STRATFORD, Conn., June 15, 2016 /PRNewswire/ - The global fleet of Sikorsky S-92® helicopters recently surpassed one million flight hours,. In 2005 Sikorsky began developing the X2 to increase helicopter speeds. The X2 made its first flight in 2008. On September 15, 2010, it achieved a level flight speed of 250 knots (463 kilometers/288 miles per hour)—a 15 percent improvement on the record top speed of a conventional helicopter. As a result, Sikorsky Aircraft and the X2 Technology Demonstrator Team received the.
(Redirected from CH-53E Super Stallion)
CH-53E Super Stallion MH-53E Sea Dragon | |
---|---|
A CH-53E Super Stallion with the 22nd Marine Expeditionary Unit | |
Role | Heavy-lift cargo helicopter |
National origin | United States |
Manufacturer | Sikorsky Aircraft |
First flight | 1 March 1974 |
Introduction | 1981 |
Status | In service |
Primary users | United States Marine Corps United States Navy Japan Maritime Self-Defense Force |
Produced | 1978–1980s[citation needed] |
Number built | 234[citation needed] |
Unit cost | |
Developed from | Sikorsky CH-53 Sea Stallion |
Developed into | Sikorsky CH-53K King Stallion |
The Sikorsky CH-53E Super Stallion is a heavy-lift helicopter operated by the United States military. As the Sikorsky S-80 it was developed from the CH-53 Sea Stallion, mainly by adding a third engine, adding a seventh blade to the main rotor and canting the tail rotor 20 degrees. It was built by Sikorsky Aircraft for the United States Marine Corps. The less common MH-53E Sea Dragon fills the United States Navy's need for long range minesweeping or Airborne Mine Countermeasures (AMCM) missions, and perform heavy-lift duties for the Navy. Under development is the Sikorsky CH-53K King Stallion, which has new engines, new composite materialrotor blades, and a wider aircraft cabin; this is to replace the CH-53E.
- 1Development
- 3Operational history
Development[edit]
Background[edit]
The CH-53 was the product of the U.S. Marines' 'Heavy Helicopter Experimental' (HH(X)) competition begun in 1962. Sikorsky's S-65 was selected over Boeing Vertol's modified CH-47 Chinook version. The prototype YCH-53A first flew on 14 October 1964.[1] The helicopter was designated 'CH-53A Sea Stallion' and delivery of production helicopters began in 1966.[2] The first CH-53As were powered by two General Electric T64-GE-6 turboshaft engines with 2,850 shp (2,125 kW) and had a maximum gross weight of 46,000 lb (20,865 kg) including 20,000 lb (9,072 kg) in payload.
Variants of the original CH-53A Sea Stallion include the RH-53A/D, HH-53B/C, CH-53D, CH-53G, and MH-53H/J/M. The RH-53A and RH-53D were used by the US Navy for mine sweeping. The CH-53D included a more powerful version of the General Electric T64 engine, used in all H-53 variants, and external fuel tanks. The CH-53G was a version of the CH-53D produced in West Germany for the German Army.[1]
The US Air Force's HH-53B/C 'Super Jolly Green Giant' were for special operations and combat rescue and were first deployed during the Vietnam War. The Air Force's MH-53H/J/M Pave Low helicopters were the last of the twin engined H-53s and were equipped with extensive avionics upgrades for all weather operation.
H-53E[edit]
In October 1967, the US Marine Corps issued a requirement for a helicopter with a lifting capacity 1.8 times that of the CH-53D that would fit on amphibious warfare ships. The US Navy and US Army were also seeking similar helicopters at the time. Before issue of the requirement Sikorsky had been working on an enhancement to the CH-53D, under the company designation 'S-80', featuring a third turboshaft engine and a more powerful rotor system. Sikorsky proposed the S-80 design to the Marines in 1968. The Marines liked the idea since it promised to deliver a good solution quickly, and funded development of a testbed helicopter for evaluation.[3]
The YCH-53E on its first flight, 1 March 1974
In 1970, against pressure by the US Defense Secretary to take the Boeing Vertol XCH-62 being developed for the Army, the Navy and Marines were able to show the Army's helicopter was too large to operate on landing ships and were allowed to pursue their helicopter.[3] Prototype testing investigated the addition of a third engine and a larger rotor system with a seventh blade in the early 1970s. In 1974, the initial YCH-53E first flew.[4]
Changes on the CH-53E also include a stronger transmission and a fuselage stretched 6 feet 2 inches (1.88 m). The main rotor blades were changed to a titanium-fiberglass composite.[3] The tail configuration was also changed. The low-mounted symmetrical horizontal tail was replaced by a larger vertical tail and the tail rotor tilted from the vertical to provide some lift in hover while counteracting the main rotor torque. Also added was a new automatic flight control system.[4] The digital flight control system prevented the pilot from overstressing the aircraft.[3]
YCH-53E testing showed that it could lift 17.8 tons (to a 50-foot (15 m) wheel height), and without an external load, could reach 170 knots (310 km/h) at a 56,000 pound gross weight. This led to two preproduction aircraft and a static test article being ordered. At this time the tail was redesigned to include a high-mounted, horizontal surface opposite the rotor with an inboard section perpendicular to the tail rotor then at the strut connection cants 20 degrees to horizontal.[4]
A production CH-53E during flight demonstration showing the three engines and the tail rotor pylon
The initial production contract was awarded in 1978, and service introduction followed in February 1981.[3] The first production CH-53E flew in December 1980.[4] The US Navy acquired the CH-53E in small numbers for shipboard resupply. The Marines and Navy acquired a total of 177.[3]
The Navy requested a version of the CH-53E for the airborne mine countermeasures role, designated 'MH-53E Sea Dragon'. It has enlarged sponsons to provide substantially greater fuel storage and endurance. It also retained the in-flight refueling probe, and could be fitted with up to seven 300 US gallon (1,136 liter) ferry tanks internally. The MH-53E digital flight-control system includes features specifically designed to help tow minesweeping gear.[3] The prototype MH-53E made its first flight on 23 December 1981. MH-53E was used by the Navy beginning in 1986. The MH-53E is capable of in-flight refueling and can be refueled at hover.[4]
A MH-53E Sea Dragon from HM-15 during a mine sweeping exercise, 2007
Additionally, a number of MH-53E helicopters were exported to Japan as the S-80-M-1 for the Japan Maritime Self-Defense Force (JMSDF).
The base model CH-53E serves both the US Navy and Marines in the heavy lift transport role. It is capable of lifting heavy equipment including the eight-wheeled LAV-25 Light Armored Vehicle, the M198 155 mm Howitzer with ammunition and crew. The Super Stallion can recover aircraft up to its size, which includes all Marine Corps aircraft except for the KC-130.
The 53E needs 40 maintenance hours per flight hour due to aging parts, lack of available new replacement parts and the extension of the overall airframe lifetime.[5]
CH-53K[edit]
The US Marine Corps had been planning to upgrade most of their CH-53Es to keep them in service, but this plan stalled. Sikorsky then proposed a new version, originally the 'CH-53X', and in April 2006, the USMC signed a contract for 156 aircraft as the 'CH-53K'.[6][7] The Marines are planning to start retiring CH-53Es in 2009 and need new helicopters very quickly.[8]
In August 2007, the USMC increased its order of CH-53Ks to 227.[9] First flight was planned for November 2011 with initial operating capability by 2015.[10]
Design[edit]
View of the CH-53E's cockpit during an in-flight refueling operation with an Air Force HC-130 Hercules
Although dimensionally similar, the three engine CH-53E Super Stallion or Sikorsky S-80 is a much more powerful aircraft than the original Sikorsky S-65 twin engined CH-53A Sea Stallion. The CH-53E also added a larger main rotor system with a seventh blade.[citation needed]
The CH-53E as designed to transport up to 55 troops or 30,000 lb (13,610 kg) of cargo and can carry external slung loads up to 36,000 lb (16,330 kg).[3] The CH-53E has incorporated the same crash attenuating seats as the MV-22B to increase survivability of passengers but at a cost of reducing its original troop transport capacity.[citation needed] The Super Stallion has a cruise speed of 173 mph (278 km/h) and a range of 621 miles (1,000 km).[11] The helicopter is fitted with a forward extendable in-flight refueling probe and it can also hoist hose refuel from a surface ship while in hover mode. It can carry three machine guns: one at the starboard side crew door; one at the port window, just behind the copilot; and one at the tail ramp.[citation needed] The CH-53E also has chaff-flare dispensers.[3]
A CH-53 sling loads a HMMWV during a MAGTF demonstration
The MH-53E features enlarged side mounted fuel sponsons and is rigged for towing various minesweeping and hunting gear from above the dangerous naval mines. The Sea Dragon can be equipped for minesweeping, cargo and passenger transportation, and troop insertion. Its digital flight-control system includes features specifically designed to help towing mine sweeping gear.[3]
Upgrades to the CH-53E have included the Helicopter Night Vision System (HNVS), improved .50 BMG (12.7 mm) GAU-21/A and M3P machine guns, and AAQ-29A forward looking infrared (FLIR) imager.[3]
The CH-53E and the MH-53E are the largest helicopters in the Western world, while the CH-53K now being developed will be even larger. They are fourth in the world to the Russian Mil Mi-26Halo single-rotor helicopter and the enormous, twin transverse rotoredMil V-12Homer, which can lift more than 22 tons (20 tonnes) and 44 tons (40 tonnes), respectively and the Mi-26's single-rotor predecessor Mil Mi-6, which has less payload (12 tonnes) but is bigger and has a higher MTOW at 42 tonnes.[citation needed]
Operational history[edit]
A pair of Super Stallion helicopters receive fuel from a KC-130 Hercules while transporting Humvees over the Gulf of Aden
USMC CH-53E recovering a disabled US Army CH-47 Chinook in eastern Afghanistan, 2010.
1980s[edit]
The Super Stallion variant first entered service with the creation of Heavy Marine Helicopter Squadron 464 at Marine Corps Air Station New River, North Carolina. Two more squadrons were created at Marine Corps Air Station Tustin, California over the next several years, HMH-465 and HMH-466. In addition, one west coast training squadron, HMT-301, was given Super Stallions as was one more east coast squadron, HMH-772, out of a reserve base at NASJRB Willow Grove, Pennsylvania. Since then, other Marine Heavy lift squadrons have retired their CH-53As and Ds, replacing them with Es.
The Marine Corps CH-53E saw its first shipboard deployment in 1983 when four CH-53E helicopters from HMH-464 deployed aboard USS Iwo Jima as part of the 24th Marine Amphibious Unit (24th MAU).[citation needed] During this deployment Marines were sent ashore in Beirut, Lebanon as peace keepers and established perimeters at and near the Beirut International Airport. On 23 October 1983, a truck bomb detonated by terrorists destroyed the Marine barracks in Beirut, killing nearly 240 service members as they slept. CH-53E helicopters from the 24th MAU provided critical combat support during this operation.
1990s[edit]
In 1991, two CH-53Es along with several CH-46 Sea Knight helicopters were sent to evacuate U.S. and foreign nationals from the U.S. embassy in Mogadishu, Somalia—Operation Eastern Exit—as violence enveloped the city during the Somalian Civil War.[12]
During Operation Desert Storm, MH-53E shipboard based Sea Dragons were used for mine clearing operations in the Persian Gulf off Kuwait.
On 8 June 1995, Captain Scott O'Grady, an F-16 Fighting Falcon pilot shot down over Bosnia, was rescued by two CH-53Es.[13]
2000s[edit]
On 26 October 2001, three CH-53Es aboard USS Peleliu and three CH-53Es aboard USS Bataan flew 550 miles (890 km) to secure the first land base in Afghanistan, Camp Rhino, with 1100 troops at its peak.[14] This amphibious raid is the longest amphibious raid in history. The long range capability of the CH-53Es enabled Marines to establish a southern base in Afghanistan, putting the war on the ground.[citation needed]
Super Stallions again played a major role in the 2003 invasion of Iraq. They were critical to moving supplies and ammunition to the most forward Marine units and also assisted in moving casualties back to the rear for follow on care. Marine CH-53Es and CH-46Es carried US Army Rangers and Special Operations troops in a mission to rescue captured Army Private Jessica Lynch on 1 April 2003.[15]
Currently, about 150 CH-53E helicopters are in service with the Marines and another 28 MH-53Es are in service with the U.S Navy. The CH-53 requires 44 maintenance hours per flight hour. A flight hour costs about $20,000.[16]
Variants[edit]
CH-53E during Exercise RIMPAC (2014)
- YCH-53E
- United States military designation for two Sikorsky S-65E (later S-80E) prototypes.
- CH-53E Super Stallion
- United States military designation for the S-80E heavy lift transport variant for the United States Navy and Marine Corps, 170 built.
- MH-53E Sea Dragon
- United States military designation for the S-80M mine-countermeasures variant for the United States Navy, 50 built.
- VH-53F
- Proposed presidential transport variant, not-built.
- S-80E
- Export variant of the heavy lift transport variant, not-built.
- S-80M
- Export variant of the mine-countermeasures variant, 11-built for Japan. The last were retired in 2017.[17][18]
Operators[edit]
High speed, low level pass during demonstration at the National Test Pilot School, Mojave, California
A Japan Maritime Self-Defense Force MH-53E Sea Dragon lands aboard USS Tortuga in 2011.
- United States
- United States Marine Corps[19]
- HMH-361[20]
- HMH-366[21]
- HMH-461[22]
- HMH-462[23]
- HMH-464[24]
- HMH-465[25]
- HMH-466[26]
- HMH-769[27]
- HMH-772[28]
- United States Navy[19]
- HM-14[29]
- HM-15[30]
- Japan
- Japan Maritime Self-Defense Force[19]
Accidents[edit]
Between 1969–1990, more than 200 servicemen were killed in accidents involving the CH-53A, CH-53D and CH-53E.[31] The MH-53E Sea Dragon is the U.S. Navy's helicopter most prone to accidents, with 27 deaths from 1984 to 2008. During that timeframe, its rate of Class A mishaps, meaning serious damage or loss of life, was 5.96 per 100,000 flight hours, more than twice the Navy helicopter average of 2.26.[32] A 2005 lawsuit alleges that since 1993, there were at least 16 in-flight fires or thermal incidents involving the No. 2 engine on Super Stallion helicopters. The suit claims that proper changes were not made, nor were crews instructed on emergency techniques.[33][34]
- On 1 June 1984, a CH-53E based at Tustin was lifting a truck from the deck of a ship during an exercise when a sling attached to the truck broke. This sent a shock wave into the aircraft and caused major damage. Four crew members died in the accident.[35]
- On 19 November 1984, a CH-53E on a routine training mission at Camp Lejeune, NC, was lifting a seven-ton howitzer before it crashed. Six people were killed, and 11 injured.[35] It experienced a loss of tail rotor function, lost control and impacted the ground. The cabin area was quickly consumed by the ensuing fire.[36]
- On 13 July 1985, a CH-53E from a Tustin squadron was on a flight in Okinawa when it struck a logging cable and exploded. Four people were killed.[35]
- On 25 August 1985, a CH-53E from New River, NC, was flying a routine supply and passenger run from Tustin to Twentynine Palms during a training operation when it caught fire and crashed in Laguna Hills. One of the three crew members was killed and the aircraft was a total loss.[35][37]
- On 9 May 1986, a CH-53E crashed during training exercises near Twentynine Palms, killing four Marines and injuring another. The accident was the Super Stallion's fifth crash in two-year period.[38]
- On 8 January 1987, a Marine Corps CH-53E crashed while practicing night landings for troop deployment at the Salton Sea Test Range. All five crew members were killed.[39]
- On 20 March 1989, a CH-53E crashed at Pohang, Republic of Korea. Eighteen Marines and one Sailor were killed. Another ten Marines where severely injured. The cause was determined to be a combination of pilot error, failure to follow safety standards, and mechanical problems.[citation needed]
- On 9 May 1996, a CH-53E crashed at Sikorsky's Stratford plant, killing four employees on board. This led to the Navy grounding all CH-53Es and MH-53Es.[33]
- On 10 August 2000, a MH-53E Sea Dragon crashed in the Gulf of Mexico near Corpus Christi and resulted in the deaths of four of the six crew members. The helicopters were later returned to service with improved swash plate duplex bearings and new warning systems for the bearings.[40][41]
- On 20 January 2002, a CH-53E crash in Afghanistan killed two crew members and injured five others. Defense Department officials said the early-morning crash was the result of mechanical problems with the helicopter.[42]
- On 2 April 2002, a Navy MH-53E (BuNo 163051) of HM-14 crashed on the runway at Bahrain International Airport. All 18 people on board survived with only a few cases of minor injuries.[43]
- On 27 June 2002, a Navy MH-53E Sea Dragon of Helicopter Combat Support Squadron 4 (HC-4) 'Black Stallions' crashed in a hard landing at NAS Sigonella, Sicily. No one was injured, but the aircraft was written off.[43][44]
- On 16 July 2003, a Navy MH-53E Sea Dragon of Helicopter Combat Support Squadron 4 (HC-4) 'Black Stallions' crashed near the town of Palagonia, about 10 miles west-southwest of Naval Air Station Sigonella, killing the four member crew. The flight was on a routine training mission.[44][45]
- On 26 January 2005, a CH-53E carrying 30 Marines and one Navy Corpsmancrashed in Al-Anbar province near Rutbah, Iraq, killing all 31 on board.[46][47] A sandstorm was determined as the cause of the accident. The crash was part of the deadliest day of the Iraq War in terms of US fatalities.[48]
- On 16 February 2005, an MH-53E from Helicopter Combat Support Squadron 4 (HC-4), based at Naval Air Station Sigonella, Sicily, crashed on the base, injuring the four crew members.[49]
- On 17 February 2006, two CH-53Es carrying a combined U.S. Marine Corps and Air Force crew collided during a training mission over the Gulf of Aden, resulting in ten deaths and two injuries.[50][51]
- On 16 January 2008, a Navy MH-53E on a routine training mission crashed approximately four miles south of Corpus Christi, Texas. Three crew members died in the crash and one crew member was treated at a local hospital.[52]
- On 29 June 2012, a Navy MH-53E from HM-14 made an emergency landing five miles northeast of Pohang, South Korea due to an in-flight fire. Though the pilots and aircrew were uninjured, the aircraft was heavily damaged by the fire.[53]
- On 19 July 2012 a Navy MH-53E crashed 58 miles south of Muscat, Oman during a heavy lift operation, resulting in two deaths.[54]
- On 8 January 2014, a US Navy MH-53E Sea Dragon crashed in the Atlantic 18 nautical miles east of Cape Henry, Virginia with five crew members on board. Three crew members perished in the mishap.[55][56][57]
- On 1 September 2014, a US Marine CH-53E of the 22nd Marine Expeditionary Unit crashed in the Gulf of Aden while attempting to land on the USS Mesa Verde following training operations in Djibouti. All 17 Marines and 8 sailors on board were rescued.[58]
- On 14 January 2016, two US Marine CH-53Es on a night time training exercise off the coast of Hawaii collided with each other, resulting in the loss of both aircraft and death of their 12 crew members; each CH-53E was carrying a crew of six.[59]
- On 11 October 2017, a US Marine Corps CH-53E based at Marine Corps Air Station Futenma crashed in the Takae district of Higashi village in Okinawa. A fire broke out in one of the helicopter's engines forcing a crash-landing 300 meters from homes. After the landing the helicopter was destroyed by fire. No one was injured in the accident.[60][61] This led the US military to ground CH-53E aircraft in Japan, and for the Japanese government to call for an indefinite grounding.[62][63] This caused anger among some local people[64] and displeasure from the Japanese government after flights were resumed a week later.[65]
- On 3 April 2018, a USMC CH-53E of the 3rd Marine Aircraft Wing crashed near Plaster City, California killing four Marines.[66][67]
Specifications (CH-53E)[edit]
The CH-53E rotor and exhaust assembly in detail
A MH-53E towing the MK105 minesweeping sled.
Data from U.S. Navy history,[68] International Directory,[2] World Aircraft[69]
General characteristics
- Crew: 5: 2 pilots, 1 crew chief/right gunner, 1 left gunner, 1 tail gunner (combat crew)
- Capacity: 30 troops with new crash attenuating seats[citation needed]
- Payload: internal: 30,000 lb or 13,600 kg (external: 36,000 lb or 14,500 kg)
- Length: 99 ft 1/2 in (30.2 m)
- Rotor diameter: 79 ft (24 m)
- Height: 27 ft 9 in (8.46 m)
- Disc area: 4,900 ft² (460 m²)
- Empty weight: 33,226 lb (15,071 kg)
- Max. takeoff weight: 73,500 lb (33,300 kg)
- Rotor systems: 7 blades on main rotor, 4 blades on anti-torque tail rotor
- Powerplant: 3 × General Electric T64-GE-416/416A/419turboshaft, 4,380 shp[70] (3,270 kW) each
Performance
- Never exceed speed: 150 kt (173 mph, 278 km/h)
- Maximum speed: 150 kt[71] (173 mph, 278 km/h)
- Cruise speed: 120 kt (138 mph, 222 km/h)
- Range: 540 nmi (621 mi, 1,000 km)
- Combat radius: 180 nmi (207 mi, 333 km)
- Ferry range: 990 nmi (1,139 mi, 1,833 km)
- Service ceiling: 18,500 ft (5,640 m)
- Rate of climb: 2,500 ft/min (13 m/s)
Armament
- Guns:
- 2× .50 BMG (12.7 x 99 mm) window-mounted GAU-21machine guns
- 1× .50 BMG (12.7 x 99 mm) ramp mounted weapons system, GAU-21 (M3M mounted machine gun)
- Other: Chaff and flare dispensers
Notable appearances in media[edit]
The documentary Who Killed Lt. Van Dorn? examines the 2014 Sea Dragon crash off Cape Henry, Virginia and the larger maintenance and command problems surrounding the CH-53E fleet.[72][73]
See also[edit]
Related development
Aircraft of comparable role, configuration and era
Related lists
References[edit]
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- ^'MH-53 Helicopter Suffers Aviation Mishap, Crashes'Archived 24 July 2012 at the Wayback Machine. US Navy, 19 July 2012.
- ^'1 still missing in Navy copter crash that killed 2'. MSN News. Associated Press. 9 January 2014. Archived from the original on 9 January 2014. Retrieved 9 January 2014.
- ^Lewis, Paul (8 January 2014). 'US navy helicopter goes down off Virginia coast'. The Guardian. Archived from the original on 8 January 2014. Retrieved 8 January 2014.
- ^U.S. News (27 September 2015). 'Two crewmen dead after Navy helicopter goes down off Va.; one missing'. NBC News. Archived from the original on 8 January 2014.
- ^'U.S. military personnel rescued at sea after helicopter crash near Djibouti'. CNN. CNN. 1 September 2014. Archived from the original on 2 September 2014. Retrieved 1 September 2014.
- ^'Helicopter crash in Hawaii: Search for 12 missing Marines'. CNN. Archived from the original on 15 January 2016. Retrieved 16 January 2016.
- ^Rich, Motoko (11 October 2017). 'U.S. Helicopter Crashes on Okinawa, Adding to Safety Concerns'. New York Times. Archived from the original on 12 October 2017. Retrieved 13 October 2017.
- ^'U.S. military to ground CH-53 helicopters after accident in Okinawa'. Kyodo News. 12 October 2017. Archived from the original on 13 October 2017. Retrieved 13 October 2017.
- ^'US general denies agreeing with Japanese defense minister on chopper grounding'. Mainichi Shimbun. 14 October 2017. Archived from the original on 14 October 2017. Retrieved 14 October 2017.
- ^'Japan wants U.S. choppers grounded as accident in Okinawa leaves LDP reeling ahead of election'. Japan Times. 14 October 2017. Archived from the original on 14 October 2017. Retrieved 14 October 2017.
- ^'Okinawans incensed at resumption of CH-53E chopper flights 1 week after crash'. Mainichi Shimbun. 18 October 2017. Archived from the original on 18 October 2017. Retrieved 18 October 2017.
- ^'US military resumes chopper flights amid safety fears after accident'. Mainichi Shimbun. 18 October 2017. Archived from the original on 18 October 2017. Retrieved 18 October 2017.
- ^Scott, Neuman (4 April 2018). 'Marine Helicopter Crashes In Southern California; 4 Presumed Dead'. NPR. Archived from the original on 4 April 2018. Retrieved 4 April 2018.
- ^CNN, Joe Sutton,. 'Marine helicopter crashes in California and kills 4'. CNN. Archived from the original on 4 April 2018. Retrieved 4 April 2018.CS1 maint: extra punctuation (link)
- ^CH-53A/D/E Sea Stallion and MH-53E Sea DragonArchived 6 February 1997 at the Wayback Machine, US Navy.
- ^Donald, David ed. 'Sikorsky S-65', The Complete Encyclopedia of World Aircraft. Barnes & Nobel Books, 1997. ISBN0-7607-0592-5.
- ^'About the GE T64Archived 13 April 2014 at the Wayback Machine' BGA-aeroweb, 17 May 2012. Accessed: 10 April 2014.
- ^CH-53E NATOPS Flight Manual. NAVAIR. 14 June 2017.
- ^'WHO KILLED LT. VAN DORN?'. vandornmovie.com. Investigative Studios. Archived from the original on 27 May 2019. Retrieved 28 May 2019.
- ^Axe, David. ''Who Killed Lt. Van Dorn?' Offers an Answer That the Navy and Marine Corps Don't Want to Hear'. thedailybeast.com. The Daily Beast. Archived from the original on 6 November 2018. Retrieved 28 May 2019.
External links[edit]
Wikimedia Commons has media related to Sikorsky CH-53E Super Stallion. |
- CH-53A/D/E history page, CH-53E, and MH-53E pages on Navy.mil
- CH-53E/S-80E page and MH-53E page on Sikorsky.com
- CH-53E and MH-53E pages on GlobalSecurity.org
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Sikorsky_CH-53E_Super_Stallion&oldid=917687698'
(Redirected from CH-34 Choctaw)
Sikorsky H-34 / S-58 | |
---|---|
A United States Army CH-34 | |
Role | Helicopter |
Manufacturer | Sikorsky Aircraft |
First flight | 8 March 1954 |
Introduction | 1954 |
Status | Production completed, still in civilian service |
Primary users | United States Army United States Navy United States Marine Corps |
Produced | 1954–1970[1] (Foreign production of derivatives and sub-types continued under license after the Sikorsky production ended.) |
Number built | 2,108 |
Developed from | Sikorsky H-19 Chickasaw |
Variants | Westland Wessex |
The Sikorsky H-34 (company designation S-58) is a piston-engined military helicopter originally designed by American aircraft manufacturer Sikorsky as an anti-submarine warfare (ASW) aircraft for the United States Navy. It has seen extended use when adapted to turbine power by the British licensee as the Westland Wessex and Sikorsky as the later S-58T.
H-34s served, mostly as medium transports, on every continent with the armed forces of 25 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 the last piston-engined helicopter to be operated by the United States Marine Corps, having been replaced by turbine-powered types such as the UH-1 Huey and CH-46 Sea Knight. A total of 2,108 H-34s were manufactured between 1953 and 1970.[2]
- 2Operational history
Development[edit]
A U.S. Navy HSS-1 with dipping sonar deployed, in 1960.
CH-37C and UH-34D of the United States Marine Corps.
The Sikorsky S-58 was developed as a lengthened and more powerful version of the Sikorsky Model S-55, or UH-19 Chickasaw, with a similar nose, but with a tail-dragger rear fuselage and landing gear, rather than the high-tail, 4-post pattern. It retained the nose-mounted radial reciprocating engine with the drive shaft passing through the cockpit placed high above the cargo compartment.
The aircraft first flew on 8 March 1954. The first production aircraft was ready in September and entered in service for the United States Navy initially designated HSS-1 Seabat (in its anti-submarine configuration) and HUS-1 Seahorse (in its utility transport configuration) under the U.S. Navy designation system for U.S. Navy, United States Marine Corps (USMC) and United States Coast Guard (USCG) aircraft. The U.S. Army and Marine Corps, respectively, ordered it in 1955 and 1957. Under the United States Army's 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, and VIP transport. In its standard configuration, transport versions could carry 12 to 16 troops, or eight stretcher cases if utilized in the MedEvac role, while VIP transports carried significantly fewer people in much greater comfort.
A total of 135 H-34s were built in the US 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 (ALAT).
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 and Royal Air Force. The RN Wessex was fitted out with weapons and ASW equipment for use in an antisubmarine role. The RAF used the Wessex, with turboshaft engines, as an air/sea rescue helicopter and as troop transporter. Wessexes were also exported to other countries and produced for civilian use.
Operational history[edit]
Algerian War[edit]
The helicopters used by the French Army Light Aviation (ALAT), including the Sikorsky H-34, aggregated over 190,000 flying hours in Algeria (over 87,000 for the H-21 alone) and helped to evacuate over 20,000 French combatants from the combat area, including nearly 2,200 at night. By the time the war in Algeria had ended, eight officers and 23 non-commissioned officers from ALAT had been killed.
The use of armed helicopters during the Algerian War, coupled with helicopter transports which can insert troops into enemy territory, gave birth to some of the tactics of airmobile warfare that continue today.[3]
Vietnam War[edit]
A U.S. Coast Guard HUS-1G in 1960.
French evaluations on the reported ground fire vulnerabilities of the CH-34 may have influenced the U.S. Army's decision to deploy the CH-21 Shawnee to Vietnam instead of the CH-34, pending the introduction into widespread service of the Bell UH-1 Iroquois. U.S. Army H-34s did not participate in Vietnam, and did not fly in the assault helicopter role, but a quantity were supplied to the Republic of Vietnam Air Force (RVNAF). These saw little use due to a lack of spare parts and maintenance.[4]
U.S. Marine Corps UH-34Ds over Mekong Delta.
U.S. Marine Corps UH-34Ds over Vietnam, 1965.
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'.[5]
USMC H-34s were also among the first helicopter gunships trialled in theatre, being fitted with the Temporary Kit-1 (TK-1), comprising two M60C machine guns and two 19-shot 2.75 inch rocket pods. The operations were met with mixed enthusiasm, and the armed H-34s, known as 'Stingers' were quickly phased out. The TK-1 kit would form the basis of the TK-2 kit used on the UH-1E helicopters of the USMC.
An H-34 was featured in the famous early-Vietnam War Time-Lifephoto essay 'One Ride With Yankee Papa 13', photographer Larry Burrows, which depicted stages of a disastrous combat mission in which several crew were wounded or killed.
Post-Vietnam War[edit]
The H-34 remained in service with United States Army and Marine Corps aviation units into the late 1960s; at this time it was also standard equipment in Marine Corps Reserve, Army Reserve and Army National Guard aviation units, eventually being replaced by the UH-1 Iroquois utility helicopter. Sikorsky terminated all production activities in 1968, a total of 1,821 having been built.[6] All H-34 helicopters were retired from service in the U.S. military by the early 1970s; the type having the distinction of being the last piston-engined helicopter to be operated by the Marine Corps. On 3 September 1973, the last flight of a USMC UH-34 occurred as Bureau Number 147191 which had been formally assigned to Headquarters Squadron, FMF Pacific was flown from Quantico, Virginia to MCAS New River to be placed on static display.[7][8]
France[edit]
France purchased an initial batch of 134 Choctaws; these were shipped in kit-form from the United States and locally assembled by Sud-Aviation. Later, a further 166 were domestically manufactured by Sud-Aviation; these were operated by the French Army Light Aviation (Army), French Naval Aviation (Navy) and Air force.[9]
Wessex at Ascension Island, 1982
United Kingdom[edit]
The Wessex was used as an anti-submarine and utility helicopter with the Royal Navy and as a transport and search and rescue helicopter with the Royal Air Force. British Wessex saw action in several conflicts: Falklands, Oman, Borneo, Aden, etc.
South Vietnam[edit]
RVNAF CH-34As at Tan Son Nhut.
USMC helicopter in Vietnam.
S-58T of New York Helicopter at 34th Street Helicopter pad in 1987
Used by RVNAF 219th Squadron to insert MACV-SOG reconnaissance teams into Laos.[10]The H-34 was the primary RVNAF helicopter until replaced by the Bell UH-1 Huey.[11]
Israel[edit]
Israeli Air Force Sikorsky S-58 (1967)
Israeli S-58s flew numerous combat missions after the end of the Six-Day War; these missions were mainly against Palestinians infiltrating Israel or against their bases in Jordan. On 21 March 1968, various S-58s participated in the Battle of Karameh, bringing Israeli troops in and out of the theatre as well as evacuating the wounded. This was the last operation of the S-58 as it was retired shortly later, having been replaced by the newer Bell 205 and Aérospatiale Super Frelon.[12]
Civilian use[edit]
Civil S-58T powered by a Pratt & Whitney Canada PT6T Twin-Pac turbine power plant
The H-34's lift capacity was just sufficient to lift a Mercury space capsule. In 1961, the hatch of Mercury-Redstone 4 was prematurely detached and the capsule was filled with seawater. The extra weight was too much for the H-34 and the capsule, Liberty Bell 7, was emergency released and sank in deep water,[13] remaining on the ocean floor until 1999.
In the late 1980s and early 1990s, S-58T turbine-powered helicopters were operated by New York Helicopters in scheduled passenger airline service between JFK International Airport and East 34th Street Heliport, New York.[14]
Variants[edit]
- H-34A
- U.S. Army version of the HSS-1 powered by a 1,525 hp R-1820-84, re-designated CH-34A in 1962, 359 built and 21 transferred from the U.S. Navy.
- JH-34A
- Designation for H-34A used for weapon tests.
- VH-34A
- Staff transport conversions of H-34A.
- H-34B
- H-34As converted with detail changes, became CH-34B in 1962.
- H-34C
- H-34B design with detail changes converted from H-34As, became CH-34C in 1962.
- JH-34C
- Designation for CH-34C used for weapon tests.
- VH-34C
- Staff transport conversions of CH-34C.
- HH-34D
- Designation applied to aircraft given USAF serials to be transferred under MAP and MDAP.
- LH-34D
- HUS-1L re-designated in 1962
- UH-34D
- HUS-1 re-designated in 1962 and 54 new build.
- VH-34D
- HUS-1Z re-designated in 1962
- UH-34E
- HUS-1A re-designated in 1962
- HH-34F
- HUS-1G re-designated in 1962
- YSH-34G
- YHSS-1 re-designated in 1962
- SH-34G
- HSS-1 re-designated in 1962
- SH-34H
- HSS-1F re-designated in 1962
- YSH-34J
SH-34Js on the USS Essex in 1962
A VH-34D presidential helicopter (BuNo 147201) on the South Lawn of the White House in 1961
- YHSS-1N re-designated in 1962
- SH-34J
- HSS-1N re-designated in 1962
- UH-34J
- SH-34J without ASW equipment for cargo and training purposes.
- HH-34J
- Ex-USN UH-34Js operated by the U.S. Air Force
- VH-34J
- Staff transport conversions of SH-34J.
- XHSS-1 Seabat
- Three Sikorsky S-58s for evaluation by the U.S. Navy, re-designated YHSS-1 then YSH-34G in 1962.
- HSS-1 Seabat
- Production Anti-Submarine model for the U.S. Navy, re-designated SH-34G in 1962, 215 built
- HSS-1F Seabat
- One HSS-1 re-engined with two YT-58-GE as a flying test bed, re-designated SH-34H in 1962.
- YHSS-1N Seabat
- One HSS-1 converted as the HSS-1N prototype, re-designated YSH-34J in 1962.
- HSS-1N Seabat
- Night/Bad weather version of the HSS-1 with improved avionics and autopilot, re-designated SH-34J in 1962, 167 built (an addition 75 HSS-1 airframes were built to CH-34C standard for West Germany).
- HUS-1 Seahorse
- Utility transport version of the HSS-1 for the U.S. Marine Corps, re-designated UH-34D in 1962, 462 built
- HUS-1A Seahorse
- Forty HUS-1s fitted with amphibious pontoons, re-designated UH-34E in 1962.
- HUS-1G Seahorse
- United States Coast Guard version of the HUS-1, re-designated HH-34F in 1962, six built.
- HUS-1L Seahorse
- Four HUS-1s converted for Antarctic operations with VXE-6, re-designated LH-34D in 1962.
- HUS-1Z Seahorse
- Seven HUS-1s fitted with VIP interior for the Executive Flight Detachment, re-designated VH-34D in 1962.
- CH-126
- Canadian military designation for the S-58B.
- S-58A
- Commercial designation for basic cargo variant, certified in 1956
- S-58B
- Commercial designation for improved cargo variant, certified in 1956
- S-58C
- Commercial passenger transport/airliner version, certified in 1956
An S-58T performing an external load operation in Dallas, Texas.
- S-58D
- Commercial airliner/freighter version, certified in 1961
- S-58E
- Certified in 1971
- S-58F
- Certified in 1972 an increased maximum weight variant of the S-58B.
- S-58G
- Certified in 1972 an increased maximum weight variant of the S-58C.
- S-58H
- Certified in 1972 an increased maximum weight variant of the S-58D.
- S-58J
- Certified in 1972 an increased maximum weight variant of the S-58E
- S-58T
- Commercial conversion to turboshaft power using Pratt & Whitney Canada PT6T-3 Twin-Pac turboshaft with special nose cowling featuring distinctive twin rectangular air intakes, designations relate to original model:
- S-58BT
- Turboshaft powered-conversion of the S-58B
- S-58DT
- Turboshaft powered-conversion of the S-58D
- S-58ET
- Turboshaft powered-conversion of the S-58E
- S-58FT
- Turboshaft powered-conversion of the S-58F
- S-58HT
- Turboshaft powered-conversion of the S-58H
- S-58JT
- Turboshaft powered-conversion of the S-58J
- Orlando Heli-Camper
- RV conversion by Winnebago Industries and Orlando Helicopter, fitted with a Wright Cyclone R-1820-24 engine.[15]
- Orlando Airliner
- Commercial conversion. 18-seat passenger transport helicopter.
- Westland Wessex
- Licence production and development in the United Kingdom.
Operators[edit]
- Argentina
- Argentine Air Force[16]
- Argentine Naval Aviation[17]
- Belgium
- Belgian Air Force[18]
- Belgian Navy[18]
- Brazil
- Brazilian Navy[18]
- Canada
- Royal Canadian Air Force[19]
- Canadian Armed Forces[18]
- Chile
- Chilean Navy[20][21]
- Costa Rica
- Ministry of Public Security[22]
- France
- French Army[23]
- French Navy[24]
- West Germany
- German Air Force[23]
- German Army[23]
- German Navy[23]
- Haiti
- Haitian Air Corps[25]
- Indonesia
- Indonesian Air Force[26]
- Italy
- Italian Air Force[27]
- Israel
- Israeli Air Force[28]
- Japan
- Japan Maritime Self-Defense Force[29]
- Khmer Republic
- Kingdom of Laos
- Royal Lao Air Force[30]
- Netherlands
- Royal Netherlands Navy[31]
- Nicaragua
- Fuerza Aérea Sandinista[32]
- Philippines
- Philippine Air Force[33]
- South Vietnam
- Republic of Vietnam Air Force[34]
- Republic of China
- Republic of China Army[35]
- Thailand
- Royal Thai Air Force[36]
- United States
- Air America[37]
- United States Air Force[38]
- United States Army[1]
- United States Marine Corps[1]
- United States Navy[1]
- United States Coast Guard[1][39]
- Uruguay
- Uruguayan Navy[40]
Accidents and incidents[edit]
- 27 July 1960 Chicago Helicopter Airways Flight 698 a S-58C registered N879 crashed into Forest Home Cemetery, Forest Park, Illinois, United States with the loss of 11 passengers and two crew. The investigation concluded that the helicopter became uncontrollable as a result of structural disintegration in flight caused by a fatigue failure of the main rotor blade.[41]
- 10 July 2002 Sikorsky S-58ET, N580US (S/N 58-1673, built 1963), struck power transmission lines with its tailwheel, ripping the aircraft in two, over Brookville Lake, Indiana. One crew member was killed; the other two crew members were rescued by boaters. The aircraft was operated by Midwest Helicopter Airways of Hinsdale, Illinois, and registered to Midwest Truxton International of Burr Ridge, Illinois. 'Based on interviews with witnesses and the surviving pilots, there was no indication of any mechanical failure,' said SGT. Steve Comer of the Indiana State Police. NTSB Accident Report #CHI02FA189 [42]
- 13 March 2011 Sikorsky S-58ET, N33602, suffered an engine failure, descended and veered off the side of an office building in El Segundo, California, while lifting an external air conditioning unit from the roof. The commercial pilot was seriously injured, the helicopter was substantially damaged and consumed by a post-impact fire. The helicopter was registered to Heli Flight, Inc., and operated by Aris Helicopters.[43]
Aircraft on display[edit]
Sikorsky UH-34D Seahorse in National Air and Space Museum
- Chile
- Naval 52 – SH-34J on static display at Viña del Mar Airport in Viña del Mar, Valparaíso. This airframe was the second of two received by the Chilean Navy and was exhibited for the first time after restoration at Exponaval 2014.[44] It was previously on display at Alberto Widmer High School.[45]
- France
- HSS-1, No. 182, is on display at the Base d'aéronautique navale d'Hyères, the military part of the Toulon–Hyères Airport in France.[46] Serving until 1977 with 31F squadron, it was one of the last operational H-34's in French Naval Aviation. Now restored, No. 182 is displayed in the typical navy blue color of the French navy's helicopters of this time period.[47]
- Germany
- 80+73 – SH-34G on static display at the Deutsches Museum in Munich, Bavaria.[48][49]
- 81+09 – H-34 GIII on static display at the Hubschraubermuseum Bückeburg in Bückeburg, Lower Saxony.[50][51]
- 58-0356 – S-58C on static display at the Auto & Technik Museum Sinsheim in Sinsheim, Baden-Württemberg.[52]
- Netherlands
- A former Royal Netherlands Navy SH-34J Seabat bearing the markings of number 134 operating from Valkenburg naval air station is on display with folded rotor blades and tail in the newly opened 'Nationaal Militair Museum' situated at the former airbase of Soesterberg. Previously the aircraft was displayed in the National Air Force museum at Kamp Zeist which has since closed down.[53]
- Thailand
- H4k-64/30 – Type 4A on static display at the Royal Thai Air Force Museum in Bangkok, Bangkok.[54][55]
- Unknown ID – Type 4 on static display at the Royal Thai Air Force Museum in Bangkok, Bangkok.[54][56]
- Philippines
- 153131 – UH-34D on static display at the Philippine Air Force Aerospace Museum in Villamor Air Base, Pasay City.[57]
- United States
- 138460 – UH-34D on static display at the Evergreen Aviation & Space Museum in McMinnville, Oregon.[58][59]
- 143937 – UH-34D on static display at the Estrella Warbirds Museum in Paso Robles, California.[60][61]
- 143939 – H-34A on static display at the USS Midway Museum in San Diego, California.[62][63]
- 145694 – UH-34J on static display at the Wings of Freedom Aviation Museum in Horsham, Pennsylvania. This airframe was built in October 1958 and restored in April 1995.[64][65]
- 145717 – LH-34D on static display at the New England Air Museum in Windsor Locks, Connecticut.[66]
- 145728 - UH-34E on static display at the Texas Air Museum at the Stinson Municipal Airport[citation needed] and is one of forty UH-34 operated with pontoons.[citation needed]
- 147171 – UH-34D on static display in the Vietnam display next to USS Yorktown at the Patriots Point Naval & Maritime Museum in Charleston, South Carolina.[67][68]
- 147191 – VH-34D is on static display at the New River Aviation Memorial at the front gate of Marine Corps Air Station New River in Jacksonville, North Carolina.[69] This airframe was the last flying US Marine Corps H-34 in 1973.[70]
- 148002 – SH-34J on static display at the Pueblo Weisbrod Aircraft Museum in Pueblo, Colorado.[71][72]
- 148764 – UH-34D on static display at Fort Worth NAS near Fort Worth, Texas.[73]
- 148768 – UH-34D on static display at the Udvar-Hazy Center of the National Air and Space Museum in Chantilly, Virginia.[74]
- 148963 – HH-34J on static display at the Pacific Aviation Museum in Honolulu, Hawaii.[75]
- 150213 – UH-34D on static display at the Cavanaugh Flight Museum in Addison, Texas.[76][77]
- 150219 – UH-34D on static display at the Flying Leatherneck Aviation Museum in San Diego, California.[78][79]
- 150227 – UH-34D on static display at the National Museum of Naval Aviation in Pensacola, Florida.[80][81]
- 150255 – UH-34D on static display at the Wings and Rotors Air Museum in Murrieta, California.[82][83][84]
- 150553 – UH-34D on static display at the USS Hornet Museum in Alameda, California. This airframe entered service in August 1963 and was donated to the museum in 2003 by the Pima Air and Space Museum.[85]
- 150570 – UH-34D on static display at the National Museum of the Marine Corps in Triangle, Virginia.[86][87]
- 154895 – UH-34D on static display at the Palm Springs Air Museum in Palm Springs, California.[88][89]
- 53-4477 – CH-34G on static display at the Air Force Flight Test Center Museum in Edwards, California.[90][91]
- 53-4526 – CH-34A in storage at the United States Army Aviation Museum near Daleville, Alabama.[92]
- 53-4544 – CH-34C on static display at the Camp San Luis Obispo Museum and Historical Site in San Luis Obispo, California.[93][94]
- 54-0914 – CH-34C on static display at the Russell Military Museum in Zion, Illinois.[95][96]
- 55-4496 – CH-34C in storage at the Carolinas Aviation Museum in Charlotte, North Carolina.[97] This airframe was previously on display at the Florence Air & Missile Museum in Florence, South Carolina.[98][99]
- 56-4320 – VH-34C on static display at the United States Army Aviation Museum near Daleville, Alabama.[100][101]
- 57-1684 – VH-34C on static display at the Pima Air and Space Museum in Tucson, Arizona.[102]
- 57-1698 – CH-34A on static display at the Allegheny Arms & Armor Museum in Smethport, Pennsylvania. This airframe was previously on display at the Intrepid Sea, Air & Space Museum in New York, New York.[103]
- 57-1705 – CH-34C on static display at Travis AFB near Fairfield, California.[104]
- 57-1708 – CH-34C on static display at the Pacific Coast Air Museum in Santa Rosa, California.[105][106]
- 57-1725 – VH-34C on static display at the U.S. Army Transportation Museum near Newport News, Virginia.[107][108]
Specifications (H-34 Choctaw)[edit]
General characteristics
- Crew: 2
- Capacity: 12 (A Model) 18 (C Model) troops or 8 stretchers
- Length: 56 ft 8.5 in (17.28 m)
- Rotor diameter: 56 ft 0 in (17.07 m)
- Height: 15 ft 11 in (4.85 m)
- Disc area: 2,463 ft² (228.85 m²)
- Empty weight: 7,900 lb (3,583 kg)
- Max. takeoff weight: 14,000 lb (6,350 kg)
- Powerplant: 1 × Wright R-1820-84 radial engine, 1,525 hp (1,137 kW)
Performance
- Maximum speed: 173 mph (150 kn, 278 km/h)
- Range: 293 km (182 mi)
- Service ceiling: 4,905 ft (1,495 m[109])
Armament
- Various (See main article: U.S. Helicopter Armament Subsystems)
Notable appearances in media[edit]
See also[edit]
Related development
Aircraft of comparable role, configuration and era
Related lists
References[edit]
Notes
- ^ abcde'S58 (CH-34, UH-34, VH-34, SH-34, HH-34, S-58A, C, D, S-58T).'Sikorsky Product History. Retrieved: 5 March 2013.
- ^'H-34.'Warplanes.net. Retrieved: 30 December 2010.
- ^helicopters during the war in Algeria, Military History
- ^Mesko 1984, pp. 4–6.
- ^Fails 1995, p. 9.
- ^Endres, Günter G. Jane's Helicopter Markets and Systems. Coulsdon, Surrey, UK: Jane's Information Group, 1996. ISBN978-0-7106-1363-9.
- ^Fails 1995, p. 127.
- ^MARINES AND HELICOPTERS, 1962–1973, pp.127–128, retrieved 9 December 2014.
- ^'Sikorsky H-34 / CH-34 Choctaw.'militaryfactory.com. Retrieved: 17 January 2011.
- ^Across The Fence, John Stryker Meyer
- ^The Vietnamese Air Force, 1951–1975. An Analysis of Its Role in Combat and Fourteen Hours at Koh Tang. Volume 3, USAF Southeast Asia monograph series 4 and 5. Washington D.C.: Office of Air Force History, 1985.
- ^Gunston 1982, p. 92.
- ^Wade, Mark. 'Mercury MR-4.'astronautix.com, 29 April 2009. Retrieved (from archive): 26 July 2011.
- ^Brown, Allan. 'S-58ET from New York Helicopter.'airliners.net. Retrieved: 17 January 2011.
- ^'The Flying Winnebago'.
- ^'H-58.'Fuerza Aerea Argentina. Retrieved: 7 March 2013.
- ^'World Air Forces 1968, p. 48.'flightglobal.com. Retrieved: 1 March 2013.
- ^ abcd'World Air Forces 1968, p. 49.'flightglobal.com. Retrieved: 1 March 2013.
- ^Griffin, 1969, p.17
- ^'SH-34J.'Armada de Chile. Retrieved: 7 March 2013.
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Bibliography
- Apostolo, Giorgio. The Illustrated Encyclopedia of Helicopters. New York: Bonanza Books, 1984. ISBN0-517-439352.
- Duke, R.A. Helicopter Operations in Algeria [Translated French]. Washington, DC: Dept. of the Army, 1959.
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- Griffin, John A. Canadian Military Aircraft Serials & Photographs 1920–1968. Ottawa, Ontario, Canada: Queen's Printer, Publication No. 69-2, 1969.
- Gunston, Bill. An Illustrated Guide To the Israeli Air Force. London: Salamander Books, 1982. ISBN978-0-668-05506-2.
- Leuliette, Pierre. St. Michael and the Dragon: Memoirs of a Paratrooper, New York: Houghton Mifflin, 1964.
- Mesko, Jim: Airmobile: The Helicopter War in Vietnam. Carollton, Texas: Squadron/Signal Publications, 1984. ISBN0-89747-159-8.
- Riley, David. 'French Helicopter Operations in Algeria.' Marine Corps Gazette, February 1958, pp. 21–26.
- Shrader, Charles R. The First Helicopter War: Logistics and Mobility in Algeria, 1954–1962. Westport, Connecticut: Praeger Publishers, 1999. ISBN0-275-96388-8.
- Spenser, Jay P. Whirlybirds: A History of the U.S. Helicopter Pioneers. Seattle, Washington: University of Washington Press, 1998. ISBN0-295-97699-3.
Further reading[edit]
- Padin, Núñez, Jorge Felix and Juan Carlos Cicalesi, eds. Sikorsky S-55/H-19 & S-58/T (Serie en Argentina) in Spanish. Bahía Blanca, Argentina: Fuerzas Aeronavales, 2011. ISBN978-987-1682-13-3.
External links[edit]
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