MD Helicopters MD500 for Sale

The MD500 series — descended from the Hughes 369 / OH-6 Cayuse — is the light single-turbine helicopter of choice for law enforcement, ENG, agricultural work, tight-LZ utility and any mission where confined-area performance, low acoustic signature and high agility matter more than cabin size. Continuously produced since 1967 under Hughes, McDonnell Douglas and now MD Helicopters branding, the MD500 family includes the C, D, E, F (530F) and the NOTAR-equipped MD520N and MD600N.

The five-seat cabin is compact but the airframe punches well above its weight in useful load and hot-and-high performance. The Rolls-Royce 250-C20 / C20R / C30 / C47 engine family powers the line depending on variant, with the 530F's uprated -C30 giving a meaningful margin in confined-area work at altitude. The four-blade main rotor (five on later variants) and high inertia rotor system produce the distinctive low signature that made the platform a parapublic favourite.

Second-hand MD500s split between ex-military OH-6 conversions, well-maintained civil airframes from law-enforcement and ENG service, and a smaller population of corporate / utility airframes. The principal financial variables are engine module status (250-series, identical to the Bell 206 logic), airframe modification history (ex-military airframes need full Restricted-to-Standard category documentation) and rotor system condition.

Buyer guide

Variant selection: 369D, 369E, 530F and NOTAR

The 369D (MD500D) is the volume-production airframe with the 250-C20B; the 369E (MD500E) adds the longer pointed nose and improved aerodynamics; the 530F is the hot-and-high variant with the -C30 engine and is materially more capable above 5,000ft DA. The NOTAR variants (MD520N, MD600N) replace the tail rotor with a directed-jet anti-torque system — quieter, safer in confined LZs but more expensive to maintain.

Ex-military versus civil-origin airframes

Many MD500s on the market are OH-6 conversions or surplus airframes returned to civil registry. These airframes require full Restricted-to-Standard category documentation, conforming dynamic components and a verified parts trace. Civil-origin airframes carry meaningfully better resale liquidity. Premium for civil origin is real and rational — budget accordingly.

Engine module status (250-series logic)

As with the Bell 206, the Rolls-Royce 250 is overhauled module-by-module. Demand a current module status sheet covering compressor, gas-producer, power turbine and gearbox. The -C20 family is the most common; -C30 (530F) modules are pricier to overhaul. Sum the cost to bring each module to a defined post-purchase floor and add that to the asking price for honest comparison.

Mission kit and parapublic equipment

Law-enforcement airframes typically carry a FLIR turret (Star SAFIRE or Wescam MX-10), Nightsun searchlight, mapping system, downlink and pilot NVG capability. This equipment is worth $400K–

Operating economics

Direct operating cost runs $450–$650/hour for an MD500D/E (fuel + reserves + scheduled maintenance); the 530F lands at $500–$750/hour reflecting the -C30 fuel burn. Insurance is $25–$45K/year private, materially higher for parapublic or commercial. Parts availability remains good thanks to the OEM and a healthy aftermarket.

Frequently asked questions

How much does a used MD500 cost?

Pre-owned MD500D/E airframes typically trade $400K–$900K depending on hours, engine module status and equipment. 530F variants command $700K–

Is the MD500 difficult to fly?

It is responsive and rewards precision but is not difficult for any current turbine pilot. The high-inertia rotor system is forgiving; the low cabin and excellent visibility make confined-area work straightforward. Insurance typically requires 25 hours of type-specific training before solo PIC.

What is the difference between the tail rotor and NOTAR variants?

NOTAR (No Tail Rotor) replaces the conventional anti-torque rotor with a directed-jet system. Benefits: quieter, no tail-strike risk, safer in confined LZs. Costs: heavier, more complex to maintain, higher acquisition price. Most law-enforcement buyers favour NOTAR; most utility and ENG buyers prefer the conventional tail rotor.

Are parts still supported?

Yes. MD Helicopters continues production and parts support for the line. Rolls-Royce 250 engines have the deepest aftermarket support of any helicopter turboshaft. Cosmetic and structural parts for older variants are well-supplied.

How do I verify an ex-military airframe is properly converted?

Request the full Restricted-to-Standard category documentation, conformity inspection records and dynamic-component trace. ChopperSwap surfaces airframe origin on the listing card; the conversion documentation is exchanged through the secure document vault prior to deposit.