User:Fnlayson/Bell 2xx
From Wikipedia, the free encyclopedia
Contents |
[edit] Bell 201
The XH-13F (Bell Model 201) was an experimental Bell 47G powered by a Turbomeca Artouste Model 200-T51T-3 turbine engine. The engine produced 425 shp (317 kW). The XH-13F was built in to test components for the Bell 204.
The XH-13F first flew on October 20, 1954. Dates??
- Text 1
Bell's first turbine helicopter, the XH-13F, took to the sky on October 20, 1954, with test pilot Bill Quinlan at the controls. Project engineer for this joint Army/USAF research program was J. R. "Bob" Duppstadt. ??
A French 425-shp Turbomeca Artouste I turboshaft engine powered the XH-13F. It weighed so little that it had to be mounted behind the helicopter's fuel tanks and rotor mast for weight-and-balance reasons. The light weight of turbines made them ideal for helicopters, whose performance had long been constrained by the low power-to-weight ratios of piston engines. Turbine power also promised greater reliability and lower maintenance costs. Their drawbacks were higher fuel consumption and a significantly higher purchase price. The latter would limit civil market sales far more than those to the military. Putting a premium on performance and having public funds at their disposal, the world's armed services wholeheartedly embraced turbine power.
Pleased with the prototype during its Phase I (factory) testing, Quinlan called the XH-13F the "smoothest Model 47 ever built". At the start of April 1955, the prototype was handed over to USAF Major Jones P. Seigler and First Lieutenant Donald A. Wooley. The two officers, attached to Edwards Air Force Base in California, conducted the Phase II test program at Fort Worth to ensure good coordination with Bell.
J.P.Spencer "Whirlybirds: A History of the U.S. Helicopter Pioneers", 1998
[edit] External links
[edit] Bell 214
- Text 1
The 214A & C were developed for Iran from the 214 Huey Plus (an improved version of the 205), powered by a massive 2185kW (2930shp) Lycoming LTC4B-8D (with more than twice the power of the 205's T53). Iran's Army took delivery of 287 214A Isfahan troop carrier and supply transport helicopters during the 1970s, while another 39 were delivered as 214C SAR helicopters. A commercial derivative, the 214B BigLifter, powered by a 1185kW (2930shp) Lycoming T5508D turboshaft, was built in smaller numbers for civil customers through to 1981. Its main use is as an aerial crane.
Frawley Civil[1]
- Text 2
The company developed a Model 214A utility helicopter of which a total of 293 was delivered for service with Iranian Army Aviation, which gave them the name Isfahan. Subsequently, 39 generally similar aircraft, but with specific equipment for SAR operations, were delivered to the Iranian Air Force under the designation Bell Model 214C. Testing of these military helicopters convinced Bell that there should be a significant market for a civil variant, for it would have a lifting capability better than any contemporary helicopter within the medium category range. Accordingly, the company announced in early 1974 its intention to develop such an aircraft under the designation Bell Model 214B BigLifter. Generally similar in configuration to the military helicopter, retaining the same airframe, rotor/transmission systems, and powerplant, the BigLifter differs by having emergency escape windows in the cargo doors, an engine fire extinguishing system; and avionics suited to civil rather than military operation.
Two versions were available, and the standard Model 214B was intended for a variety of purposes. They included operation as a 14-passenger transport with a crew of two; as a cargo lifter, with an external cargo hook certificated to carry a maximum load of 3629kg; in an agricultural role, carrying a very similar chemical load; or as a firefighter able to drop a total 2725 litres of fire retardant, carried in cabin and under-fuselage tanks. The alternative Model 214B-1 was certificated to different standards that allowed for operation at a lower gross weight with an internal load. The Model 214B was available to commercial operators from the receipt of certification on 27 January 1976 until production ceased in 1981.
D.Donald "The Complete Encyclopedia of World Aircraft", 19
- Text 3
This development of the UH-1, known as the Model 214 Huey Plus, was first announced in 1970. The prototype was a scaled-up, strengthened and improved Model 205, powered by a 1,415kW Lycoming engine, and this was followed by a 214A demonstration aircraft, which was shipped to Iran for evaluation. This resulted in an order for 287 aircraft, announced by Bell on 22 December 1972. The first 214A flew on 13 March 1974 and deliveries began on 26 April 1975. A further 50 214As and 350 twin-engined 214ST’s were to be built in Iran, but the fall of the Shah put an end to these plans.
VERSIONS
214A: Powered by a 2,185kW (2,930 shp) Lycoming LTC4B-8D turboshaft engine, an improved version of the T55-L-7C fitted to the original Model 214A demonstrator when it went to Iran. It has the 1,528kW (2,050 shp) transmission and rotor drive system developed for the KingCobra experimental gunship helicopter and embodies Bell's NodaMatic nodalised beam concept to minimise vibration. 296 delivered to the Iranian Imperial forces.
214B BigLifter: Commercial version of the 214A, announced on 4 January 1974, providing better lift capability than any commercial helicopter then in production. Powered by a 2,183kW (2,930 shp) Lycoming T5508D turboshaft, it has the same rotor drive and transmission system as the 214A. The engine is flat-rated at a maximum 1,677kW (2,250 shp) and the transmission at 1,528kW (2,050 shp) for take-off, with a maximum continuous power output of 1,379kW (1,850 shp). Advanced rotor hub with elastomeric bearings on the flapping axis; raked tips to main and tail rotors. Other features include an automatic flight control system with stability augmentation and attitude retention; nodalised suspension; separate dual-hydraulic systems; a large engine deck which serves as a maintenance platform; addition of an engine fire extinguishing system; push-out escape windows in the cargo doors, and commercial avionics.
214B-1: As 214B, but with restricted internal gross weight of 5,669kg (12,500 lb).
214C: Search and rescue variant of 214A. Total of 39 delivered to Iran.
214ST: Stretched twin-engined military version originally developed for production and service in Iran; but later transformed into commercial transport (described separately).
POWER PLANT: One 2,183kW Lycoming T5508D turboshaft engine. Standard fuel capacity 772 litres; maximum with auxiliary tank is 1,434 litres.
ACCOMMODATION: One or two pilots and 14 to 15 passengers.
Jane's Helicopter Markets and Systems
[edit] Bell 214ST
| Bell 214ST | |
|---|---|
|
300px|center
A Bell 214ST of the Venezuelan Air Force |
|
| Type | medium-lift helicopter |
| Manufacturer | Bell Helicopter Textron |
| Maiden flight | February 1977 |
| Introduced | 1979 |
| Primary users | Iraq Army Venezuelan Air Force CHC Helicopter |
| Produced | 1979-1990 |
| Number built | 100 |
| Developed from | Bell 214 |
The Bell 214ST medium-lift twin helicopter is derived from the ubiquitous UH-1 Huey series, and is the largest helicopter ever built by Bell. Though it shares a type number with the somewhat-related Bell 214, the 214ST is larger and of quite different appearance.
[edit] Development
The Bell 214ST (originally for "Stretched Twin", later "Super Transporter") has a 17 passenger capacity and two GE CT7-2A engines. This was intended for sale to Iran, but after the fall of the Shah in 1979, Bell built a total of 100 for other customers. The largest batch of 45 went to Iraq in 1988.[1]
[edit] Operational history
Excluding those in Iraq, about 39 214STs remain in use, some in the service of oil companies where the long range and twin engines are good for off shore work.
- Text 1
Despite sharing a common model number with the 214 Huey Plus and Big Lifter (described separately), the Bell 214ST is a larger, much modified helicopter. [1]
Bell's biggest helicopter yet was developed to meet an Iranian requirement for a larger transport helicopter with better performance in its hot and high environment than its 214 Isfahans. Bell based its proposal on the 214 but made substantial design changes, resulting in what is essentially an all new helicopter with little commonality with the smaller 214 series.
The 214ST features two General Electric CT7 turboshafts (the commercial equivalent of the military T700), a stretched fuselage seating up to 17 in the main cabin, glassfibre main rotor blades, and lubrication free elastomeric bearings in the main rotor hub. The ST suffix originally stood for Stretched Twin, reflecting the changes over the 214, but this was later changed to stand for Super Transporter.
The 214ST was to have been built under licence in Iran as part of that country's plans to establish a large army air wing (other aircraft ordered in large numbers under this plan were the 214A Isfahan and AH1J SeaCobra), but the Islamic revolution and fall of the Shah in 1979 put paid to these plans.
Undeterred, Bell continued development of the 214ST - which first flew in February 1977 - for civil and military customers. Three preproduction 214STs were built from 1978 and 100 production aircraft were built through to 1990.
Most 214ST sales were to military customers. Iraq was the 214ST's largest customer, taking delivery of 45 during 1987 and 1988, some most likely seeing service in the Gulf War.
Civil applications for the 214ST are numerous, including oil rig support, where its twin engine configuration and 17 passenger main cabin are useful assets. [1]
- Text 2
Despite sharing a common model number with the 214 Huey Plus and Big Lifter (described separately), the Bell 214ST is a larger, much modified helicopter. [1]
Bell's biggest helicopter yet was developed to meet an Iranian requirement for a larger transport helicopter with better performance in its hot and high environment than its 214 Isfahans.[1] Bell based its proposal on the 214 but made substantial design changes, resulting in what is essentially an all new helicopter with little commonality with the smaller 214 series.
The 214ST features two General Electric CT7 turboshafts (the commercial equivalent of the military T700), a stretched fuselage seating up to 17 in the main cabin, glassfibre main rotor blades, and lubrication free elastomeric bearings in the main rotor hub.[1] The ST suffix originally stood for Stretched Twin, reflecting the changes over the 214, but this was later changed to stand for Super Transporter.
The 214ST was to have been built under licence in Iran as part of that country's plans to establish a large army air wing (other aircraft ordered in large numbers under this plan were the 214A Isfahan and AH1J SeaCobra), but the Islamic revolution and fall of the Shah in 1979 put paid to these plans.[1]
Undeterred, Bell continued development of the 214ST - which first flew in February 1977 - for civil and military customers.[1] Three preproduction 214STs were built from 1978 and 100 production aircraft were built through to 1990.
Most 214ST sales were to military customers.[1] Iraq was the 214ST's largest customer, taking delivery of 45 during 1987 and 1988, some most likely seeing service in the Gulf War.
Civil applications for the 214ST are numerous, including oil rig support, where its twin engine configuration and 17 passenger main cabin are useful assets.[1]
- Text 3
The 214ST was originally designed specifically for production in Iran with development funded by the Imperial government. An interim prototype was built by Bell in 1977, introducing two 1.625 shp General Electric CT7 engines and incorporating a stretched and widened fuselage. Construction of three de-finitive ST prototypes began in 1978 but the fall of the Shah in 1979 forced Bell to rethink the original miltary transport plan, and to re-launch the aircraft with their own funding as a 7.938kg gross weight commercial helicopter produced at Fort Worth.
Initial orders included several for offshore oil support and utility transport roles, in which configura-tion the aircraft seats 18 passengers plus two crew. The twin engines drive a one-hour run-dry transmis-sion with fiberglass rotor blades and elastomeric bearings in the rotorhead. The 214ST is cleared for two-pilot IFR operation, and is the first large Bell helicopter to offer an optional wheeled undercarriage instead of skids.
G.Apostolo "The Illustrated Encyclopedia of Helicopters", 198
- Text 4
Powered by twin General Electric CT7 turboshafts developing 1625shp, the Bell 214ST has a top speed of 296kph and a range of 830km. First flown in July 1979, this was a private venture by Bell Helicopters to develop a fast utility transport helicopter. Using newly designed composite rotors, the 214ST was originally destined for the Iranian Armed Forces but this was cancelled and the 214ST was developed in both a civil and military variant. Capable of carrying two pilots and eighteen passengers, the 214ST is fully IFR certified and has a computer-controlled fly-by-wire automatic elevator trim system, plus a stability and augmentation control system and main rotor blade in-flight tracking system.
P.Allen "The Helicopter", 1996
- Text 5
In late 1970 Bell Helicopters completed the construction of a prototype aircraft to which the identification Bell Model 214 Huey Plus was allocated. It was, in effect, an improved version of the well tried and proven UH-1H Iroquois, using the same airframe, but provided with increased power, some advanced features, and structural strengthening for operation at higher gross weights. From this helicopter was developed the Bell Model 214A 16-seat utility version with a 2185kW Avco Lycoming LTC4B-8D turboshaft engine and, following its demonstration in Iran, the company received an order for 287 of these aircraft, to be acquired by Iran through the US government. Soon after this the government of Iran began negotiations with European and US helicopter manufacturers, with the intention of establishing an indigenous aircraft industry, and concluded an agreement with Bell Helicopters in 1975. This envisaged that the Iranian government and Bell would jointly create facilities in Iran for this purpose, with the Bell 214A as its initial project, to be followed by a new Bell Model 214ST developed especially for operation in Iran. The revolution of early 1979, and subsequent changed national policies in Iran, brought to an end these plans, but Bell decided to continue with independent development of the Model 214ST as a commercial transport with multi-mission capability.
A prototype of the Model 214ST was first flown in February 1977, and was followed by the construction of three pre-production aircraft, beginning in 1978, the first of these flying in the summer of that year. These aircraft were all used in the development programme, with FAA certification for two-pilot IFR operation gained in 1982. By early 1989 a total of 96 had been delivered, the largest order being 45 to the Iraqi Air Force.
Features of the Model 214ST airframe include the large-capacity all-metal fuselage, which includes in its structure a rollover protection ring, providing accommodation for a pilot and co-pilot, plus 16 or 17 passengers according to customer specification. The rotor system includes an advanced technology two-blade main rotor fabricated from glassfibre, its leading edges protected by a titanium abrasion strip and the blade tips each having a replaceable stainless steel cap. The rotor hub incorporates elastomeric bearings which require no lubrication, and the rotor system is mounted on a Bell-developed nodal suspension beam from which the fuselage is suspended. This latter feature is based on the fact that a beam subjected to vertical vibrations will flex in wave form, with nodal points of no relative motion equidistant from the centre of the induced wave form. Bell suspends the helicopter fuselage from the nodal points of such a beam, resulting in a reduction of more than 70% in rotor-induced vibration.
The other major change, by comparison with the Model 214A, is the replacement of the single Lycoming turboshaft by two General Electric turboshafts which, driving the rotor through a combining gearbox, give true single-engine flight capability. Multi-mission roles are catered for by the provision of easily-removable passenger seating to offer 8.95m3 cargo capacity, full IFR avionics and instrumentation, emergency flotation gear, an external cargo suspension system, and an internal rescue hoist.
D.Donald "The Complete Encyclopedia of World Aircraft", 1997
