Knowledge Quiz for Warbird wiz
04-28-2018, 01:24 PM
My Feedback: (6)
Although it wasn't a blimp, It had occurred to me that the job it was supposed to do could might have been done by a blimp. I don't think the country for which it was built had any blimps at the time, though. And I'm not sure the blimps of that era would have had a high enough cruising speed, although today's blimps would.
Today's clue.
Looking for the name of a warbird.
1. Never got past the prototype stage.
2. Meant for a very narrowly defined mission.
3. Monoplane, four engines.
4. Nearly as ugly as the ASW Sturgeon.
5. Ceiling about 6000 feet, top speed somewhat over 100.
6. Crew of three.
7. The project was ended because technological advances made developing an airplane to do what this one was intended to do unnecessary.
8. Tricycle landing gear.
9. Folding wings.
10. No armament.
11. Designed to have a very low cruise speed and to be quiet.
12. The technological advance that made it unnecessary to develop a plane to do what this one would have done was the production of effective airborne radar.
13. It would have flown from an aircraft carrier.
14. The contract calling for its construction was made in 1938. Another company got the same deal at the same time. Their plane didn't make it to production either, partly because of advances in airborne radar and partly because that airplane didn't fly well.
Looking for the name of a warbird.
1. Never got past the prototype stage.
2. Meant for a very narrowly defined mission.
3. Monoplane, four engines.
4. Nearly as ugly as the ASW Sturgeon.
5. Ceiling about 6000 feet, top speed somewhat over 100.
6. Crew of three.
7. The project was ended because technological advances made developing an airplane to do what this one was intended to do unnecessary.
8. Tricycle landing gear.
9. Folding wings.
10. No armament.
11. Designed to have a very low cruise speed and to be quiet.
12. The technological advance that made it unnecessary to develop a plane to do what this one would have done was the production of effective airborne radar.
14. The contract calling for its construction was made in 1938. Another company got the same deal at the same time. Their plane didn't make it to production either, partly because of advances in airborne radar and partly because that airplane didn't fly well.
Last edited by Top_Gunn; 04-28-2018 at 03:40 PM.
04-28-2018, 07:38 PM
Senior Member
My Feedback: (3)
Top_Gunn; it's kind of funny what you suddenly realize you know. Since you said ugly, I'll say the General Aircraft G.A.L. 38; but it could also be the Airspeed A.S. 39; both known as Fleet Shadower aircraft. I remember stumbling across these aircraft, probably five or more years ago. Interesting choice of subject. You certainly had us all going for a while; or at least you had me wondering. BTW; they could both easily exceed 6,000 feet in altitude. Thanks; Ernie P.
Answer: Either the General Aircraft G.A.L. 38 or the Airspeed A.S. 39 Fleet Shadower.
The Airspeed A.S.39 Fleet Shadower was a British long-range patrol aircraft design that did not go beyond the prototype stage. While the concept of a fleet shadower had some promise, the resulting prototypes were soon overtaken by wartime developments in airborne radar.The Royal Navy envisaged a need (Operational Requirement OR.52) for an aircraft that could shadow enemy fleets at night and the resulting Specification S.23/37 called for a slow-flying low-noise aircraft with a long range, capable of operating from an aircraft carrier's flight deck. The specified performance was to be a speed of 38 knots at 1,500 ft (460 m) for not less than six hours.[1] Five companies showed interest: Percival, Short Brothers, Fairey Aviation, General Aircraft Ltd and Airspeed. General Aircraft submitted the G.A.L.38, of very similar general design to the A.S.39.[1] General Aircraft and Airspeed were selected to build two prototypes each and Airspeed received a contract on 10 August 1938. The A.S.39 was a high-wing, semi-cantilever, strut-braced (on the outer panels) monoplane with wooden wings and tail unit and an all-metal monocoque fuselage. It had a fixed, divided type landing gear and tailwheel. The observation aircraft had a crew of three: pilot, observer and radio operator. The A.S.39 had a unique crew configuration with the observer accommodated in the nose with clear-vision windows on three sides and the pilot's compartment raised to allow passage to the radio operator's compartment. Four small 130 hp Pobjoy Niagara V seven-cylinder air-cooled radial engines were mounted on the wings. This maximized propwash over the wing giving extra lift at low speed. The wings could be folded for storage when used on an aircraft carrier. Of two prototypes started, only one was completed, flying on 17 October 1940, the first flight was delayed due to problems with the Niagara V engines which had a vibration problem. The prototype had stability problems and poor stall handling not helped by the under-powered engines. Airspeed were asked to respond to a proposal to re-engine the aircraft with two Armstrong Whitworth Cheetah XI radial engines and add rear-facing machine guns. Only a preliminary proposal had been made and the second aircraft was not complete when on 17 February 1941 the Navy cancelled the fleet shadower program along with the AS.39,[3] the company were requested to scrap both aircraft. The competing G.A.L.38 flew for a few months before it was cancelled and scrapped in March 1942. The requirement for such aircraft had been made obsolete due to the introduction of radar on long-range patrol aircraft such as the Liberator I. Data from Nothing ventured...Airspeed AS.39 Night Shadower[4] General characteristics· Crew: 3 (Pilot, observer, radio operator) · Length: 39 ft 10 in (12.14 m) · Wingspan: 55 ft 4 in (16.87 m) · Height: 10 ft 5 in (3.18 m) · Wing area: 469 ft² (43.6 m²) · Empty weight: 4,592 lb (2087 kg) · Loaded weight: 6,935 lb (3,152 kg) · Powerplant: 4 Χ Pobjoy Niagara V seven-cylinder air-cooled radial engines, 140 hp (104 kW) each Performance· Maximum speed: 126 mph (110 knots, 203 km/h) at 5,000 ft (1,500 m) · Cruise speed: 113 mph (98 knots , 182 km/h) at 5,000 ft (1,500 m) · Stall speed: 33 mph (29 knots, 53 km/h) at sea level · Endurance: 6 hours · Service ceiling: 14,700 ft [5] (4,480 m) · Rate of climb: 865 ft/min (4.40 m/s) · Climb to 10,000 ft (3,050 m): 18 min Armament· None The General Aircraft G.A.L.38 Fleet Shadower was a British long-range patrol aircraft design of the immediate pre-Second World War period. Although the Fleet Shadower was a highly specialized aircraft that would have fitted a tactical need, its concept produced an ungainly and ultimately unsuccessful type. The G.A.L.38 Fleet Shadower and the Airspeed A.S.39 Fleet Shadower were produced to meet Specification S.23/37, which came from the Royal Navy's "Operational Requirement OR.52" for an aircraft that could shadow enemy fleets at night. Three other companies were also involved initially: Percival, Short Brothers and Fairey Aviation.
Following evaluation of the designs General Aircraft and Airspeed were contracted to build two prototypes each, General Aircraft contract dated 15 November 1938. The specified performance of a successful design was a speed of 38 knots at 1,500 feet for not less than six hours. The design would also have to be able to operate from an aircraft carrier flight deck and hence use a folding wing configuration for easier deck storage. It would have to give good views for the observer and be quiet at cruising speed.[1] The G.A.L.38 and the A.S.39 designs were similar both high-wing aircraft with fixed landing gear using four small Pobjoy Niagara V engines spread across the wings to generate lift at low speed. There was an observer's position in a glazed compartment in the nose and a radio operator's station in the fuselage behind the pilot's cockpit. The aircraft was fitted with various devices to increase lift; slotted flaps and slotted ailerons and, on the low wing sponsons, split flaps. The wings folded back, pivoted close to the fuselage, on hydraulic power. Due to development problems at Pobjoy with the Niagara V, it was decided to use the lower-powered Niagara III civil version. The first G.A.L.38 Fleet Shadower (also known as the "Night Shadower") flew on 13 May 1940 with the Niagara III engines. An innovative use of the "propwash" generated by propellers directed over the full-span flaps led to an impressive minimum speed of 39 mph (63 km/h) which would have allowed the Fleet Shadower to cruise effortlessly above an enemy fleet.[2] During testing the aircraft suffered from aerodynamic stability problems, but not as bad as the Airspeed design which was cancelled in February 1941. The aircraft had major modification before flying again in June 1941 with the Niagara V engines; the three tail fins having been replaced by a single large fin. With the incomplete second G.A.L.38 being used as a spares source, test flying continued until September 1941. In October 1941 the company was instructed to scrap the second aircraft, and in March 1942 instructions were issued to scrap the prototype as well. The concept of a fleet patrol aircraft was superseded by the wartime development of effective Air to Surface (ASV) radar that could be fitted in long-range patrol aircraft such as the Consolidated Liberator I. In February 1941, the Royal Navy cancelled the project.
Answer: Either the General Aircraft G.A.L. 38 or the Airspeed A.S. 39 Fleet Shadower.
The Airspeed A.S.39 Fleet Shadower was a British long-range patrol aircraft design that did not go beyond the prototype stage. While the concept of a fleet shadower had some promise, the resulting prototypes were soon overtaken by wartime developments in airborne radar.
Design and development
Operational history
Specifications (A.S.39)
Design and development
Following evaluation of the designs General Aircraft and Airspeed were contracted to build two prototypes each, General Aircraft contract dated 15 November 1938. The specified performance of a successful design was a speed of 38 knots at 1,500 feet for not less than six hours. The design would also have to be able to operate from an aircraft carrier flight deck and hence use a folding wing configuration for easier deck storage. It would have to give good views for the observer and be quiet at cruising speed.[1] The G.A.L.38 and the A.S.39 designs were similar both high-wing aircraft with fixed landing gear using four small Pobjoy Niagara V engines spread across the wings to generate lift at low speed. There was an observer's position in a glazed compartment in the nose and a radio operator's station in the fuselage behind the pilot's cockpit. The aircraft was fitted with various devices to increase lift; slotted flaps and slotted ailerons and, on the low wing sponsons, split flaps. The wings folded back, pivoted close to the fuselage, on hydraulic power. Due to development problems at Pobjoy with the Niagara V, it was decided to use the lower-powered Niagara III civil version. The first G.A.L.38 Fleet Shadower (also known as the "Night Shadower") flew on 13 May 1940 with the Niagara III engines. An innovative use of the "propwash" generated by propellers directed over the full-span flaps led to an impressive minimum speed of 39 mph (63 km/h) which would have allowed the Fleet Shadower to cruise effortlessly above an enemy fleet.[2] During testing the aircraft suffered from aerodynamic stability problems, but not as bad as the Airspeed design which was cancelled in February 1941. The aircraft had major modification before flying again in June 1941 with the Niagara V engines; the three tail fins having been replaced by a single large fin. With the incomplete second G.A.L.38 being used as a spares source, test flying continued until September 1941. In October 1941 the company was instructed to scrap the second aircraft, and in March 1942 instructions were issued to scrap the prototype as well. The concept of a fleet patrol aircraft was superseded by the wartime development of effective Air to Surface (ASV) radar that could be fitted in long-range patrol aircraft such as the Consolidated Liberator I. In February 1941, the Royal Navy cancelled the project.
Last edited by Ernie P.; 04-28-2018 at 07:40 PM.
04-29-2018, 04:58 AM
My Feedback: (6)
It is indeed the General Aircraft Fleet Shadower. Glad you got it because I was running low on clues. Wiki here: https://en.wikipedia.org/wiki/Genera...Fleet_Shadower
The Airspeed Fleet Shadower had conventional landing gear. I got the 6000 foot ceiling figure for the G.A. one from Wikipedia, but I should have been suspicious because Wikipedia has something like 14,000 feet for the Airspeed plane, and both aircraft used the same engines and had similar layouts.
I suppose if you had to put these planes into a conventional category you'd say recon, but following enemy ships around at night isn't much like recon as it's usually thought of.
The Airspeed Fleet Shadower had conventional landing gear. I got the 6000 foot ceiling figure for the G.A. one from Wikipedia, but I should have been suspicious because Wikipedia has something like 14,000 feet for the Airspeed plane, and both aircraft used the same engines and had similar layouts.
I suppose if you had to put these planes into a conventional category you'd say recon, but following enemy ships around at night isn't much like recon as it's usually thought of.
04-29-2018, 05:53 AM
Senior Member
My Feedback: (3)
Thank you, Sir. As I said, an interesting aircraft; although I have some grave misgivings as to whether the entire concept was well thought through from the beginning. For one thing, there was this plane, the Swordfish, with radar and a crew of three, which was already doing a pretty good job of doing the low and slow thing. Not quite as quiet, perhaps; but I'm not sure that would be all that big a handicap. I'll post something later today. Thanks; Ernie P.
04-29-2018, 06:53 PM
Senior Member
My Feedback: (3)
Okay; next question. Sorry for the delay; this somehow got to be a very long day. I hope you all enjoy the ride. Thanks; Ernie P.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
04-30-2018, 07:31 AM
Senior Member
My Feedback: (3)
Several good, though not correct, answers. So here's this morning's clue and a couple of bonus clues for participation. Thanks; Ernie P.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
04-30-2018, 11:59 AM
Senior Member
My Feedback: (3)
Not the MIG 21, FlyerInOKC; but not a bad guess. Please try again. nd here's a bonus clue for you. Thanks; Ernie P.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
04-30-2018, 02:08 PM
Well...if it ain't one of the above...how about the C-47 / DC-3 (but that would be too easy...aye?)
The Fleet Shadow aircraft is something I had never heard of...verrry interesting, as Arte Johnson might say...
The Fleet Shadow aircraft is something I had never heard of...verrry interesting, as Arte Johnson might say...
04-30-2018, 02:50 PM
Senior Member
My Feedback: (3)
No correct answers thus far, but here's an extra clue to reward all the participation. Actually, this one is pretty easy; I just want to highlight a truly great plane. Thanks; Ernie P.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
04-30-2018, 07:07 PM
Senior Member
My Feedback: (3)
None of those, Hydro Junkie. This one was more popular than any of those; although one on your list is pretty close. But you've earned another bonus clue and here it is. Thanks; Ernie P.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
7. Civilian versions were nearly as popular.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
7. Civilian versions were nearly as popular.
04-30-2018, 07:14 PM
Okay, how about the C-9/DC-9/MD-80? It was built by the same company that built the Phantom, McDonald-Douglas
It flew passengers and cargo for the military and many airlines
It flew passengers and cargo for the military and many airlines
05-01-2018, 12:43 AM
Senior Member
My Feedback: (3)
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
7. Civilian versions were nearly as popular.
8. Our subject aircraft was the first of its type.
9. It was produced in several variants.
05-01-2018, 11:16 AM
Senior Member
My Feedback: (3)
No correct answers thus far; but here's a couple of clues to reward persistence and participation. Thanks; Ernie P.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
7. Civilian versions were nearly as popular.
8. Our subject aircraft was the first of its type.
9. It was produced in several variants.
10. It saw combat.
11. In several conflicts.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
7. Civilian versions were nearly as popular.
8. Our subject aircraft was the first of its type.
9. It was produced in several variants.
10. It saw combat.
11. In several conflicts.
05-01-2018, 07:41 PM
Senior Member
My Feedback: (3)
And there you have it. Top_Gunn scores again. The Bell UH-1 was used by 64 countries, produced for more then 30 years and is still in front line use today. You're up, Top_Gunn; and we await your question. I hope you enjoyed mine. Thanks; Ernie P.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
7. Civilian versions were nearly as popular.
8. Our subject aircraft was the first of its type.
9. It was produced in several variants.
10. It saw combat.
11. In several conflicts.
12. On several continents.
13. And being flown by several different air forces.
14. And although it wasn’t particularly noted for beauty, a lot of people would disagree. They thought it was absolutely beautiful.
15. It served as a trainer.
16. And several other functions.
17. It was truly a workhorse.
18. Even though it wasn’t actually named for a duck.
19. In production for more than 30 years.
20. And still going strong.
21. A familiar sight to many, many, if not the vast majority, of soldiers in the world.
22. It served in many roles; from up close and personal combat to simple transportation.
23. Featured in several movies.
24. And a few books.
25. Built under license.
Answer: The Bell UH-1 Iroquois
The Bell UH-1 Iroquois (nicknamed "Huey") is a utility military helicopter powered by a single turboshaft engine, with two-blade main and tail rotors. The first member of the prolific Huey family, it was developed by Bell Helicopter to meet a United States Army's 1952 requirement for a medical evacuation and utility helicopter, and first flew in 1956. The UH-1 was the first turbine-powered helicopter to enter production in 1960 for the United States military, and more than 16,000 have been built since.
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. The UH-1 first saw service in combat operations during the Vietnam War, with around 7,000 helicopters deployed. The Bell 204 and 205 are Iroquois versions developed for the civil market. Development
A Bell XH-40, a prototype of the UH-1 In 1952, the U.S. Army identified a requirement for a new helicopter to serve as medical evacuation (MEDEVAC), instrument trainer, and general utility aircraft. The Army determined that current helicopters were too large, underpowered, or too complex to maintain easily. In November 1953, revised military requirements were submitted to the Department of the Army. Twenty companies submitted designs in their bid for the contract, including Bell Helicopter with the Model 204 and Kaman Aircraft with a turbine-powered version of the H-43. On 23 February 1955, the Army announced its decision, selecting Bell to build three copies of the Model 204 for evaluation with the designation XH-40. Model 204
Powered by a prototype Lycoming YT53-L-1 (LTC1B-1) engine producing 700 shp (520 kW), the XH-40 first flew on 20 October 1956 at Fort Worth, Texas, with Bell's chief test pilot, Floyd Carlson, at the controls. Two more prototypes were built in 1957, and the Army had previously ordered six YH-40 service test aircraft, even before the first prototype had flown. In March 1960, the Army awarded Bell a production contract for 100 aircraft, which was designated as the HU-1A and officially named Iroquois after the Native American nations. The helicopter quickly developed a nickname derived from its designation of HU-1, 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. The official U.S. Army name was almost never used in practice. After September 1962, the designation for all models was changed to UH-1 under a unified Department of Defense (DOD) designation system, but the nickname remained. 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 shaft horsepower (570 kilowatts). The Army indicated the need for improved follow-on models even as the first UH-1As were being delivered. In response, Bell proposed the UH-1B, equipped with the Lycoming T53-L-5 engine producing 960 shp (720 kW) and a longer cabin that could accommodate either seven passengers or four stretchers and a medical attendant. Army testing of the UH-1B started in November 1960, with the first production aircraft delivered in March 1961. 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 would eventually refit 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. 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. 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 US gallons (920 liters), and gross weight was raised to 9,500 lb (4,309 kg), giving a nominal useful load of 4,673 lb (2,120 kg). UH-1C production started in June 1966 with a total of 766 aircraft produced, including five for the Royal Australian Navy and five for Norway.
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. The enlarged cabin could also accommodate six stretchers and a medic, two more than the earlier models. 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. Seven pre-production/prototype aircraft had been delivered for testing at Edwards AFB starting in March 1961. The 205 was initially equipped with a 44-foot (13.4 m) main rotor and a Lycoming T53-L-9 engine with 1,100 shp (820 kW). The rotor was lengthened to 48 feet (14.6 m) with a chord of 21 in (53 cm). The tailboom was also lengthened, in order to accommodate the longer rotor blades. Altogether, the modifications resulted in a gross weight capacity of 9,500 lb (4,309 kg). The Army ordered production of the 205 in 1963, produced with a T53-L-11 engine for its multi-fuel capability. The prototypes were designated as YUH-1D and the production aircraft was designated as the UH-1D. In 1966, Bell installed the 1,400 shp (1,000 kW) Lycoming T53-L-13 engine to provide more power for the aircraft. 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.
64 different countries used the Huey.
What warbird do I describe?
1. This was, in many ways, one of the most popular aircraft ever made.
2. Not simply popular in the opinion of its military operators.
3. In total numbers built.
4. And in the number of air forces which flew it.
5. For the length of its active service.
6. And for the length of time it was produced.
7. Civilian versions were nearly as popular.
8. Our subject aircraft was the first of its type.
9. It was produced in several variants.
10. It saw combat.
11. In several conflicts.
12. On several continents.
13. And being flown by several different air forces.
14. And although it wasn’t particularly noted for beauty, a lot of people would disagree. They thought it was absolutely beautiful.
15. It served as a trainer.
16. And several other functions.
17. It was truly a workhorse.
18. Even though it wasn’t actually named for a duck.
19. In production for more than 30 years.
20. And still going strong.
21. A familiar sight to many, many, if not the vast majority, of soldiers in the world.
22. It served in many roles; from up close and personal combat to simple transportation.
23. Featured in several movies.
24. And a few books.
25. Built under license.
Answer: The Bell UH-1 Iroquois
The Bell UH-1 Iroquois (nicknamed "Huey") is a utility military helicopter powered by a single turboshaft engine, with two-blade main and tail rotors. The first member of the prolific Huey family, it was developed by Bell Helicopter to meet a United States Army's 1952 requirement for a medical evacuation and utility helicopter, and first flew in 1956. The UH-1 was the first turbine-powered helicopter to enter production in 1960 for the United States military, and more than 16,000 have been built since.
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. The UH-1 first saw service in combat operations during the Vietnam War, with around 7,000 helicopters deployed. The Bell 204 and 205 are Iroquois versions developed for the civil market. Development
A Bell XH-40, a prototype of the UH-1 In 1952, the U.S. Army identified a requirement for a new helicopter to serve as medical evacuation (MEDEVAC), instrument trainer, and general utility aircraft. The Army determined that current helicopters were too large, underpowered, or too complex to maintain easily. In November 1953, revised military requirements were submitted to the Department of the Army. Twenty companies submitted designs in their bid for the contract, including Bell Helicopter with the Model 204 and Kaman Aircraft with a turbine-powered version of the H-43. On 23 February 1955, the Army announced its decision, selecting Bell to build three copies of the Model 204 for evaluation with the designation XH-40. Model 204
Powered by a prototype Lycoming YT53-L-1 (LTC1B-1) engine producing 700 shp (520 kW), the XH-40 first flew on 20 October 1956 at Fort Worth, Texas, with Bell's chief test pilot, Floyd Carlson, at the controls. Two more prototypes were built in 1957, and the Army had previously ordered six YH-40 service test aircraft, even before the first prototype had flown. In March 1960, the Army awarded Bell a production contract for 100 aircraft, which was designated as the HU-1A and officially named Iroquois after the Native American nations. The helicopter quickly developed a nickname derived from its designation of HU-1, 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. The official U.S. Army name was almost never used in practice. After September 1962, the designation for all models was changed to UH-1 under a unified Department of Defense (DOD) designation system, but the nickname remained. 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 shaft horsepower (570 kilowatts). The Army indicated the need for improved follow-on models even as the first UH-1As were being delivered. In response, Bell proposed the UH-1B, equipped with the Lycoming T53-L-5 engine producing 960 shp (720 kW) and a longer cabin that could accommodate either seven passengers or four stretchers and a medical attendant. Army testing of the UH-1B started in November 1960, with the first production aircraft delivered in March 1961. 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 would eventually refit 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. 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. 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 US gallons (920 liters), and gross weight was raised to 9,500 lb (4,309 kg), giving a nominal useful load of 4,673 lb (2,120 kg). UH-1C production started in June 1966 with a total of 766 aircraft produced, including five for the Royal Australian Navy and five for Norway.
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. The enlarged cabin could also accommodate six stretchers and a medic, two more than the earlier models. 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. Seven pre-production/prototype aircraft had been delivered for testing at Edwards AFB starting in March 1961. The 205 was initially equipped with a 44-foot (13.4 m) main rotor and a Lycoming T53-L-9 engine with 1,100 shp (820 kW). The rotor was lengthened to 48 feet (14.6 m) with a chord of 21 in (53 cm). The tailboom was also lengthened, in order to accommodate the longer rotor blades. Altogether, the modifications resulted in a gross weight capacity of 9,500 lb (4,309 kg). The Army ordered production of the 205 in 1963, produced with a T53-L-11 engine for its multi-fuel capability. The prototypes were designated as YUH-1D and the production aircraft was designated as the UH-1D. In 1966, Bell installed the 1,400 shp (1,000 kW) Lycoming T53-L-13 engine to provide more power for the aircraft. 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.
64 different countries used the Huey.
Last edited by Ernie P.; 05-01-2018 at 07:43 PM.