Canadian Department of Transport-Approved Rotorcraft Flight Manual Bell Model 427 – S/N 56025 and subsequent. S/N 56001 through 56024 when Increased Gross Weight Kit 427-704-002 and Airframe Fuel Shut-off Valve Kit 427-706-018 have both been incorporated. S/N 58001 and subsequent. Bell 427 Bell 429 Bell 430 Bell 47 A / YR-13 / YH-13 / HTL-1. Bell YFM Aircraft Flight Manual Bell YP-39 P-39 C Aircraft Pilot Handbook Manual 01-110FE-1.

• Bell Model 427
• Flight Training Manual
• Bell 427 Flight Manual Pdf Free

From Bell Helicopter Textron, Inc. [BHTI] source materials including but not limited to; The Approved Rotorcraft Flight Manual, Maintenance Manual, Illustrated Parts. Catalog, and other engineering. The SPECIFICATIONS, WEIGHTS, DIMENSIONS, AND PERFORMANCE DATA shown in this document are.

Contents • • • • • • • Development [ ] Bell has tried several incarnations of a twin version of its successful series, including the stillborn in the mid-1980s, and the limited-production in the early 1990s. Bell's original concept for a replacement for the 206LT TwinRanger was the Bell 407T, a relatively straightforward twin-engine development of the with two Allison 250-C22B engines. However, Bell concluded that the payload-range performance of the 407T would not be sufficient. The company began development of a new light twin, in partnership with 's Samsung Aerospace Industries.

In February 1996, Bell announced its Model 427 at the Heli Expo in Dallas. The Bell 427 was the company's first aircraft designed entirely on computer. The Bell 427 first flew on December 11, 1997. Canadian certification was awarded on November 19, 1999, followed by US certification in January 2000, and US FAA dual pilot IFR certification in May 2000. Bell builds the 427's flight dynamics systems at, while final assembly is performed at Bell's facility. The 427's fuselage and tailboom are built by Samsung (later part of ) at its Sachon plant in South Korea. The first customer deliveries occurred in January 2000.

In 2004, Bell offered a redesigned 427 version, the Bell 427i, which was developed in partnership with South Korea's and 's Mitsui Bussan Aerospace. The agreement gave KAI the development and production responsibility for the fuselage, cabin wiring, and fuel system. Mitsui Bussan became a financial backer. The 427 i included a newer glass cockpit and navigation systems to allow single pilot flying under. The design had a fuselage lengthened 1 ft 2 in (0.36 m), a more powerful engine version and transmission, and increased takeoff weight. However, the program was canceled and focus shifted to the improved. In February 2005, the existing 80 orders for the 427 i were converted to the 429.

On January 24, 2008, Bell announced plans to officially discontinue its 427 line after current order commitments were fulfilled in 2010. Bell 427 cockpit The Bell 427 is powered by two turboshaft engines with. Like the Bell 407, the 427 uses a four-blade main rotor system with a rigid, composite rotor hub and a two-blade tail rotor.

The Bell 427's cabin is 13 in (33 cm) longer than the 407, and consists primarily of composite construction. The cabin lacks the roof beam which obstructs the cabin on the 206/206L/407, and has an optional sliding main cabin door. The 427 offers eight-place seating including pilot in a two+three+three arrangement. Alternate layouts include four in the main cabin in a club configuration, or two stretchers and two medical attendants for medical evacuation duties. • Frawley, Gerard. The International Directory of Civil Aircraft, 2003-2004, p. Aerospace Publications Pty Ltd, 2003..

• ^ Frawley, Gerard Ativcaxx.vp Download. . The International Directory of Civil Aircraft, 2003-2004, p. Aerospace Publications Pty Ltd, 2003.. • June 16, 2007, at the. Flug Revue, March 21, 2001.

• July 20, 2011, at the. Vtol.org, July 2004. • Healey, Andrew. June 16, 2011, at the.

Aviation International News online, September 1, 2004. • Jane's All the World's Aircraft, Jane's Information Group, 2009.. Aero-news.net, February 7, 2005 • December 30, 2010, at the. Bell Helicopter, 24 January 2008.

Retrieved 2 February 2013. Demand media. Retrieved 2 February 2013. Archived from on 15 March 2013. Retrieved 2 February 2013.

• October 1, 2009, at the. Bell Helicopter • ^ November 18, 2008, at the. Bell Helicopter, January 2006. [ ] External links [ ] Wikimedia Commons has media related to.

It may be slower than its competitors, but the power of Bell's 427 light twin turbine, simplicity of operation and overall comfort impressed Flight International's test pilot Peter Gray/MIRABEL Beginning with a clean sheet of paper, a list of desired design criteria and a rigid purchase price goal, Bell Helicopter Textron believes that, in its Model 427, it has produced the 'right sized' light twin-turbine helicopter for corporate users, offshore operators and emergency medical services. The company decided there was a niche for a 2,720kg (6,000lb) gross-weight, twin-engined helicopter with fewer parts, reduced maintenance, low vibration, smooth ride, quiet operation and exceptional Category A performance.

Bell says it is pleased with the market reaction, with more than 80 orders placed so far. Competitors are the Agusta A109, Eurocopter AS355 and EC135 and MD Helicopters MD902 Explorer. Canadian certification of the 427 is expected this month, to be followed by US and European approval. Initial certification will be for visual flight rules (VFR) operation, but Bell plans for dual- and single-pilot instrument flight rules operation, and Category A approval for runway and helipad operations. Bell also plans to increase the maximum gross weight to 2,950kg, for which the Pratt & Whitney Canada PW207D engines have the required capability. The switch to the D-model during development has already increased the helicopter's payload. The PW206D has a 30s one engine inoperative (OEI) rating of 610kW (820shp), although the transmission will allow only 485kW.

But this means the pilot is guaranteed 485kW throughout virtually the entire flight envelope, up to high altitudes and temperatures. This should be more than enough to allow recovery from a sudden loss of power in most situations. The next steps down are the 2min OEI power rating of 580kW, a 30min OEI of 560kW and a continuous rating of 530kW. Combined twin-engined 5min take-off power is 1,060kW, with a transmission limit of 650kW for all twin-engined operations.

Maximum continuous power is 930kW. Bell has held the VFR 427's purchase price to $2.2 million and direct operating costs to under $440/h. This has been achieved by using 33% fewer cabin parts than in the single-turbine 407 and 40% fewer transmission gears than in the twin-turbine 430. Simplified assembly Flight International was invited to Bell's Mirabel, Canada, commercial helicopter plant to evaluate the 427, affording an opportunity to see the aircraft in assembly. The fuselage is built in five main structural sections.

The hybrid composite/metal side panels are of one piece, with a hinged or optional sliding door that is a precise fit and interchangeable between aircraft. Similarly, the roof is of one piece, with all components attached to the top, making maintenance easier and quicker and providing added headroom. The forward fuselage is supported by two long alloy keel beams that allow plenty of room for the battery, avionics and other equipment. The tail boom and stabiliser assembly is again of one piece, for added strength, and is constructed with heat resistant materials.

The helicopter has a smooth, low drag exterior, that is easy to paint and to maintain. There is no external gutter on the doors (it is incorporated into the internal seal), reducing drag and noise. The windows are a precise fit, with screws replacing rivets. The windshield is bulged to increase rigidity, so no wipers are required.

A bubble window for the pilot will be available for vertical reference long-line operations. The composite cowlings are large, to improve access, and do not require a screwdriver or other tool to open. The baggage compartment is on the right hand side, where the pilot can see what is going on. It is small compared with competing helicopters, however - 0.87m³ (30ft3), compared with 1.2m³ for the EC135.

But there is additional baggage space in the cabin, on a parcel shelf and beneath the seats. The 11.3m (37ft)-diameter main rotor uses the proven 'soft-in-plane' hub design of the Model 407 and military OH-58D, with its failsafe multiple load paths. Elastomeric bearings and dampers allow fewer moving parts and less lubrication.

A top cover not only helps reduce drag, but protects components such as dampers and thrust bearings against sunlight. The rotor blades are composite, with nickel-plated leading edges for erosion resistance. Rugged gearbox Under the hub sits Bell's new 'flat-pack' gearbox.

This has fewer moving parts than previous transmissions. It is of rugged design and has run for 4h 32min under high power without oil - quite an achievement. Time between overhauls is set at 3,000h initially. The engines drive directly into the transmission, eliminating the need for a combining gearbox. A driveshaft goes straight to the tail rotor gearbox, dispensing with the inter-mediate stage. This also has a comforting run-dry capability. The main gearbox is designed to remove the 'bounce' that some other Bell helicopters suffer from when the rotor is running on the ground.

Indeed, the whole assembly sits on Bell's Liquid Inertia Vibration Eliminator (LIVE) pylon suspension system, which eliminates the natural 4/rev vibration pattern of the main rotor. A single hydraulic system is standard, and dual hydraulics optional. The crashworthy fuel system is simple, using the engines' own pumps to suck up the fuel. The only other pumps are to transfer fuel from aft to forward tanks. If the fuel starts to get out of balance, the pilot is warned.

Bell has separated the fuel system from hot engine parts by putting all the components in a closed vapour box, eliminating heavy firewalls. In emergency medical services (EMS) configuration, one of the 130 litres (34USgal) forward tanks has to be reduced in size to make room for the stretcher.

This lowers endurance by about 20min - not a big penalty. Alternatively, a stretcher can be installed diagonally without removing the tank. The interior comes in various configurations. The standard eight-place utility version has two rows of three seats facing each other and two in front for the pilot, plus one passenger.

There is an optional all-forward-facing eight-seat configuration. Then there are the usual VIP interiors, with fewer seats, and consoles for refreshment and entertainment centres. The 427 has crashworthy seats and shoulder harnesses all round. Empty weight is 1,705kg.

Our test aircraft, with all the extras on board (avionics, particle separator, rotor brake, dual flight instruments and controls and other items), totalled 1,810kg. At this weight, with an 82kg pilot and a full fuel load of 628kg giving a range of nearly 740km (400nm), payload available is 200kg, according to my calculations. This will be increased by 225kg if the maximum weight is increased to 2,950kg as planned. Alternatively, you can fill the seats and see how far the allowable fuel load will take you.

Our empty weight, plus eight people at 82kg each, added up to 2,465kg, leaving 255kg for fuel - enough for 1.16h with no reserves. For underslung load operations, for which maximum weight is increased to 2,950kg, the pilot plus 1h fuel gives a 923kg payload.

The aircraft can hover outside ground effect at 2,950kg, using 5min take-off power up to 5,000ft (1,500m) on a standard day. At maximum continuous power, which is more desirable as it leaves plenty in hand, I estimate the aircraft can hover at 2,950kg up to about 4,000ft. This is good news for potential underslung load operators. The load hook is designed to lift 1,360kg, so there is plenty of margin. The flight manual limits climb rate to 2,000ft/min (10.2m/s). The aircraft could exceed this, but would require a movable elevator for longitudinal stability - 2,000ft/min is enough for me.

The manual's height-velocity (HV) diagram shows those combinations of low speed and height where a single engined landing cannot be guaranteed to be trouble free. This 'avoid' area could have been smaller, but the first reliable airspeed indication is at 20kt (37km/h), so Bell extended the HV area to that airspeed. In fact, the avoid area does not come into effect at any weight below 2,720kg or any height below 7,000ft density altitude, proving the 427's excellent power to weight ratio. Climb rates The single engined rates of climb, even at 2,720kg, far exceed Category A performance requirements and only start to drop below 200ft/min at 8,500ft when using the 30min power rating, or at 6,500ft when using maximum continuous power. Bell senior test pilot Eric Emblin walked me out to the aircraft. The day was fine with an ambient temperature of 9°C, which reduced our pressure altitude of 500ft to zero.

Bell Model 427

The wind was 5-12kt and our start-up weight was 2,740kg. Emblin took me round a typical preflight inspection. Access to the important areas was easy. One nice touch, especially in bright sunlight, is that sight glasses go white if the fluid level is low. The vertical stabiliser is offset 9°, which helps offload the tail rotor. On low skid gear, the main rotor blade tips are 1.93m above ground level, increasing to 2.17m on the optional high gear.

We had three passengers to help get our weight up to maximum. Our 1.88m-tall passenger was comfortable in all the seats, with adequate legroom and good outside visibility. The seats are energy attenuating, collapsing downwards in a crash or heavy landing.

Bell has not yet decided where to put any life rafts. I installed myself in the captain's right hand seat. The seat is fixed, but, by adjusting the pedals, I was able to find a comfortable position with hands and feet resting easily on the controls, in sight of and in touch with everything else. I was impressed by the simplicity of layout, although our aircraft was configured for single-pilot VFR. This is mostly because of the integrated instrument display system (IIDS) which incorporates on two small liquid-crystal displays information that used to be spread out over the instrument panel.

The IIDS shows clearly engine and rotor parameters, temperatures, pressures, ammeter, voltmeter, fuel quantity and temperature, clock, hourmeter, outside air temperature, maintenance functions, power assurance checks, exceedance monitoring, warning and recording and the advisory/caution/warning panel. Power assurance, maintenance and exceedance information can be downloaded. Some exceedance information is recorded permanently and can only be removed by the engine manufacturer. The IIDS sits conveniently in the middle of the panel, to allow both front seat occupants equal access. In front of me was a comprehensive blind-flying instrument panel, above which are the OEI training switch, fire extinguisher buttons, master caution light, full authority digital engine control (FADEC) panel and low rotor RPM warning lights.

Caged fuel valves are located at the bottom of the panel, while large blank sections on the right and left sides of the panel provide room for extras. The small centre console is taken up with a comprehensive set of communication and navigation equipment. There are 42 advisory/caution/warning messages, any one of which will sound a gong to attract the pilot's attention to the IIDS.

Rotor RPM falling below 95% and FADEC failure have their own audio warnings. I liked the combined digital and analogue display of gas temperatures, torques and the triple power- turbine/rotor RPM tachometer. Tb6 Channel Live Streaming.

Maximum continuous power and RPM indications are in green. At the 12 o'clock position, they turn yellow when take-off power is used and red if it is exceeded.

The triple tacho does all this at the 9 o'clock position. In single engined operations, all these instruments automatically revert to single engined configuration and limits. Although the flight manual has the actual figures for all these limits, the pilot can instead rely on the colour displays and other indications. Buttons below each IIDS screen bring up displays of whatever system the pilot requires and, in the event of a malfunction, will show what has happened and where. The cyclic pitch stick and collective pitch lever, the latter with two in-line throttles on the end, came nicely to hand, each having their own friction that I adjusted to my liking.

I noted that there was no guard on the hook release switch on the cyclic. Conscientious external load operators will have to fit their own.

The overhead panel has the usual generator and light switches, rotor brake and circuit breakers. The latter are grouped logically and the switches all go forward or down towards the instrument panel to select on/normal.

The cockpit has a bright colour scheme and exudes an impression of space and light. All round visibility is excellent.

Start-up procedures As the electrical power came on, the FADEC and fuel transfer control units self-tested and indicated all was well. One test button brought on all the lights. Emblin ran round the cockpit, setting it up for the start, including interrogating the IIDS for any previous exceedances.

I selected start on the first engine. All I had to do then was monitor the gas temperature display, hand on throttle, and ensure the needle did not overtake the small triangle, in which case the throttle is closed. The start was cool and slow. The other engine was started next, the throttles wound open and placed in the flight lock and, after checking there were no messages on the IIDS, we were ready to go. In a hurry, engines can be started in the 'flight' position.

We were now at the maximum weight of 2,720kg. I pulled up into my first hover,which was easily controlled and steady.

I relaxed and allowed the aircraft to do the work. A glance at the IIDS showed that we were using well below maximum continuous power and the excellent presentations showed how much power I had in hand. We had enough available to hover on a single engine. There are no wind sectors that affect the handling of the 427. I turned through 90°, landed, and continued thus all the way round.

The aircraft behaved impeccably when out of wind. The fuselage remained level, and noise levels were benign, even without my headset.

The aircraft is cleared for 35kt sideways and backwards flight - we went to 38kt backwards with no ill effects. The aircraft behaved impeccably and I still had pedal in hand to overcome any yawing while hurtling sideways. There are no limits to turns on the spot, so I handed over to Emblin to do his worst. We went round very quickly, using about 90% of the 100% continuous torque available. We moved to forward flight, keeping an eye on the rate of climb so as not to exceed the 2,000ft/min maximum. While still heavy, I carried out a single engined landing, coming to the hover first. The engines went to the 2min power level and briefly into 30s power.

There was no rotor droop. This was impressive, even at our density altitude of zero feet. The instruments, with their colour changes and power level warnings, were helpful. There is a switch on the lever which allows the pilot to pull even more power, if required to save the aircraft, but damage to the engine and transmission will result. The advisory panel indicates '30SEC', '2MIN', or '30MIN' whenever the pilot is using more than maximum continuous power While still heavy, we went back up, settled down straight and level, and reverted to single engined flight, with the remaining engine at maximum continuous power.

We easily achieved the single engine Vne of 100kt. Emblin then restored the second engine and I held maximum continuous power straight and level. We achieved 138kt indicated airspeed, which equated to 136kt true airspeed. This is a little slow, however, compared with similar twins which I have tested (148kt for the A109 and 145kt for the EC135).

The Vne is 140kt up to 6,000ft and was easy to achieve in a slight dive. Thanks to the LIVE anti-vibration system, the flight had been exceptionally smooth and there was no noticeable increase at Vne. Turns in both directions at Vne were carried out and again the ride was smooth. Although the aircraft has been designed to withstand +2.5/-0.5g, US Federal Aviation Regulation Part 27 certification does not allow aerobatic manoeuvres, so the flight manual limit is +2g with no negative g allowed. We pulled 2g in 60° banked turns in both directions.

Handling remained benign. While at maximum continuous power on two engines, I asked Emblin to simulate an engine failure. Rotor RPM dropped and stabilised at 94% before I lowered the lever to restore rotor speed. This acceptable result means that, even if the pilot does nothing, the aircraft will continue to fly safely. Next, we tried settling with power/vortex ring, a condition in which the aircraft will sink at low forward speed, with power applied, because vortices that cause loss of lift, turbulence or even rotor stall and loss of control develop around the main rotor. We tried to induce the condition and eventually got a rate of descent build-up to 1,500ft/min at zero airspeed, but there was still good cyclic control for recovery. I asked Emblin to go from low power to 100% torque and back as quickly as he dare, so that I could evaluate the engine governing systems.

We got just a 1% power turbine and rotor RPM change - very impressive. Emblin switched off one of the generators, the gong bringing our attention to the caution panel. He brought up the electrical system page on the bottom IIDS screen, showing exactly what had happened.

The remaining generator was able to supply all the power required without reaching its maximum output. I do not like the engine fire drill, which requires the pilot first to close the throttle on the offending engine, shutting it down, then press the fire extinguisher button, which also shuts off the fuel. If the pilot closes the wrong throttle, he will have a double engine failure. I recommend first pressing the extinguisher button, which does everything required to put out the fire, then closing the throttle while watching rotor RPM to make sure it is the correct engine. As we returned to base, Emblin switched off the single hydraulic system.

Flight Training Manual

Again, the warnings were obvious and the IIDS hydraulics page showed us what had happened. With forward speed, the aircraft is easy to control. The test comes when trying to hover and land. Our aircraft did not have the spring or trim switch fitted to help with cyclic control. Although the flight manual recommends a 15kt running landing, I was able to come to a steady enough hover. A little practice, I feel, would give me enough confidence to land on an offshore platform. Training mode We next explored the single-engined training mode, a realistic simulation which allows a pilot to practise without using single engined power, which eats into cycles.

By selecting an engine on the panel at the top of my instrument panel, Emblin simulated a sudden failure. The top IIDS screen immediately switched to single engine presentation, with different scaling. I saw the 'good' engine go to high power and the rotor droop. In reality, the 'failed' engine reduced to about 150kW and the good engine, although showing maximum power, was using no more than maximum continuous. The lower IIDS screen showed what was happening. If the FADEC fails, the gong will sound and the IIDS will show what has happened.

The FADEC will freeze the fuel flow at the point of failure and automatically revert to manual throttle. All the pilot has to do is take the throttle out of the 'fly' position and use it to control the affected engine to just below the governed engine. To practise this, there are 'manual' switches on the FADEC panel, one of which Emblin selected. The gong sounded and the FADEC mode indicated 'MANUAL'. I did an approach, go around, hover and landing, controlling one engine manually and taking care not to overspeed the rotor when lowering the lever fully for the landing.

As a reminder to the pilot, Bell is to cross-hatch the needles of the affected engine displays. Emblin then simulated a tail rotor pitch control failure and did a good run-on landing at moderate speed. We found a slope and took the aircraft to its limits of 10° nose up, 5° nose down and 10° sideways. The aircraft was easy to handle, but I had to keep an eye open for the 'CYCLIC CTR' caution light, which informs the pilot that the stick is not central. We were unable to carry out autorotations because the aircraft was to have a different set of main rotor blades fitted to allow practice autorotations. So we came in and shut down, interrogating the IIDS for any exceedances. From the pilot's viewpoint, the Bell 427 has sufficient engine power to operate safely and efficiently throughout its flight envelope.

Bell 427 Flight Manual Pdf Free

Similarly, there is sufficient main and tail rotor power to avoid running out of control. The aircraft offers simplicity of operation, particularly in single pilot IFR, and appears able to handle malfunctions without overwhelming the pilot. For the passenger, the helicopter offers comfort, sufficient space and acceptable levels of noise and vibration. The operator, looking for efficiency, reliability and cost effectiveness as well as safety, will no doubt be impressed by the 427's low maintenance requirements.