Bell 407
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B407 Fenestron MAPL High altitude testing
Bell’s MAPL Tail Fan Demonstrator Completes High Altitude Testing
NBAA, Las Vegas, NV Oct 12, 2004
Bell’s new tail fan demonstrator helicopter is back at the company’s XworX facility in Arlington, Texas, following a successful round of high altitude flight-testing in Leadville, Colorado. While in Colorado the aircraft demonstrated OGE (out of ground effect) hover at over 11,700 feet, and flight at an altitude greater than 13,000 feet. It also demonstrated left and right sideward flight up to 45 knots. On the return trip to Texas following testing, the aircraft visited Air Methods at Denver’s Centennial Airport and demonstrated its very low noise signature.
The tail fan demonstrator aircraft completed its first flight on July 15, 2004. The demonstrator is being used to explore the flight characteristics of this protected, low-noise anti-torque device intended for use on Bell’s new MAPL line of light helicopters (the Modular Affordable Product Line.)
The tail fan demonstrator is an experimental Bell 407 with a forty-inch diameter fan and duct, which replace the sixty-five inch diameter tail rotor. The tail fan incorporates technology developed during bench testing completed earlier this year, many features of which are covered by new patent disclosures. It has been designed to allow testing in multiple different duct configurations, to provide information on their performance and acoustics in hover and forward flight.
The tail fan is only one of many new technologies being developed specifically for the MAPL family, including an advanced rotor demonstrator planned to fly later this year. The first aircraft in the MAPL family is expected to be available in 2008, although some of these new technologies are mature and could be incorporated in existing Bell aircraft now in production.
NBAA, Las Vegas, NV Oct 12, 2004
Bell’s new tail fan demonstrator helicopter is back at the company’s XworX facility in Arlington, Texas, following a successful round of high altitude flight-testing in Leadville, Colorado. While in Colorado the aircraft demonstrated OGE (out of ground effect) hover at over 11,700 feet, and flight at an altitude greater than 13,000 feet. It also demonstrated left and right sideward flight up to 45 knots. On the return trip to Texas following testing, the aircraft visited Air Methods at Denver’s Centennial Airport and demonstrated its very low noise signature.
The tail fan demonstrator aircraft completed its first flight on July 15, 2004. The demonstrator is being used to explore the flight characteristics of this protected, low-noise anti-torque device intended for use on Bell’s new MAPL line of light helicopters (the Modular Affordable Product Line.)
The tail fan demonstrator is an experimental Bell 407 with a forty-inch diameter fan and duct, which replace the sixty-five inch diameter tail rotor. The tail fan incorporates technology developed during bench testing completed earlier this year, many features of which are covered by new patent disclosures. It has been designed to allow testing in multiple different duct configurations, to provide information on their performance and acoustics in hover and forward flight.
The tail fan is only one of many new technologies being developed specifically for the MAPL family, including an advanced rotor demonstrator planned to fly later this year. The first aircraft in the MAPL family is expected to be available in 2008, although some of these new technologies are mature and could be incorporated in existing Bell aircraft now in production.
So they have stuck a fenestron on a jet ranger then - hardly cutting edge is it?
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Crab
1. I'd rather someone else flew 'cutting edge', just in case there's a few teething problems.
2. The first I usually hear of an approaching JR is the penetrating buzz from the TR - take that away and it really would be significantly quieter. In that respect, Bell have simply listened to what Eurocopter have been doing, and set about catching up - which I'm sure even their most ardent supporter would agree they could do with.
1. I'd rather someone else flew 'cutting edge', just in case there's a few teething problems.
2. The first I usually hear of an approaching JR is the penetrating buzz from the TR - take that away and it really would be significantly quieter. In that respect, Bell have simply listened to what Eurocopter have been doing, and set about catching up - which I'm sure even their most ardent supporter would agree they could do with.
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If it goes on future 407s - is that in the pipeline ? - it could go a long way towards dispelling any remaining discomfort about tail chopping on an otherwise fantastic helicopter. Let's just hope it doesn't substitute tail rotor authority problems instead...
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I'm just sorry they did it so ugly...407 is a so beautiful beast !!
And look how lucky am I : as a low time pilot with 350 h total time, I've 100 h PIC on this wonderful helicopter ! I don't know what will be my next job but I guess I will have to change some habbits...
407 driver, I hope you know your luck !
And look how lucky am I : as a low time pilot with 350 h total time, I've 100 h PIC on this wonderful helicopter ! I don't know what will be my next job but I guess I will have to change some habbits...
407 driver, I hope you know your luck !
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goaround7 you took the words out of my mouth! (See "EC120 rolls in Durban" on the African Aviation website).
Have Bell solved the problem that appears to affect the EC120?
Have Bell solved the problem that appears to affect the EC120?
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The tail fan demonstrator is not being developed for use on the 407.
It is one of several technologies (including a new rotor and possibly a new engine) being evaluated for Bell's future family of helicopters, MAPL.
The base 407 helicopter is being used as test bed for these technologies, as it gives a good known point for comparison.
As with all of these technologies, if it is successful enough and there is customer demand for it, there is a possibility that they may be retrofitted to existing aircraft or new model upgrades in the pipeline, such as the 427i.
It is one of several technologies (including a new rotor and possibly a new engine) being evaluated for Bell's future family of helicopters, MAPL.
The base 407 helicopter is being used as test bed for these technologies, as it gives a good known point for comparison.
As with all of these technologies, if it is successful enough and there is customer demand for it, there is a possibility that they may be retrofitted to existing aircraft or new model upgrades in the pipeline, such as the 427i.
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Bell 407 Conversion
Can anyone tell me where I can get a B407 conversion done either in UK or Ireland and roughly how much it will cost if I supply the aircraft if possible.
Max
Max
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Bell announces re-engine choice for 407
HAI Day One: Bell, Honeywell In Power Play
Anaheim, Feb 5, 2005. Bell and Honeywell took the pre-show stage here today, an event which was in effect a celebration of a return to linkage between the two. The latter was selected by Bell to put a new engine – a 900 shaft horsepower class derivative of the LTS-101 – on to the hot selling –407 after a rigorous competition which eliminated Rolls, P&WC and Turbomeca. The new engine – initially set at 925 shp features new components and some other modifications to yield a 40 percent performance increase and a pretty good specific fuel consumption for this engine class. Bell’s CEO Mike Redenbaugh – who oversaw development of Honeywell light helo engines in a former life – said he knew, better than most, the potential of the design. Things are looking so bright the new motor will be offered to the Army for the three hundred something ARH project – proposals for which will go in from Bell next week. To questions about new development risk in a programme that is supposed to be fast-track and ‘commercial off the shelf’ – Redenbaugh says the answer is in giving the Army better hot and high performance as well as something they can phase in later as growth dictates. Honeywell, taking stage immediately after an extremely up-beat review of Bell’s prospects by their ebullient boss, said the engine is performing well in tests and that a ‘ground run’ version will be offered to the –407 office at Bell soon.
In other remarks made by Redenbaugh:
. Bell is offering all-new versions of the AH-1Y and Z model gunship to the Navy to cover a capability gap the US Marine Corps will have when olderH-1s come in for the re-man programme;
, Recent problems with the V-22 have been fixed (or will be shortly) allowing the USMC to get on with their delayed opeval programme probably in March. The tests will run for four months.
. Bell backlog for 2005 is a whopping 93 percent up over this time last year;
. Industry has an ‘industry-wide’ problem on ‘drift control of bearings production,’ of the kind that surfaced with the recent enforced inspection of V-22 input quills. Bell is contributing data and knowledge on an industry-wide basis to fixing the problem;
. There is still not much movement on helicopters for the US Homeland Security effort. (Redenbaugh finds it tough to be downbeat on an issue, but even he was forced into negative body language on a long-running situation that hasn’t resolved itself since urgings after 9/11 and doesn’t look like it will;
. Honeywell is staying well back from any further controversy on the US Coast Guard re-engining issue, a senior Washington lobbyist there cautioning the company had decided it was better to take the ‘high ground,’ in the high-profile affair. Privately, executives claim so-called engine gripes recorded at the height of the campaign to unseat the LTS-101 engine from the HH-65 Dolphin have mysteriously ‘fallen off to near zero,’ now the battle has been lost.. Their new engine – called the HTS900 – handily won Bell’s –407 place, up against the same Turbomeca Arriel 2 engine the USCG picked. ‘We told the USCG about the issue,’ a diplomatic Bob Miller of Honeywell said. ‘But to be fair there were schedule questions in there which would have been an issue.
--------------------------------------------------------------------------------
Anaheim, Feb 5, 2005. Bell and Honeywell took the pre-show stage here today, an event which was in effect a celebration of a return to linkage between the two. The latter was selected by Bell to put a new engine – a 900 shaft horsepower class derivative of the LTS-101 – on to the hot selling –407 after a rigorous competition which eliminated Rolls, P&WC and Turbomeca. The new engine – initially set at 925 shp features new components and some other modifications to yield a 40 percent performance increase and a pretty good specific fuel consumption for this engine class. Bell’s CEO Mike Redenbaugh – who oversaw development of Honeywell light helo engines in a former life – said he knew, better than most, the potential of the design. Things are looking so bright the new motor will be offered to the Army for the three hundred something ARH project – proposals for which will go in from Bell next week. To questions about new development risk in a programme that is supposed to be fast-track and ‘commercial off the shelf’ – Redenbaugh says the answer is in giving the Army better hot and high performance as well as something they can phase in later as growth dictates. Honeywell, taking stage immediately after an extremely up-beat review of Bell’s prospects by their ebullient boss, said the engine is performing well in tests and that a ‘ground run’ version will be offered to the –407 office at Bell soon.
In other remarks made by Redenbaugh:
. Bell is offering all-new versions of the AH-1Y and Z model gunship to the Navy to cover a capability gap the US Marine Corps will have when olderH-1s come in for the re-man programme;
, Recent problems with the V-22 have been fixed (or will be shortly) allowing the USMC to get on with their delayed opeval programme probably in March. The tests will run for four months.
. Bell backlog for 2005 is a whopping 93 percent up over this time last year;
. Industry has an ‘industry-wide’ problem on ‘drift control of bearings production,’ of the kind that surfaced with the recent enforced inspection of V-22 input quills. Bell is contributing data and knowledge on an industry-wide basis to fixing the problem;
. There is still not much movement on helicopters for the US Homeland Security effort. (Redenbaugh finds it tough to be downbeat on an issue, but even he was forced into negative body language on a long-running situation that hasn’t resolved itself since urgings after 9/11 and doesn’t look like it will;
. Honeywell is staying well back from any further controversy on the US Coast Guard re-engining issue, a senior Washington lobbyist there cautioning the company had decided it was better to take the ‘high ground,’ in the high-profile affair. Privately, executives claim so-called engine gripes recorded at the height of the campaign to unseat the LTS-101 engine from the HH-65 Dolphin have mysteriously ‘fallen off to near zero,’ now the battle has been lost.. Their new engine – called the HTS900 – handily won Bell’s –407 place, up against the same Turbomeca Arriel 2 engine the USCG picked. ‘We told the USCG about the issue,’ a diplomatic Bob Miller of Honeywell said. ‘But to be fair there were schedule questions in there which would have been an issue.
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Interesting indeed.
For years Alliison / Rolls have had the Bell light single market to themselves because of the lack of tail rotor drive from the transmission. Someone is stepping up to the plate with an engine that incorporates the same drive system as the 250 series uses.
I wonder how long it will be before there is a retrofit for the older engines - breathing new life into the 206 line....
For years Alliison / Rolls have had the Bell light single market to themselves because of the lack of tail rotor drive from the transmission. Someone is stepping up to the plate with an engine that incorporates the same drive system as the 250 series uses.
I wonder how long it will be before there is a retrofit for the older engines - breathing new life into the 206 line....
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The 206B3 is used in only two roles. It makes an adequate personal transport for a PPL holder, but as the distance is often around 250nms it's obviously pretty slow.
In the other half of it's life I use it professionally for any film work that doesn't specifically require a twin. In this role it's obviously pretty underpowered but I don't want to go to a French right-footer (too old to invert the brain during gentle heading alterations using power instead of feet). Also, since all of my work is VFR I like the amount of visibility you get from the thinner Bell pedestal instrument panel.
For a smoother airframe I love using the 206L with the nodal beam for nose mount work, but the triple vertical fin means it doesn't like going sideways. With gimbal mounts these days (see the thread "BBC guide for filming pilots") this has become a much less important issue.
In the other half of it's life I use it professionally for any film work that doesn't specifically require a twin. In this role it's obviously pretty underpowered but I don't want to go to a French right-footer (too old to invert the brain during gentle heading alterations using power instead of feet). Also, since all of my work is VFR I like the amount of visibility you get from the thinner Bell pedestal instrument panel.
For a smoother airframe I love using the 206L with the nodal beam for nose mount work, but the triple vertical fin means it doesn't like going sideways. With gimbal mounts these days (see the thread "BBC guide for filming pilots") this has become a much less important issue.
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...as much as I dislike Astars (EC)..... I have found that you don't think about flying an aircraft that "spins the wrong way", you just "do it", no sweat.
I'm probably too old and absent minded to think of left foot-- right foot, but if you look out the window, the hands and feet seem to automatically react in the proper manner. Even going from Astar to Bell to Astar on any given day, your finely tuned pilot reflexes should automatically compensate.
The 407 will give you a good cruise speed, probably near 130 Kts with out any accessories hanging off the sides. (we run a huge ski basket all year long) Baggage space is limited, just the same volume as your 206 ! The range is short, only 2.0 with regular tanks. With the extra fuel in the baggage mounted aux tank, range may increase by an extra .6 to .8 , but baggage volume further decreases.
The 407 is a great film ship. I've flown a few jobs, and the crews have just loved it. It's Smooth, Agile, and fast. The tail rotor on the 407 is strong, excellent control up wind, downwind, side wind, any wind....so sideward flight is possible at a very good speed...The climb rate is out of this world !
We filmed a documentary (Great Canadian Rivers - Athabasca R )on the huge Columbia Icefields (8,000 to 11,500) a few years back, with a full tank of fuel, about 5 guys and gear, we were able to climb up the glaciers-sideways- fast enought to thrill the cameraman...that crew was hooked on the aircraft.
I'm probably too old and absent minded to think of left foot-- right foot, but if you look out the window, the hands and feet seem to automatically react in the proper manner. Even going from Astar to Bell to Astar on any given day, your finely tuned pilot reflexes should automatically compensate.
The 407 will give you a good cruise speed, probably near 130 Kts with out any accessories hanging off the sides. (we run a huge ski basket all year long) Baggage space is limited, just the same volume as your 206 ! The range is short, only 2.0 with regular tanks. With the extra fuel in the baggage mounted aux tank, range may increase by an extra .6 to .8 , but baggage volume further decreases.
The 407 is a great film ship. I've flown a few jobs, and the crews have just loved it. It's Smooth, Agile, and fast. The tail rotor on the 407 is strong, excellent control up wind, downwind, side wind, any wind....so sideward flight is possible at a very good speed...The climb rate is out of this world !
We filmed a documentary (Great Canadian Rivers - Athabasca R )on the huge Columbia Icefields (8,000 to 11,500) a few years back, with a full tank of fuel, about 5 guys and gear, we were able to climb up the glaciers-sideways- fast enought to thrill the cameraman...that crew was hooked on the aircraft.
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I Must agree with 407 DRIVER,
we aslo run a 206 for general charter which serves its purpose well and i have just come out of an endorsement on the 407 with only about 6 hrs so far on it but its an incredible performer, the one we have in our hangar is owned privately as well, but its a clean skin acft with no S&*t hanging off it and at sea level we cruise around 125-130 at 76-78% tQ.
Fuel Load with the Aux tank is 559lt or about 900lbs and burns around 300lb an hour.
you cannot replace your 206 for ease of maintenace and reliability but its horses for courses, the 206 serves its market well, upgrade to the 407,130 or 350B3 and be prepared to part with alot of the folding stuff to cover cost, especially if a LCD guage dies!!!
Having said that....the 407 is a real performer you wont be dissapointed, only quarm i have is the cabin layout, not much different from the L4 i prefer the open cabin in the 350's but hey beggers cant be choosers!!
we aslo run a 206 for general charter which serves its purpose well and i have just come out of an endorsement on the 407 with only about 6 hrs so far on it but its an incredible performer, the one we have in our hangar is owned privately as well, but its a clean skin acft with no S&*t hanging off it and at sea level we cruise around 125-130 at 76-78% tQ.
Fuel Load with the Aux tank is 559lt or about 900lbs and burns around 300lb an hour.
you cannot replace your 206 for ease of maintenace and reliability but its horses for courses, the 206 serves its market well, upgrade to the 407,130 or 350B3 and be prepared to part with alot of the folding stuff to cover cost, especially if a LCD guage dies!!!
Having said that....the 407 is a real performer you wont be dissapointed, only quarm i have is the cabin layout, not much different from the L4 i prefer the open cabin in the 350's but hey beggers cant be choosers!!
