North American Aviation YF-86H-1-NA Sabre 52-1975 during a test flight. A long pitot boom is used for initial instrument calibration. (U.S. Air Force)North American Aviation YF-86H-1-NA Sabre 52-1975 fighter bomber at Edwards AFB. (U.S. Air Force)
30 April 1952, the first North American Aviation F-86H Sabre fighter bomber, YF-86H-1-NA 52-1975, made its first flight with test pilot Joseph A. Lynch, Jr., in the cockpit. It was flown from the Inglewood, California, factory to Edwards Air Force Base for evaluation and testing.
While the F-86A, E and F Sabres were air superiority fighters and the F-86D and L were all-weather interceptors, the F-86H was a fighter bomber, designed to attack targets on the ground with guns, bombs and rockets.
Larger and with a maximum gross weight nearly 4,000 pounds (1,814 kilograms) heavier than an F-86F, the H model’s J73 engine provided almost 40% more thrust. The engine was larger that the J47 used in previous F-86 models, and this required a much larger air intake and airframe modifications. The fuselage was 6 inches deeper and two feet longer than the F-86F. This accommodated the new engine and an increase in fuel load. The tail surfaces were changed with an increase in the height of the vertical fin and the elevators were changed to an “all-flying” horizontal stabilizer. Though it’s top speed was only marginally faster, the F-86H could take off in a shorter distance and climb faster with a higher service ceiling than the earlier models.
Joseph A. Lynch, Jr.
The two pre-production aircraft were built at Inglewood, California, but all production airplanes were built at Columbus, Ohio. The serial numbers of those F-86H Sabres have the suffix -NH.
The North American Aviation F-86H Sabre was 38 feet, 10 inches (11.836 meters) long with a wingspan of 39 feet, 1 inch (11.913 meters) and overall height of 14 feet, 11 inches (4.547 meters). Empty weight was 13,836 pounds (6,276 kilograms) and gross weight was 24,296 pounds (11,021 kilograms).
The F-86H was powered by a General Electric J73-GE-3D or -3E engine, a single-spool, axial-flow, turbojet engine, which used a 12-stage compressor section with variable inlet vanes, 10 combustion chambers and 2-stage turbine section. It produced 8,920 pounds of thrust (39.68 kilonewtons) at 7,950 r.p.m. (5-minute limit). The J73 was 12 feet, 3.2 inches (3.739 meters) long, 3 feet, 0.8 inches (0.935 meters) in diameter and weighed 3,650 pounds (1,656 kilograms).
North American Aviation F-86H-10-NH Sabre 53-1298. (U.S. Air Force)
The F-86H had a maximum speed of 601 knots (692 miles per hour/1,113 kilometers per hour) at Sea Level and 536 knots (617 miles per hour (993 kilometers) at 35,000 feet (10,668 meters). The fighter bomber had an initial rate of climb of 12,900 feet per minute (65.53 meters per second) and it could reach 30,000 feet (9,144 meters) in 5.7 minutes. The service ceiling was 50,800 feet (15,484 meters). With a full load of bombs, the F-86H had a combat radius of 350 nautical miles (402 statute miles/648 kilometers) at 470 knots (541 miles per hour (870 kilometers per hour). The maximum ferry range was 1,573 nautical miles (1,810 statute miles/2,913 kilometers).
The two pre-production YF-86Hs were unarmed. The first ten production airplanes were built with six .50 caliber Browning machine guns, the same as the F-86F Sabre, but the remaining F-86H Sabres were armed with four M39 20 mm revolver autocannon with 600 rounds of ammunition. In ground attack configuration, a maximum bomb load of 2,310 pounds (1,048 kilograms) could be carried, or one 12–24 kiloton Mark 12 “Special Store” that would be delivered by “toss bombing.”
The F-86H Sabre became operational in 1954. 473 F-86H Sabres were built before production ended. By 1958 all that remained in the U.S. Air Force Inventory were reassigned to the Air National Guard. The last one was retired in 1972.
North American Aviation F-86H Sabre. (U.S. Air Force)
The Honorable Mary Bailey DBE (1890–1960) (Monash University)
30 April 1928: The Honorable Lady Bailey arrived at Cape Town, South Africa, flying a de Havilland DH.60X Moth, completing an 8,000-mile (12,875-kilometer) solo journey which had begun at Croydon Aerodrome, London, England on 9 March 1928. Lady Bailey described her flight as “uneventful,” but that was hardly the case.
The first stage of Lady Bailey’s flight involved crossing the English Channel. She encountered severe weather, gale force winds, followed by fog. Unable to see any landmarks, she landed twenty miles short of Paris, at Sacy-le-Petit, then continued to Le Bourget in a snowstorm.
The following day Lady Bailey and her Moth left Paris for Lyons, again in snowstorms. Her compass was malfunctioning, but she was able have it repaired when she arrived.
The next leg of the flight was another over-water flight, crossing the Gulf of Genoa enroute Pisa. She crossed the Mediterranean Sea to Tripoli, then turned eastward to Cairo. Once there, the Egyptian government refused to allow her to continue, fearing for her safety. Her airplane was seized and placed under armed guard. Not until a British lieutenant, who was flying to Cairo, agreed to escort her, was Lady Bailey allowed to continue. She took off and flew south along the Nile and arrived at Luxor on 28 March.
From there, Lady Bailey encountered sandstorms with high winds and reduced visibility and intense heat. On 10 April, as she landed at Tabora, German East Africa (now known as Tanganyika), at 4,000 feet (1,220 meters) above Sea Level, her DH.60 Moth flipped over. A wing spar was broken and the fuselage heavily damaged. G-EBSF was unable to continue the journey.
De Havilland DH.60 Cirrus Moth G-EBLV at Stag Lane Aerodrome. (BAE Systems)
Sir Abe Bailey, Lady Bailey’s husband, purchased another DH.60 Moth which was used as a demonstrator by de Havilland’s agent in Johannesburg. It was flown to Tabora by Major Meintjes of the South African Air Force, arriving 19 April. Further arrangements were made with de Havilland to exchange this second airplane for a third, DH.60 G-EBTG, at Cape Town.
Lady Bailey departed Tabora on 21 April and continued to Broken Hill, Northern Rhodesia, where she became ill. After four days there, she continued on to Livingstone, then Bulawayo, and finally, Cape Town. Her solo journey had taken 52 days.
Lady Bailey said that, “Anybody who can drive an auto could do it. My flight was long but uneventful, and not extraordinarily difficult. In fact, my only difficulty was when my machine was locked up in Cairo.”
After several months at Cape Town, Lady Bailey continued her round trip solo flight by returning to London with her DH.60 Moth, G-EBTG. The return trip covered over 18,000 miles (28,970 kilometers). These were the longest solo flights and the longest flights by a woman up to that time.
A contemporary cigarette card with an illustration of Lady Bailey’s DH.60X Cirrus II Moth, G-EBTG. (Monash University)
Lady Bailey’s airplane was a de Havilland DH.60X Moth, c/n 415, registration G-EBSF, which she had purchased from Captain Geoffrey de Havilland, the airplane’s designer. An auxiliary fuel tank was installed in the forward cockpit, giving the Moth an endurance of 10½ hours.
The de Havilland DH.60X Cirrus II Moth was a two-place, single-engine light biplane with a wooden airframe which was covered with plywood, with sheet metal panels around the engine. The wings and tail surfaces were fabric-covered, and the wings could be folded to fit inside a small hangar. The “X” in the type designation indicates that the airplane has a split-axle main landing gear, which forms an X when seen from the front of the airplane.
The DH.60X Cirrus II Moth was 23 feet, 11 inches (7.290 meters) long with a wingspan of 30 feet (9.144 meters). Its height was 8 feet, 9½ inches (2.680 meters). The airplane had an empty weight of 920 pounds (417 kilograms) and gross weight of 1,750 pounds (794 kilograms).
An A.D.C. Cirrus aircraft engine at the Science Museum, London. (Wikipedia)
The Cirrus II Moth was powered by an air-cooled, normally-aspirated 304.66-cubic-inch-displacement (4.993 liter) A.D.C. Cirrus Mark II four-cylinder vertical inline engine. This was a right-hand tractor, direct-drive, overhead-valve engine with two valves per cylinder and a compression ratio of 4.9:1. It had a normal power rating of 75 horsepower at 1,800 r.p.m. and a maximum power rating of 80 horsepower at 2,000 r.p.m. The engine drove a two-bladed, fixed-pitch propeller. The Cirrus Mk.II was 3 feet, 9.3 inches (1.151 meters) long, 1 foot, 7 inches wide (0.483 meters) and 2 feet, 11.6 inches (0.904 meters) high. It weighed 280 pounds (127 kilograms).
The DH.60X Cirrus II Moth had a cruise speed of 85 miles per hour (137 kilometers per hour) and maximum speed of 98 miles per hour (158 kilometers per hour). Its service ceiling was 14,500 feet (4,420 meters). The maximum range was 290 miles (467 kilometers).
The de Havilland Aircraft Co., Ltd., built 32 of the DH.60 Cirrus II Moth variant. Nearly 900 off all DH.60 Moth models were built at the company’s factory at Stag Lane, and another 90 were built under license in Australia, France and the United States.
Lady Bailey was born the Hon. Mary Westenra, 1 December 1890, the daughter of the 5th Baron Rossmore. She married Colonel Sir Abe Bailey, 1st Bt., 5 September 1911 at the age of 20.
Soon after becoming a licensed pilot in early 1927 (Royal Aero Club Aviator’s Certificate 8067), she flew across the Irish Sea, the first woman to do so. She set a Fédération Aéronautique Internationale (FAI) World Record for Altitude, 5,268 meters (17,283 feet), 5 July 1927.¹ She set several long distance solo flight records, including an 8,000-mile flight from Croydon, South London to Cape Town, South Africa with a DH.60X Cirrus II Moth, G-EBSF, and an 10,000-mile return flight made with another DH.60 (after G-EBSF was damaged). These were the longest solo flight and the longest flight by a woman to that time.
Lady Bailey was twice awarded the Harmon Trophy (1927, 1928). In 1930, she was invested Dame Commander of the Order of the British Empire. During World War II, The Hon. Dame Mary Bailey, DBE, served with the Women’s Auxiliary Air Force with the rank Section Officer, equivalent to a Royal Air Force sergeant.
Lady Mary died 29 July 1960 at the age of 70.
This de Havilland DH.60 Cirrus Moth, G-EBLV, in The Shuttleworth Collection, is the same airplane shown in the photograph above. It is similar to the airplanes flown by Lady Bailey, from London to Cape Town and return, 1928. It is the only flying example of the Cirrus Moth. (www.airmuseumsuk.org)
¹ FAI Record File Number 8221: 5,268 meters (17,283 feet)
28–29 April 2010: Captain Daniel Aufdenblatten, a helicopter pilot for Air Zermatt AG, and
Richard Lehner, Alpin Center Zermatt, a Swiss mountain guide and mountain rescue expert, were in Kathmandu, Nepal, training personnel of Fishtail Air Pvt. Ltd.¹ in the use of helicopters to rescue mountaineers injured or trapped high in the Himalayas. The training program was scheduled for two months.
The Air Zermatt crew, Richard Lehner, left, and Captain Daniel Aufdenblatten, with Fishtail Air Pvt. Ltd.’s Eurocopter AS 350 B3 Écureuil, 9N AJI. (Fishtail Air Pvt. Ltd.)
Air Zermatt used a “long-line” method of lifting victims from rock faces where landing was impossible. Lehner, or another rescuer, would be suspended from a 90-foot-long (27.4 meters) cable from the helicopter’s cargo hook, and Aufdenblatten would maneuver the helicopter to position the rescuer against the slope where he could reach a victim, attach him or her to the cable, and the helicopter would then fly to a location where they could safely land.
When they returned to Fishtail’s base after a day of training, the crew were informed of a distress call from a climbing expedition on Annapurna, the tenth highest mountain in the world. After succeeding in reaching the summit at 8,091 meters (26,545 feet), they were descending when they were delayed by blizzard conditions. One climber was missing, and two suffered from frostbite. All had snow-blindness and were displaying early symptoms of high altitude sickness. They were unable to descend any further, but would die if they remained where they were, at 6,950 meters (22,802 feet) above Sea Level.
Fishtail Air Pvt. Ltd. Eurocopter AS 350 B3 Écureuil 9N AJI, c/n 4875. (Fishtail Air Pvt. Ltd.)
After loading their rescue equipment on board Fishtail’s Eurocopter AS 350 B3 Écureuil, 9N AJI, Aufdenblatten and Lehner took off and flew to the Annapurna Base Camp, about 100 miles (161 kilometers) to the west. Fog moved in to the area, and further flight was impossible that day.
At 7:00 a.m., the following morning, 29 April, Aufdenblatten and Lehner took off to search for the stranded climbing expedition. They did not find the missing climber but did locate the camp where the others had spent the night. It was located on a very steep slope between a steep rock face and a shear cliff. There was no chance of a landing. High winds forced the helicopter crew back to Base Camp.
Terrain relief map of a small area of the Himalaya Mountains. Annapurna I is near the center. The Annapurna Base Camp is southeast of there at 4,130 meters elevation.
Stripping all unneeded equipment from the Écureuil (the helicopter is known as the A-Star in the United States), including seats and doors, they rigged a rope to support Lehner. At about 9:00 a.m., they took off again—this time with Lehner hanging under the helicopter.
Aufdenblatten lifts off at Annapurna Base Camp, 29 April 2010. Lehner is at the right, with a rope laid out in front of him. (Fishtail Air Pvt. Ltd.)
A first attempt to make a pickup was unsuccessful because of the gusting winds. Lehner had a small supply of oxygen, but it would not last much longer. They flew back to Base Camp. On their next attempt, the winds were even stronger and the oxygen was being sucked out of Lehner’s mouth. He began to feel the effects of oxygen deprivation. Once again, the helicopter returned to Base Camp without the climbers.
Daniel Aufdenblatten, flying Eurocopter AS 350 B3 9N AJI, hovers over the Annapurna Base Camp as he lowers a climber to the ground, assisted by Richard Lehner, 29 April 2010. (Fishtail Air Pvt. Ltd.)
After a third unsuccessful attempt, and with Lehner feeling ill from lack of oxygen, Aufdenblatten decided to leave Lehner at the Base Camp and attempt the rescue solo. The climbers were advised by radio that the helicopter would hover while they attached themselves with caribiners to the 90-foot rope, and would then lift them away from the mountain.
This fourth attempt succeeded. One of the climbers reached out and grabbed the rope, hooked himself up, and was carried away. Ten minutes later, he was set down at the Annapurna Base Camp, where he immediately received medical attention.
Aufdenblatten and the Écureuil flew back to Annapurna again. He had been informed that the two Sherpas in the group refused to be picked up and would make their own way down the mountain. This time, both of the two remaining climbers were picked up and flown to base.
Captain Aufdenblatten had just completed the highest long-line helicopter rescue ever attempted.
For their accomplishments, Aviation Week & Space Technology presented Aufdenblatten and Lehner its Laureate for Heroism Award in March 2011.
Fishtail Air Pvt. Ltd.’s 2009 Eurocopter AS 350 B3 Écureuil 9N AJI.
The helicopter used in this rescue, 9N AJI, was a 2009 Eurocopter AS 350 B3 Écureuil, serial number 4875. Originally registered in France as F-OKFF, 4875 was sent to Eurocopter Southeast Asia, Singapore, in October 2009. The new helicopter was sold to Fishtail Air Pvt. Ltd., Kathmandu, Nepal, and delivered 1 March 2010.
The Eurocopter AS 350 Écureuil is a 6–7 place, single-engine light helicopter, operated by a crew of one or two pilots. Introduced by Aérospatiale in 1975, it remains in production today and is one of the most popular civil helicopters. The manufacturer is now known as Airbus Helicopters.
The AS 350 B3 is a high-performance variant, specially configured for high density altitude operations (“hot and high”). The overall length with rotors turning is 12.94 meters (42 feet, 5.4 inches). The fuselage is 10.93 meters (35 feet, 10.3 inches) long and the cabin is 1.87 meters (6 feet, 1.6 inches) wide. The helicopter’s overall height is 3.14 meters (10 feet, 3.6 inches).
In keeping with standard French practice, the Écureuil/A-Star’s main rotor system turns clockwise as seen from above. (The advancing blade is on the helicopter’s left side.) The composite hingeless three-blade rotor has a diameter of 10.69 meters (35 feet, 0.9 inch). The normal operating range is 385–394 r.p.m. (320–430 r.p.m. in autorotation). A two-bladed tail rotor is mounted on the right side of the tail boom in a pusher configuration. It rotates clockwise, as seen from the helicopter’s left. (The advancing blade is below the axis of rotation.) Its diameter is 1.86 meters (6 feet, 1.2 inches.)
The AS 350 B3 has an empty weight of approximately 1,174 kilograms (2,588 pounds), depending on installed equipment, and maximum gross weight of 2,250 kilograms (4,961 pounds).
AS 350 B3 three-view illustration with dimensions. (Eurocopter)
The AS 350 B3 variant is powered by a single Turboméca Arriel 2B turboshaft engine. The Arriel 2B is a free turbine turboshaft engine which uses an electronic engine control system (EECU). The engine has a two-stage compressor section (single-stage low-pressure axial flow, single-stage high-pressure centrifugal flow); an annular combustion chamber; and two-stage turbine section (single-stage gas generator and single-stage power turbine). The compressor section turns 52,110 r.p.m. at 100% N1; The power turbine, N2, turns 39,095 r.p.m. at 100%. A gear reduction unit reduces the engine’s output shaft speed to 5,990 r.p.m.
The Arriel 2B produces 847 shaft horsepower, but is de-rated to the helicopter’s main transmission limit. Installed, the Arriel 2B is rated at 536 horsepower for cruise; 700 horsepower, Maximum Continuous Power; and 733 horsepower for take off (5 minute limit).
The Arriel 2B is 118.0 centimeters (3 feet, 10.46 inches) long, 50.0 cm (1 foot, 6.69 inches) wide, 62.0 cm (2 feet, 0.41 inches) high. It weighs 134 kilograms (295.4 pounds), dry. The Arriel series engines are now produced by Safran Helicopter Engines.
The AS 350 B3 has a cruise speed of 132 knots (152 miles per hour/245 kilometers per hour) and maximum speed of 155 knots (178 miles per hour/287 kilometers per hour). It carries over four hours of fuel and has a maximum range of 357 nautical miles (411 statute miles/662 kilometers). The maximum certified operating altitude is 7,010 meters (23,000 feet).
9N AJI was involved in an accident during a landing at Listi 5, Panglang, Sindhupalchowk District, Nepal, on 3 August 2014. A man was struck by the tail rotor and killed. The pilot, Sujal Shrestra, was placed under arrest by district police.
AS 350 B3 9N AJI rolled over when it lost its tail rotor during take off, 17 March 2016. (Nirajan Poudel/Nepal Republic Media)
On 17 March 2016, it was involved in another accident when it lost its tail rotor assembly during take off at Langtang, Rasuawa District. The helicopter rolled over and was damaged beyond economical repair. The pilot, Niklas, was only slightly injured.
Eight months later, after salvageable equipment had been removed, the derelict helicopter was lifted as a sling load by another helicopter and flown back to Kathmandu, where it was to be placed in a museum.
9N AJI lifted by an Airbus Helicopters AS 350 B3e Écureuil, 9N AJQ. (Aviation Nepal)
¹ Fishtail Air is named for nearby Fishtail Mountain, so called because of a geological feature that resembles the tail of a fish. The company has changed its name to Summit Helicopters Pvt. Ltd.
माछापुच्छ्रे , (Machapuchare, meaning Fishtail) is a 6,993 meter (22,943 feet) mountain in the Annapurna Himalayas of northern Nepal. (Faj2323)
N401PW, the first Boeing 747-400 airliner. (The Boeing Company)
29 April 1988: Boeing test pilots James C. Loesch and Kenneth Higgins take the new Boeing 747-400, serial number 23719, registration N401PW, for its first flight from Paine Field, landing at Boeing Field 2 hours 29 minutes later.
The 747-400 was a major development of the 747 series. It had many structural and electronics improvements over the earlier models, which had debuted 18 years earlier. New systems, such as a “glass cockpit”, flight management computers, and new engines allowed it to be flown with a crew of just two pilots, and the position of Flight Engineer became unnecessary.
Roll-out, Boeing 747-400 c/n 23719. (The Boeing Company)
The most visible features of the –400 are its longer upper deck and the six-foot tall “winglets” at the end of each wing, which improve aerodynamic efficiency be limiting the formation of wing-tip vortices.
On 27 June 1988, this 747-400 set a Maximum Takeoff Weight record for airliners by lifting off at Moses Lake, Washington at 892,450 pounds (405,659 kilograms).¹ At the time of its first flight, Boeing had already received orders for 100 747-400s. It would become the most popular version, with 694 aircraft built by the time production came to an end 15 March 2007.
Cockpit of a Boeing 747-400 airliner.
The Boeing 747-400 airliner can carry between 416 and 660 passengers, depending on configuration. It is 231 feet, 10 inches (70.6 meters) long with a wingspan of 211 feet, 5 inches (64.4 meters) and overall height of 63 feet, 8 inches (19.4 meters). Empty weight is 394,100 pounds (178,800 kilograms). Maximum takeoff weight (MTOW) is 875,000 pounds (396,890 kilograms).
Northwest Boeing 747-451 N661US on approach to Osaka. (Wikipedia Commons)
While the prototype was powered by four Pratt & Whitney PW4056 turbofan engines, production airplanes could be ordered with PW4062, General Electric CF6 or Rolls-Royce RB211 engines, providing thrust ranging from 59,500 to 63,300 pounds.
The –400 has a cruise speed of 0.85 Mach (567 miles per hour, 912 kilometers per hour) and maximum speed of 0.92 Mach (614 miles per hour, 988 kilometers hour). Maximum range at maximum payload weight is 7,260 nautical miles (13,450 kilometers).
Northwest Airlines’ Boeing 747-451, N661US, on approach to Osaka Kansai International Airport, 11 June 2007. (Photograph courtesy of Dennis Lau)
After the test program was completed, the prototype 747-400 was outfitted for airline service. It was operated by Northwestern Airlines and is currently in service with Delta Air Lines. It has been re-registered as N661US, and carries the Delta fleet number 6301.
N661US was the aircraft operated as Northwest Airlines Flight 85 on 9 October 2002 when it suffered a rudder hardover while over the North Pacific Ocean. The aircraft went into a sudden 40° left bank when a hydraulic power unit for the lower rudder failed due to a fatigue fracture. This incident is considered to be an excellent example of Cockpit Resource Management (CRM) as the flight crew successfully landed the airplane at Anchorage, Alaska.
Boeing 747-451 N661US, Delta Air Lines, landing at Tokyo-Narita International Airport, 25 July 2009. (Photograph courtesy of Kazuchika Naya)
After flying its final revenue flight, 9 September 2015, as Flight 836, Honolulu to Atlanta, N661US was stored at Delta Technical Operations. It is now displayed at the Delta Flight Museum, Hartsfield Jackson International Airport.
Delta’s Ship 6301, N661US, completes its final flight, landing at Hartsfield Jackson International Airport, Atlanta, Georgia, 9 September 2015. (Delta Flight Museum)
Major General Manucheher Khosrowdad ( منوچهر خسروداد ), Imperial Iranian Army Aviation, in the cockpit of a Bell 214A Isfahan.
29 April 1975: 3 days after delivery of first production Bell 214A “Isfahan,” (IIAF serial number 6-4651, Bell serial number 27004), Major General Manucheher Khorowdad, Imperial Iranian Army Aviation, with Clem A. Bailey, Bell assistant chief production test pilot, as co-pilot, took off from Ahwaz Commercial Airport (AWZ) in southwestern Iran to set five Fédération Aéronautique Internationale (FAI) world records. The airport’s elevation is 66 feet (20 meters) above Sea Level. The air temperature at the time was reported to be 35–38 °C. (95–100 °F.).
The Bell 214A climbed to a height of 3,000 meters (9,842.52 feet) in 1 minute, 58 seconds; ¹ 6,000 meters (19,685.04 feet) in 5 minutes, 14 seconds; ² and 9,000 meters (29,527.56 feet) in 15 minutes, 5 seconds; ³ The helicopter reached a peak altitude of 9,071 meters (29,760.5 feet), setting a record for altitude without payload.⁴ It was able to maintain an altitude of 9,010 meters (29,560.4 feet) in horizontal flight.⁵
All five of these records remain current.
Major General Manucheher Khosrowdad was murdered by Islamic revolutionaries at 23:30, 15 February 1979. He and three other Iranian military officers were the first to be killed following the revolution. A “tribunal” found him guilty of “corruption on Earth.” His prized German Shepherd Dogs were also slaughtered. His remains were then displayed in public. Eventually, his body was interred at Behesht-e Zahra Cemetery, Tehran.
The Bell 214A was developed from the prototype Bell 214 Huey Plus (which first flew in October 1970 and was powered by a 1,900-shaft horsepower Lycoming T53-L-702 turboshaft engine) for Imperial Iranian Army Aviation. Bell built three prototype 214As, powered by the Lycoming T55-L7C (2,050 shaft horsepower). One of these was shipped to Iran in August 1972 for evaluation.
The helicopter is flown by a pilot and co-pilot. It can carry 15 combat troops.
The production 214A was powered by the Lycoming LTC4B-8D turboshaft, rated at 2,930 shaft horsepower.
Iran ordered 287 Bell 214As. Iran named the Bell 214, “Isfahan,” after a city in Iran where it was planned to build a Bell helicopter production facility to produce additional 214A/Cs, and as many as 350 of the stretched, twin-engine Bell 214STs.
The first production BH 214A, 6-4561 (Bell serial number 27004), was built in Texas and delivered in Iran on 26 April 1975.
Because of the Iranian revolution of 1978–1979, the Isfahan facility was never built. All of the BH 214A/Cs and BH 214STs for Iran were built in Texas: 287 214As, 39 214C search and rescue variants, and 48 214STs. Sanctions against the Iran regime have prevented any spare parts for these helicopters being delivered to Iran, but it is believed that that country has produced counterfeit parts. It is not known how many of these helicopters remain in service, but a 2018 estimate suggested just 22.
The Bell 214A was built using a strengthened UH-1H airframe. It had a semi-rigid rotor system without the stabilizer bar of previous UH-1 models. The 214A’s rotor system included elastomeric bearings.
The fuselage is 44 feet, 1.09 inches (13.4389 meters) long. The helicopter has a maximum height of 12 feet, 10 inches (3.9116 meters). With blades turning, its maximum length is 60 feet, 2.27 inches (18.3457 meters). The 214A’s main rotor diameter is 50 feet, 0 inches (15.24 meters). The main rotor blades have a chord of approximately 3 feet (0.9 meters). As with all American helicopters, the main rotor turns counter-clockwise when viewed from above. (The advancing blade is on the right.) The tail rotor is mounted on the right side of the vertical pylon, and turns clockwise as viewed from the left side of the helicopter. (The advancing blade is below the axis of rotation.) It has a diameter of 9 feet, 8.00 inches (2.9464 meters). The tail rotor blades have a chord of 12.00 inches (0.3048 meters).
Bell 214 two-view illustration
The Lycoming LTC4B-8D (an uprated version of the T55-L-7) is a turboshaft engine with a 7-stage axial-flow, single-stage centrifugal-flow compressor section, a reverse-flow combustor, two-stage high-pressure gas producer and two-stage free power turbine. It can produce 2,930 shaft horsepower, but is derated to 2,250 shaft horsepower. The engine is 3 feet, 9.5 inches (1.557 meters) long, 2 feet, 1.1 inches (0.63754 meters) in diameter, and weighs 618 pounds (280 kilograms).
The Bell 214A has an empty weight of 7,588 pounds (3,441.9 kilograms) and gross weight of 13,800 pounds (6,259.6 kilograms). It can carry up to 7,500 pounds of cargo suspended from its cargo hook, in which case its maximum gross weight is 16,000 pounds (7,257.5 kilograms).
The Bell 214A has a maximum speed of 140 knots (161.1 miles per hour/259.3 kilometers per hour). Its range is 222 nautical miles (255 statute miles/411 kilometers). Its service ceiling of 16,400 feet (4,998.7 meters).
First flight, Bell 214A, Fort Worth, Texas. (Vertiflite May/June 1974)
Bell went on to produce a commercial variant of the BH 214A, which it designated the Bell 214B BigLifter. This model received a FAA Type Certificate 27 January 1976. On 3 February 1976, a second model, the BH 214B-1, was also certified. The BH 214B-1 has a lower gross weight than the 214B, but the only actual difference between the two models is the aircraft data plate and the flight manual. This was done due to certification standards of various countries which would place the 214B in a “large helicopter” classification. Only 70 of these commercial models were built.
A commercial Bell 214B BigLifter with Canadian registration. (Aircraft.com)
Another commercial BH214 variant was also produced, the 214ST. Initially called the “Stretched Twin,” this helicopter featured two turboshaft engines, a 2 foot, 6 inch (0.762 meters) increase in length, and a larger diameter main rotor system. This helicopter was also intended to serve with Iranian Army Aviation, and 350 were to be built at the Isfahan facility.
A Bell 214ST Super Transport, G-BKFN, of British Caledonian Helicopters, photographed at Aberdeen Airport, 8 September 1982. (Gary Watt via Wikipedia).
Marketed as the 214ST SuperTransport, this helicopter could be ordered with either fixed skids or fixed tricycle landing gear. A total of just 96 were built, with 48 for Iran. The others were for commercial customers, or the militaries of several countries.
Bell Helicopter transferred FAA Type Certificates for the Model 214B, 214B-1, and 214ST helicopters to Erickson Incorporated, Central Point, Oregon, in 2020.
