Killer Hiller" remark...
First let us keep in mind that the FH1100 beat the 206 to the market by a bit. Fairchild-Hiller just started selling the same aircraft to civilians as they proposed to the military. Bell had to redesign their OH-4 LOH entry into what we now know as the 206A. In 1966, Bell's focus was on winning the LOH re-bid. Fairchild-Hiller had already given up on that contract and started selling the FH1100 on the civilian market, getting a slight jump on the boys from Fort Worth. As a kid, I remember seeing FH1100's around before 206's.
Also, there is nothing different about the FH1100's rotor system today than back when it was first introduced. So why were rotors coming off?
We have to remember that back in the mid-1960's helicopters were 70-80 mph aircraft. Then along came the FH1100 which would cruise all day long at 127 mph. You simply cannot get away with stuff at 127 mph that you can at 80. I believe that the instances of mast-bumping in the early FH1100 were simply due to unskilled pilots being unfamiliar with cruising at nearly double the speed of their former 47J's.
The new Jet Ranger presumably will be lighter than the original...
Really? How do you figure that? The last 206B I flew was not plushed-out, had no rotor brake and was on high-skids. It weighed 1832 pounds.
I'm pretty sure that the 505 will be heavier than a 206B. Bigger transmission, bigger rotor system, bigger (non-composite) cabin, heavier seats, bigger engine... I'd be really, really surprised if Bell can bring it to production at much under 2,000 pounds (low skids, basic Utility interior). I'd love to eat these words! There may be a reason Bell hasn't even published any anticipated empty weight for the thing. They probably don't want people going, "Good GOD! That pig's heavier than my old B-model...the one with IFR instruments and the Janitrol heater!!"