The First Executive Helicopter


When Bell created the Model 47H, it was targeting what it thought to be a huge, untapped market for executive transport — but only 33 of the groundbreaking aircraft were ever sold.
 

The Bell Model 47H was announced not long after the new four-place Bell 47G-1 had been unveiled to the public in the fall of 1954. The result of extensive marketing surveys of commercial and military operators, the 47H was a three-place streamlined production version of the utility 47G. 

This pre-production experimental prototype Bell 47H was first flown by Bell test pilot Dick Byers. Only one of these prototypes was manufactured and it was dismantled after it completed its flight tests. Bell/Jeff Evans Collection Photo

A non-flying mockup of the proposed 47H was constructed in late 1952, which was very similar in appearance to the 47G-1. Larry Bell, founder of Bell Aircraft Corp., had been personally involved in the executive type’s design and final shape (he was not in favor of the open tail boom look).

After reviewing the results of the market surveys, Bell’s management approved the construction of a preproduction 47H prototype, which was completed on July 22, 1953. 

“The needs of commercial operators were taken care of in the new craft,” said Joe Mashman, assistant director of contracts, in the October 1954 Rotor Breeze newsletter. “By streamlining the basic Bell 47G, our speed was increased about 20 percent and a proportionate reduction in fuel consumption was accomplished. A metal monocoque tail boom contained a baggage compartment large enough to carry luggage for all occupants. We enlarged the custom-designed cabin interior to 60 inches in width. This permitted the use of automobile-size seats for passengers and pilot, and we have reduced cabin noise-level to a point where conversation can be conducted at normal voice ranges.”

This 47H-1 was delivered to New York Airways on April 4, 1956, where it was used for charter work. Bell/Jeff Evans Collection Photo

The 47H had boosted controls for easier handling, and the electrical switches and carburetor controls were grouped together on a console to the left of the pilot. A pedal on the floor started the 47H, just as in the 47D-1 and 47G. 

The helicopter retained the dynamic components of the 47G, and was powered by an improved Franklin 200 horsepower engine. Removable cowlings made the engine much more accessible for maintenance. The time between major overhauls was 600 hours, which was the longest period between overhauls for commercial Bell helicopters flying at the time.

For the first time, fiberglass construction material was used instead of metal in the cabin and door assemblies. The 47H was intended for the executive transport and passenger markets and could be purchased with either a standard or deluxe cabin interior. Despite this, preliminary flight studies indicated that operating costs should be lower than the standard 47G.

“Experience has shown clearly that airplane streamlining was a fundamental method of reducing costs,” said Hans Weichsel, sales engineering supervisor, in the October 1954 issue of Rotor Breeze. “Although streamlining may slightly increase initial manufacturing costs and aircraft empty weight, it more than pays for itself in increased operating efficiency.”

This 47H-1 was operated by Whirl Air Helicopters in Niagara Falls, Ontario, by Arthur Limmert. It was one of the first to be used to fly tourists over the spectacular Niagara Falls in the early 1960s. Arthur Limmert Collection Photo.

With that in mind, Bell initiated a comprehensive streamlining research program using a standard 47G, and found it could achieve substantial streamlining without a weight penalty. Arched skid gear could replace the standard skid landing gear with a weight saving of 14 pounds (six kilograms), and a gain of several miles per hour in speed. Bell tested the streamlining configuration on the preproduction 47H. “Not only were the theoretical studies proven, but the excellent flying qualities of the Model 47 not impaired,” said Weichsel.

With the flight testing on the preproduction prototype complete, the aircraft was not required for any more flying. 

Bell 47 project engineer Floyd Hathcoat recalled its construction. “The Model 47H was developed after many flight tests, [but] we never did certify the actual H model,” he said.

“We ended up doing many changes to it. The 47H was just like the Model 47G-1 — we played with it, named it, and never did any more with it. It was a test vehicle only.”

Another production prototype was built for type certification by the Civil Aeronautics Authority (CAA), and was designated as the 47H-1. “The Bell 47H-1 was the improved version of the ‘first beautification model,’ ” Hathcoat added. 

Pushing for certification

The 47H-1 was aptly described in an introduction brochure to the Model 47 family produced by Bell at the time. “Here was the first commercial helicopter designed to provide passenger comfort comparable to that of commercial airlines,” the company wrote. “Automobile-width seat, ample leg room with footrest, and cabin soundproofing were featured. Streamlining of the tail boom, contoured fuel tanks, cabin and curved skid gear, plus hydraulic boost control, synchronized elevator, metal tail rotor blades and Bell’s proven semi-rigid rotor system combined to produce a helicopter with exceptional stability and flight handling characteristics.”

Customers seemed to prefer the utility 47G over the executive model. Only 33 47H-1s were ever built, with production lasting from 1954 to 1956. 

New materials and construction of the cabin resulted in a lighter, yet more durable configuration. All of the new features, including improved appearance, large baggage compartment and high cruise speed, made it an ideal executive aircraft. 

It was powered by a Franklin 6V4-200-C32 200-horsepower engine with sodium cooled valves, valve rotators, improved intake manifolds, chrome piston rings, cast piston inserts, and new carburetor. (A Franklin 6V-335-A, 210-horsepower engine became available in the later 1950s.) 

Among the cutting edge features on the aircraft were twin contoured center-of-gravity 35-U.S. gallon (160-liter) fuel tanks with a gravity-feed fuel system. Dual controls, night flying, radio, float landing gear, cabin defroster and a heater were also available as options. 

This aircraft was the first experimental production prototype manufactured in 1954. The helicopter was used for demonstration flights. Bell/Jeff Evans Collection Photo

The 47H-1’s cruising speed was around 90 miles per hour (145 kilometers per hour), but it had a maximum speed of 100 mph (160 km/h) with a range of more than 200 miles (320 km). 

The aircraft’s rate of climb at 2,350 lb. (1,065 kg) gross weight was better than 800 feet (245 meters) per minute. With three occupants, full fuel, and 30 lb. (14 kg) of baggage, the standard 47H-1 hovered in ground effect at 5,000 feet (1,525 m) and had a service ceiling of 12,000 feet (3,660 m). The empty weight of a standard 47H-1 was 1,500 lb. (680 kg). In terms of its physical size, the 47H-1 measured just over 30 feet (nine meters) from the front of the bubble to the back of the tail rotor guard.

The Bell 47H-1 Bellairus prototype was completed in July 1954 (the Bellairus name did not catch on with the public and soon disappeared).

The aircraft went through extensive testing over the next several months, and was even demonstrated at the National Business Aircraft Association convention in Dallas, Texas, during the fall of 1954. The 47H-1 joined the G-1 on a two-week demonstration tour to major military bases in Virginia; over to Washington, D.C.; Niagara Falls, New York; and up to Erie, Pennsylvania. Almost 100 hours were put on the airframes over that period with no major breakdowns.

The CAA issued the type certificate for the H-1 on March 21, 1955. 

Bell president Larry Bell’s 47H-1, which he used for personal transport to and from the Bell factory. It was often used by Whirl Air when their aircraft was down for maintenance. Bell/Niagara Aerospace Museum

While the production prototype was known as the 47H-1 by Bell’s engineering and production departments, it was labelled as simply the 47H by the sales department. 

Leaving a legacy

Bell Aircraft had great hope for its new executive helicopter, but sales of the 47H-1 were weak. Customers seemed to prefer the utility 47G over the executive model. Only 33 47H-1s were ever built, with production lasting from 1954 to 1956. 

This aircraft (N985B) was restored to airworthy condition by Paul Faltyn in Wheatfield, New York. Paul Faltyn Photo

Larry Bell was a noteworthy customer. He had one painted a royal blue and gold and used it for his personal transportation needs. After subsequently changing ownership and disappearing, that aircraft was partially restored at the Larry Bell Museum in Mentone, Indiana, before being sent to the Niagara Aerospace Museum in Niagara Falls, New York. There, the aircraft was returned to its former glory and put on permanent display. A lookalike copy of the Larry Bell 47H-1 is on display at the Larry Bell Museum.

This aircraft is one of two airworthy 47H-1s in Canada. It is privately owned by Alan Beverstein in Toronto, Ontario. Niagara Aerospace Museum/Al Beverstein Photo

Cleveland Air Taxi in Ohio purchased two 47H-1s and used them for passenger and freight service. Ohio Valley Airways, based in Cincinnati, had the largest H-1 fleet with three aircraft. It used them for passenger and freight transport, from a hangar at Luken airport, and also for traffic reports for a local radio station. By 1967, the helicopters had flown over 6,000 accident-free hours.

During April 1955, two 47H-1s took part in a civil defense operation at Yucca Flat, Nevada. The helicopters were used to transport personnel during an atomic blast test in the Nevada backcountry.

Another notable role for the type was as rotary-wing support in an expedition to the Antarctic in 1957. That particular aircraft ended up in England, and is now on display at the Helicopter Museum in Weston-Super-Mare (in the livery used on its South Pole expedition). 

Larry Bell’s 47H-1 has been restored and is on display at the Niagara Aerospace Museum in Buffalo, New York. Paul Faltyn/Niagara Aerospace Museum Photo

Three Model 47H-1 helicopters were exported: one to Germany, one to the Nicaraguan government, and one to Cuba. The Nicaraguan 47H-1 was later imported back into the U.S., and is today on display at the American Helicopter Museum in West Chester, Pennsylvania.

This Bell 47H-1 was sold to the Quebec government in September 1956. It was used by the Department of Colonization and later sold to Autair Helicopter Services in Montreal. Bell/Jeff Evans Collection Photo

In some ways, the Bell 47H-1 was ahead of its time as an executive helicopter. It was also too small and underpowered. Despite this, there are eight 47H-1s that are still in an airworthy condition (six in the U.S. and two in Canada). All are being used for pleasure and as personal transport. Almost 70 years after the type’s creation, it’s an impressive legacy of longevity. 

Paul D. Faltyn/Niagara Aerospace Museum contributed to this story.

  
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