US military designations: UH-1D/H/V, EH-1H and HH-1H Canadian military designations: CH-118 Iroquois Spanish military designation: HU.10B

Single-engine general purpose helicopter.


Although basically similar to the earlier Model 204, the Model 205 introduced a longer fuselage, increased cabin space to accommodate more passengers as well as other changes.


CH-118: Similar to UH-1H, for Mobile Command, Canadian Armed Forces. First of 10 delivered on 6 March 1968. Originally designated CUH-1H.
EH-1H: Electronic countermeasures configuration, with the Quick Fix I airborne communications interception, emitter locating and jamming system, including an AN/APR-39(V)2 radar warning receiver, XM130 chaff/flare dispenser and AN/ALQ-144 infrared jammer. The FY81 budget added US$5.1 million to convert initial Quick Fix IA systems in the EH-1H to Phase IB configuration, plus survivability equipment to protect the aircraft against known and postulated threats, including hot metal/plume suppression. By April 1981, three of the EH-1Hs had been delivered, with seven more to follow. However, the Quick Fix mission has been taken over by the much larger Sikorsky EH-60A version of the Black Hawk utility transport helicopter (which see).
HH-1H: It was announced on 4 November 1970 that a fixed price contract worth more than US$9.5 million had been received from the USAF for 30 HH-1H aircraft (generally similar to the UH-1H) for use as local base rescue helicopters. Deliveries were completed during 1973. UH-1D: This US Army version of the Model 205 Iroquois has an 820 kW (1,100 shp) Lycoming T53-L-11 turboshaft, 14.63 m (48 ft) rotor, normal fuel capacity of 832 litres (220 US gallons; 183 Imp gallons) and overload capacity of 1,968 litres (520 US gallons; 433 Imp gallons). Relocation of the fuel cells increases cabin space to 6.23 m{3} (220 cu ft), providing sufficient room for a pilot and 12 troops, or six litters and a medical attendant, or 1,815 kg (4,000 lb) of freight. A contract for a service test batch of seven YUH-1Ds was announced in July 1960 and was followed by further very large production orders from the US Army and from many other nations of the non-Communist world. First YUH-1D flew on 16 August 1961 and delivery to US Army field units began on 9 August 1963, when the second and third production UH-1Ds went to the 11th Air Assault Division at Fort Benning, Georgia. The UH-1D was superseded in production for the US Army by the UH-1H, but 352 UH-1Ds were built subsequently under licence in Germany for the German Army and Air Force. Prime contractor was Dornier. UH-1H: Following replacement of the original T53-L-11 turboshaft by the 1,044 kW (1,400 shp) T53-L-13, the version of the Model 205 for the US Army was designated UH-1H. Deliveries of an initial series of 319 aircraft for the US Army began in September 1967. Subsequent orders included 300 more for the Army in January 1971, and nine for the RNZAF. Additional orders for a total of 560 UH-1Hs were placed in 1971 to 1973. An add-on contract for 54 more UH-1Hs, valued at US$11.9 million, was awarded in September 1974, with delivery extending into 1976. Under a licensing agreement concluded in 1969, the Republic of China is producing UH-1Hs for the Nationalist Chinese Army, with much of the manufacturing and assembly process being carried out at Taichung, Taiwan. The initial production programme was for 50 helicopters, already delivered. Subsequent orders have increased the total procurement to 118.
UH-1V: Approximately 220 UH-1Hs converted by US Army as a medevac version. Avionics and equipment in this version include a radio altimeter, AEL AN/ARN-124 DME, glide slope and rescue hoist. The 7,000th Model 205/205A helicopter was completed in 1973.
AB 205A: Agusta-built version of the Bell 205 UH-1D. Also built in Germany by Dornier.
Model 205A-1: Civil and export designation of UH-1H. Also built in Italy by Agusta, Japan by Fuji and Taiwan by AIDC.
AB 205A-1: Agusta-built Bell Model 205A-1 (UH-1H) manufactured in Italy.
Dornier-Bell UH-1D: Some 352 UH-1Ds were built under licence by Dornier for the German Army and Air Force.


Heli-Conversions: Super 205. See separate entry in USA section. Jordan: Requirement exists for a re-engine programme to improve the `hot-and-high' performance of its UH-1H Iroquois helicopters which were delivered in December 1996. Further requirements are for GPS and FLIR.
Trimble Navigation: Awarded contract in late 1996 to supply the US Army with GPS receivers to equip its UH-1 helicopters. Contract value of US$13.4 million for 785 Cargo Utility GPS Receivers (CUGR). All UH-1s to be retrofitted with GPS by 2000.
US Army: The US Army plans to retain at least 2,700 improved UH-1Hs in service beyond the year 2000 to perform such operations as resupply, troop transport, command and control, electronic warfare, medical evacuation and minefield emplacement. To make such a plan realistic, a product improvement programme for the Army's UH-1H fleet introduced improved or new avionics and equipment including an AN/ALQ-144 infrared jammer, AN/APN-209 radar altimeter, AN/APR-39 radar warning receiver, AN/ARC-164 UHF/AM radio, AN/ARN-124 DME, XM130 chaff/flare dispenser, NOE communications (FM/HF), communications security, infrared suppressor (hot metal and plume), altimeter lighting (5 V), crashworthy auxiliary fuel system, closed circuit refuelling, fuel tank vent, improved main input driveshaft, and main rotor mast plug. In addition, it is planned to introduce, as a minimum, new composite main rotor blades; improved stabiliser bar, tail rotor hub and servo cylinders; a split engine deck, and improved oil filtration; a night vision compatible cockpit; built-in Vibrex connections; an improved AN/ASN-43 gyro magnetic compass; and Doppler navigation.
A US Army Request for Proposal for composite main rotor blades for the UH-1H was issued on 16 November 1981. The Army's schedule called for a qualified blade to be ready for production after 32 months. Procurement of 6,000 blades was anticipated in 1985 to 1989, at a cost of US$20,000 or less per blade in FY81 dollars. Bell tendered a joint proposal with Boeing, and this team was awarded a US$19 million development contract during 1982 by the US Army Aviation Research and Development Command. Bell designed the composite blade for the UH-1H, but both companies fabricated test blades and supported laboratory and flight testing to ensure compliance with Army requirements. The composite rotor blades provide a 6 per cent improvement in the UH-1H's hovering capability and a 5 to 8 per cent reduction in fuel flow in forward flight. Bell provided manufacturing tools and fixtures and transferred specific manufacturing knowledge to Boeing, so that both companies are equally capable and qualified to manufacture production blades, for which contracts are expected to exceed US$100 million. The first flight of the composite rotor blades on a UH-1H took place in early 1985. Production deliveries began in January 1988.


Versions of the Bell 205, Agusta Bell 205 and AIDC 205 are in service with the armed forces of the following countries: Argentina (3); Australia (25); Bolivia (15); Brazil (30); Canada (5); Chile (10); Colombia (13); Dominican Republic (9); Ethiopia (6); Greece (15); Guatemala (126); Honduras (4); Iran (5); Jordan (18); Korea South (25); Mexico (9); Myanmar (12); New Zealand (14); Pakistan (10); Panama (3); Papua New Guinea (4); Peru (10); Philippines (30); El Salvador (40); Singapore (24); Spain (56); Thailand (118); Tunisia (3); Turkey (256); Uruguay (3); USA (2,756) and Venezuela.

The following details refer specifically to the military UH-1H:


Two-blade semi-rigid main rotor. Stabilising bar above and at right angles to main rotor blades. Underslung feathering axis head. Two-blade all-metal tail rotor. Shaft drive to both main and tail rotor. Transmission rating 820 kW (1,100 shp). Main rotor 294 to 324 rpm.


Small synchronised elevator on rear fuselage is connected to the cyclic control to increase allowable CG travel.


Interchangeable main blades built up of extruded aluminium spars and laminates. Tail rotor blades of honeycomb construction. Blades do not fold. The fuselage is a conventional all-metal semi-monocoque structure.


Tubular skid type. Lock-on ground handling wheels and inflated nylon float bags available.


One 1,044 kW (1,400 shp) Textron Lycoming T53-L-13 turboshaft, mounted aft of the transmission on top of the fuselage and enclosed in cowlings. Five interconnected rubber fuel cells, total capacity 844 litres (223 US gallons; 186 Imp gallons), of which 799 litres (211 US gallons; 176 Imp gallons) are usable. Overload fuel capacity of 1,935 litres (511 US gallons; 425 Imp gallons) usable, obtained by installation of kit comprising two 568 litre (150 US gallon; 125 Imp gallon) internal auxiliary fuel tanks interconnected with the basic fuel system.


Pilot and 11 to 14 troops, or six litters and a medical attendant, or 1,759 kg (3,880 lb) of freight. Crew doors open forward and are jettisonable. Two doors on each side of cargo compartment; front door is hinged to open forward and is removable, rear door slides aft. Forced air ventilation system.


FM, UHF, VHF radio sets, IFF transponder, Gyromatic compass system, direction-finder set, VOR receiver and intercom standard. Optional nav/com systems. Standard equipment includes bleed air heater and defroster, comprehensive range of engine and flight instruments, power plant fire detection system, 30 V 300 A DC starter/generator, navigation, landing and anti-collision lights, controllable searchlight, hydraulically boosted controls. Optional equipment includes external cargo hook, auxiliary fuel tanks, rescue hoist, 150,000 BTU muff heater.

LENGTH (m) : 17.62
HEIGHT (m) : 4.41
MAX RANGE (nm) : 276
MAX RATE CLIMB (m/min) : 488