Bell 407
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I have no idea what the 407 is mad out off but the only idea I could come up with is: Any chance the salt air is reacting with the blades and that is making some sort of fizzing sound?
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I understand that a few days before HAI, Bell finished performance charts that will give increased numbers for greater than a min spec engine.
Also, in a recent (Rev 9) update to the 407 RFM Normal Procedures section, the FADEC manual mode throttle check has been deleted (Section 2-6-B). At BTA last week the instructor stated that pilots were causing too much engine damage performing this check incorrectly, and that advancing the throttle to FLY sufficiently checks throttle control.
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At BTA last week the instructor stated that pilots were causing too much engine damage performing this check incorrectly
If the FADEC manual mode check is too much for them I guess than they shouldn't be flying at all.
Join Date: Sep 2003
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I've had the vibration you described before, it really bugged me at first, but I realized its just the sound of the wind passing over the blades. I couldn't find any signs of anything wrong, nor could the mechanics. I have to assume that its really nothing, just an oddity that happens at certain times with certain wind directions/speeds.
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If the FADEC manual mode check is too much for them I guess than they shouldn't be flying at all.
Where it was catching pilots, is they would forget the manual FADEC check at idle, roll up to 100 per cent, remember they needed to do the check, forget to go back to idle, push the switch to go to FADEC manual at 100 per cent -- and instant overspeed with an expensive repair.
This morning, I read on AvWeb where a CRJ crew went to take off in CA, advanced the power levers and had only one engine. They taxied back and reported this to maintenance. Maintenance explained they needed to start the second engine before take off. If a two pilot crew can forget to start one of their two engines, it is easy to see how a distracted pilot could make this mistake with the FADEC and it seems sensible Bell is making this change.
Where it was catching pilots, is they would forget the manual FADEC check at idle, roll up to 100 per cent, remember they needed to do the check, forget to go back to idle, push the switch to go to FADEC manual at 100 per cent -- and instant overspeed with an expensive repair.
This morning, I read on AvWeb where a CRJ crew went to take off in CA, advanced the power levers and had only one engine. They taxied back and reported this to maintenance. Maintenance explained they needed to start the second engine before take off. If a two pilot crew can forget to start one of their two engines, it is easy to see how a distracted pilot could make this mistake with the FADEC and it seems sensible Bell is making this change.
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it seems sensible Bell is making this change.
If the FADEC manual mode check is too much for them I guess than they shouldn't be flying at all.
Last edited by EN48; 27th May 2010 at 00:55.
Join Date: Dec 2010
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Bell 407 experience
Hi,
I consider leasing a Bell 407 to do some charter. Does anyone have any first hand experience with this machine when it comes to performance, maintenance, cost per hour etc.? Any relevant info is highly appreciated.
Thanks,
Peja57
I consider leasing a Bell 407 to do some charter. Does anyone have any first hand experience with this machine when it comes to performance, maintenance, cost per hour etc.? Any relevant info is highly appreciated.
Thanks,
Peja57
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G1000 Bell 407
I just finished up 407 recurrent at Bell yesterday, and got to make an hour flight in the G1000 407 this morning. All I can say is wow!
I have lots of EFIS experience, including Chelton, Collins Pro Line 21, G1000, Aspen, Honeywell and G600. The 407 G1000 installation is much more than a fixed wing G1000 system stuffed into a helicopter, with a number of helicopter specific features like the single limit display of Torque, MGT and Gas Producer, the rear facing camera, the automatic display of full size engine parameters on the MFD in the event of an engine failure, and the power assurance check feature.
I hand flew an ILS into KAFW, in quite gusty conditions, using Garmin's version of HITS boxes, and the pathways keep the localizer and glide slope perfectly nailed. Later we shot an approach using the Cobham auto pilot, and it tracked the approach perfectly.
I had only seen pictures of the installation, and was worried about the extended panel blocking view during off airport operations, but that concern was unfounded, as the part of the panel that extends in front of the pilot is cut so as you can see under, around and over it.
This installation is the most exciting avionics advance I have seen in helicopters, and will likely change how helicopters are purchased and completed, as the average completion will probably go from a few months to a few weeks.
I have lots of EFIS experience, including Chelton, Collins Pro Line 21, G1000, Aspen, Honeywell and G600. The 407 G1000 installation is much more than a fixed wing G1000 system stuffed into a helicopter, with a number of helicopter specific features like the single limit display of Torque, MGT and Gas Producer, the rear facing camera, the automatic display of full size engine parameters on the MFD in the event of an engine failure, and the power assurance check feature.
I hand flew an ILS into KAFW, in quite gusty conditions, using Garmin's version of HITS boxes, and the pathways keep the localizer and glide slope perfectly nailed. Later we shot an approach using the Cobham auto pilot, and it tracked the approach perfectly.
I had only seen pictures of the installation, and was worried about the extended panel blocking view during off airport operations, but that concern was unfounded, as the part of the panel that extends in front of the pilot is cut so as you can see under, around and over it.
This installation is the most exciting avionics advance I have seen in helicopters, and will likely change how helicopters are purchased and completed, as the average completion will probably go from a few months to a few weeks.
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Tell them you are interested in one. 
Aren't you in the east, and isn't Jeanette your Bell person -- she can arrange it.
They have one Garmin ship at X Works in Arlington, which is an older 407 that has been a test bed for many mods over the year (and the one I flew) and another one that was at HAI and is either the first one off the line or equivalent.
Aren't you in the east, and isn't Jeanette your Bell person -- she can arrange it.
They have one Garmin ship at X Works in Arlington, which is an older 407 that has been a test bed for many mods over the year (and the one I flew) and another one that was at HAI and is either the first one off the line or equivalent.
Join Date: Apr 2011
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G1000 on the Bell 407
I received an email that you are interested in a demo in the 407GX (G1000 407). If you can provide your email, I can work on approvals and setting up that demo. My direct email is: [email protected]
thanks - hope to see you at the academy
thanks - hope to see you at the academy
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BH407
Well, I know this may be a duplicate post but I'm new to the 407 and would like a current electronic RFM. If anyone could help that would be great. Thanks in advance.
Good Morning,
Just go to the Bell web site and register; all you need is the serial number you fly and you're in business
BHT - BHT - Error Page
Free subscription for up to date manual, from the OEM, can't beat that
Just go to the Bell web site and register; all you need is the serial number you fly and you're in business
BHT - BHT - Error Page
Free subscription for up to date manual, from the OEM, can't beat that
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Bell 407 xmsn oil pressure fluctuation
Am experiencing an xmsn oil pressure fluctuation which I have not previously observed. Begins about 5 minutes into the flight and varies between about 40 psi and 60 psi (always in the green) , and cycles this way about once per second. Until recently oil pressure has been steady at about 55 psi at all times in flight. This fluctuation continues on the ground after a flight while at 100% RPM, but is not visible at ground idle. Wondering of anyone has guidance on the cause and significance of this?
I have been told by more than one experienced individual that the transmission on this helicopter will run for an entire tank of fuel after a loss of all oil before seizing. Cant seem to get any "official" confirmation of this. May be true, may be urban myth. Any thoughts?
I have been told by more than one experienced individual that the transmission on this helicopter will run for an entire tank of fuel after a loss of all oil before seizing. Cant seem to get any "official" confirmation of this. May be true, may be urban myth. Any thoughts?
Join Date: Jul 2001
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Could be a dodgy transducer. Your maintenance guys can look at BHT 407 MM 6, Chapter 63, Page 17 for troubleshooting. Or call Bell Product Support, or your local tech rep.
As for running it without any oil for a full fuel load even you should know that is a load of b*&^cks. You have attended the school.
There is nothing worse than a so called 'experienced individual' who has no idea of what he/she is talking about.
As for running it without any oil for a full fuel load even you should know that is a load of b*&^cks. You have attended the school.
There is nothing worse than a so called 'experienced individual' who has no idea of what he/she is talking about.