PILOT REPORT

The twin-turbine 429 lifts off the ground Bell 429 Specifications and Performance “wings level” and just slightly nose up. Goal Actual Max takeoff weight 7,000 lb 7,000 lb Empty weight 4,300 lb 4,410 lb Useful load 2,700 lb 2,590 lb Max cruise speed w. skids 142 kt 150 kt (mtow, SL, ISA) Max speed (Vne) n/a 155 kt Long-range cruise speed n/a 130 kt Max operating 20,000 ft 20,000 ft Hover out of ground effect 9,300 ft 11,280 ft (mtow, TOP, ISA) Hover in ground effect 12,000 ft 14,130 ft (mtow, ISA) Range 350 nm 368 nm (mtow, SL, ISA) U E I L

U Endurance with IFR reserve A

E 2.25 hr 2.26 hr B (mtow, SL, ISA) S E V Y

Direct operating costs :

S $667 $664 O (Fuel $3/gal, labor $75/hr) T O H P Price $3.95 million* $4.865 million**

delayed certification of the 429 *Goal price when 429 announced at Heli-Expo in February 2005. ** Actual/current price in 2007 dollars. Bell Helicopter plans to announce a revised price after has been a talking point for the model receives its type certificate. the last year or so. We wanted to hit the mark with this aircraft–to with room for two patients on 427’s 102-cu-ft cabin. Regarding under-promise and over-deliver– stretchers and two attendants. price, Marshall said, “The 429’s Bell 429 and I think the only area we Company executives looked to price is just slightly higher than missed was the schedule. It has the MAPL research team for a that of the EC 135 and much less Bell’s new light twin taken a bit longer than expected.” solution and found the modular than the 145’s and 109’s pricing.” By the end of this year, Bell cabin design well into develop- Useful load of the 429 when nears FAA certification expects to deliver eight to ten ment. That led to a decision to certified will be 2,590 pounds, by R. Randall Padfield 429s and have three or four in scrap plans for the 427i, which though Bell expects to increase customer service. The first air- would have brought some of this to 2,640 pounds. Eurocopter By the time you read this, it company brought to the Paris Air craft will be going to U.S. airmed the above improvements to the reports the useful loads for the is likely that Bell Helicopter will Show last month to fly in the operator Air Methods, which will 427 design. (Production of the 427 EC 135 and 145 as 3,208 pounds have received Transport Canada daily flight display and provide fly the helicopter for an undis- will end later this year as 429 and 3,953 pounds, respectively. type certification for its twin- more demonstration flights. This closed hospital. Ramping up to a deliveries increase.) Marshall explained that the 429’s turbine Bell 429 light helicopter. “mostly production aircraft” will full production rate of 96 in 2012, Though the Bell 429 is being useful load includes the weight of Though not quite as likely, the eventually be sold to a customer. Bell is planning some 40 deliver- certified as a light helicopter equipment for single-pilot IFR, FAA might also have validated The 429’s flight-test program ies next year and 70 to 80 in under FAR Part 27 (which limits two pilot seats, six passenger Transport Canada’s TC, since the has accumulated more than 1,800 2011, Marshall said. mtow to 7,000 pounds), Bell seats and a standard interior, U.S. agency has been following hours using two prototypes and contends that its cabin is closer while the Eurocopter numbers the process closely. The European three pre-production aircraft since A Brand-new Design in size to that of an 8,000- do not. He said, “We have estab- Aviation Safety Agency (EASA) the first prototype flew on Feb. While the 429’s resemblance to 9,000-pound intermediate-size lished that the EC 135 has about is expected to add its own vali- 27, 2006. When Bell announced to its Bell 206 JetRanger heritage helicopter, which would be certi- 120 pounds more useful load today dation a few weeks later, after the 429 in February 2005 at is unmistakable, Bell officials fied under Part 29. “We see the than the 429, when compared EASA pilots do their own certifi- Heli-Expo in Anaheim, Calif., insist “the 429 is essentially 429’s cabin size as comparable to apples-to-apples. But the 429 has cation flight testing. the company estimated it would brand new.” Conceptual work the [Eurocopter] EC 145’s and greater speed, hover performance, Anticipating the imminence of receive Transport Canada and on the 429 began in 2003 after about 30 percent larger than the fuel capacity and range.” He also type certification, Bell Helicopter FAA certification in the first Bell accepted that its twin-tur- EC 135’s and [Agusta] A109’s said the 429 already meets most invited four aviation journalists to quarter of 2007 and begin first bine, dual-pilot IFR Bell 427, cabins,” Marshall said. While Part 29 requirements, simplifying its assembly facility in Mirabel, deliveries later that year. As Neil certified in 1999, did not meet the various factors make precise certification of future, heavier Quebec, in May for Bell 429 brief- Marshall, Bell Helicopter pro- needs of air medical operators, comparisons of these helicopters’ derivatives. Currently, the aircraft ings and demonstration flights. gram director for the Model 429 who wanted single-pilot IFR cabin volumes difficult, there’s no seats a maximum of six in the The flights took place in Bell 429 and MAPL (modular affordable capability, better performance doubt the 429’s 204-cu-ft cabin cabin and two in the cockpit. S/N 57002 (C-FTNB), which the product line), explained, “The and a flat-floored, open cabin is a huge improvement over the The 429’s flat floor and wide-open cabin (an aluminum sub-structure with graphite skins) provide mission flexibility un- matched in previous Bell light helicopters. Engineers opened up the space by eliminating the verti- cal structure behind the cockpit seats (the “broom closet” that holds the flight-control rods in earlier Bells) by routing the control rods

Bell test pilot Leo Meslin (left seat) describes the 429’s cockpit to the author. Three large Rogerson Kratos displays, a Garmin 530 and a Garmin 430 dominate the instrument panel.

56aaAviation International News • July 2009 • www.ainonline.com Flying the Bell 429 S/N 57002 for the main rotor up the sides of the fuselage behind the cockpit Bell experimental test pilot Leopold Though it won’t be available until post-certi- cation of the stability of the 429. The stabil- doors, and by changing the direc- Meslin demonstrated the preflight walkaround fication, the system includes a page that ity control augmentation system (SCAS) tional-control rods to push-pull of the Bell 429, which is straightforward. allows the pilot to input weights and dampens external and internal (pilot-induced) cables and directing them from Most checklist items are visible from the then automatically calculates weight-and- turbulence, giving the helicopter the feel the tail-rotor pedals up through ground and there are viewing ports for oil balance. A standard I/O bus is available of a much larger and heavier machine. the post in the center of the levels so that no panels require opening. for easy up- and downloading to aircraft The 429 lifts off the ground almost skids windshield. While Part 27 does Steps and handholds integrated into the maintenance computers. This aircraft also level, just slightly nose high and with not call for compliance with the fuselage allow inspection of the upper features a Garmin 530 and a 430, instead of no discernible latitudinal preference. Solid birdstrike requirements of Part section and rotor head without a ladder. the standard two 430s. It is equipped with a control and stability while hovering and in 29, at the request of the FAA The real action starts in the cockpit. The four-axis Sagem autopilot in place of the sideward and backward flight made my lack Bell demonstrated by analysis 16.5-inch pilots’ seats are adjustable fore standard three-axis autopilot. of recent helicopter time irrelevant. (though not testing) that the and aft and include an adjustable lumbar Probably the single most important feature Meslin described the standard takeoff windshield center post would cushion. The right seat put me in perfect of the MFD for pilots is the power situation from a hover as a level acceleration past 25 resist a strike by a “spec-size” position to the controls and I was comfort- indicator, or PSI, which provides a measure knots and a climb at 60 knots (Vy). For cate- bird and that no unsafe condition able during the 90 minutes or so that I of torque (Tq), gas-producer rpm (N1) and gory A takeoffs Vtoss is 45 knots. Normal would result, such as loss of occupied the seat, though I was grateful measured gas temperature (MGT). The indi- speed on downwind is 120 knots, approach directional or engine control I could adjust the lumbar cushion about cator shows both a numeric readout and a speed 60 knots and normal landing descent (since the engine N1 cables are halfway through the flight. digital version of a “steam gauge” dial dis- angle from 5 to 8 degrees. Minimum speed also routed through the post). Dominating the instrument panel are the play, automatically displays the particular IFR is 45 knots, helicopter instrument Fastening points on the floor Rogerson Kratos flat-panel displays. S/N parameter that is reaching a limit first and approaches are flown at 70 knots and normal accommodate various seating 57002 (C-FTNB), has three such displays, then changes color from green to yellow to instrument approaches at 70 to 130 knots. arrangements and seat widths while a standard, single-pilot IFR 429 would red as it goes into the max continuous, tran- Initial go-around and missed-approach (15.5 in., 18.5 in. and 21.5 in.). have only two. As with most newer glass sient, takeoff and maximum limits. speed is 70 knots. Normal autorotation Six of the narrowest seats in two cockpits, the screens in front of the pilots are The checklist up to engine start requires speed is 60 to 100 knots. rows can be positioned facing designated as primary flight displays, while surprisingly little button pushing, not much Most of our flying was at near maximum forward, airline-style, as is appar- the screen in the center is the multi-function more than switching on the battery. Most of takeoff weight. Without a doubt, this heli- ently the preference of air-tour display. Meslin explained several features of the time seems spent waiting for various copter has a lot of power (see tables “Bell passengers. The front row can be the system, including its integrated caution/ systems to run their self-checks, which the 429 Specifications and Performance” and turned around to face backward advisory system, multiple-fail reversionary pilot or pilots can monitor on the MFD. “Some Observed In-flight Numbers”). The in a club-seating arrangement, modes (meaning one screen will display all Engine start is as automatic as it gets: rotor live-mount vibration dampers on the main illustrations of which show the information if the others fail), system synop- brake off, twist-grip throttle on the collective gearbox do an efficient job of reducing passengers’ knees intermingling. tic pages, checklists, electronic logbook, to the idle position, hit the start switch and vibration so that cruising at 140 knots is Two each of the wider seats fit chip-detector history and built-in test equip- watch the PSI as it monitors how well the perfectly comfortable and even at 150 knots into one row. A user can select an ment for continuous in-flight monitoring. Pratt & Whitney Canada PW207D1’s fadec is not bad at all, though I’d expect it would almost unlimited combination of regulates the start. Then start the second get fatiguing after an hour or so. seating arrangements, for exam- When You Must Land Right Away engine the same way. After it’s running at Despite being somewhat rusty, I quickly ple two 21.5-in. seats in the front idle, increase the twist-grips to the flight became comfortable with the flight controls row and three 15.5-in. seats in the The fewer “land ASAP” emergencies in any position and watch rotor rpm increase to 100 and found flying the 429 a delight. The rear, or vice versa. One layout can aircraft’s emergency checklist, the better. Here percent on the PSI. systems were another matter for me. As also add a stretcher to the mix. is a summary of what the Bell 429 has for During my one-hour sortie in the right intuitive as the flat screens may be, I felt Eliminating the copilot seat adds “land as soon as possible” and “land as soon seat, I flew normal and max-performance myself behind the aircraft for much of the floor space for the cabin. as practicable.” Not indicated is dual engine takeoffs, steep turns, climbs and descents, an time. When Meslin flew the ILS approach, A removable graphite partition failure, which would obviously result in an acceleration to maximum airspeed and for example, he did it essentially as a single separates the cabin from a bag- immediate autorotation and landing. several traffic patterns, including one with a pilot, as I could do little more than watch gage area, which takes up 74 of simulated single engine failure. During this him and look for traffic. I know learning the fuselage’s 204 cubic feet Land as soon as possible flight and a second one while I rode in the the systems and procedures is a matter of of usable space. An optional 40- • Engine fire. cabin, I watched Meslin demonstrate a cou- training and flight time, and I suspect that gallon auxiliary fuel tank can be • Total loss of transmission oil pressure. pled, four-axis ILS approach and go-around active helicopter pilots with good turbine mounted on the floor of the left • Transmission oil temperature hot. at Mirabel International, an out-of-ground- experience–in particular those with Bell side of the baggage area, leaving • Main gearbox chip detected again after using effect hover, a simulated autorotation with time–will have little difficulty making the room for a narrow stretcher on the fuzz burner. power recovery and more precise steep turns transition to the 429. the right. Baggage, cargo and than I had done. The field-of-view from both I can safely say that Bell Helicopter has • Loss of one hydraulic system (oil pressure). even another stretcher can be the cockpit and the cabin is superb. now, at long last, designed a real light-twin placed on top of this load-bearing • Rotor brake warning light on. Lifting into the hover gives the first indi- contender for its product line-up. –R.R.P. fuel tank. The standard 215 gal- • Tail-rotor chip detected. lons of fuel is stored in four Some Observed In-flight Numbers interconnected tanks under the Land as soon as practicable Performance parameter Conditions* cabin floor. • Single engine failure The standard Bell 429 has • Electronic engine control unit (ECU) failure, 150 kt 94% Tq, level flight, two engines, 2,000 ft seven graphite doors: on each or degraded, or engine in manual mode. 140 kt 82% Tq, level flight, two engines, 2,000 ft side of the fuselage there are a • Engine indication and crew alert system cockpit door, a hinged cabin door (Eicas) mis-compare (invalid information 95 kt Max Tq single engine, level flight, 2,000 ft and an integrated sliding cabin detected between sources) 100% Tq, two engines, cyclic climb starting at 150 kt, 1,000 ft, 4,200-fpm climb door; the seventh door (for the • Engine oil hot trading airspeed for vertical speed baggage area) is on the aft right • Engine oil pressure low side. Opening both a hinged and 2,600-fpm climb 60 kt, 98% Tq, two engines, 2,000 ft • Engine fuel pressure low sliding cabin door on either side 1,200-fpm climb 60 kt, max Tq, single engine, 2,000 ft creates access nearly five feet • Fuel hot, cold or low wide, enough to load or unload a • Dual or single generator failure 1,900-fpm descent 60 kt in autorotation, from 2,000 ft • Engine or transmission chip detectors inoperative stretcher and a nod to those Hover OGE 71% Tq, two engines, 1,500 ft airmed operators who don’t want • Emergency or essential Bus 1 or 2 (loss of the optional aft-fuselage doors. electrical power to emergency or essential buses) * General conditions: Aircraft close to max takeoff weight of 7,000 lb; altimeter setting 30.22; all msl; Bell Heliport (CSW5) elevation 221 ft; OAT at heliport +10 deg C. While resembling the familiar Continues on page 66 u

www.ainonline.com • July 2009 • Aviation International Newsaa57 PILOT REPORT

(with or without a life raft); cargo hook (rated at 3,000 pounds); a rescue hoist (rated for Bell 429 600-pound loads and operating outside the skids); a second engine fire extinguishing Bell’s new light twin bottle; searchlight; dual controls; four-axis autopilot; a third Rogerson Kratos display; nears FAA certification GNS 530 (with Waas); and radar. uContinued from page 57 clamshell doors on other helicopters, the LOIs Soon Converting 429’s rear doors open wide and then slide to Purchase Agreements forward using hinges cleverly designed Bell currently holds letters of intent to hold them parallel with the fuselage. (LOIs) for 301 multi-mission 429s, and the Under development is an optional guard company will begin converting them to for the tail rotor, which is primarily of purchase agreements as soon as it receives interest to operators selecting the aft- type certification. While the LOIs are fuselage doors and, according to Marshall, backed by $125,000 refundable deposits, a preference of airmed operators in Europe their conversion to firm orders will require and Asia. In addition to cost, the guard customers to add another $125,000 will extract a weight and possibly a per- deposit, with the subsequent $250,000 total formance penalty. deposit becoming nonrefundable. At the U E I L U A E B

S E V Y Versatility describes the 429’s open cabin. Shown here are 18.5-in. seats in the front row and 21.5-in. seats in the back. Removing the back wall provides enough room for two stretchers and two attendants.

Power comes from two Pratt & Whitney same time, Bell plans to announce a Canada PW207D1/D2 fadec-controlled revised price for the aircraft, now quoted engines, each rated at 620 shp for takeoff, at $4.865 million (2007 $). essentially the same PW207D turboshafts According to Marshall, “Traditionally, in the Bell 427, which has a takeoff rating we get a 95-percent conversion rate of our of 550 shp. The -D1 version is standard, letters of intent,” although he admitted while the -D2 version comes with an the current state of economies around the optional fuel-oil heater, which eliminates world could have a negative effect on this the need for anti-ice additive in the fuel. rate. Last year, Bell was reporting LOIs for The 429’s main gearbox is rated at more than 350 copies of the 429; as late as 1,100 shp for takeoff (compared with 800 February this year, it reported 330. shp for the 427) and Bell has run it without Of today’s LOIs, North American cus- oil during a ground test for an unspecified tomers account for 117 helicopters (about length of time. The helicopter also features a 40 percent), 76 (25 percent) are from new four-blade, rigid, composite main rotor; Europe/Africa/Middle East customers, 59 upgraded 407/427-style composite main (20 percent) from Asia/Pacific and the rotor hub; four-blade, composite tail rotor; remainder (49, 16 percent) from Latin graphite tail boom and graphite tail-rotor America. With deliveries of the 301 heli- driveshaft. Also standard are dual hydraulics, copters so far spoken for expected to three-axis Safran Sagem Avionics autopi- stretch through 2013, Marshall said many lot, two Rogerson Kratos flat-panel flight customers have yet to indicate specific displays, and two Garmin GNS 430s with missions for their aircraft. Thus far, 71 are Waas capability. The skids are embedded tagged for airmed operations, 49 for utility/ in the fuselage, in part to provide better offshore and 17 for law enforcement. Bell aerodynamics. Optional wheeled landing has grouped the other 164 as corporate, gear, now in detailed design, is expected other or unspecified. to fly next year, be available in 2011 and Customer pilot and mechanic training is increase max cruise speed by three knots. due to start in September at the Bell Heli- The long list of Bell 429 kits and copter Customer Academy in Fort Worth. options (in addition to those already men- Frasca International is building the Bell tioned) includes air conditioning; floats 429 level 7 flight training device. J

66 aAviation International News • July 2009 • www.ainonline.com