Weapon of the century: helicopters. Combat use of the Mohawk transport helicopter in Vietnam Huey helicopter in the Vietnam War

Helicopters of Russia and the world video, photo, pictures watch online occupy an important place in common system national economy and the Armed Forces, honorably fulfilling the civil and military tasks assigned to them. According to the figurative expression of the outstanding Soviet scientist and designer ML. Mile, “our country itself is, as it were, “designed” for helicopters.” Without them, the development of the boundless and impassable spaces of the Far North, Siberia and the Far East is unthinkable. Helicopters have become a familiar element of the landscape of our grandiose construction projects. They are widely used as a vehicle, in agriculture, construction, rescue service, military affairs. When performing a number of operations, helicopters are simply irreplaceable. Who knows how many people's health was saved by the helicopter crews who took part in the aftermath of the Chernobyl accident. The lives of thousands of Soviet soldiers were saved by combat "turntables" in Afghanistan.

Before becoming one of the main modern transport, technological and combat vehicles, Russian helicopters have come a long and not always smooth path of development. The idea of ​​lifting into the air with the help of a main rotor originated among mankind almost earlier than the idea of ​​flying on a fixed wing. In the early stages of the history of aviation and aeronautics, the creation of lift by "screwing into the air" was more popular than other methods. This explains the abundance of rotorcraft projects aircraft in the XIX - early XX centuries. Only four years separate the flight of the Wright brothers' plane (1903) from the first lift of a man into the air by helicopter (1907).

The best helicopters were used by scientists and inventors, they hesitated for a long time which method to prefer. However, by the end of the first decade of the XX century. less energy-intensive and simpler in terms of aerodynamics, dynamics and strength, the aircraft took the lead. His successes were impressive. Almost 30 years passed before the creators of helicopters finally managed to make their devices workable. Already during the Second World War, helicopters went into mass production and began to be used. After the end of the war, the so-called "helicopter boom" arose. Numerous firms began to build samples of new promising technology, but not all attempts were successful.

Combat helicopters of Russia and the United States It was still more difficult to build than an aircraft of a similar class. Military and civilian customers were in no hurry to put a new type of aviation equipment on a par with the already familiar aircraft. Only the effective use of helicopters by Americans in the early 50s. in the war in Korea convinced a number of military leaders, including Soviet ones, of the advisability of using this aircraft by the armed forces. However, many, as before, continued to consider the helicopter "a temporary delusion of aviation." It took another ten years until helicopters finally proved their exclusivity and indispensability in performing a number of military tasks.

Russian helicopters have played a big role in the creation and development of Russian and Soviet scientists, designers and inventors. Their significance is so great that it even gave rise to one of the founders of the domestic helicopter industry, Academician B.N. Yuriev to consider our state as the "birthplace of helicopters." This statement, of course, is too categorical, but our helicopter pilots have something to be proud of. These are the scientific works of the school of N.E. Zhukovsky in the pre-revolutionary period and the impressive flights of the TsAGI 1-EA helicopter in the pre-war years, the records of the post-war Mi-4, Mi-6, Mi-12, Mi-24 helicopters and the unique Ka family of coaxial helicopters, modern Mi-26 and Ka -32 and much, much more.

The new Russian helicopter is relatively well covered in books and articles. Shortly before his death, B.N. Yuryev began writing the fundamental work "The History of Helicopters", but managed to prepare only the chapters that concerned him own works in 1908 - 1914 It should be noted that insufficient attention to the history of such an aviation industry as helicopter construction is also characteristic of foreign researchers.

Military helicopters of Russia in a new way illuminating the history of the development of helicopters and their theory in pre-revolutionary Russia, the contribution of domestic scientists and inventors to the global process of development of this type of technology. A review of pre-revolutionary domestic works on rotary-wing aircraft, including previously unknown ones, as well as their analysis were given in the corresponding chapter in the book "Aviation in Russia", prepared for publication in 1988 by TsAGI. However, its small size significantly limited the size of the information provided.

Civil helicopters in their best colors. An attempt has been made to cover the activities of domestic helicopter industry enthusiasts as fully and comprehensively as possible. Therefore, the activities of leading domestic scientists and designers are described, as well as projects and proposals are considered, the authors of which were significantly inferior to them in their knowledge, but whose contribution could not be ignored. Moreover, in some projects, which generally differed in a relatively low level of development, there are also interesting proposals and ideas.

The name of the helicopters denoted significant qualitative changes in this type of equipment. Such events are the beginning of a continuous and systematic development of helicopter projects; construction of the first full-scale helicopters capable of taking off the ground, and the beginning of mass production and practical application helicopters. This book covers the early history of helicopter engineering, from the concept of propeller lift into the air to the creation of the first helicopters capable of taking off from the ground. A helicopter, unlike an airplane, a flywheel and a rocket, does not have direct prototypes in nature. However, the screw that creates the lifting force of the helicopter has been known since ancient times.

Small Helicopters Despite the fact that propellers were known and there were empirical prototypes of helicopters, the idea of ​​using a main rotor to lift into the air did not become widespread until the end of the 18th century. All the rotorcraft projects being developed at that time remained unknown and were found in the archives many centuries later. As a rule, information about the development of such projects has been preserved in the archives of the most prominent scientists of their time, such as Guo Hong, L. da Vinci, R. Hooke, M.V. Lomonosov, who in 1754 created an "airfield machine".

Private helicopters in a short time were created literally dozens of new designs. It was a competition of the most diverse schemes and forms, as a rule, one- or two-seat apparatus, which had mainly an experimental purpose. The military departments were a natural customer for this expensive and complex equipment. The first helicopters different countries received the appointment of liaison and intelligence military apparatus. In the development of helicopters, as in many other areas of technology, two lines of development can be clearly distinguished - but the dimensions of the machines, that is, the quantitative one, and the line of development of the qualitative improvement of aircraft within a certain size or weight category that almost simultaneously arose.

Site about helicopters which contains the most complete description. Whether the helicopter is used for geological exploration, agricultural work or for the transportation of passengers - the cost of an hour of operation of the helicopter plays a decisive role. A large share of it is depreciation, that is, the price divided by its service life. The latter is determined by the resource of the aggregates, r, e. by their service life. The problem of increasing the fatigue strength of the blades, shafts and transmissions, main rotor bushings and other units of the helicopter has become a paramount task that still occupies helicopter designers. Nowadays, a resource of 1000 hours is no longer a rarity for a serial helicopter, and there is no reason to doubt its further increase.

Modern helicopters comparing the combat capabilities of the original video has been preserved. The image found in some publications is an approximate reconstruction, and not entirely indisputable, carried out in 1947 by N.I. Kamov. However, based on the archival documents a number of conclusions can be drawn. Judging by the method of testing (suspension on blocks), the “airfield machine” was undoubtedly a device vertical takeoff and landings. Of the two methods of vertical lift known at that time - with the help of flapping wings or by means of a main rotor - the first seems unlikely. The protocol says that the wings moved horizontally. In most flyers, they are known to move in a vertical plane. A flywheel whose wings oscillate in a horizontal plane with an installation angle that changes cyclically, despite repeated attempts, has not yet been built.

The best helicopter design is always directed to the future. However, in order to more clearly imagine the possibilities for further development of helicopters, it is useful to try to understand the main directions of their development from past experience. What is interesting here, of course, is not the prehistory of the helicopter industry, which we will only briefly mention, but its history from the moment when the helicopter as new type aircraft has already become suitable for practical use. The first mention of an apparatus with a vertical propeller - a helicopter, is contained in the notes of Leonardo da Vinci dating back to 1483. The first stage of development stretches from the model of a helicopter created by M. V. Lomonosov in 1754, through a long series of projects, models, and even devices built in nature , which were not destined to take to the air, until the construction of the world's first helicopter, which in 1907 managed to get off the ground.

We recognize the fastest helicopter in the outlines of this machine circuit diagram the most common single-rotor helicopters in the world today. B. I. Yuryev managed to return to this work only in 1925. In 1932, a group of engineers, headed by A. M. Cheremukhitsnch, built a TsAGI 1-EA helicopter, which reached a flight altitude of 600 m and lasted 18 m / w in the air which was an outstanding achievement for that time. Suffice it to say that the official flight altitude record, set 3 years later on the new Breguet coaxial helicopter, was only 180 m. At this time, there was a pause in the development of helicopters (helicopters). A new branch of rotorcraft, gyroplanes, came to the fore.

The new Russian helicopter, with a greater load on the wing area, came face to face with the then new spin problem of loss of speed. It turned out to be easier to create a safe and sufficiently perfect autogyro than to build a helicopter helicopter. The main rotor, freely rotating from the oncoming flow, eliminated the need for complex gearboxes and transmissions. The articulated attachment of the main rotor blades to the hub used on gyroplanes provided them with much greater strength, and stability for the gyroplane. Finally, stopping the engine was no longer dangerous, as was the case with the first helicopters: by autorotating the gyroplane, it was easy to land at low speed.

Large helicopters for landing marines from ships determined the further development of the military helicopter industry as a transport and landing. The landing by S-55 helicopters of the American troops at Inchon during the Korean War (1951) confirmed this trend. The size range of transport and landing helicopters began to be determined by the dimensions and weight of ground Vehicle, which are used by the troops and which had to be transferred by air. The fact is "" by conventional weapons, mainly artillery, transported by tractors, in weight close to the weight of the tractors themselves. Therefore, the carrying capacity of the first transport helicopters in foreign armies was 1200-1600 kg (the weight of a light military vehicle used as a tractor and related guns).

USSR helicopters correspond to the weight of light and medium tanks or corresponding self-propelled chassis. Whether this line of development will be completed in such a range of dimensions depends on the ever-changing military doctrine. Artillery systems are mostly being replaced by rockets, which is why we find demands from the foreign press as well. Power did not lead to an increase in payload. Indeed, but to the technical level of that time, the weight of propellers, gearboxes for the entire apparatus as a whole increased with an increase in power faster than the lifting force increased. However, when creating a new useful and even more so new for national economic application, the designer cannot put up with a decrease in the achieved level of weight return.

Soviet helicopters, the first samples, were created in a relatively short time, since the specific gravity of piston engines always decreased with increasing power. But in 1953, after the creation of the 13-ton Sikorsky S-56 helicopter with two 2300-hp piston engines. with the size range of helicopters in the Zapal was interrupted and only in the USSR, using turboprop engines. In the mid-fifties, the reliability of helicopters became much higher, therefore, the possibilities of their use in national economy. Economic issues came to the fore.

The Iroquois UH-1 is a medium-sized multipurpose military helicopter developed by the American manufacturer Bell Helicopter for the US military. It was the first turbocharged helicopter to be used by the US military. Its development began in 1955.

There are many variants of this helicopter, among which there are three distinct groups: single-engine short-cabin models, single-engine long-cabin models, and dual-engine models; These modifications were sold by Bell Helicopter for civilian use under the designations Bell 204, Bell 205 and Bell 212, respectively.

This helicopter was first used for military purposes in 1959. Its mass production began in 1962. The helicopter has the designation UH-1 with the official name Iroquois (Iroquois), but is more commonly known as Huey ("Huey"). He is rightfully considered almost the most successful helicopter in the world. Over the entire history, more than 16,000 units have been produced. Huey is known for its participation in the Vietnam War, in which about 7,000 units of this combat vehicle were used. The helicopter was widely exported and to this day continues to serve in many armed forces of the world, including the US Marine Corps. The most modern version of the Huey is the Bell UH-1Y Venom.

Development history

The first helicopters of this type were equipped with piston engines. However, in the early 1950s, aircraft designers decided to use turbine power plants in helicopters, which were previously installed on aircraft. Turbines were better because although they were more expensive to manufacture, they had long term service and were extremely small for their high power compared to piston engines.

Prototypes XH-40 and YH-40

The first American helicopter to use a turbine engine was a modified Bell Model 47, designated XH-13F, which first flew in October 1954. Immediately appreciating this model, the US Army immediately (in 1955) signed a contract with Bell Helicopter to develop a new powerful turbine-powered helicopter. The prototype of the new helicopter was designated XH-40, or Model 240. The first XH-40 flew on October 22, 1956, and two more prototypes were built in 1957.

In 1958, 6 experimental helicopters YH-40 (further development of XH-40) were tested.

After successful tests in 1962, the helicopter was put into service and mass production was launched.

Modifications

• UH-1A - First production version with Lycoming T53 L-1 engine. The helicopter was originally named HU-1A, hence the unofficial nickname Huey;
• TH-1A - training modification;
• XH-1A - test modification equipped with a grenade launcher;
• UH-1B - version with T53-L-5 960 WPS turbine. The rotor was enlarged to 13 m in diameter and the rotor blades to 53 cm wide. Cabin increased to seven people;
• UH-1C - version with 820 kW (1100 W/s) T53-L-9 or L-11 turbine, 69 cm wide Bell 540 blades, and tail extension for better maneuverability. The volume of the fuel tank has been increased, and an additional hydraulic dual control has been introduced (to increase resistance to bullets);
• UH-1M - fitted with a 1,000 kW (1,400 hp) Lycoming T53 L-13 turbine;
• UH-1E - Naval variant of the UH-1B/C, made of aluminum (for corrosion protection). Many of these modifications later received a 1,000 kW (1,400 hp) Lycoming T53 L-13 turbine.

• YUH-1D - Prototype with extended capacity for 13 passengers or 6 stretchers. The prototype was powered by a T53 L-9 turbine and first flew in August 1960;
• UH-1D - Production version of YUH-1D with Lycoming T53 L-11 engine;
• HH-1D - converted UH-1D with 190 l fire fighting tank;
• EH-1H - modification for electronic warfare;
• HH-1 H - modification designed for fire fighting;
• HH-1K - US Navy SAR version of UH-1E with upgraded avionics and Lycoming T53 L-13 turbine;
• UH-1L - U.S. Navy version of the UH-1C, powered by a Lycoming T53 L-13 turbine;
• JUH-1 SOTAS modification equipped with AN/APS-94 radar;
• TH-1L - Trainer version of the UH-1L for the Navy;
• VH-1N - modification of the VIP class for the transportation of high-ranking officials;
• UH-1P is an armored UH-1F for the US Air Force, designed for psychological warfare in Vietnam.

• UH-1N "Twin Huey" - based on the twin-engine Bell 212. Equipped with two Pratt & Whitney Canada PT6T-3/T400 1342 kW (1800 W/s) turbocharged turbochargers.

• UH-1Y "Venom" - also called Super Huey. Upgraded version of the UH-1N based on the Bell 412 with improved avionics, "Glass Cabin" technology, two 1,150 kW (1,546 WPS) General Electric T700 GE 401C turbines and a four-blade rotor.

Vietnam War

Due to the wide range of their functionality The Huey became the symbol of the Vietnam War. During the entire conflict, the UH-1 helicopter flew 9,713,762 hours.

Three main Huey configurations were used in the Vietnam War:

• Slick: transporting troops or cargo. Armament: M60 on each side of the fuselage;
• Gunship: ground support or escort. Armament (depending on time, tasks and versions): two 7.62x51 mm machine guns connected in parallel on each side of the fuselage; a grenade launcher mounted under the nose of the aircraft and two 70mm triple rocket launchers;
• Medevac: ambulance evacuation.

In total, during the war, 3,305 UH-1 helicopters of all types were destroyed or accidentally lost by the enemy.

The first helicopter air victory occurred on January 12, 1968, when the crew of a UH-1D fired on two An-2 aircraft belonging to the Vietnam People's Air Force. The planes were destroyed.

Specifications (UH-1H)

General characteristics:

• Crew: 1–4;
• Capacity: 3,880 pounds (1,760 kg) including 14 soldiers or 6 stretchers or equivalent;
• Length: 57 ft 1 in (17.40 m) with rotors;
• Width: 8 ft 7 in (2.62 m) (fuselage);
• Height: 14 ft 5 in (4.39 m);
• Main Rotor Diameter: 48 ft (14.63 m);
• Empty weight: 5215 pounds (2365 kg);
• Gross weight: 9,040 pounds (4,100 kg);
• Maximum takeoff weight: 9,500 pounds (4,309 kg);
• Power plant: 1 × Lycoming T53-L-11 turbine engine, 1100 hp (820 kW).

Performance:

• Top speed: 135 mph (217 km/h; 117 kn);
• Cruise speed: 125 mph (201 km/h; 109 kN);
• Range: 315 miles (274 mph; 507 km);
• Operating ceiling: 19,390 feet (5,910 m) depending on load, air temperature, etc.;
• Climb rate: 1755 ft / min (8.92 m / s);
• Power / weight: 0.15 hp / lb (0.25 kW/kg).

Armament:

• 7.62 mm machine guns;
• 2.75 in (70 mm) rocket pods.

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.

O UH-1 a lot has been written and said, and no less than that will be said and written. The silhouettes of this modest hard worker fighter often flash in the chronicles of past battles and modern conflicts, and feature cinema has not bypassed him. It turns out that this helicopter is a legendary hero. Perhaps the most famous movie featuring the Iroquois is Apocalypse Now, where helicopters attack a Vietnamese village to Wagner's Ride of the Valkyries. The image of US troops disembarking from the Huey has become a symbol in the depiction of the Vietnam War, and can be seen in virtually every movie and TV show on the subject.
- The film "We Were Soldiers", based on the events in the Ia Drang valley, in November 1965, where the Huey was used as a multi-functional helicopter. Lieutenant Colonel Harold Moore(Mel Gibson) was appointed commander of a unique unit: the 1st Cavalry (Airmobile) Division. This division differed from all the others in that it was specially formed to conduct highly mobile warfare using the UH-1.
- Robert Mason, UH-1 pilot, wrote an autobiographical book "Chickenhawk" which became a bestseller.
- A Bell 212 (civilian UH-1) armed with a Minigun can be seen in The Matrix.
- You can see the UH-1 in a lot of TV series like A-Team.
- In the movie "Marines", you can see several times UH-1.
This is just short list. In fact, UH-1 is an outstanding actor. This helicopter has been featured in almost every film about Vietnam, as well as in dozens and hundreds of films, books, comics and video games.

History of creation

In the 1950s, the US Army announced a competition between helicopter companies, the conditions of which involved the creation of a multi-purpose helicopter with the possibility of arming it with rockets and machine guns. Of the proposed projects in 1955, the development of the Bell Helicopter Company with the designation Model 204 was chosen. The helicopter was supposed to be equipped with a Lycoming T53 turboshaft engine. The first of three helicopter prototypes, designated XH-40, flew on October 20, 1956 at the factory airfield in Fort Worth, Texas. The first three were followed by a batch of six vehicles intended for testing in field conditions, and nine pre-production helicopters, which the troops received the designation HU-1 Iroquois (since 1962 - UH-1).

Deliveries of the UH-1A version to the troops ended in March 1961 due to the entry into service of an improved version of the UH-1B helicopter with a T53-L-5 engine with a power of 960 hp, and later a T53-L-11 (1100 hp .). The payload of the new helicopter reached 1360 kg, while he could lift two pilots and seven soldiers in full gear or five wounded (three of them on stretchers) and one escort. In the version of the fire support helicopter, machine guns and NUR were installed on the sides of the fuselage.At the beginning of 1965, the UH-1B was replaced in serial production by a new modification of the UH-1C.

Further development family was a modification of the UH-1E, intended for the US Marine Corps (MCC). It differed from the UH-1B in a new set of radio equipment, and starting from 1965, in a new main rotor, similar to the UH-1C. The UH-1E was serially produced from February 1963 to the summer of 1968. The helicopter was actively used in Vietnam for landing and rescue operations. In the version of a fire support helicopter, it was equipped with two M60 machine guns of 7.62 mm caliber and two blocks of NUR 70 mm caliber (7 or 18 missiles each).

The most advanced of the single-engine Iroquois was the UH-1C, converted in 1968 and called the Huey Tug. The helicopter could carry up to 3000 kg of cargo on an external sling with a take-off weight of 6350 kg and reach a maximum speed of 259 km/h.

The last serial modification was the Model 214 Huey Plus, created on the basis of the reinforced UH-1H fuselage and the main rotor from the UH-1C with a diameter of 15.5 m. The helicopter was equipped with a Lycoming T53-L-702 engine with an HP 1900 power. The takeoff weight of the helicopter reached 4989 kg, and the maximum speed was 305 km / h.

In 1962, the first UH-1 helicopters arrived in South Vietnam. Two years later, they completely replaced the obsolete CH-21s there. By the time the first major American units arrived at the war, many Huey pilots already had several hundred sorties on their account.

Vietnam

UH-1 became the main helicopter of the US armed forces in South-East Asia and one of the symbols of the Vietnam War. The newly formed 1st Cavalry (Airmobile) Division, which arrived in Vietnam in September 1965, received the first experience of the massive use of the Huey in a combat situation. She was the first division in the world in which the main means of moving personnel were not armored personnel carriers, but helicopters. In the course of combat use, the main shortcomings of the UH-1 quickly appeared. The power of one engine was clearly not enough for the climatic conditions of Vietnam, this became especially noticeable in the Central Highlands, where the 1st Cavalry Division operated. The problem was evident even before 1965. If at first 10 South Vietnamese soldiers were loaded on board the Huey, then very soon the number of passengers was reduced to 8. Lieutenant General (in 1965 - Lieutenant Colonel) Harold Moore noted that during the battle in the Ia Drang Valley UH-1 with a full refueling even less fuel could be taken on board - only 5 soldiers. To facilitate the helicopters, they removed all unnecessary equipment, in particular, sliding doors. The weakest point of the early Hueys turned out to be unprotected tanks, which seriously reduced the survivability of the helicopter: when it crashed, it often burned out completely. Both issues have been resolved. The fuel system was redone, and a more powerful engine was installed on the UH-1H modification helicopters.

Infantry landing in the Ya Drang valley

The combat survivability of the UH-1, after fixing the problem with the fuel system, turned out to be surprisingly high. The 1st Cavalry Division for almost a month of battles in the Ya Drang valley in November 1965 irretrievably lost only one helicopter. However, the lack of losses was caused rather by the inexperience of the North Vietnamese soldiers, who rarely opened fire on rotorcraft. Already during the next major operation (Operation Masher, January 1966), helicopter losses turned out to be quite large. However, experience showed that in 90% of cases the downed UH-1 was repairable. Heavy helicopters CH-47 and CH-54 were used to evacuate downed vehicles.

The main modifications in Vietnam were UH-1B, UH-1C, UH-1D and UH-1H. They used the solutions of the most various tasks. Helicopters intended for the transfer of personnel, in soldier's jargon, were called "slick"(from “slick” - slippery: the crew did not often install seats to facilitate the helicopter). UH-1B and UH-1C were mainly used for fire support of troops and escort of transport helicopters, for which they were additionally armed with blocks of unguided rockets and machine guns; they were called "gunships"(gunship), and the official definition was ARA(Aerial Rocket Artillery - “air rocket artillery”). If the helicopter carried out the evacuation of the wounded and killed from the battlefield, it was called "medevac"(MedEvack, short for medical evacuation) or "dastoff"(Dustoff, callsign of the first pilot to die on such a mission). During the North Vietnamese Easter Offensive in 1972, two UH-1Bs were tested in an entirely new "tank hunter" role using the latest TOW anti-tank missiles. Regardless of the current role, the helicopters always carried machine guns, and the crew always included two onboard gunners.

Helicopters were widely used in Vietnam by all American units, although a conventional infantry division had a much smaller fleet than an airmobile one. In July 1968, the 101st Airborne Division received airmobile status. The main part of the Huey was used by the US Army, a small number were in the Marine Corps, Air Force and Navy; in addition, the South Vietnamese and Australian armies used their own vehicles. At the height of the war american helicopters made several thousand sorties a day, and the lion's share fell on the UH-1. Total in Vietnam different time visited approximately 7000 "Iroquois". Losses are estimated at 2500—3000 machines (half accounted for non-combat accidents and disasters). By the end of the Vietnam War, the UH-1 had the status of a legendary helicopter.

Coloring

The first HU-1A helicopters that entered service with the US Army were completely painted in glossy dull olive brown (FS14087), the interior of the cockpit was gray, the interior of the cargo compartment was red, which was repainted green as soon as the helicopter took part in fighting in Vietnam. The helicopters' color scheme changed in 1965 to the new UH-1B. Instead of a "highly noticeable" color, they began to paint according to a "subtle" scheme: instead of a glossy dull brown-olive paint, they began to use matte. The insignia was canceled, replacing them with the inscription "UNITED STATES ARMY"

Measures to reduce visual visibility caused ambivalence among the crews. On the one hand, it is less likely to fall under aimed fire, on the other hand, it is difficult to maintain the formation. They tried to solve the problem by making helicopters visible from above. In an unofficial manner, the bright coloring of the upper surfaces of the stabilizers, rotor blades, and fuselage panels above the cockpit was very widely used. The end of the inconsistency in increasing visibility from the upper hemisphere was put by an instruction issued in mid-1967. It prescribed that white stripes 91 cm wide be applied to the upper surfaces of the rotor blades. In 1969, new official recommendations appeared: one main rotor blade should be painted entirely white on top, and the upper surfaces of the stabilizers should be painted orange.

The symbolism of the divisions has become widespread. As a rule, the emblems of helicopter companies and battalions were painted on anti-reflective panels or cockpit doors. Helicopters of the 1st Cavalry and then the 11th Airmobile Division received unit emblems in the form geometric shapes, allowing ground units to quickly identify them. Identification facilitated the interaction of infantry and "air cavalry". In late 1968 - early 1969, the battalion number was marked on the upper surface of the left stabilizer, and the company number on the upper surface of the right stabilizer. On the bottom was written side number cars (black, yellow or white). Also, drawings were applied to helicopters - usually on the nose of the helicopter and on the crew doors. The technical staff did not have time to wash the helicopters, so the cars quickly became dirty, the paint burned out under the sun of the tropics.

Such popular shark mouths, contrary to popular belief, were very rare on the "Vietnamese" UH-1. They were painted only on fire support Iroquois from the 174th Attack Helicopter Company. On military police helicopters, they sometimes wrote “MP” (Military Police) in large white letters (throughout the cargo door). According to the technical bulletin 746-93-2 of the US Army, published in 1970, large red crosses on a white rectangular field were supposed to be applied to the fuselages of helicopters intended for the transport of the wounded. Six of these machines in 1972 came to Vietnam. AT short term all six helicopters in "medical" coloring were shot down. A similar fate befell the brightly colored "Iroquois" of international inspectors and peacekeepers on the tail boom of which (immediately behind the fuselage) there were stripes of black and yellow, the helicopter itself was brilliant gray, against the background of the stripes and on the doors of the cargo compartment in a white rectangle was large written abbreviation "ICCS" (International Commission of Control and Supervision).

After Vietnam and the War on Terror

Various modifications of the UH-1 were used around the world in various combat operations. The UH-1 was used during the US invasion of Grenada and operations in Panama. Participated in Operation Desert Storm, took part in a peacekeeping mission in Somalia. Now the helicopter is used by the US military in Afghanistan and Iraq. Only one UH-1N was lost in Afghanistan (as of June 15, 2007). In Iraq, the United States lost two helicopters: March 30, 2003 and August 5, 2004.

Interesting Facts
- "Huey" (English "Huey") - the unofficial nickname of the helicopter, but the official name in the US Marine Corps.
- The helicopter received the name "Huey" because of its first name "HU-1" (Helicopter Utility - 1). The name "HU-1" was changed in 1961 to "UH-1".
- The US Army no longer uses this type of helicopter, replacing it with the UH-60, and the US Marine Corps continues to use the UH-1, and invests in its improvement. The latest model for the Marine Corps is the UH-1Y
- Based on the UH-1, the world's first combat helicopter was created.
At least one former South Vietnamese UH-1 was sent to the USSR for study after the war.
- The helicopter made its first flight in 1956, which means that today it is the oldest type of helicopter remaining in mass operation.
- Civil airlines still fly Hueys that passed through Vietnam.

Links:
http://media.militaryphotos.net/photos/album92
http://www.vhpamuseum.org/defaultmenu.shtml

Well, what kind of aviation museum is this, and even a helicopter one, in which Huey would not be ... Here he is a handsome man in the most common configuration: Bell UH-1H Iroquois, a total of 5435 such helicopters were built.

As always, I use information from sites
http://www.airwar.ru
http://en.wikipedia.org/wiki
and other sources found by me in the internet and literature.

Our Bell UH-1H Iroquois is a 1966 issue with army number 66-16579, factory 8773. Built in 1966 as UH-1D. He served his entire life with US Army Aviation. In the process, it was converted to UH-1H, although it is not clear in what year. And finally, on August 29, 1992, after retiring, he ended up in the museum.

Like all helicopters in this museum, it is densely crowded with brothers.

For some reason there are no janitors.

General form. The sliding door was replaced with glass so that you can see the insides.

Simple, reliable, moderately powerful ... But with the inherent disadvantages of a two-blade scheme.

As best I could, I looked into the cockpit of the helicopter.

Armored chairs.

Now we look at the interior of the helicopter. Everything here is extremely ascetic.

As it turned out, the sliding door was not removed, but only the interior was closed with glass.

The only Lycoming T53-L-13 engine with a power of 1400 hp was opened for viewing for visitors. Now single-engine helicopters are not very popular for such tasks.

Two-bladed main rotor with a diameter of 13.41 meters.

The tail boom, where the shaft goes on top under the casing to the tail rotor.

An engine from the younger brother of this helicopter was also located nearby: Allison 250-C10 from OH-6A. Its power is only 250 hp.

But its size and weight are not great at all ...

And this is kind of like part of a screw from Bell-212

There is also a sign about this.

Here you can see what the blade is holding on to. By the way, this is a replaceable thing, on the same Bell-206 it must be changed every three years ...

I am especially struck by these handles on such heavy helicopters. This is to control the helicopter when towing on the front wheels. There are only two of them, and therefore it is necessary to support the helicopter so that it does not snort its skis on the ground.

General view from behind.

Tail rotor bushing.

Horizontal stabilizers, not only do they change their angle, they are also on both sides of the beam.

The powerful exhaust of a single engine is directed upwards.

Engine air intake with dust and sand cleaning system.

Main rotor bushing.

LDPE in a case next to the cutter. The cutter is needed to protect against wires in the path of the helicopter.

And one more general view.

LTH:
UH-1H modification
Main screw diameter, m 13.41
Tail rotor diameter, m 2.59
Length, m 12.98
Height, m ​​3.84
Weight, kg
empty 2300
maximum takeoff 4309
Internal fuel, l 916 + optional 1325
Engine type 1 GTE Textron Lycoming T53-L-13
Power, hp 1 x 1400
Maximum speed, km/h 238
Cruise speed, km/h 204
Practical range, km 615
Range, km 383
Rate of climb, m/min 427
Practical ceiling, m 3505
Static ceiling, m 3230
Crew, people 1-2
Payload: 8 soldiers or 3 stretchers, 2 seated wounded and 1 escort or 1361 kg of cargo in the cockpit or on a sling
one 7.62 mm M60 machine gun in the cockpit door or 4 7.62 mm M60 machine guns on rails on the sides of the fuselage
Possible suspension of 2 packages with 24 70 mm NUR

Mohawk transport helicopter uh 1 Huey USA photo , the first generation were still very imperfect - bulky, difficult to maintain, with heavy piston engines and low weight return. Therefore, in 1952, the army announced a competition for a new light utility helicopter.

The path to a radical improvement in the flight and operational characteristics of the rotorcraft lay through the transition to a new power plant - a turboshaft engine (TVLD), much lighter than a piston engine, and with a higher power density. The army contract promised considerable profits, and two dozen companies submitted their projects to the competition. The customer made a difficult choice on February 23, 1955, having issued a contract for three prototypes of the Bell 204 helicopter, a single-engine machine equipped with a Lycoming YT53-L-1 TVLD (700 hp).

The most massive version of the helicopter - UH-1 N

The first prototype was tested a year and a half later - on October 20, 1956. In the official designation system, it was initially called the YH-40. In March 1960, when the first serial order for 100 copies was issued, the car was given the designation HU-1A, because of which it was nicknamed the Huey, although it was officially dubbed the Iroquois. Finally, in 1962, with the introduction of the US military unified system aircraft designations, the letters in the index were rearranged: instead of HU-1, it was now called UH-1. The layout chosen by the designers of the Bell company turned out to be extremely successful - in total, more than 16 thousand Iroquois of various modifications were built.

Pilot's cabin UH-1

The characteristic appearance of the "Iroquois" Bell 204/205, semi-monocoque fuselage with large side doors that speed up boarding / disembarking; two-blade rotor; chassis in the form of tubular skids, lighter than wheeled.

Mohawk transport helicopter uh 1 Huey USA , main variants and modifications

Helicopter UH-1 N of the US Marine Corps on the deck of the landing helicopter dock ship "New York". Exercise Bold Alligator, Atlantic Ocean, 2012

Sectional Iroquois transport helicopter

Based on the UH-1 H, the training helicopter TN-1N was created

Helicopter TN-1N of the 23rd training squadron of the US Air Force. Fort Rucker, Alabama, 2008

1. search and rescue NN-1N
2. EW helicopters EN-1N and EN-1X
3. medical evacuation UH-1V.

American multi-purpose helicopter company Iroquois Bell Helicopter Textron

In addition to basic modifications transport helicopter Mohawk uh 1 Huey USA , there were a number of specialized variants of the Iroquois. The Iroquois also entered service with the US Navy and Air Force aviation - although in much smaller numbers.

Helicopter UH-1N of the 459th Squadron of the US Air Force. Yokota Air Base, Japan, 2014

In addition to the United States, the Iroquois was produced under license in Germany (Dornier built 352 UH-1 D), Italy, where the Bells 204 and 205 were produced by Agusta under the designations AB 204 and AB 205, as well as Japan, where Fuji produced the UH-1B, and then the UH-1J, a modified version of the UH-1 H. In addition, small batches were assembled in Turkey and Taiwan.

Helicopter UH-1B of the German Air Force. Joint exercises of the US Air Force, Canada, Germany and Denmark. Alamogordo, USA, 1997

Since the mid-80s, the "Iroquois" is gradually leaving the stage, and it begins to take its place, of the same class and purpose (this applies to the USA). In the states on the Latin American continent, in Asia and partly in Africa, it still remains the main military transport helicopter of the army.