Bell 429

Helicopters don’t fly, they just beat the air into submission! If beating anything into submission is a requirement, then you would probably want a helicopter built by the same team who made the Iroquois and the Cobra… That would be Bell. The other thing you might want is a twin-engined helicopter that can fly safely on one engine so, when both are operating, there is plenty of excess power.

Bell refer to the 429 as “design that listens” because they gave many operators the chance to provide input (in some cases “wish lists”) during its development. As a result the 429 has many promises to live up to and, now it is in production, I was lucky enough to be given the opportunity to see if it delivered on those promises…

First Impressions

I met the team from Bell, Hawker Pacific and Raytheon at Canberra Airport on a typical winter’s day; it was 12 degrees and CAVOK with the wind out of the west at eight knots.

There was time before our flight for a good look around the 429. While it has a passing resemblance to some earlier Bell designs like the 407, this helicopter is new from the ground up. It has a conventional arrangement with the passenger cabin beneath two engines and a four-bladed main rotor. The tail boom with a four-bladed tail rotor is set high enough to allow access via clamshell doors to the rear baggage compartment. The cockpit, passenger cabin and baggage compartment share one long, flat floor. For this evaluation, a VIP configuration was fitted with a total of seven seats instead of the normal eight (the centre forward passenger seat was removed to provide greater visibility of the cockpit). All seats faced forward, although club seating is also available and any combination of passenger seats can be fitted or removed. Having the passenger cabin squarely below the main rotor means that CG concerns are minimal; there is no requirement, for example, to load the cabin to a system of “this seat first, then that seat etc.” A small auxiliary fuel tank of 148 litres can be fitted in the baggage compartment, filled via the normal fuel system.

While many helicopters now have ducted tail rotors or NOTAR systems, Bell chose a conventional tail rotor for simplicity, effectiveness and ease of maintenance. Mounting the tail rotor on the tail boom and not higher on the tail however, in a helicopter equipped with rear clamshell doors, presents a potential safety hazard with respect to anyone working at the rear of a Bell 429 while the rotors are turning. This in turn requires either close supervision, or procedures that ensure the rotors are stopped before anyone goes behind the aft passenger doors. The tail rotor hub sits just above a normal eye height so it is easily inspected, as is the main rotor hub (steps are built into the port side of the fuselage) and all key access panels.

The cockpit doors and front cabin doors hinge forward, the rear cabin doors slide back and the clamshell doors hinge up and to the sides. Importantly there is no interference between any of the doors at any point in their travel. The doors cannot be jettisoned, but this helicopter can be flown without doors at a reduced Vne or jettisonable windows could be installed. Ergonomics were an important consideration for Bell during the design of the 429; they claim a 95th percentile male can sit in either pilot’s seat, wearing a helmet with Night Vision Goggles (NVGs) in use or stowed. The pilots’ seats are adjustable in every direction necessary and the pedals can be moved fore and aft. Single pilot operation is approved from either pilot’s seat.

The overall impression in the cockpit is one of simplicity. Overhead, the only significant item is the rotor brake. Immediately below the extendable glareshield on the “eyebrow” panel are the key annunciators, engine and fire suppression controls. The main instrument panel is dominated by three 6 x 8 inch Display Units (DUs); those on the left and right would normally be set up as Primary Flight Displays (PFDs) with the central DU as a Multi-Function Display (MFD). The clarity of these DUs is excellent, even in bright sunlight. In between the central and right DU are the standby instruments, with two Garmin GNS 430 GPS/NAV/COM units as a standard fit. The test aircraft had one GNS 530 and one 430, which I believe is a much better arrangement as the larger display of the 530 provides better situational awareness. The transponder and autopilot controls are in the centre console, and a few spare panels are available for further growth and customisation. There are no circuit breakers in the cockpit.

One system that is not immediately obvious is what Bell call their BasiX-Pro® integrated avionics system. This system includes the DUs which are all “smart”; they generate their own signals and so are fully redundant. The DUs can be customized for a range of inputs, such as weather or search radar, camera output including infra-red or image intensification, a digital map display or customer-specific applications. The integrated avionics also include the Engine Indication and Crew Alerting System (EICAS), the Engine Control Units and the Automatic Flight Control System (AFCS). The AFCS in turn comprises dual digital 3-axis autopilots, a Stability Control Augmentation System (SCAS), a coupled flight director and force trim. This system may sound complex, but it certainly seemed to produce an elegant simplicity of operation; the aircraft tells you what you need to know and you – either through the cyclic and collective or the autopilots – tell the aircraft what to do.

Bell claim to have listened to maintainers as much as pilots and operators. As a result almost all of the 429’s dynamic components have replacement intervals in excess of 10,000 hr (elastomerics are an exception). Most inspections can be done progressively and the overall maintenance man-hour per flying hour is claimed to be 1.1, a very impressive number indeed.

I was lucky enough to be offered a rear passenger seat on the sortie prior to my flight test, when the 429 was being demonstrated to some senior military officers. This gave me an excellent opportunity to see many of the standard operating procedures and get a feel for the cabin and the passenger experience. There is easy access to and from the passenger cabin, ample leg, head and shoulder room, excellent visibility and the ride seemed remarkably smooth. I took the headset off while we were in the cruise and found two adjacent passengers can speak to each other easily without shouting.

For the flight test I was accompanied by Bruce Laurin, Bell’s Chief Test Pilot for the 429 program… A good thing, because I figured he could fly any manoeuvres near the “edge of the envelope” that I wanted to see, but wasn’t keen to do in a helicopter I hadn’t flown before! We filled all the seats in the passenger cabin to ensure this test was conducted at a realistic weight (about 2800kg, 375 kg below maximum). Typically equipped the Bell 429 can fill all eight seats and still take 75% of its standard fuel load, or leave two seats empty and take full standard fuel. This represents a good payload/range capability for a three-tonne helicopter.

Pre-flight checks are basic and the engines can be started in less than three minutes – an important consideration for emergency services. The start is highly automated and the Electronic Engine Controls will shut the engines down to protect them in the event of an exceedance. Once the three DUs are on-line (they can be used on battery power alone if desired prior to engine start), a number of useful functions are available, including weight and balance calculations, an electronic log book, performance limitations and climb gradients for one or both engines. All these DU functions appeared intuitive and rapid. After start, normal system and control checks are carried out and the two autopilots can be given a test to cycle through their systems.

In the Air.

With the help and flexibility we have come to expect from Canberra’s ground and tower controllers we obtained a clearance, hovered, taxied and took off in company with our R44 photo ship, then tracked west to clear the control zone, getting a few air to air shots on the way. The Bell 429 felt rock solid and there was very little vibration, even going to or from translational lift. The smooth ride was again evident when we slowed to 20 knots IAS at 3,000 ft in order to give the R44 a chance to fly orbits around us and take some more photos.

Once the photo runs were complete, I conducted some basic airwork at a range of speeds and did some steep turns. Up to 45 degrees visibility is no problem, however beyond this angle of bank, the absence of upper quarter windows made clearances into the turn difficult. In fairness to Bell, they have wrapped the front windows around the top of the pilots’ doors as far as the upper cowling would allow in an attempt to give as much visibility as possible. In autorotative descent the Bell 429 handled gentle turns easily and rotor RPM was easy to control. Don’t expect a fabulous glide ratio in autorotation; this is a helicopter after all! Since the Bell 429 has a second engine, the only place most pilots should ever see a full autorotation is in the simulator. Autorotating to a lower level gave us the chance to see just what the Pratt & Whitney Canada 207D1 Engines could do: Each engine is rated at 586 shaft horsepower (continuous) and up to 729 hp for 30 seconds while One Engine Inoperative (OEI). We had no trouble exceeding 2000 ft/min rate of climb at 60 knots and the Flight Manual shows that even at maximum all up weight and ISA + 20 degrees, the 429 should be able to exceed 1200 ft/min up to 5000 ft with both engines at maximum continuous power.

Bruce demonstrated the Bell 429’s OEI training mode for me. In this mode an engine can be “failed” such that all engine indications (except a yellow “OEI TRNG” caption on the centre DU) and power available equate to a single-engine scenario, but both engines remain available. Our rate of climb on one engine at 60 knots exceeded 300 ft/min and, according to the flight manual, at least 250 ft/min should be available up to 5000 ft in ISA + 20 degrees. These book figures use the 663 hp available for 30 minutes; still 66 hp shy of the 729 hp available for 30 seconds! For any fixed-wing pilots who are not impressed by 250 ft/min rate of climb OEI, remember this helicopter will be climbing away at 60 knots, so in nil wind the climb gradient will be 250 ft/nm, easily exceeding the standard missed approach gradient of 152 ft/nm.

Many aeroplanes and helicopters are capable of single-pilot IFR operations, but Bell have made the 429 excellent in this regard. Having both throttles on the collective, instead of separate Power Control Levers, means the pilot can keep both hands and feet on all relevant controls in an emergency. Situational awareness is helped in just about every way possible; when OEI for examples, the power display automatically counts down the time remaining in either 30 minute, two minute or 30 second limit modes, depending on the critical parameter. On the ground or in the cruise, the DUs can display a massive amount of information but, when “brain space” is limited, a declutter button can reduce the information presented to that which is critical. If not visual at the minima on an IFR approach, the pilot has a “go-around” button on the collective that will automatically fly the 429 away on track, at a 750 feet/min rate of climb (both engines operating).

With our airwork complete we gained a clearance and set course back to Canberra. Bruce did a “mach run” on the way home, taking the 429 up to its Vne of 155 knots. The 429 has a very clear warning, both visual (on the ASI) and aural, to let the pilot know of the approaching Vne. This warning is essential, because Vne can easily be exceeded straight and level, and the ride is so smooth that the approaching limit may not be obvious to a distracted pilot.

Returning to Canberra I flew an approach to the “Eastern Grass”, an area marked by cones where we could manoeuvre below 200 ft AGL. Within this area I conducted some touchdowns, liftoffs and turns around the nose and tail to get a better feel for the 429. The machine was well behaved and I would describe its handling qualities in the hover as positive and agile. The Bell 429 has a very generous flight envelope, including no wind speed limitation up to 45 degrees either side of the nose and hovering flight up to 35 knots in any direction. To demonstrate this, Bruce flew the helicopter up to 35 knots to the left and right, then he lifted it up to about 50 feet and happily flew rearwards at the same speed! I couldn’t resist doing some of this manoeuvring (though not quite as fast) and I found the 429 to be easily controlled during such sequences.

Bruce showed me a “Category A departure”, used to depart a confined helipad such as a pinnacle or rooftop and either return to land if an engine fails before reaching the decision point, or fly away on one engine if the failure occurs afterwards. This is a very simple procedure in the Bell 429. If the pilot is sitting in the right seat for example, the helicopter is brought up just to the left of vertical so the helipad remains visible in the bottom of the right side window. If an engine fails prior to the decision point, enough power remains to descend under control, again keeping the helipad visible low in the right side window until just prior to touchdown. A hovering autorotation showed the blades have plenty of inertia, allowing a gentle touchdown.

All too soon our flight test sequences were over and it was time to return to the pad. The 429 was great fun in the hover taxi, zipping between clearance limits as we crossed the airfield between 10 and 20 ft AGL. Once on the ground, shutting down is even simpler than starting and the rotor brake can be applied below 40% rotor speed.

Roles for the Bell 429.

In the configuration presented for this flight test, it was easy to see the Bell 429 as an excellent executive transport helicopter with six passenger seats. Amenities like a cabinet for snacks, drinks and newspapers can be added immediately aft of the cockpit centre console. This helicopter’s good looks, easy access, speed and smooth ride would not embarrass it in the company of royalty.

As a platform for emergency services the Bell 429 is large enough for up to two litters plus attendants, yet small enough to be cheaper to buy and operate than many other EMS platforms, and of course it can be flown single-pilot VFR or IFR (though some operators may choose to use two pilots anyway in demanding roles).

For law enforcement the Bell 429 brings a real advantage in terms of its smooth ride, especially at low speed, if optics with magnification, image intensification or infra-red are to be used. The manoeuverability of this helicopter, including its generous flight envelope and its ability to hover at up to 35 knots in any direction are also significant.

In utility roles, including offshore, the Bell 429 has numerous positives: The flat floor, clam-shell doors, hook and/or hoist, ability to fly with doors removed and the ability of a single pilot to fly from either seat.

With the exception of training military aircrew (discussed below), it is hard to see the Bell 429 being used in a training role as there are smaller and cheaper multi-engined helicopters available. An exception to this might be where an operator needs a small number of helicopters for a multitude of roles; the versatility of the Bell 429 should see it able to switch between any of the above roles easily and rapidly. If emergency flotation is necessary, it can be fitted or removed in about five minutes. Perhaps the only drawback in terms of quick reconfiguration is the panel that normally sits at the rear of the passenger cabin, isolating it from the baggage compartment. This panel is currently secured with numerous screws; if it could be hinged upwards then reconfiguration would be even quicker.

Potential Military Use.

The Australian Defence Force (ADF) is currently seeking a Helicopter Aircrew Training System (HATS) for the next generation of ADF helicopter aircrew. Two key words are aircrew (for the training of pilots, observers, loadmasters and other aircrew) and also system (this is not just about the helicopter, but many other capabilities including simulators, training devices, facilities, publications, maintenance etc, etc…) The helicopter is of course a key capability within such a system, and the Bell 429 appears to be about the right size and capability. The next ADF training helicopter must have two engines as it will spend a significant amount of time in IMC, over water or hovering out of ground effect. The 429’s cabin is large enough to enable many crew training sequences, including hoisting (there is an option for a two-person/275kg hoist on the starboard side) and carriage of external loads (the hook can carry 1361kg). Significantly the Black Hawk, Chinook, Tiger, MRH-90, Seahawk and Sea King all have wheeled undercarriages. Bell are developing a wheeled undercarriage for the 429 that should be available soon in a fixed configuration and, later, in a retractable form.

If given its complete “wish list”, the ADF would also have a Light Utility Helicopter (LUH) based on the training helicopter platform to avoid any more helicopter types than absolutely necessary. The Bell 429 presents an excellent basis for any such LUH, especially given its size, speed, range, simplicity of operation and maintenance, long flat cabin floor and ease of reconfiguration.

Pros.

The Bell 429 is highly versatile and easily reconfigured between roles. It ergonomics are excellent, both for pilots and passengers. It has a good payload/range capability, a fast cruise speed and a very smooth ride. One pilot can operate the 429 from either seat, with superb situational awareness in a wide range of environments including IFR. The performance of this helicopter on two engines is excellent but, more importantly, it should be able to fly away or land safely from any normal situation in the event of an engine failure. If Bell can achieve the 1.1 maintenance man-hour per flying hour they claim, the 429 should spend most of its life making money with a low direct operating cost and very little time in the workshop.

Cons.

So how can the Bell 429 be improved? Honestly, I had to look long and hard to find aspects of the Bell 429 that I think could be improved. In my opinion the auxiliary fuel tank is too small; it adds about 30 minutes flying time to the 2.7 hours (depending on power setting and altitude) already in the main tanks, and so hardly seems worth the effort. The main panel displays are already very good, but they could be even better with the addition of synthetic terrain, available on the very latest generation of PFDs and an enormous benefit to all aspects of low level flight in a helicopter. Visibility into a turn beyond 45 degrees angle of bank is limited by the lack of upper quarter windows. The decision to have rear clamshell doors and a conventional tail rotor mounted around head height will require careful management in order to ensure safe operations. Reconfiguring the Bell 429 would be even quicker if the panel that divides the passenger cabin from the luggage compartment could be hinged upwards, rather than taken off with numerous screws. And that’s about it. All of these points are relatively minor, suggesting this design is fundamentally a good one.

In Summary.

I believe the Bell 429 delivers on its many promises and it should make many operators, pilots and maintainers happy in coming years. It will sell for around US $5 million, depending on options, but it is a lot of helicopter for the money. Personally, I think it is a great looking helicopter. So, while it might not be ugly enough to make the earth repel it, the Bell 429 certainly has what it takes to beat the air, and quite possibly the opposition, into submission.

Technical Specifications: Bell 429

Engines:

Pratt & Whitney Canada PW207D1
with Full Authority Digital Electronic Control (FADEC)
Maximum continuous power: 2 x 437 kW 2 x 586 hp
Maximum power OEI (30 seconds): 1 x 544 kW 1 x 729 hp

Dimensions and Weights:

Fuselage Length: 11.73 m 38 ft 6 in
Rotor Diameter: 10.98 m 36 ft 0 in
Maximum Takeoff Weight (internal load): 3175 kg 7000 lb
Maximum Takeoff Weight (external Load): 3402 kg 7500 lb
Empty Weight, Standard Configuration: 2035 kg 4487 lb

Fuel Capacity (Main tanks): 821 L 217 US gals
Fuel Capacity (Main and Aux tanks): 969 L 256 US gals

Performance:

Vne: 287 km/h TAS 155 KIAS
Max cruise speed, SL ISA: 278 km/h IAS 150 KIAS
Long Range Cruise (LRC), SL ISA: 239 km/h TAS 129 KTAS
Range at LRC, std fuel, SL ISA, VFR reserves 601 km 325 nm

Website: www.bellhelicopter.com

Price: US $5 million depending on options.

Bio:

During a 27 year Army career, Dave Hayes flew Porter and Nomad fixed-wing aircraft plus Kiowa, Gazelle, Iroquois and Black Hawk helicopters. He was a fixed-wing check captain and instrument rating examiner, and a helicopter squadron commander. His last appointment as a Colonel was Director, Training and Rotary Wing Development, responsible for the ADF’s next generation of training aircraft and helicopters. Although Dave enjoyed his military career immensely and was able to do some GA flying in his spare time (he flew Angel Flights and was an instructor and charter pilot with Brindabella Airlines) eventually the thought of “flying a desk” for the rest of his military career proved too much. He chose to return to full-time flying and is now an A330 First Officer with Jetstar.