Bell 429
Being a happy 407 driver I wish Bell all the best with the 429 programm. Are there any performance charts available yet? 
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Currently max weight internal is 7,000 lbs, and not likely to go beyond that due to certification limits (that's a much as a Part 27 machine can weigh with an internal load).
External max weight is 7,500 pounds, but the additional weight has to be jettisonable.
External max weight is 7,500 pounds, but the additional weight has to be jettisonable.
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Just a comment about parts and using parts from older machines.
It's quite common to use parts already approved on another machine as they don't need to undergo an extensive (read $$$) approval process. The company also doesn't need to put in another part number into their supply system. There's less chance of screwing up and getting the wrong part number, and so on.
I remember being slightly shocked when I started work at Bell in 1984 on the model 400 (anyone remember that?) to find out it actually had Bell 47 part numbers. But I quickly understood why.
In the 429, Bell did use a 'clean sheet of paper' approach, and only used older model part numbers where appropriate. It is a new design.
It's quite common to use parts already approved on another machine as they don't need to undergo an extensive (read $$$) approval process. The company also doesn't need to put in another part number into their supply system. There's less chance of screwing up and getting the wrong part number, and so on.
I remember being slightly shocked when I started work at Bell in 1984 on the model 400 (anyone remember that?) to find out it actually had Bell 47 part numbers. But I quickly understood why.
In the 429, Bell did use a 'clean sheet of paper' approach, and only used older model part numbers where appropriate. It is a new design.
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I recall S58 parts in the S61 and some gazelle part in the AS350/355.
wonder as the Blackhawk was entirely funded by US goverment if Sikorsky used many existing parts
wonder as the Blackhawk was entirely funded by US goverment if Sikorsky used many existing parts
it's already at 200 hours between inspections, which must be a first in helicopters.
Tightgit
Afraid not. The EC 135 has been at 400 hours between inspections for a couple of years now.
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Bell 429 , any news
The ref to the 429 in the rega thread made me think.
The last serial number noted on TC web site is 57008 , this is now registered in USA along with 57006. I thought they had certification and a full order book.
8 aircraft in 3 years is kinda slow.Any one know what is holding up deliveries.
The last serial number noted on TC web site is 57008 , this is now registered in USA along with 57006. I thought they had certification and a full order book.
8 aircraft in 3 years is kinda slow.Any one know what is holding up deliveries.
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An article in Aviaiton International News (AIN) on 01 October 2009 showed the following forecast production rates:
Also in that same AIN article:
Has Bell announced the number of converted firm orders still held? (it's been four months since the above article was released)
The 429 production schedule remains at 40 planned for delivery next year, 80 in 2011 and 96 (representing full-rate production) in 2012.
At the time of certification, Bell reported letters of intent (LOIs) for 301 aircraft. It is still in the process of converting these LOIs to purchase agreements, so it is not announcing converted firm orders yet. Holders of LOIs had until mid-September to confirm their orders, but the conversion process takes longer, because after the deadline, Bell marketers go back to buyers who cancelled their late-delivery aircraft and offer them earlier delivery slots. “We need to know the true conversions and slots available,” said Marshall.
Bell typically gets a 95-percent conversion rate for letters of intent, he said, although the current state of economies around the world could harm this rate.
Bell typically gets a 95-percent conversion rate for letters of intent, he said, although the current state of economies around the world could harm this rate.
Last edited by 21stCen; 30th Jan 2010 at 06:13.
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As of late October the converted LOI total stood at 50 aircraft. The 429's production rate has been trimmed back to 25 aircraft this year and 40-50 in 2011.
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Looking at the economy over the last 18 months, and the cancellations and deferrals of every aviation manufacturer that I have seen numbers on, I suspect the shrinking of the order book has little to do with the 429, and a lot to do with the financial issues faced by the 429's customers.
While I personally wouldn't be thrilled with owning one of the first 50 serial numbers of any new helicopter or turbojet, I have a buddy with a bunch of time in the 429 and he says it is an incredible performer -- as in 4,000 fpm climb.
While I personally wouldn't be thrilled with owning one of the first 50 serial numbers of any new helicopter or turbojet, I have a buddy with a bunch of time in the 429 and he says it is an incredible performer -- as in 4,000 fpm climb.