Sultan,
Yep, and it should have more than one drive to the cooling system!
AWM Chapter 527, section 529.903(b) for Category A – Engine or Drive System
Cooling Fan Blade Protection – Both cooling fans are driven by the tail-rotor drive shaft
and a single failure will cause loss of function of both. This does not meet the Category A
requirements. Bell demonstrated that loss of function of both cooling fans did not effect
continued safe flight.
Of course if you fit the following -
• Garmin 530W with Helicopter Terrain Awareness Warning System (HTAWS)
• Cockpit Voice Recorder/FlightData Recorder (CVR/FDR)
• Flashing Forward Light
• Radar Altimeter
Everything is OK and you can hang with the big dogs in Part 29!
Dont get the forward flashing light and how that was substantiated but hey? Maybe it is for the deaf birds so long as they are not looking the other way?
Transport Canada issued an exemption against the definition in AWM 527.1(a) (equivalent
to FAR 27.1(a)) to allow a MTOW above the limit of 7000 lb. This was issued on the basis
that the Bell 429 is certified as a single-pilot IFR helicopter with dual autopilot system and
is approved for Category A operations under FAR Part 29 Appendix C. In addition it has
fitted as standard many features which exceed the basic requirements of Part 27. This
equipment increases the operational safety but brings an empty weight penalty. Transport
Canada concluded it was in the public interest to allow for an increase in MTOW to 7500 lb
to restore the load-carrying capacity of the helicopter, subject to the following conditions: It
is only applicable when the manufacturer’s optional kit 429-706-079 is incorporated; No
increase in the number of occupants is permitted; Life-limited components had to be reassessed
for the effects of the weight increase; and specified safety equipment is required to
be fitted (CVR/FDR, HTAWS, Rad.Alt., Dual Autopilot and bird repellent device[forward
flashing lights]).
Certainly a strange scenario when you consider how long Part 27 and 29 have been in existence.
showed the main transmission could last 4 HOURS after loss of the main Xmsn lube system
And so it should!
Moot point from the marketing department - you would have run out of gas long before that!
The FAA's angle -
FAA Rejects Bell 429 Weight Increase
Going against the grain of other regulatory agencies around the globe and the requests of Bell 429 operators in the U.S., FAA has denied a request from Bell Helicopter to increase the max gross weight of the 429 from 7,000 to 7,500 lbs. Transport Canada approved the weight increase in January 2012, with several others nations giving the go-ahead through the course of 2012. In July, Argentina joined 10 other countries that have approved the weight increase, including Brazil, Ecuador, Malaysia, Mexico, New Zealand, Philippines and Vietnam.
Bell was seeking an exemption from 14 CFR section 27.1 (a) for the 500-lb increase. The FAA found that granting the exemption “would not be in the public interest.” The ruling followed an analysis that concludes “while the level of safety may be enhanced by the approved installation of additional certified equipment, the FAA does not agree that this can or should be accomplished through the granting of a blanket exemption from the applicability of a Part 29 rotorcraft weighing more than 7,000 lbs.”
FAA also pointed to an “economic advantage” that Bell Canada and other 429 operators would receive with the approval over other Part 27 competitors that are limited to 7,000 lbs, and noted that it could upset the “FAA and EASA harmonized type certification and airworthiness standards.”
Describing Bell Canada’s application for the increase as a “business decision” that would directly benefit Bell 429 operators, the FAA argued that comparable Part 29 helicopters in a similar weight class would be “at a disadvantage since they were required to meet more costly Part 29 certification requirements.”
The FAA ruling followed a series of petitions from Bell 429 operators, other helicopter manufacturers and regulatory agencies. Many operators noted the increased capabilities and safety benefits from being able to install more equipment such as H-TAWS, digital engine controls, radio altimeter, wide area augmentation system (WAAS), night vision goggles and wire strike protection, among others. One of Bell Helicopter’s arguments centered around an estimate of creating 400 new jobs, with 300 of those in the United States. Bell estimates that “429 ship sales in the next five years will go from 150 to 500 ships and $150 million in direct supplier sales will be generated to support production” with the approval, adding that another 1,600 indirect jobs would be created long term, according to FAA.
But the manufacturer and 429 operators were unable to convince FAA to approve the exemption. “We agree that jobs in the United States could be created with the sale of more than 300 new helicopters. If there is a demand for that many helicopters, then helicopter manufacturers will fill that need.” FAA added that, “ we believe jobs will be added regardless of the manufacturer… However, it is important to remember that a decision to exempt an applicant from FAA safety standards is, and should remain, primarily a safety decision.” The agency also noted that it has received a number of requests for exemptions related to section 27.1, typically denying the requests. FAA has only granted an exemption “in one situation, directly related to rulemaking that increased the weight limitation for all Part 27 helicopters.” FAA has also agreed to examine whether the take-off weight standard for Part 27 aircraft should be updated.
Maybe in the future but not today.
I always wondered when I first saw the aircraft and being well familiar with the 2 other types powered by the PW200 Series engine in maintenance and flight ops - I had to ask someone - "What is this thing made of? Does someone in Bell Engineering know something no one else does"