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Leonardo's 'aerial screw'The earliest references for vertical flight came from China. Since around 400 BC, Chinese children have played with (or Chinese top). This bamboo-copter is spun by rolling a stick attached to a rotor. The spinning creates lift, and the toy flies when released. The 4th-century AD book by ( 抱朴子 'Master who Embraces Simplicity') reportedly describes some of the ideas inherent to rotary wing aircraft.Designs similar to the Chinese helicopter toy appeared in some Renaissance paintings and other works.
In the 18th and early 19th centuries Western scientists developed flying machines based on the Chinese toy.It was not until the early 1480s, when Italian polymath created a design for a machine that could be described as an 'aerial screw', that any recorded advancement was made towards vertical flight. His notes suggested that he built small flying models, but there were no indications for any provision to stop the rotor from making the craft rotate.
As scientific knowledge increased and became more accepted, people continued to pursue the idea of vertical flight. Paul Cornu's helicopter, 1907That same year, fellow French inventor designed and built the which used two 6.1-metre (20 ft) counter-rotating rotors driven by a 24 hp (18 kW) engine. On 13 November 1907, it lifted its inventor to 0.3 metres (1 ft) and remained aloft for 20 seconds.
Even though this flight did not surpass the flight of the Gyroplane No. 1, it was reported to be the first truly free flight with a pilot. Cornu's helicopter completed a few more flights and achieved a height of nearly 2.0 metres (6.5 ft), but it proved to be unstable and was abandoned.In 1911, Slovenian philosopher and economist Ivan Slokar patented a helicopter configuration.The Danish inventor built the in 1912. It consisted of a frame equipped with two counter-rotating discs, each of which was fitted with six vanes around its circumference. After indoor tests, the aircraft was demonstrated outdoors and made several free take-offs. Experiments with the helicopter continued until September 1916, when it tipped over during take-off, destroying its rotors.During, developed the, an experimental helicopter prototype, with two aircraft built.Early development. Autogyro, built in the U.S.
Under licence to the Cierva Autogiro CompanyEarly rotor winged flight suffered failures primarily associated with the unbalanced rolling movement generated when attempting take-off, due to between the advancing and retreating blades. This major difficulty was resolved by 's introduction of the.
In 1923, de la Cierva's first successful was flown in Spain by Lt. Gomez Spencer. In 1925 he brought his to Britain and demonstrated it to the at.
This machine had a four blade rotor with flapping hinges but relied upon conventional airplane controls for pitch, roll and yaw. It was based upon an fuselage, initial rotation of the rotor was achieved by the rapid uncoiling of a rope passed around stops on the undersides of the blades.A major problem with the autogyro was driving the rotor before takeoff. Several methods were attempted in addition to the coiled rope system, which could take the rotor speed to 50% of that required, at which point movement along the ground to reach flying speed was necessary, while tilting the rotor to establish autorotation. Another approach was to tilt the tail stabiliser to deflect engine slipstream up through the rotor. The most acceptable solution was finally achieved with the, which was produced in some quantities; a direct drive from the engine to the rotor was fitted, through which the rotor could be accelerated up to speed. The rotor was then disengaged before the takeoff run.As de la Cierva's autogyros achieved success and acceptance, others began to follow and with them came further innovation. Most important was the development of direct rotor control through cyclic pitch variation, achieved initially by tilting the rotor hub and subsequently by the Austrian engineer, by the application of a spider mechanism that acted directly on each rotor blade.
The first production direct control autogyro was the, produced in quantity by Avro, and.The production model, called the C.30A by, was built under licence in Britain, France and Germany and was similar to the C.30P. It carried small movable trimming surfaces. Each licensee used nationally built engines and used slightly different names. In all, 143 production C.30s were built, making it by far the most numerous pre-war autogyro.Between 1933 and 1936, de la Cierva used one C.30A ( G-ACWF) to perfect his last contribution to autogyro development before his death in late 1936. To enable the aircraft to take off without forward ground travel, he produced the 'Autodynamic' rotor head, which allowed the rotor to be spun up by the engine in the usual way but to higher than take-off r.p.m at zero rotor incidence and then to reach operational positive pitch suddenly enough to jump some 6.1 meters (20 ft) upwards. Birth of an industry.
Igor Sikorsky and the world's first mass-produced helicopter, the, 1944at Focke-Wulf was licensed to produce the Cierva C.30 in 1933. Focke designed the world's first practical helicopter, the, which first flew on 26 June 1936. The Fw 61 broke all of the helicopter world records in 1937, demonstrating a that had only previously been achieved by the autogyro.During World War II, used helicopters in small numbers for observation, transport, and medical evacuation. The —using the same basic configuration as 's own pioneering —was used in the Mediterranean, while the twin-rotor helicopter was used in Europe. Extensive bombing by the prevented Germany from producing any helicopters in large quantities during the war.In the United States, Russian-born engineer and W. Lawrence LePage competed to produce the U.S. Military's first helicopter.
LePage received the rights to develop helicopters patterned after the Fw 61, and built the. Meanwhile, Sikorsky settled on a simpler, single rotor design, the, which turned out to be the first practical single lifting-rotor helicopter design. After experimenting with configurations to counteract the torque produced by the single main rotor, Sikorsky settled on a single, smaller rotor mounted on the tail boom.Developed from the VS-300, Sikorsky's was the first large-scale mass-produced helicopter, with a production order for 100 aircraft. The R-4 was the only Allied helicopter to serve in World War II, when it was used primarily for (by the ) in; in Alaska; and in other areas with harsh terrain.
Total production reached 131 helicopters before the R-4 was replaced by other Sikorsky helicopters such as the and the. In all, Sikorsky produced over 400 helicopters before the end of World War II.While LePage and Sikorsky built their helicopters for the military, hired to help build a helicopter using Young's two-blade design, which used a weighted placed at a 90° angle to the rotor blades. The subsequent helicopter showed the design's simplicity and ease of use. The Model 30 was developed into the, which became the first helicopter certified for civilian use in the United States.
Produced in several countries, the Bell 47 was the most popular helicopter model for nearly 30 years.Turbine age. See also: andIn 1951, at the urging of his contacts at the Department of the Navy, modified his — a design for a twin-rotor helicopter concept first pioneered by in 1939, with the aforementioned piston-engined design in Germany — with a new kind of engine, the engine. This adaptation of the provided a large amount of power to Kaman's helicopter with a lower weight penalty than piston engines, with their heavy engine blocks and auxiliary components. On 11 December 1951, the K-225 became the first turbine-powered helicopter in the world. Two years later, on 26 March 1954, a modified Navy HTK-1, another Kaman helicopter, became the first twin-turbine helicopter to fly. However, it was the that would become the first helicopter to be produced with a turbine-engine.Reliable helicopters capable of stable hover flight were developed decades after fixed-wing aircraft.
This is largely due to higher engine power density requirements than fixed-wing aircraft. Improvements in fuels and engines during the first half of the 20th century were a critical factor in helicopter development. The availability of lightweight engines in the second half of the 20th century led to the development of larger, faster, and higher-performance helicopters. While smaller and less expensive helicopters still use piston engines, turboshaft engines are the preferred powerplant for helicopters today.Uses. An demonstrating hoist rescue capabilityDue to the operating characteristics of the helicopter—its ability to take off and land vertically, and to hover for extended periods of time, as well as the aircraft's handling properties under low conditions—it has been chosen to conduct tasks that were previously not possible with other aircraft, or were time- or work-intensive to accomplish on the ground. Today, helicopter uses include of people and cargo, military uses, construction, firefighting, medical transport, law enforcement, agriculture, and, and, among others.They can be used for or.A helicopter used to carry loads connected to long cables or slings is called an.
Aerial cranes are used to place heavy equipment, like radio transmission towers and large air conditioning units, on the tops of tall buildings, or when an item must be raised up in a remote area, such as a radio tower raised on the top of a hill or mountain. Helicopters are used as aerial cranes in the logging industry to lift trees out of terrain where vehicles cannot travel and where environmental concerns prohibit the building of roads. These operations are referred to as longline because of the long, single sling line used to carry the load.The largest single non-combat helicopter operation in history was the disaster management operation following the. Hundreds of pilots were involved in and observation missions, making dozens of sorties a day for several months.'
' is the use of helicopters to combat. The helicopters are used for (water bombing) and may be fitted with tanks or carry. Helibuckets, such as the Bambi bucket, are usually filled by submerging the bucket into lakes, rivers, reservoirs, or portable tanks. Tanks fitted onto helicopters are filled from a hose while the helicopter is on the ground or water is siphoned from lakes or reservoirs through a hanging snorkel as the helicopter hovers over the water source. Helitack helicopters are also used to deliver firefighters, who down to inaccessible areas, and to resupply firefighters.
Common firefighting helicopters include variants of the and the Aircrane helitanker. A dropping water onto a fireHelicopters are used as for in situations when an cannot easily or quickly reach the scene, or cannot transport the patient to a medical facility in time.
Helicopters are also used when patients need to be transported between medical facilities and air transportation is the most practical method. An air ambulance helicopter is equipped to stabilize and provide limited medical treatment to a patient while in flight. The use of helicopters as air ambulances is often referred to as ', and patients are referred to as being 'airlifted', or 'medevaced'. This use was pioneered in the, when time to reach a medical facility was reduced to three hours from the eight hours needed in, and further reduced to two hours by the.Police departments and other law enforcement agencies to pursue suspects.
Since helicopters can achieve a unique aerial view, they are often used in conjunction with police on the ground to report on suspects' locations and movements. They are often mounted with lighting and equipment for night pursuits.Military forces use to conduct aerial attacks on ground targets. Such helicopters are mounted with. Are used to ferry troops and supplies where the lack of an would make transport via fixed-wing aircraft impossible. The use of transport helicopters to deliver troops as an attack force on an objective is referred to as '.
(UAS) helicopter systems of varying sizes are developed by companies for military and duties. Naval forces also use helicopters equipped with for, since they can operate from small ships.Oil companies charter helicopters to move workers and parts quickly to remote drilling sites located at sea or in remote locations. The speed advantage over boats makes the high operating cost of helicopters cost-effective in ensuring that continue to operate. Various companies specialize in this type of operation.is developing the, a 1.8 kg (4.0 lb) helicopter to be launched to survey Mars (along with a rover) in 2020. Given that the Martian atmosphere is 100 times thinner than that of Earth's, its two blades will spin at close to 3,000 revolutions a minute, approximately 10 times faster than that of a terrestrial helicopter. Main article:The rotor system, or more simply rotor, is the rotating part of a helicopter that generates. A rotor system may be mounted horizontally, as main rotors are, providing lift vertically, or it may be mounted vertically, such as a tail rotor, to provide horizontal thrust to counteract torque from the main rotors.
The rotor consists of a mast, hub and rotor blades.The mast is a cylindrical metal shaft that extends upwards from the transmission. At the top of the mast is the attachment point for the rotor blades called the hub.
The rotor blades are attached to the hub. Main rotor systems are classified according to how the rotor blades are attached and move relative to the hub. There are three basic types: hingeless, fully articulated, and teetering; although some modern rotor systems use a combination of these.Anti-torqueMost helicopters have a single main rotor, but torque created by its must be countered by an opposed torque. The design that settled on for his was a smaller tail rotor. The tail rotor pushes or pulls against the tail to counter the torque effect, and this has become the most common configuration for helicopter design, usually at the end of a tail boom. MD Helicopters 520N NOTARSome helicopters use other anti-torque controls instead of the tail rotor, such as the (called or FANTAIL). NOTAR provides anti-torque similar to the way a wing develops lift through the use of the on the tail boom.The use of two or more horizontal rotors turning in opposite directions is another configuration used to counteract the effects of torque on the aircraft without relying on an anti-torque tail rotor.
This allows the power normally required to drive the tail rotor to be applied to the main rotors, increasing the aircraft's lifting capacity. There are several common configurations that use the counter-rotating effect to benefit the rotorcraft:. are two counter-rotating rotors with one mounted behind the other. are two counter-rotating rotors mounted one above the other with the same axis. are two counter-rotating rotors mounted close to each other at a sufficient angle to let the rotors intermesh over the top of the aircraft without colliding. Transverse rotors are pair of counter-rotating rotors mounted at each end of the wings or outrigger structures.
Now used on, some early model helicopters had used them. have four rotors often with parallel axes (sometimes rotating in the same direction with tilted axes) which are commonly used on model aircraft.designs let the rotor push itself through the air and avoid generating torque. Main articles: andThe number, size and type of engine(s) used on a helicopter determines the size, function and capability of that helicopter design.
The earliest helicopter engines were simple mechanical devices, such as rubber bands or spindles, which relegated the size of helicopters to toys and small models. For a half century before the first airplane flight, steam engines were used to forward the development of the understanding of helicopter aerodynamics, but the limited power did not allow for manned flight. The introduction of the at the end of the 19th century became the watershed for helicopter development as engines began to be developed and produced that were powerful enough to allow for helicopters able to lift humans. Early helicopter designs utilized custom-built engines or designed for airplanes, but these were soon replaced by more powerful automobile engines.
The single, most-limiting factor of helicopter development during the first half of the 20th century was that the amount of power produced by an engine was not able to overcome the engine's weight in vertical flight. This was overcome in early successful helicopters by using the smallest engines available. When the compact, was developed, the helicopter industry found a lighter-weight powerplant easily adapted to small helicopters, although radial engines continued to be used for larger helicopters. Turbine engines revolutionized the aviation industry; and the turboshaft engine for helicopter use, pioneered in December 1951 by the aforementioned Kaman K-225, finally gave helicopters an engine with a large amount of power and a low weight penalty.
Turboshafts are also more reliable than piston engines, especially when producing the sustained high levels of power required by a helicopter. The turboshaft engine was able to be scaled to the size of the helicopter being designed, so that all but the lightest of helicopter models are powered by turbine engines today. Special jet engines developed to drive the rotor from the rotor tips are referred to as. Tip jets powered by a remote compressor are referred to as cold tip jets, while those powered by combustion exhaust are referred to as hot tip jets.
An example of a cold jet helicopter is the, and an example of the hot tip jet helicopter is the. Some and smaller, helicopter-type, use. Radio-controlled helicopters may also have that use fuels other than gasoline, such as.
Some turbine engines commonly used in helicopters can also use biodiesel instead of jet fuel.There are also.Flight controls. Controls from aA helicopter has four flight control inputs.
These are the cyclic, the collective, the anti-torque pedals, and the throttle. The cyclic control is usually located between the pilot's legs and is commonly called the cyclic stick or just cyclic. On most helicopters, the cyclic is similar to a joystick. However, the and have a unique teetering bar cyclic control system and a few helicopters have a cyclic control that descends into the cockpit from overhead.The control is called the cyclic because it changes the of the rotor blades cyclically.
The result is to tilt the rotor disk in a particular direction, resulting in the helicopter moving in that direction. If the pilot pushes the cyclic forward, the rotor disk tilts forward, and the rotor produces a thrust in the forward direction. If the pilot pushes the cyclic to the side, the rotor disk tilts to that side and produces thrust in that direction, causing the helicopter to hover sideways.The collective pitch control or collective is located on the left side of the pilot's seat with a settable friction control to prevent inadvertent movement.
The collective changes the pitch angle of all the main rotor blades collectively (i.e. All at the same time) and independently of their position. Therefore, if a collective input is made, all the blades change equally, and the result is the helicopter increasing or decreasing in altitude.The anti-torque pedals are located in the same position as the pedals in a fixed-wing aircraft, and serve a similar purpose, namely to control the direction in which the nose of the aircraft is pointed. Application of the pedal in a given direction changes the pitch of the tail rotor blades, increasing or reducing the thrust produced by the tail rotor and causing the nose to in the direction of the applied pedal. The pedals mechanically change the pitch of the tail rotor altering the amount of thrust produced.Helicopter rotors are designed to operate in a narrow range of. The throttle controls the power produced by the engine, which is connected to the rotor by a fixed ratio transmission.
The purpose of the throttle is to maintain enough engine power to keep the rotor RPM within allowable limits so that the rotor produces enough lift for flight. In single-engine helicopters, the throttle control is a motorcycle-style mounted on the collective control, while dual-engine helicopters have a power lever for each engine.A controls the collective and cyclic pitch of the main blades. The swashplate moves up and down, along the main shaft, to change the pitch of both blades. This causes the helicopter to push air downward or upward, depending on the. The swashplate can also change its angle to move the blades angle forwards or backwards, or left and right, to make the helicopter move in those directions.Flight.
Helicopter hovering over boat in rescue exerciseThere are three basic flight conditions for a helicopter: hover, forward and the transition between the two.HoverHovering is the most challenging part of flying a helicopter. This is because a helicopter generates its own gusty air while in a hover, which acts against the and flight control surfaces. The end result is constant control inputs and corrections by the pilot to keep the helicopter where it is required to be.
Despite the complexity of the task, the control inputs in a hover are simple. The cyclic is used to eliminate drift in the horizontal plane, that is to control forward and back, right and left. The collective is used to maintain altitude. The pedals are used to control nose direction.
It is the interaction of these controls that makes hovering so difficult, since an adjustment in any one control requires an adjustment of the other two, creating a cycle of constant correction.Transition from hover to forward flightAs a helicopter moves from hover to forward flight it enters a state called which provides extra lift without increasing power. This state, most typically, occurs when the airspeed reaches approximately 16–24 knots (30–44 km/h; 18–28 mph), and may be necessary for a helicopter to obtain flight.Forward flightIn forward flight a helicopter's flight controls behave more like those of a fixed-wing aircraft. Displacing the cyclic forward will cause the nose to pitch down, with a resultant increase in airspeed and loss of altitude. Aft cyclic will cause the nose to pitch up, slowing the helicopter and causing it to climb. Increasing collective (power) while maintaining a constant airspeed will induce a climb while decreasing collective will cause a descent. Coordinating these two inputs, down collective plus aft cyclic or up collective plus forward cyclic, will result in airspeed changes while maintaining a constant altitude.
The pedals serve the same function in both a helicopter and a fixed-wing aircraft, to maintain balanced flight. This is done by applying a pedal input in whichever direction is necessary to center the ball in the.Safety. A Russian Air Force uses a coaxial rotor system Maximum speed limitThe main limitation of the helicopter is its low speed.
There are several reasons a helicopter cannot fly as fast as a fixed-wing aircraft. When the helicopter is hovering, the outer tips of the rotor travel at a speed determined by the length of the blade and the rotational speed. In a moving helicopter, however, the speed of the blades relative to the air depends on the speed of the helicopter as well as on their rotational speed. The airspeed of the advancing rotor blade is much higher than that of the helicopter itself. It is possible for this blade to exceed the, and thus produce vastly increased and vibration.At the same time, the advancing blade creates more lift traveling forward, the retreating blade produces less lift.
If the aircraft were to accelerate to the air speed that the blade tips are spinning, the retreating blade passes through air moving at the same speed of the blade and produces no lift at all, resulting in very high torque stresses on the central shaft that can tip down the retreating-blade side of the vehicle, and cause a loss of control. Dual counter-rotating blades prevent this situation due to having two advancing and two retreating blades with balanced forces.Because the advancing blade has higher airspeed than the retreating blade and generates a, rotor blades are designed to 'flap' – lift and twist in such a way that the advancing blade flaps up and develops a smaller angle of attack. Conversely, the retreating blade flaps down, develops a higher angle of attack, and generates more lift.
At high speeds, the force on the rotors is such that they 'flap' excessively, and the retreating blade can reach too high an angle and stall. For this reason, the maximum safe forward airspeed of a helicopter is given a design rating called, velocity, never exceed. In addition, it is possible for the helicopter to fly at an airspeed where an excessive amount of the retreating blade stalls, which results in high vibration, pitch-up, and roll into the retreating blade.Noise. A helicopter demonstrates its agility with aDuring the closing years of the 20th century designers began working on. Urban communities have often expressed great dislike of noisy aviation or noisy aircraft, and police and passenger helicopters can be unpopular because of the sound. The redesigns followed the closure of some city and government action to constrain flight paths in and other places of natural beauty.VibrationHelicopters also vibrate; an unadjusted helicopter can easily vibrate so much that it will shake itself apart. To reduce vibration, all helicopters have rotor adjustments for height and weight.
Blade height is adjusted by changing the pitch of the blade. Weight is adjusted by adding or removing weights on the rotor head and/or at the blade end caps. Most also have vibration dampers for height and pitch. Some also use mechanical feedback systems to sense and counter vibration. Usually the feedback system uses a mass as a 'stable reference' and a linkage from the mass operates a flap to adjust the rotor's to counter the vibration.
Adjustment is difficult in part because measurement of the vibration is hard, usually requiring sophisticated accelerometers mounted throughout the airframe and gearboxes. The most common blade vibration adjustment measurement system is to use a stroboscopic flash lamp, and observe painted markings or coloured reflectors on the underside of the rotor blades. The traditional low-tech system is to mount coloured chalk on the rotor tips, and see how they mark a linen sheet. Gearbox vibration most often requires a gearbox overhaul or replacement. Gearbox or drive train vibrations can be extremely harmful to a pilot. The most severe being pain, numbness, loss of tactile discrimination and dexterity.Loss of tail-rotor effectivenessFor a standard helicopter with a single main rotor, the tips of the main rotor blades produce a vortex ring in the air, which is a spiraling and circularly rotating airflow.
As the craft moves forward, these vortices trail off behind the craft.When hovering with a forward diagonal crosswind, or moving in a forward diagonal direction, the spinning vortices trailing off the main rotor blades will align with the rotation of the tail rotor and cause an instability in flight control.When the trailing vortices colliding with the tail rotor are rotating in the same direction, this causes a loss of thrust from the tail rotor. When the trailing vortices rotate in the opposite direction of the tail rotor, thrust is increased. Use of the foot pedals is required to adjust the tail rotor's angle of attack, to compensate for these instabilities.These issues are due to the exposed tail rotor cutting through open air around rear of the vehicle. This issue disappears when the tail is instead ducted, using an internal impeller enclosed in the tail and a jet of high pressure air sideways out of the tail, as the main rotor vortices can not impact the operation of an internal impeller.Critical wind azimuthFor a standard helicopter with a single main rotor, maintaining steady flight with a crosswind presents an additional flight control problem, where strong crosswinds from certain angles will increase or decrease lift from the main rotors. This effect is also triggered in a no-wind condition when moving the craft diagonally in various directions, depending on the direction of main rotor rotation.This can lead to a loss of control and a crash or hard landing when operating at low altitudes, due to the sudden unexpected loss of lift, and insufficient time and distance available to recover.TransmissionConventional rotary-wing aircraft use a set of complex mechanical gearboxes to convert the high rotation speed of gas turbines into the low speed required to drive main and tail rotors. Unlike powerplants, mechanical gearboxes cannot be duplicated (for redundancy) and have always been a major weak point in helicopter reliability. In-flight catastrophic gear failures often result in gearbox jamming and subsequent fatalities, whereas loss of lubrication can trigger onboard fire.
Another weakness of mechanical gearboxes is their transient power limitation, due to structural fatigue limits. Recent EASA studies point to engines and transmissions as prime cause of crashes just after pilot errors.By contrast, electromagnetic transmissions do not use any parts in contact; hence lubrication can be drastically simplified, or eliminated. Their inherent redundancy offers good resilience to single point of failure. The absence of gears enables high power transient without impact on service life. The concept of electric propulsion applied to helicopter and electromagnetic drive was brought to reality by who designed, built and flew world's first man-carrying, free-flying electric helicopter. The concept was taken from the conceptual model on 10 September 2010 to the first testing at 30% power on 1 March 2011 — less than six months.
The aircraft first flew on 12 August 2011. All development was conducted in Venelles, France. HazardsAs with any moving vehicle, unsafe operation could result in loss of control, structural damage, or loss of life. The following is a list of some of the potential hazards for helicopters:. is when the aircraft has insufficient power to arrest its descent. This hazard can develop into Vortex ring state if not corrected early.
state is a hazard induced by a combination of low airspeed, high power setting, and high descent rate. Rotor-tip vortices circulate from the high pressure air below the rotor disk to low pressure air above the disk, so that the helicopter settles into its own descending airflow.
Adding more power increases the rate of air circulation and aggravates the situation. It is sometimes confused with settling with power, but they are aerodynamically different. is experienced during high speed flight and is the most common limiting factor of a helicopter's forward speed. is a self-reinforcing vibration that occurs when the lead/lag spacing of the blades of an becomes irregular.
is an abrupt change from a positive G-force state to a negative G-force state that results in loss of lift (unloaded disc) and subsequent roll over. helikos (the being as a ); see and.;; at the. in and.
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Contents.Design and development In September 1957, Sikorsky won a development contract for an amphibious anti-submarine warfare (ASW) helicopter capable of detecting and attacking submarines. The XHSS-2 Sea King prototype flew on 11 March 1959. Production deliveries of the HSS-2 (later designated SH-3A) began in September 1961, with the initial production aircraft being powered by two 930 kW (1250shp) -GE-8B turboshafts.Sikorsky was quick to develop a commercial model of the Sea King. The S-61L first flew on 2 November 1961, and was 4 ft 3 in (1.30 m) longer than the HSS-2 in order to carry a substantial payload of freight or passengers.
Initial production S-61Ls were powered by two 1350shp (1005 kW) GE CT58-110 turboshafts, the civil version of the T58. The S-61L features a modified landing gear without float stabilisers.was the first civil operator of the S-61, introducing them on 11 March 1962, for a purchased price of $650,000 each.From 1962 to 1966, PIA operated its Sikorsky S-61 helicopters for services within (present day ) used Four S-61s.
The helicopter route to Khulna reduced the 21-hour journey overland to 37 minutes by air. 20 towns and cities covered by the network, including,. The average price of a ticket was 25 rupees. It was the world's largest commercial helicopter network at the time.On 7 August 1962, the S-61N made its first flight.
Otherwise identical to the S-61L, this version is optimized for overwater operations, particularly oil rig support, by retaining the SH-3's floats. Both the S-61L and S-61N were subsequently updated to Mk II standard with improvements including more powerful CT58-140 engines giving better hot and high performance, vibration damping and other detail refinements.The Payloader, a stripped-down version optimized for aerial crane work, was the third civil model of the S-61. The Payloader features the fixed undercarriage of the S-61L, but with an empty weight almost 2,000 lb (910 kg) less than the standard S-61N.Carson Helicopters was the first company to shorten a commercial S-61. The fuselage is shortened by 50 in (1.3 m) to increase single-engine performance and external payload. A Coulson Aircrane S-61L dropping water during the Australia bushfire season.A unique version is the S-61 Shortsky conversion of S-61Ls and S-61Ns by Helipro International. VIH Logging was the launch customer for the HeliPro Shortsky conversion, which first flew in February 1996.One modification for the S-61 is the Carson Composite Main Rotor Blade. These blades replace the original Sikorsky metal blades, which are prone to fatigue, and permit a modified aircraft to carry an additional 2,000 lb (907 kg) load, fly 15 kn (28 km/h) faster and increase range 61 nmi (113 km).The latest version is the modernized S-61T helicopter.
The has signed a purchase agreement for up to 110 modernized S-61T aircraft for passenger and cargo transport missions in support of its worldwide operations. The first two modernized S-61 aircraft will support missions for the U.S. Embassy in Afghanistan. Variants S-61L Non-amphibious civil transport version. It can seat up to 30 passengers S-61L Mk II Improved version of the S-61L helicopter, equipped with cargo bins. S-61N Amphibious civil transport version.
S-61N Mk II Improved version of the S-61N helicopter. S-61NM An L model in an N configuration. S-61T Triton S-61 modernized upgrade by Sikorsky and Carson; Upgrades include composite main rotor blades, full airframe structural refurbishment, conversion of folding rotor head to non-folding, new modular wiring harness, and Cobham glass cockpit avionics; initial models converted were S-61N Operators. N300Y, the Los Angeles Airways prototype of the Sikorsky S-61L Helicopter, lifting off from the1960s. On 2 February 1966, operated by a Sikorsky S-61 helicopter registration AP-AOC, crashed on a scheduled domestic flight in, after the main gearbox failed, killing 23 of the 24 passengers and crew on board.
On 10 December 1966, operated by a Sikorsky S-61 helicopter registration AP-AOA, crashed on a scheduled domestic flight in. On 22 May 1968, crashed near, resulting in the loss of 23 lives. The accident aircraft, N303Y, serial number 61060, was a Sikorsky S-61L en route to from the in.
On 14 August 1968, crashed in, while en route to the Disneyland Heliport in from, resulting in the loss of 21 lives. The accident aircraft, N300Y, serial number 61031, was the prototype of the Sikorsky S-61L.1970s. On 25 October 1973, a S-61N, OY-HAI 'Akigssek' ('Grouse') crashed about 40 km south of, resulting in the loss of 15 lives. It was en route to from. The same aircraft had an emergency landing on the fjord two years earlier, due to flameout on both engines because of ice in the intake.
On 10 May 1974 S-61N PH-NZC crashed en route to an oil rig in the. None of the two crew and four passengers survived. The probable cause was a failure in one of five rotor blades due to. The resulting imbalance caused the motor mounts to fail and caused a fire.
The uncontrollable aircraft landed hard in the water, capsized and sank. Investigation indicated that the metal fatigue crack must have spread rapidly in less than four hours. The rotor blades are pressurized with nitrogen gas at 10 psi to indicate the onset of a metal fatigue failure, yet no pressure loss was indicated during the preflight inspection. As a result of the accident it was recommended to shorten inspection intervals The aircraft was recovered from the North Sea floor.
It was rebuilt and currently flies as registration N87580 in the USA. On 16 May 1977, ' commercial S-61-L, N619PA, suffered a static rollover onto its starboard side at the heliport on top of the while boarding passengers. The accident killed four boarding passengers and one woman on the street.
17 additional passengers and the three flight crew members were uninjured. The landing gear collapse was a result of metal fatigue in the helicopter's main landing gear shock-absorbing strut assembly, which caused the helicopter to tip over without warning. The accident resulted in the permanent closure of the Pan Am Building heliport. As the heliport was closed, the wreckage was removed by disassembling it and taking the assemblies down to street level using the building's freight elevators. The airframe was taken to Cape Town, South Africa, where it was rebuilt, certified and returned to service as the first S61 used in the Ship-Service Role off the shores of the Western Cape by the company 'Court Helicopter' which was later amalgamated with CHC.1980s.
On 16 July 1983, ' commercial S-61 G-BEON in the southern, in the, while en route from to in thick fog. Only six of the 26 on board survived. It sparked a review of helicopter safety and was the worst civilian helicopter disaster in the UK until 1986. On March 20, 1985, an Okanagan Helicopters S-61N (C-GOKZ) ditched in the Atlantic Ocean off of Owl's Head, Nova Scotia. The aircraft was en route from the MODU Sedco 709 offshore Nova Scotia to the Halifax International Airport(YHZ)when the main gearbox suffered a total loss of transmission fluid.
There were 15 passengers and two crew on board. There were no injuries during the ditching, however several passengers suffered varying degrees of hypothermia. As a result of this incident, improved thermal protection and other advancements in helicopter transportation suits were instituted for offshore workers on Canada's east coast. 12 July 1988 a S-61N into the North Sea, no injuries.1990s. On 25 July 1990 a Sikorsky S-61 registration 'G-BEWL' coming in from crashed onto the oil storage platform as the pilots were attempting to land. The aircraft fell into the North Sea, where six of the 13 passengers and crew on board died.2000s.
On 8 July 2006, a S-61N Mk.II helicopter, crashed into the while it was flying from to. There were no survivors among the six people on board. On 5 August 2008, two pilots and seven firefighters assigned to the Iron Complex fire in California's, were killed when S-61N N612AZ crashed on takeoff. Of the 13 people reportedly on board, one other pilot and three firefighters survived the crash with serious or critical injuries. The determined that the probable causes were the following actions by Carson Helicopters: 1) the intentional understatement of the helicopter's empty weight, 2) the alteration of the power available chart to exaggerate lift capability, and 3) the use of unapproved above-minimum specification torque in performance calculations that, collectively, resulted in the pilots’ relying on performance calculations that significantly overestimated load-carrying capacity and without an adequate performance margin for a successful takeoff; and insufficient oversight by the U.S.
Forest Service and the Federal Aviation Administration. Contributing factors were the flight crew's failure to address the fact that the helicopter had approached its maximum performance capability on two prior departures from the accident site as they were accustomed to operating at its performance limit. Contributing to the fatalities were the immediate, intense fire due to a fuel spillage upon impact from the fuel tanks that were not crash-resistant, the separation from the floor of the cabin seats that were not crash-resistant, and the use of an inappropriate release mechanism on the seat restraints.Specifications (S-61N Mk II). Data from International Directiory of Civil AircraftGeneral characteristics. Crew: two pilots. Capacity: up to 30 passengers.
Length: 58 ft 11 in (17.96 m). Rotor diameter: 62 ft (18.9 m). Height: 17 ft 6 in (5.32 m). Disc area: 3,019 ft² (280.6 m²).: 12,336 (5,595 kg).
Loaded weight: 16,164 lb (7,332 kg).: 19,000 lb (8,620 kg).: 2 ×, 1,500 (1,120 kW) eachPerformance.: 166 mph (267 km/h).: 120 (222 km/h).: 450 (833 km).: 12,500 ft (3,810 m).: 1,310–2,220 ft/min (400–670 m/min)See also. ^ Frawley, Gerard: The International Directory of Civil Aircraft, 2003–2004, p. Aerospace Publications Pty Ltd, 2003. Apostolo, G. 'Sikorsky S-61'.
The Illustrated Encyclopedia of Helicopters. Bonanza Books, 1984. Time Magazine December 26, 1960. 13 December 1963. Retrieved 14 September 2017 – via content.time.com. ^ (2009).
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Accessed September 30, 2007. Back in the 1960's and 70's, helicopters bound for Kennedy International Airport used to take off from a deck atop the old Pan Am Building. Why was the service halted? As many as 360 helicopter flights a day were planned by New York Airways after the 59-story Pan Am building was completed in 1963, but a bitter public outcry delayed the first few flights until December 21, 1965.
The operation proved unprofitable, however, since the helicopters carried an average of only eight passengers, and the heliport, which had cost $1 million to build, closed in 1968. After another round of hearings – and renewed protests – flights resumed in February 1977.
Three months later, the landing gear on one of the Sikorsky S-61 helicopters collapsed while passengers were boarding, flipping it on its side and sending a 20-foot rotor blade skidding across the roof and over the west parapet wall. Within hours, the heliport was closed indefinitely.' . Epstein, Curt. October 26, 2010.
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