History

The Piasecki HUP-2 was the result of a 1945 request by the US Navy for a helicopter that would be able to perform search and rescue missions within a 100 mile radius of its home ship. Designed primarily to operate from smaller shipboard platforms, the HUP could, of course, also operate from large aircraft carriers, and shore stations.

Piasecki Helicopter Corporation, located near Philadelphia, was one of the two aircraft makers elected by the Navy to build prototypes. Piasecki's proposal included a new tandem rotor design for its XHJP-1, using large rotor overlap to decrease its length. After a fly off competition with Sikorsky's proposal, the Navy selected the Piasecki aircraft for production. The XHJP-1 was redesignated the HUP-1, the "U" for "Utility".

The HUP was powered by the Continental R-975 air cooled radial engine, which is the same engine which powered many WWII tanks, and was known as the "tank" engine. The HUP construction was all metal, excepting the wooden rotor blades and fabric covered rear half of the pylon extending aft. Large intakes at the base of the pylon took in cooling air ducted to the engine, after which the air was ducted out a bottom fuselage exit.

Early into production, an autopilot and dipping sonar were incorporated into the design, making the HUP the Navy's first Anti- Submarine Warfare helicopter. ASW technology was in it's infancy at the time, and in 1952 production shifted to non-ASW capable HUP-2's, or "Retrievers", as they were now nick named. Thirty two HUP-1's had been delivered prior to January 1952, the first fleet squadron utilizing them being Helicopter Utility Squadron 2 (HU-2).

The Navy ordered 70 H-25As for the Army in 1951, with the paper designation HUP-3. The Army would use these "Flying Mules" as troop and cargo helicopters, pending receipt of the larger Piasecki H-21s then being developed. Nineteen other HUPs were added to Navy contracts to be later transferred to France and Canada.

Production deliveries continued through 1952 and 1953. Navy and Marine Corps air stations and reserve units began using them for search and rescue, as well as utility missions. The initial HUP-2 ASW versions were delivered in late spring 1953, some going to Helicopter Anti-Submarine Squadron 3 (HS-3), and other units.

HUPs were chronically underpowered, and the ASW versions of the aircraft were soon stripped of their sub finding gear and relegated strictly to utility and SAR missions. Production deliveries concluded in 1954, after a production run of 336.

The HUP stayed in service through the 1950's, best known for their service as plane guards, flying from aircraft carriers. Standard crew for these plane guard missions was one pilot (in the left seat) and one aircrewman to assist in rescues. A single HUP would maintain position off the carrier's starboard side at flight deck level during day VFR operations, often flying sideways to enable the pilot to watch the action.

The last HUPs were phased out of service in 1964.

Restoration

During March 1997, the Delaware Valley Historical Aircraft Association recovered Piasecki HUP-2, serial #128517, from a remote airport in Southeastern Pennsylvania. This aircraft had been donated during 1996 by an un-named benefactor.

The DVHAA's HUP served its last duty as a NAS Brunswick, Maine SAR helicopter. This was verified by the markings the aircraft was received in. No other operational records have been found, thus far. Working together with the invaluable help of volunteers at Carson's Helicopters, Inc. in Perkasie, PA, DVHAA's Restoration Team stripped the aircraft's paint, performed structural repairs, and repainted #128517 in high-visibility yellow search and rescue NAS Willow Grove markings, reminiscent of the HUPs operated from this Naval Air Station in the 1950's. The restored aircraft made its debut at the 1998 Sounds of Freedom airshow.

Aircraft Specific Links:

• Avia Russia HUP-2 site   (excellent)

• French Navy HUP page

• Classic RotorG  (HUP-1)