From the tandem rotor HSL-1 Bell developed the model 216 for commercial use with three Lycoming T-53 free shaft gas turbines.
Bell 216
Post WW2
Bell Lunar Landing Research Vehicle / LLRV
Lunar Landing Research Vehicle (LLRV) built in 1963 as part of the Apollo Project to land on the moon. It was a vertical take-off and landing vehicle powered by a single jet engine. The vehicle allowed Apollo astronauts to train for real moon landings.
Bell LLTV (Lunar Landing Training Vehicle)
The Lunar Landing Training Vehicle (LLTV) was built by Bell Aerosystems in 1964 as part of the Apollo Project to land on the moon, it was a vertical take-off and landing vehicle powered by a single jet engine. The Lunar Landing Research Vehicle (LLRV) was built by Bell Aerosystems in 1964 as part of the Apollo Project to land on the moon, it was a vertical take-off and landing vehicle powered by a single jet engine.
By always offsetting five-sixths of earth’s gravity, the vertically mounted turbofan engine enabled the LLTV to reproduce the characteristics of landing a lunar module on the moon’s surface. The LLTV was used to train America’s Apollo astronauts.
Bell 533
In 1959, the TRECOM (United States Army’s Transportation Research Command) set up a programme in order to determine various rotor systems and methods of drag reduction for helicopters. For this programme, Bell modified the first YH-40-BF service test model (s/n 56-6723) as a research test-bed which was known at Bell as the Model 533. Reworking was done on the airframe in order to reduce drag, including a cambered vertical tail surface to unload the tail rotor, streamlined fairing for the rotor head, flush air intakes located on each side of the new rotor fairing, redesigned cross-tubes for landing skids, and new hinges for the doors. The stabilising bar was removed and replaced by a variable-tilt rotor mast in order to maintain the fuselage in low-drag attitude. The 1400shp Lycoming T53-L-13 turboshaft was retained.
Tests in NASA’s Ames wind tunnel showed that the aerodynamics of the airframe had been improved to such an extent that the equivalent flatplane area of the Huey had been reduced from 2.3sq.m to 1sq.m. Still with its original US Army serial number, the Model 533 made its maiden flight on Friday 10 August, 1962, and flight tests were conducted at Fort Worth in late 1962. In March 1963, the Model 533 flew at 278km/h and 302km/h was attained in a shallow dive. Several rotor types were tested (two-blade UH-1B-like rotor and rigid three-blade rotors) and two 765-kg Continental J69-T-9 turbojets were installed on each side of the fuselage. Take-off weight of the aircraft was now 3880kg. On 17 January, 1964, the helicopter achieved a speed of 338km/h in level flight using only 780shp from the 1100shp Lycoming T53-L-9A shaft-turbine, plus 568kg from the J69s.
The next modification consisted of fitting two small sweptback fixed wings to convert the aircraft into a compound helicopter. On 11 May, 1964, it flew at 357km/h. The aircraft was then flown to San Antonio to have its J69-T-9s replaced by 765-kg J69-T-29s, and, on 15 October, 1964, the Model 533 was the first helicopter to break the 200 knots (370km/h) barrier by attaining 380km/h. On 6 April, 1965, the Model 533 flew at 402km/h in level flight and 409km/h in a shallow dive. It showed also its outstanding manoeuvrability in performing 2g turns and 60deg banks at speeds around 320km/h, and a Mach number of 0.985 was recorded by the advancing blades of the rotor.
Early in 1968, a subsequent phase of the programme was the installation of two 1490-kg Pratt & Whitney JT12A-3 turbojets at the end of short stub wings. The first flight in this configuration was made in 1968, the machine gradually recording still higher speeds and, in May 1969, Bell announced that 508km/h had been attained.
Model 533
Rotor diameter: 13.41m
Length of fuselage: 12.98m
Normal take-off weight: 4173kg
Maximum speed: 508km/h
Bell 412
On 8 September, 1978, Bell announced its intention to develop a four-bladed variant of its twin-turbine Model 212. Designated Model 412, this helicopter was the first four-blade rotor helicopter to be produced by Bell. The rotor head had elastomeric bearings that eliminated both mechanical hinges and viscous dampers. In mid-1984, the internal vibration level was further lowered by the introduction of a pendulum damper kit on production aircraft, but this was also available independently for retrofit to earlier machines.
Two newly built Model 212 airframes served as development prototypes and for the certification programme.
The Model 412 retained the same powerplant as the Model 212, the Pratt & Whitney Canada PT6-3B-1 Turbo Twin Pac delivering 1400hp for take-off and 1130hp for continuous operation. The blades, fitted with a Nomex honeycomb core, are bonded together by glassfibre wrapping incorporating anti-icing heater mats and are interchangeable. The rotor mast is shorter than the 212, with blades that can be folded ans a rotor brake as standard. The main rotor rpm is 314. Equipped with a two-blade tail rotor. The elastomeric bearings of the hub eliminate both mechanical hinges and heavy, viscous dampers. This improves the ride and also extends the rotor system life, while the flex beam yoke of the main rotor hub provides quick control response. The new bearings require no lubrication and require only a quick visual inspection to confirm integrity. In the drive system, five of the six-rotor drive shaft sections are interchangeable, reducing spares. Main transmission chip detectors help protect the system. The four composite blades have an unlimited life and span wise variation of their chord, twist and thickness of airfoils give added turning and aerodynamic efficiency.
Generally of conventional light metal. Main rotor blade spar unidirectional glass libre with 45degree wound torque casing of glass fibre cloth; Nomex rear section core with trailing-edge of unidirectional glass fibre; leading-edge protected by titanium abrasion strip and replaceable stainless steel cap at tip; lightning protection mesh embedded; provision for electric de-icing heater elements; main rotor hub of steel and light alloy; all-metal tail rotor.
The undercarriage is high skid, emergency pop-out float or non-retractable tricycle gear optional. Spats optional.
Fuel in in seven interconnected rupture-resistant fuel cells, with automatic shutoff valves (breakaway fittings), have a combined usable capacity of 1,249 litres. Two 76 or 310.5 litre auxiliary fuel tanks, many combination, can increase maximum total capacity to 1.870 litres. Single-point refuelling on starboard side of cabin.
The cabin hold a pilot and up to 14 passengers: one in front port seat and 13 in cabin. Dual controls optional. Accommodation heated and ventilated.
The first modified helicopter made its maiden flight in early August 1979, followed by the second machine in December of the same year.
FAA Pt 29 type approval was given on 9 January, 1981, and IFR certification came on 13 February, 1981.
The first deliveries had taken place on 18 January, 1981, ERA Helicopter Inc of Anchorage received its first aircraft (c/n 33001, N412EH), this company eventually acquiring up to nine Model 412s (c/n 33004/N164EH, 33007/ N414EH, 33009/N415EH, 33011/ N416EH, 33043/N419EH, 33068/ N422EH, 33069/N524EH and 33072/N356EH) to be operated alongside some sixteen Model 212s and fifty-two other Bell helicopters.
Two were delivered to the Venezuelan Air Force later in the year.
By the end of 1987, a total of 145 Model 412s had been delivered.
213 were built in USA before production (SP version) was transferred to Canada in February 1989.
A majority of the operators are civil. Only a few machines have been sold to military customers: two aircraft to Bahrain Defence Force Air Wing with codes BPS-03 and 04; two to the Venezuelan Air Force (one is c/n 33013); three TO the Botswana Defence Force (with two more on order); one to Panama (c/n 33091, serialled FAP-1101); four to Sri Lanka’s armed forces; two to the Nigerian Police Air Wing; an estimated seven to the Bangladesh Air Force and some aircraft to Peru to equip Escuadron 341 and Escuadrilla Presidencial.
An improved variant, the Model 412SP (SP for Special Performance), was later introduced. This Model had increased maximum take-off weight, a 55 per cent increase in fuel capacity and new interior seating options. The 412SP (Special Performance) is powered by Pratt & Whitney PT6T-3B-1 turbo Twin-Pacs developing around 1400shp and has a maximum speed of 260kph and a range of over 650km.This variant was also available in both civil and military configurations. Several military operators have ordered Model 412SPs: Bahrain (the Public Security Flying Wing operates two), Botswana (five aircraft to be supplemented by two more in 1991), Honduras (ten), Nigeria (the Police Air Wing received two aircraft), Sri Lanka (four), Venezuela (two) and Norway (eighteen).
In November 1982, a licence agreement was signed with IPTN for the partial manufacture and complete assembly of more than one hundred Model 412s. The first of these Indonesian-built aircraft (designated NBell-412) flew for the first time in April 1986. Among the customers are the Indonesian armed forces and several private operators.
Norway is assembling seventeen out of the eighteen machines ordered in Helikopter Services A/S workshops at Stavanger for the Royal Norwegian Air Force.
Agusta in Italy began production of the Model 412 in 1981, and manufactures the type as the AB 412SP, and has delivered over 75.
Agusta and has since developed its own military variant designated AB 412 Griffon. This variant includes a high-energy-absorbing undercarriage, energy attenuating seats and crash resistant self-sealing fuel tanks. Armament can include a wide range of external weapons such as an 12.7mm gun and 25mm Oerlikon cannon under a swivelling turret, four to eight TOW missiles, 70mm rocket launchers, air-to-air missiles and air-to-surface Sea Skua missiles. The Griffon prototype flew for the first time in August 1982 and deliveries began in the following January. Among military customers for the AB 412 are the Italian Army, Carabinieri and Special Civil Protection, Capitanerie di Porto (four AB 412SP for coastal patrol and SAR duties), Dubai Central Military Command (three aircraft), Finnish Coast Guards (two), Ugandan Army and Zimbabwe Air Force (ten).
In June 1986 Bell produced the 412 Attack Helicopter (AH) based on the Bell 412SP.
The demonstrator aircraft (c/n 33119, N412AH) was equipped with a 0.50m machine-gun (carrying 875 rounds) in a Lucas Aerospace undernose turret aimed through a Sperry Head Tracker helmet sight system (as on the AH-1S) and had provision for nineteen air-to-ground rockets on each side of the cabin. The 412AH has a maximum speed of 220kph.
By January 1989, 162 Model 412s had been delivered.
The Bell 412 is operated by the RAF as the Griffin. The Bell 412EP Griffin HT.1 being the training variant.
Some 635 Bell 412s of alI versions built in North America by early 2003, including 26 delivered in 1999 and in 2000; 22 in 2001 (including five to El Salvador) and in 2002 (including five to Saudi Arabia).
Military deliveries include Venezuelan Air Force (two), Botswana Defence Force (three), Public Security Flying Wing of Bahrain Defence Force (two), Sri Lankan armed forces (four), Nigerian Police Air Wing (two), Mexican government (two VIP transports), South Korean Coast Guard (one), Honduras (10), Royal Norwegian Air Force (19, of which 18 assembled by Helikopter Service, Stavanger, to replace UH-1Bs of 339 Squadron at Bardufoss and 720 Squadron at Rygge). Three 412EPs delivered to Slovenian Territorial Forces in 1995, for border patrol and rescue duties; four ordered by Philippine Air Force late in 1996, comprising two for VVIP transport and two SAR; first of nine 412EPs entered service in April 1997 as HT. Mk 1s with civilian-operated Defence Helicopter Flying School at RAF Shawbury, UK, within which they constitute No.60 (Reserve) Squadron, RAF; two more ordered in May 2002. together with four HAR. Mk 2s, latter replacing Wessex SAR helicopters of No.84 Squadron at Akrotiri, Cyprus, from April 2003. Four in SAR/utility fit delivered to Venezuelan Navy, 1999. Recent customers include the National Defence Secretariat of Mexico, which took delivery of four in mid-2002; Venezuelan Navy, which ordered four in SAR configuration in early 2002; and Khalifa Airways of Algeria, which took delivery of one 412EP in June 2002.
Costs: Bell 412EP, VFR-equipped US$4,895 million (1999); Bell 412EP, lFR-equipped US$5.12 million (1999).
Versions:
412SP
Special Performance version with increased maximum T-O weight, new seating options and 55% greater standard fuel capacity. Superseded by 412HP early 1991.
Military 412
Announced by Bell June 1986; fitted with Lucas Aerospace chin turret and Honeywell Head Tracker helmet sight similar to that in AH-1S; turret carries 875 rounds, weighs 188kg and can be removed in under 30 minutes; firing arcs 110deg in azimuth, +15deg and –45deg in elevation; other armament includes twin dual FN Herstal 7.62mm gun pods, single FN Herstal 12.7mm pod, pods of seven or nineteen 70mm rockets, M240E1 pintle-mounted door guns, FN Herstal four-round 70mm rocket launcher and a 12.7mm gun or two Giat M621 20mm cannon pods.
412HP
Improved transmission giving better OGE hover; FAR Pt 29 certification 5 February 1991, first delivery (c/n 36020) later that month.
412EP (Enhanced Performance)
PT6T-3D engine, dual digital automatic flight control system (DDAFCS), three-axis in basic aircraft but customer option for four-axis and EFIS. Category A certification was imminent in late 1998. Also customer option for SAR fit.
412CF (CH-146) Griffon
Canadian Forces C$700 million contract for 100 CH-146s (modified Bell 412EP) placed in 1992. Duties include armed support, troop/cargo transport, medevac, ASW, SAR and patrol; first flight (146000) 30 April 1994; deliveries began 14 October 1994; completed early 1998. Generally as commercial Bell 4I2EP except for avionics and mission equipment. Empty weight 3.402kg; maximum weight as civil version.
412EP Sentinel
First of two modified in 1998 by Heli-Dyne Systems with quick-change ASV and ASW mission packages; intended for Ecuadorean Navy, but order cancelled and aircraft became demonstrator. ASV equipment comprises Honeywell RDR-1500B chin radar, Hughes Starburst searchlight, radar warning receiver, Wescam sensor turret and possibly Penguin Mk 2 Mod 7 ASMs; ASW fit is L3 Ocean Systems AN/AQS-18A dipping sonar and Raytheon Mk 46 torpedo.
412SA
First three of 16 ordered by Royal Saudi Air-Force built in 2001 for manufacturer’s trials. Equipment standard not disclosed, but sufficiently different from 412EP to warrant separate c/n sequence beginning 33501. Production continued in 2002-03.
412 Plus
Projected improved version under study in 1999 with MTOW increased to 5.647kg, uprated PT6C engines, new dynamic components and Rogerson-Kratos avionics. Development terminated in early 2001.
NBell-412
Indonesia’s Dirgantara has licence to produce up to 100 Model 412SPs.
AB.412 Griffon
Agusta’s multirole military development of the Bell 412 which first flew in August 1982, and is suitable for troop transport, fire-support, scout and reconnaissance, SAR, medevac and maritime surveillance. Armament options include 25mm Oerlikon cannon, machine-gun pods, rocket pods, and Sea Skua ASMs.
Specifications:
412
Engine: 2 x P&W PT6T-3B, 900 shp, 1342kW
TBO: 2500 hr
Main rotor: 46 ft / 14.02m
Seats: 15
Length: 56 ft
Length with rotors turning: 17.07m
Height: 10.7 ft
Max ramp weight: 11,600 lb
Max takeoff weight: 11,600 lb
Standard empty weight: 6267 lb / 2823kg
Max useful load: 5333 lb
Max landing weight: 11,600 lb
Max sling load: 5000 lb
Disc loading: 7 lbs/sq.ft
Power loading: 6.4 lbs/hp
Max usable fuel: 1455 lb
Service ceiling: 20,000 ft
Hover in ground effect: 4100 ft
Hover out of ground effect: 2000 ft
Max speed: 142 kt
Normal cruise @ 3000 ft: 125 kt
Fuel flow @ normal cruise: 758 pph
Endurance @ normal cruise: 1.7 hr
412EP
Engine: 1 x P&WC PT6T-3D Twin Pac, 1342kW for T-O / 1193kW max continuous
OEI ratings: 850kW for 2 1/2 min / 723kW for 30 min
Transmission rating: 1,022kW for T-O, 828kW max continuous
OEI rating: 850kW
Instant pwr: 1342 kW
Rotor dia: 14 m
MTOW: 5402 kg
Payload: 2319 kg
Useful load: 2271 kg
Max speed: 140 kt
Max cruise: 130 kt
Max range: 782 km
HIGE (@ MAUW): 10,200 ft
HOGE (@MAUW): 5200 ft
Service ceiling: 13,100 ft
Crew: 1
Seats: 14
412HP
Engine: 2 x P&WC PT6T-3BE
Instant pwr: 1340 kW
Rotor dia: 14 m
MTOW: 5400 kg
Payload: 2395 kg
Useful load: 2395 kg
Max speed: 140 kt
Max cruise: 130 kt
Max range: 745 km
HIGE (@MAUW): 10,200 ft
HOGE (@MAUW): 5200 ft
Service ceiling: 17,000 ft
Seats: 15
AB.412 Griffon
Engine: 1 x P&WC PT6T-3BE Twin Pac
Instant pwr: 764 kW
Rotor dia: 14 m
Fuselage length: 12.7 m
No. Blades: 4
Empty wt: 2840 kg
MTOW: 5400 kg
Payload: 2290 kg
Max speed: 125 kts
Max cruise: 122 kts
ROC: 440 m/min
Ceiling: 5180 m
Fuel cap (+aux): 820 lt ( 680 lt )
Range: 480 km
Max range: 656 km
HIGE: 10,200 m
HOGE: 5200 m
Crew: 1
Pax: 14
Bell 409 / YAH-63
In November 1972 the Army called for design proposals for a new Advanced Attack Helicopter (AAH) intended for the all-weather anti-armor role. The Army’s specifications required that the aircraft be powered by twin General Electric T700 turboshaft engines and armed with up to sixteen Hellfire or TOW anti-tank missiles in addition to a single 30mm cannon. Preliminary design proposals were submitted by Boeing-Vertol, Bell, Hughes, Lockheed, and Sikorsky, and in June 1973 Bell and Hughes were selected as finalists and were each awarded contracts for the construction of two prototype aircraft. The contract was awarded to Bell on 22 June, 1973, for design, construction and qualification (Phase 1) of two flying prototypes (YAH-63A-BF) and a ground test vehicle (GTV).
Bell’s 409, military designation YAH-63, was based largely on the earlier 309 King Cobra. The YAH-63 seated its two man crew in tandem within a narrow fuselage, though Bell put the pilot in front in order to improve the aircraft’s low-level ‘nap-of-the-earth’ (NOE) flight capabilities.
In accordance with the Army’s specifications the YAH-63 was powered two widely separated 1536shp GE T700-GE-700 engines and was intended to carry its anti-tank ordnance load on short stub wings fixed to either side of the fuselage below the engine air intakes. The engines driving wide-chord, two-bladed semi-rigid main and tail rotors. Main rotor blade chord was 1.08m and an FX-69-H-083 aerofoil was used. The wide-chord had been selected mainly because it met performance requirements, permitted the spar separation required for 23mm survivability and was less complex by a factor of two. The ‘flat-pack’ transmission had large slow turning herringbone gears for increased survivability, reduced noise and a 30-minute fly-dry capability. The main rotor mast quickly retracted into the transmission for air transport. The YAH-63 had wheeled tricycle landing gear and a distinctive T-tail. The YAH-63 had a high flotation tricycle wheeled undercarriage with oleo struts equipped with ‘strut cutter’ crash energy absorber to meet the design impact velocity of 12.8m/sec.
The weapon ‘systems consisted of a chin turret-mounted triple-barrel 30mm XM-188 rotary cannon (fire rate 600 to 1800rpm) mounted ahead of the stabilised sight to minimize damaging muzzle blast effects, and up to sixteen Rockwell AGM-114A Hellfire air-to-ground missiles or seventy-six 70mm FFAR rockets could be carried on the four wing stores.
The first proroype YAH-63 (s/n 73-22246) first flew on 1 October, 1975, and the second prototype (s/n 73-22247) followed it into the air two months later. On 4 June, 1976, the first prototype experienced a heavy emergency landing and suffered minor damage. It was repaired in time to take part in the evaluation of the two contenders which was made at the Army Engineering Flight Activity (AEFA) from June to September 1976. The comparative tests between YAH-63 and YAH-64 led eventually to the selection of the Hughes design on 10 December, 1976. All flight testing with the YAH-63 then ceased and plans were made to continue work with the T700 powerplant.
One Bell YAH-63 (s/n 73-22247) survives and is preserved by the US Army Aviation Museum, at Fort Rucker, Alabama.
AH-63
Engine: 2 x General Electric T700-GE-700 turboshaft, 1145kW
Main rotor diameter: 15.54m
Length with rotors turning: 18.51m
Height: 3.73m
Take-off weight: 7237kg
Max speed: 325km/h
Hovering ceiling: 1980m
Crew: 2
Bell 309 KingCobra
Bell announced the development of a new combat helicopter on 28 September 1971, derived from the Model 209 and 211, with company funds, with a 1.10m longer fuselage supporting a larger diameter rotor measuring 14.63m. Both the main and tail rotors had wider chord blades and the main rotor blades had double swept tips to reduce noise levels and improve performance at high speed. The nose was also modified to accept new apparatus, the available space for ammunition was increased, and the wing span was taken to 3.96m. A redesigned tail assembly was used with a lower fin for improved longitudinal stability. It also had the transmission, wide-chord two-blade main rotor and drive train of the Model 211 HueyTug. Design work was begun by a team led by Joe Tilley and construction started in January 1971.
Two prototypes of the Model 309 Kingcobra were built.
The first (c/n 2503, registered N309J), which flew on 10 September 1971 at Fort Worth with Gene Colvin at the controls, was offered to the Marines with Turbo Twin Pack T400-CP-400 engines, while the second prototype (which flew in January 1972) was offered to the Army with a 2890shp Lycoming T55-L7C turbine of the Model 211, derated to 2050 on take-off.
The KingCobra incorporated new avionics and systems to fulfill its anti-tank mission (inertial navigation system, APN-198 radar altimeter, fire-control computer, multi-sensor sight, head-up display, helmet sighting system, FL-33 FLIR, low-light level television and, of course TOW guidance system). Armament included provision for sixteen TOW missiles under extended stub wings and a General Electric chin-turret housing a three-barelled 20mm Gatling gun with 1345 rounds.
On 11 April 1972, the first prototype was damaged in an accident. To meet future Army needs it was decided to convert the twin-engined 309 into single-engined configuration. As expected, on 9 August, 1972, the Army finally cancelled the Cheyenne programme and in due course two helicopter manufacturers, Sikorsky and Bell, submitted proposals for a less sophisticated aircraft, the Model S-67 and the Model 309 respectively. Tests and demonstrations were successfully conducted with both aircraft, but the Army set up new requirements and opened a new contest within the Advanced Attack Helicopter programme (AAH) which would eventually lead to the selection of the MDD/Hughes AH-64 Apache.
The Bell Model 309 (N309J) is now preserved by the US Army Aviation Museum in Fort Rucker, Alabama.
Bell 309 Kingcobra
Engine: 1 x Lycoming T55-L7C turboshaft, 2155kW
Main rotor diameter: 14.63m
Length: 14.63m
Height: 4.11m
Take-off weight: 4510kg
Empty weight: 2890kg
Gross weight: 6350kg
Max speed: 330km/h
Bell 222
In March 1974 Bell decided to commit its own resources to the development of a new twin-turbine, ten-seat helicopter. This helicopter was evolved from studies begun in the late 1960s which had led, in 1973, to the Design D-306, a twin-turboshaft helicopter. The engines were to be either the 500shp Allison 250-C28, the 590shp Lycoming LTS-101 or the 650shp Pratt & Whitney Canada PT7B driving the Bell classic two-blade main rotor. The D-306 could accommodate two pilots and eight passengers (four passengers in executive configuration).
In January 1974, a full-scale mock-up of the D-306 was displayed at the Helicopter Association of America (HAA) convention in order to study the market potential and to gather the would-be customers remarks in order to upgrade the project.
The reactions were so promising that, on 20 April, 1974, Bell announced its decision to go ahead with the Model 222, five prototypes of which were to be built and which were quite similar to the D-306 (the windscreen was improved and the fuselage lengthened by a few inches). The Model 222 was the first completely new Bell design to reach production status since the JetRanger and the Model 222 was described then as ‘the first American made light twin-turbine helicopter’. It had a semi-monocoque light alloy fuselage with a hydraulically retractable tricycle undercarriage. The two Avco Lycoming turboshafts drove a two-blade main rotor through a gearbox with two spiral bevel reductions and one planetary reduction.
The maiden flight of the prototype was expected by the end of 1975 but, in fact, the first prototype (c/n 47001, N9988K) got into the air on Friday 13 August, 1976, with Donald Bloom at the controls. Certification by the FAA under FAR Part 29 was received on 16 August, 1979, followed by approval for VFR operation on 20 December of the same year. On 15 May, 1980, the Model 222 received FAA approval for single-pilot IFR operation.
The Bell 222 has a light alloy structure, and a fuselage built around a large cabin which can seat two pilots and five or six passengers in the executive trim. In all configurations, there is a bench seat at the back for three, which fits into the L-shape of the fuel tank behind it. The executive Bell 222 is sold with full IFR capability. One alternative is the offshore configuration for ferrying eight passengers to offshore oil platforms.
The large main rotor with two wide blades is of steel with a honeycomb core. The blades are held to the rotor hub by standard Bell elastomeric bearings. The tail rotor is also metal with two blades. The twin Lycoming LTS-101-650 engines are mounted side-by-side above the fuselage and have integral particle separators. The fuel is contained in three tanks, one in the fuselage and two in the sponsons into which the main landing gear members retract.
During flight tests several improvements were introduced on the prototypes, the most obvious being a completely new tail configuration. With the fourth prototype (c/n 47004, N680L) a new tail layout was adopted: the T tail was replaced by tailplanes and end-plate fins fixed forward of the rear fuselage. The main rotor diameter has been increased by 12 in (30,5 cm) and a slightly more powerful version of the Lycoming turboshaft engine has been adopted, to off-set some weight growth attributable to the new tailplane and larger rotor.
The fifth prototype (c/n 47005, N2228X), representative of the production aircraft, was presented at the Paris Air Show in June 1978. In fourteen months, the five prototypes logged more than 600 flying hours and by December, 1977, the figure of 700 hours was reached. The first for Petroleum Helicopters were delivered in January 1980.
Production was launched with a backlog of orders for some 140 aircraft and Bell had to boost its planned production from 125 machines the first year to 137. On 16 January 1980, Petroleum Helicopters Inc (New Orleans) received the first of its sixteen machines soon followed by Schiavone Construction which received an aircraft in executive configuration. Heliflight Systems (Houston), Aerogulf Sales Co (Dubai), Bemor Agencies (Bermudas), CSE Aviation Ltd (UK) and Astra Helicopters (South Africa) were among the main customers. On 18 January 1981, Bell Helicopters delivered its 25,000th helicopter, a Model 222, to Omniflight Helicopters.
The Model 222 and 222A, first production variants were powered by two 592shp Avco-Lycoming LTS 101-650C-3 engines, their dry weight of only 110kg each providing a maximum power/ weight ratio of 4.58kW/kg at maximum rating.
The Model 222B was the second main production variant with accommodation for seven to nine passengers. The Model 222B incorporates numerous improvements such as a taller main rotor mast, increased diameter narrow-chord blades, larger tail rotor and lengthened tail boom. The powerplant consists of two 684shp Textron Lycoming LTS 101-750C-1 turboshafts. The fuel is contained in five crash resistant tanks located in the fuselage as well as in the sponsons, with a total capacity of 710 litres.
The Model 222B Executive is the luxury variant for five or six people with complete systems and avionics such as IFR, Sperry coupled automatic flight control system and VOR/LOC. Luxury equipment includes automatic temperature control, fluorescent and reading lights and window curtains. A stereo system and refreshment cabinet are optional.
In 1982, the Model 222B became the first transport category helicopter to be certificated by the FAA for single-pilot IFR flight without stability augmentation. Model 222U and 222UT: the Model 222UT (UT for Utility Twin) variant is externally recognisible by its tubular skid undercarriage in place of the usual retractable wheels. It can accommodate up to eight passengers and could have a fuselage mounted flotation system. The powerplant is the same as for the Model 222B but fuel capacity has been increased to 930 litres. This variant received VFR and single-pilot IFR certification during the spring of 1983.
The basic Model 222B feature include:
ROTOR SYSTEM: Two-blade main rotor. Blade section Wortmann 090. Thickness chord ratio 8 per cent. Each blade has a stainless steel spar with bonded glass fibre safety straps to retard crack propagation and offer secondary load path; replaceable stainless steel leading-edge; and afterbody of Nomex honeycomb covered with glass fibre skin. Each blade is attached to the rotor head by two chordwise bolts. Small trim tab on each blade. Completely dry titanium main rotor hub has conical elastomeric bearings. Two-blade tail rotor of stainless steel construction, with preconing, underslung feathering axis and skewed flapping axis. Rotor blades do not fold. A rotor brake is standard.
ROTOR DRIVE: Rotors shaft driven through gearbox with two spiral bevel reductions and one planetary reduction. Transmission rating (two engines) 690kW. Single-engine rating 548kW. Main rotor engine rpm ratio 1:27.4; tail rotor engine rpm ratio 1:5.08.
SPONSONS: Short-span cantilever sponson set low on each side of fuselage, serving as main landing gear housings, fuel tanks and work platforms. Section NACA 0035. Dihedral 3deg 12min. Incidence 5deg. Sweepback at quarter-chord 3deg 30min. All-metal structure of light-alloy sheet and honeycomb. No movable surfaces.
FUSELAGE: Semi-monocoque structure of light alloy, with limited use of light-alloy honeycomb panels. Fail-safe structure in critical areas. One-piece nosecone tilts forward and down for access to avionics and equipment bay.
TAIL UNIT: Cantilever structure of light alloy. Fixed vertical fin in sweptback upper and lower sections. Tailplane, with slotted leading-edge and endplate fins, mounted midway along rear fuselage. Small skid below ventral fin for protection in tail-down landing.
LANDING GEAR: Hydraulically retractable tricycle type. All units retract forward, mainwheels into sponsons. Free-fall extension in emergency. Oleo-pneumatic shock-absorbers, with scissored yoke. Self-centring nosewheel, swivelling through 360degrees. Single wheel and tyre on each unit. Mainwheel tyres size 6.00-6, pressure 5.18 bars. Nosewheel tyre size 5.00-5, pressure 4.14 bars. Hydraulic disc brakes. New-type water-activated emergency pop-out floats optional. Model 222UT has skid-type landing gear and lock-on ground handling wheels, with fuselage-mounted flotation system optional.
POWER PLANT: Two Textron Lycoming LTS 101-750C-1 turboshafts, each rated at 510kW for take-off, mounted in a streamline housing above the cabin and aft of the rotor pylon. Bell focused pylon with nodalisation. Fuel contained in five crash-resistant internal bladders, in fuselage and sponsons, with total capacity of 710 litres in Model 222B. Model 222UT has maximum fuel capacity of 931 litres. Rear seat fuel tank, capacity 246 litres, and parcel shelf fuel tank, capacity 181 litres, optional on both models. Single-point refuelling on starboard side of fuselage. Oil capacity 6.5 litres per engine.
ACCOMMODATION: Pilot and seven passengers in standard 2-3-3 layout, alternatively pilot, co-pilot and six passengers. Two additional passengers can be accommodated in a high-density 2-2-3-3 arrangement. Energy attenuating seats, all with shoulder harness in Model 222B. Crew door at forward end of cabin on each side; cabin door on each side immediately forward of wing. Space for 1.05cu.m of baggage aft of cabin, with external door on starboard side. Ventilation standard; air conditioning and heating optional.
First deliveries of the Model 222UT were in September 1983. Among the main operators are the New York City Police Department, the Port Authority of New York, Michigan State Police, West Virginia State Police and Lloyd Helicopters.
From 1982, the fourth prototype (N680L) served as test bed for the Model 680 four-blade composite bearingless rotor system, designed to improve performance and reduce noise. On 10 November, 1987, this Model 222 flew with a digital control system developed by Bell and Lucas Aerospace which gave the engine the ability to adapt its characteristics in flight.
To 1992, one hundred and fifty-six Model 222Bs and seventy-two 222UTs have been delivered, mainly on the civil market. Only two aircraft are known to have been taken on charge by military customers: one by the Uruguayan Air Force and the other by the Uruguayan Navy.
Production ceased in 1989.
Versions:
222A
Initial production model powered by twin 462kW Lycoming LTS 101 650C-3 turboshaft engines. Replaced from late 1982 by the Model 222B. Total 82 built.
222B
Standard production model from late 1982. More powerful, 510kW Lycoming LTS 101 750C-1 engines; fuselage increased by 0.43m and main rotor diameter 0.69m larger. Strakes added to sponsons. First flight 1 August 1981; FAA certification 30 June 1982. On 29 July 1982, the 222B became the first transport category helicopter to be certified by the FAA for single-pilot IFR flight without stability augmentation. Total of 26 produced between 1982 and 1987.
222B Executive
Fully equipped for both single- and dual-pilot IFR flight. Honeywell coupled automatic flight control system to provide stability augmentation and automatic hold for attitude, altitude, heading and airspeed, plus VOR/LOC course and glide slope hold during approach. Collins Pro Line avionics include dual VHF com, dual VOR nav with glide slope. ADF, marker beacon receiver, transponder, DME and area navigation. Luxury accommodation for five or six passengers, with automatic temperature control, fluorescent and reading lights, window curtains and ceiling speakers. Optional stereo system and refreshment cabinet.
222UT (Utility Twin)
Utility version, incorporating the improvements and power plant detailed for the Model 222B. Retractable tricycle landing gear replaced by tubular skid gear with lock-on ground handling wheels. Fuselage-mounted flotation system optional. Standard seating for a pilot and six or seven passengers. Optional layout for a pilot and eight passengers. First flight 7 September 1982. VFR and single-pilot IFR certification received in Spring 1983; customer deliveries began in September 1983. Total of 80 built up to 1989.
Specifications:
Bell 222
Power Plant: Two Lycoming LTS 101-650C2 turboshafts each with a contingency rating of 675 shp, take-off rating of 615 shp and continuous rating of 590 shp.
TBO: 2400 hr
Max continuous speed, 173 mph (278 km/h) at sea level
Normal cruise @ 3000 ft: 135 kts.
Long-range cruising speed, 150 mph (241 km/h) at sea level
Hovering ceiling (OGE), 8,200 ft (2500 m) in ISA and 4,000 ft (1 220 m) in ISA plus 20 deg C
Hovering ceiling (IGE), 13,000 ft (3962 m) in ISA and 10,000 ft (3050 m) in ISA plus 20 deg C
Single-engine ceiling, 9,000 ft (2743 m) in ISA and 5,100 ft (1555 m) in ISA plus 20 deg C
Range with 20-mm reserve, 400 mls (644 km) at 8,000 ft (2440 m)
Max rate of climb: 1580 fpm.
Service ceiling: 12,800 ft.
FAA empty weight, 4,250 lb (1930 kg)
Standard empty weight: 4860 lb
Useful load, 2,950 lb (1 340 kg)
Take-off gross weight, 7,200 lb (3270 kg)
Fuel flow @ normal cruise: 482 pph.
Endurance @ normal cruise: 2.5 hr.
Max ramp weight: 7850 lb
Max useful load: 2990 lbs.
Max landing weight: 7850 lbs.
Max sling load: 2100 lbs.
Disc loading: 6.3 lbs/sq.ft.
Power loading: 6.4 lbs/hp.
Max usable fuel: 1287 lbs.
Main rotor diameter, 40 ft 0 in (12,19 m)
Overall length, 47 ft 9 in (14,55 m)
Overall height, 11 ft l .5 in (3,39 m)
Fuselage length: 10.98m
Undercarriage ¬track, 9ft (2,74 m)
Wheelbase, 11 ft 9 12 in (3,59 in)
Span over sponsons, 14 ft (4,27 m).
Accommodation: Up to 10 including pilot.
Baggage capacity, 43 cu ft (1,22 cu.m) in aft cabin and fuselage baggage compartment.
Bell 208 / 212 / UH-1N
In 1964, the conversion of a standard UH-1D to a twin-engined configuration was funded by Bell. Work was done in Fort Worth, and by the spring of 1965, the prototype Model 208 Twin Delta was ready to fly. Its powerplant comprised two Continental T72-T-2 Model 217 turbo-shafts mounted side by side and driving, via a combining gearbox, a single output shaft. Designated XT67-T-1, this powerplant offered 1,240shp for take-off. The maiden flight was made on 29 April, 1965.
On 1 May 1968 the Bell Helicopter Company announced that following negotiations with the Canadian government and Pratt & Whitney Aircraft of Canada, it had been agreed to proceed with the development of a new helicopter based upon the airframe of the Bell Model 205/ UH-1H Iroquois, of which the first of 10 for the Canadian Armed Forces (CAF) had been delivered on 6 March 1968 under the designation CUH-1H. Power-plant of the UH/CUH-1 consisted of a 1044kW Avco Lycoming T53-L-13 turboshaft engine. The CAF considered that the incorporation of twin turboshaft engines would provide a number of benefits, and this led to development of the initial military Bell Model 212 and the Pratt & Whitney Aircraft of Canada (PWAC) PT6T power-plant for it. This programme was initiated as a joint venture, financed by Bell, the Canadian government and PWAC.
The PT6T Twin-Pac designed and developed by PWAC, consisted of two turboshaft engines mounted side-by-side and driving, via a combining gearbox, a single output shaft. This had an output in its initial production form of 4.66kW/kg, compared with 4.19kW/kg for the already-developed Lycoming T53 turboshaft. As installed in the Model 212 the PT6T-3 is limited to an output of 962kW for takeoff. In the event of a failure of one of the two turbines, sensing torquemeters in the combining gearbox signal the remaining turbine to develop a power output ranging from 764kW to 596kW, for emergency and continuous operation respectively.
Initial deliveries of military Model 212s were made to the USAF in 1970.
This variant, known as Model 212, was to have a two-blade all-metal semi-rigid rotor, and accommodate a pilot and up to fourteen passengers and, in its military variant, armament could include 7.62mm MAG pod machine-gun systems, 70mm air-to-ground rocket launchers (7 or 19 rounds), side-mounted 12.7mm or 7.62mm machine-guns.
The airframe is generally similar to that of the UH-1H Iroquois, with an all-metal fuselage structure, and skid landing gear.
A 14-passenger commercial version known as the Twin Two-Twelve was developed more or less simultaneously, this differing from the military model primarily in its cabin furnishing and avionics equipment. The Twin Two-Twelve gained FAA Transport Type Category A certification on 30 June 1971, and the type has since gained certification for IFR operation, requiring a new avionics package, new instrument panel, and stabilisation controls for such use. On 30 June 1977 it became the first helicopter to be certificated by the FAA for single-pilot IFR operation with fixed floats.
In June 1980, an improved variant of the PT6T-3, the PT6T-3B, was introduced which besides giving more power (1,800shp), also offered improved single-engine performance.
In mid-1988, producton of the Model 212 was transferred to Bell’s Canadian factory.
The order for a first batch of fifty helicopters was placed by the Canadian Armed Forces (under designation CUH-1N, later modified to CH-135) and the first Model 212 flew in April 1969. More orders soon followed, both civil and military: seventy-nine UH-1Ns for the US Air Force; forty UH-1Ns for the US Navy and twenty-two UH-1Ns for the US Marine Corps; 159 more being ordered later by the US Navy and Marine Corps.
The enhanced safety offered by the Twin-Pac powerplant has resulted in many sales to operators who provide support to offshore gas/oil prospecting and production companies, as well as to air taxi organisations. Eight Model 212s were delivered to the Civil Air Authority of China during 1979, and were the first helicopters supplied to the People’s Republic of China by a US manufacturer.
The 212 features an all-metal two-blade semi-rigid teetering main rotor with interchangeable blades; underslung feathering axis head; rotor brake optional. Fully powered hydraulic controls; gyroscopic stabiliser bar above main rotor; automatic variable incidence tailplane; IFR versions have large fin above cabin to improve roll-yaw responses during manual instrument flying. The metal main rotor blades have extruded aluminium nose sections and laminates; glass fibre safety straps provide redundant load path; fuselage conventional light metal. Tubular skid type. Lock-on ground handling wheels, high skid gear, fixed floats and emergency pop-out nylon float bags optional. Pratt & Whitney Canada PT6T-3B Turbo Twin-Pac, comprising two PT6 turboshafts coupled to combining gearbox with single output shaft. Engine rating 1,342kW for T-O, 1,193kW maximum continuous; OEI rating 764kW for 2.5 minutes, 723kW for 30 minutes. Transmission rating 962kW for T-O, 846kW maximum continuous and 764kW OEI. Five interconnected rubber fuel cells, total usable capacity 818 litres. Two 76 or 341 litre auxiliary fuel tanks optional, to provide maximum possible capacity of 1,499 litres. Single-point refuelling on starboard side of cabin. Oil capacity 11.5 litres for engines, 8.5 litres for transmission. Pilot and up to 14 passengers. Dual controls optional. In cargo configuration, has total internal volume of 7.02 cu.m, including baggage space in tailboom, capacity 181kg. Forward-opening crew door each side of fuselage. Two doors each side of cabin; forward (jettisonable) door hinged to open forward, rear door sliding aft. Accommodation heated and ventilated.
The 212 has been manufactured under license in Italy by Agusta as the Agusta-Bell AB.212, who built a demonstration prototype in 1971, initially in a civil configuration for VIP transport, but later transformed into a military configuration (corresponding to the UH-1N). These are generally similar to the American-built aircraft, but Agusta has developed an ASW version designated AB.212ASW. Structural strengthening took place, plus the provision of deck restraint gear, and the PWAC PT6T-6 Twin-Pac turboshaft rated at 1398 kW for take-off. This version has been exported to Greece, Turkey, Peru, and Spain. Distinctive features of the AB-212 antisubmarine helicopter include a special anticorrosive treatment for the powerplant, a search radar housed in a dome on the cabin roof, special electronics, sonar, antisubmarine and antiship armament, consisting either of two Mk.44 antisubmarine torpedoes, two AS-12 missiles, or two antiship missiles, depth charges and flares. The crew consists of two pilots and two operators. The Italian Air Force became interested in the Agusta AB-212 and acquired a few for air base rescue services.
Inside an 18-place Super Transport are wide and comfortable seats with adequate hip room and shoulder room. The cabin design provides superb passenger visibility.
The 212 has also been fitted with a four-blade rotor with redesigned blades. This variant, designated Model 412, has been in production in the USA and Italy since 1981. The four-blade rotor can also be fitted to the old 212s.
The US Marine Corps flies the VH-1N as a dedicated VIP transport.
The US Navy unit VXE-6 operates about six bright-red UH-1Ns in the Antarctic. In 1972, a UH-1N dropped a parachutist over McMurdo Sound, Antarctica for a record jump of 6247m.
100 UH-1N were to be rebuilt and upgraded to the UH-1Y configuration.
The UH-1Y and AH-1Z feature zero-time airframes and 85% commonality, including two GE-T700 turboshafts, glass cockpits, four-blade all-composite main rotors and tail rotors, drive train, and hydraulic and electrical systems.
Versions:
CH-135
Canadian version, originally CUH-1N. Total 50 delivered 1971/72.
UH-1N
US Air Force, Navy and Marines version. Total 320 delivered.
UH-1Y
Dynamic and avionics upgrade.
Twin Two-Twelve
Civil version; first flight 16 April 1969; FAA certification 30 October 1970; FAA Category A transport certification 30 June 1971; IFR certification granted by FAA, UK CAA, Norwegian DCA and Canadian DoT; first-ever single-pilot IFR certification with fixed floats granted June 1977.
Bell212ST
AB212
Agusta-built version.
AB212ASW
Agusta-built version for anti-submarine warfare.
Specifications
Bell 212
Engine: 1 x Pratt & Whitney (UACL) PT6T-3 Turbo Twin Pac, 1800 shp (flat rating 1250 shp)
Rotor diameter: 48 ft 2.25 in / 14.69 m
Fuselage length: 42 ft 4.75 in / 12.92 m
Empty weight: 5549 lb / 2517 kg
MTOW: 11,200 lb / 5080 kg
Max speed SL: 109 kt / 126 mph / 203 kph
Max ROC SL: 1745 fpm / 532 m/min
Service ceiling: 17,400 ft / 5305 m
Max range SL, no res: 237 nm / 273 mi / 439 km
Crew: 1
Passenger capacity: 14
Interal cargo: 220 cu.ft / 6.23 cu.m
Internal load: 5000 lb / 2268 kg
212 Twin
Engine: 2 x P&W PT6T-3B coupled, 900 shp.
TBO: 2500 hrs.
Main rotor: 48 ft / 14.69m
Seats: 15.
Length: 57.3 ft. / 17.46m
Height: 13.1 ft / 4.53m
Max ramp weight: 11,200 lbs.
Max takeoff weight: 11,200 lb / 5080kg
Standard empty weight: 6143 lb / 2786kg
Max useful load: 5057 lbs.
Max landing weight: 11,200 lbs.
Max sling load: 5000 lbs.
Disc loading: 6.2 lbs/sq.ft.
Power loading: 6.2 lbs/hp.
Max usable fuel: 1455 lbs.
Max rate of climb: 1420 fpm.
Service ceiling: 14,200 ft / 4330m
Hover in ground effect: 11,000 ft.
Max speed: 100 kts.
Normal cruise @ 3000 ft: 100 kts.
Fuel flow @ normal cruise: 650 pph.
Endurance @ normal cruise: 2 hr.
Range: 420km
UH-1N
Engine: 1 x P&WC PT6T-3B Twin Pac.
Instant pwr: 1341 kW.
Rotor dia: 14.69 m.
MTOW: 5,084 kg.
Payload: 2260 kg.
Max speed: 121 kts.
Max cruise: 115 kts.
Max range (no reserve): 512 km.
HIGE (@MAUW): 4750 ft.
Service ceiling: 12,500 ft.
Crew: 1.
Pax: 14.
AB.212 ASW/ASV
Engine: 1 x 1,875 shp (1398 kW) Pratt & Whitney Canada T400 (PT6T 6) Turbo Twin Pac with two gas turbine power sections.
Instant pwr: 1342 kW.
Rotor dia: 14.63 m (48 ft 0 in).
Rotor disc area 173 9 sq.m (1,872.0 sq ft).
Fuselage length: 12.9 m.
Length overall 17.40 m (57 ft 1 in)
Height 4.53 m (14 ft 10¼ in).
No. Blades: 2.
Empty wt: 3420 kg (7,540 lb).
MTOW: 5070 kg (11,176 lb).
Payload: 2335 kg.
Max speed: 130 kts.
HIGE: 3200 ft.
HOGE: 1300 ft.
ROC: 396 m/min.
Fuel cap: 1350 lt.
Range: 582 km.
Max range with auxiliary tanks (no reserve) 667 km (414 miles).
Crew: 3/4.
Armament: two Mk 46 AS torpedoes or two depth charges or two anti ship missiles.
Bell 209 / AH-1 HueyCobra / SuperCobra / 249 / 309
In March 1965, Bell initiated company-funded development of the proven Model 204 (UH-1B/-1C Iroquois) to produce an armed helicopter suitable for close-support/attack roles. Intended to provide the US Army with an interim AAFSS (advanced aerial fire support system) helicopter, it combined a new narrow, low-profile, tandem-seat fuselage with the rotor / transmission system / powerplant and tailboom of the UH-1C. First flown in prototype form on 7 September 1965, the new Bell Model 209 was evaluated by the US Army from December of that year, with orders for two pre-production and 110 production aircraft following during April 1966. Initially a 1400 shp Avco Lycoming T53 L 13 turboshaft engine was used to power the Army’s first production version, designated AH-1G, and named HueyCobra, the type was first delivered to the US Army in June 1967, and within two months the type was being used operationally in Vietnam. US Marine Corps interest in this helicopter resulted in 38 AH-1Gs being supplied from the US Army production line in 1969, pending initial deliveries of 49 of the AH-1J SeaCobra variant ordered by the US Marine Corps in May 1968. Examples generally similar to the US Army’s AH-1G have been supplied to the Spanish navy (eight, designated Z.14) and Israel (six).
The HueyCobra has small stub-wings that serve the dual purpose of offloading the rotor in flight, and of carrying armament that, in the case of the AH-1G, can include folding-fin rockets or Minigun pods. Additionally, this version mounts beneath the nose an M-28 turret that can house two Miniguns, or two 40-mm grenade-launchers, or one of each. Armour protection is provided for the crew in the form of Noroc side panels and seats, with other vital areas of the helicopter protected by panels of the same mat-erial.
The Cobra features Kaman composite blades, fitted from 67th AH-1P onwards, tolerate hits by 23mm shells, have tungsten carbide bearing sleeves and outer 15% of blade is tapered in chord and thickness; tailboom strengthened against 23mm hits; airframe has infra-red suppressant paint finish. IR suppression nozzle on AH-1F. Flat-plate canopy has seven planes of viewing surfaces, designed to minimise glint and reduce possibility of visual detection during nap of the earth (NOE) flying; it also provides increased headroom for pilot. Improved instrument layout and lighting, compatible with use of night vision goggles. Improved, independently operating window/door ballistic jettison system to facilitate crew escape in emergency.
The Cobra was armed with an M65 system with eight Hughes TOW missiles, disposed as two two-round clusters on each outboard underwing station. Inboard wing stations remain available for other stores. M28 (7.62/40mm) turret in earlier HueyCobras replaced by new electrically powered General Electric universal turret, designed to accommodate 20mm weapon and improve standoff capability, although only 20mm M197 three-barrel cannon (with 750 rounds) mounted in this turret. Rate of fire 675 rds/min. Turret position is controlled by pilot or co-pilot/gunner through helmet sights, or by co-pilot using M65 TOW missile system’s telescopic sight unit. Field of fire up to 110degs to each side of aircraft, 20.5degs upward and 50degs downward. Also equipped with Baldwin Electronics M138 wing stores management subsystem, providing means to select and fire, singly or in groups, any one of five types of external 70mm rocket store. These mounted in launchers each containing 7 or 19 tubes, additional to TOW missile capability.
A US Army production version of the Hueycobra attack helicopter is the TOW-armed AH-1F (Model 209) with flat-glass canopy, laser rangefinder and tracker, low airspeed sensor, fire-control computer, Doppler navigation, nap-of-the-earth and secure communications, and infrared suppression and jamming. The fully upgraded AH-1F entered production with the 199th new-build AH-1S, following 100 AH-1S and 98 Up-Gun AH-1S. A more advanced version of the single turbine Model 209, which has the military designation AH 1S, was in production for the U.S.Army. Power was provided by a 1,800 shp Avco Lycoming T53 L 703 turboshaft engine, and in addition to airframe improvements there are advanced avionics and equipment to enhance the flexibility and capability of the armament which is deployed.
378 earlier AH-lGs were fitted with TOW mis¬siles and designated Mod AH-1S (Modified). The JGSDF received its first AH-1F in December 1984, from a requirement for 54. Fuji is assembling these Hueycobras under licence.
First twin-engined Cobra was AH-1J SeaCobra, delivered from mid-1970. The AH-1J traded the single Lycoming T53 turboshaft for a Pratt & Whitney PT6T-3 TwinPac engine.
The AH-1W was substantially redesigned to take a pair of 3250shp General Electric T700 engines in which guise it was named “SuperCobra”.
The USMC took delivery of the first of 44 new AH-1W SuperCobras in March 1986. The AH-1W SuperCobra is a version of the US Marine Corps AH-1 SeaCobra attack helicopter, itself a twin-engined develop¬ment of the US Army’s single-engined AH-1 HueyCobra that first flew in September 1965 in direct response to the requirements of the Vietnam War. In 1980 Bell was loaned an AH-1T Improved SeaCobra, and this was re-engined with two T700-GE-700 turboshafts with a combined output of 3,200 shp (2,386 kW) for improved performance with a heavier and more diverse warload. The AH-1T+ “production” version comprised 44 AH-1T conversions with slightly more power, a new combining gearbox, and revised electronics including a head-up display for the pilot and an improved defensive suite. The type entered service in 1987 with the revised designation AH-1W, and provides the USMC with an advanced capability for support of beach-head operations from landing ships lying offshore. The 65 per cent increase in available power allows up to eight TOW or Hellfire missiles to be carried.
The Bell Model 249 was an AH-1S fitted with a four-blade rotor, and was offered with TOW or HOT missile installations. A proto¬type Model 249 flew in December 1979, using a Model 412 rotor system. The original Model 209 prototype first flew on September 7, 1965.
Designations include Modified AH-1S, which covers 197 AH-lGs and the 93 AH-1Qs with upgraded gearbox, transmission, improved rotor, T53-L-703 engine, and TOW-capability; 100 generally similar Production AH-1S, being new production aircraft with advanced avionics, instrumentation, and systems; 98 Up-Gun AH-1S, generally as the Production AH-1S but with an improved turret and weapon management systems; and the Modernised AH-1S of which 126 new production aircraft have been ordered incorporating the improvements embodied in the other AH-1S aircraft, plus advanced nay/coin, avionics, and protection systems. These are now known as AH-1F to avoid confusion with other variants AH-1T Improved SeaCobra: generally improved version of the AH-1J, incorporating an uprated T400-WV-402 powerplant, the dynamic system of the Bell Model 214, and the fuselage lengthened by 1.09m (3ft 7 in); 57 built, and equipped for operation with TOW missiles AH-1W SuperCobra: new USMC version with two GE T700-GE-700 engines, producing 1260-kW (1,690-shp) each. Better protection and avionics are incorporated. Conversion applied to AH-1T aircraft Model 249: company designation of a Modernised AH-1S which was equipped and tested with an advanced four-blade main rotor as developed for the Bell Model 412.
The first two of an initial batch of five AH-1W SuperCobra ordered for the Turkish Army Aviation were delivered in July 1990. They were powered by GE T700-GE-401 turboshafts.
Building a HueyCobra requires 38,500 hours of factory-worker time.
The Bell 209 Super Cobra features a stepped tandem seating and stub-wings for armament. Two-blade main rotor, similar to that of Bell 214, with strengthened rotor head incorporating Lord Kinematics Lastoflex elastomeric and Teflon-faced bearings. Blade aerofoil Wortmann FX-083 (modified); normal 311 rpm. Tail rotor also similar to that of Bell 214 with greater diameter and blade chord; normal 1,460 rpm. Rotor brake standard. Stub-wings have NACA 0030 section at root; NACA 0024 at tip; incidence 14degs; sweepback 14.7degs. AH-1Z will incorporate new four-blade rotor system and transmission.
Main rotor blades have aluminium spar and aluminium-faced honeycomb aft of spar; tail rotor has aluminium honeycomb with stainless steel skin and leading-edge. Airframe conventional all-metal semi-monocoque.
Non-retractable tubular skid type on AH- 1W. Ground handling wheels optional.
Two General Electric T700-GE-401 turboshafts, each rated at 1,285kW. Transmission rating 1,515kW for take-off; 1,286kW continuous; AH-1Z transmission flat rated at 1,957kW, Fuel (IPS) contained in two interconnected self-sealing rubber fuel cells m fuselage, with protection from damage by 12.7mm ballistic ammunition, total usable capacity 1,128 litres; AH-1Z has larger stub-wings, containing 379 litres of additional fuel. Gravity refuelling point in forward fuselage, pressure refuelling point in rear fuselage. Provision for carriage on underwing stores stations of two or four external fuel tanks each of 291 litres capacity; or two 379 litre tanks; or two 380 and two 290 litre tanks; large tanks on outboard pylons only. Oil capacity 19 litres.
Crew of two in tandem, with co-pilot/ gunner in front seat and pilot at rear in AH-1W; crew stations are interchangeable in AH-1Z. Cockpit is heated, ventilated and air conditioned. Dual controls; lighting compatible with night vision goggles, and armour protection standard. Forward crew door on port side and rear crew door on starboard side, both upward-opening. Inflatable body and head restraint system by Simula of Phoenix, Arizona, nearing end of development in mid-1995; retrofit provisions installed in 1996 production, with system incorporated in 1997 production.
Electrically operated General Electric undernose A/A49E-7(V4) turret housing an M197 three-barrel 20mm gun. A 750-round ammunition container is located in the fuselage directly aft of the turret; firing rate is 675 rds/min; a 16-round burst limiter is incorporated in the firing switch. Either crew member can fire the gun, which can be slaved to a helmet-mounted sight/aiming device. Gun can be tracked 110degs to each side, 18degs upward, and 50degs downward, but barrel length of 1.52m makes it imperative that the M197 is centralised before wing stores are fired. Underwing attachments for up to four LAU-61A (19-tube), LAU-68A, LAU-68A/A, LAU-68B/A or LAU-69A (seven-tube) 70mm Hydra 70 rocket launcher pods; two CBU-55B fuel-air explosive weapons; four SUU-44/A flare dispensers; two M118 grenade dispensers; Mk 45 parachute flares; or two GPU-2A or SUU-11A/A Minigun pods.
Provision for carrying totals of up to eight TOW missiles, eight AGM-114 Hellfire missiles, two AIM-9L Sidewinder or AGM-122A Sidearrn missiles, on outboard underwing stores stations. Canadian Marconi TOW/ Hellfire control system enables AH-1W to fire both TOW and Hellfire missiles on same mission.
AH-1W Upgrades: Following abandonment of the proposed Integrated Weapon System (IWS) project in July 1995 and the Marine Observation and Attack Aircraft programme which was intended to provide a replacement for both the AH-1W SuperCobra and the UH-1N Iroquois, the US Marine Corps has opted for a two-stage upgrade of the AH-1W, allowing it to be retained in the active inventory until about 2030. Phase 1 concerned installation of a Night Targeting System (NTS), under which USMC AH-1Ws fitted with the Israeli Tamam laser NTS for dual TOW/Hellfire day, night and adverse weather capability. Conversion of a prototype (162533) was authorised in December 1991, with an initial batch of 25 sets being built by Tamam for delivery from January 1993; joint production with Kollsman was approved in May 1994. A total of 250 sets was required by the USMC, with further sets produced for Turkey and Taiwan. Deliveries of modified aircraft to operational units of the USMC began in June 1994.
A further improvement programme, involving installation of an Embedded Global Positioning System/ Inertial Navigation System (EGI), has been undertaken. Two prototype conversions (162532 and 163936) were delivered to test units for trials in November 1995 and March 1996, with EGI installed on new-build aircraft from Lot 9 onwards, as well as older AH-1Ws as a retrofit programme.
Phase 2 entails installation of the Bell 680 four-blade rotor, offering a 70% reduction in vibration; formerly designated AH-1W, but now known as AH-1Z. Initial trials of the four-blade rotor system were undertaken with AH-1W 161022; bench testing of the new drive system began in second quarter of 1999 and was completed in first quarter of 2000. Bell also demonstrated 30-minute run-dry capability of new intermediate and tail rotor gearboxes in Match 2000. The AH-1Z will be fitted with a new four-blade, all-composites, hingeless/ bearingless rotor system; four-blade composites tail rotor; a new transmission rated at 1,957kW; endplates on horizontal tail surfaces and new wing assemblies able to carry twice the number of anti-armour missiles, as well as more fuel and additionally permitting concurrent carriage of two air-to-air self-defence missiles. Lockheed Martin selected to develop and manufacture AN/AAQ-30 Hawkeye advanced target sighting system (TSS), with work on US$8 million, 54 month, engineering development and integration programme beginning in July 1998. TSS features imaging technology by Wescam of Canada and Lockheed Martin’s Sniper third-generation FLIR, as well as colour TV camera, laser ranger, spottracker and designator.
Also to feature on the AH-1Z are ‘glass cockpits’, Northrop Grumman (formerly Litton Industries) has been selected as prime contractor for this aspect of the upgrade. Digital transfer of information on tactical situation, weaponry and flight data will enable crew interchangeability and allow AH-1Z to be flown from either front or rear seat, Major subcontractors include Rockwell Collins, which will supply active matrix liquid crystal displays (AMLCDs); Smiths Industries (fire-control system); Meggitt Avionics (standby air data and inertial sensing devices); and BAE Systems (air data computers). Other elements of the upgrade include new stores management system, onboard systems monitoring, mission data loader, HOTCC (hands on throttle, collective and cyclic) controls, airborne target handover system and a new EW suite.
A US$310 million cost-plus-fixed-fee contract was awarded to Bell in November 1996, for design, development, fabrication, installation, test and delivery of three engineering development AH-1W SuperCobra Upgrade Aircraft. Assembly of first AH-1Z begun at Hurst, Texas, in April 1999, by which time 85% of drawings had been released, with design work due for completion by end of 1999. Initial AH-1Z (162549, c/n 59001) completed final assembly in second quarter of 2000 and moved to Bell Flight Research Center at Arlington, Texas, for installation of instrumentation and functional testing that included restrained ground running which was completed in October 2000. Formal roll-out at Arlington on 20 November 2000, with first flight following on 7 December; subsequently redesignated as NAH-1Z and may eventually adopt new identity of 166477. Second development aircraft (163933/166478, c/n 59002) was due to fly in 2001, but handling quality problems that emerged early in flight test programme necessitated redesign of horizontal stabiliser assembly and caused delav; this eventually flew for first time on 4 October 2002, having been forestalled by third development aircraft (162532/ 166479, c/n 59003), which made its maiden flight on 26 August 2002. By mid-November 2002, all three aircraft had accumulated 390 flight hours, demonstrating 296km/h cruise and 407km/h maximum speed. Programme includes flight test and evaluation at Patuxent River, Maryland, to where first AH-IZ was airlifted by C-5 Galaxy on 31 March 2001. Weapons testing will take place at Yuma Proving Ground, Arizona with other trials at China Lake, California. Operational Test and Evaluation (OT&E) due to begin in fourth quarter of FY03 and will mostly be conducted at Patuxent River. Testing of full-scale AH-IZ structural test article at Arlington began in April 2000; on 22 November 2002, significant milestone passed with completion of 20,000 hour fatigue life demonstration, but further fatigue and static loads evaluation to follow, with airframe also earmarked for survivabiliry assessment on completion of test duty. Finalisation of the cockpit upgrade design occurred in FY99, with first order for remanufacture due to be placed in FY04. IOC scheduled for 2007, with peak production rate requiring 24 AH-1Ws to be upgraded annually. Initial deliveries will be to HMT-303 at Camp Pendleton, California.
AH-1RO Dracula: Derivative of AH-1W for Romania, which intended to purchase initial batch of 96. Project abandoned by Bell in fourth quarter of 1999.
AH-1Z King Cobra: Version for Turkey, which plans to acquire 145 attack helicopters at cost of US$4 billion; bids for initial batch of 50 (including two prototypes) submitted by end 1997. Announcement of winning contender was expected at start of 1999 but deferred to mid-2000, following delays in flight evaluations of competing types. AH-1Z selected, with announcement made at Farnborough 2000 in late July, when revealed that initial batch of 50 to be purchased at approximate US$1.5 billion cost; contract signature was due in first quarter of 2001, but was delayed because of difficulties over indigenous production of key systems such as mission computer; subsequent concerns over cost caused further delay and contract still not finalised by end of 2002, although Bell remains optimistic that sale will go ahead. Licensed production expected to be undertaken in Turkey by TAI at Ankara; current plan stipulates follow-on batches of 50 and 45 helicopters.
ARH-1Z: Designation allocated to version unsuccessfully proposed for Australian Army Project Air 87 armed reconnaissance helicopter.
MH-1W: In April 1998, Bell revealed a reconnaissance, armed escort and fire support ‘multimission’ version of the SuperCobra under this designation. Evolved in response to a perceived need for armed helicopters to undertake anti-drug operations, marketing efforts principally aimed at Latin American countries, with presentations to Argentina, Brazil, Chile, Colombia and Venezuela. Configuration includes a nose-mounted sighting system, with a FLIRStar Safire FLIR sensor, laser range-finder, video recorder and automatic target tracker. Proposed weaponry includes a 20mm cannon as well as 12.7mm gun pods and up to four 70mm rocket pods, but excludes anti-armour missiles and air-to-air missiles.
Bell rolled out the first production AH-1Z Super Cobra for the US Marines on 20 November 2000. It carries a 20 mm Gatling gun with 750 rounds. An upgrade program involved converting AH-1Ws to AH-1Zs.
The UH-1Y and AH-1Z feature zero-time airframes and 85% commonality, including two GE-T700 turboshafts, glass cockpits, four-blade all-composite main rotors and tail rotors, drive train, and hydraulic and electrical systems.
As of 2010, the United States Army retains 879 Cobras (models AH-1F, AH-1E, AH-1P, and AH-1S) whilst the United States Marine Corps utilizes 103 AH-1W SuperCobra models.
Variants:
AH-1E / Up-gun AH-1S
Formerly Enhanced Cobra Armament System or Up-gun AH-1S; with AH-1P improvements plus universal 20mm gun turret (invariably fitted with long-barrel 20mm cannon); improved wing stores management system for 70mm rockets; automatic compensation for off-axis gun firing; 10 kVA alternator for increased power. A total of 98 new build aircraft delivered 1978-79. All remaining upgraded.
AH-1F / Modernised AH-1S
Fully upgraded TOW version, previously designated Modernised AH-1S; 149 manufactured for US Army in 1979-86, including 50 transferred to Army National Guard; also 378 AH-1Gs converted to full AH-1F standard between November 1979 and June 1982, including 41 TAH-1F trainers; improvements of AH-1P and AH-1E added, plus new fire-control system having laser range-finder and tracker, ballistics computer, low-airspeed sensor probe, Kaiser pilot’s head-up display, Doppler navigation system, IFF transponder, infra-red jammer above engine, hot metal and plume infra-red suppressor, closed-circuit refuelling, new secure voice communications, Kaman composite rotor blades.
AH-1G HueyCobra
Original version for the US Army, powered by a single 1,044kW Avco Lycoming T53-L-13 turboshaft, derated to 820kW for T-O and maximum continuous rating. Development contract for two preproduction aircraft placed 4 April 1966, followed on 13 April by an initial order for 110 aircraft plus long-lead-time spares, deliveries of which began in June 1967. Total production, including small number of export units came to 1,127. All surviving aircraft converted to AH-1F standard.
JAH-1G HueyCobra
one armament research aircraft which has been flown with the Hellfire air-launched missile, and multi-barrel cannon.
TH-1G HueyCobra
Designation of dual-control trainer (all AH-1 Cobras had dual controls) conversions from AH-1G by modification to add 2 hydraulic control servos to the front seat (Instructors position) cyclic control System. This gave the instruction the ability to override the back seat Student inputs to the cycle System. The original front seat controls were arm chair type which did not provide the leverage to override the back seat controls.
AH-1J SeaCobra
initial US Marine Corps version powered by a twin-turboshaft 1,342kW T400-CP-400 powerplant, a military version of the PT6T-3 Turbo Twin-Pac; this power unit incorporates two turbine engines, flat-rated to 820kW (1,100 shp) for continuous running, but with a take-off or emergency rating of 932kW (1,250shp); total of 69 delivered to USMC by early 1975 the last two being converted later as prototypes for the AH-1T, and 202 similar aircraft supplied to the Imperial Iranian Army Aviation from 1974, the US Army acting as purchasing agent. All USMC SeaCobras withdrawn.
AH-1P
First batch of 100 new-production TOW Cobras (formerly called Production AH-1S), delivered 1977-78, two becoming AH-1F prototypes; improvements include flat-plate canopy, upturned exhaust, improved nap of the earth (NOE) instrument panel, continental US (CONUS) navigation equipment, radar altimeter, improved communication radios, uprated engine and transmission, push/pull anti-torque control and, from 67th aircraft onwards, Kaman composite rotor blades with tapered tips.
AH-1Q HueyCobra
Interim anti-armour version for US Army, converted from AH-1G to fire Hughes TOW anti-tank missiles. Total of 92 converted; subsequently upgraded to Mod AH-1S standard.
AH-1R HueyCobra
version similar to AH-1G with a more powerful T53-L-703 turboshaft engine
AH-1S HueyCobra / AH-1S(MOD)
overall designation under which existing US Army AH-1 aircraft were updated to have TOW capability and incorporated other improvements, and of new production aircraft to the same or higher standard. current designations include Modified AH-1S, which covers 197 AH-1Gs and the 93 AH-1Qs with upgraded gearbox, transmission, improved rotor, T53-L-703 engine, and TOW-capability; 100 generally similar Production AH-1S, being new production aircraft with advanced avionics, instrumentation, and systems; 98 Up-Gun AH-1S, generally as the Production AH-1S but with an improved turret and weapon management systems; and the Modernised AH-1S of which 126 new production aircraft have been ordered incorporating the improvements embodied in the other AH-1S aircraft, plus advanced nav/com, avionics, and protection systems.
All versions designated AH-1S until March 1987, when new-build AH-1s allotted dormant UH-1 Iroquois suffixes AH-1P, AH-1E and AH-1F. 92 AH-1Qs (early TOW-capable AH-1G) upgraded by 1979; 87 AH-1Qs upgraded in 1986-88 with Textron Lycoming T53-L-703 engines, Kaman rotor blades (see AH-1P) and TOW system, but retaining original curved canopies; total includes 15 in TH-1S Night Stalker configuration for training AH-64 crews to operate night vision system and Integrated Helmet and Display Sighting System (IHADSS).
These are now known as AH-1F to avoid confusion with other variants AH-1T
AH-1T / Improved SeaCobra
Generally improved version of the AH-1J for US Marine Corps, incorporating an uprated T400-WV-402 powerplant (1,469kW), the dynamic system of the Bell Model 214, and the fuselage lengthened by 1.09m; 57 built, and equipped for operation with TOW missiles. Last two AH-1Js modified as prototypes under a US Army Aviation Systems Command contract, with uprated components for significantly increased payload and performance. Incorporates features of AH-1J airframe, but embodies dynamic system of Bell Model 214, some technology developed for Bell Model 309 KingCobra, an upgraded power plant and transmission capable of transmitting the full rated engine power. Initial contract for 10 announced 23 June 1975; total of 57 built, of which 51 were subsequently modified to TOW configuration. First AH-1T flew 20 May 1976, and was delivered to US Marine Corps 15 October 1977. All have been converted to AH-1W SuperCobra standard.
AH-1W SuperCobra
Bell flew AH-1T powered by two GE T700-GE-700; first flight of improved AH-1 T+, including GE T700-GE-401 engines, 16 November 1983. New USMC version with two GE T700-GE-700 engines, producing 1260kW each. Better protection and avionics are incorporated. Conversion applied to AH-1T aircraft
USMC received 169 new-build examples as well as two maintenance trainers; 10 supplied to Turkey and 63 to Taiwan. Missions of AH-1W include anti-armour, escort, multiple-weapon fire support, armed reconnaissance, search and target acquisition.
Model 249
company designation of a Modernised AH-1S which was equipped and tested with an advanced four-blade main rotor as developed for the Bell Model 412
Specifications:
AH-1F Cobra
Engine: 1 x Textron Lycoming T53-L-703 turboshaft, 1,800shp
Main rotor: two-blade
Length: 44.59ft (13.59m)
Width: 44.00ft (13.41m)
Height: 13.42ft (4.09m)
Empty Weight: 6,598lbs (2,993kg)
Maximum Take-Off Weight: 9,998lbs (4,535kg)
Maximum Speed: 141mph (227kmh; 123kts)
Maximum Range: 315miles (507km)
Rate-of-Climb: 1,620ft/min (494m/min)
Service Ceiling: 12,198ft (3,718m)
HIGE: 12,200 ft
Armament: 1 x General Electric nose mounted three barrel 20mm gun
Accommodation: 2
Hardpoints: 4
AH-1G Huey Cobra
Engine : Lycoming T53-L-13, 1381 shp
Rotor dia: 44 ft 0 in (13.41 m)
Length: 52 ft 11.5 in (16.14 m)
Height: 13 ft 5.5 in (4.1 m)
Max TO wt: 9500 lb (4309 kg)
Max level speed: 219 mph (352 kph)
Fuel capacity: 980 litres.
Service ceiling: 12697 ft / 3870 m
Range: 336 nm / 622 km
Crew: 2
Armament: 2x Minigun(7,62)/GrenadeLauncher(40)], 4 St. 750kg
AH-1J SeaCobra
Engine: one 1342-kW (1,800-shp) Pratt & Whitney Aircraft of Canada T400-CP-400 twin-engined turboshaft
Maximum speed at sea level: 333 km/h (207 mph)
Hovering ceiling in ground effect: 3795m (12,450 ft)
Range with maximum fuel: 577 km (359 miles)
Empty operating weight: 3294 kg (7,261 lb)
Maximum take-off: 4535 kg (10,000lb)
Main rotor diameter: 13.41 m (44ft )
Tail rotor diameter: 2.59m (8ft 6 in)
Length rotors turning: 16.26m (53ft 4in)
Height: 4.15m (13ft 8in)
Main rotor disc area: 141.26 sq.m (1,520.53 sq ft)
Armament: one M-197 three-barrel 20-mm cannon in undernose turret, and up to 998 kg (2,200 lb) of weapons (XM-18 Minigun pods, XM-157 seven ¬tube or XM-159 19-tube 70-mm/2.75-in rocket pods) on four underwing racks.
AH-1S
Engine: 1 x Avco Lycoming T53-K-703 turboshaft, 1342kW
Main rotor diameter: 13.41m
No. Blades: 2
Length with rotors turning: 16.18m
Fuselage length: 13.59m
Width: 0.99m
Height: 4.09m
Empty wt: 2995 kg
Max take-off weight: 4535kg
Fuel cap: 1015 lt
Max cruising speed with Tow misiles: 227km/h
Max rate of climb: 8.22m/s
Hovering ceiling, OGE: 3720m
Range: 510 km
Crew: 2
AH 1T SeaCobra
Engine: Pratt & Whitney Aircraft of Canada T400 WV 402 twin turbine, 2,050 shp
Rotor dia: 48 ft 0 in (14.63 m)
Gross weight: 14,000 lb / 6350 kg
Max speed: 207+ mph / 333+ kph
AH-1W SuperCobra
Engines: 2 x General Electric T700-GE-401 turbo-shafts, 1,690 shp (1 260 kW) combined total of 3,250 shp (2,423 kW).
Maximum speed 152 kt (282 km/h) at sea level
Max cruising speed: 278km/h
Initial climb rate 800 ft (244 m) per minute on one engine
Service ceiling 14,000+ ft (4,270+ m)
Range 395 miles (635 km)
HIGE: 14,750 ft
HOGE: 3000 ft
Crew: 2
Empty weight: 10,200 lb (4,627 kg)
Maximum take-off weight: 14,750 lb (6,691 kg)
Main rotor diameter: 48 ft 0 in (14.63 m)
Length overall, rotors turning: 58 ft 0 in (17.68 m)
Fuselage length: 13.87m
Height: 14 ft 2 in (4.32 m)
Main rotor disc area: 1,809.56 sq ft (168.11 sq.m)
Armament: one 20-mm multi-barrel cannon, and provision for anti-tank and anti-radar missiles, rocket launchers, and submunition dispensers.
