Gmax Bell 222b for Fs2002

Features: Reflective textures, new improved Virtual cockpit and standard Fs2002 features.
Model, panel, sounds, textures
By Alan Devins —


Bell began developing a twin turbine light helicopter in the late sixties, but it was not until January 1974 that a mock-up of what was to become the Bell 222 was exhibited at the annual convention of the Helicopter Association of America. Towards the end of 1975 Bell announced that the Model 222 was passing from the design to the construction stage. The first prototype flew on 13 August 1976 considerably later than originally planned owing to the decision to investigate thoroughly the market and operators’ requirements before building the new aircraft.


The second prototype followed in October 1976, and by March 1977 all five prototypes were operational. The final development stages for these aircraft also took longer and were less straightforward than the targets fixed in 1974 had suggested. The specifications of the Bell 222 were in fact considerably modified in the light of results from test flights. Necessary modifications included both structural elements such as the tail plane and endplate fins, and flight controls.
The Bell 222 is a classic design with 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.
A few dozen Bell 222s have already been sold to operators in Europe, Latin America and the Far East. The first customers included the Metropolitan Police in London and the Japanese National Police. The Bell 222B is one of two current production versions: it too has IFR capability, but has more powerful turbines and a 135kg bigger payload. The other is the 222UT utility variant, with a skid undercarriage and other weight and cost saving changes.
All of this Bell’s models had one thing in commun, they all have two strong engines to lift them.


First Flight

Seating Capacity
1 / 7

Empty Weight
4974 Lbs.

Maximum Weight
(Int.) 8250 Lbs.

Maximum Weight
(Ext.) 8400 Lbs.

2 Lycoming LTS 101 750C-1

684 ea / 653 Cont

Transmission Rating
925 / 875 Cont.

V.N.E 150 Kts.

Vel. Cruise
140 Kts.

Hover Ceiling
O.G.E 6400 Fts.

Maximum Range
(Std) 294 NM


After three or four hours flying with the Bell 222bwith GMAX I have spoted some errors that can be corrected. One good thing is that when you are in the main cabin the side views give you a view of what is happening all around you. Also the virtual cabin has very good movement in the yokes and the accelerator, also very good textures are available so you can see the panel in the virtual cabin. Secondly the stick for gear landing has movenent into the panel while the gear landing does not retract into the copter. Copter textures are great, fully metalized, windows and turbines included. After all an excellent copter with excellent textures. But this copter has a very difrent movement with to the reality.
My rating is 8/10