Bell v Eurocopter: Canadian Court
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Bell v Eurocopter: Canadian Court
The legal action between Bell and Eurocopter over the design of the landing gear for the Bell 429 was decided by the Canadian Federal Court 30 January 2012. Eurocopter claimed infringement of Canadian Patent 2207787 relating to sleigh-type landing gear.
For details see this article
IP monitor - Bell Helicopter
15 out of 16 Eurocopter complaints were struck out but one upheld with, punative damages, relating to pre-production skids, not the skids used in production.
For details see this article
IP monitor - Bell Helicopter
15 out of 16 Eurocopter complaints were struck out but one upheld with, punative damages, relating to pre-production skids, not the skids used in production.
This is disappointing as the 'Legacy' sleigh-type gear gave the 429 remarkably clean lines (first image) compared with the 'Production' gear (second image) which I think looks pretty glum!
For non-utility applications the best bet for re-acquiring some of the 429's external esthetics might be for Bell to return to their proposal of offering a retractable undercarriage version (third image) so long as Agusta don't turn around and say this is a rip-off of the 109 arrangement!
I'm not even sure if these so called 'sleigh' type skids are even a Eurocopter innovation - if memory serves the first ever appearance of sleigh 'type' skids was debuted by MDH in the late 80's in their concept drawings for the MDX (fourth image) and it is from here I believe Eurocopter drew their inspiration for the Colibri's undercarriage.
MDX Concept drawing (Flight International 28th January 1989)
For non-utility applications the best bet for re-acquiring some of the 429's external esthetics might be for Bell to return to their proposal of offering a retractable undercarriage version (third image) so long as Agusta don't turn around and say this is a rip-off of the 109 arrangement!
I'm not even sure if these so called 'sleigh' type skids are even a Eurocopter innovation - if memory serves the first ever appearance of sleigh 'type' skids was debuted by MDH in the late 80's in their concept drawings for the MDX (fourth image) and it is from here I believe Eurocopter drew their inspiration for the Colibri's undercarriage.
MDX Concept drawing (Flight International 28th January 1989)
Has Bell had any original ideas or designs since launching the Jetranger??
V22 Osprey
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Last edited by Senior Pilot; 7th Feb 2012 at 01:02. Reason: Pics too big: links instead
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Has Bell had any original ideas or designs since launching the Jetranger??
Would the 222 family be considered an original idea, in some way?
) and here is the extract relating to the 222:222
For me personally one of the more surprising responses to one of Bell's developments was the 222. In my mind the 222 should have been a resounding success fed by Bell's legion of satisfied single-engine clients but, as we know, this was not to be.
"The first of five prototypes of the Model 222 (described as the first commercial light twin-engined helicopter to be built in the USA) flew for the first time on 13 August 1976. FAA certification for a Model 222 in preproduction configuration was received on 16 August 1979. The production 222 received approval for VFR operation on 20 December, and the first delivery, to Petroleum Helicopters Inc, was made on 16 January 1980. FAA certification for single-pilot IFR operations in Category I weather conditions was granted on 15 May 1980. A Model 222 delivered to Omniflight Helicopters on 18 January 1981 was the 25,000th Bell helicopter built. Another became a flying testbed for Bell's Model 680 rotor system. Production ceased in 1989."
The 222's launch to market (1980) was perfectly timed, intentional or otherwise, in that the progression towards twins in the corporate world was underway and many of those preparing to upgrade were Bell customers. The 222 provided a viable contrast to the Agusta 109 and an alternative for those wanting something smaller than an S76. But, the craft was let down by the initially poor performance its Lycoming engines and by generally high maintenance costs including those relating to the Nodal suspension system.
The failure of the 222 made it easier for Aérospatiale's 355 model to flourish and provided impetus to the ongoing refinement of Agusta's 109 series. In the process Bell lost out on a formidable slice of an important market, a market they had dominated for over a decade.
"The first of five prototypes of the Model 222 (described as the first commercial light twin-engined helicopter to be built in the USA) flew for the first time on 13 August 1976. FAA certification for a Model 222 in preproduction configuration was received on 16 August 1979. The production 222 received approval for VFR operation on 20 December, and the first delivery, to Petroleum Helicopters Inc, was made on 16 January 1980. FAA certification for single-pilot IFR operations in Category I weather conditions was granted on 15 May 1980. A Model 222 delivered to Omniflight Helicopters on 18 January 1981 was the 25,000th Bell helicopter built. Another became a flying testbed for Bell's Model 680 rotor system. Production ceased in 1989."
The 222's launch to market (1980) was perfectly timed, intentional or otherwise, in that the progression towards twins in the corporate world was underway and many of those preparing to upgrade were Bell customers. The 222 provided a viable contrast to the Agusta 109 and an alternative for those wanting something smaller than an S76. But, the craft was let down by the initially poor performance its Lycoming engines and by generally high maintenance costs including those relating to the Nodal suspension system.
The failure of the 222 made it easier for Aérospatiale's 355 model to flourish and provided impetus to the ongoing refinement of Agusta's 109 series. In the process Bell lost out on a formidable slice of an important market, a market they had dominated for over a decade.
Light twins were already on the scene (105/109) with the AS355 and S76 being developed at the same time as the 222 so 'twin power' in a light frame wasn't exactly innovative. Neither was one of the 222's primary 'technical' features the smooth-ride Nodal Suspension System (ripped from the LongRanger and which ended-up becoming the bane of the aircraft's cost-effectiveness along with its engines).
In terms of styling the 222 wasn't bad, perhaps the rear wheel sponsons could have been a little smaller and or further back (they sometimes made access to the cabin slightly awkward) but she was a quick ship and .. (perhaps something which could only be appreciated by enthusiastic drivers) she produced this amazing Bell 'whop' which was just wonderful!
My godfather got to fly the Bell demonstrator N2221W for one week in the summer of '81 (after Heathrow grounded Bell's 222 chief test pilot at Battersea for non-compliance with London's helicopter routes
) and he reported that it was a 'dream' to fly. (Perhaps members such as Longbox could offer their views).
The Bell 222 (N2221W) which my godfather flew in 1981
In the latest development in ongoing patent infringement litigation between Bell Helicopter and Eurocopter, the Federal Court of Appeals of Canada has upheld a January 2012 ruling that found Bell Helicopter liable for punitive damages for infringing a Eurocopter patent for helicopter landing gear.
The case is one of several that Eurocopter has brought against Bell in Canada, the United States and Europe, claiming that Bell intentionally copied the “Moustache” landing gear on Eurocopter EC120 and EC130 helicopters when it designed the landing gear for the Bell 429.
The case is one of several that Eurocopter has brought against Bell in Canada, the United States and Europe, claiming that Bell intentionally copied the “Moustache” landing gear on Eurocopter EC120 and EC130 helicopters when it designed the landing gear for the Bell 429.
Well there we are, I've heard it called just about everything now. 'Sleigh', 'tubular', 'looped' .. today its 'moustache' !
As I've said before, I do not believe EC conceived this style as there are many pre-cursors to their 'sleigh' design (as per the Colibri) but .. I suppose they were the first to patent this arrangement.
You also have to wonder about EC's timing for the initial suit .. only filed once the 429 went into production with units being delivered, despite the fact that EC viewed the original style skids for the 429 several years beforehand, afaik that is.
As stated in the first post the claim does not apply to production 429's. Always thought the Eurocopter gear was a pilot face plant as there is nothing to keep it from going over.
The Sultan
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Ditto
If im landing in uneven hilly terrain ill take regular skid gear any day. Ive never tried a toe in with a 350 or similr skid design but i think it would be more difficult, and like the sultan said, a faceplant waiting to happen. Looks clean though.
