Bell model numbering system

[Ascend Charlie]

Can anyone explain the Bell numbering system?

Sure, the Model 30 and 47 may have just been the sequence of drawings on pieces of paper, but how did the rest of them evolve?

204 - B model Iroquois. 2 blades, turbine model number 4
205 - d, h models and the civvy version, progressing by one
206 - well, at least the number follows, but the machine is much smaller
212 - maybe 2 blades, 2 engines?
412 - ah hah! Logic! 4 blades, 2 engines
214 - ooops... lost it again. Maybe 2 blades, 1 engine, 4 dozen of them sold to the Shah of Iran.
407 - 4 blades, and 1 model later than a 206?
427 - 4 blades, 2 engines, 7 pob ?
690 - oh, boy - 6 blades - YES! 9 passengers? - maybe.. 0 hope? definitely.:bored:

[407 Driver]

There are a few more models hidden in the works...

Bell 207 Kiowa Warrior
Bell 209 Cobra series
Bell 406 Kiowa Scout

[PPRUNE FAN#1]

Let us not forget:

Model 61: Bell's proposed tandem rotor anti-submarine helicopter (1953).

Model 201: An experimental Army H-13 with a Continental XT51 turbine engine (merely a license-built Turbomeca Artouste) in 1955.

Model 533: Modified model 204 with wings, two Continental J-69 engines on either side of the fuselage, and a variable-tilt rotor mast! (1962)

Model 207: This lookalike predecessor of the AH-1 series was actually based on the model 47/H-13 powertrain and airframe (1963)

Model 309: KingCobra (1971).

Model 409: The 409/YAH-63 was Bell's competitive entry to the AAH (Advanced Attack Helicopter) competition won by the Hughes AH-64 Apache.

Model 222: Two-blade, twin-engine, civilian (no military counterpart) executive transport (1974).

Model 230: Basically a 222 with Allison C-30's instead of the awful Lycoming LTS-101's. (1991)

Model 430: Longer cabin, four-blade version of the 230 and specifically designed for shipboard operations by a single, very low-time pilot. (1994)

Model 406: Basically a 206B (short) airframe with a four-blade rotor. More popularly known as the OH-58D. (1983)

Model 400 Twin Ranger: Fugly-looking four-blade 206L (narrow-cabin) with a ring tail back end and two Allison C-20R's. (1983)

And those were just some of the ones that they actually built.

[overpitched]

I thought the 47 had something to do with the year it was originally produced

[PPRUNE FAN#1]

Overpitched:I thought the 47 had something to do with the year it was originally produced.Many people assume so. And we have to ask: Did Larry Bell "jump" from the Model 30 to the Model 47 to coincide with his intended year of certification (like Sikorsky did later with the S-76)? It's possible.

History does record that Bell was messing around with the Model 30 as early as 1943. The Model 30 was readied for "mass production" as the Model 47, and the first "Bell 47" flew in December of 1945. Production actually began in 1946, and of course the first commercial helicopter type certificate was issued to the 47 on March 8, 1946. So were there actually 16 different experimental models between the Model 30 and Model 47? It would appear not!

It must have been an incredible, hectic time at the Bell factory in the years immediately following WWII. Because also in 1946, Bell wanted to produce a larger version of the Model 47. They called it the Model 42. You can look at a picture and read about it here:
http://avia.russian.ee/~star/vertigo/bell_42-r.html

Five seats and a Wright R-985 radial behind the back seats? And you thought a 47 was noisy! And how 'bout that very R-44ish profile, eh? And three-blade tail rotor?? Without a civilian market, Bell must've said, "Hey, let's put a P&W 1340 in it and see if we can sell the damn thing to the Air Force!" The Model 42 then morphed into the Model 48/XR-12, also in 1946.

As the five-seat original Model 42/48 was not successful either for the civilian or military markets, it was apparently the Air Force that spurred the development of the Model 48A, a larger version designed to carry up to 10 people. And if you look closely at both the Model 42/48 and the Model 48A, you can clearly see the basis for what would later become the Model 204/YH-40/HU-1.

Man, I would've loved to have been around Bell in 1945. I guess I was just born too late :( What were those times like, Lu?

[helmet fire]

Done a search for this already, and there is lots of good info out there, but I was wondering if any Bell 222/430 gurus could give me a quick heads up on the various models.

First there was the Bell 222 A.

What did they change to make the 222 B?

Then what did they change to make the 222 UT?

Then the 222 SP?

Then the 230?

Then the 430?

Is this the right progression? Can any 222, 230, 430 be retro fitted with skids as an STC or did it have to come from the factory like that?
Can the 222 A be made into a B or UT?
Can the 222 B or UT be made into an SP?
Does the SP and 230 really outperform the 222B and UT?
Can a 222 be made into a 230?

For interest only! Sexy jets, and I have always wanted to fly one.

[Ian Corrigible]

Okay, I'll bite:

222 – Introduced in 1980, Lycoming LTS101-650C-2/C-3 donks. Later referred to unofficially as the 222A
222B – Introduced in 1980, uprated LTS101-750C-1 donks, M/R diameter increased by 2¼ ft
222UT – Introduced in 1983, variant of 222B with skid-gear and increased fuel capacity (~60 gal, as a result of the elimination of the retractable gear, a benefit shared with the 230UT and 430UT)
222SP – Introduced in 1988, a handful of Allison 250-C30G conversions undertaken by Heli-Air
230 – Introduced in 1992, development of 230 with 250-C30Gs, liquid inertia vibration elimination (LIVE) system, new high-inertia rotor blades, optional EAPS, simplified electronic systems, and dual hydraulic/electrical/fuel systems; offered with retractable gear or skids (230UT)
430 – Introduced in 1996, featured the four-blade model 680 rotor system, stretched fuselage and Allison 250-C40s; offered with retractable gear or skids (430UT)

The 222SP and 230 were reported to be 5 kts quicker than the 222B in the cruise, with the skid-equipped UT models losing 5-10 kts.

Though most of the 222SP conversions were the underpowered A models, AFAIK at least one EMS aircraft still flying was a 222B conversion.

I believe that the skid conversions were factory-options only, but can’t give you a definitive answer on that.

I/C

[chuckolamofola]

I've put what I know in your text below:
First there was the Bell 222 A.
What did they change to make the 222 B?
The difference between the A and B is the engine and electrical. The B model has the LTS-101-750 vice the A's -650 engine. There was also some changes to the electrical bus.
Then what did they change to make the 222 UT?
The 222UT removes the wheeled landing gear and replaces it with skids. There is also changes made to the electrical system and I also believe this model can fly SPIFR without a SAS system. It also comes standard with the utility interior.
Then the 222 SP?
The 222SP is an A model that has the LST-101 engine removed and replaced with an RR/Allison 250-C30 engine installed. This was done by a third party outside of Bell under an STC
Then the 230?
The 230 is Bell's answer to replacing the LTS-101 with the RR/Allison C30
Then the 430?
Bell added the 4 bladed rotor and more electrical improvements and I think the cabin has a slight stretch.
Is this the right progression? Can any 222, 230, 430 be retro fitted with skids
as an STC or did it have to come from the factory like that?
There may be a way to change from wheeled to skids but most come from the facory that way. I think the cost to do so would be too high though.
Can the 222 A be made into a B or UT?
No, why would you?
Can the 222 B or UT be made into an SP?
Yes, reference STC SH7853SW
Does the SP and 230 really outperform the 222B and UT?
Can a 222 be made into a 230?
No, but you can put the 230's engine in the 222

[trackdirect]

The 222UT has a totally DC electrical system wheras the A/B have AC and DC systems, makes the UT a much simpler system.
UTs have more fuel load, bigger wing tanks due to no landing gear in there.
The 430 is a stretched 222, has a plug of about 18 inches, not a great deal has changed in the airframe department, mainly electrics and avionics.
430 has IIDS and EFIS and autopilot as standard so lots of telly screens to look at, but there are 3x 430s that came out with standard flight instruments, no autopilot in these ones only scas and basic attitude hold.
(autopilot interfaces with the EFIS).
222 seats pilot and 9 Pax, 430 seats the same but with a tiny bit more room or there is an option for 10 pax config on the 430.
The 222 flies very much like a big longranger but the 430 is something totally different, No vibration at all from take off and even through translation amazingly smooth (due to the LIVE mounts on the transmission). Feels more like a jet than a helicopter.

Hope that helps a bit Helmet fire.
:ok:

[helmet fire]

Thanks heaps guys, thats fantastic.

Three last ones: Does the SP and 230 really outperform the 222B and UT?
and
Is the LIVE system fitted to both the 230 and the 430?
and
How many 230 UT were there? I have only ever seen wheeled 230s.

[Jed A1]

At present there appears to be the following numbers of 222/230's on the worldwide civil registers;

222 - 46
222A - 7
222B - 23
222U - 3
222UT - 50
230 - 24
430 - 82

Therefore no 230UT's

So, I ask what is 222U?

[widgeon]

Why was the 430 not that succesful ? , is it a competitor to the S76 , EC155 .
What is the range of a std 430 ?.

I guess the fuselage jigs all left Fleet last year bound for China.

Closest is the 365N3 as far as I can see

[Ian Corrigible]

You're quite right, we overlooked the 222UT.

Some skid-equipped examples:

222
http://www.saintalphonsus.org/images/bell222_b.jpg
Saint Alphonsus Life Flight

http://alecbuck.com/airambulance/mediagallery/mediaobjects/disp/e/e0e8efbcf752162a943d5659dd4496ef.jpg
Methodist Hospital CareFlite


222SP
http://www.helispot.com/images/00900.jpg
Mercy Air


230
http://alecbuck.com/airambulance/mediagallery/mediaobjects/disp/8/8ecae2caf4dd3436afb5a5f370efda34.jpg
Life Flight Network

http://alecbuck.com/airambulance/mediagallery/mediaobjects/disp/c/c1700c052417a58dcd0f62cb9175c622.jpg
Palmetto Health Richland

I/C

[trackdirect]

http://www.avta.com.au/images/Gallery/Whitsundays/HellicopterHeartReef.jpg

http://www.avta.com.au/images/Gallery/Whitsundays/avta067.jpg

[bellfest]

THAT'S THE SHOT!

[SMOUC]

That is the shot ol' fella!!!

[helmet fire]

Thanks for the info guys, and the great shots.

Does anyone know if it is possible to convert a wheeled 230 into a UT?

Widgeon: I think the 430 was somewhere between the EC145 and 155. Dont know why it wasn't so successful.