Bell 210

[Iceman 169]

Thanks for the Air America link arctic_front, lots of info there!

 

Now what about that 210? oh ya, cap told us all about it :up:

[Skidmark 83]

Wow!!!! This has been the best thread in a long time. As a new medium pilot this year, I really enjoyed all the facts and history. Especially when I did my endorsment on one of those Air America machines. Sorry some didn't enjoy it.

 

Oh, and I can't tell you a thing about the 210, but the Eagle Single is a sweet machine.

 

Thanks for sharing the wealth Cap.

[Freefall 61]

Anyone heard anything about that 205 upgrade where they throw a single PT-6 in it? I wonder if anyone operates those.

[ChopperBob 0]

Anyone heard anything about that 205 upgrade where they throw a single PT-6 in it? I wonder if anyone operates those.

 

 

I saw one of those just the other day, and man is it UGLY. It's got this stupid looking bassakwards exhaust stack on it. Plus, the incredible slow starting T53 is just better.

 

Not the best picture, but here is one.

 

http://www.airliners.net/open.file/0922390/L/

[Skids Up 54]

I wonder if anyone operates those.

 

 

Not yet. They're still trying to get the STC in order.

 

We're in line for one, and looks aside, It's lighter, less fuel burn, lots of power.

 

According to the propaganda anyway...

[cap 2]

ChopperBob -------- it's not the first time that the Huey has had a somewhat weird exhaust for it's engine. Augusta Bell made a 204 (one found home in eastern Canada) with a British Gnome engine in it and the exhaust exited the engine cowling on the right rear side. It would, of course, be a very attractive feature for all those hard working, tail-boom-scrubbing engineers out there.

[Freefall 61]

are the pt-6 singles all former UH-1H's as well?

[Skids Up 54]

It's a mod for the 205.

 

 

...if they get the STC done.

[Bell Hell 0]

Bell waffled for many months on the 210 powerplant before resorting to the -17. They wanted a PT-6 but couldn't get a reduction gearbox (Global Eagle makes the conversion to a Pratt that was referred to above; it has a T53 reduction drive bucked onto the output of the PT-6), and also looked into a GE, if the rumour mill in Texas had it right.

 

The 210, then, was to be built with the upgrade (212) driveline with a 212 nose and a -17. Nothing new, but a sweet spot for the type and in a zero-time airframe to boot. Since Bell never tried too hard to push the 205B when flight testing, they were also going to try and improve the operating parameters with the 210 certification to fix that mistake. Once again, however, Bell dropped the ball - and the project. As far as I know, no 210's were certified.

 

A more current rumour has it that Eagle might grow a little closer to BHT and become a not-quite-arms-length manufacturer for the 212S. Whether that means Bell will provide "new" airframes to Eagle is not known, but Bell has a history of buying out companies that offer a specific added-value to the Bell brand.

 

One thing about the 212S, however, is that since TC required a new certification the most current manufacturing standards apply: that means that a single engine aircraft must be limited to 9 pax in the category the 212S falls into. That little restriction prevents the S from being the ultimate seismic drill ship, but it doesn't hurt the utility for fire fighting.

[Skids Up 54]

that means that a single engine aircraft must be limited to 9 pax in the category the 212S falls into.

 

How (why) does it get a different category than the 205 in terms of pax with single engine?