AUSTIN, TEXAS, MAY 21, 2020 – Bearhawk Aircraft announced today the introduction of its largest Bearhawk model to date, the Bearhawk 5. The new aircraft was designed by engineer Bob Barrows and is the first in the lineup of Bearhawk aircraft to use a 300-horsepower engine, seating up to six occupants.
The Bearhawk Model 5 made its first flight on May 3rd. The prototype has flown more than five hours in testing and is exhibiting excellent flight characteristics, according to test pilot Rollie van Dorn. Further flight testing is expected to confirm the airplane’s projected 3,000 lb gross weight.
The Bearhawk Model 5 has been under development for two years. Slightly wider and longer than the original 4-Place Bearhawk, the new design is powered by a spec-built Lycoming IO-580 engine. The first Bearhawk Model 5 was built in collaboration with avid Bearhawk builder Collin Campbell of Bolivar, Missouri. Collin has scratch built a fleet of different Bearhawk models and has a reputation for outstanding workmanship.
Mark Goldberg, president of Avipro / Bearhawk Aircraft, manufactures Quick Build kits of the Bearhawk models. Mark has been eager to announce the Model 5 for some time. “A brief history of how this design came about… a friend of design engineer Bob Barrows requested he create a larger version of the Bearhawk 4-Place as this friend is a big guy. Bob did the drawings for his friend who began construction on it. However, health issues forced him to quit working on the project and it sat for about a year. One day I was talking to Collin Campbell who told me he was getting bored now that his Bearhawk LSA was finished and flying.” Mark said a light bulb came on and, thus, a plan was hatched for Collin to finish the Model 5 project. “Truly, there is no one in the world, except Bob himself, more qualified to have built this prototype than Collin,” he concluded.
In many ways, the new Model 5 can be compared to the Bearhawk 4-Place the way the Cessna 185 is compared to the Cessna 180. Just like the two Cessnas, both the Model 5 and 4-Place use the same wing. The Cessna wing has 174 sq ft of surface area while the Bearhawk wing has 186 sq ft with its Riblett airfoil. Compared to the 4-Place Bearhawk, already bigger than a C-180, the Model 5 has a wider, longer fuselage and features a bigger motor. Specifically, the Model 5 is two inches wider than the Bearhawk 4-Place, and its cabin is fourteen inches longer. Overall length of the Model 5 is twenty-four inches longer than the 4-Place. There is room in the Model 5 for 5th and 6th seats in the back or, alternatively, extra cargo space. The Model 5 has considerably more interior room than a C-185.
While the Bearhawk 4-Place can use four-cylinder Lycoming engines, up to the parallel valve O-540 series, the Model 5’s smallest engine will be the six-cylinder 250/260 hp Lycoming O-540. The Model 5 has the ability to use the heavier angle-valve cylinder Lycoming O-540 and IO-580 of 300 and 315 hp respectively.
The prototype Model 5 partly owes its outstanding performance to the Lycoming IO-580 at 315 hp. A three-blade Hartzell 82-inch diameter carbon fiber Trailblazer propeller completes the package with its really strong takeoff thrust and climb. At a projected gross weight of 3,000 lb, with utility category strength at full gross, the 1,512 lb empty weight of the Model 5 results in a plane that is expected to carry double its own weight.
Cruise speeds around 160 mph are also expected as 156 mph TAS, at 3,500 ft and 24-squared, or 72-percent power, was seen during tests. Reduced, economy lean-of-peak fuel flow speeds of around 145-150 mph and 14.5 to 15 GPH are also anticipated. Takeoff performance was 220 to 300 ft. Landings were kept to under 650 ft as the wet, muddy runway conditions in the very middle of the 1,350-ft runway allowed use of only half the strip, Rollie reported. “Collin did a beautiful job building it, and he and I worked together for the three days I was there to get as much done as we could. The Bearhawk Model 5 offered no surprises on takeoff or climb out. With all that power, things happen quickly.” Rollie also noted power-on stalls to be less than 40 mph.
The Bearhawk lineup includes two-place Patrol, Companion and LSA models. The 4-Place and new Model 5 fill out the larger end of the lineup with excellent carrying capacity. All are available in kit or plans and excel at accessing remote airstrips. 2-Place and 4-Place Bearhawk kits are now shipping, including a Bearhawk 4-Place Model B shipment to New Zealand today. Bearhawk aircraft are renown for their rugged construction and large cargo areas.
AUSTIN, TEXAS, MAY 11, 2020 – Bearhawk Aircraft announced today the first flight of a Bearhawk Patrol in Brazil and a Bearhawk LSA in New Zealand. The Patrol and LSA are tandem two-place aircraft designed by engineer Bob Barrows. Delivering superior strength and durability, these aircraft fly fast and land slow. Bearhawk aircraft are also known for their short field capability, gentle slow speed manners, and hauling capacity. Also announced, a New Zealand based Bearhawk wins a STOL competition down under for the second year in a row.
The Brazilian Bearhawk Patrol was completed in January. First flight followed after “some time waiting for official paperwork.” The aircraft received its official release on April 10th. Build customer was Fernando Frahm, along with his son Andre and co-owner/builder Roberto Lindner.
“Boa tarde Mark,” was the message sent from Alexandre Henrique de Barros of Magnólia Cubs, the Bearhawk Aircraft representative in Brazil. Alex continued, “Brazil’s first Bearhawk Patrol flew on 4/10/2020 out of Lontras, Santa Catarina, Brazil (ICAO SSLN).” The Quick Build kit was purchased during EAA AirVenture 2014 by Fernando Frahm of Rio do Sul, Santa Catarina, Brazil. “A few months after the arrival of the kit, Fernando sold a share of the kit to his friend Roberto, who joined him in the construction. The average time spent working on the aircraft was about four hours a week, eventually increasing up to eight hours during the covering and painting phases. The basic configuration includes a Superior IO-360 180-horsepower engine with a Dual Plasma II Ignition system [from Light Speed] and a constant speed propeller from MT-Propeller [of Germany]. According to Roberto, the Patrol exhibited takeoff and climb performance never before experienced in any aircraft of its class.”
Roberto also highlighted the handling characteristics, especially concerning the Patrol’s predictability. He attributed this to the “harmony and balance of the flight controls and well-dimensioned surface areas,” adding, “It truly felt that we had had been flying this aircraft for a long me.” Speaking on the construction, Roberto emphasized the high quality of the welding and kit components in general, its ease of assembly, and constant support from Avipro, Bearhawk Aircraft’s kit manufacturer.
Though not as ubiquitous as the “corner bar” in Brazil, the number of Bearhawks in the country is expanding. Fernando’s kit, being the first shipment of a Bearhawk Patrol to Brazil, unites with another local operator of a 4-Place Bearhawk model. Also using an IO-360 Continental engine, this 4-Place Bearhawk was the first to fly with that engine.
As a rancher in southern Brazil, Fernando knew immediately this was the aircraft for him. His decision followed a demo flight at AirVenture. A Patrol was just the airplane he needed to land at the short strip on his ranch, and it would also allow him greater travel flexibility at better cruise speeds than similar STOL/utility aircraft he had been considering.
This two-minute video, created by Mike Silvernagle of Bearhawk Aircraft Canada, highlights the Bearhawk Patrol’s capabilities and modern equipment, illustrating why its perfect for unimproved fields and travel expeditions… https://www.youtube.com/watch?v=UdLJl-D_qXM.
Nic Roberts of Plane Torque Ltd. in Hawkes Bay, New Zealand, built and recently flew the first Bearhawk LSA aircraft in New Zealand. The aircraft was purchased as a Quick Build kit. According to Nic, “The LSA has produced a large amount of interest from local aviators. The Bearhawk line of aircraft have become well known for their capability. They perform well in New Zealand.” He noted that other 4-Place Bearhawk aircraft are flying in the island country and making impressions. “A point of difference is these aircraft have a presence more like standard category aircraft than amateur-built.
“We have flown just over ten hours in our Bearhawk LSA aircraft, completing the mandatory test flight period. After the first flight, our test pilot said, ‘What a fantastic little aircraft,’ along with an enormous grin on his face. The aircraft is performing very well with its Continental O-200-D and Catto propeller. The test flying creates much attention during takeoff and landing on the local airfield, Hastings Aerodrome.
“We are yet to push the Bearhawk capability to establish it absolute limits. However, my test pilot of 3500-plus-hours experience states, ‘Your Bearhawk LSA is the fastest to get airborne from all the aircraft I have flown.’ The taxi roll of the Bearhawk LSA is incredibly smooth and soft as the landing gear strut/shocks provide fantastic support. I am really enjoying the journey this Bearhawk LSA aircraft provides. I look forward to seeing the Bearhawk aircraft fleet grow.”
In related news, Jonathan Battson has taken top honors, for two years running, in his Bearhawk in a New Zealand STOL Competition. The regional contest takes place each year in February. Battson and his Bearhawk continued their winning ways by a wide margin. “We managed to clean up the heavy touring category again this weekend, convincingly this time with a total combined distance of 71m compared to 108m and 131m for second and third place. There was less wind than usual, so I was pleased with the landing,” he commented.
“This year we had a couple of key people from the Valdez STOL contest here, Lon and Bob. Lon organizes the Valdez event, and Bob and his son Bobby (Breeden) have won numerous times. They liked the event and said the flying was as good as they see in Valdez… except here the action is faster and the crowd is much closer to the action which they seemed to like. They said we have less Super Cubs than in Alaska.” For event details, visit… http://www.marlboroughaeroclub.co.nz/healthy-bastards/Healthy-Bastards-introduction/
The Bearhawk Patrol is a tandem two-place aircraft, available in kit or plans, that excels at accessing remote airstrips. A side-by-side seating version is the Bearhawk Companion. Both are renown for their rugged construction and large cargo areas. The Patrol and Companion are capable of carrying twice their empty weight. The Companion offers 2,200 lb. gross weight, while the Patrol offers 2,000 lb. gross. Avipro / Bearhawk Aircraft manufactures high quality Quick Build kits for the Bearhawk 4-Place, Bearhawk Patrol, Bearhawk Companion, and Bearhawk LSA. All models are available for immediate shipping.
For more information on Bearhawk Aircraft, visit www.bearhawkaircraft.com, or contact Bearhawk at firstname.lastname@example.org or 1-877-528-4776.
The UH-1 Huey has a well-earned reputation for dependability over a 65-year history. Now iconic, its image is synonymous with aircraft of the Vietnam era. This example, updated by Gardner-Lowe Aviation Services… (Sport Aviation Magazine, May 2020)
1939 PIPER J3 CUB FLITFIRE TX • $34,500 • OFFERED FOR SALE • Flies like a Cub… predictable, low-and-slow and fun! J3 C-65 Piper Cub s/n 3150, Continental A65, TTAF 2936, SMOH 693, painted in historic Flitfire Texas scheme, well-maintained & documented, 406 MHz ELT, auxiliary fuel tank, sealed struts, Atlee Dodge safety cables, new bungees 2017, metal and wood propellers, new carburetor, auto gas STC. Aircraft hangared and kept in flying condition by museum organization since 1980s. Alamo Liaison Squadron, San Antonio, TX. Need to make room for other aircraft. Call Gene 210-842-0429 or Richard 210-478-1132 for more info. • Contact Mike Taylor, – located San Antonio, TX United States • Telephone: 210-624-2226 • Posted on Barnstormers.com February 27, 2020 • For more information visit als-cannonfield.com or download the Trade-a-Plane flyer.
The Alamo Liaison Squadron in San Antonio, Texas, restored this 1939 J-3 Cub to resemble the “Flitfire” aircraft produced by Piper Aircraft. The aircraft resides at the squadron’s museum and is one among a collection of World War II L-birds the organization maintains in flying condition. (Photo by Paul Bigelow). General Aviation News, February 6, 2020, Leading Image, page 4. Read the full edition here.
AUSTIN, TEXAS, JANUARY 24, 2020 – Bearhawk Aircraft announced today the first two Bearhawk Companion kits have arrived at their respective customer’s hangars. The new Bearhawk Companion is a side-by-side two-place aircraft. Introduced in August 2019, the Companion is STOL capable, cruises at 130–150 MPH, and carries from 950 to 1,150 lb. of payload.
Joining the Bearhawk lineup, the Companion complements other Bearhawk aircraft ranging in size from 1,320 lb. (LSA) to 2,500 lb. gross weight with two or four seats. All models enjoy significant payload capability and durable construction. Designed by Bob Barrows, Bearhawk aircraft feature aluminum wings completely flush riveted, a super strong steel tube fuselage, and fast cruise speeds with excellent slow speed manners.
Greg Charest took delivery of the first Bearhawk Companion kit this month. In selecting the Bearhawk Companion, Charest desired an aircraft with proven strength and a wide performance envelope. His dilemma was deciding between the Bearhawk 4-Place and Bearhawk Patrol, then the Companion was introduced.
Charest resides in the Boston, Massachusetts area. “Weather this year has been back and forth, between cold and warm,” he stated. “A little luck with warm weather helped with an uneventful kit delivery and the Companion is under cover for a couple of weeks while work on the shop is completed.”
While a first time aircraft builder, Charest stated he has a close friend in Vermont with whom he’s worked on aircraft before. He’s expecting his friend to help with the large assemblies. “Like many other first time builders, I am a little nervous about being able to complete such a big project. Fortunately, there is great support available from Mark Goldberg at AviPro and a very active Bearhawk builder community. Bob and Mark want to see the first build go well,” declared Charest.
From owning and fixing Cessnas, to his current Aeronca Champ, Charest is looking forward to having a plane built with new parts. “I’m super excited about eventually being able to fly and maintain a new airplane, rather than something built in the 1970s,” he exclaimed.
A second Bearhawk Companion customer, Chad Marks of Montana, received his Companion kit also this month. “I’m going thru things right now. This is my first time to build an aircraft. It’s all new to me,” he stated. Marks has a degree in aviation. While educated in aircraft and systems, he admits all of his background is from college. Marks has been interested in flying for years, but it was always financially impossible. Now Marks says he’s fulfilling a lifelong dream. Following research on available aircraft, Marks concluded with the Bearhawk. Living in Montana, “This type of backcountry aircraft was what I wanted,” he said. “Metal wings, payload, speed, all I read about it fit the criteria. Tubular frame, sturdy, reliable,” he went on.
Like Charest, community help was important in the decision. “I have not yet been able to get my hands on a finished flying Bearhawk kit. However, Mark Goldberg has been super responsive,” noted Marks. He chose the Companion because he did not want a full four-seater, nor for economy’s sake a larger engine. Marks is looking forward to flying with and teaching his daughter one day, so a tandem aircraft seemed less suitable than one with side-by-side seating. Marks says he expects the Companion will fly like the Bearhawk Patrol, though with greater payload and without the higher cost of ownership of the Bearhawk 4-Place.
Buyers have been clamoring for a side-by-side, two-place aircraft with all the great features of the Bearhawk designs. The Bearhawk Companion delivers with its design based on the Patrol’s wings and a fuselage derived from the 4-Place. The result is a very rugged utility plane with a large area for cargo, i.e. a “sporty SUV/pickup” version of the Bearhawk.
The Bearhawk Companion will appeal to backcountry and cross-country flyers alike. Side-by-side seating is preferred by some for its two-passenger configuration with both occupants having a broad view through the windshield. The arrangement also allows full access to the instrument panel. This can be advantageous for pilot training, flights into instrument conditions, and for “pinch hitter” pilots who may be called upon to take over the aircraft controls.
The Bearhawk Companion can be powered by the lower cost and readily available Lycoming 4-cylinder engines including the 320/360/370/375 variants and IO-390 providing 150–210 hp. A large cargo area will occupy the cabin behind the seats. The new two-place Companion offers 2,200 lb. gross weight, an increase of 200 lb. over the tandem Patrol. The Bearhawk Companion will be capable of carrying 225 lb. of cargo in the baggage area (likely to be increased after flight testing).
The Bearhawk is a Go Anywhere aircraft that performs a variety of flying activities. The 4-Place Bearhawk fills a utility and transport role extremely well with its large cabin. The Bearhawk Patrol is a tandem two-place version that excels at accessing remote airstrips. The Bearhawk LSA is a lightweight design that meets U.S. Sport Pilot requirements. The NEW Bearhawk Companion is a side-by-side 2-place model with superior strength and payload capability. Each aircraft shares backcountry qualities that include stable slow flight and higher than expected cruise speeds. Bearhawk Aircraft manufactures high quality quick-build kits for the Bearhawk 4-Place, Bearhawk Patrol, Bearhawk LSA, and now the Bearhawk Companion.
The archetypal Huey UH-1 utility helicopter is not what one would think of normally as an experimental aircraft. First of all, it’s got a well-earned reputation for dependability. If it were indeed an experiment, there would be some degree of dissolution in its 65-year tenure. Second, the Huey is a marvel of wonder among aircraft, in particular with fixed-wing pilots and amateur physicists who remain convinced that helicopters aren’t supposed to fly.
The Huey is iconic. Its image is one synonymous with aircraft of the Vietnam, and Southeast Asia, conflict era. Despite the Huey’s demonstrable pedigree, the FAA regards many of today’s UH-1s as experimental, or amateur-built, aircraft. Bell Helicopter, a renowned manufacturer of type certificated civilian and military rotorcraft, created the UH-1 beginning in 1954. Surprisingly, the FAA registry shows an equal number of UH-1 examples under both “Amateur” and “Type Certificated” headings.
“The only category the FAA has for something like this is experimental exhibition, which is the category that all of the aircraft they don’t know what else to do with go to. It’s the land of weird aircraft,” said Andrew LaFollette, Chief Pilot with Mission Essential and G Force Air, owner of the formerly German registered UH-1 D / 71+46.
experimental exhibition rules, an owner is not allowed to make money with their
aircraft, plus there are often other limitations on operations,” continued LaFollette.
Respective of these rules, G Force Air’s UH-1 has appeared on static display at
public events. The Huey has also been used with local law enforcement in
training roles and frequently gives rides to veterans.
remarkable about the Huey is that in bringing them back to life one brings back
to life other people’s stories in them. It is truly an amazing machine that
almost everyone I talk with, when out flying, has been affected by in one way
or another. It’s no wonder they’re still around and will still be around for
the foreseeable future,” LaFollette added.
Huey Glass Panel Modification
Gardner-Lowe Aviation Services is a comprehensive maintenance, service and avionics installation shop based in the Atlanta area. As a long-established outfit with a glowing reputation, Gardner-Lowe sees a variety of aircraft move in and out of its hangars. The Huey was already something of a standout when it arrived at Gardner-Lowe, no matter whom you talk with. The project UH-1 D flew in under its own power, albeit with a panel full of German-made avionics and instruments. When it left, N8379R was sporting a complement of glass panel displays from Garmin, a pedestal-mounted iPad electronic flight bag, and an indispensable array of USB power and 6-Pin LEMO headset ports throughout the cabin.
Platt of Gardner-Lowe Aviation Services, located at Middle Georgia Regional
Airport (KMCN) in Macon, Georgia, provided a rundown of the Huey’s newly
Garmin G3X Touch System with Dual GDU 460 10.6” Displays (replacing the mechanical 6-pack cluster: Airspeed Indicator, Attitude Indicator Gyro, Altimeter, Radar Altitude Indicator, Heading Indicator, VSI)
Garmin GTN 650 GPS/NAV/COM/MFD Touchscreen with WAAS in the pedestal
Garmin GMA 350H Digital Helicopter Audio Panel in the pedestal
Garmin GTX 45R Remote-mounted Mode S ES dual-link ADS-B “In” and “Out” Transponder
Garmin GTR 20 Remote-mounted Comm
Garmin GRA 55 Radar Altimeter with corresponding GI 205 Radar Altimeter Indicator on the pilot (right) side of the panel
Mid-Continent MD93 Digital Clock with Dual USB Charging Ports on the main panel
Bose LEMO Headset Jacks, 10 places throughout the cabin
Stratus Power USB Charger Dual Ports, 4 places
iPad Air/iPad Pro 9.7″ AirGizmos Panel Dock in the pedestal
Engine Vibration Detector/Analyzer (an original “ALARM” instrument, standard on the German UH-1) on the pilot (right) side of the panel
Instrument panel and center pedestal were fabricated in full carbon fiber.
A former Huey
Huntoon, having seen the
new panel commented, “Except for the curve of the dashboard, there’s little in
common with that panel versus the old Army UH-1H that I flew.” Huntoon has logged roughly 3,000 hours in rotary
wing aircraft. However, his most recent time is in the cockpit of a 747 for a
major cargo airline, an aircraft that more closely resembles the windscreen
view of this modernized Huey.
Based in Germany, Huntoon offered some insight on the country’s history with the UH-1, “The Americans used the UH-1 Huey as a general-purpose Utility Helicopter—UH, as its name implies—for which medical support was one mission. The Germans did the same, however, here the Huey had a much more involved role as a nation with EMS support. They are recognizable to the German citizenry as fire, police or ambulance service,” in army green with orange doors and an “SAR” (search and rescue) inscription. Replacements were painted red and white with “NOTARZT” (emergency doctor) lettering on the tail.
Huntoon continued, “More recently, civil EMS commercial operators fill that role, typically in yellow painted Eurocopters known as the Gelber Engel (yellow angel).” At sea, the German Navy is just now taking delivery of the first Airbus NH90 Sea Lion naval multi-role helicopter. But the Huey’s long operational history worldwide is a testament to the American-designed UH-1’s strength and stability.
Huey, the German Expat
The German manufactured, U.S. transplanted Huey is now N-registered and owned by G Force Air LLC, an organization based at KCMH in Columbus, Ohio. G Force also operates a Super King Air 300, Piper PA-31-350 Navajo Chieftain, Mooney M20K, American Champion Scout 8GCBC, and a ViperJet. The UH-1 is in good company following a long and distinguished military run. Its “experimental” distinction, though, is shared by only the lattermost mentioned of its current stablemates.
While the U.S. registration for N8379R shows it as a 1970-year model, LaFollette believes 71+46 was built in 1968. The German company Dornier, under license from Bell Helicopter, built a total of 352 UH-1s. They were identified as UH-1 D, but they were not the same as the U.S. built UH-1D models. The “D” in the German manufactured units stood for Deutsche/Dornier. In fact, the German built UH-1 D helicopters more closely resemble the U.S. manufactured UH-1H models.
“I like to say that the Germans took all of the faults of the UH-1H and fixed them,” said LaFollette. He continued, “These include solid CNC machined aluminum floor panels in place of fiberglass composite floors that have a tendency to not hold up to helicopter vibrations. The tail spar is also different, so the AD/SB [Airworthiness Directive 99-25-12 / Service Bulletin SW-18-29R1] that has come out on many of the U.S. Hueys is not applicable to the German birds. Also, all of the German birds have composite main rotors. The benefit includes a 10,000-hour service life versus 2,400 hours for the metal blade Hueys.”
The UH-1H was
essentially the Bell Model 205 with a 1,400 shp Lycoming T53-L-13 engine. Its
pitot tube was relocated from the nose to the roof of the cockpit to prevent
damage. All the rotable parts (blades, heads, gearboxes, etc.) of the German UH-1
D are OEM Bell parts.
“We purchased this helicopter from a company in California [Rice Aircraft Services] who was importing them to be updated and sold to foreign militaries, and to be put right back to work. They had bought a number of them and decided to try selling a few in the U.S. market. After a lot of negotiations, we struck a deal and [c/n] 8206 was put back together,” said LaFollette.
The Huey had been shipped from Germany in a container. Following reassembly, LaFollette revealed, “It was test flown and that was it. We elected to have it painted in its current colors—gray camo, tiger stripe pattern. The light grey is used on current Marine Hueys.” The U.S. Marine Corps operates the UH-1Y Venom, a twin-engine version, also called Super Huey and Yankee. It is the Marine Corps’ standard utility helicopter and was still in full-rate production in 2018.
Ferry Flight from California to Ohio
LaFollette recounted the first U.S. cross country flight of N8379R and its subsequent panel upgrade: “The cockpit, minus the German military equipment, consisted of steam gauges and a single VHF comm with barely a transponder. We picked it up in California and flew it back to Columbus, Ohio, in June of 2018. What a trip that was. Four days and 25 hours later it’s on the ramp at its new home. I equate that experience to riding across the U.S. on a Harley, one that should be experienced by all. Navigating across the U.S. with basically an iPad, it quickly became obvious that to keep operating in today’s modern airspace, we needed an avionics upgrade.”
Finding the right fit for an avionics retrofit was the next step. “I interviewed a tremendous number of avionics shops,” said LaFollette, “and Matt at Gardner avionics was the only one that generally seemed excited and brought his own ideas to the table. We dropped it off with them in January (28th) 2019, and rolled it out the door just in time for Sun-n-Fun on April 4th. The owner elected to equip the helicopter with the latest and greatest, and we decided to remove the old wiring and systems that were no longer being used.”
Tracing Huey’s Past
What is known about this particular helicopter’s past service is limited, but 71+46 did have a role with the German Air Force, or Luftwaffe—literally translated as “air weapon.” In congruence with Huntoon’s remarks, other UH-1 D examples are still used today by the German Air Force serving a SAR role. These “Dornier” UH-1s all flew with a cross insignia—the Bundeswehr Kreuz—on their tail displaying their ship number. LaFollette noted, “The UH-1 Ds are slowly being retired and once they are parked for good they are auctioned off and sold to the highest bidder.”
Records show 71+46 was registered in Germany and stationed at Nörvenich Air Base (ETNN) in November 1991. Nörvenich has historically been home to the German Tactical Air Force Wing 31, or Taktisches Luftwaffengeschwader 31. Photos of the helicopter with the markings “KFOR” suggest it had a role with the Kosovo Force, a NATO-led international peacekeeping command founded in June 1999, in the autonomous region of Southeastern Europe. The Huey was later located in Schwechat, Austria, at Vienna International Airport (LOWW) in May 2008. Here it still bore the German flag, KFOR and 71+46 markings. The Huey arrived at Rice Aircraft Services in Olivehurst, California, in 2018.
About the UH-1 Huey Helicopter
Developed by Texas-based Bell Helicopter to meet a United States Army’s 1952 requirement for medical evacuation and utility use, the UH-1 was produced from 1956–1987. Though commonly known as the “Huey,” a nickname derived from its original, later-transposed designation HU-1, the helicopter was also identified as the Iroquois—a name borrowed from the North American Indian tribe founded by the “Great Peacemaker.” The Huey’s entangled role as both utility/military workhorse and peacemaker resonates appropriately, despite the obvious paradox.
The Huey was the first turbine helicopter produced for the U.S. military. It is powered by a single turboshaft engine with two-blade main and tail rotors. Recognizable for the sound it makes when flying, the two-bladed design gives the Huey its characteristic “thump,” particularly evident during descent and bank maneuvers. More than 16,000 Hueys were built and many continue to operate worldwide today.
Model number UH-1A was assigned to the first 100 production models. Follow-on UH-1B models were equipped with a more powerful engine and a longer cabin. The UH-1C addressed aerodynamic deficiencies of the armed UH-1B units and further upped engine power. Following another stretch of the cabin, the UH-1D emerged along with a multi-fuel capable engine.
In the civilian market, these aircraft were designated Bell 204
and 205. Approximately 4,000 A through D models were built, most being
upgraded, armed or otherwise modified at some point in their operational life.
Some were later converted to the UH-1H standard, and most-produced version,
starting in 1966. The UH-1H’s dual controls consist of a single hydraulic
system boosting the cyclic stick, collective lever, and anti-torque pedals.
UH-1 War Service
The UH-1 first saw service in combat operations during the Vietnam
War, with around 7,000 helicopters deployed. Primary missions included general
support, air assault, cargo transport, aeromedical evacuation, search and
rescue, electronic warfare, and ground attack. During the conflict, the Huey
was upgraded, notably to a larger version based on the Model 205. This version
was initially designated the UH-1D and flew operationally from 1963.
Designed as a troop carrier, the UH-1D replaced the piston-powered Sikorsky CH-34 Choctaw, an anti-submarine aircraft originally intended for the Navy, in service with the U.S. Army. The UH-1D seated two pilots and additionally up to 13 passengers or crew in its cabin.
UH-1s tasked with ground attack or armed escort were outfitted
with rocket launchers, grenade launchers, and machine guns. They were also
modified locally by the military outfits themselves, who fabricated their own
mounting systems. These gunship UH-1s were commonly referred to as “Frogs” or “Hogs”
if they carried rockets, and “Cobras” or simply “Guns” if they had guns. UH-1s
tasked and configured for troop transport were often called “Slicks” due to their
absence of weapons pods. Slicks did have door gunners, but were generally
employed in the troop transport and medevac roles.
Already in service with the Army, the U.S. Marine Corps selected the UH-1B as an assault support helicopter. Later modified, it became the UH-1E and replaced Cessna O-1 (L-19 Bird Dog) fixed-wing aircraft used for liaison and observation, and Kaman OH-43D helicopters of German design origins.
The U.S. Navy acquired UH-1B/C helicopters from the Army, and
these aircraft were modified into gunships with special gun mounts and radar
altimeters. They were known as “Seawolves” with the Navy and served in river
Air Force UH-1
The U.S. Air Force added later UH-1F and UH-1P models to its
inventory. The Air Force also used the UH-1N for support of intercontinental
ballistic missile sites, including transport of security personnel and
distinguished visitors. As recently as September 2018, the Boeing/Leonardo
MH-139 (an AgustaWestland AW139 variant), won a competition to replace the
“D” is for Dornier
Dornier Flugzeugwerke, the now defunct German aircraft manufacturer, under license by Bell built the slightly customized UH-1 D helicopter from 1967 to 1981 for the Bundeswehr (German military). Original plans were to deliver a total of 406. These constructions saw service with the German Army and German Air Force in light utility roles and in SAR operations. Other variants of the UH-1 were built under contract in Italy, Japan and Taiwan.
The UH-1 D’s engines were produced by Motoren- und Turbinen-Union GmbH (Motor and Turbine Union, a German company), now MTU Aero Engines of Munich. The 85-year-old company was originally founded as BMW Flugmotorenbau GmbH (Flight engines construction). Today, MTU is a global provider of commercial and military engine and maintenance services, and a partner to industry leaders GE, Pratt & Whitney and Rolls-Royce.
The Dornier UH-1 D has a spacious cabin with seating up to 15, or six stretchers and a medic. It can be loaded quickly through its large sliding doors and has a high carrying capacity. Also capable of performing an attack role, the German Army, or Deutsches Heer, however, used the UH-1 D almost exclusively for transport purposes. Considered among the safest of aircraft, it was used by Germany’s Federal President, Chancellor, and other government Ministers and Members.
Utility Helicopter Workload Reduction
LaFollette elaborated on why the Huey panel retrofit, “The term situational awareness gets thrown around a lot, but I think that nails exactly what we were going after. With the G3X and the ability to display traffic, weather and airspace via one quick touch, this greatly reduces the pilot workload. Especially when operating a helicopter, all of your body parts are being used mostly all of the time. Things that get taken for granted like changing comms or typing in a frequency are no big deal in an airplane, at certain times in a helicopter can be a very big deal. We went from a single comm that used rotary style switching to two digital smart comms with standby frequencies that, just about know what frequency you want and loads it in for you. The synthetic vision is a huge help. With Garmin’s helicopter obstacle database, it has more detailed terrain and a large amount of power lines that are overlaid on the screen.
“We typically fly with two pilots, however, now that the panel has been completed, single pilot operations are a breeze. When we did the panel mod we were able to lay out the engine gauges in the order that we wanted and moved the really important instruments right in front of the pilot’s view. Another example is our starting clock. In the old cockpit, we had to wind it up to make the second hand start moving, then push a button to activate it for our 40-second start limit. Now we use a Mid-Continent clock/timer/USB charger and it’s a very easy one button start.”
Retiring After 60 Years of Service
early as 1967, the UH-1B/C Huey was being replaced by the Bell AH-1 Cobra
attack helicopter. Huey gunships were rendered impractical by the increasing
intensity and sophistication of anti-aircraft defenses. In 1979, the U.S. Army
relegated the UH-1 primarily to support Army Aviation training and Army
National Guard units at the introduction of the Sikorsky UH-60 Black Hawk. The
UH-1 was ultimately retired from the Army in 2016.
Devotees of the UH-1 in a gunship role extol its ability to act as an impromptu “Dustoff”—a call sign for emergency patient evacuation of casualties from a combat zone. The Huey is also commended for its superior observational capabilities, notably its large cabin, which allowed return fire from door gunner positions. During the 1972 Easter Offensive by North Vietnam, UH-1s equipped with TOW launchers (Tube-launched, Optically tracked, Wire-guided anti-tank missiles) were given the nickname “Hawk’s Claw.”
Why We Do This
Nearly half of the 7,000-plus UH-1s flown in Vietnam were destroyed. The troops’ toll was 2,177 lost in their operations. Today, the Huey and its operators are memorialized in museums and collections around the world, for example Wings & Rotors Air Museum in Murrieta, California.
A recent aviation magazine article (Sport Aviation, September 2019) profiled Huey pilot/owner Jimmy Graham. His restored and updated UH-1H is used to honor veterans. In doing so, he “unites” with those who flew them. The EAA Young Eagles co-chairman and pro football player said he flies the Huey with pride, “carrying a piece of history and moving it forward.”
For G Force Air and the UH-1 D crew, the sentiment is similar. Whether flying veterans, police trainees, or enthusiasts alike, the Huey makes a lasting impression. Extricating the helicopter from its storied past and giving it a new life means others can feel that sense of pride. Keeping it flying takes commitment, and the costs are significant. Despite the obstacles, a flying museum is a place where stories can be shared, passions kindled, and ideas nurtured, making the efforts, valiant, nostalgic or plume, immeasurable for all involved.
Today, state-of-the-art in helicopter experimentation and design can be found in the Sikorsky HH-60W Combat Rescue Helicopter, “Whiskey” rendition. The “W” iteration was one of but a few letters not used in the evolution of the UH-1. Nevertheless, the Huey’s legacy is unmistakably part of the new HH-60W. Providing an unprecedented combination of range and survivability, the Whiskey strives to be the most sophisticated rotorcraft the world has known. In retrospect, this is precisely what the Huey proved to be throughout the latter half of the 20th century. A vintage Huey with a modern glass panel cockpit offers a brilliant reflection on just how advanced helicopter design has come.