Country of origin:

United States of America

Description:

Medium transport and utility helicopter

Power Plant:

One 1,044 kw (1,400 shp) Lycoming T53-L-13 turboshaft

Specifications:

Armament:

[Gunship]

Two 6.9 cm (2.75 in) rocket launchers; two 7.62 mm (0.30 in) Miniguns mounted on
pylons; two 12.7 mm (0.50 in) machine guns in cabin doors

History:

In June 1955 the Bell Helicopter Company won a US Army contest to design a new utility helicopter. This led to one of the most prolifically produced helicopters of all time, the Iroquois, which has been operated by many military services of the western nations.

The first machine in the series was the Bell Model 204, which followed conventional helicopter design concepts, with a two-blade, all-metal main rotor, and a two-blade anti-torque tail rotor. The engine was located over the cabin at the base of the rotor shaft.

The first of three prototypes was flown for the first time on 22 October 1956, and these aircraft received the designation XH-40. Six service test models of the Bell 204 were then ordered. With the designation XHS-40, the first was flown in February 1958, and the machines were then tested at Eglin Air Force Base in Florida and Edwards Air Force Base in California for cold and hot weather conditions. A number of changes were introduced, including the lengthening of the cabin by 30 cm (1 ft), and the skid-type chassis by 10 cm (4 in). A stabilising bar was also installed on the top of the rotor.

In 1957 nine Iroquois helicopters were ordered for army field tests under the designation HU-1 (changed in 1962 to UH-1). These machines performed cold-weather tests in Alaska, and armament trials. In 1959 deliveries began of the definitive UH-1A. In June 1959 development led to an improved model, the UH-1B (Model 204B), with an up-rated 716 kw (960 shp) Lycoming T53-L-5 turboshaft, a larger cabin for eight passengers or three stretchers, and re-designed honeycomb rotor blades.

The next version developed, the UH-1D (Bell 205), was enlarged further to accommodate twelve troops or six stretchers and an attendant, and had greater fuel capacity and a more powerful engine. The first UH-1D was flown on 16 August 1961, and production deliveries began in May 1963. The Model UH-1E was a variant of the Bell 204 for the US Marine Corps. Developed as an assault support version of the UH-1C, it differed from the Army’s UH-1B by the provision of a personnel hoist, installation of a rotor brake, and use of special navigation and communication equipment.

Subsequent versions developed were the UH-1C, which was basically similar to the UH-1B; the UH-1F, a missile-site support model with a 949 kw (1,272 shp) General Electric T58-GE-3 engine; the TH-1F, a trainer version for the USAF; the HH-1K, a sea-rescue version of the UH-1E with a 1,044 kw (1,400 shp) Lycoming T53-L-13 engine; the TG-1L Seawolf, powered similarly to the UH-1E; and the UH-1L, a utility version of the TH-1L for the US Navy.

The Iroquois was also built under licence by Agusta in Italy, Fuji in Japan, and in West Germany. In later years a number of companies have developed modifications to extend the type’s life.

Further developments led to the Model 205A, which was basically similar to the Model 204B but introduced a longer fuselage with increased cabin space. After the initial production series of the 205 for the US Army as the UH-1D, the next model was the UH-1H with a more powerful engine. More than 12,000 examples of the Bell 204 / 205 series were built.

Three models of the Iroquois were obtained for the RAAF. These comprised 24 examples of the UH-1B-BF (A2-384 to A2-391; A2-714 to A2-721; and A2-1018 to A2-1025); eight UH-1D-BF (A2-041, A2-085 and A2-649; A2-505 to A2-510); and 34 UH-1H-BF (A2-376 to A2-383; A2-766 to A2-773; A2-149 and A2-110; A2-484 to A2-490; A2-703 and A2-723; A2-455 and A2-915; A2-278 to A2-296 and A2-310).

The first UH-1B entered service with the RAAF at Fairbairn, ACT, on 5 November 1962. All Iroquois were allotted the A2- serial range, with the final part of the serial consisting of the last three or four digits of the construction number. These helicopters were attached to Nos 5 and 9 Squadrons. No 9 Squadron was based in South Vietnam during the conflict from 1966 to 1973, and No 5 Squadron went to Malaysia in June 1964, returning to Fairbairn in 1966 when No 9 Squadron was assigned to South Vietnam.

In 1969 gunship modifications were incorporated on some No 9 Squadron machines, being used as “Bushranger” gunships. Both Squadrons assisted considerably over the years during times of flood and drought. After the helicopter force was taken over by the Australian Army, units equipped with the type included No 171 Squadron, and No 5 Aviation Regiment.

From 1964 three UH-1B-BFs (N9-881 to N9-883) and four UH-1C-BFs (N9-3101 to N9-3104) were obtained for the RAN for search-and- rescue duties, and these were attached to No 723 Squadron. Pilots from this unit also flew Iroquois helicopters on secondment to the 135th Assault Helicopter Company of the US Army in Vietnam.

The Bell UH-1 Iroquois has also seen service with the RNZAF. Five Model UH-1Ds were obtained in 1966 (NZ3801 to NZ3805), and seven UH-1H aircraft were received in 1970 (NZ3806 to NZ3812). These were operated by No 3 Squadron at Hobsonville in the search-and-rescue role, as well as in the army support role. One NZ3808, painted orange all over, served in the Antarctic in 1985, being attached to an American unit; and NZ3812 served there during the 1989-1990 season, being conveyed to and from by RNZAF Hercules. NZ3813 also visited the Antarctic, visiting the Mt Erebus area.

The RNZAF Iroquois have also been active over the years in times of problems caused by weather, ie heavy falls of snow and giving relief to farmers, rescue work, etc. In 2005 the New Zealand Government indicated it was looking for a modern replacement for the UH-1 series.

In 2006 the NZ Government ordered eight examples of the MRH 90 to replace the Iroquois. By mid-2015 the Iroquois fleet had been retired, two (NZ3801 and NZ3808) being placed on display at the RNZAF Museum at Wigram, one being delivered to the National Army Museum at Waiouru, and the remainder of the fleet being offered for sale.

In August 1981, following a couple of accidents, the RAAF grounded the remaining 13 UH-1Bs and asked the Australian Government to bring forward the decision on the Air Force requirement for a replacement. The Iroquois was later replaced by the Sikorsky Blackhawk, although a few soldiered on a bit longer.

In March 1982 eight RAAF Iroquois were shipped to the Sinai in the Middle-East and, painted white over-all, operated as part of the Australian peace-keeping force during the evacuation of that area by Israeli forces. The Sinai unit returned to Australia during 1986. This was not the first time Australian helicopters had been in the area, as Australian crews with RAAF Iroquois in United Nations markings had previously operated in the Middle-East.

One UH-1B survived in airworthy condition with the RAN Historic Flight for some years. Another Navy machine has been mounted on a pole at Nowra, NSW; and others are held in museums, including the Australian War Memorial in Canberra, ACT and the RAAF Museum at Point Cook, VIC.

The Iroquois finally retired from service with the Australian Army on 23 September 2007 following a service career of 45 years, having served with all three services of the Australian Defence Force (ADF). A public farewell flight was made over Brisbane, QLD on 21 September by three aircraft, and the final Army operational training mission was flown two days later when an Iroquois (A2-489) flew from Oakey to a school in Toowoomba in Queensland. However, one remained in service with the Australian Research and Development Unit (ARDU) until December 2007. At that time 25 UH-1s remained with the Australian Army and it was expected they would be used as non-flying training aids with the ADF, some transferred to ADF-approved museums, and some sold by tender.