FORCETALLY
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At a glance
Measured figures
206B Jetranger II · including rotors
Single source38 ft 9.5 in (11.824 m) including rotors[source]
Hughes 300 · Length
Configuration
| Specification | Bell 206 | Hughes TH-55 Osage |
|---|---|---|
| Type | Multipurpose utility helicopter[source] | Light utility and trainer helicopter[source] |
| National origin | United States / Canada[source] | — |
| Manufacturer | Bell Helicopter[source] | Hughes Helicopters[source] |
| Status | In service[source] | — |
| Number built | 7,300 |
28 ft 10.75 in (8.81 m)[source]
Cruise; 206B Jetranger II · at MTOW, 5,000 feet
Single sourceMaximum; 206B Jetranger II · at MTOW (sea level)
Single source122 kn (140 mph, 226 km/h) at MTOW (sea level)[source]
120 kn (140 mph, 220 km/h) at MTOW, 5,000 feet[source]
Cruise; Hughes 300 · maximum
Single sourceMaximum; Hughes 300 · Maximum speed
Single source206B Jetranger II · at MTOW
Single source206B Jetranger II · cruise speed, no reserves
Single source337 nmi (388 mi, 624 km) at MTOW, 5,000 feet, cruise speed, no reserves[source]
Hughes 300 · with maximum fuel and no reserve
Single source300 mi (480 km, 260 nmi) with maximum fuel and no reserve.[source]
206B Jetranger II · 1 × Allison 250-C20 turboshaft engine
Single source1 × Allison 250-C20 turboshaft engine, 400 hp (298 kW)[source]
Hughes 300 · 1 × Lycoming HIO-360-A1A four-cylinder air-cooled horizontally-opposed piston engine
Single source1 × Lycoming HIO-360-A1A four-cylinder air-cooled horizontally-opposed piston engine., 180 hp (130 kW)[source]
Hughes 300 · three hours and with maximum fuel
Single sourcethree hours and 30 minutes with maximum fuel.[source]
Bars compare reported quantities only. A larger figure does not make a system better; configurations and test conditions differ.
2,800[source] |
| Manufactured | 1962–2017[source] | 1961–1983[source] |
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| Introduction date | 1967[source] | — |
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| First flight | December 8, 1962 (206) January 10, 1966 (206A)[source] | 2 October 1956[source] |
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| Developed from | Bell YOH-4[source] | — |
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| Variants | Bell OH-58 Kiowa Bell 407[source] | — |
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| Developed into | Bell 400 TwinRanger[source] | — |
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| Capacity | 4 passengers[source] | — |
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| Fuselage length | 31 ft 2 in (9.50 m)[source] | — |
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| Interior dimensions | 7 ft 2 in (2.18 m) length, by 4 ft 2 in (1.27 m) width, by 4 ft 3 in (1.30 m) height, plus 16 ft 3 (453 L) baggage compartment[source] | — |
|---|
| Main rotor area | 873 sq ft (81.1 m 2 )[source] | 503 sq ft (46.7 m 2 )[source] |
|---|
| Blade section | – NACA 0012 mod (11.3%)[source] | NACA 0015[source] |
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| Maximum speed at 5,000 ft | 116 kn (133 mph; 215 km/h) at MTOW[source] | — |
|---|
| Disk loading | 4 lb/sq ft (20 kg/m 2 )[source] | 3.3 lb/sq ft (16 kg/m 2 )[source] |
|---|
| Power/mass | 0.09 hp/lb (0.15 kW/kg)[source] | 0.107 hp/lb (0.176 kW/kg)[source] |
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| Role | family of two-bladed, single- and twin-engined helicopters ,[source] | piston-powered light training helicopter[source] |
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| Source measurement | When the YOH-4A was eliminated by the Army, Bell went about marketing the aircraft. In addition to the image problem, the helicopter lacked cargo space and only provided cramped seating for three passengers. The solution was a redesigned fuselage, sleeker and aesthetically appealing, adding 16 ft 3 (0.45 m 3 ) of cargo space in the process. A Bell executive contributed to the redesign by drawing two lines on a sketch extending the fuselage to where it meets the tail. The redesign was designated Bell 206A, and Bell President Edwin J. Ducayet named it the JetRanger , denoting an evolution from the popular Model 47J Ranger .[source]Bell 206 · Development / JetRanger; only the objects and conditions stated in this passage The 206L LongRanger is a stretched variant with seating for seven. The fuselage, stretched a total of 30 inches (760 mm), adds two rear-facing seats between the front and rear seats. Since 1975, Bell has produced more than 1,700 LongRangers across all variants. In 1981, a military version, the 206L TexasRanger was released. The original 206L used an Allison 250 -C20R engine, and a series of model upgrades replaced this engine with more powerful versions; the 206L-1 used a 250-C28, and the 206L-3 and 206L-4 used the 250-C30P.[source]Bell 206 · Development / LongRanger; only the objects and conditions stated in this passage In both applications, the 250-C30P is derated from 650 hp for takeoff and 501 hp continuous. The 206L-3 is transmission-limited to 435 hp for take-off, and the 206L-4 is transmission-limited to 495 hp. The derating of the C30P produces an advantage in hot-day and high-altitude operations, as it can produce the rated horsepower at higher altitudes and temperatures where applications that use the maximum rating of the engine at sea level suffer accelerated performance deterioration with increases in temperature and altitude. The 206L-3 and L-4 have not been offered in a twin configuration under those model designations.[source]Bell 206 · Development / LongRanger; only the objects and conditions stated in this passage In 2007, Bell announced an upgrade program for the 206L-1 and 206L-3 designed to modify the aircraft to the 206L-4 configuration; modified aircraft are designated 206L-1+ and 206L-3+. Modifications include strengthened structural components (including a new tailboom), improved transmission, upgraded engine for the L-1, all of which result in a maximum gross weight increase of 300 pounds and increased performance.[source]Bell 206 · Development / LongRanger; only the objects and conditions stated in this passage The basic shape and design of the JetRanger remained unchanged since 1967, but Bell introduced the 206B JetRanger II in 1971. In 1977, the 206B-3 JetRanger III was introduced with its modified tail rotor and more powerful engine. The JetRanger is popular with news media for traffic and news reporting. The LongRanger is commonly used as an air ambulance and as a corporate transport. On September 1, 1982, pilots H. Ross Perot, Jr. and Jay Coburn departed Dallas, Texas in the " Spirit of Texas ", a Bell 206L-1 (N3911Z). They returned on 30 September, 29 days and 3 hours later, completing the first around-the-world helicopter flight.[source]Bell 206 · Operational history; only the objects and conditions stated in this passage On July 22, 1994, Ron Bower landed his 206B-3 (N206AJ) at Hurst, Texas , setting a new record for around-the-world flight by a helicopter. Bower had departed on June 24 and returned 24 days, 4 hours, 36 minutes and 24 seconds later, averaging 35.62 knots (40.99 mph; 65.97 km/h). Bower had added a 91-US-gallon (340 L) auxiliary fuel tank, which doubled the JetRanger III's range.[source]Bell 206 · Operational history; only the objects and conditions stated in this passage Upgraded Allison 250-C20J engine and added 2 inches (51 mm) to tail rotor diameter for yaw control.[source]Bell 206 · Variants / Civilian; only the objects and conditions stated in this passage 137 commercial Bell 206B-3s purchased in 1993 as the primary and instrument helicopter trainer for the US Army at Fort Rucker , Alabama. 35 in VFR configuration and 102 in IFR configuration. The US Army has 181 units as of 2026, of which 121 are in VFR configuration and 60 are in IFR configuration. All TH-67s display US registrations ("N" numbers) and are operated as public use aircraft.[source]Bell 206 · Variants / Military; only the objects and conditions stated in this passage Capacity: 4 passengers[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Length: 38 ft 9.5 in (11.824 m) including rotors[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Fuselage length: 31 ft 2 in (9.50 m)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Height: 9 ft 6.5 in (2.908 m)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Interior dimensions: 7 ft 2 in (2.18 m) length, by 4 ft 2 in (1.27 m) width, by 4 ft 3 in (1.30 m) height, plus 16 ft 3 (453 L) baggage compartment[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Empty weight: 1,455 lb (660 kg)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Max takeoff weight: 3,200 lb (1,451 kg)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Powerplant: 1 × Allison 250-C20 turboshaft engine, 400 hp (298 kW)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Main rotor diameter: 33 ft 4 in (10.16 m)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Main rotor area: 873 sq ft (81.1 m 2 )[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Maximum speed: 122 kn (140 mph, 226 km/h) at MTOW (sea level)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Maximum speed at 5,000 ft: 116 kn (133 mph; 215 km/h) at MTOW[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Cruise speed: 120 kn (140 mph, 220 km/h) at MTOW, 5,000 feet[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Range: 337 nmi (388 mi, 624 km) at MTOW, 5,000 feet, cruise speed, no reserves[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Service ceiling: 20,000 ft (6,100 m) at MTOW[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage Rate of climb: 1,350 ft/min (6.9 m/s)[source]Bell 206 · Specifications (206B Jetranger II); only the objects and conditions stated in this passage | In 1955, Hughes Tool Company's Aircraft Division carried out a market survey which showed that there was a demand for a low-cost lightweight twin-seat helicopter. In response, the division launched development of the Model 269 in September 1955, initially being carried out as a private venture. It was a remarkably light rotorcraft, being half the weight of the smallest operational helicopter in the mid 1950s. In February 1957, a Hughes spokesperson claimed the type to possess a good rate of climb, modest fuel consumption and provide for ease of maintenance.[source]Hughes TH-55 Osage · Development; only the objects and conditions stated in this passage In 1964, Hughes introduced the slightly larger three-seat Model 269B, which was marketed as the Hughes 300 . That same year, the Hughes 269 set an endurance record of 101 hours. To set the record, two pilots took turns piloting the aircraft and hovered in ground-effect for fueling. To ensure no cheating, eggs were attached to the bottom of the skid gear to register any record-ending landing.[source]Hughes TH-55 Osage · Operational history; only the objects and conditions stated in this passage The Hughes 300 was followed in 1969 by the improved Hughes 300C (sometimes 269C), which first flew on March 6, 1969, and received FAA certification in May 1970. This new model introduced a more powerful 190 hp (140 kW) Lycoming HIO-360-D1A engine and an increased-diameter rotor, giving a payload increase of 45%, plus overall performance improvements. It was this model that Schweizer began building under license from Hughes in 1983. In 1986, Schweizer acquired all rights to the helicopter from McDonnell Douglas , who had purchased Hughes Helicopters in 1984, and renamed it McDonnell Douglas Helicopter Systems . For a few years after, Schweizer acquired the FAA Type Certificate known as the Schweizer-Hughes 300 . While Schweizer made over 250 minor improvements, the basic design remained unchanged.[source]Hughes TH-55 Osage · Operational history; only the objects and conditions stated in this passage Between Hughes and Schweizer, and including foreign-licensed production civil and military training aircraft, nearly 3,000 copies of the Model 269/300 have been built and flown over the last 50 years. That would have been the end of the story, but Schweizer continued to develop the model 300 by adding a turbine and redesigning the body to create the model 330m, and then further developed the dynamic components to take greater advantage of the power of the turbine engine; this led to the development of the Model 333. |
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| Primary user | — | United States Army[source] |
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| Variant | — | Schweizer S300[source] |
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| Fuel capacity | — | 30 US gal (25 imp gal; 110 L) in external mounted tank with provision for a 10 US gal (8.3 imp gal; 38 L) auxiliary tank.[source] |
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| Never exceed speed | — | 87 mph (140 km/h, 76 kn)[source] |
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| Maximum water contact speed (on floats) | — | 20 mph (17 kn; 32 km/h)[source] |
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| Maximum water taxi speed (on floats) | — | 10 mph (9 kn; 16 km/h)[source] |
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| Hover ceiling IGE | — | 7,700 ft (2,300 m)[source] |
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| Hover ceiling OGE | — | 5,800 ft (1,800 m)[source] |
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| Country of origin | — | United States[source]Inventory Origin column; table 1, row 17, cell 2; revision 1354808718; retrieved 2026-10-01 |
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Maximum take-off; Hughes 300 · certificated
Single sourceTwo prototype aircraft powered by a 180 hp Lycoming O-360-A engine and had a truss tailboom. First flown on 2 October 1956.[source]Hughes TH-55 Osage · Variants / Model numbers; only the objects and conditions stated in this passage
Replacing the prototype's truss tailboom with a simple aluminum tube as the tailboom, the 269A came with the option for several models of Lycoming O-360 engines: the carbureted O-360-C2D, restricted to 165 hp (123 kW) in the 269A, or the carbureted HO-360-B1A/B1B or fuel-injected HIO-360-B1A/B1B, all rated for 180 hp (134 kW) in the 269A. Customers also had the option for dual controls, and a 19 gal (72 liter) auxiliary tank. The maximum weight was 1,550 lb (703 kg); later this could be increased to 1,600 lb (726 kg) if certain modifications were performed.[source]Hughes TH-55 Osage · Variants / Model numbers; only the objects and conditions stated in this passage
The 269A-1, which Hughes marketed as the Model 200 , was an improved version of the 269A certified by the FAA on August 23, 1963. Powered by the 180 hp (134 kW) fuel-injected Lycoming HIO-360-B1A or -B1B, and with its maximum weight increased to 1,670 lb (757 kg), the Model 200 also had the option for either a 30 gal (114 liter) or 25 gal (95 liter) main fuel tank. Hughes sold two versions of the Model 200: the ordinary Model 200 Utility and the Model 200 Deluxe with added custom interior decor and electrically operated trim for the cyclic control .[source]Hughes TH-55 Osage · Variants / Model numbers; only the objects and conditions stated in this passage
Featuring a three-seat cockpit, the 269B was powered by a 190 hp (141 kW) Lycoming HIO-360-A1A engine and was marketed as the Hughes Model 300 . Optional floats were also available on the 300, the first time available on any 269-variant.[source]Hughes TH-55 Osage · Variants / Model numbers; only the objects and conditions stated in this passage
269B designed specifically for agricultural spraying with a 30 gal (114 liter) chemical tank on each side of the fuselage, and a 35 feet (10.67 m) spray boom.[source]Hughes TH-55 Osage · Variants / Model numbers; only the objects and conditions stated in this passage
The 300C was powered by a 190 hp (141 kW) Lycoming HIO-360-D1A and had a larger diameter main rotor - 26 ft 10 in (8.18 m) compared to 25 ft 4 in (7.72 m). The larger rotor and engine giving it a 45% performance increase over previous 269-models. Hughes and Schweizer both marketed the 269C as the Model 300C .[source]Hughes TH-55 Osage · Variants / Model numbers; only the objects and conditions stated in this passage
Military version of the 269A-1 (Model 200) built for the U.S. Army as its standard primary training helicopter and named after the Osage Native American tribe; student pilots nicknamed it the "Mattel Messerschmitt". Although basically the same as the Model 200, the TH-55A was fitted with military radio and instrumentation. 792 TH-55As were purchased by the Army between 1964 and 1967. An experimental TH-55A was fitted with an Allison 250-C18 turboshaft engine, and another would be fitted with a 185 hp (138 kW) Wankel RC 2-60 rotary engine .[source]Hughes TH-55 Osage · Variants / Military designations; only the objects and conditions stated in this passage
Length: 28 ft 10.75 in (8.81 m)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Height: 8 ft 2.75 in (2.51 m) overall[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Empty weight: 958 lb (435 kg)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Gross weight: 1,550 lb (703 kg)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Max takeoff weight: 1,670 lb (757 kg) certificated[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
1,850 lb (839 kg) maximum weight with restricted operations[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Powerplant: 1 × Lycoming HIO-360-A1A four-cylinder air-cooled horizontally-opposed piston engine., 180 hp (130 kW)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Main rotor diameter: 25 ft 3.5 in (7.71 m)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Main rotor area: 503 sq ft (46.7 m 2 )[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Maximum speed: 87 mph (140 km/h, 76 kn)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Cruise speed: 80 mph (130 km/h, 70 kn) maximum[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
66 mph (57 kn; 106 km/h) economical.[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Never exceed speed : 87 mph (140 km/h, 76 kn)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Maximum water contact speed (on floats): 20 mph (17 kn; 32 km/h)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Maximum water taxi speed (on floats): 10 mph (9 kn; 16 km/h)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Range: 300 mi (480 km, 260 nmi) with maximum fuel and no reserve.[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Endurance: three hours and 30 minutes with maximum fuel.[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Service ceiling: 13,000 ft (4,000 m)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Hover ceiling IGE: 7,700 ft (2,300 m)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Hover ceiling OGE: 5,800 ft (1,800 m)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage
Rate of climb: 1,140 ft/min (5.8 m/s)[source]Hughes TH-55 Osage · Specifications (Hughes 300); only the objects and conditions stated in this passage