The Bell 429

Forty-two years since the creation of the landmark B206 and in a climate more competitive than ever, Bell is determined to once again create an icon in the market. Dennis Raubenheimer tells why we’re destined to see the distinctive 429 in our skies for the next few decades.

Few would argue that the Robinson Helicopter Company currently dominates the lighter end of the single-engined helicopter market. With the industry eagerly awaiting the introduction of Robinson’s R66 turbine, and with the already strong presence of Eurocopter in the five- and six-seat, single-engine turbine category, it’s not surprising that Bell has decided to tie its future to a twin turbine with strong EMS and offshore capability.

Creators of the iconic B47, B206 and military Huey – helicopters that largely shaped the industry in the Western world - in recent years Bell has taken a back seat to newcomers in the single-engined helicopter sector. Gearing up to compete strongly in the light twin turbine market by focusing primarily on EMS capability, the Bell 429 forms a major part of the company’s effort to establish a new market position. With a prototype 429 given pride of place on Bell’s massive stand at the recent HAI helicopter Expo at Anaheim – and with a second carrying 220 passengers on 35 demonstration flights during the course of the show – the company is giving notice that a distinctive Bell silhouette is again set to dominate in at least one category of helicopter operations.

“The aircraft continues to impress the market,” says Bob Fitzpatrick, Bell’s senior vice president of Business Development and Commercial Programs. “We took testimonials as the customers got out of the aircraft: one very long time Bell customer and operator told us this is the best product we’ve produced since he’s been flying Bell helicopters.”

Sales talk, perhaps. But as one of those taken onboard for a demonstration flight during the Expo, I can report that, from a passenger’s perspective at least, the 429 is impressive. Even before start-up, the aircraft shines, with ample legroom in the six-seat, club configuration of the aft cabin. Next becoming apparent is the (for a helicopter) low cabin noise as the machine’s Pratt and Whitney PW208D1 engines are brought to life.

When making a subjective judgement on noise levels and the 429, however, one should refer to the return of the previous set of passengers as we awaited our turn to fly: Witnessing the return of that flight, it was apparent that Bell’s efforts to make this a suburb-friendly machine have clearly paid off in the form of low noise blade tips and an oblique tail rotor. The unusual tail rotor design features two pairs of blades stacked in a non-perpendicular ‘X’ configuration. Tail rotor noise level is well below that of the engines during ground operations.

“This aircraft will be capable of meeting stage three noise requirements coming right out of the production line,” says Fitzpatrick.

Our demonstration flight got underway with a category A, vertical rearward climb-out that felt like a rush skyward in a glass elevator. From there we were taken on a half-hour tour of Los Angeles and the surrounding hills. Scenery took a distant second place, however, as we were shown a broad spectrum of single and multi-engined performance in a tour of the 429’s capabilities. The flight included time on autopilot and several transitions from high altitude, multi and single-engined hovering, to smooth cruising at well over 140 knots. With minimal vibration during transition and little variation in engine noise, the machine felt rock solid in all situations.

“The performance numbers have come out meeting all the customer requirements that we initially started with... plus some,” says Fitzpatrick. “The aircraft is cruising with no struggle at all, at 150 knots.”

While according to Bell the 429 is well on track in terms of technology and performance, the project has not been without challenges. The latest in a series of delays – as the company dealt with its priorities and other projects – has brought the expected certification date well past the original target of late 2007. According to Fitzpatrick, however, things are looking good for Canadian certification of the 429 in May 2009.

“All the hardware and mechanical systems are certified,” says Fitzpatrick. “They’ve gone through all the testing necessary to certify the aircraft. The three remaining items are the aircraft data interface unit, the automatic flight control system and the display units. We are making minor changes and final tweaks, then the regulatory agencies, Transport Canada first, will certify. Then the FAA will validate the certification and we should have EASA certification occurring anywhere from 30 days to three months after that.”

Speaking to the HeliNews team at the Australian International Air Show at Avalon, Fitzpatrick and senior vice president of Customer Support and Chief Service Officer, Danny Maldonado, were noticeably upbeat as they outlined the company’s expectations for the 429. In an economic climate where all manufacturers are reporting cancellations, the company claims 330 letters of intent, to date.
“It’s a great product,” says Fitzpatrick. “As much as we’re getting people cancelling, we’re getting others filling back up again. So the net amount remains about the same.”

The majority of letters of intent (according to Fitzpatrick as many as 60 percent) are being received from countries “outside North America”, with the majority of these coming from the EMS sector. The next most popular tiers of utilisation are in what Fitzpatrick calls ‘utility mission’, law enforcement and corporate operations. In addition, says Fitzpatrick, enquiries are starting to flow in from the oil and gas industries.

“It’s from all over,” says Fitzpatrick. “Europe and the Middle East and Asia; Japan is very much interested in it.”

As the 429 closes in on certification Bell is stepping up efforts to bring China and Asia onboard. “We’re going to go into China with it in about six months,” says Fitzpatrick. “It’s going to do very, very well in China.”

Fitzpatrick adds that the company intends to have an aircraft available for demonstration to the rest of Asia – which, in Bell’s regional distribution structure, includes Australia – by early 2010.

“We’ll be taking that one all over ,” says Fitzpatrick.
With the standard company policy of planning according to a 20-year time-frame, Bell claims to have already moved off the starting blocks to put product and training support in place for the 429.

“While the helicopter has been in development, our training and organisations have been busy looking at what the spares requirement is going to be, so that when we start delivering the helicopter they are ready to support it in the field,” says Bell communications director, Greg Hubbard.
On the question of maintenance and support, Fitzpatrick adds, “The other thing we looked at was making sure we had very low direct maintenance costs. Every component was considered from the point of view of what the impact is going to be to the direct maintenance cost. The last number we have for the direct maintenance cost is US$246 per hour.”

The quest to make the 429 the new face of the light twin turbine market has meant taking a lot of guidance from existing Bell users. According to Fitzpatrick, Customer Advisory Councils were held very early in the 429 program.

“They’d say, ‘We want a step here, or we want it there’,” says Fitzpatrick. “For example, we looked at various concepts for the hinged doors on the back. Some customers said, ‘Open it all the way up like a gull wing.’ Other customers said, ‘Open it to the sides to keep it close to the aircraft, so it’s not flapping in the wind.’ , ‘Put in a glass window, so we can see out the back and make sure there’s nobody standing there when we open up’.”

A look over the model on display at the HAI Expo confirmed that the 429 has clearly been designed from the ground up with EMS capability in mind. With three crew seats, stretcher, and a host of medical equipment ergonomically laid out throughout the aft cabin, the aircraft bears the appearance of being purpose-built for EMS. Extensive attention has been given to providing a range of access options for crew and patients alike with widely opening, sliding doors featured on both sides, as well as a large rear door beneath the tail-boom. Ample door space and big rear windows, as well as the spaciousness of the entire cabin, have their foundation in a metallic/composite fuselage design. In the 429’s basic shell, strength is maximised at the cost of minimal weight and structural intrusion. Traditional, riveted construction is largely forgone with assembly mostly involving large-scale, interlocking moulded components such as the composite side bodies and roof beams.

‘It’s literally like Lego,” says Fitzpatrick. “The pieces just click in together.”
In a recent release of interim performance figures, Bell quoted airspeed in level flight with maximum continuous power as having improved from 142 to 147 knots ‘with skid gear’, and maximum range at long range cruise having increased from 350 nautical miles (648 kilometres) to 364 nautical miles (674 kilometres). Endurance had been extended from 3.8 to 4 hours. Hover in Ground Effect (HIGE) was quoted as having increased from 11,000 feet (3353 metres) to 14,200 feet (4328 metres) and Out of Ground Effect (HOGE) hover from 9300 feet (2835 metres) to 11,300 feet (3444 metres). The variation in numbers as Bell homes in on final claimed performance for the 429 is an insight into the business of flight-testing, certification, and reaching marketable targets. A final release of performance figures has modified these numbers slightly: Cruise, with skid gear, is now quoted as 150 knots and with optional retractable wheels fitted, 153 knots. IGE hover has been finalised at a slightly more conservative 14130 feet (4307 meters) and OGE hover at 11,280 feet (3438 meters). Long-range cruise now comes in at a very useful 368 nautical miles.

In spite of having to face delays in delivering the product, Fitzpatrick is clearly pleased at not being compromised by performance results. He foresees a continuing growth path for the 429’s development.

“We really looked at trying to get the lowest weight. We wanted to have the highest payload capability,” says Fitzpatrick. “The aircraft has the capability to go to 7800 pounds, based on its performance. It’s certified to 7000 pounds, so obviously, it’s got a lot more capability than we use it for. We did that to make sure we’ve got some growth capability in taking it to the next stage.”

In an energy and economic climate that is forcing oil exploration further offshore as well as the emergence of completely new technologies, there is guaranteed demand for long-range helicopters with high payload capability. It’s no surprise, therefore, that Bell is seeing orders come in from operators such as those who maintain offshore wind-farms.

In the right hand pilot’s seat during our demonstration flight around Los Angeles and having been given control for much of the time under the command of Bell test pilot Carl Bertrand, was Larry Bennett of North Shore Helicopters, New Zealand. At the end of the flight, Bennett manoeuvred us back to the parking lot near the Anaheim stadium from which we had departed.

“OK, would you like to try a single-engine touchdown?” Bertrand asked Bennett as we hovered a few feet above the asphalt.

“Here?” said Bennett, sounding just a little uneasy.

“Yes, here,” said Bertrand, whereupon he eased back on one throttle, causing the 429 to sink ever so slightly. The change in engine noise above was hardly noticeable as Bennett resumed the descent, putting us gently back on the ground.

It will be a while before those pilots and crew who are destined to spend time in the 429 get to subject the aircraft to critical review. Until then, it’s nothing but thumbs up to the Bell 429.