1.
Bell UH-1N Twin Huey
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The Bell UH-1N Twin Huey is a twin-engine medium military helicopter. A member of the numerous Huey family, it first flew in 1969, the CUH-1N Twin Huey was the original version, first ordered by the Canadian Forces. The UH-1N has a configuration, with one pilot and fourteen passengers. In cargo configuration it has a capacity of 220 ft³. An external load of up to 5,000 lb can be carried, the UH-1N was later developed into the civil Bell 212. Based on the stretched fuselage Bell 205, the Bell 212 was originally developed for the Canadian Forces under the designation CUH-1N Twin Huey, later the CF adopted a new designation system and the aircraft was re-designated CH-135 Twin Huey. The CF approved the development of the aircraft on 1 May 1968 and purchased 50 aircraft, the US military came very close to not procuring the Twin Huey. The purchase of the aircraft for US military use was opposed by the Chairman of the House Armed Services Committee at the time, Rivers took this position because the aircraft powerplant, the Pratt & Whitney Canada PT6T was produced in Canada. The Liberal Canadian government of the time had not supported US involvement in Vietnam and had opposed US policies in southeast Asia, Rivers was also concerned that procurement of the engines would result in a trade deficit situation with Canada. Congress only approved the purchase when it was assured that a US source would be found for the PT6T/T400 engines, as a result, the United States military services ordered 294 Bell 212s under the designation UH-1N, with deliveries commencing in 1970. The Bell 412 is a development of the Bell 212. The UH-1N has also developed into the upgraded, four-blade UH-1Y. The UH-1Ns main rotor is powered by a PT6T-3/T400 Turbo Twin Pac made up of two Pratt & Whitney Canada PT6 turboshaft engines that drive a single output shaft and they are capable of producing up to 1,342 kW. Should one engine fail the remaining engine can deliver 671 kW for 30 minutes or 571 kW enabling the UH-1N to maintain cruise performance at maximum weight and this modification removed the gyroscopic Stabilization Bar on top of the main rotor head, instead relying on the computer system for stability. From late 1970, the UH-1N re-equipped the USAF 20th Special Operations Squadron in Vietnam, replacing the single-engined UH-1F and UH-1P. Armed with Miniguns and rocket pods, and painted camouflage with no US markings and only a Green Hornet insignia, by the end of the hostilities both aircraft were still intact but were dismantled by the Argentinians. USMC UH-1Ns were used by the USMC during its 2003 invasion of Iraq, UH-1Ns provided reconnaissance, and communications support to Marine ground troops. They were also called upon to close air support during heavy fighting in Nasiriyah
2.
New Zealand State Highway 1
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State Highway 1 is the longest and most significant road in the New Zealand roading network, running the length of both main islands. It appears on maps as SH1 and on road signs as a white number 1 on a red shield. SH1 is 2,033 kilometres long,1,081 km in the North Island and 952 km in the South Island, for the majority of its length it is a two-lane single carriageway, with at-grade intersections and property accesses, in both rural and urban areas. These sections have some passing lanes, around 215 km of SH1 is of motorway or expressway standard as of February 2017,191 km in the North Island and 23 km in the South Island. Current road construction will see an extra 102 km in the North Island and 11 km in the South Island upgraded to motorway or expressway standard by 2022. SH1 starts at Cape Reinga, at the tip of the Aupouri Peninsula. The highway crosses into the Auckland Region, and passes through Wellsford and Warkworth, near Puhoi, on the Hibiscus Coast, SH1 becomes the Auckland Northern Motorway, the main road north of New Zealands largest urban area. The first 7.5 km of the motorway is a toll road. At Orewa, the motorway becomes toll-free, crossing farmland to the North Shore of Auckland, the road crosses through suburbs to the Waitemata Harbour, which it briefly follows before crossing it by the Auckland Harbour Bridge. The motorway comes off the bridge into Aucklands city centre, at this junction, SH1 becomes the Auckland Southern Motorway, and, after sweeping around the southern end of central Auckland, proceeds in a south-easterly direction. The motorway continues in a broadly southeast direction across the Auckland isthmus, then through Manukau and Papakura to the top of the Bombay Hills, at Bombay, SH1 becomes the Waikato Expressway, a four-lane dual-carriageway expressway. The expressway takes the highway down the Bombay Hills to Mercer, where SH1 meets the Waikato River, the Waikato Expressway temporarily ends at Longswamp and becomes a three-laned dual carriageway, resuming at Te Kauwhata before reverting to single carriageway just south of Ohinewai. SH1 runs as a single carriageway through Huntly to Taupiri, the expressway ends in north-western Hamilton. The highway bypasses the city centre to the west, before crossing to the east side, the expressway resumes at Tamahere, bypassing Cambridge to the north before reverting to a single carriageway east of the town. The highway continues eastward to the town of Tirau, where it turns south to pass through Putaruru and Tokoroa, at Wairakei, SH1 takes an eastern route to bypass Taupo and meet the Lake Taupo shoreline south of the town near the airport. SH1 follows the shore of the lake for 50 km to Turangi. The road between Rangipo and Waiouru is commonly known as the Desert Road, and is closed by snow during winter. At km 794 on the Desert Road, SH1 is 1,074 metres above sea level - the highest point on the New Zealand State Highway network
3.
Bell UH-1 Iroquois
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The Bell UH-1 Iroquois is a utility military helicopter powered by a single turboshaft engine, with two-blade main and tail rotors. The UH-1 was the first turbine-powered helicopter to enter production in 1960 for the United States military, the Iroquois was originally designated HU-1, hence the Huey nickname, which has remained in common use, despite the official redesignation to UH-1 in 1962. The UH-1 first saw service in operations during the Vietnam War. The Bell 204 and 205 are Iroquois versions developed for the civil market, in 1952, the U. S. Army identified a requirement for a new helicopter to serve as medical evacuation, instrument trainer, and general utility aircraft. The Army determined that current helicopters were too large, underpowered, in November 1953, revised military requirements were submitted to the Department of the Army. Twenty companies submitted designs in their bid for the contract, including Bell Helicopter with the Model 204, on 23 February 1955, the Army announced its decision, selecting Bell to build three copies of the Model 204 for evaluation with the designatation XH-40. Powered by a prototype Lycoming YT53-L-1 engine producing 700 shp, the XH-40 first flew on 20 October 1956 at Fort Worth, Texas, with Bells chief test pilot, Floyd Carlson, at the controls. Two more prototypes were built in 1957, and the Army had previously ordered six YH-40 service test aircraft, in March 1960, the Army awarded Bell a production contract for 100 aircraft, which was designated as the HU-1A and officially named Iroquois after the Native American nations. The helicopter quickly developed a nickname derived from its designation of HU-1, the reference became so popular that Bell began casting the name on the helicopters anti-torque pedals. The official U. S. Army name was almost never used in practice, after September 1962, the designation for all models was changed to UH-1 under a unified Department of Defense designation system, but the nickname remained. The Army indicated the need for improved follow-on models even as the first UH-1As were being delivered, Army testing of the UH-1B started in November 1960, with the first production aircraft delivered in March 1961. Bell commenced development of the UH-1C in 1960 in order to correct deficiencies of the armed UH-1B. Bell fitted the UH-1C with a 1,100 shp T53-L-11 engine to provide the power needed to all weapons systems in use or under development. The Army would eventually refit all UH-1B aircraft with the same engine, a new rotor system was developed for the UH-1C to allow higher air speeds and reduce the incidence of retreating blade stall during diving engagements. The improved rotor resulted in better maneuverability and a speed increase. The increased power and a larger diameter rotor required Bells engineers to design a new boom for the UH-1C. The longer tail boom incorporated a wider chord fin on the tail rotor pylon. Bell also introduced a hydraulic control system for redundancy as well as an improved inlet filter system for the dusty conditions found in southeast Asia
4.
Bell 212
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The Bell 212 Twin Huey is a two-blade, twin-engine, medium helicopter that first flew in 1968. The 212 is marketed to civilian operators and has a configuration, with one pilot. In cargo configuration the 212 has a capacity of 220 ft³. An external load of up to 5,000 lb can be carried, based on the stretched fuselage Bell 205, the Bell 212 was originally developed for the Canadian Forces as the CUH-1N and later redesignated as the CH-135. The Canadian Forces took delivery of 50 starting in May 1971, at the same time the United States military services ordered 294 Bell 212s under the designation UH-1N. By 1971 the 212 had been developed for commercial applications, among the earliest uses of the 212 in civil aviation was by Helicopter Service AS of Norway to be used in support of offshore oil rigs. Today the 212 can be used in logging operations, maritime rescue. The 212s main rotor is powered by a Pratt & Whitney Canada PT6T-3 Twin-Pac made up of two coupled PT6 power turbines driving a common gearbox and they are capable of producing up to 1,800 shp. Should one engine fail the remaining engine can deliver 900 shp for 30 minutes, or 765 shp continuously, many aircraft still fly with the modification. In 1979, with the purchase of eight by the Civil Air Authority, the ICAO designator for this aircraft as used in a flight plan is B212. Bell developed the Model 212 further with the Bell 412, the difference being the composite four-blade main rotor. The last Bell 212 was delivered in 1998, Bell Model 212 - Bell Helicopters company designation for the UH-1N. Twin Two-Twelve - Civil utility transport version and it can carry up to 14 passengers. Agusta-Bell AB212 - Civil or military utility transport version, built under license in Italy by Agusta. Agusta-Bell AB. 212ASW - Anti-Submarine Warfare variant of AB.212 Bell Model 412 - Bell 212 with a four-bladed semi-rigid rotor system, Eagle 212 Single - Single engine variant with a Lycoming T53-17 or T53-BCV engine produced by Eagle Copters of Calgary, Alberta, Canada. Fighting Helicopters of the 20th Century, graham Beehag Books, Christchurch, Dorset, England. Combat Helicopters, France, Histoire & Collections, the Bell UH-1 Huey at Greg Goebels AIR VECTORS
5.
Sikorsky H-34
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The Sikorsky H-34 is a piston-engined military helicopter originally designed by American aircraft manufacturer Sikorsky as an anti-submarine warfare aircraft for the United States Navy. It has seen extended use when adapted to power by the British licensee as the Westland Wessex. H-34s served, mostly as transports, on every continent with the armed forces of twenty-five countries. It saw combat in Algeria, the Dominican Republic, Nicaragua, and throughout Southeast Asia, other uses included saving flood victims, recovering astronauts, fighting fires, and carrying presidents. It was one of the last piston-powered helicopter designs before its replacement by turbine-powered types such as the UH-1 Huey, a total of 2,108 H-34s were manufactured between 1953 and 1970. It retained the nose-mounted piston engine with the drive shaft passing through the cockpit placed high above the cargo compartment, the aircraft first flew on 8 March 1954. The U. S. Army and Marine Corps, respectively, under the United States Armys aircraft designation system, also used by the United States Air Force, the helicopter was designated H-34. The U. S. Army also applied the name Choctaw to the helicopter, in 1962, under the new unified DoD aircraft designation system, the Seabat was redesignated SH-34, the Seahorse as the UH-34, and the Choctaw as the CH-34. Roles included utility transport, anti-submarine warfare, search and rescue, a small fleet of H-34 helicopters served US Presidents Dwight D. Eisenhower and John F. Kennedy from 1958 to 1961 using the call sign Army One. A total of 135 H-34s were built in the U. S. and assembled by Sud-Aviation in France,166 were produced under licence in France by Sud-Aviation for the French Air Force, Navy and Army Aviation. The CH-34 was also built and developed under license from 1958 in the United Kingdom by Westland Aircraft as the turboshaft engined Wessex which was used by the Royal Navy, the RN Wessex was fitted out with weapons and ASW equipment for use in an antisubmarine role. The RAF used the Wessex, with engines, as an air/sea rescue helicopter. Wessexes were also exported to countries and produced for civilian use. By the time the war in Algeria had ended, eight officers and 23 non-commissioned officers from ALAT had given their lives in the course of their duties. U. S. Army H-34s did not participate in Vietnam and these saw little use due to a lack of spare parts and maintenance. Its higher availability and reliability due to its simplicity compared to the newer helicopters led Marines to ask for it by name. The phrases give me a HUS, get me a HUS and cut me a HUS entered the U. S. Marine Corps vernacular, being used even after the type was no longer in use to mean help me out. USMC H-34s were also among the first helicopter gunships trialled in theatre, being fitted with the Temporary Kit-1, the operations were met with mixed enthusiasm, and the armed H-34s, known as Stingers were quickly phased out
6.
Grumman F7F Tigercat
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The Grumman F7F Tigercat is a heavy fighter aircraft that served with the United States Navy and United States Marine Corps from late in World War II until 1954. It was the first twin-engined fighter to be deployed by the USN, while the Tigercat was delivered too late to see combat in World War II, it saw action as a night fighter and attack aircraft during the Korean War. Designed initially for service on Midway-class aircraft carriers, early production F7Fs were land-based variants, the type was too large to operate from older and smaller carriers, and only a late variant was certified for carrier service. Based on the earlier Grumman XP-50 that was canceled, the company developed the XP-65 further for a future convoy fighter concept. In 1943, work on the XP-65 was terminated in favor of the design that would become the F7F. The contract for the prototype XF7F-1 was signed on 30 June 1941, grummans aim was to produce a fighter that outperformed and outgunned all existing fighter aircraft, and that had an auxiliary ground attack capability. Armament was heavy, four 20 mm cannons and four 0.50 in machine guns, as well as underwing and under-fuselage hardpoints for bombs and torpedoes. CAPT Fred M. Trapnell, one of the Navys premier test pilots, opined that, the Grumman F7F was originally named the Tomcat but this name was rejected as it was considered too suggestive, at the time. The name would later be used for the Grumman F-14. The initial production series was used only from land bases by the USMC. At first, they were single-seat F7F-1N aircraft, but after the 34th production aircraft, a seat for a radar operator was added. The next version produced, the F7F-3, was modified to correct the issues caused the aircraft to fail carrier acceptance. A wing failure on a heavy landing caused the failure of this carrier qualification too, F7F-3 aircraft were produced in day fighter, night fighter and photo-reconnaissance versions. A final version, the F7F-4N, was rebuilt for additional strength and stability, and did pass carrier qualification. This was the combat use of the aircraft. Most F7F-2Ns were modified to control drones for combat training, an F7F-2D used for pilot transitoning also had a rear sliding, bubble canopy. In 1945, two Tigercats, serialled TT346 and TT349, were evaluated, but rejected, by the British Royal Navy, XP-65 Proposed U. S. Army Air Forces pursuit fighter. F7F-1 Tigercat Twin-engine fighter-bomber aircraft, powered by two Pratt & Whitney R-2800-22W radial piston engines, F7F-1N Tigercat Single-seat night fighter aircraft, fitted with an APS-6 radar
