Bell 206 for Sale

The Bell 206 JetRanger is arguably the most influential civil turbine helicopter ever built. Derived from the OH-58 Kiowa programme and certified in 1967, more than 7,300 airframes were delivered across the JetRanger and the four-blade LongRanger variants before production ended in 2010. The 206 defined the light single-turbine segment for four decades and remains the second-hand benchmark against which every Bell 407, MD500 and R66 buyer compares notes.

Most 206s on the market today are B-III JetRangers with the Rolls-Royce 250-C20J turboshaft, or L-3 / L-4 LongRangers with the more powerful 250-C30P. The five-seat JetRanger cabin (six in the LongRanger) is genuinely comfortable for adults; the airframe's docile handling makes it a favourite for tour operators, ENG, light utility and corporate transport. Parts and maintenance support remain excellent worldwide thanks to the scale of the installed fleet.

The 206's principal financial variable is the Rolls-Royce 250's module status. Unlike piston engines, the 250 is overhauled module-by-module — compressor, gas-producer turbine, power turbine and gearbox each carry their own TBO and trace. An airframe with three modules near zero-time and one module at run-out is a fundamentally different proposition than one with all four mid-life, even at the same asking price.

Buyer guide

JetRanger versus LongRanger — pick by mission

The B-III JetRanger seats five, cruises at 110 knots and is the cheaper acquisition. The L-3 / L-4 LongRanger seats seven, cruises at 117 knots and carries a meaningfully larger useful load thanks to the longer fuselage and uprated -C30P engine. For VIP and corporate transport the LongRanger is the right answer; for ENG, light utility and training the JetRanger remains the better value.

Engine module trace is everything

Demand the most recent module status sheet before deposit. Compressor (C1) and gas-producer (C2) modules typically run $80–

Airframe TBO, dynamic components and AD compliance

The 206 has no fixed airframe TBO but dynamic components (main rotor blades, transmission, tail rotor) each carry life limits in hours or cycles. The recurring main-rotor-yoke inspection AD (2008-26-08 and successors) is non-negotiable; verify compliance and remaining inspection interval. Tail-boom corrosion is the principal age-related defect in coastal airframes.

Avionics fit and modernisation

Original analogue panels remain common. ADS-B Out compliance is the minimum threshold for US/EU operation. Garmin GTN 750Xi, GI 275 PFD/MFD and HeliSAS autopilot are the popular upgrade path and add $40–$80K to value when professionally installed and logged. Avoid airframes still running steam-gauge avionics without ADS-B unless the seller has discounted accordingly.

Realistic operating economics

Direct operating cost runs $400–$550/hour for a JetRanger and $500–$700/hour for a LongRanger, fuel + reserves + scheduled maintenance only. Insurance is $25–$45K/year private, materially higher for commercial. Hangar typically $700–

Frequently asked questions

Is the Bell 206 still supported by the OEM?

Yes. Bell continues to support the 206 series with parts, service bulletins and authorised maintenance worldwide. Production ended in 2010 but the installed fleet is too large for support to lapse in the foreseeable future. Aftermarket vendors also supply many high-volume parts.

How much does a used Bell 206 cost?

Pre-owned B-III JetRangers typically trade $400K–$900K depending on hours, engine module status and avionics fit. L-3 LongRangers commonly trade $700K–

What is the difference between the 206 and the 407?

The 407 is a successor four-blade design built on the 206 LongRanger fuselage with a more powerful 250-C47B engine. The 407 carries more payload, cruises faster and is smoother in cruise; it also costs roughly twice as much to acquire and to operate. The 206 remains the better choice for budget-sensitive operations.

How do I assess engine module life?

Request a current engine status sheet listing TSN, CSN and time-to-overhaul for each module. ChopperSwap listing cards expose engine TSN publicly; the full module trace is exchanged through the document vault prior to deposit.

Is the 206 a good first turbine?

Yes. It is docile, parts-rich and well-understood by every insurer. Transition pilots typically complete 25 hours of factory or approved type-specific training before solo PIC duties. Insurance for new turbine pilots is meaningfully higher but trends down quickly with hours-in-type.