., Bel: Helicopter 

16 January, 2012 

Transport canada 

National Aircraft Certification (AARD) 

Tower 'C', 330 Sparks St, 

Place de Ville 

Ottawa, Ontario 

KlA ONS 

Attention: Mr. David Turnbull 

A Textron Company 

SUBJECT: Bell 429 - FAA Petition for Exemption 

Reference: TCCA Exemption No. NCR/RCN #102-2011 

Dear Mr. Turnbull, 

A/W: 12:0002 

File: 429/L/ A 

Pursuant to the Reference TCCA Exemption for the Bell 429, Bell Helicopter Textron 

Canada Limited request TCCA submit the attached Petition for Exemption from 14 CFR 

Part 27.1 for Maximum Gross Weight to the FAA on our behalf. 

In accordance with the US/Canada BASA and IPA Sections 3 and 4 for design approval 

procedures, TCCA are requested to forward this application to the Rotorcraft Standards 

Staff ASW-110 for processing. 

~ M. Peryea, 

VP BHTCL Engineering 

Encl. 

Bell Helicopter T e.xtron Canada Limited 

12,800 rue de I'Avenir, Mirabel (Quebec) J7 J 1 R4 CANADA 

(450) 971-6500 www.bellhelicopter.com 
Bell Helicopter Textron Petition for ExempUon Rev: A 

Bell Helicopter Textron Petition for Exemption 

from 14 CFR Part 27.1 for Maximum Gross Weight 

Under the procedures set forth in Title 14, Code of Federal Regulations (14 CFR) part 11, Bell 

Helicopter Textron Canada Limited petitions the FAA for an Exemption from 14 CFR §27.l(a) 

with respect to the 7,000 pound maximum gross weight limit. 

As required by§§ 11.81 (d) and 11.8l(e), it will be shown that the granting of this petition for 

exemption will not adversely affect Safety, and is in the "Public Interest." Per§ 11.81 (h), Bell 

Helicopter Textron Canada Limited requests the privileges of this exemption be extended outside 

of the United States. The basis for this extra-territorial extension is the ability to conduct 

operations on a world-wide basis. 

The Bell Model 429 helicopter is certificated to 14 CFR Part 27 at Amendment 27-40 plus 27-44 

as well as Appendix B for Instrument Flight and Appendix C for Category A (Reference FAA 

TCDS number R00003RD). 

The exemption would permit an increase in gross weight of 500 pounds to accommodate safety 

benefits of product improvements and increased operational capability for owners and operators. 

By extending the exemption outside the United States, the benefit to the public, as a whole, 

would be significantly increased through worldwide operations. 

Introduction: 

Amendment 27-37 established new requirements in §27.1 (a) increasing the maximum weight 

from 6,000 to 7,000 pounds; and, establishing a maximum passenger limit of nine. Up to that 

time, there was no passenger limitation and the maximum gross weight was 6,000 pounds. 

In the early 1990s, a manufacturer petitioned for exemption from 14 CFR §27 .I with respect to 

the 6,000 pound maximum gross weight limit in effect at that time. Comments to that petition 

were few and divided. The response prompted the FAA to send a letter (April 1992) to 

interested parties asking for feedback on the 6,000 pound issue which resulted in 30 wideranging responses. Based on the diverse opinions, the FAA held a Public Meeting after the 

Helicopter Association International Convention on February 2, 1994. As a result, the FAA, 

Joint Airworthiness Authority (JAA), Transport Canada (TCCA) and industry established a 

Gross Weight and Passenger Issues for Rotorcraft Working Group (GWWG) 1

• The GWWG was 

tasked by the Aviation Rulemaking Advisory Council to: 

"Review Title 14 Code of Federal Regulations part 27 and supporting policy and 

guidance material to determine the appropriate course of action to be taken for 

rulemaking and/or policy relative to the issue of increasing the gross weight and 

passenger limitations for normal category rotorcraft". 

1 Federal Register Citation (60 FR 4221, January 20, 1995) 

1 
Bell Helicopter Textron Petition for Exemption Rev: A 

Members of the GWWG agreed that there was need to increase the normal category weight 

limitation and that the nine passenger limitation was consistent with normal category airplanes 

certificated under 14 CFR part 23 as published in Notice of Proposed Rule Making (NPRM) 98-

42. This NPRM establishes a nexus between the safety levels of normal category rotorcraft and 

airplanes by identical passenger limitations. 

The GWWG further noted that based on their estimate in 1995, to accommodate nine passengers 

would require a weight between 8,000 and 8,500 pounds. They also suggested that "with 

possible technological advances, a 7, 000 pound limit may be adequate to accommodate a ninepassenger capacity in the future." It should be noted that given today's technology, the goal of a 

nine passenger civil certified helicopter below a 7,000 pound weight limit is still not attainable. 

The FAA in the Final Rule, Amendment 27-373 addressed comments to the Notice of Proposed 

Rulemaking (NPRM). Quoted is the FAA response regarding the increase from 6,000 to 7,000 

pounds. 

"The FAA considered comments from all four commenters. Two commenters favored 

adopting the rule as proposed. Two other commenters agreed that rule changes were 

needed but offered the following comments: 

One commenter asked why part 27 did not allow a weight limit of 12,500 pounds as does 

part 23. Allowing a weight limit of 12,500 pounds is beyond the scope of the current 

rulemaking. The FAA has not ruled out future action to further increase the normal 

category weight limit. However, further increases in weight limit may necessitate 

additional requirements to part 27 to maintain an acceptable level of safety." 

The FAA by its own admission has left the question of maximum gross weight ripe for 

exploration. The FAA established a part 23 Certification Process Study with extensive public 

participation which published its report in July 2009. The study's primary objective was to " ... 

assess the adequacy of the current {normal category} airworthiness standards. "

4 There were 

two major study recommendations. The relevant recommendation was: 

"Reorganizing part 23 based on airplane performance and complexity versus the existing 

weight and propulsion divisions. " 

The essence ofthe recommendation recognized and we quote, " ... technological advances had 

changed the original assumption of the part 23 divisions." This is persuasive recognition that 

the rules, although producing safe aircraft to date, have been bypassed by technology and the 

inherent safety benefits ofthat technology. 

2 Federal Register Citation (63 FR 3461 0; June 25, 1998) 3 Federal Register Citation (64 FR 45092; August 18, 1999) 4 FAA, Part 23 - Small Airplane Certification Process Study, JuJy 2009 

2 
Bell Helicopter Textron Petition for Exemption Rev: A 

Background on 14 CFR § 27, Category A and 14 CFR §33: 

Appendix C, 14 CFR §27 contains the qualification criteria for Category A operation. The 

Appendix requires that Bell show compliance to forty-four 14 CFR part 29 paragraphs. 

NPRM 89-26 proposed the new Airworthiness Standards for 30-Second/2-minute One-EngineInoperative Power Rating5

. The Summary in the NPRM states: 

"If adopted, these proposals would enhance rotorcraft safety after an engine failure or 

precautionary shutdown by providing OEI power, when required, with assurance that the 

drive system would maintain its structural integrity and allow continued safe flight while 

operating at the new OEI power ratings with the operable engine("i)." 

It is clear that the FAA, JAA and TCCA intended for normal category rotorcraft manufacturers 

to have the opportunity to provide a higher level of safety by showing compliance to the 

Appendix C requirements. While the engine safety level is self-evident, embedded were 

enhanced requirements for power train demonstration to the higher power levels of the 30-

Second/2-Mininute power ratings. An obvious safety enhancement that using today's affordable 

technologies to improve structural integrity and dynamic reliability corresponds to increased 

component weights. 

FAA Final Rule Amendment 33-18 established the new Airworthiness Standards: Aircraft 

Engines New One-Engine-Inoperative (OEI) Ratings, Definitions and Type Certification 

Standards.6 This Amendment offered new 30-second and 2-minute rating OEI ratings (14 CFR 

§ 1.1 ). The part 33 change expands the certification testing of engines. This is particularly 

relevant because there are several tests that are required after a demonstration of 30-second/2-

minute power usage. The reliability of 30-second/2-minute rated engines has improved 

dramatically. To amplify this; the FAA in the Amendment Summary offers: 

"These new ratings will enhance rotorcraft safety after an engine failure or 

precautionary shutdown by providing the availability for higher OEI power. The benefits 

from this amendment are enhanced safety through improved rotorcraft takeoff and 

landing performances, and shorter field operations or higher payload with the same 

degree of safety. " 

It is clear this Amendment offers both safety enhancements and operational benefits to the 

owners/operators. 

We also offer the following safety endorsement from the Regulatory Evaluation Summary of 

Amendment 33-18: 

"The new OEI power ratings will afford rotorcraft manufacturers the opportunity to 

install higher rated engines in their products. The principal operational benefits will be 

the ability to carry higher payloads from existingfields or to takeofffrom smaller fields 

Federal Register Citation (54 FR 39086; September 22, l989) 6 Federal Register Citation (61 FR 31324; June 19, 1996) 

3 
Bell Helicopter Textron Petition for Exemption Rev: A 

with current payloads, which should enable more Category B operators to use their 

rotorcraft for Category A operations, and also increase the potential for all operators to 

use more efficient and profitable routes. " 

Denial of this petition would deny the public the benefit of a new model helicopter. The Bell 

Model429 incorporates new technology, lessons learned from previous and current production 

helicopters, and does comply with the latest airworthiness standards thus providing a safer and 

more operationally suited helicopter. 

Background on FAA gross weight Rulemaking and Policy: 

Bell has reviewed the FAA rulemaking docket and finds several gross weight related files. In 

several petitions the FAA has granted relief. Among these are normal and transport category 

airplanes. 

Normal Category Discussion 

The following is from NPRM 83-17, Airworthiness Standards and Operating Rules; Commuter 

Category Airplanes, and is edited for brevity. 

Since 1953, the airworthiness standards have distinguished small from large airplanes by 

a 12,500-pound maximum certificated lake off weight (MCTW) limitation regardless of 

the type of operation. When this weight limitation was established, there was little 

concern that this weight demarcation would eventually become questionable with regard 

to the airworthiness standards for an airplane of the commuter category. At that time, 

there were few airplane designs near this 12,500-pound limitation .... 

In 1966, the F M established an air taxi airworthiness program with the objective of 

providing a transition for air taxi airplanes from small airplane requirements of Part 23 

to the transport category airplane requirements of Part 25. That program resulted in the 

issuance ofSFARNo. 237

. 

The F AA/lndustry Commuter Aircraft Weight Committee submitted a petition to amend 

the regulations to allow certain small airplanes to be type certificated at maximum 

certificated takeoff weights greater than the 12,500 pound limitation without complying 

with the requirements of Part 25. Responding to that and other needs for improved 

standards resultingfrom the Airline Deregulation Act, the FAA initiated a three-phase 

program ..... . 

• The first phase was the issuance of a revised Part 135 -Air Taxi Operators and 

Commercial Operatorl which aligned the rules for those operations more closely 

with those of Part 121 ..... 

• The second phase, initiated by Notice No. 78-149

, proposed temporary rules stating 

the additional airworthiness requirements necessary to provide for increased takeoff 

gross weight and passenger seating capacity of certain existing small, propeller7 Federal Register Citation (34 FR 189; January 7, 1969) 8 Federal Register Citation (43 FR 46742; October. I 0, 1978) 9 Federal Register Citation (43 FR 46734; October. 10, 1978) 

4 
Bell Helicopter Textron Petition for Exemption Rev: A 

driven, multiengine airplanes. The outcome of this Notice was the adoption ofSFAR 

No. 41 10 which became effective October 17, 1979. 

• The third phase established the Light Transport Airplane Airworthiness Review 

Notice 78-1 711, to develop a separate set of airworthiness standards which resulted in 

proposed a Part 24 for airplanes with a maximum gross weight up to 35,000 pounds 

and a seating capacity up to 30 passengers. The Part 24 project was terminated 

because the economic benefits expected would not be realized. " 

SF AR No. 41 prescribed additional airworthiness standards applicable to existing reciprocating 

and turbopropeller-powered, small multiengine airplanes. This new regulation allowed type and 

airworthiness recerti tication of these airplanes at weights in excess of 12,500 pounds maximum 

certificated takeoff weight, or with an increase in the number of passenger seats, or both. After 

the expiration ofSFAR No. 41, the FAA reinstated SFAR No. 41, with amendments, as SFAR 

No. 41C12. The amendments ofSFAR No. 41C; eliminated the 12,500-pound maximum zero 

fuel weight restriction and limited the number of passenger seats to 19. 

Given the airworthiness changes reflected in the SF AR No. 41 C, the FAA issued Amendment 

No. 23-3413 raising the safety level. Among the changes to quote from the Amendment: 

" ... requirements for fuel tanks, fire extinguishing systems, fire extinguishing agents, 

compartment interiors, fuel system components crashworthiness, and landing gears are 

essential to the level of safety expected of airplanes to be type certificated in the new 

commuter category, irrespective of the weight of the airplane. " 

It is clear that the FAA wanted to bridge the safety benefits of transport category while not 

imposing the full burden of part 25. This effort increased the maximum weight to accommodate 

commercial transportation needs and to provide for safety improvements that necessitated the 

weight increase. 

The FAA in a GRANT OF EXEMPTION 14 to a Sino Swearingen Aircraft Company petition, 

Model SJ-30, elaborated on the safety benefit of the commuter category. In the "Public Interest" 

section of the GRANT states in part: 

"While the commuter category was initially created as a means to certify aircraft 

intended for regional airline operations, almost immediately after its creation it took on a 

second and equally important role. The first two aircraft ever certified to commuter 

category, the Beech Starship and the Beech King Air 350 (B300), were not designed as 

regional airliners, but for use as business aircraft and the on-demand-charter segment of 

FAR 135. 

1

° Federal Register Citation (44 FR 53723, September 17, 1979) 11 Federal Register Citation ( 43 FR 60846; December 28, 1978) 12 Federal Register Citation (47 FR 35150; August 12, 1982) 

13 Federal Register Citation (52 FR 1806; January 15, 1987) 14 Exemption No. 6742, Regulatory Docket No. 142CE 

5 
Bell Helicopter Textron Petition for Exemption Rev: A 

The fact that the first two commuter category airplanes certified were not intended to be 

regional airliners demonstrates clearly that commuter category is a term used to define a 

level of certification and safety, not the end use of the airplanes. " 

We point out that the original intent of the commuter rule was to raise the airworthiness 

standards above the basic normal category criteria. It can be concluded that the end result of 

higher certification standards is that overall aircraft safety and inherently public safety have been 

elevated. This same logic exists for the Bell 429 as certificated to the recent part 27 

Amendments. Category A operations in rotorcraft are commensurate with the take off Go-No 

Go certification requirements of part 25. Further, at the petitioned weight, the Bell429 meets all 

the part 27 as well as the part 29 paragraphs for Category A operations. Denial of this petition 

would deny the flying public the safety benefit of Category A certificated rotorcraft. 

Current part 27 rules allow up to nine passengers. Any new design cabin that will accommodate 

nine passengers and a crew becomes a design point. It is understood that the pilot/co-pilot 

station must be at the forward portion of the cabin area. Seat placement to accommodate 

passengers and meet the structural rules becomes a design tradeoff of weight/structure and 

passenger count. The seat configuration for nine passengers can only be accomplished a couple 

of ways. Three rows ofthree seats will dictate a longer cabin when coupled with the crew area. 

The longer cabin is required to meet seat separation requirements, structural loads and the head 

strike criteria. The longer cabin will have design implications regarding the total aircraft length 

and center-of-gravity. Two rows with five and four seats dictate a very wide cabin to 

accommodate seating and this wider fuselage, with attendant structure is a design challenge to 

stay under 7,000 lbs. A wider cabin must accommodate the five seat bench comfortably and be 

able to carry the roof/transmission loads and not add structural weight. Thus the design 

considerations for a nine-passenger aircraft cannot be realistically achieved given the current 

weight restriction. 

Transport Category Discussion 

Universal Airlines, through several letters to the FAA, has been granted multiple exemptions 

(Exemption No. 7829) for its DC-6 airplanes to increase by 5% the zero fuel gross weight and 

landing gross weight. The basis for the relief is a Civil Aeronautics Board Special Regulation 

411 B. The Civil Aeronautics Board (CAB) granted multiple airlines authority to conduct cargo 

flight operations above the certificated maximum zero fuel and landing weight. This cargo 

exemption has been in effect since 1962. 

Universal Airlines shared they are one of three cargo airlines currently operating with the 5% 

gross weight increase. The exemption basis is that cargo aircraft should be able to utilize the 

maximum cargo (based on weight) potential of the aircraft thus the relief on zero fuel maximum 

gross weight. The same consideration is extended to the landing weight. 

It is clear that the CAB and its successor the FAA, have established precedent that certificated 

weights can be relieved if the airworthiness standards are maintained. 

6 
Bell Helicopter Textron Petition for Exemption Rev: A 

Statement of No Adverse Effect to Safetv: 

Aviation safety would be enhanced by the granting of this exemption. With the ability to carry 

more fuel or additional equipment the level of safety of the Bell 429 would be increased. 

Often the maximum weight limitation for a Normal Category helicopter results in a choice 

between payload and fuel in order to perform a mission. Since payload equates to revenue, fuel 

load is often sacrificed. Not only does this decrease the range of the aircraft, it can possibly and 

often does result in dangerous situations, especially in marginal weather conditions. Ideally, in 

marginal weather a pilot would file and fly an IFR flight plan that requires enough fuel to fly to 

the intended destination, perform an approach, divert to a suitable alternate destination, perform 

an approach, and have a specific fuel reserve remaining. If the fuel load is restricted due to 

payload, it often does not allow for sufficient fuel for an LFR flight plan. This situation often 

leads to "scud running" where the pilot lowers the flight altitude to avoid clouds or instrument 

meteorological conditions. The goal of"scud running" is to stay clear of weather to continue 

flying with visual, rather than instrument, references. This practice is widely accepted to be 

dangerous, and has led to deaths in many cases from pilots flying into radio towers, high-tension 

wires, or rising terrain. The ability to carry more fuel would afford operators opportunities for 

practical IFR operations and avoid the perceived necessity to fly in marginal visual 

meteorological conditions in order to meet operational commitments. 

Prevention of Helicopter Air Ambulance (HAA) related accidents have been the subject of much 

recent attention. In February 2009, the U.S. National Transportation Safety Board (NTSB) held 

public hearings into HAA safety and published a list of recommendations. The FAA has 

responded with Fact Sheets "FAA & NTSB's "Most Wanted" Recommendations" and 

"Helicopter Emergency Medical Service Safety" to address HAA safety and discuss the NTSB 

recommendations. Both the FAA and the NTSB agree on the need for additional safety related 

equipment including Night Vision Goggles, recording devices and terrain awareness and warning 

systems, and also encourage facilitating more IFR operations/capability. 

Aircraft certified in accordance with part 27 can have varying degrees of complexity and safety. 

A twin engine, single pilot IFR, Category A helicopter exceeds the level of safety required for 

Normal Category rotorcraft. However, this increased level of safety carries a penalty of more 

than 600 lbs when compared to an equivalent single engine helicopter and many current part 29 

twin engine helicopters. With its advanced certification basis, the Bell 429 has many features 

that exceed the basic requirements of part 27 as follows: 

Category A -14 CFR part 27.1 

The Bell429 is a Category A rotorcraft. Paragraph §27 .1 (c) allows multiengine rotorcraft to be 

certified as Category A and directs an applicant to part 27, Appendix C for additional 

certification standards. The additional standards identified in Appendix C emanate from 14 CFR 

part 29 for Transport Category rotorcraft. That being the case, the Bell 429 Category A 

certification exceeds the certification standards required in a Normal Category rotorcraft and thus 

demonstrates a higher level of safety to operators and the passengers who will be transported. 

7 
Bell Helicopter Textron Petition for Exemption Rev: A 

Autopilot 

The Bell 429 has been certified for single-pilot instrument flight rules (SPIFR) and includes a 

dual autopilot system in the basic aircraft type design. The International Helicopter Safety Team 

(IHST) has highlighted loss-of-control as a leading accident cause. Additionally, 50% of the 

accidents occur at night (44%) or dusk (6%). The Stability Control Augmentation System 

(SCAS) function included in the autopilot can mitigate these issues. The SCAS provides 

inherent stability and facilitates better situational awareness. 

In addition, the autopilot meets three and optional four-axis requirements and can be coupled to 

the navigation functions to include the Global Positioning System (GPS) Wide Area 

Augmentation System (W AAS). The autopilot system provides the operator an enhanced 

capability for situational awareness and pilot workload reduction. With the W AAS approach 

feature, operators will be able to accomplish departures and approaches to previously unavailable 

landing sites such as hospital heliports or pre-arranged rural pick up points. 

IFR Equipment - 14 CFR part 27, Appendix B 

The Bell 429 is IFR certified to the equipment requirements of part 27, Appendix B. The 

additional equipment included in the basic type design over the minimum required by part 27 is 

as follows: 

• Dual Garmin GNS 430- NA V (VOR/ILS/GS) I COMM I GPS 

• Garmin GTX 330 Mode S Transponder 

• Dual Intercom system 

• Standby Altimeter, Airspeed, Attitude indicators 

Radio (Radar) Altimeter -14 CFR part 91.215 

The optional Radar altimeter meets the requirements as stated in part 91 and is appropriate for 

part 135 operations. The radar altimeter, as integrated within the Electronic Flight Instrument 

System, provides both visual and aural annunciation. 

Flight Data Recorder and Cockpit Voice Recorder - 14 CFR part 135.1511152 

The optional combined Cockpit Voice Recorder/Digital Flight Data Recorder (CVR/FDR) 

meets' the respective Technical Standard Orders C-123a and C-124a. The installation and 

recording will meet the certification rule, in this case part 135. 

Wire Strike Protection System 

Wire strike provisions are included in the basic Bell 429. Although an operator may elect to 

delete the Wire Strike Protection System, operators are cautioned against doing so by Bell 

Helicopter. 

Power Situation Indicator 

The Bell429 Power Situation Indicator (PSI) is a unique single indicator that reflects the limiting 

condition of the power train. The IHST has highlighted Loss-of-Control Power Management as 

a causal factor. The PSI provides better performance situational awareness to the pilot thus 

mitigating this causal factor. 

8 
Bell Helicopter Textron Petition for Exemption Rev: A 

Flight Training Device 

The Bell 429 Flight Training Device is Level 6 Certified. The IHST has recommended that 

simulators be utilized for training. The flight training device for the Bell429 is included in the 

flight training syllabus presently being used to train Bell 429 pilots. 

Miscellaneous Safety Equipment 

The Bell 429 design also includes other specialized equipment which can be added in order to 

minimize risks encountered for specific mission profiles. This equipment includes a protected 

tail rotor system, Traffic Collision Avoidance System (TCAS), certification for ditching, weather 

radar and an STC for Health and Usage Monitoring System (HUMS) equipment. Other 

equipment which can be installed includes an Enhanced Ground Proximity Warning System 

(EGPWS), Helicopter Terrain Awareness Warning System (HTAWS) and an Automatic 

Deployable Emergency Locator Transmitter (ADEL T). 

The table below provides a summary of the additional weight impact to the Bell429 based on 

installation of a second engine (to meet Category A) and the additional safety related equipment 

that has been identified above: 

Description 

Category A, Second Engine, SPIFR 

Radar Altimeter 

TCAS 

Wire Strike Protection System 

Cockpit Voice/Flight Data Recorder 

Protected Tail Rotor System 

4th Axis Autopilot 

Ditching Kit 

HUMS 

EGPWSIHT A WS 

Weather Radar 

ADELT 

Weight 

628lbs 

5.5 lbs 

16.3 lbs 

21.4 lbs 

14.1 lbs 

10 lbs 

4.5lbs 

3.21bs 

201bs 

21bs 

24.5 1bs 

13 lbs 

762.5 lbs 

The additional weight for the twin-engine, SPlFR design is 628 pounds. The weight considers 

not just the engine weight but the additional structural requirements. ln addition to the structure 

there is a cascading weight increase associated with the Category A installation. The additional 

structure requires more fuel to provide operationally suitable range. The additional fuel requires 

additional structure and, the Bell 429 must meet the crash resistant fuel tank design. Thus, the 

Bell 429 is penalized more than previous part 27 designs in meeting the new rules. The Bell 429 

also meets the newer rules for seat criteria. The newer criterion also imposes a structural weight 

increase, which again cascades into more fuel for the operational requirements. 

9 
Bell Helicopter Textron Petition for Exemption Rev: A 

Statement of Public Interest: 

The public interest is served by the enhanced safety level and the economic benefit to the United 

States citizens. 

There is a positive economic impact both from new job creation and dollars into the economy. 

• Bell additional ship sales in the next five years would go from 150 to approximately 500 

ships. 

• 400 additional Bell jobs- 75% in the United States, the balance in Mexico and Canada 

• Using Base Realignment and Closure Direct/Indirect job ratios- One Direct job yields 

Four Indirect jobs; this would yield an additional 1600 US jobs 

• $150M of direct supplier sales to support production 

• Long term spares and support would yield Bell/supplier additional jobs and significant 

revenue in the order $3.3 Billion over a twenty year period. 

• Additional indirect jobs created include fuel sales, refueling personnel, 200-225 pilots, 50 

mechanics, six additional medical personnel for each HAA aircraft, and infrastructure 

growth such as hangers, ramps, heliports, etc. 

Aircraft safety benefits to the public 

Rotorcraft safety is enhanced with the installation of a second engine (to meet Category A) 

together with the appropriate mission related safety equipment. However, the inclusion of a 

second engine and additional of safety equipment comes with an associated weight penalty as 

previously identified. 

Bell Helicopter is committed to support the IHST goal to reduce rotorcraft accidents by 80% by 

2016. The IHST has made several recommendations to help meet this goal. One of the 

recommendations the IHST has published for small operators includes the recommendation that 

helicopters are equipped with the safety equipment necessary to reduce mission risk as follows: 

"Systems and Equipment: Each operator should be able to verify that their 

helicopters are equipped with fully functioning safety equipment such as shoulder 

harnesses at each seat location, crash resistant fuel systems and wire strike 

protection systems. Also, the operator should be able to show that its helicopters 

are equipped to minimize risks associated with intrinsic mission risk. Examples 

include, but are not limited to, floats for operations over water, load devices for 

heavy lift, EVSISVSINVG equipment for operations in poor/low visibility, radar 

altimeters for low altitude operations, and persona/locator devices for remote 

and/or over water operations. " 15 

Each piece of additional equipment has a consequent weight impact/penalty, which reduces the 

available payload or fuel carried. An additional weight capability will penn it the addition of such 

equipment without the need to trade off equipment for payload/fuel. 

u Helicopter Safety Recommendation Summary for Small Operators, International Helicopter Safety Team 

September 2009 

10 
Bell Helicopter Textron Petition for Exemption Rev: A 

An additional maximum weight capability would minimize operational risks for all Bell 429 

operators. Currently, the Bell 429 at 3,125 kg (7 ,000 lbs) is not capable of carrying a full load of 

fuel with 8 occupants (the maximum number of occupants certified for the Bell429). For 

operations the amount of fuel carried is calculated to meet the mission requirements to maximize 

payload available for passengers. 

With additional weight capability the Bell 429 would have the ability to carry more fuel and 

hence provide for greater fuel margin for missions resulting in an increased level of safety and 

benefit to the public. For example; on a 32°C day with a 20 minutes reserve, the Bell429 range 

increases from 115 nm to 170 nrn. This more than doubles the "footprint" of range from 41 ,500 

miles2 to 90,746 miles2 (118% increase). Specific types of operations and the benefit to the 

public are provided as follows: 

Helicopter Air Ambulance 

The Bell 429 helicopter was specifically desi!:,:rned to meet the Helicopter Air Ambulance (HAA) 

requirements. HAA is a growing business and the public expectation of available medical 

services includes air ambulance transport. Medical advances have lead to the "golden hour" for 

patient access to trauma centers that enable a higher survival expectation. Rural health care 

availability has declined due to cost and a commensurate consolidation of emergency capability 

at trauma centers. That access to trauma centers is directly tied to availability of HAA. 

The Bell429 has been certified with an autopilot capability of flying coupled precision 

approaches (W AAS-GPS) to hospital heliports and pre-arranged rural patient transfer sights 

without any ground-based navigation aids. The benefit to the public is higher availability of 

service in adverse weather conditions below VFR weather minima. The public also benefits in 

that rural transport that would normally be by ground ambulance is now more accessible and 

expedited with the use of pre-arranged patient transfer points. 

With recent requirements and innovation in patient care, helicopters in the HAA mission are now 

required to carry more medical equipment (such as heart-pumps, neo-natal units, and automatic 

CPR equipment such as Lucas Devices) that significantly improve patient survivability in the 

"golden hour" of transport but which adds significant weight to the helicopter limiting fuel 

capacity and thereby reducing radius of action. 

An exemption would allow a greater weight capability for the Bell 429 to expand the radius of 

operation with the needed equipment on board thereby better serving the American public, 

adding increased levels of safety and improving patient survivability. 

Oil and Gas Exploration, Production and Support 

The oil, natural gas and energy-related industries are a large portion of the United States 

economy. Utilized in both on- and off-shore segments, helicopters play a vital role in all phases 

of this endeavor. From exploration, including seismic flights, to construction and drilling support 

and continuing through production, the helicopter allows all of this with a minimum 

environmental "footprint" and allows exploration and production in areas that are not normally 

accessible. 

11 
Bell Helicopter Textron Petition for Exemption Rev: A 

The Bell 429 is a new helicopter suitable for oilfield support and tailored to minimize the flight 

risks inherent in this vital operation. Utilizing all equipment desired and vetted by the Oil and 

Gas Producers (OGP) and incorporating the recommendations of the IHST and the Shell "7/7= I" 

programs, the Bell 429 meets the highest standards for minimizing flight safety risks to operators 

and passengers. Equipment includes HUMS, EGPWS, Radar Altimeter, Autopilot, Weather 

Radar, TCAS, CYRIFDR, ADEL T, Cabin Heater and other safety items. Unfortunately, 

equipping a helicopter with the safety systems exacts a penalty in the available payload. 

With a decrease in available payload due to use of this more sophisticated risk avoidance 

technology, fewer personnel can be carried I trip, thus increasing operational risk exposure. An 

increase in the Maximum Gross Weight (MGW) to 7,500 pounds, well within the demonstrated 

performance capabilities of this helicopter, would allow a fewer number of flights needed for the 

same mission, allow for fewer takeoffs and landings for fuel and increase the safety to the 

general public. The Bell429 would also have the capability to expand radius of operation with 

the needed equipment on board thereby better serving the public. 

In these days of increased safety scrutiny and the expectations of the general public for the 

highest levels of safety, this exemption would benefit the American Petroleum industry and 

allow a much safer and more efficient operation. 

Public Safety Operations 

The concept and use of aviation assets for law enforcement, security and public safety operations 

is not new. In the 21st Century Airborne Law Enforcement assets are no longer a luxury but 

rather a necessity to meet the fast-paced, complex demands of current and future operations. 

Crime Fighting, Public Safety & Homeland Security Strategies require resources that are 

responsive, versatile and capable in the various operations that present themselves. 

Working with law enforcement, fire fighting and other government organizations, Public Safety 

operations must find ways to increase not only availability but capability as well. A single 

airborne asset must be able to meet not only the reoccurring public safety mission requirements; 

but also the operational demands required in an "All Hazards" response scenario. 

The Bell 429 is a new helicopter ideally suited for Public Safety operations. Utilizing all 

equipment desired and routinely utilized in Public Safety operations, this helicopter is among the 

safest in the market. Equipment includes HUMS, EGPWS, Radar Altimeter, Autopilot, Weather 

Radar, TCAS, CYRIFDR, ADELT, Cabin Heat, External Hoist and other safety items. 

Unfortunately, equipping a helicopter to use this more sophisticated risk avoidance technology 

exacts a penalty in the useful load for minimum essential crew, mission equipment and fuel. 

With a decrease in available payload due to this higher level of safety performance, the 429 has 

reduced fuel payload, detrimentally affecting radius of action and time on station. An increase in 

the Maximum Gross Weight (MGW) to 7500 pounds, well within the dem~.>nstrated performance 

capabilities of this helicopter, would allow enhanced force multiplying capability. 

Without an increase in weight capability, Public Safety operations will be required to fly 

multiple sorties, or leave critical equipment behind; hoping that they have selected the ideal 

12 
Bell Helicopter Textron Petition for Exemption Rev: A 

configuration for any given request for assistance. An exemption and the corresponding 

expanded capability and availability of a well prepared airborne asset would be in the best 

interest of public safety. 

Utility 

With some 6,000 wind turbines in service and growing at 20% per year, the aerial work (utility) 

market in the United States is one of the biggest in the world. The newest light twin helicopter in 

this market, the Bell429, will set new standards for safety and efficiency. This twin-engine, 

Category A, IFR helicopter is optimized for utility flying, seating 7 passengers comfortably or 

carrying large amounts of cargo. 

The "designed-in" standard safety equipment, important to the passengers and crew, adds 

significant weight to the helicopter thus limiting the amount of fuel, passengers and cargo that 

can be flown. The results are a safety penalty because of the increased exposure resulting from a 

greater number of trips required. 

An exemption to increase the Maximum Gross Weight from the presently certified weight of 

7,000 pounds to 7,500 pounds would greatly increase the Bell429 capability and increase the 

value to the general public in both safety and productivity. 

Conclusion: 

The current part 27 rules have created a dual design endpoint based on passenger limit and 7000 

pounds. As noted earlier, part 23 has already recognized the more appropriate certification focus 

should be on technical complexity and safety. The part 23 Commuter Rule brought this concept 

to reality and the FAA has positively commented in a Grant-of-Petition to that effect. The safety 

level of the Bell 429 based on current designs is a significant improvement and in some cases 

exceeds the design level of current part 29 rotorcraft. The positive and long-lasting impact on 

the US economy cannot be understated. The production of aircraft will create almost 2,000 new 

jobs across the United States alone. Many additional jobs will be created to support flight 

operations. The safety levels and operations benefits to the flying public and potential 

passengers are considerable. With this grant-of-exemption, the HAA radius of action is more 

than doubled. 

There is significant benefit to the United States by granting this petition. 

13 
1+1 Transport Transports 

Canada Canada 

RDIMS #6730403 v4 

NCRIRCN #102-2011 

AWM File: 5009-6-527-4 

ASSESSMENT PAPER RDIMS #6738429 v8 

RISK ASSESSMENT RDIMS #6355639 v9 

SEA-PS RDIMS #7115227 vI 

EXEMPTION FROM SUBSECTION 521.158(1) OF THE 

CANADIAN AVIATION REGUlATIONS AND 

PARAGRAPH 527.1(a) OF THE AIRWORTHINESS MANUAL 

Pursuant to subsection 5.9(2) of the Aeronautics Act, and after taking into account that the 

exemption is both in the public interest and is not likely to adversely affect aviation safety, I 

hereby partially exempt Bell Helicopter Textron Canada Limited (hereinafter "Bell 

Helicopter''), 12800 rue de l'Avenir, Mirabel QC, J7J 1R4 from the requirements of 

subsection 521.158(1) of the Canadian Aviation Regulations (CARs) only with respect to the 

requirements of paragraph 527.1 (a) - Applicability of the Airworthiness Manual, subject to the 

conditions specified herein. 

Subsection 521.158( 1) of the Canadian Aviation Regulations requires the applicant to 

demonstrate compliance with the Basis of Certification. 

Paragraph 527.1 (a) -Applicability of the Airworthiness Manual (A WM) establishes the maximum 

mass (weights) for Normal Category Rotorcraft. 

The details of the above provisions are provided in Appendix A to this exemption. 

PURPOSE 

The purpose of this exemption is to permit Bell Helicopter to increase the maximum mass 

(weight) of any Bell Helicopter Model429 from 3 175 kg (7,000 lbs) to 3 402 kg (7 ,500 lbs) 

or less, while maintaining a normal category rotorcraft certification, such that the modified 

rotorcraft will exceed the maximum mass (weight) limit specified for normal category rotorcraft 

in paragraph 527 .I (a) - Applicability of the A WM, and to issue the corresponding design change 

approval to Bell Helicopter. 

APPLICATION 

This exemption applies to Bell Helicopter onlv as part of the basis of certification for a type 

design change approval (optional modification) for the Bell Helicopter Model429, as identified 

on Transport Canada Type Certificate No. H-107, that approves the increase in maximum mass 

(weight) (internal loading) from 3 175 kg (7,000 lbs) to 3 402 kg (7,500 lbs) or less. The 

unchanged Bell Helicopter - Model429 (i.e. with maximum mass (weight) of 3 175 kg 

(7,000 lbs)) retains the original normal category rotorcraft certification and is not subject to the 

conditions of this exemption. 

Canada 
---··· .. ---------

CONDITIONS 

RDIMS #6730403 v4 

NCRIRCN #102-2011 

A WM File: 5009-6-527-4 

ASSESSMENT PAPER RDIMS #6738429 v8 

RISK ASSESSMENT RDIMS #6355639 v9 

SEA-PS RDIMS #71 15227 vi 

This exemption is subject to Bell Helicopter complying with all of the following conditions: 

1. The maximum mass (weight) (internal loading) must be limited to 3 402 kg (7,500 lbs) 

or less; 

2. The type design of the Bell Helicopter Model 429 must not be changed to increase the 

maximum number of occupants beyond eight (8) occupants or the passenger-carrying 

capacity beyond seven (7) passengers as part of the maximum weight increase permitted 

under this exemption; 

3. Prior to exercising the privileges of this exemption, each Bell Helicopter Model 429 for 

which a maximum mass (weight) incr,ease above 3 175 kg (7,000 lbs) and up to 3 402 kg 

(7,500 lbs) is sought, including all modifications made to it, must meet the requirements 

established in the certification basis at the increased maximum mass (weight). This 

includes any special requirements for certification; i.e. equivalent levels of safety and 

special conditions-airworthiness that may have been issued to complete certification; 

4. Compliance with the applicable aircraft emission standards (i.e. noise and vented fuel) of 

A WM Chapter 516 must be shown at the increased maximum mass (weight); 

5. A method must be in place to identify any life limited components affected by the 

increase in maximum mass (weight). If the increase in maximum mass (weight) requires 

that any life limited components be restricted to a lower service life, and these 

components may be interchanged between configurations of standard maximum mass 

(weight) and increased maximum mass (weight) above 3 175 kg (7,000 lbs), a 

Supplement to the Bell Helicopter Model429 Maintenance Manual, Chapter 4-

Airworthiness Limitations Schedule must specify that life limited components 

interchanged between configurations must be restricted to the lowest service life 

indicated for the configurations affected. This shall apply to all Bell Helicopter Model 

429's at the increased maximum mass (weight); 

6. Bell Helicopter shall distinguish between Model 429 helicopters certificated up to 

3 402 kg (7,500 lbs) maximum mass (weight) from those that are certificated to the 

standard maximum mass (weight) of 3 175 kg (7 ,000 lbs); 

7. The Bell Helicopter Model 429 must comply with the Category A design, installation and 

performance requirements of A WM Chapter 527 - Appendix C (this does not require that 

the helicopter be operated as Category A); 

8. The Bell Helicopter Model429 must comply with AWM Chapter 527 at Change 527-9, 

except for A WM 527.1457 and 527.1459 at Change 527 -6; 

9. The following equipment must be installed on any Bell Helicopter Model429 configured 

for a maximum mass (weight) above 3 175 kg (7,000 lbs): 

2 of4 
RDIMS #6730403 v4 

NCRIRCN #102-201 1 

A WM File: 5009-6-527-4 

ASSESSMENT PAPER RDIMS #6738429 v8 

RISK ASSESSMENT RDIMS 116355639 v9 

SEA-PS RDIMS #7115227 vi 

a. Cockpit Voice Recorder/Flight Data Recorder (CVR/FDR); 

b. Helicopter Terrain A voidance and Warning System (HT A WS); 

c. Radar altimeter; 

d. Dual auto-pilot with coupled flight director capability (minimum 3 axis); and 

e. An appropriate and effective bird repellent device or technology, such as a forward 

flashing lights. 

VALIDITY 

This exemption is in effect until the earliest of the following: 

a) the date on which any one of the conditions set out in this exemption is breached; or 

b) the date on which this exemption is canceled in writing by the Minister where he is of the 

opinion that the exemption is no longer in the public interest, or that it is likely to 

adversely affect aviation safety. 

DATED at Ottawa, Ontario, Canada this .A_ day of 14=LM.<-- , 2011 on behalf of the 

Minister of Transport. 

Attachment - Appendix A 

.-

David Turnbull 

Director, National Aircraft Certification 

Civi ~ Aviation 

3 of 4 
Appendix A 

RDIMS #6730403 v4 

NCR/RCN #102-2011 

A WM File : 5009-6-5274 

ASSESSMENT PAPER RD!MS #6738429 v8 

RISK ASSESSMENT RD!MS #6355639 v9 

SEA-PS RD !MS #7115227 vI 

CANADIAN AVIATION REGULATIONS 

Part V - Airworthiness 

Subpart 21- Division IV- Changes to a Type Design 

Section 521.158 - Standards of Airworthiness 

521.158 (1) Subject to subsections (2) to (9), an applicant for the approval of a change to the type 

design of an aeronautical product shall demonstrate that the product meets the standards of 

airworthiness recorded in the type certificate data sheets and in force on the date of the 

application for the change. 

AIRWORTHINESS MANUAL 

Chapter 527 - Normal Category Rotorcraft 

Subchapter A- General 

Section 527.1- Applicability [Change 527-9] 

(a) This Chapter sets out airworthiness standards for the issue of type certificates and changes to 

those type certificates, for normal category rotorcraft with maximum mass (weights) of 

3,175 kg (7,000 lbs.) or less and nine or less passenger seats. 

(b) Reserved. 

(c) Multi-engine rotorcraft may be type certificated as Category A provided the requirements 

referenced in Appendix C of this chapter are met. 

4of4 
1+1 Transport Transports 

Canada Canada 

tf ype Certificate ·cnata S fieet 

Number: H-107 

lssueNo.: 3 

Approval Date: Refer Below 

Issue Date: January 11, 2012 

This Type Certificate Data Sheet (TCDS), which is part of Type Certificate No. H-107, prescribes the 

conditions and limitations under which the product(s) for which the Type Certificate was granted 

meet(s) the standards of airworthiness required by the Canadian Aviation Regulations. 

Type Certificate Holder: Models 

Bell Helicopter Textron Canada Limited 

12800 rue de I' A venir 429 

Mirabel, Quebec 

J7J1R4 

1. Model429 

Engine 

Fuel 

Oil 

(Normal Category Rotorcraft- See NOTE 1) Approved Tune 20, 2009 

2 Pratt & Whitney Canada PW20701 or 02 engines (See NOTE 3). 

Type SPECIFICATION 

Kerosene Canada USA 

Jet A, A-1, CGSB3.23 ASTM 01655 

JP8 3-GP-23 MIL-DTL-83133 

Wide Cut CGSB3.22 ASTMD1655 

Jet B CGSB3.22 MIL-OTL-5624 JP4 

High Flash 3-GP-24 MIL-DTL-5624 }P5 

See Rotorcraft Flight Manual for fuel temperature limitations. 

For approved engine oil types, prohibition against mixing brands and for 

approved transmission and gearbox oil types refer to Maintenance Manual 

BHT -429-MM-01. 

Page 1 of 5 Canada 
1+1 Transport Transports 

Canada Canada 

Engine Limits 

Transmission Limits 

Rotor Limits 

Airspeed Limits 

Maximum Weight 

(Mass) 

C.G. Limits 

rtype Certificate (})ata Sneet 

(Continuation Slieet) - Number: H-107 Issue: 3 

Torque Tu~bine Temp 

% Qb ft.) oc 

Twin Engine Operation 

Take-off (5 minutes) 54.3 (523) 900 

Max. Continuous 53.3 (513) 850 

One Engine Inoperative (OEI) 

30 seconds OEI 66.3 (638) 990 

2 minutes OEI 63.8 (614) 950 

30 minutes OEI 60.2 (580) 925 

Continuous OEI 59.5 (573) 900 

See Rotorcraft Flight Manual for transient limits. 

Output shaft speed limit is 104.5% (6,271 RPM) 

Torque Limits % 

Both Engines Operating 

Take-off 100 

Maximum Continuous 100 

Transient 105 

One Engine Inoperative OEI 

30 seconds OEI 66.3 

2 minutes OEI 59.1 

Continuous OEI 50.0 

Power Off Power On 

Gas Gen Speed 

% (RPM) 

99.8 (57,900) 

97.2 (56,400) 

104.3 (60,500) 

102.2 (59,300) 

101.2 (58,700) 

99.8 (57,900) 

Maximum 423 RPM 107% 

Minimum 336 RPM 85% 

Maximum 411 RPM 104% 

Minimum 391 RPM 99% 

VNE (Never Exceed) 155 KIAS 

For further information see Rotorcraft Flight Manual as listed in Approved 

Publications. 

Basic Aircraft 

3,175 kg (7,000 lb) Internal Loading 

3,402 kg (7,500 lb) External Loading 

Increased Gross Weight (See NOTE 5) 

3,402 kg (7 ,500 lb) Internal Loading 

3,402 kg (7,500 lb) External Loading 

Refer to Rotorcraft Flight Manual (See NOTE 4). 

Page 2 of 5 Canada 
1+1 Transport Transports 

Canada Canada 

rtype Certificate (])ata Sneet 

(Continuation Slieet) 

Number: H-107 Issue: 3 

Datum Model429 Station 0 datum is 183.6 em (72.3 in.) forward of the nose of the 

aircraft. 

Levelling Means Protractor or level placed on the crew or passenger floor or seat rails, both 

longitudinally and laterally. 

Minimum Crew 1 pilot 

Maximum Occupants 8 (includes crew) 

Maximum Cargo Refer to Rotorcraft Flight Manual for Loading Schedule. 

Fuel Capacity Refer to Rotorcraft Flight Manual for Fuel Capacity. 

Oil Capacity Refer to Rotorcraft Maintenance Manual for Oil Capacity. 

Altitude Limits Maximum altitude 6,096 m (20,000 ft.) pressure altitude. 

Certification Basis Normal Category: 

(SeeNOTE2) 

a) Airworthiness Manual (A WM) Chapter 527 - Normal Category 

Rotorcraft at Change 527-9 published December 1, 2009 (equivalent to 

FAR Part 27 at Arndt 27-44), including Appendix B for IFR and 

Appendix C for Category A except for AWM 527.1457 and 527.1459 at 

Change 527-6, plus: 

FAR Part 27, Arndt 27-44, effective June 16, 2008 as adopted by 

reference. 

A WM Chapter 527 Appendix C - Criteria for Category A specifies 

certain sections of A WM Chapter 529 - Transport Category Rotor craft. 

For these specified sections, AWM Chapter 529 at Change 529-6 

published June 30,2008 (equivalent to FAR 29 at Arndt 29-45) is 

applicable, plus FAR 29.1587(a)(7) Arndt 29-51, effective March 31, 2008 

as adopted by reference. 

Page 3 of 5 Canada 
I+ I Transport Transports 

Canada Canada 

Certification Basis 

(See NOTE 2) (Cont' d) 

Configuration 

r:lype Certificate (])ata Slieet 

(Continuation S!Uet) 

Number: H-107 Issue: 3 

b) AWM 516, Aircraft Emissions: Subchapter A for Aircraft Noise (this 

refers to International Civil Aviation Organization (ICAO) Annex 16, 

Volume I) and Subchapter B for Prevention of Vented Fuel (this refers 

to ICAO Annex 16, Volume II, Part II). 

Compliance with FAR Part 36, up to and including Arndt 36-28, 

effective February 3, 2006, has also been shown. 

c) Special Conditions: 

1. Reserved 

2. SCA 2005-07; 30-Second OEI Power Limits - Limit Override Feature 

d) Findings of Equivalent Safety exist with respect to the following 

Standards: 

1. A WM Chapter 527, section 529.903 (b) for Category A- Engine or 

Drive System Cooling Fan Blade Protection; 

2. AWM Chapter 527, sections 527.307 (b)(5), 527.723,527.725 and 

527.727- Landing Gear Limit Drop Test; and 

3. AWM 527/529.1545 (b)(2)- Airspeed Indicator Markings of VNE 

(autorotation). 

e) Exemption (See NOTE 5): 

The following Exemption from AWM 527.1 (a) No. NCR/RCN #102-

2011; Exemption for operations above a MTOW of 3,175 kg (7,000 lb). 

The Model429 is defined by Bell Helicopter Textron top drawing number: 

429-100-001 Revision CG, or later approved revision, for serial 

numbers 57001 and Subsequent. 

Required Equipment The required equipment must be installed in the aircraft as follows: 

Transport Canada approved Rotorcraft Flight Manual. 

Serial Numbers 57001 and Subsequent 

Eligible 

Placards All placards listed in the approved Rotorcraft Flight Manual must be 

installed in the specified locations. 

Page4 of5 ----- - -------- ------

Canada _ 
1+1 Transport Transports 

Canada Canada 

fJ'ype Certificate CJJata Slieet 

(Continuation Sfieet) 

Number: H-107 Issue: 3 

Approved Publications a) Transport Canada approved Bell Rotorcraft Flight Manual, 

BHT-429-FM-1, dated June 19,2009 or later approved revision. 

NOTEl 

NOTE2 

NOTE3 

NOTE4 

NOTES 

b) Life limited components and approved retirement times are listed in 

the Approved Chapter 4, Airworthiness Limitations Section of the 

Maintenance Manual BHT -429-MM-01, dated June 19, 2009 or later 

approved revision. 

This type certificate is for a Day /Night VFR; Instrument Flight Rules (IFR) 

Operations (Dual and Single Pilot); Category A, Normal Category 

Rotorcraft with engine isolation. 

Certification Noise Levels are detailed in the approved Rotorcraft Flight 

Manual. 

PW207Dl engines are without a fuel heater. The PW20702 is identical to 

the PW207Dl but has a fuel heater installed. 

The current weight and balance report, including list of equipment 

included in approved empty weight and loading instructions, when 

necessary, must be in each aircraft at the time of original certification. 

Operation of Bell429 aircraft above a MTOW of 3,175 kg (7,000 lb) is only 

permitted in accordance with BHT -429-FMS-11 "Increased Internal Gross 

Weight to 7,500 pounds (3,402 kg)"when Bell Kit 429 -706-079 is 

incorporated. 

-ENDPage 5 of5 

Gilles A. Morin 

Chief, Project Management 

National Aircraft Certification 

for Minister of Transport 

Canada