Bell UH-1 Iroquois
UH-1 Iroquois / "Huey" | |
---|---|
A Bell UH-1H Iroquois | |
Role | Utility helicopter |
National origin | United States |
Manufacturer | Bell Helicopter
|
First flight | 20 October 1956 (XH-40) |
Introduction | 1959 |
Status | In service |
Primary users | United States Army (historical) Japan Ground Self-Defense Force Australian Army (historical) See Operators section for others |
Produced | 1956–1987 |
Number built | >16,000 |
Variants | Bell UH-1N Twin Huey Bell 204/205 Bell 212 |
Developed into | Bell AH-1 Cobra Bell 214 |
The Bell UH-1 Iroquois (nicknamed "Huey") is a
Development of the Iroquois started in the early 1950s, a major impetus being a requirement issued by the
The Iroquois was first used in combat operations during the
The Iroquois was originally designated HU-1, hence the Huey nickname, which has remained in common use, despite the official redesignation to UH-1 in 1962.
Development
In 1952, the U.S. Army identified a requirement for a new helicopter to serve as
Model 204
Powered by a prototype
The helicopter quickly developed a nickname derived from its HU-1 designation, which came to be pronounced as "Huey". The reference became so popular that Bell began casting the name on the helicopter's anti-torque pedals.[1] The official U.S. Army name was almost never used in practice.[9] Even after September 1962, at which point the designation for all models was changed to UH-1 under a unified Department of Defense (DOD) designation system, yet the nickname persisted.[4]
While glowing in praise for the helicopter's advances over piston-engined helicopters, the Army reports from the service tests of the YH-40 found it to be underpowered with the production T53-L-1A powerplant producing a maximum continuous 770
Bell commenced development of the UH-1C in 1960 in order to correct aerodynamic deficiencies of the armed UH-1B. Bell fitted the UH-1C with a 1,100 shp (820 kW) T53-L-11 engine to provide the power needed to lift all weapons systems in use or under development. The Army eventually refitted all UH-1B aircraft with the same engine. A new rotor system was developed for the UH-1C to allow higher air speeds and reduce the incidence of retreating blade stall during diving engagements. The improved rotor resulted in better maneuverability and a slight speed increase.[7] The increased power and a larger diameter rotor required Bell's engineers to design a new tail boom for the UH-1C. The longer tail boom incorporated a wider chord vertical fin on the tail rotor pylon and larger synchronized elevators.[citation needed]
Bell also introduced a dual hydraulic control system for redundancy as well as an improved inlet filter system for the dusty conditions found in southeast Asia. The UH-1C fuel capacity was increased to 242
Model 205
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.[10] The enlarged cabin could also accommodate six stretchers and a medic, two more than the earlier models.[10] 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 enhanced 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.
During 1966, Bell installed the 1,400 shp (1,000 kW) Lycoming T53-L-13 engine to provide more power for the helicopter. The pitot tube was relocated from the nose to the roof of the cockpit to prevent damage during landing. Production models in this configuration were designated as the UH-1H.[9][14]
Marine Corps
In 1962, the
The UH-1E was first flown on 7 October 1963, and deliveries commenced on 21 February 1964; a total of 192 Iroquois of this model were completed.[4] Due to production line realities at Bell, the UH-1E was produced in two different versions, both with the same UH-1E designation. The first 34 built were essentially UH-1B airframes with the Lycoming T53-L-11 engine producing 1,100 shp (820 kW).[citation needed] When Bell switched production to the UH-1C, the UH-1E production benefited from the same changes. The Marine Corps later upgraded UH-1E engines to the Lycoming T53-L-13, which produced 1,400 shp (1,000 kW), after the Army introduced the UH-1M and upgraded their UH-1C helicopters to the same engine.
Air Force
The United States Air Force (USAF) held a competition for a helicopter to be used for support on missile bases included a specific requirement to mandate the use of the General Electric T58 turboshaft as a powerplant. The Air Force had a large inventory of these engines on hand for its fleet of HH-3 Jolly Green Giant rescue helicopters and using the same engine for both helicopters would save costs. In response, Bell proposed an upgraded version of the 204B with the T58 engine. Because the T58 output shaft is at the rear, and was thus mounted in front of the transmission on the HH-3, it had to have a separate offset gearbox (SDG or speed decreaser gearbox) at the rear, and shafting to couple to the UH-1 transmission.[15]
Twin-engine variants
The single-engine UH-1 variants were followed by the twin-engine
In 1996, the USMC launched the
Design
The Bell UH-1 Iroquois is a utility helicopter designed for military use. It has a metal fuselage of semi-monocoque construction with tubular landing skids and two rotor blades on the main rotor.[20] 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).[7] Later UH-1 and related models often featured twin engines and four-blade rotors.[4] All members of 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 center 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.[21]
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 of the tail rotor. The main rotor transmission consists of a 90 degree
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.[21] While the five main fuel tanks are self-sealing, the UH-1H was not equipped with factory armor, although armored pilot seats were available.[21]
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.[21]
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 push-pull tube linkages to the swashplate, 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 push-pull tubes similar to the
Operational history
U.S. Army
The HU-1A (later redesignated UH-1A) first entered service with the
During its Vietnam War service, the UH-1 was used for various purposes and various terms for each task abounded. UH-1s tasked with ground attack or armed escort were outfitted with rocket launchers, grenade launchers, and machine guns. As early as 1962, UH-1s were modified locally by the companies themselves, who fabricated their own mounting systems.[26] These gunship UH-1s were commonly referred to as "Frogs" or "Hogs" if they carried rockets, and "Cobras" or simply "Guns" if they had guns.[27][28][N 4][29] UH-1s tasked and configured for troop transport were often called "Slicks" due to an absence of weapons pods. Slicks did have door gunners, but were generally employed in the troop transport and medevac roles.[9][14]
UH-1s also flew hunter-killer teams with observation helicopters, namely the Bell
During the course of the conflict, the UH-1 went through several upgrades. The UH-1A, B, and C models (short fuselage, Bell 204) and the UH-1D and H models (stretched-fuselage,
The Army tested a great variety of experimental weapons on the UH-1; nearly anything that could be carried. The Army desired weapons with large calibers and high rates of fire, which led to the testing of a 20 mm cannon on a large mount bolted to the cabin floor. The size of the weapon allowed very little room for movement. The Army further tested a full-size Vulcan cannon firing out the door of a UH-1. It was capable of firing 2400 rounds per minute, or about 40 rounds per second. Despite this being a significant reduction from the nearly 100 rounds per second fired by a standard Vulcan cannon, the installation proved too kinetic for the UH-1. Podded versions of the M24 20 mm cannon were tested in combat over Vietnam. There was a wide variety of 7.62 mm automatic weapons tested, including different installations of the M60 machine gun. AS-10 and SS-11 missiles were tested in several different configurations. High-capacity rocket launchers were also tested, such as the XM3 launcher, which had 24 launching tubes. Press photos were taken with the XM5 and XM3 installed on the same aircraft, but this arrangement could not be used because it was more than the gross take-off weight of the aircraft.[32]
During the Easter Offensive of 1972 by North Vietnam, experimental models of the TOW-firing XM26 were taken out of storage and sent to South Vietnam in response to the onslaught. The pilots had never fired a TOW missile before, and were given brief crash courses. Despite having little training with the units, the pilots managed to hit targets with 151 of the 162 missiles fired in combat, including a pair of tanks. The airborne TOW launchers were known as "Hawks Claws" and were based at Camp Holloway.[32] During the conflict, 7,013 UH-1s served in Vietnam and of these 3,305 were destroyed. In total, 1,151 pilots were killed, along with 1,231 other crew members (these figures are not including Army of the Republic of Vietnam losses).[33][4]
Post Vietnam, the US Army continued to operate large numbers of Iroquois; they would see further combat during the US invasion of Grenada in 1983, the US invasion of Panama in 1989, and the Gulf War in 1991.[4] In the latter conflict, in excess of 400 Iroquois performed a variety of missions in the region; over a nine-month period, the fleet cumulatively reached 31,000 flight hours and achieved a stable fully mission capable rate of 70%. The type comprised more than 20% of all rotorcraft across the coalition and recorded 21% of the overall flying hours.[4] Even after the Gulf War, the US Army had more than 2,800 Iroquois in its inventory; in particular, 389 UH-1Vs comprised 76% of the Army's medevac aircraft. Nevertheless, plans were mooted as early as 1992 to undertake a slow withdrawal of the aging type in favor of larger and more technologically advanced rotorcraft.[4]
The US Army phased out the UH-1 with the introduction of the
U.S. Air Force
In October 1965, the
USAF UH-1s were often equipped with automatic grenade launchers in place of the door guns. The XM-94 grenade launcher had been tested on Army rotorcraft prior to its use by the USAF. The unit was capable of firing 400 grenades per minute, up to 1,500 yards effective range.[40]
Into the twenty-first century, the USAF operates the UH-1N for support of intercontinental ballistic missile (ICBM) sites, including transport of security personnel and distinguished visitors.[41][42] On 24 September 2018, the USAF announced that the Boeing/Leonardo MH-139 (an AW-139 variant) had won a competition to replace the UH-1Ns.[43]
The US Navy acquired a number of surplus UH-1B helicopters from the U.S. Army, these rotorcraft were modified into gunships, outfitted with special gun mounts and radar altimeters. They were known as Seawolves in service with Navy Helicopter Attack (Light) (HA(L)-3). UH-1C helicopters were also acquired during the 1970s.[44][45] The Seawolves worked as a team with Navy river patrol operations.[46]
Four years after the disestablishment of
Drug Enforcement Administration
The UH-1H has been used on multiple occasions by the American
During the
Argentina
Nine
Australia
The
In 1989 and 1990, the RAAF's UH-1H Iroquois were subsequently transferred to the
The Royal Australian Navy's 723 Squadron also operated seven UH-1B from 1964 to 1989, with three of these aircraft lost in accidents during that time.[55] 723 Squadron deployed Iroquois aircraft and personnel as part of the Experimental Military Unit during the Vietnam War.[56]
El Salvador
Numerous UH-1s were operated by the Salvadoran Air Force; during the 1980s, it became the biggest and most experienced combat helicopter force in Central and South America, fighting for over a decade during the Salvadoran Civil War and having been trained by US Army in tactics developed during the Vietnam War. By the start of 1985, El Salvador had 33 UH-1s in its inventory, some configured as gunships and others as transports; furthermore, in the following years, the country expanded its UH-1 fleet further with assistance from the US government.[57][58] Several Salvadorean UH-1M and UH-1H helicopters used were modified to carry bombs instead of rocket pods.[59] The UH-1s enabled the military to avoid ground routes vulnerable to guerilla ambushes; the gunships were typically used to suppress hostile forces ahead of troops being inserted by UH-1 transports.[57]
Germany
The German aerospace company Dornier constructed 352 UH-1Ds under license between 1967 and 1981 for the West German Bundeswehr.[60] These saw service with both the German Army and German Air Force as utility helicopters, they were also commonly used for search and rescue (SAR) missions.[9] After being replaced by newer twin-engine Eurocopter EC145s, the last UH-1Ds in German service were withdrawn on 12 April 2021.[60][61]
Israel
Israel withdrew its UH-1s from service in 2002, after 33 years of operation. They were replaced by Sikorsky
Japan
In 2005, a pair of Japan Ground Self-Defense Force (JGSDF) UH-1 helicopters were deployed to Pakistan for earthquake disaster relief.[64] During 2010, after floods in Pakistan, UH-1s were again deployed to the country to aid in disaster relief.[65][66] Japanese UH-1s have also been periodically used to conduct water bombing against fires.[67][68]
In the aftermath of the 2011 Tōhoku earthquake and tsunami, Japan's UH-1 fleet was extensively deployed across the country for disaster relief purposes; they also conducted reconnaissance flights over the stricken Fukushima Daiichi Nuclear Power Plant while carrying radiation detection equipment to help inform planners of the plant's condition.[69][70]
By the early 2020s, Japan's Acquisition, Technology & Logistics Agency was in the process of recapitalising much of the JGSDF's rotarywing capability; it is planned for a locally-built model of the twin-engined multirole Bell 412 helicopter to replace the remaining UH-1s in Japanese service.[71][72]
Lebanon
During the early 1990s, the
Typically, the fleet is tasked with performing search and rescue, troop transport, aerial firefighting and utility missions.
New Zealand
The Royal New Zealand Air Force had an active fleet of 13 Iroquois serving with No. 3 Squadron RNZAF.[76] The first delivery was five UH-1D in 1966 followed in 1970 by nine UH-1H and one more UH-1H in 1976. All of the UH-1D aircraft were upgraded to 1H specification during the 1970s. Two ex-U.S. Army UH-1H attrition airframes were purchased in 1996. Three aircraft have been lost in accidents.[77]
The RNZAF has retired the Iroquois, with the NHIndustries NH90 as its replacement.[78] Eight active NH90 helicopters plus one spare have been procured. This process was initially expected to be completed by the end of 2013, but was delayed until 2016. Individual aircraft were retired as they reach their next major group servicing intervals; the UH-1H was retired as the NH90 fleet stood up.[79] On 21 May 2015, the remaining UH-1H fleet of six helicopters conducted a final tour of the country ahead of its planned retirement on 1 July. During 49 years of service the type had seen service in areas including the U.K., Southeast Asia, Timor, the Solomon Islands, various South Pacific nations, and the Antarctic.[80]
Philippines
The Philippine Air Force (PAF) has a long history of acquiring United States Air Force assets, including the Bell UH-1. In PAF service, the type was regularly used to combat local insurgents as well as to conduct disaster relief operations after several earthquakes and typhoons hit the nation.[81] Francis Ford Coppola filmed Apocalypse Now in the Philippines primarily because President Ferdinand Marcos agreed to let Coppola use Philippine Hueys to film the iconic scene with Robert Duvall as Lt. Colonel Kilgore.[82]
During 2013, the PAF was pursuing the acquisition of 21 used UH-1H helicopters; the deal reportedly included their refurbishment prior to delivery.[83][84] Furthermore, during October 2019, the Philippines made a deal with Japan to acquire some of its spare parts inventory; this reportedly was to facilitate the restoration of seven stored UH-1s to flightworthy condition.[85] By January 2021, the PAF had 13 UH-1H and 10 UH-1D helicopters in an operational condition.[86][self-published source?]
On 23 January 2021, President
Rhodesia
Very late in the Rhodesian Bush War, the Rhodesian Air Force obtained 11 former Israeli Agusta-Bell 205As in violation of sanctions on the nation, allegedly having used a series of intermediaries to evade them.[91][92] Locally known as Cheetahs, these helicopters were returned to a flightworthy condition and then assigned to No. 8 Squadron, after which they participated in the counter-insurgency effort, usually functioning as armed gunships as well as troop transports. During September 1979, one Cheetah was lost in combat after being hit by an RPG while flying over Mozambique. At least another three other UH-1s were also lost. The surviving helicopters were put up for sale in 1990.[93][94]
Yemen
In July 2009, Yemen received four UH-1Hs. These remained grounded for almost all the time they were in Yemen; at least one helicopter was heavily damaged during Saudi-led airstrikes on Al Daylami and Al Anad Air Bases.[93]
Variant overview
U.S. military variants
- XH-40: The initial Bell 204 prototype. Three prototypes were built, equipped with the Lycoming XT-53-L-1 engine of 700 shp (520 kW).[14]
- YH-40: Six aircraft for evaluation, as XH-40 with 12-inch (300 mm) cabin stretch and other modifications.
- Bell Model 533: One YH-40-BF rebuilt as a flight test bed with turbojet engines and wings.
- HU-1A: Initial Bell 204 production model, redesignated as the UH-1A in 1962.[14] 182 built.[95]
- HU-1B: Upgraded HU-1A, various external and rotor improvements. Redesignated UH-1B in 1962.[14] 1014 built plus four prototypes designated YUH-1B.[95]
- NUH-1B: a single test aircraft, serial number 64–18261.[14]
- UH-1C: The UH-1B gunship lacked the power necessary to carry weapons and ammunition and keep up with transport Hueys. So Bell designed yet another variant, the UH-1C, intended strictly for the gunship role. It is an UH-1B with improved engine, modified blades and rotor-head for better performance in the gunship role.[14] 767 built.[95]
- YUH-1D: Seven pre-production prototypes of the UH-1D.
- UH-1D Iroquois: Initial Bell 205 production model (long fuselage version of the 204). Designed as a troop carrier to replace the CH-34 then in US Army service.[14] 2008 built; many later converted to UH-1H standard.[95]
- HH-1D: Army crash rescue variant of UH-1D.[14]
- UH-1E: UH-1B/C for USMC with different avionics and equipment.[14] 192 built.[95]
- NUH-1E: UH-1E configured for testing.
- TH-1E: UH-1C configured for Marine Corps training. Twenty were built in 1965.[14]
- UH-1F: UH-1B/C for USAF with
- UH-1H: Improved UH-1D with a
- CUH-1H:
- EH-1H: Twenty-two aircraft converted by installation of AN/ARQ-33 radio intercept and jamming equipment for Project Quick Fix.
- HH-1H: Search and rescue (SAR) variant for the USAF with rescue hoist.[14] A total of 30 built.[95]
- JUH-1: Five UH-1Hs converted to SOTAS battlefield surveillance configuration with belly-mounted airborne radar.[14]
- TH-1H: Recently modified UH-1Hs for use as basic helicopter flight trainers by the USAF.
- HH-1K: Purpose-built SAR variant of the Model 204 for the US Navy with USN avionics and equipment.[14] 27 built.[95]
- TH-1L: Helicopter flight trainer based on the HH-1K for the USN. A total of 45 were built.[14]
- UH-1L: Utility variant of the TH-1L. Eight were built.[14]
- UH-1M: Gunship specific UH-1C upgrade with Lycoming T53-L-13 engine of 1,400 shp (1,000 kW).[14]
- UH-1N: Initial Bell 212 production model, the Bell "Twin Pac" twin-engined Huey powered by Pratt & Whitney Canada T400-CP-400.[14]
- UH-1P: UH-1F variant for USAF for special operations use and attack operations used solely by the USAF 20th Special Operations Squadron, "the Green Hornets".[14]
- EH-1U: No more than two UH-1H aircraft modified for Multiple Target Electronic Warfare System (MULTEWS).[97]
- UH-1V: Aeromedical evacuation, rescue version for the US Army.[14]
- EH-1X: Ten Electronic warfare UH-1Hs converted under "Quick Fix IIA".[14]
- AH-1Z.
Note: In U.S. service, the G, J, Q, R, S, T, W and Z model designations are used by the
Other military variants
- Bell 204: Bell Helicopters company designation, covering aircraft from the XH-40, YH-40 prototypes to the UH-1A, UH-1B, UH-1C, UH-1E, UH-1F, HH-1K, UH-1L, UH-1P and UH-1M production aircraft.
- Bell 205: Bell Helicopters company designation of the UH-1D and UH-1H helicopters.
- Bell 205A-1: Military utility transport helicopter version, initial version based on the UH-1H.
- Bell 205A-1A: As 205A-1, but with armament hardpoints and military avionics. Produced specifically for Israeli contract.
- Agusta-Bell 205: Military utility transport helicopter. Built under license in Italy by Agusta.
- AIDC UH-1H: Military utility transport helicopter. Built under license in Taiwan by Aerospace Industrial Development Corporation.[99]
- Dornier UH-1D: Military utility transport helicopter. Built under license in Germany by Dornier Flugzeugwerke.[99]
- UH-1G: Unofficial name applied locally to at least one armed UH-1H by the Khmer Air Force in Cambodia.[100]
- Fuji-Bell UH-1J: An improved Japanese version of the UH-1H built under license in Japan by
- Bell 211 Huey Tug With up-rated dynamic system and larger wide chord blades, the Bell 211 was offered for use as the US Army's prime artillery mover, but not taken up.[9]
- Bell Huey II: A modified and re-engined UH-1H, improvements were an Allison T53-L-703 turboshaft engine providing 1,343 kW (1,800 shp), a vibration-reduction system, infrared countermeasures and a night-vision-goggle (NVG) compatible cockpit. This significantly improves performance and cost-effectiveness. Currently offered by Bell to all current military users of the type.[103]
- UH-1/T700 Ultra Huey: Upgraded commercial version, fitted with a 1,400-kW (1900-shp) General Electric T700-GE-701C turboshaft engine.[104]
Operators
Aircraft on display
Accidents
- 23 July 1982Twilight Zone accident: A Bell UH-1 Iroquois helicopter crashed at Indian Dunes in Valencia, California, during the making of Twilight Zone: The Movie. Actor Vic Morrow and two child actors were killed. :
- 17 January 2018A Sapphire Aviation UH-1H crashed near Raton, New Mexico, United States. Five of the six people on board were killed, including Zimbabwean politician Roy Bennett. :
- On 11 April 2024, a UH-1 crashed after take-off in Elgeyo Marakwet County, Kenya, killing Kenya's Chief of Defence Forces General Francis Ogolla and nine other military officers.[citation needed]
Specifications (UH-1H)
Data from Jane's All the World's Aircraft 1987-88[105]
General characteristics
- Crew: 1–4
- Capacity: 3,880 lb (1,760 kg) including 11-14 troops, 6 stretchers and attendant, or equivalent cargo
- Length: 57 ft 9+5⁄8 in (17.618 m) with rotors
- Width: 9 ft 6+1⁄2 in (2.908 m) (over skids)
- Height: 14 ft 5+1⁄2 in (4.407 m) (tail rotor turning)
- Empty weight: 5,210 lb (2,363 kg)
- Gross weight: 9,039 lb (4,100 kg) (mission weight)
- Max takeoff weight: 9,500 lb (4,309 kg)
- Powerplant: 1 × Lycoming T53-L-13 turboshaft, 1,400 shp (1,000 kW) (limited to 1,100 shp (820 kW) by transmission)
- Main rotor diameter: 48 ft 0 in (14.63 m)
- Main rotor area: 1,809.56 sq ft (168.114 m2)
Performance
- Maximum speed: 127 mph (204 km/h, 110 kn) (at maximum takeoff weight; also Vneat this weight)
- Cruise speed: 127 mph (204 km/h, 110 kn) (at 5,700 ft (1,700 m) at maximum takeoff weight)
- Range: 318 mi (511 km, 276 nmi) (with maximum fuel, no reserves, at sea level)
- Service ceiling: 12,600 ft (3,800 m) (at maximum takeoff weight)
- Rate of climb: 1,600 ft/min (8.1 m/s) at sea level (at maximum takeoff weight)
- Disk loading: 5.25 lb/sq ft (25.6 kg/m2)
- Power/mass: 0.1159 hp/lb (0.1905 kW/kg)
Armament
various including:
- 7.62 mm machine guns
- 2.75 in (70 mm) rocket pods
Notable appearances in media
The image of American troops disembarking from a Huey has become an iconic image of the Vietnam War, and can be seen in many films, video games and television shows on the subject, as well as more modern settings. The UH-1 is seen in many films about the Vietnam War, including The Green Berets, The Deer Hunter, Platoon, Hamburger Hill, Apocalypse Now,[82] Casualties of War, and Born on the Fourth of July. It is prominently featured in We Were Soldiers as the main helicopter used by the Air Cavalry in the Battle of Ia Drang. Author Robert Mason recounts his career as a UH-1 "Slick" pilot in his memoir, Chickenhawk.
The 2002 journey of Huey 091, displayed in the Smithsonian National Museum of American History, is outlined in the 2004 documentary In the Shadow of the Blade.[106]
See also
- Bell Huey family – overview of all models
Related development
Aircraft of comparable role, configuration, and era
Related lists
References
Footnotes
- ^ The total power rating of the T53-L-1A is 860 shp (640 kW). Military engines are often derated to improve reliability of the aircraft powertrain and to provide a temporary period of higher power output without exceeding the limits of the engine.
- ^ The 7 January 1965-edition of Flight International magazine states that the L-11 engine is similar to the L-9 in power, but with a multi-fuel capability.
- ^ Earlier UH-1s had some magnesium components.
- ^ Quote: "The UH-1B was the first helicopter gunship to achieve widespread combat use. It was also the first to carry the name "Cobra"
Citations
- ^ a b "Bell UH-1V 'Huey'". Delaware Valley Historical Aircraft Association. March 2008. Archived from the original on 11 May 2008. Retrieved 25 February 2009.
- ^ a b "Bell UH-1Y pocket guide" (PDF). Bell Helicopter. March 2006. Archived from the original (PDF) on 29 December 2010. Retrieved 20 January 2010.
- ^ a b c Weinert 1991, p. 203.
- ^ a b c d e f g h i j k l Fardink, Paul J. (September–October 2016). "Huey Turns 60: A Retrospective Review of the UH-1's Remarkable Military Service" (PDF). vtol.org.
- ^ Chapman, S. "Up from Kitty Hawk: 1954–63" (PDF). Air Force Magazine, Air Force Association. Archived from the original (PDF) on 24 May 2011. Retrieved 5 October 2008.
- ^ "Aeroengines 1957". Flight. 26 July 1957. Archived from the original on 19 November 2009. Retrieved 10 August 2009.
- ^ ISBN 0-7607-0592-5.[page needed]
- ISBN 978-1-4766-4342-7. Retrieved 23 August 2023.
- ^ a b c d e f g Drendel 1983, pp. 9–21.
- ^ a b Apostolo 1984, pp. 47–48.
- ^ McGowen 2005, p. 100.
- ^ Pattillo 2001, p. 208.
- ^ Dobson, G (7 January 1965). "Helicopter powerplants: The world scene". Flight.
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac Mutza 1986, [page needed].
- ^ "UH-1B Huey". cactusairforce.com. Retrieved 20 January 2023.
- ^ Donald 1997. p. 113.
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{{cite book}}
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