Operation: Western and Central USA
Rotor Span: 44' 0"
Length: 42' 7"
Height: 12' 7"
Max Speed: 161 mph
Gross Weight: 9,500 lbs
Power Plant: Lycoming T53-L-11 turbine
Armament: 2× 7.62 mm M60 machine gun, or
2x 7.62 mm GAU-17/A machine gun. 2× 7-round or
19-round 2.75 in (70 mm) rocket pods.
Collings Foundation's Bell UH-1E Iroquois "Huey"
Collings Foundation is the owner and
operator of this Combat Veteran Bell UH-1E Iroquois
"Huey", which is available for airshows, flybys, film
and warbird rides.
The Bell UH-1 Iroquois is a military helicopter
powered by a single, turboshaft engine, with a
two-bladed main rotor and tail rotor. The helicopter was
developed by Bell Helicopter to meet the United States
Army's requirement for a medical evacuation and utility
helicopter in 1952, and first flew on 20 October 1956.
Ordered into production in March 1960, the UH-1 was the
first turbine-powered helicopter to enter production for
the United States military, and more than 16,000 have
been produced worldwide.
The first combat operation of the UH-1 was in the
service of the U.S. Army during the Vietnam War. The
original designation of HU-1 led to the helicopter's
nickname of Huey. In September 1962, the designation was
changed to UH-1, but Huey remained in common use.
Approximately 7,000 UH-1 aircraft saw service in
In 1952, the Army identified a requirement for a new
helicopter to serve as medical evacuation (MEDEVAC),
instrument trainer and general utility aircraft. The
Army determined that current helicopters were too large,
underpowered, or were too complex to maintain easily. In
November 1953, revised military requirements were
submitted to the Department of the Army. Twenty
companies submitted designs in their bid for the
contract, including Bell Helicopter with the Model 204.
On 23 February 1955, the Army announced its decision,
selecting Bell to build three copies of the Model 204
for evaluation, designated as the XH-40.
While earlier "short-body" Hueys were a success, the
Army wanted a version that could carry more troops.
Bell's solution was to stretch the HU-1B fuselage by 41
in (104 cm) and use the extra space to fit four seats
next to the transmission, facing out. Seating capacity
increased to 15, including crew. The enlarged cabin
could also accommodate six stretchers and a medic, two
more than the earlier models. In place of the earlier
model's sliding side doors with a single
window, larger doors were fitted which had two windows,
plus a small hinged panel with an optional window,
providing access to the cabin. The doors and hinged
panels were quickly removable, allowing the Huey to be
flown in a "doors off" configuration.
The Model 205 prototype flew on 16 August 1961. Seven
pre-production/prototype aircraft had been delivered for
testing at Edwards AFB starting in March 1961. The 205
was initially equipped with a 44-foot (13.4 m) main
rotor and a Lycoming T53-L-9 engine with 1,100 shp (820
kW). The rotor was lengthened to 48 feet (14.6 m) with a
chord of 21 in (53 cm). The tailboom was also
lengthened, in order to accommodate the longer rotor
blades. Altogether, the modifications resulted in a
gross weight capacity of 9,500 lb (4,309 kg). The Army
ordered production of the 205 in 1963, produced with a
T53-L-11 engine for its multi-fuel capability. The
prototypes were designated as YUH-1D and the production
aircraft was designated as the UH-1D.
The UH-1 has a metal fuselage of semi-monocoque
construction with tubular landing skids and two rotor
blades on the main rotor. Early UH-1 models featured
a single Lycoming T53 turboshaft engine in versions with
power ratings from 700 shp (522 kW) to 1,400 shp (1,040
kW). Later UH-1 and related models would feature twin
engines and four-blade rotors.
All aircraft in the UH-1 family have similar
construction. The UH-1H is the most-produced version,
and is representative of all types. The main structure
consists of two longitudinal main beams that run under
the passenger cabin to the nose and back to the tail
boom attachment point. The main beams are separated by
transverse bulkheads and provide the supporting
structure for the cabin, landing gear, under-floor fuel
tanks, transmission, engine and tail boom. The main
beams are joined at the lift beam, a short aluminum
girder structure that is attached to the transmission
via a lift link on the top and the cargo hook on the
bottom and is located at the aircraft's centre of
gravity. The lift beams were changed to steel later in
the UH-1H's life, due to cracking on high-time
airframes. The semi-monocoque tail boom attaches to the
fuselage with four bolts.
The UH-1H's dynamic components include the engine,
transmission, rotor mast, main rotor blades, tail rotor
driveshaft, and the 42-degree and 90-degree gearboxes.
The transmission is of a planetary type and reduces the
engine's output to 324 rpm at the main rotor. The
two-bladed, semi-rigid rotor design, with pre-coned and
under-slung blades, is a development of early Bell model
designs, such as the Bell 47 with which it shares common
design features, including a dampened stabilizer bar.
The two-bladed system reduces storage space required for
the aircraft, but at a cost of higher vibration levels.
The two-bladed design is also responsible for the
characteristic 'Huey thump' when the aircraft is in
flight, which is particularly evident during descent and
in turning flight. The tail rotor is driven from the
main transmission, via the two directional gearboxes
which provide a tail rotor speed approximately six times
that of the main rotor to increase tail rotor
The UH-1H also features a synchronized elevator on
the tail boom, which is linked to the cyclic control and
allows a wider center of gravity range. The standard
fuel system consists of five interconnected fuel tanks,
three of which are mounted behind the transmission and
two of which are under the cabin floor. The landing gear
consists of two arched cross tubes joining the skid
tubes. The skids have replaceable sacrificial skid shoes
to prevent wear of the skid tubes themselves. Skis and
inflatable floats may be fitted.
Internal seating is made up of two pilot seats and
additional seating for up to 13 passengers or crew in
the cabin. The maximum seating arrangement consists of a
four-man bench seat facing rearwards behind the pilot
seats, facing a five-man bench seat in front of the
transmission structure, with two, two-man bench seats
facing outwards from the transmission structure on
either side of the aircraft. All passenger seats are
constructed of aluminum tube frames with canvas material
seats, and are quickly removable and reconfigurable. The
cabin may also be configured with up to six stretchers,
an internal rescue hoist, auxiliary fuel tanks,
spotlights, or many other mission kits. Access to the
cabin is via two aft-sliding doors and two small,
forward-hinged panels. The doors and hinged panels may
be removed for flight or the doors may be pinned open.
Pilot access is via individual hinged doors.
While the five main fuel tanks are self-sealing, the
UH-1H was not equipped with factory amour, although
armored pilot seats were available.
The UH-1H's dual controls are conventional for a
helicopter and consist of a single hydraulic system
boosting the cyclic stick, collective lever and
anti-torque pedals. The collective levers have integral
throttles, although these are not used to control rotor
rpm, which is automatically governed, but are used for
starting and shutting down the engine. The cyclic and
collective control the main rotor pitch through torque
tube linkages to the swash plate, while the anti-torque
pedals change the pitch of the tail rotor via a
tensioned cable arrangement. Some UH-1Hs have been
modified to replace the tail rotor control cables with
torque tubes similar to the UH-1N Twin Huey.
P.O. Box 248
Stow, MA 01775
Phone: (978) 562-9182 or (978) 568-8924
Fax: (978) 568-8231
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