# ., 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 Engi neering Encl.

Bell Helicopter Te. xtron Canada Limited 12,800 rue de I'Avenir, Mirabel (Quebec) J7J 1R4 CANADA (450) 971-6500 www.bellhelicopter.comBell 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 ofFederal 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 ofthis 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 ofthis exemption be extended outside ofthe 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 of500 pounds to accommodate safety benefits ofproduct 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 ofFederal 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) 1Bell Helicopter Textron Petition for Exemption Rev: A

Members ofthe GWWG agreed that there was need to i ncrease 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 ofProposed Rule Making (NPRM) 98- 42
. This NPRM establishes a nexus between the safety levels ofnormal 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 7,000pound limit may be ad equate to accommodate a ninepassenger capacity in the future." It should be noted that given today's technology, the goal ofa 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 ofProposed 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 asproposed. Two other comment ers agreed that rul e changes were needed but offeredthe following comments: One commenter askedwhypart 2 7didnotallow a weight limit of 12, 500pounds as does part 23. Allowinga weight limit of 12, 500pounds is beyondthe scope of the current rulemaking. The 

### FAA has notruled out future action to further incr ease the normal category weight limit. However,further increases in weight limit maynecessitate additional requirements topart 27 to maintain an acceptable level of safety." The FAA by its own admission has left the question ofmaximum 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: "Reorganizingpart23 basedon airplaneperformance andcomplexity versus the existing weightand propul sion divisions. " The essence ofthe recommendation recognized and we quote, "
...technological advances had changed the original assumption of thepart 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 34610; June 25 , 1998) 3 Federal Register Citation (64 F R45092;August 18, 1999) 4 FAA, Part 23

- Small Airplane Certification Process Study, JuJy 2009 2Bell HelicopterTextron 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 enginefailure or precautionary shutdown byproviding 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 ofsafety 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 ofthe 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 ofengines. This is particularly relevant because there are several tests that are required after a demonstration of30-second/2- minute power usage. The reliability of30-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 byproviding the availability for higher OEIpower. The benefits from this amendment are enhanced safety through improved rotorcraft takeoff and landing performances , and shorterfield 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 theirproducts. The principal operational benefits will be the ability to carry higherpayloads 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) 

### 3Bell Helicopter Textron Petition for Exemption Rev: A

with currentpayloads, which shouldenable more Category B operators to use their rotorcraft for CategoryA operations, andalso increase thepotential for all operators to use more efficient and profitable routes. " Denial ofthis petition would deny the public the benefit ofa 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 certificatedlakeoff weight (MCTW) limitation regardless of the type of operation. When this weight limitation was established, there was little concern that this weightdemarcation wouldeventually become questionable with regard to the airworthiness standards for an airplane of the commut er category. Atthat time, there were few airplane designs near this 12,500-pound limitation
.... In 1966, the F 

### M established an air taxi airworthinessprogram 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. Thatprogram resulted in the issuance ofSFARNo. 237

. The F AA/lndustry CommuterAircraft Weight Committee submittedapetition to amend the regulations to allow certain small airplanes to be type certificatedat maximum certificated takeoff weights greater than the 12,500pound limitation without complying with the requirements of Part 25. Responding to that andother needs for improved standards resultingfrom the Airline DeregulationAct, the FAA initiateda three-phase program...... • The firstphase was the issuance of a revisedPart 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 byNotice No. 78-149
, proposedtemporary rules stating the additional airworthiness requirements necessary toprovide for increasedtakeoff 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. I0, 1978) 9 Federal Register Citation (43 FR 46734; October
. 10, 1978) 4Bell 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 thirdphase established the Light TransportAirplaneAirworthiness Review Notice 78-1 7 11
, to develop a separate set of airworthiness standards which resulted in proposed a Part 24 for airplanes with a maximum gross weight up to 35,000pounds anda seating capacity up to 30passengers. The Part 24project was terminated because the economic benefits expectedwouldnot 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 recertitication ofthese airplanes at weights in excess of 12,500 pounds maximum certificated takeoffweight, or with an increase in the number ofpassenger seats, or both. After the expiration ofSFARNo. 41, the FAA reinstated SFAR No. 41, with amendments, as SFAR No. 41C 12

. The amendments ofSFAR No. 41C; eliminated the 12,500-pound maximum zero fuel weight restriction and limited the number ofpassenger seats to 19. Given the airworthiness changes reflected in the SFAR No. 41 C, the FAA issued Amendment No. 23-34 13 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 landinggears are essential to the level of safety expectedof 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 oftransport category while not imposing the full burden ofpart 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 ofthe commuter category. In the "Public Interest" section ofthe GRANT states in part: "While the commuter category was initially createdas a means to certify aircraft intended for regional airline operations , almost immediately after its creation ittook on a secondandequally important role. Thefirst two aircraftever certifiedto commuter category , the Beech Starship andthe Beech KingAir 350 (B300), were not designed as regional airliners, but for use as business aircraft andthe 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 5Bell Helicopter Textron Petition for Exemption Rev: A

The fact that thefirst two commuter category airplanes certified were not intendedto be regional airliners demonstrates clearly that commuter category is a term used to define a level of certification andsafety, not the end use of the airplanes. " We point out that the original intent ofthe 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 offGo-No Go certification requirements ofpart 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 ofthis petition would deny the flying public the safety benefit ofCategory 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 ofthe cabin area. Seat placement to accommodate passengers and meet the structural rules becomes a design tradeoffofweight/structure and passenger count. The seat configuration for nine passengers can only be accomplished a couple ofways. 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 criter ia. 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 severa l 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 ofthree 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 ofthe aircraft thus the reliefon 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 ifthe airworthiness standards are maintained.

6Bell Helicopter Textron Petition for Exemption Rev: A


### Statement ofNo Adverse Effect to Safetv: Aviation safety would be enhanced by the granting ofthis exemption. With the ability to carry more fuel or additional equipment the level ofsafety ofthe 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 ofthe 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. Ifthe 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 ofweather 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 ofHelicopter 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 ofrecommendations. 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 ofcomplexity and safety. A twin engine, single pilot IFR, Category A helicopter exceeds the level ofsafety required for Normal Category rotorcraft. However, this increased level ofsafety carries a penalty ofmore 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 ofpart 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 ofsafety to operators and the passengers who will be transported.

7Bell 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 l oss-of -control as a leading accident cause. Additionally, 50% ofthe 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 provi des 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 (WAAS). 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 ofpart 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. 

### FlightData 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 ofthe 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.



### 8Bell 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 ofthe additional weight impact to the Bell429 based on installation ofa 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 AWS 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 notjust 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.



### 9Bell HelicopterTextron Petition for Exemption Rev: A

Statement ofPublic 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 newjob 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 Belljobs- 75% in the United States, the balance in Mexico and Canada • Using Base Realignment and Closure Direct/Indirectjob ratios- One Directjob yields Four Indirectjobs; this would yield an additional 1600 USjobs • $150M ofdirect supplier sales to support production • Long term spares and support would yield Bell/supplier additionaljobs and significant revenue in the order $3.3 Billion over a twenty year period. • Additional indirectjobs 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 ofa second engine (to meet Category A) together with the appropriate mission related safety equipment. However, the inclusion ofa second engine and additional ofsafety 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 ofthe 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 equippedwith fully functioning safety equipmentsuch as shoulder harnesses at each seat location, crash resistant fuel systems andwire strike protection systems. Also, the operator shouldbe able to show that its helicopters are equippedto minimize risks associatedwith intrinsic mission risk. Examples include, but are not limited to,floats for operations over water, loaddevices for heavy lift, EVS I SVSINVG equipment for operations inpoor/low visibility , radar altimeters for low altitude operations, and persona/locator devices for remote and/or over water operations. "15 Each piece ofadditional equipment has a consequent weight impact/penalty, which reduces the available payload or fuel carried. An additional weight capability will pennit the addition ofsuch equipment without the need to trade offequipment for payload/fuel.

u Helicopter Safety Recommendation Summary for Small Operators, International Helicopter Safety Team September 2009 10Bell 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 ofcarrying a full load of fuel with 8 occupants (the maximum number ofoccupants certified for the Bell429). For operations the amount offuel 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 ofsafety 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" ofrange from 41 ,500 miles2 to 90,746 miles2 (118% increase). Specific types ofoperations 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 ofavailable 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 ofemergency capability at trauma centers. That access to trauma centers is directly tied to availability ofHAA. The Bell429 has been certified with an autopilot capability offlying coupled precision approaches (WAAS

-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 ofpre-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" oftransport but which adds significant weight to the helicopter limiting fuel capacity and thereby reducing radius ofaction. 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 ofsafety and improving patient survivability. Oil and 

### Gas Exploration, Production and Support The oil, natural gas and energy-related industries are a large portion ofthe United States economy. Utilized in both on- and off-shore segments, helicopters play a vital role in all phases ofthis endeavor. From exploration, including seismic flights, to construction and drilling support and continuing through production, the helicopter allows all ofthis with a minimum environmental "footprint" and allows exploration and production in areas that are not normally accessible.

11Bell 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 operat ion. Utilizing all equipment desired and vetted by the Oil and Gas Producers (OGP) and incorporating the recommendations ofthe 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 ofthis 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 ofthis helicopter, would allow a fewer number offlights 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 ofoperation with the needed equipment on board thereby better serving the public. In these days ofincreased safety scrutiny and the expectations ofthe general public for the highest l evels ofsafety, this exemption would benefit the American Petroleum industry and allow a much safer and more efficient operati on. Public Safety Operations The concept and use ofaviation 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 ofcurrent 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 operationa l 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 ofsafety performance, the 429 has reduced fuel payload, detrimentally affecting radius ofaction and time on station. An increase in the Maximum Gross Weight (MGW) to 7500 pounds, well within the**dem~.>nstrated** performance capabilities ofthis helicopter, would allow enhanced force multiplying capability. Wi thout 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
12Bell Helicopter Textron Petition for Exemption Rev: A configuration for any given request for assistance. An exemption and the corresponding expanded capability and availability ofa well prepared airborne asset would be 

### in the best interest ofpublic 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 ofthe 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 ofcargo. The "designed-in" standard safety equipment, important to the passengers and crew, adds signif icant weight to the helicopter thus limiting t he amount offuel, passengers and cargo that can be flown. The results are a safety penalty because ofthe increased exposure resulting from a greater number oftrips 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 ofthe Bell 429 based on current designs is a significant improvement and in some cases exceeds the design level ofcurrent part 29 rotorcraft. The positive and long-lasting impact on the US economy cannot be understated. The production ofaircraft will create almost 2,000 new j obs across the United States alone. Many additionaljobs 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 ofaction 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) OFTHE 

### CANADIANAVIATIONREGUlATIONS AND PARAGRAPH 527.1(a) OF THE

### AIRWORTHINESSMANUAL
Pursuant to subsection 5.9(2) ofthe AeronauticsAct, 

### 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) ofthe CanadianAviation Regulations (CARs) 

### only with respect to the requirements ofparagraph 527.1(a)

- Applicability 

### ofthe Airworthiness Manual, 

### subject to the conditions specified herein
. Subsection 521.158( 1) ofthe Canadian Aviation Regulations 

### requires the applicant to demonstrate compliance with the Basis of Certification. Paragraph 527.1 (a) -Applicability 

### ofthe AirworthinessManual (A WM) 

### establishes the maximum mass (weights) for Normal Category Rotorcraft. The details ofthe above provisions are provided in Appendix A to this exemption.
PURPOSE The purpose ofthis exemption is to permit Bell Helicopter to increase the maximum mass (weight) ofany Bell Helicopter Model429 from 3 175 kg (7,000 lbs) to 3 402 kg (7,500 lbs) orless, 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 ofthe basis ofcertification 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 ofthis 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 ofthe 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 ofthe Bell Helicopter Model 429 must not be changed to increase the maximum number ofoccupants beyond eight (8) occupants or the passenger-carrying capacity beyond seven (7) passengers as part ofthe maximum weight increase permitted under this exemption; 3. Prior to exercising the privileges ofthis 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 AWM 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). Ifthe increase in maximum mass (weight) requires that any life limited components be restricted to a lower service life, and t hese 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 certifica ted 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 ofAWM 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 of4RDIMS #6730403 v4 NCRIRCN #102-201 1 A

WM File: 5009-6

-527-4 ASSESSMENT PAPER RDIMS #6738429 v8

RI

SK ASSESSMENT RDIMS 116355639 v9 SEA

-PS R DIMS #7115227 vi
a. Cockpit Voice Recorder/Flight Data Recorder (CVR/FDR) ; b. Helicopter Terrain Avoidance and Warning System (HTAWS);
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 ofthe following: a) the date on which any one ofthe 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 ofthe opinion that the exemption is no longer in the public interest, orthat it is likely to adversely affect aviation safety.
DATED at Ottawa, Ontario, Canada this 

## .A_day of 

## 14=LM.<-- , 2011 on behalfofthe Minister ofTransport.

Attachment

- Appendix A 

# . -
David Turnbull Director, National Aircraft Certification**Civi ~**  Aviation

3 of4Appendix A RDIMS #6730403 v4 NCR/RCN #102-2011 AWM File : 5009

-6-5274 A

SSESSMENT PAPER RD!MS #6738429 v8 RISK ASSESSMENT RD!MS #6355639 v9 SEA-PS RD !MS #7115227 vI

CANADIANAVIATIONREGULATIONS Part V

- Airworthiness Subpart 

### 21- Division 

### IV- Changes to a Type Design Section 

### 521.158

- Standards ofAirworthiness
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 ofthe 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 oftype 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 ofthis 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 HighFlash 3-GP-24 MIL

-DTL

-5624 }P5 See Rotorcraft FlightManual 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 30minutes OEI 60.2 (580) 925 Continuous OEI 59.5 (573) 900 See Rotorcraft Flight Manual for transientlimits. Output shaft speedlimitis 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 3,402kg (7,500 lb) External Loading Increased Gross Weight (See NOTE 5) 3,402 kg (7 ,500 lb) Internal Loading 3,402kg (7,500 lb) External Loading 

### Refer to Rotorcraft Flight 

### Manual (See NOTE 4). Page 2 of5 

# 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 ofthe aircraft
. Levelling Means Protractor orlevel placed on the crew orpassenger 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 (AWM) Chapter 527

- 

### Normal Category Rotorcraft at Change 527-9 published December 1, 2009 (equivalent to FAR Part27 at Arndt 27-44), including Appendix Bfor 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 adoptedby reference. AWM Chapter 527 Appendix C - 

### Criteriafor Category A specifies certain sections ofAWM Chapter 529

- 

### Transport Category Rotor craft. For these specified sections, AWM Chapter 529 atChange 529-6 published June 30,2008 (equivalent to FAR 29 at Arndt 29-45) is applicable, plusFAR 29
.1587(a)(7) Arndt 29

-51, effective March 31, 2008 as adopted by reference.

Page 3 of5 

# 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 ofEquivalent Safety exist with respect to the following Standards: 1. AWM Chapter 527, section529.903 (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 DropTest; 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 drawingnumber: 429

-100

-001 Revision CG, orlater approved revision, for serial numbers 57001 and Subsequent. Required Equipment The required equipmentmustbe installed in the aircraft as follows: TransportCanada approved Rotorcraft Flight Manual
. Serial Numbers 57001 and Subsequent Eligible Placards All placards listed in the approved Rotorcraft Flight Manual mustbe installed in the specified locations.
Page4 of5



### ---- - -**-- --** **-- --** **-- --** **--** 

# Canada
_

# 1+1 Tr a

nsport T ransports Cana da 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 orlater approved revision.

NOTEl

NOTE2
NOTE3
NOTE4

NOTES b) Life limited components and approved retirement times are listed in the Approved Chapter4, Airworthiness Limitations Section ofthe Maintenance Manual BHT-429

-MM

-01, datedJune 19, 2009 or later approvedrevision. This type certificate is for a Day /N ight 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 RotorcraftFlight Manual. PW207Dl engines are without a fuel heater
. The PW20702 is identical to the PW207Dl buthas a fuel heater installed. The current weight andbalance report, including list of equipment includedin approved empty weight and loading instructions, when necessary, mustbe ineach aircraftatthe time of original certification. Operation ofBell429 aircraft above a MTOW of3,175 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 Aircraf t Certification for Minister ofTransport


# Canada