Back Bell Model 205 / UH-1 "Iroquois"
1961

Bell 205

Although basically similar to the earlier Model 204, the Model 205 introduced a longer fuselage, increased cabin space to accommodate a much larger number of passengers, and other changes. The military version of the Model 205 retains the Iroquois name, while the commercial utility version is designated Model 205A-1.

The initial production version for the US Army was the UH-1D powered by an 1100shp Lycoming T53-L-11 turboshaft engine, driving a 14.63m rotor. Accommodation provided for a pilot and 14 troops, or six stretchers and a medical attendant, or 1815kg of cargo. The first YUH-1D flew on 16 August 1961 and delivery to Army units began two years later. A further 352 UH-1Ds were built subsequently under licence in Germany for the German Army and Air Force. The UH-1D was followed into production by the UH-1H powered by an 1400shp T53-L-13 engine. By 1976 1242 had been built, including nine for the RNZAF. Production continues to meet export orders. A further 118 were built under licence in the Republic of China. Originally designated CUH-1H, ten similar helicopters were acquired for the Mobile Command, Canadian Armed Forces; subsequently redesignated CH-118. The designation HH-1H applies to 30 USAF helicopters (similar to UH-1H) for local base rescue.

The commercial Model 205A-1 is a 15-seat utility helicopter developed from the UH-1H, with a T5313B engine derated to 1250shp. It is designed for rapid conversion for alternative air freight, flying crane, ambulance, rescue and executive roles. External load capacity in the flying crane role is 2268kg. It is also licence-built by Agusta-BelI.

M.Taylor "Jane's Encyclopedia of Aviation", 1989

Bell Model 205 / UH-1 "Iroquois"

The undoubted success of the Bell UH-1A/B Iroquois gave convincing proof that there was little wrong with the basic design of this utility helicopter. As detailed in the Model 204 entry, the UH-1A/B was developed continuously for differing roles and with progressively more powerful engines.

In early 1960 Bell proposed an improved version of the Model 204 design with a longer fuselage, plus additional cabin space resulting from relocation of the fuel cells, thus providing accommodation for a pilot and 14 troops, or space for six stretchers, or up to 1814kg of freight. In July 1960, therefore, the US Army awarded Bell a contract for the supply of seven of these new helicopters for service tests, these having the US Army designation YUH-1D and being identified by the manufacturer as the Bell Model 205. The first of these flew on 16 August 1961, and following successful flight trials was ordered into production for the US Army, the first UH-1D being delivered to the 11th Air Assault Division at Fort Benning, Georgia, on 9 August 1963. The powerplant of these initial aircraft was the 820kW Avco Lycoming T53-L-11 turboshaft, and the standard fuel storage of 832 litres could be supplemented by two internal auxiliary fuel tanks to give a maximum overload capacity of 1968 litres of fuel. Large-scale production of the UH-1D followed for the US Army, as well as for the armed forces of other nations, and 352 were built under licence by Dornier in West Germany for service with the German army and air force.

The UH-1D was followed into production, by the more or less identical UH-1H which differed, however, in the use of the more powerful 1044kW Avco Lycoming T53-L-13 turboshaft engine. Delivery of the UH-1 H to the US Army began in September 1967, and this variant proved to be the final production version.

The UH-1H was built extensively for the US Army, nine were supplied to the RNZAF, and under the terms of licence agreement which was negotiated in 1969, the Republic of China (Taiwan) produced a total of 118 of these aircraft for service with the Nationalist Chinese army. Variants of the UH-1H include the CH-118 (originally CUH-1H) built by Bell for the Canadian Armed Force's Mobile Command, with the first of 10 being delivered on 6 March 1968; and the HH-1H local base rescue helicopter of which 30 were ordered for the USAF on 4 November 1970, deliveries being completed during 1973.

The UH-1D/H was employed extensively on a very wide range of duties in South East Asia, and was regarded by many as the workhorse helicopter par excellence in Vietnam. In particular, the type played a major role in special warfare operations in Laos, Cambodia, and in some of the remote areas of South Vietnam, and USAF historians have commented that in this latter theatre of operations nearly all battlefield casualties were evacuated by UH-1 helicopters.

Since that time, a small number of UH-1Hs have been selected to fulfill an electronic counter-measures role under the designation EH-1H, and examples with advanced systems were being delivered from 1981. Under the US Army's Stand-Off Target Acquisition System (SOTAS) programme, four UH-1Hs were modified for evaluation. Their role was to obtain radar data of battlefield movements, relaying them to commanders on the ground and providing real-time information on the tactical situation.

However, the US Army intends to retain the basic UH-1H in large-scale service until the beginning of the 21st century, for deployment in roles that include command and control, electronic warfare, medical evacuation, minefield emplacement, resupply, and troop transport. In order to make this plan possible, the existing fleet of UH-1Hs is the subject of a major product improvement programme which adds advanced avionics and equipment to give these helicopters the necessary capabilities and extended life.

Bell also produces a commercial version of the UH-1H under the designation Model 205A-1. It is powered by a 1044kW Avco Lycoming T5313B turboshaft, derated to 932kW. Normal fuel capacity of the Model 205A-1 is 814 litres, with an optional fuel capacity of 1495 litres. Because it is intended for a wide range of users, special attention has been given to interior design to permit quick conversion for air freight, ambulance, executive, flying crane and search roles. Maximum accommodation is for a pilot and 14 passengers.

Agusta in Italy also builds the Model 205 under licence with the designation AB 205A-1, this being virtually the same as the Bell production model. Customers have included the Italian armed forces, as well as those of several other countries. In Japan the Fuji-Bell Model 205A-1 is available.

D.Donald "The Complete Encyclopedia of World Aircraft", 1997

Although basically similar to the earlier Model 204, the Model 205 introduced a longer fuselage, increased cabin space to accommodate more passengers as well as other changes.

VERSIONS

CH-118: Similar to UH-1H, for Mobile Command, Canadian Forces. First of 10 delivered on 6 March 1968. Originally designated CUH-1H.

EH-1H: Electronic countermeasures configuration, with the Quick Fix I airborne communications interception, emitter locating and jamming system, including an AN/APR-39(V)2 radar warning receiver, XM130 chaff/flare dispenser and AN/ALQ-144 infra-red jammer. The FY81 budget added US$5.1 million to convert initial Quick Fix IA systems in the EH-1H to Phase IB configuration, plus survivability equipment to protect the aircraft against known and postulated threats, including hot metal/plume suppression. However, the Quick Fix mission has been taken over by the much larger Sikorsky EH-60A version of the Black Hawk utility transport helicopter.

HH-1H: It was announced on 4 November 1970 that a fixed price contract worth more than US$9.5 million had been received from the USAF for 30 HH-1H aircraft (generally similar to the UH-1H) for use as local base rescue helicopters. Deliveries were completed during 1973.

UH-1D: This US Army version of the Model 205 Iroquois has an 820kW Lycoming T53-L-11 turboshaft, 14.63m rotor, normal fuel capacity of 832 litres and overload capacity of 1,968 litres. Relocation of the fuel cells increased cabin space to 6.23m3, providing sufficient room for a pilot and 12 troops, or six litters and a medical attendant, or 1,815kg of freight. A contract for a service test batch of seven YUH-1Ds was announced in July 1960 and was followed by further very large production orders from the US Army and from many other nations of the non-Communist world. First YUH-1D flew on 16 August 1961 and delivery to US Army field units began on 9 August 1963. The UH-1D was superseded in production for the US Army by the UH-1H, but 352 UH-1Ds were built subsequently under licence in Germany for the German Army and Air Force. Prime contractor was Dornier.

UH-1H: Following replacement of the original T53-L-11 turboshaft by the 1,044kW T53-L-13, the version of the Model 205 for the US Army was designated UH-1H. Deliveries of an initial series of 319 aircraft for the US Army began in September 1967. Another 914 ordered subsequently in several batches, with delivery extending into 1976. Under a licensing agreement concluded in 1969, the Republic of China produced UH-1Hs for the Nationalist Chinese Army, with much of the manufacturing and assembly process carried out at Taichung, Taiwan. Total procurement 118.

UH-1V: Approximately 220 UH-1Hs converted by US Army as a medevac version. Avionics and equipment in this version include a radio altimeter, AEL AN/ARN-124 DME, glide slope and rescue hoist.

The 7,000th Model 205/205A helicopter was completed in 1973.

AB 205A: Agusta-built version of the Bell 205 UH-1D. Also built in Germany by Dornier.

Model 205A-1: Civil and export designation of UH-1H. Also built in Italy by Agusta, Japan by Fuji and Taiwan by AIDC. First flight 22 March 1967; FAA certification 25 October 1968. A total of 332 produced by Bell at Fort Worth, Texas between 1968 and 1980.

AB 205A-1: Agusta-built Bell Model 205A-1 (UH-1H).

US Army: The US Army plans to retain at least 2,700 improved UH-1Hs in service beyond 2000 to perform such operations as resupply, troop transport, command and control, electronic warfare, medical evacuation and minefield emplacement. To make such a plan realistic, a product improvement programme for the army's UH-1H fleet introduced improved or new avionics and equipment including an AN/ALQ-144 infra-red jammer, AN/APN-209 radar altimeter, AN/APR-39 radar warning receiver, AN/ARC-164 UHF/AM radio, AN/ARN-124 DME, XM130 chaff/flare dispenser, NOE communications (FM/HF), communications security, infra-red suppressor (hot metal and plume), altimeter lighting (5V), crashworthy auxiliary fuel system, closed-circuit refuelling, fuel tank vent, improved main input drive shaft and main rotor mast plug. In addition, it is planned to introduce, as a minimum, new composite main rotor blades; improved stabiliser bar, tail rotor hub and servo cylinders; a split engine deck, and improved oil filtration; a night vision compatible cockpit; built-in Vibrex connections; an improved AN/ASN-43 gyromagnetic compass; and Doppler navigation.

A US Army Request for Proposal for composite main rotor blades for the UH-1H was issued on 16 November 1981. The army's schedule called for a qualified blade to be ready for production after 32 months. Procurement of 6,000 blades was anticipated in 1985-89, at a cost of US$20,000 or less per blade in FY81. Bell tendered a joint proposal with Boeing, and this team was awarded a US$19 million development contract during 1982 by the US Army Aviation Research and Development Command. Bell designed the composite blade for the UH-1H, but both companies fabricated test blades and supported laboratory and flight testing to ensure compliance with army requirements. The composite rotor blades provide a 6% improvement in the UH-1H's hovering capability and a 5 to 8 per cent reduction in fuel flow in forward flight. Bell provided manufacturing tools and fixtures and transferred specific manufacturing knowledge to Boeing, so that both companies were equally capable and qualified to manufacture production blades, for which contracts are expected to exceed US$100 million. The first flight of the composite rotor blades on a UH-1H took place in early 1985. Production deliveries began in January 1988.

The following description refers specifically to the military UH-1H:

DESIGN FEATURES: Two-blade semi-rigid main rotor. Stabilising bar above and at right angles to main rotor blades. Underslung feathering axis head. Two-blade all-metal tail rotor. Shaft drive to both main and tail rotor. Transmission rating 820kW. Main rotor rpm 294 to 324.

FLYING CONTROLS: Small synchronised elevator on rear fuselage is connected to the cyclic control to increase allowable CG travel.

STRUCTURE: Interchangeable main blades built up of extruded aluminium spars and laminates. Tail rotor blades of honeycomb construction. Blades do not fold. The fuselage is a conventional all-metal semi-monocoque structure.

LANDING GEAR: Tubular skid type. Lock-on ground handling wheels and inflated nylon float bags available.

POWER PLANT: One 1,044kW Textron Lycoming T53-L-13 turboshaft, mounted aft of the transmission on top of the fuselage and enclosed in cowlings. Five interconnected rubber fuel cells, total capacity 844 litres, of which 799 litres are usable. Overload fuel capacity of 1,935 litres usable, obtained by installation of kit comprising two 568 litre internal auxiliary fuel tanks interconnected with the basic fuel system.

ACCOMMODATION: Pilot and 11 to 14 troops, or six litters and a medical attendant, or 1,759kg of freight. Crew doors open forward and are jettisonable. Two doors on each side of cargo compartment; front door is hinged to open forward and is removable, rear door slides aft. Forced air ventilation system.

AVIONICS AND EQUIPMENT: FM, UHF, VHF radio sets, IFF transponder, Gyromatic compass system, direction-finder set, VOR receiver and intercom standard. Optional nav/com systems. Standard equipment includes bleed air heater and defroster, comprehensive range of engine and flight instruments, power plant fire detection system, 30V 300A DC starter/generator, navigation, landing and anti-collision lights, controllable searchlight, hydraulically boosted controls. Optional equipment includes external cargo hook, auxiliary fuel tanks, rescue hoist, 150,000 Btu muff heater.

Jane's Helicopter Markets and Systems

*     *     *

FACTS AND FIGURES

- The original Huey, a Bell 204, flew for the first time in 1956.

- The 'Huey' nickname comes from the original U.S. Army HU-1 designation.


Technical data for Bell Model 205/UH-1H

Engine: 1 x Avco Lycoming T53-L-13 turboshaft, rated at 1044kW, main rotor diameter: 14.63m, length with rotors turning: 17.62m, take-off weight: 4309kg, empty weight: 2363kg, max speed: 204km/h, rate of climb: 9.15m/s, service ceiling: 3840m, range with max fuel: 510km

Comments1-20 21-40 41-60
ed martis, e-mail, 14.06.2017reply

I was at the USAF Base
Davis-Monthan, Tucson,AZ; about a year ago and saw about 30 ea plus UH-1H's lined up in a straight line--Also; I have a contact at the NASA Federal Airfield, Mt. View. CA. (near to San Jose,CA)----The NASA Moffet Field Museum can get anything they want---That 'museum' has Cobra AH-1 / F-104's / U-2 etc----- NAS Moffet Field is a former P-3 Orion airfield---call me if you need a UH-1H via NASA and I will see what I can do...My tel. is # 650-968-2782 (Mt. View, CA )just south of San Francisco---

Owen, e-mail, 13.09.2016reply

A friend of mine was killed while out on a mission in Vietnam due to engine failure and the helicopter crashing. Sparks were initially seen coming out of the tailpipe before the engine failed. The pilot said they had been having vibration problem with Huey engines in Nam. Anyone aware of these issues?

Larry Wade, e-mail, 08.09.2014reply

I am with the Liberty War Birds and we are looking for an army uh1h huey to restore and fly in Pa. We are a nonprofit and want to take this aircraft to different veterans events through out the state. We have the vietnam piolets hanger repairman but no huey and not a lot of money. We were trying to get an army surplus one but have hit dead ends. We are getting donations but a long way from the money we need. Can anyone help? Check us out on facebook under liberty war birds. Thank you for all your time.

Thomas, e-mail, 31.10.2014reply

I am interested in buying UH-1 tail rotor assembly or tail rotor and blade grip. Any condition.

Brad, e-mail, 04.08.2010reply

Tossing it out there. I have a crate of "timed out" UH-1 rotor grips. I would like to sell them on eBay but was wondering if any of these parts could be researched via their part /sericl number data plates? My thought would be to connect these parts to a ship that possibly someone could have flown missions on. Thanks B

Tony P, e-mail, 13.12.2010reply

I have about 1000 hours in D and H model Hueys...no combat..stateside flying..I never knew what a Caddilac that helicopter was until I flew jet Ranger..I'd love to locate a Huey flight operation so I might get some stick time and refresh my memory of what a beautiful helicopter the huey is..I have many hours of flight time from big jets to the smallest piston airplane..are there any Huey operators in the eastern US?

Don Turner, e-mail, 19.03.2011reply

Just completing 45years of "HUEY" maintenance and loved every day. Never found a better toy to work on

fred, e-mail, 15.06.2010reply

I NEED TO ONE COPY OF SERVICE BULLETIN NO.95-12 FOR T53-L-13B ENGINE PLEASE.

Gary Quigg, e-mail, 06.03.2013reply

I am an archaeologist working on Eglin AFB. My most recent task is to identify what appears to be the crash site of a UH-1D or H model. Less than 5% of the aircraft remains on site, having been salvaged out years ago. Unfortunately, after intense examination of the surface of the site, I could not find a manufacturer data plate or any other source of even a partial serial number. The site is within one half mile of the US Army Ranger training facility on Eglin, so it is most likely related to operations there. If anyone has any information on this site, or ideas for lines of inquiry I might pursue without having a serial number, I would appreciate an email. I have already contacted the Army Aviation Museum, Fort Rucker and Fort Benning. Thank you.

KHALID, e-mail, 04.10.2011reply

hello,
I want to ask about the modeles which comes after bell205.I mean what the name of helicopter comes after 205?
THANKS

Paul A, e-mail, 02.10.2011reply

The UH-1B huey is /was the helicopter version of the DC-3, a fantastic aircraft, a credit to the designers,builders and those that flew them and in them.
I am retired and one of my hobbies (besides fishing) is RC model building of UH models, I am trying to find out when or on which models the tail rotor was change from left to right or right to left as I am at that stage of construction, I have searched the web with no luck.
Cheers, Paul A.

Khaliq Khan, e-mail, 13.02.2012reply

I m an ex military pilot and flew UH-1H for 800 hours. I loved this machine and shall love to fly it again whenever I get a chance in my life.

k. benson, e-mail, 15.02.2012reply

I have a complete tail rotor assy from a uh1-h given to me as adeparting gift in 1979 from my last command in fort bragg nc....I am looking to sell it,,,if you have intrest send me an e-mail Thx...

Tony P, e-mail, 02.03.2012reply

Love flying the Huey..all models from B to M...I never appreciated what a Caddy it was until I flew a Jet Ranger a few years ago.. last time I flew a Huey was a civilian A model, a cranberry hauler, up in MA...that was over 15 years ago.. the last time I flew an H model in the Army Guard was about 1981! I really missed the nice solid feel of that H model..plenty of power...solid..yeah..I'd love to get some stick time in one today...just for the memories.. Tony P

Joe M, e-mail, 28.05.2014reply

Looking for the serial number of the oldest production line D model Huey. should be something like 622106...does anyone know if that aircraft still exists. Someone said the oldest D model is in the museum at Ft. Rucker?

Rick Miller, e-mail, 30.04.2012reply

I was a crewchief on a UH-1H number 67-17700, 67 was the year she was released from production. I crewed her for over 20 months in Vietnam and Laos during Lam Son 719. She was a great helicopter and got us out of many bad situations from anti-aircraft fire in Laos to 50 cal hitting her many times. I flew alot of snifer missions and loved every one I ever did in Vietnam. On one mission into Laos we were flying high on the northern route when I noticed a shining object that appeared to be coming up toward our slick platoon. I told my Aircraft Commander Capt. John Loeffer that it looks like a missle maybe? The shining object started to take on the appearance of a large pencil and I told John that it looks like a Sam maybe. He told me to watch it and let him know if it got closer to my "Slick". I informed him then that the missle had gotten very large now and told him it was at 7 O'clock low postion now and coming up fast. John looked out this time and said it's a Sam Missle Rick and quickly informed our CO Major Newman. Jim told him to break away now. I told John that the missle was now huge and was turning at attitude toward us. Rick, will "Gunky" restart if I shut down the engine? Capt. Leoffler I think she will. Rick I need to know and then I interrupted him again to tell him the Sam Missle had now turned and was heading straight at us. I told John to shut her down now and he did so along with a steep spiral nose dive. Bob Pierce my doorgunner then informed me that it was heading toward us still. We f;ew thru anti-aircraft fire and restated and pulled out at around 2000 ft AGL.

I have no idea on whatever happened to 67-17700 but years ago another aircraft commander who flew with me alot Doug Brinker said he was almost certain that he had seen "Gunky" sitting on the tarmac at a airport in California.

I was assigned to C Troop 2nd 17th Calvary Regiment 101st Airborne Division in Vietnam.

I would love to know whatever for sure happened to her, she was a great helicopter and I knew every noise and what that noise was.

A Great contribution by Bell Helicopter in Fort Worth, Tx to the United States Cavalry and what an honor it was to have been the longest serving crewchief of Gunky.

Joe, e-mail, 10.05.2012reply

Can anyone kindly advise me that in the UH 1 J model if the gyro was vacumm powered and how was the altimiter powered? 35 plus years ago I worked at US Navy AUTEC Andros, Is. Bahama as a diver when with a torpedo hanging under us and we were is basically zero zero vis when we lost our gyro at the same time our magnetic compass started to slowly rotate counter clockwise and the same time we lost all comms.

Bill Molloy, e-mail, 23.10.2012reply

looking for incident reports for TN 15076, a C converted to an M. Plenty of data when a C with 191st ahc. No incident data available after returning to 'Nam with 134th following retrofit. Please help if you can!

fred, e-mail, 24.05.2010reply

whats the different between JET A-1 and JP-4 fuels for AB 205 HELICOPTER WITH T53-L-13B engine

fred, e-mail, 24.05.2010reply

whats the different between JET A-1 and JP-4 fuels for AB 205 HELICOPTER WITH T53-L-13B engine

1-20 21-40 41-60
Do you have any comments ?

Name   E-mail


Virtual Aircraft Museum


All the World's Rotorcraft


Back AVIATION TOP 100 - www.avitop.com Avitop.com