Kaman won a US Air Force contract in 1956 for a Crash/Rescue/Fire-Fighting helicopter. Designated the H-43A the first Huskies were delivered in 1958 and eighteen of these piston-powered helicopters were delivered until 1959 when Kaman switched entirely to turbine power.
Designated the H-43B/HH-43B, the turbine-powered Huskie was built in 1958 and lasted nine years. Powered by a Lycoming T53-L-1B the helicopters continued to be used in the USAF Crash/Rescue role. Later addition of an uprated Lycoming T53-L-11A engine re-designated the helicopter the HH-43F and a total of thirty-seven HH-43Fs were built up to 1968. The Kaman HH-43B set a world's altitude record for helicopters with a flight to 9850m and three world's time-of-climb records to 3000m, 6000m, and 9000m.
P.Allen "The Helicopter", 1996
Charles H. Kaman established the Kaman Aircraft Corporation in December 1945 to manufacture a new helicopter rotor and control system of his own design. Development of the basic intermeshing rotor system and its servo flap control was completed in late 1946 and the first experimental Kaman K-125A helicopter was flown on 15 January 1947. From it was evolved first the K-190, flown in 1948, and then the K-225 three-seat utility helicopter; two examples of the K-225 were acquired by the US Navy in 1950. Used for evaluation purposes, they led to an initial contract for 29 HTK-1 trainers which, in 1962, were redesignated TH-43E. Contemporary with production of the HTK-1, Kaman developed the K-600, ordered for service with the US Marine Corps and US Navy under the respective designations HOK-1 and HUK-1; these were redesignated UH-43C and OH-43D in 1962. Eighteen aircraft similar to the US Navy's HUK-1s were also acquired by the US Air Force under the designation H-43A Huskie.
One HOK-1 was flown as a testbed aircraft with an Avco Lycoming XT53 turboshaft engine, and service testing confirmed the considerable performance improvement offered by this powerplant. This led to the H-43B, first flown on 13 December 1958, which became the major production version of the Huskie with a total of 193 built; of this number 31 were supplied under the US Military Assistance Program to Burma (12), Colombia (6), Morocco (4), Pakistan (6) and Thailand (3). Slightly larger than the earlier H-43A (later HH-43A), the H-43B (later HH-43B) had a cabin seating up to eight passengers and was powered by a 615kW Avco Lycoming T53-L-1B turboshaft engine. Final production version was the HH-43F (40 built for the USAF and 17 for Iran). Generally similar to the HH-43B airframe, except for internal rearrangement to seat 11 passengers, this last version of the Huskie had an 858kW Lycoming T53-L-11A derated to 615kW for improved performance in 'hot-and-high' conditions.
An interesting variant of the Huskie family derived from a conversion of one of the original K-225s. Under US Navy contract, Kaman installed in this aircraft a 130kW Boeing YT50 (Model 502-2) gas-turbine engine. When first flown with this powerplant on 10 December 1951, this was the first helicopter in the world to have its rotors powered by a turbine engine.
D.Donald "The Complete Encyclopedia of World Aircraft", 1997
FACTS AND FIGURES
- Ex-US Huskies have served with the
air forces of Burma, Colombia, Morocco,
Pakistan and Thailand.
- The Huskie established seven world
records using its T53-1 engine.
- The first flight of the prototype in this
series took place on 13 December 1958.
- The USAF received 263 Huskies
(18 H-43As, 203 HH-43Bs and
42 HH-43Fs) between 1958 and 1968.
- The rescue hoist of the Huskie has a
capacity of 272kg for lifting personnel.
- A few civilian Huskies remain in use
undertaking logging operations.
A Navy HOK-1 (later OH-43D) leads a flight of Kaman helicopters - an HTK-1 fitted with floats, the turboshaft-powered K-225, and the second K-225 prototype
A U.S. Air Force HH-43B Huskie practices rescue operations at an air base in South Vietnam during 1966. Note the exhaust pipe projecting over the tail assembly, four tail fins, wheel skids for operation in swamps or marshes, and two men coming aboard via the rescue hoist. The HH-43s were used mainly for base operations and rarely for combat rescues in Vietnam
|Technical data for Kaman H-43F "Huskie"
engine: 1 x Lycoming T53-L-11A turboshaft, rated at 850kW,
rotor diameter: 14.33m,
fuselage length: 7.67m,
take-off weight: 4150kg,
empty weight: 2095kg,
max speed: 193km/h,
cruising speed: 177km/h,
rate of climb: 9.15m/s,
service ceiling: 7010m,
|Cherye L Elliott, e-mail, 01.11.2020||reply|
My Dad, John Elliott worked for Charlie Kaman during the 50's and 60's. We were stationed at Tachikawa AFB in Japan. He spent most of his time with the technical support of the helicopters. When a helicopter had trouble they would call and be hooked up through radio to the men rescuing our soldiers. All they had to do was put their radio near the engine and my Dad could tell you exactly what was wrong by the sound. I am not sure of all the things he did because he wore a custom made suit to work and carried a orange jumpsuit to stay clean. I remember when Mr. Kaman wanted to go to Vietnam to see how his 'investment' was doing, he had to get permission to get into the country from my Dad. Charlie was not amused.
The reason for my post. I have ALL of the training manuals--you name it I have it, for the helicopters until 1965. Is there a museum or ? That would want to have these books?
I am in the process of moving. I am definitely not throwing them away. I will keep them in the family but I thought they may be better off for enthusiasts to enjoy. Thank you.
|Joe daniels, 27.08.2020||reply|
I was !90150 CREW MEMBER at McCord afbShelly's AFB LIbya
|Bud Cochran, e-mail, 20.03.2020||reply|
I got to fly this helicopter at the Indian Springs AFAF. FLEW MISSIONS TO DROP SHAPES for the rocket earth bore program. We dropped shapes from high altitude. I Day we were climbing well and I was ask if I wanted to set an altitude record. I was on height finding radar. I was told I was at 33500 ft. I climbed until the stick was bouncing off the back stop. This is because the nose tuck more the higher you get.
|William Waite, e-mail, 13.03.2018||reply|
I had the pleasure of serving as an on-board fire fighter with Det. 11, 41st ARRW at Kunsan AB, Korea 1969-1970. The rescue and recovery operations we performed were my proudest memories serving in the USAF. My most exciting moment was an emergency water landing (the water was only 2 feet deep) we had to make in a mine field along the base perimeter.
|mark a peck, e-mail, 17.11.2017||reply|
I was a firefighter /rescue at Mcchord Air Force Base
from 1970 to 1974.
|Michael D. Kast, e-mail, 29.06.2017||reply|
'67; Flight Surgeon Assistant, (School of Aerospace Medicine); pcs to; Left seat Huey's in SAC, then pcs to the Husky in 67th ARRS, Det 13, (you crash, we dash), Moron AFB, Spain,(68--70). HEY--Stan Nelson--took over your typewriter desk too, lol). Besides being left seat, and hoist operator on occasions, I truly respected the Fire Fighters on board during such missions. With med-kit, unfolding stretcher, safely behind the FSK, with the 43 above fanning the flames away in our simulated crash drills really gave me an appreciation to the coordination required to safely remove any crew from a burning craft. (HEY Ken Joyce); My pilots were fantastically adept too. One Capt., on an auto-rotation check ride by his Major, managed to set down rather hard on the front starboard wheel, which bounced the craft up, and over starboard 90 degrees. I know this, as, lol, I was just on board for the extra flight hours. Sitting on the bench up against the electronics conduits on the port side, (behind the Major's left seat position), I watched out the open side door at the expansion cracks of the runway magnifying towards me. (Think 'cross-hairs'. My last thought was; "...this is it".., but the Captain righted the craft back upright 90 degrees to a soft 4 wheeled landing. Base Ops said that our starboard blades missed the concrete by ONE, (1) foot. 'Twas a miracle. How in the world was that possible. We were safe on the ground. I unbuckled, got out, and actually kissed the ground. Never asked how the Pilot managed that landing. Sure would like to know though..! Our 130 Hercule crews were great when we loaded one of our two 43B's on board for deployment to Carbide Ice, Reforger 1. One thing best was the fact that the chopper mechanics are the unsung heros for keeping us crew members alive with always one brand new craft sitting, and charging on the ready pad, whilst they went through the other. Seems they were on a two week rotation. Pedro; "Where Ever Needed".
HEY RUSKIES.., GET OVER IT. Cosmic oriented economics is better than war oriented economics.., da?
|Stan Nelson, e-mail, 16.06.2017||reply|
Assigned to LBRs 1965 to 1969 on HH-43Bs. I was at Moron AB, Spain when the B-52 collided with a KC-135 over Palomares on the SE coast of Spain. We operated out of San Javier, Spain which was 90 nm northeast of Palomares. Our H-43 were initially used to recover the H bomb remains and later supported search and recovery of the 4th H bomb that drifted off into the Mediterranean. We operated on the search and recovery from Jan 66 to April 66. One of our tasks was to sling load pallets of K rations fro San Javier to Palomares. Some days we would fly 3 sling loads a day. We were doing so many sling loads that I coordinated with the truck driver who had to load the K rations onto his truck by hand. I told him if he would park his truck into the wind, that we would drop the pallets of K rations onto the truck bed for him to make his job easier. When we came in with the next load, the truck was into the wind and we placed the pallet in the middle of the truck bed. After that, we placed all the pallet loads on the truck bed. It sure lightened his work load. While supporting the bomb recovery, we also had to recover the remains of of a C-124 crew that crashed into an 11K mountain near Granada, Spain. It was a busy start for 1966.
|timothy gerhard, e-mail, 15.06.2017||reply|
I CAME ACROSS TWO FRAMED PHOTO,S WITH SIGNATURES OF DET 5 39 ARRWG TYNDALL AFB FLA WOULD LOVE TO DONATE OR GIVE TO A MEMBER OF THAT GROUP WHO MAY STILL BE ALIVE PLEASE CONTACT ME
|John Reilly, e-mail, 12.06.2017||reply|
I worked on these at Sheppard AFB in 1969 /70. They trained the Pilot's and the Fire Fighters. I was the Hoist Operator as well. It was a good ship.
|Ronald Bryant, e-mail, 28.11.2016||reply|
Served as aeromedical tech in HH43B for 2 years at Hahn AFB Germany from 1968 to 1970. Great cerew and experience. If you were there please contact me VI's email.
|firstname.lastname@example.org, e-mail, 21.11.2016||reply|
I served with the Navy Mobile Riverine Force - Task Force 117. During my one year tour I only saw one Huskie helo. I will never forget the "swish-swish" sound of the blades. We got ambushed way down south. O'Briant was wounded for the 3rd time. The helo arrived and when it lifted off with the wounded it was hit by ground fire. RM3 O'Briant was wounded a 4th time. I then went to the Naval Communications Station, Guam. O'Briant was there awaiting my arrival with his Purple Heart with (3) large gold stars. The other guys would ask me if I got wounded. I'd tell them "No, O'Briant got mine too!" I took a photo of that Huskie with Purple Smoke. - RM2 Michael A. Harris
|Jerry VanGrunsven, e-mail, 15.11.2016||reply|
Saw post 01-03-16 from Larry Parker (Last active H-43A pilot, early 1980's) I flew the A model during 1971-1972 in Washington State, fire fighting and fertilizer application. Good helicopter for it time. Would like to contact Mr Parker
|Curt Folska, e-mail, 09.11.2016||reply|
Looking for anyone assigned to Det4,Korat RTAFB 69-70. I
attended PACAF jungle survival school in Nov 69 with a firefighter but can't locate him.
|Jim Johnson, e-mail, 04.09.2016||reply|
I was a flying crewchief on a unit at Stead AFB, later transferred to Sheppard AFB. 63-67. Great helicopter, had great experience working on this aircraft. Would like someone with knowledge to let me know about a crash killing the pilot, student and the airman getting flight time in 1965.
I think i also knew a W. Bilyk.
|Fred Rossetti, e-mail, 24.07.2016||reply|
I have only the memories and black and white pictures of the HH-43 . Pop's spoke very highly of this helicopter. He was stationed in Bein Hoa as fireman on the HH-43. He sure had some stories to tell . I found some models of it in a hobby shop one day and thought I would build one for him and one for me . Bad mistake! He told me the colors were were all wrong and they had removed the back doors and several other issues . I told him if he could do better have at it . Good thing I purchased the last 4 the shop had . He put his kit together and told me all about it as he was building it . We shared many beers and a wealth of history while doing so . Thinking back on that time we shared , I was so happy I goofed up his kit . I later found out he had my kit in his office beside his and he enjoyed both .
Thank's to all who served . Pop's fought his last battle to cancer in 2010 .
|Mike pettibone, e-mail, 23.03.2016||reply|
for Robert turner. I was at Ie Shima Okinawa from 66 to 67. Was a detachment of Kadena. You guys would bring out pilots for our spotting towers. You would land on our ball field in front of our compound. We had 5 firefighters stationed there. One old 530-B pumper and a jeep.
|Robert Turner, e-mail, 21.03.2016||reply|
I attended HH-43-B rescue school at Stead AFB, NV in 1963, while assigned to Webb AFB, Texas I was later assigned to Kadena AB Okinawa from 1964-1969 and was Firefighter instructor /flight examiner. My last three years on Pedro was at England AFB from 1969-1972 Went back to the Fire school at Good fellow AFB to visit and they have one on display. Lots of fond memories.
|Robert Eanes, e-mail, 04.03.2016||reply|
For Jack Douglas--
Mr. Douglas, please call me AYC at (804)748-1577, as I was at Dow AFB, Bangor, Maine at the same time you were. Would love to hear from you. Thanks, Robert Eanes
|larry parker, e-mail, 01.03.2016||reply|
I believe I was the last active H-43A pilot with the 1340 piston eng. On fire contract in eastern N.C. working for hawkins & powers out of WY.in the spring of 1980.
|Jack Douglas, e-mail, 02.02.2016||reply|
I flew with Det. 42 (later Det 2) Eastern Air Rescue in the HH-43B during 1962 to 1964 at Dow AFB, Maine. We did the crash recovery after a B-52D from Westover AFB, Mass. went down near Elephant Mountain, Maine in January 1963 (alongside a brand new HSS-2 (Sea King from Otis AFB, MA) and later an F-101B crash at Pasadumkeg, Maine. One of our two HH-43B's was numbered 17555 (triple nickle). I'd love to hear from anybody who flew with us during that time.
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