In 1960, the U.S. Army issued a specification for a four- or five-seat light single-engine turbine observation helicopter. The helicopter was to use the new Allison (now Rolls-Royce) 250 engine. Hughes (now MD Helicopters) won the competition with the Model 369 and received an order from the Army for 1,000 aircraft. An integral part of the development process was that commercial certification was obtained in tandem with meeting the U.S. Army requirements. The first military deliveries occurred about 1966 and full-scale production of the commercial model, called the Hughes 500, started in 1968. The first improvements to this popular helicopter (the 500C and 500D) focused on improving performance and increasing the takeoff gross weight. The next improvement, in 1983, involved a significant redesign of the cabin. The nose was restyled, yielding more legroom and better visibility for the occupants of the front seats, the bulkhead behind the front seat was lowered for improved visibility from the back seat and the head- and legroom in the back was increased. More soundproofing was added to the interior and a quiet tail rotor design become optional. This model is referred to as the 500E. A second model was developed at the same time that is focused on the hot and high external lift market. This model, the MD 530F, features an engine with 50 percent more horsepower, an upgraded main transmission and a larger diameter rotor. The net result is a helicopter that can hover out of ground effect at maximum gross weight at 12,000 feet.
Immediately after the introduction of the 530F, McDonnell Douglas acquired Hughes helicopters and redesignated the Model 530 as the MD 530. When Boeing acquired McDonnell Douglas, it spun off the commercial helicopter group to MD Helicopters, Inc. This organization retained the MD 530 designation.
The MD 530F is a light single-engine turbine helicopter. It uses a five-bladed, fully articulated rotor with medal blades and a Rolls-Royce 250-C30. A four-bladed tail rotor with metal blades provides directional control. As with the 500D and 500E, a horizontal T-tail assists with pitch control. The fuselage has conventional aluminum construction and has the same pointed nose as the MD 500E. The cabin has three seats in front and two seats in the rear. The engine and transmission are mounted on a diagonal behind and below the main rotor head. This yields a very narrow “doghouse” on top of the cabin and makes for excellent maintenance accessibility. It also results in a characteristic bulge that separates the left and right rear seats. A skid landing gear is used for the sake of simplicity
Development of both the 530F and 500E was started 1981, the first flight took place in 1982, and certification of the 530F was obtained in 1983. Deliveries started the same year and the 530F is currently in production.