Main Menu

Bell 204
Bell 205
Bell 212 HueyTug
Agusta-Bell AB.204
Agusta-Bell AB.205
UH-1 Iroquois

Bell 204
In 1955 the US Army initiated a design competition to speed the procurement of a new helicopter suitable for casualty evacuation, instrument training, and general utility duties. In June 1955 the US Army selected the Bell Helicopter Company's proposal, this having the company designation Bell Model 204. The new helicopter was known initially to the US Army as the H-40, changed to HU-1 when it entered service, and given the name Iroquois. It was also the first of the 'Hueys', a nickname evolved from the HU-1 designation which, in 1962, was altered to UH-1 under the tri-service rationalisation scheme.
The US Army's first order was for three prototypes for testing, under the designation XH-40, the type having the H-40 designation allocated to it at that time to identify it in the USAF helicopter category. The first of these prototypes made its first flight on 22 October 1956, and these were used by Bell for test and development. Just before the first flight, six examples of the pre-production YH-40 were ordered, all being delivered by August 1958. The YH-40 evaluation aircraft were essentially the same as the XH-40 prototypes but had their cabin space extended a full 12-inches. One remained with Bell, but the remainder were distributed one each to Eglin AFB and Edwards AFB, and three to Fort Rucker, for trials. Duly ordered into production, nine of the definitive pre-production HU-1A were delivered on 30 June 1959, and were followed into service by 74 production examples, of which 14 went to the Army Aviation School at San Diego. The latter aircraft had dual controls and were used as instrument trainers. First major use overseas was with the 55th Aviation Company in Korea, and HU-1As were among the first US Army helicopters to operate in Vietnam. The 57th Medical Detachment would be the first in Vietnam beginning in March 1962. In all, over 3,300 UH-1 Hueys were lost in Vietnam, from a total of over 5,000 introduced to the region.
The Model 204 had a stabilising bar above and at right angles to the two blades of the main rotor, and also had a small elevator surfaces attached to the rear fuselage. Tubular skid-type landing gear was ideal for utility operations and accommodation was provided for a crew of two and six passengers or two stretchers. Powerplant consisted of a 522kW Avco Lycoming T53-L-1A turboshaft, and this made the Model 204 the first turbine-powered aircraft, rotary- or fixed-wing, to be ordered by the US Army.
In this HU-1 a series of seven speed, distance and rate of climb records was set up in July 1960. The best speed was 158.05 mph and the time to climb to 9843 ft was 3 min 22.4 sec.


Production totalled 182 HU-1A / UH-1A's. These were followed by four YUH-1B prototypes leading up to the UH-1B production model, of which more than 700 were built, essentially being "improved" A-models. Early production HU-1B having the 716kW Avco Lycoming T53-L-5 engine, and late production models the 820kW T53-L-11 engine. Other improvements in the HU-1B included redesigned main rotor blades, and an enlarged cabin to accommodate a crew of two, plus seven passengers or three stretchers.

In 1963 the USAF first ordered the Iroquois. Twenty-five were ordered for delivery beginning March 1064 to be used by SAC to transport personnel and supplies to remote Minuteman missile sites. The USAF UH-1F have 48 ft rotor, four feet longer than UH-1D, and 1250 hp GE T58/8B engine instead of Lycoming T53/9 of 1100 hp. They can lift one ton payload or pilot and 10 passengers. The DoD had transferred responsibility for military Iroquois procurement from the USAF to the Army. About 70 UH-1’s were being produced each month for US military services.


In the autumn of 1965 the UH-1B was superseded in production by the UH-1C, which had an improved 'door-hinge' rotor with wide-chord blades, this new main rotor conferring some increase in speed and improved manoeuvrability. 767 were built.
A few UH-1As operating in Vietnam were equipped with rocket packs and two 7.62mm machine-guns for use in a close-support role, and the success of these resulted in many UH-1Bs serving in a similar capacity, armed mainly with four side-mounted 7.62mm machine-guns, or two similarly-mounted packs, each containing 24 rockets. Other military versions of the Model 204 include the UH-1E for the US Marine Corps (generally similar to the UH-1B, but equipped with a personnel hoist, rotor brake and special avionics). The first being delivered to the Marine Air Group 26 on 21 February 1964, and from October 1965 Bell's new 'door-hinge' rotor being fitted to production aircraft; the UH-1F for the USAF, generally similar to the UH-1B but with a 962kW General Electric T58-GE-3 turboshaft, increased diameter rotor, and able to accommodate a pilot and 10 passengers; a similar TH-1F training version of the above, for the USAF; the HH-1K SAR version for the US Navy, similar to the UH-1E but with 1044kW T53-L-13 engine; TH-1L and UH-1L training and utility versions respectively of the UH-1E with T53-L-13 engine; and three of the UH-1M with night sensor equipment for evaluation by the US Army.
The Model 204B was built in small numbers by Bell, for civil use and military export. Generally similar to the UH-1B, these were of 10-seat capacity, had the larger diameter rotors of the UH-1F, and the T53-L-11 engine. Model 204Bs and UH-1s have been built by Fuji in Japan, under sub-licence from Mitsubishi, and in 1967 this company introduced the Fuji-Bell 204B-2, which differs from the Model 204B by having a more powerful engine and a tractor tail rotor.
The Australian Navy bought six UH-1Bs in 1964 to replace Bristol Sycamore for air-sea rescue.
 As part of the US Army’s high-speed helicopter research program, in 1964 a Bell YUH-1B was modified with adjustable stub wings to unload the main rotor. Powered by a 1100 hp T53 and two 630 lb thrust turbojets mounted along the fuselage, it was able to reach 222 mph.


 The Italian company Costruzione Aeronautiche Giovanni Agusta built large numbers of the Model 204 under the designation Agusta AB.204 for many customers, some of them (including the Swedish navy version) being powered by a Rolls-Royce Gnome turboshaft in place of the usual T53. Production switched from the AB.204 in 1966 to the larger multi-role AB.205.





The commercial Model 204B features  a two-blade all-metal semi-rigid main rotor with interchangeable blades. Usual Bell stabilising bar above and at right angles to main rotor blades. Underslung feathering axis hub. Two-blade all-metal tail rotor of honeycomb construction. Blades do not fold. Shaft-drive to both main and tail rotors. Main rotor rpm 295 to 324 (294 to 317 in UH-1F only). The main blades built up of extruded aluminium spars and laminates. Blade chord 53.3cm. All-metal tail rotor blades. The fuselage is a conventional all-metal semi-monocoque structure. A small synchronised elevator on rear fuselage is connected to the cyclic control to increase allowable CG travel.


Bell 205A-1


The landing gear is a tubular skid type, with lock-on ground handling wheels available. The 204B is powered by one 820kW Lycoming T5309A turboshaft engine mounted above fuselage aft of cabin. Two fuel tanks on CG, immediately aft of cabin, have a total capacity 916 litres.
The cabin holds a crew of two side by side, with dual controls. Standard model has bench seats for eight passengers, three abreast in centre row and five abreast in rear row. Optional layouts include individual chairs with tip-up seats or special interiors to customer's requirements, with optional settee, cabinet, writing table and glass-panelled dividing wall between crew and passenger compartments.
Two doors on each side, front one hinged to open forward, rear one sliding aft. Compartment for 182kg of baggage. Passenger seats removable to provide 3.96cu.m of accessible cargo space for loads of up to 1,360kg weight. Forced air ventilation system.
Standard equipment includes hydraulic power boost on cyclic, collective and tail rotor flying controls. Optional equipment includes full all-weather flight instrumentation, multichannel select VHF transceivers, visual omni-range and ILS course indicator with heading and glide slope presentation, ADF, VHF marker beacon receivers, Sperry C-4 navigation compass, Lear VGI 5 in all-attitude flight indicator, and external sling for 1,820kg of freight.
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 (1100shp) 820kW Avco Lycoming T53-L-11 turboshaft, driving a 14.63m rotor, 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. Accommodation provided for a pilot and 14 troops, or six stretchers and a medical attendant, or 1815kg of cargo. 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 USMC UH-1E was based on the UH-1B and UH-1C models. 192 of this type were built.
The USAF UH-1F were based on the UH-1B and UH-1C models, using of General Electric T-58-GE-3 turboshaft engines of 1,325shp. 120 total examples of these Hueys were produced.
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 (1400shp) 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. By 1976 1242 UH-1H had been built.
UH-1H NZ3801 RNZAF No.3 Sqn


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.
Specifically the military UH-1H features a 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.

A small synchronised elevator on rear fuselage is connected to the cyclic control to increase allowable CG travel. The interchangeable main blades are 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.

The landing gear is tubular skid type. Lock-on ground handling wheels and inflated nylon float bags available.

Powered by 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.

The UH-1H seats a 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.

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.

Bell also produces a commercial version of the UH-1H under the designation Model 205A-1. It is powered by a 1044kW (1250shp) 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. External load capacity in the flying crane role is 2268kg. Maximum accommodation is for a pilot and 14 passengers.

5,435 UH-1H were built and featured an improved Lycoming T-53-L-13B turboshaft engine of 1,400shp.

The USN utilized the purpose-built HH-1K (based on the Bell Model 204) for Search and Rescue duties. The UH-1M was a dedicated gunship model fitted with the Lycoming T-53-L-13 engine of 1,400shp.

Built by Agusta under license from Bell, the AB.205 is a direct counterpart of the UH-1H Iroquois (Model 205) military helicopter. Production switched from the AB.204 in 1966 to the larger multi-role AB.205. In its basic form, the AB.205 is similar to the US Army’s UH-1D and UH-1H, but can be configured for specialist roles such as SAR with a door-mounted rescue hoist. The AB.205 is equipped for all-weather operation in its military utility role, and can be fitted with protective armor as well as any of several armament kits. In l969 Agusta started licensed production of the Model 205A-1 civil version as the AB.205A-1 and, like its American counterpart, this is powered by the 1,400-shp (l,044-kW) T53 13B civil version of the military turboshaft derated, in this application, to 1,250 shp (932 kW). Production of the AB.205A-1 totalled 290 helicopters.

In Japan the Fuji-Bell Model 205A-1 is available. The UH-1J, built by Fuji of Japan, is a Bell 205B powered by an up-rated 800 shp Kawasaki built Textron Lycoming T53 turboshaft.
Versions have also been built under licence in West Germany (Dornier).

The UH-1D may be up-graded to a UH-1H by replacing the engine with the T53-L-13.

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.





UH-1N - see Bell 212.

Bell 204 Variants:

XH-40: Three prototypes, the first of which flew in 1956.

YH-40: Six service test models.

UH-1: Nine preproduction models.

UH-1A Iroquois: initial six-seater production version powered by one Lycoming T53-L-1A turbo-shaft engine, derated to 770shp. Deliveries began to the US Army on 30 June 1959 and were completed March 1961. Thirteen modified to carry 70mm rockets and two 7.62mm machine-guns for service in Vietnam with the Utility tactical Transport Helicopter Company. A total of 14 was delivered for use as helicopter instrument trainers with dual controls and a device for simulated instrument instruction.

UH-1B Iroquois: development of the UH-1A powered initially by one 960shp T53-L-5 turboshaft engine. Subsequent deliveries with 1100shp Lycoming T53-L-11 engine. Crew of two plus seven troops or three stretchers and two sitting casualties. Alternatively 1360kg of freight. Rotor diameter 13.41m. Normal fuel capacity 625 litres; overload capacity 1,250 litres. For armed support missions could be equipped with rocket pack and electrically controlled machine-guns. Delivered from March 1961. This version was superseded by the UH-1C on the Bell assembly line, but production continued by Fuji in Japan in order to fulfil an order of 89 UH-1Bs for the JGSDF.

UH-1C: In September 1965, Bell introduced its Model 540 'door hinge' rotor, with blades of increased 69mm chord, on this developed version of the UH-1B, offering some increase in speed and a substantial increase in manoeuvrability through resistance to blade stall. Through reduced vibration and stress levels, the 540 rotor eliminated previous limitations on maximum level flight speed. T53-L-11 turboshaft, accommodation and armament as for UH-1B. Normal fuel capacity 916 litres; overload 2,241 litres. Superseded UH-1B in production for US Army, but itself superseded by AH-1G.

Bell 211 HueyTug: It was announced on 3 September 1968 that a UH-1C had been retrofitted with a 2,125kW Lycoming T55-L-7C turboshaft and 15.24m 'door-hinge' rotor as the prototype of a new flying crane version able to lift a 3 ton external payload. Associated modifications, all of which could be applied retrospectively to existing UH-1s, include substitution of a 1,491kW transmission and larger tail rotor, reinforcement of the airframe and fitment of a larger tailboom, and use of a stability control and augmentation system instead of the normal stabiliser bar.

UH-1E: In March 1962, Bell won a design competition for an assault support helicopter for the US Marine Corps, to replace Cessna O-1B/C fixed-wing aircraft and Kaman OH-43D helicopters. Designated UH-1E, this version is generally similar to the UH-1B/C, but has a personnel hoist, rotor brake and marine electronics. The 540 rotor and increased fuel capacity (as UH-1C) were introduced in 1965.

UH-1F: Following a design competition, it was announced in June 1963 that an initial batch of 25 UH-1F helicopters, based on the UH-1B were to be built for the USAF in 1963-64, and many more later, for missile site support duties. Each has a 948kW General Electric T58-GE-3 turboshaft (derated to 820kW), a 14.63m rotor, normal fuel capacity of 945 litres and overload capacity of 1,552 litres. This version can handle up to 1,815kg of cargo at missile site silos, or carry a pilot and 10 passengers. The first UH-1F flew 20 February 1964. Subsequent contracts for a further 121 aircraft were completed in 1967. First delivery to an operational unit was made to the 4486th Test Squadron at Eglin AFB in September 1964. This model was used for classified psychological warfare missions in Vietnam.

TH-1F Iroquois: training version of UH-1F for USAF.

HH-1K Iroquois: SAR version for US Navy. Twenty-seven ordered and delivered in 1970. Powered by T53-L-13 engine (derated to 820kW), the aircraft has the UH-1E airframe, and revised avionics.

TH-1L Iroquois: training version for US Navy, similar to UH-1E. Powered by T53-L-13 turboshaft, derated to 1100shp. Improved electronics. Contract for 45 received 16 May 1968; the first of these was delivered to the US Navy at Pensacola, Florida, 26 November 1969.

UH-1L: Utility version of TH-1L for US Navy. Eight ordered, and delivered during 1969.

UH-1M: US Army version fitted with Hughes Aircraft Iroquois night fighter and night tracker (Infant) system to detect and acquire ground targets under low ambient lighting conditions, two sensors mounted on nose of cabin serve a low-light level TV system with three cockpit displays and a direct-view system using an image intensifier at cockpit/gunner's station. Three UH-1Ms deployed with hunter-killer helicopter groups in Vietnam in early 1970 to evaluate system.

RH-2: one UH-1A used as flying laboratory for new instrument and control systems. Installations included an electronic control system and high-resolution radar in a large fairing above the flight deck, enabling the pilot to detect obstacles ahead of the aircraft in bad visibility.

Model 204B: Commercial and military export version of UH-1B, with 10 seats, 820kW T5311A turboshaft and 14.63m rotor. Tailboom incorporates a 0.99cu.m baggage compartment, cabin doors with jettisonable emergency exits, passenger steps on each side of cabin, improved outside lights, commercial radio equipment, fire detection and extinguishing systems. First flight 8 March 1962; received FAA certification 4 April 1963.

UH-1P Iroquois: Similar to UH-1F but used for special missions.

Agusta-Bell 204B: utility helicopter, similar to Iroquois, produced under licence in Italy by Agusta from 1961 to 1974 and sold to military and civil customers. By end of 1973 about 250 delivered, including the AB 204AS version for the Italian and Spanish navies, armed with two Mk.44 homing torpedoes or AS.12 air-to-surface missiles depending on anti-submarine search and attack or anti-fast surface vessel role.

Bell 205 Variants:

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.

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

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


Engine: 1 x Lycoming T53, 620/640 shp.
MTOW: 5800 lb / 2631 kg
Useful load: 1000 lb / 454 kg

Model 204
Engine: 522kW Avco Lycoming T53-L-1A turboshaft
Vne: 120 kt
Crew: 2
Accommodation: six passengers or two stretchers

Model 204B
Similar to the UH-1B
Engine: 820kW T53-11A turboshaft
Rotor diameter: 14.63m
Vne: 120 kt
Baggage compartment: 0.99cu.m
Seats: 10

Model 204B
Engine: one 820kW Lycoming T53-09A turboshaft engine
Main rotor: two-blade all-metal semi-rigid
Rotor dia: 48 ft / 14.63m
Main rotor rpm: 295 to 324
Tail rotor: Two-blade all-metal
Fuel capacity: 916 litres.
Vne: 120 kt
Crew: two side by side
Passengers: eight
Baggage Compartment: 182kg
Freight: 1,360kg
External sling capacity: 1,820kg

Bell 205A-1

Commercial version of the UH-1H
Engine: 1044kW (1250shp) Avco Lycoming T5313B turboshaft, derated to 932kW.
Seats: 15
Disc loading: 5.25 lb/sq.ft
Pwr loading: 6.8 lb/hp
Max TO wt: 9500 lb
Empty wt: 5199 lb
Equipped useful load: 4266 lb
Payload max fuel: 1645 lb
Range max fuel/ cruise: 437 nm/ 4 hr
Range max fuel / range: 482 nm/ 4.6 hr
Service ceiling: 14,500 ft
Max cruise: 110 kt
Vne: 120 kt
Max range cruise: 106 kt
ROC: 1680 fpm
HIGE: 10,400 ft
HOGE: 6000 ft
Max sling load: 5000 lb / 2268kg
Normal fuel capacity: 814 litres
Optional fuel capacity: 1495 litres.
Maximum accommodation: Pilot + 14 passengers.

CUH-1H / CH-118
Similar to UH-1H
Vne: 120 kt

Generally similar to the UH-1H
Vne: 120 kt

Similar to the UH-1E
Engine: 1044kW T53-L-13 (derated to 820kW)
Vne: 120 kt

Engine: 716kW Avco Lycoming T53-L-5
Vne: 120 kt
Crew: 2
Accommodation: 7 passengers or 3 stretchers

Engine: 820kW T53-L-11 engine
Vne: 120 kt
Crew: 2
Accommodation: 7 passengers or 3 stretchers

As UH-1A
Vne: 120 kt

Version of UH-1F
Similar to the UH-1B
Vne: 120 kt

Similar to the UH-1E
Engine: T53-L-13 turboshaft, derated to 1100shp.
Vne: 120 kt

UH-1A Iroquois
Engine: one Lycoming T53-L-1A turbo-shaft engine, derated to 770shp.
Vne: 120 kt
Seats: 6
Armament: 70mm rockets and two 7.62mm machine-guns

Engine: Lycoming T53-L-11, 1100 shp.
Vne: 120 kt
Freight capacity: 1360kg
Crew: 2
Seating: seven troops or three stretchers and two sitting casualties

UH-1B/1C Iroquois
Engine: One 960 shp Lycoming T53-L-5 turboshaft
Rotor diameter: 48 ft
Length: 42 ft
Height: 14 ft 8 in
Empty weight: 5,197 lb
Loaded weight: 10,500 lb
Crew 2
Initial Rate of Climb: 1,680 ft/min
Ceiling: 10,400 ft
Speed: 127 mph
Vne: 120 kt
Range: 344 nautical miles
Guns: none
Bombs: none

UH-1B/1C Iroquois
Engine: One 960 shp Lycoming T53-L-5 turboshaft
Rotor diameter: 13.41m
Length: 42 ft
Height: 14 ft 8 in
Empty weight: 5,197 lb
Loaded weight: 10,500 lb
Crew: 2
Initial Rate of Climb: 1,680 ft/min
Ceiling: 10,400 ft
Speed: 127 mph
Vne: 120 kt
Range: 344 nautical miles
Guns: none
Bombs: none
Seating: seven troops or three stretchers and two sitting casualties

Engine: T53-L-11 turboshaft
Vne: 120 kt
Normal fuel capacity 916 litres
Overload capacity: 2,241 litres

Retrofitted UH-1C
Engine: 2,125kW Lycoming T55-L-7C turboshaft
Rotor: 15.24m 'door-hinge'
Vne: 120 kt
External payload: 3 ton.
Transmission capacity: 1,491kW

Engine: 1 x Lycoming T53-L-11, 1100 shp / 820kW
Vne: 120 kt
Std fuel cap: 832 lt (+560 lt aux)
Maximum overload fuel capacity: 1968 lt
Range std fuel: 370 km
Rotor dia: 48 ft (14.63m)
Length: 41.503 ft / 12.65 m
Height: 14.6 ft / 4.45 m
HIGE: 13,600 ft
Service ceiling : 21982 ft / 6700 m
Empty wt: 2363 kg
MTOW: 9500 lb / 4309.0 kg
Range: 281 nm / 520 km
Crew: 2
Accommodation: 14 troops, or six stretchers and a medical attendant
Cargo capacity: 1815kg

Generally similar to the UH-1B/C
The 540 rotor and increased fuel capacity (as UH-1C) were introduced in 1965.
Vne: 120 kt

Similar to the UH-1B
Engine: 962kW General Electric T58-GE-3 turboshaft
Vne: 120 kt
Accommodation: Pilot and 10 passengers

Based on UH-1B
Engine: General Electric T58-GE-3 turboshaft 1272 shp / 948kW (derated to 820kW)
Rotor dia: 48 ft / 14.63m
Main rotor rpm: 294 to 317
Vne: 120 kt
Normal fuel capacity: 945 lt
Overload capacity: 1,552 lt
Cargo capacity: 1,815kg
Passenger capacity; 10


Engines: Lycoming T-53, 1100 hp / 2 x thrust toubojets, 630 lb

Max speed: 333 mph

Model 205 / UH-IH
Engine: 1 x 1044-kW (1,400-shp) Avco Lycoming T53-L-13 turboshaft
Maximum speed 204km/h (127 mph)
Cruise: 110 kts

Vne: 120 kt
ROC: 488 m/min
Hovering ceiling in ground effect 4145m (13,600ft)
Service ceiling 3840m (12,600ft)
Fuel capacity: 844 litres
Usable fuel: 799 litres
Overload fuel capacity: 1,935 litres usable
Range with maximum fuel at sea level 511 km (318 miles)
Empty equipped weight: 2363 kg (5,210 lb)
Mission take-off weight: 4100kg (9,039 lb)
Maximum take-off weight: 4309 kg (9,500 lb)
Max underslung load: 1045kg
Freight capacity: 1,759kg
Main rotor diameter: 14.63m (48ft)
Main rotor: two-blade semi-rigid
Transmission rating 820kW.
Main rotor rpm: 294 to 324.
Tail rotor diameter: 2.59m (8ft 6 in)
Tail rotor: Two-blade all-metal
Length, rotors turning: 17.62m (57ft 9.75in)
Height, tail rotor turning: 4.43m (14ft 5½ in)
Width: 2.8m
Main rotor disc area 168.06 sq.m (1,809 sq.ft)
Passengers: 9 passengers or 5 troops (full pack) or 7 troops (light) , or six litters and a medical attendant
Bell 205A-1
Engine: Lycoming T5313A turboshaft, 1400shp derated to 1250shp.
Main rotor diameter: 48 ft 0 in / 14.63 m
Fselage length: 41 ft 6 in / 12.65 m
Empty weight, equipped: 5197 lb / 2357 kg
Normal TO weight: 9500 lb / 4309 kg
MTOW, external load: 10,500 lb / 4763 kg
Max cruise SL normal TOW: 110 kt / 127 mph / 204 kph
Max ROC SL normal TOW: 1680 fpm / 512 m/min
Service ceiling normal TOW: 14,700 ft / 4480 m
Range, SL, max cruise, normal TOW: 270 nm / 311 mi / 500 km
Range 8000ft/ 2440m max cruise, no res, normal TOW: 298 nm / 344 mi / 553 km
Cargo caacty: 248 cu.ft / 7.02 cu.m
External load: 5000 lb / 2268 kg
Seats: 15
Engine: Lycoming T53, 1800 shp.
Vne: 120 kt

Fuji UH-1J
Similar to Bell 205B
Engine: 1800 shp Kawasaki built Textron Lycoming T53 turboshaft.
Vne: 120 kt

Similar to the UH-1E
Engine: T53-L-13 engine
Vne: 120 kt

UH-1P Iroquois
Similar to UH-1F
Vne: 120 kt

Converted UH-1H
Vne: 120 kt

Agusta AB.204
Engine: Rolls-Royce Gnome turboshaft

AB 204AS

Armament: two Mk.44 homing torpedoes or AS.12 air-to-surface missiles

AB 205A / Bell 205 UH-1D

Fuji/Bell Model 204B-2
Engine: 1 x Avco Lycoming T53-13B turboshaft, 1044kW (1,400-shp) derated to 1,250 shp (932 kW).
Main rotor diameter: 14.63m / 48 ft
Main rotor disc area 168.1 sq.m (1,809.5sq.ft)
Fuselage length: 12.31 m (40ft 4.75 in)
Height: 3.77m (12 ft 4.5 in)
Maximum take-off 3856 kg (8,500 lb)
Empty weight: 2177 kg (4,8001b)
Max speed: 204km/h (127 mph)
Hovering ceiling, IGE: 4635m (15,200ft)
Service ceiling: 5790m (19,000ft)
Range at sea level: 383km (238 miles)

AB.205A-1 / UH-1H
Engine: one 1,400-shp (l,044-kW) Lycoming T53-L-13 turboshaft derated to 1,100 shp (820 kW)
Maximum speed: 138 mph (222 kph) at sea level
Initial climb rate: 1,680 ft (512 m) per minute
Service ceiling: 15,010 ft (4,575 m)
Range: 360 miles (580 km)
Empty weight: 4,800 lb (2,177 kg)
Maximum take-off weight: 9,500 lb (4,309 kg)
Main rotor diameter: 48 ft 3.25 in (14.71 m)
Length overall, rotors turning: 57 ft 0.75 in (17.39 m)
Height: 14 ft 8.5 in (4.48 m)
Main rotor disc area: 1,829.36 sq ft (169.95 sq.m)
Payload: 14 troops, or six litters and one attendant, or freight.



Bell 204


Bell 205A-1



Copyright © 2023 all-aero. All Rights Reserved.
Joomla! is Free Software released under the GNU General Public License.
slot gacor
rtp slot