Back Bell Model 230

Bell Model 230

During the autumn of 1989, Bell announced its intention to develop an improved variant of its Bell 222. Powered by two 700shp Allison 250-C30-G2 turbines driving an advanced design two-blade rotor, the Model 230 could carry up to ten people in a 3.8m3 passenger compartment. Internal fuel capacity had been increased to 930 litres with a maximum of 1359 litres with optional fuel tanks. A fixed skid undercarriage is also available and, from the 51st production aircraft, Bell will offer a variant powered by Lycoming LTS101-750 turbo-shafts. This helicopter is to be built at the company's facility in Canada. Two prototypes have been built at the Mirabel factory near Montreal and the first of these (registered C-GEXP) accomplished its maiden flight on 12 August, 1991 with certification expected during the first quarter of 1992. An initial order for twenty has been placed by Bell's Japanese representative Mitsui & Co, in Tokyo, with first deliveries due in August 1992.

A.J.Pelletier "Bell Aircraft since 1935", 1992

Bell Model 230

Announced at 1989 NBAA Convention; two Bell 222s converted at Mirabel, Canada 1990-91; first flights 12 August (C-GEXP) and 3 October (C-GBLL) 1991; Transport Canada type approval 12 March 1992; production aircraft first flight (C-GAHJ) 23 May 1992; deliveries began 16 November 1992. Total 37 delivered by January 1998; low-rate production continuing.


Utility and Executive models, similar to corresponding versions of Bell 222.

EMS (Emergency Medical Service): versions also available.

Military: Variable configurations. Demonstrator (N230CN) leased for six months by Chilean Navy 1993-94, equipped for shipboard evaluation with Indal ASIST deck recovery system, auxiliary fuel tanks, Breeze Eastern BL 1600 rescue hoist, AlliedSignal RDR 1500B radar, Teledyne AN/APX-101 transponder, AlliedSignal KHF-950 SSB transceiver, Magnavox AN/ARC-164 UHF, Rockwell AN/ARC-186 VHF, Spectrolab SX-5 Starburst searchlight, Agema thermal imager in Heli-Dyne turret, Honeywell EDZ-705 EFIS with SPZ-7000 AFCS, Trimble TNL 7880 GPS/Omega and Flight Visions FV2000 HUD.

Following description refers to initial production aircraft with Allison engines:

DESIGN FEATURES: Replaced Bell 222; AlliedSignal LTS 101 turboshafts of Bell 222 replaced by Allison 250-C30G2s in first 50 aircraft; main and tail rotors substantially same as Bell 222, former having Wortmann 090 blade section with 8 per cent thickness/chord ratio and swept tips. Independent (hydraulic) rotor brake. Short span sponson each side of fuselage houses mainwheel units and fuel tanks, and serves as work platform.

FLYING CONTROLS: Fully powered hydraulic, with elastomeric pitch change and flapping bearings; fixed tailplane with leading-edge slats and endplate fins; strakes under sponsons; single-pilot IFR system without autostabilisation.

STRUCTURE: Substantially as Bell 222. Two-blade main rotor with stainless steel spars and leading-edges, Nomex honeycomb trailing-edge with glass fibre skin, and glass fibre safety straps; tail rotor blades stainless steel. Aluminium alloy fuselage with integral tailboom and some honeycomb panels.

LANDING GEAR: Tubular skid type on Utility version. Executive version to have hydraulically retractable tricycle gear, single mainwheels retracting forward into sponsons; forward-retracting nosewheel fully castoring and self-centring; hydraulic disc brakes on main units.

POWER PLANT: First 50 aircraft to be powered by two Allison 250-C30G2 turboshafts, each rated at 522kW for 5 minutes for T-O, 464kW maximum continuous, 581kW OEI for 2.5 minutes and 553kW OEI for 30 minutes. Main transmission rated at 690kW for T-O, 652.5kW maximum continuous and 548kW for single-engined operation. Usable fuel capacity 935 litres in skid gear version, 710 litres in wheeled version. Optional 182 litres of auxiliary fuel for both versions.

ACCOMMODATION: Standard layout has forward-facing seats for nine persons (2-2-2-3) including pilot(s). Options include eight-seat executive (rear six in club layout), six-seat executive (rear four in club layout with console between each pair), or 10-seat utility (2-2-3-3, all forward-facing). Customised Emergency Medical Service (EMS) versions also available, configured for pilot-only operation plus one or two pivotable stretchers and four or three medical attendants/sitting casualties respectively. Two forward-opening doors each side. Entire interior ram air ventilated and soundproofed. Dual controls optional.

SYSTEMS: Dual hydraulic system (dual for main rotor collective and cyclic, single for tail rotor). Dual 28V DC electrical system, powered by two 30V 200A engine-mounted starter/generators (derated to 180A) and a 24V 28Ah Ni/Cd battery. ECS optional.

AVIONICS: Comms: AlliedSignal Gold Crown III KTR 908 VHF com radio and KMA 24H-71 ICS standard.
Flight: Honeywell attitude indicator; AlliedSignal KPI 552B HSI with glide slope; KCS 305 compass.
Instrumentation: AlliedSignal EFIS and AFCS optional.

EQUIPMENT: Standard equipment includes rotor and cargo tiedowns, ground handling wheels for skid version, retractable 450W search/landing light. Options include dual controls, auxiliary fuel tankage, force/feel trim system, more comprehensive nav/com avionics, 136kg capacity rescue hoist, 1,270kg capacity cargo hook, emergency flotation gear, heated windscreen, particle separator and snow baffles.

Jane's Helicopter Markets and Systems


- The 430, a stretched version of the 230 with a four-bladed rotor, flew in 1994.

Technical data for Model 230

Empty weight: 2224kg, maximum weight: 3742kg, maximum speed: 259km/h, range with a maximum of 1359 litres with optional fuel tanks: 780km

Biden Williams, e-mail, 06.05.2023reply

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Bee, e-mail, 23.03.2023reply

What was the largest rotor blade cord that Bell used, was it used on the ST. I read some where that this could be 40"

APHENGINES, e-mail, 02.09.2009reply



YOSI, e-mail, 23.08.2009reply

Dear A /C / Helicopter Operator,

My name is Yosi and I am a retired Air Force officer specialized in aircrafts engines and logistics.

In a period of economic crisis as the world faces now, it seems to be reasonable that companies are looking for alternatives in order to reduce their expenditures; therefore, I would like to offer you my assistance as follows:
*Finding overhauls and repair facilities for your turbo shaft / turbo prop engines & modules.
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I don't charge commission from A /C owners and operators.
Please don't hesitate to contact me.

prerana, e-mail, 04.08.2009reply

do the rotor blades fold for ease of manoeverability while parking in smaller hangar spaces.

shaun baldry, e-mail, 15.09.2007reply

have you any detailed under carrage photos

Do you have any comments ?

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