Bell Helicopter finds the right mix of form and function with its new Model 430
In the highly competitive business world, innovative companies long ago discovered the efficiency of using helicopters to move everything from critical equipment parts to executives.
Companies these days have more choices than ever in advanced corporate-class helicopters. Manufacturers are introducing new helicopters that incorporate the latest in glass-cockpit technology and multi-blade composite rotor systems.
One such manufacturer is Bell Helicopter Textron, which has achieved a quantum leap in design with its new Model 430. The process began in 1979 with the certification of the Model 222. Although this helicopter had a sleek corporate look, it was plagued with performance and engine-maintenance problems that stemmed from its Lycoming LTS 101 turboshaft engines. In addition, the two-blade rotor design could not achieve the level of smoothness required to find acceptance in the corporate world.
Bell began working on a new helicopter that would use advanced technologies to improve the engines, rotor system, and cockpit. In 1994, with the new helicopter not quite ready, Bell introduced the 230 with the more powerful Allison 250-C30 engines and numerous small refinements as athat stemmed from its Lycoming LTS 101 turboshaft engines. In addition, the two-blade rotor design could not achieve the level of smoothness required to find acceptance in the corporate world.
Bell began working on a new helicopter that would use advanced technologies to improve the engines, rotor system, and cockpit. In 1994, with the new helicopter not quite ready, Bell introduced the 230 with the more powerful Allison 250-C30 engines and numerous small refinements as an interim fix for many of the 222's problems. Finally, in early 1996, Bell certified its next-generation helicopter, the 430, and stopped production of the 230. Although the 430 maintained the 222/230's sleek look, it's much more than a four-blade version of its predecessors, as appearances may imply.
In the three years that the 430 has been in production, Bell has delivered 54 Model 430 helicopters, with number 41 going to the RiteAid Corporation in Harrisburg, Pennsylvania. No strangers to the world of corporate aviation, RiteAid has had a flight department for more than 25 years and currently flies two IAI Astra jets and a Canadair Challenger. Chief Helicopter Pilot Jim Fanjoy is so impressed with the company's 430 that he insisted I spend a few days flying it with him.
After I arrived at the Baltimore-Washington International Airport, where the helicopter is based, Fanjoy began to point out some of the major improvements over the 430's progenitors. The bearingless four-blade composite rotor system gives it the smooth ride that corporate customers demand. Also, the rotor blades are replaced on condition. In other words, there is no mandatory time for replacement. The blades are replaced only when they show signs of wear. In addition, the rotor head's simple design helps to keep maintenance costs down. Bell upgraded the engines to the more powerful Allison 250-C40B which produce 715 shaft horsepower each for takeoff and boost the maximum gross weight from 8,400 pounds to 9,000 pounds.
The engines are controlled by a full-authority digital electronic control (FADEC). This system reduces pilot workload, improves engine performance, and simplifies engine maintenance. The FADEC is linked to an Integrated Instrument Display System (IIDS) to depict and process both engine and airframe information. On two color liquid-crystal displays the pilot can scroll though four screens to view starting, in-flight, and maintenance data. The system displays information in a digital format and in a vertical color, information-packed bar graph (green, yellow, red) to provide a quick visual indication of operating parameters. "The system greatly simplifies the instrument panel by eliminating numerous old-style engine and transmission gauges and consequentially allowed Bell to lower the instrument panel for better visibility," Fanjoy said. "The IIDS also stores historical data in the maintenance pages, where the pilot or mechanic can check to see if any limits have been exceeded."
On this morning Fanjoy needed to pick up a company executive in Harrisburg, and for the deadhead leg he gave me the right seat. Once buckled in, we followed the 430's detailed and rather long prestart checklist. Fanjoy pointed out the minimum requirements to start the helicopter: battery switch on; number one inverter on (it controls the IIDS cooling fan); fuel valves and prime pumps on; and the FADEC must be in the auto mode. Following Fanjoy's instructions, I used the Sel switch on the IIDS control panel and scrolled to the start page. This page contains fuel temperature, engine and transmission oil pressure, and a start clock. From this point, it's open the throttle to flight idle, press the start switch, and the engine comes to life. I repeated the procedure for the second engine and rolled the throttles up to 100 percent.
I ground-taxied the helicopter between a row of airplanes and out to the runway. Having the helicopter on wheels allows the pilot to taxi closer to small aircraft without clobbering them with rotor wash. Once in position to lift off, we went through the pretakeoff checklist, and Fanjoy pointed out the engine and torque limits. He explained that the 430 would reach its mast torque limit of 94.7 percent well before the engine limits. With the two of us and 1,250 pounds of fuel, the 430 weighed 7,975 pounds. I did a maximum-performance takeoff by smoothly pulling the collective pitch up to 93 percent mast torque. The helicopter came off the ground smoothly and started a climb in excess of 1,000 feet per minute. After reaching 50 feet (to simulate a tree line or building that needed to be cleared), I lowered the nose to accelerate to the 430's best rate of climb speed of 65 knots, and the vertical speed increased to more than 2,000 feet per minute. Granted, we were not at max gross weight, but the performance increase over the 222/230 was obvious.
The flight controls are conventional, except for the pilot's (right seat) collective control that moves forward and aft in a horizontal arc rather than up and down. The 430 has collective-mounted throttles, and on the pilot's side they are attached 80 degrees to the control arm. This gives the 430 a motorcycle-like feel, and although it seems strange at first, it is a more natural movement. Bell also claims that it eliminates any pilot-induced oscillations because it moves perpendicular to vertical rotor system vibrations. The pilot's collective control also contains a control box with FADEC switches, engine idle stop releases, landing light switches, a VHF communication radio standby frequency transfer switch, and IIDS scroll switch. To warn pilots of an impending over-torque, Bell installed a stick shaker on the collective control. This safety feature allows the pilot to keep his eyes outside the cockpit when taking off from a confined area.
Normally, as a helicopter approaches VNE, it picks up more vibration. However, the 430's ride was remarkably smooth throughout the entire speed range. This almost nonexistent vibration level was achieved through a combination of the new rotor system and Bell's Liquid Inertia Vibration Elimination (LIVE) isolators on the transmission pylons. (The isolators use mounts filled with a highly viscous synthetic silicone fluid to isolate transmission vibrations from the airframe.)
The one noticeable flight characteristic was a sensitive yaw response. In flight, I had to make a conscious effort to keep the ball centered, but with time it required less attention. A few hours of flying the helicopter will allow the pilot to get a feel for the pedals. Like its predecessors, the 430 retains the stable control feel that makes a good IFR platform. Bell is currently working on single-pilot IFR certification in the United States (it's already approved in Canada) and expects the FAA to issue approval in the second quarter of 1999. Fanjoy chose to equip the helicopter for single-pilot IFR, but like most companies that carry high-level executives, he flies it dual pilot.
RiteAid's 430 is equipped with the optional Rogerson Cratos four-tube EFIS panel and an AlliedSignal Bendix/King KFC-500 autopilot with flight director. It also has the BFGoodrich Skywatch traffic avoidance system, a Bendix/King KLN90B GPS, and a Garmin 155XL GPS (both approach certified). It also boasted an Evintide Argus 7000 moving map. The unit provides extensive amounts of real-time information on the helicopter's position in relation to airspace, airports, and heliports.
En route to Harrisburg, I tried flying the helicopter with the SCAS (Stability Control Augmentation System) switched off. Although the helicopter lost its glasslike smoothness, it was still easy to control. The SCAS system with attitude-retention mode is required for IFR certification and is part of the autopilot package.
In cruise at 90 percent mast torque indicated airspeed was 145 knots, just below the 430's VNE of 150 knots. Fanjoy said that the helicopter consistently cruises faster than advertised and then computed our true airspeed of 151 knots, as calculated by the KLN 90B. Pilots will need to pay close attention not to exceed VNE in the 430. The situation is compounded by the fact that it flies so smoothly at high airspeeds and, lacking the classic increasing vibration levels as a function of airspeed cues, pilots may not realize how fast they are going. This fact has caught the FAA's attention, and it is requiring Bell to install a VNE warning device as a condition of approval for single-pilot IFR.
Before we departed, Fanjoy had filed an IFR flight plan because of some low clouds and fog that might still be lingering in the Harrisburg area. As we approached Harrisburg International Airport, we could see the weather ahead and Fanjoy picked up our clearance from Harrisburg Approach Control. We were cleared for the ILS Runway 13 approach, and I decided to hand-fly the course. From my experience in flying a more responsive Eurocopter BK117 single-pilot IFR, the 430's stability made holding the localizer and glideslope a snap. Of course, having a second-in-command to work the radios, watch for the ground, and interpret the approach plate also helped.
With our prelanding check complete, the runway began to materialize in the windscreen. Fanjoy double-checked the landing gear's three green lights, and I set up to land on RiteAid's ramp. The 430 touched down on its wheels with ultra smoothness. Although I was quite proud of my first 430 landing, in reality it is more a testament to the helicopter's stability than my skill. The retractable landing gear is an option and adds 40 pounds to its basic empty weight of 5,265 pounds. The gear reduces the helicopter's maximum range from 348 nautical miles to 272 because the wheels retract into the wing stubs that would normally house 60 gallons of the 295-gallon fuel capacity. (Dropping the gear results in a 5-kt decrease in airspeed.)
Once shut down I had a chance to look at the executive-configured cabin. Bell increased the cabin volume over the 222/230 by inserting an 18-inch plug directly behind the cockpit. With club seating for six, there is plenty of knee room. Premier Aviation, in Dallas, Texas, completed the interior and included all the comforts of a luxury corporate airplane, including an Airshow moving-map display. One impressive feature is a slide handle at the base of each window that controls a folding-style blind encapsulated in the window. Fanjoy says that it works great for keeping the cabin cool when it is sitting in the sun. The cabin can also be configured with eight forward-facing seats or a custom medevac interior.
Although we did not do any autorotations or single-engine work, Fanjoy has performed numerous emergency procedures in FlightSafety International's new 430 simulator. He contends that the autorotational characteristics are typical of a Bell product - that is, docile and predictable. He did say that the FADEC's power-management control during single-engine operations was superlative. He relates that in the simulator he lost one engine during a critical phase of a departure from the Downtown New York helipad and was able to fully recover because the FADEC automatically optimized power available for the situation.
John Wright, executive director of U.S. and Canadian sales for Bell Helicopter, is justifiably proud of the 430. He says that although the 430 has been well received, Bell will continue to improve the helicopter, so that, like its faster-than-anticipated cruise speed, it will exceed its customers' expectations. For example, he expects approval of a 300-pound maximum gross weight increase soon.
