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48-672: The S-62 was originally developed as a commercial venture during the late 1950s. It combined the dynamic elements of the Sikorsky S-55 with a boat hull -shaped fuselage and a single lightweight turboshaft engine. The prototype S-62 conducted its maiden flight on 22 May 1958, powered by a single General Electric T58-GE-6 turboshaft engine. It underwent evaluation at the Naval Air Test Center in Patuxent River , Maryland , at Sikorsky's own expense as part of its effort to promote

96-593: A crew of three. One prominent early use of the S-62 was with the operator San Francisco and Oakland Helicopter Airlines , one of the first helicopter airlines to operate without a federal subsidy , and the first to operate exclusively using turbine engine helicopters; the airline commenced passenger flights using a pair of two leased S-62s in June 1961, each of which being configured to carry up to 10 passengers. On 21 December of that year, rival operator Los Angeles Airways performed

144-597: A number of derivative designs including the Sikorsky H-34 , which was produced in even greater numbers. The H-19 had a long military career worldwide in the late 20th century and also proved popular with civil operators. Development of the H-19 was initiated privately by Sikorsky without government sponsorship. The helicopter was initially designed as a testbed for several novel design concepts intended to provide greater load-carrying ability in combination with easy maintenance. Under

192-503: A patrol over MiG Alley . McConnell was able to turn and shoot down the attacking MiG, but his F-86 was badly damaged and began losing engine power. Realizing he could not make it back to base, McConnell headed for the USAF rescue base at Cho-do , spotting an H-19 below him. H-19 pilots Joe Sullivan and Don Crabb, alerted that two damaged Sabres were headed towards them, saw McConnell's F-86 and changed course to parallel it. McConnell ejected over

240-483: A remote hilltop in the same area. Their performance continued to improve and in Operation Haylift II on 23–27 February 1953, HMR-161 lifted 1.6 million pounds (730 t) of cargo to resupply two regiments. Although HMR-161 helicopters were operating in "hot" landing zones near enemy troops, they did not lose any helicopters to enemy fire. HRS-1 helicopters were also used to relocate rocket launcher batteries;

288-410: A rocket nozzle at the tip of each rotor blade with the fuel tank located in the center above the rotor blade hub. Enough fuel was provided for seven minutes of operation. Although tests of the system were considered successful, it was never adopted operationally. Major innovations implemented on the H-19 were the forward placement of the engine below the crew compartment and in front of the main cabin,

336-484: A transparent Plexiglas floor. Five aircraft were built in 1999 to comply with strict National Park Service noise limits for Grand Canyon aerial tours; however, the aircraft were only used in this role for two years because it was difficult for pilots in the high-mounted cockpit to communicate with tourists in the main cabin. After being retired from sightseeing, the helicopters were used in utility and lift roles. See Westland Whirlwind museum examples for examples of

384-539: A tree. HMR-161 reported 90% aircraft availability. The success of helicopter operations with the USMC prompted the service to seek a military light utility vehicle that the HRS could lift, leading to the development of the aluminum-bodied, 1,700 lb (770 kg) M422 Mighty Mite in the early 1950s. However, developmental issues delayed deployment of the M422 until 1959, by which time

432-700: A year. This prototype was powered by a single General Electric T58-GE-6 turboshaft that had been derated from 1,050 hp to 670 hp, powering identical main and tail rotors to those of the S-55. At Sikorsky's own expense, it funded a "fly before you buy" test program at the Naval Air Test Center in Patuxent River, Maryland; the company actively promoted the type to the United States Coast Guard (USCG) in particular. The results of this test program

480-720: Is a multi-purpose piston-engined helicopter that was used by the United States Army and United States Air Force . It was also license-built by Westland Aircraft as the Westland Whirlwind in the United Kingdom. United States Navy and United States Coast Guard models were designated HO4S , while those of the U.S. Marine Corps were designated HRS . In 1962, the U.S. Navy, U.S. Coast Guard and U.S. Marine Corps versions were all redesignated as H-19s like their U.S. Army and U.S. Air Force counterparts. The H-19 pioneered

528-512: Is not well documented, but is estimated at only six or seven of the S-55 and S-58 versions combined. In the mid-1980s, the U.S. Army sought an economical helicopter to simulate the sound and radar signature of the Soviet Mil Mi-24 during exercises. OHA sold the Army fifteen modified S-55/Mi-24 s with a new five-bladed rotor system, which was quieter than the original three-bladed rotor and made

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576-628: The Canadian Department of Transport , which had the type fly resupply missions to its lighthouses . A large fleet of 99 S-62s was purchased by the US Navy's Bureau of Aeronautics on behalf of the USCG, who operated the type primarily for search and rescue missions. It was initially designated HU2S-1G Seaguard, but was redesignated as the HH-52A Seaguard in 1962. The HH-52 was commonly dispatched aboard

624-552: The Yellow Sea near the helicopter and was pulled from the water within two minutes by H-19 medic Arthur Gillespie; McConnell later told his sister "I barely got wet." Seeking favorable publicity for its ace pilots in Korea, the USAF circulated a rescue photo which was widely published in U.S. newspapers; however, Sullivan, Crabb, and Gillespie were flying a different H-19 without rescue markings that day. Historian Kenneth P. Werrell writes that

672-566: The transmission and rotors. Early civilian and military S-55 models offered a folding 400-pound (180 kg) capacity hoist above the starboard main cabin door, while later models could be equipped with a more capable and reliable 600-pound (270 kg) capacity unit. Starting with the introduction of the S-55C in October 1956, the tailboom was inclined three degrees downward to provide more main rotor clearance during hard landings; models equipped with

720-543: The CH-19E was retired by U.S. Navy squadron HC-5 on 26 February 1969. Surplus H-19s were sold on the open market, and civil interest was sufficient that Sikorsky (and later Orlando Helicopter Airways or OHA) offered conversion kits allowing a military surplus H-19 to be commercially operated under a standard Federal Aviation Administration type certificate as an S-55B. Turboshaft conversions were also offered by aftermarket modification companies. A novel civil conversion of

768-880: The H-19 by OHA was the Heli-Camper , a campervan -like conversion—featuring a built-in mini-kitchen and sleeping accommodations for four. In the late 1970s, OHA participated in a joint effort with popular American recreational vehicle (RV) manufacturer Winnebago Industries to market the aircraft, now renamed the Winnebago Heli-Home . A larger version based on the Sikorsky S-58 was also developed, and optional floats were offered for amphibious operations. The aircraft were featured in several American popular magazines and reportedly drew large crowds at RV shows and dealerships, but their high purchase price together with rising 1970s fuel prices resulted in very limited sales; production

816-589: The H-19 in the Korean War. It was designated as the HRS in USMC service. Marine Squadron HMR-161 arrived in Korea on 2 September 1951 with 15 HRS-1 helicopters. The new helicopter squadron started operations upon arrival. On 13 September 1951, during Operation Windmill I, HMR-161 transported 18,848 pounds (8.5 t) of gear and 74 Marines onto a ridge in the Punchbowl area. A week later HMR-161 shuttled 224 recon company marines and 17,772 pounds (8.1 t) of supplies to

864-431: The HRS was being replaced by utility helicopters capable of lifting standard U.S. light utility vehicles, rendering the M422 unnecessary and – due to its unique design – a supply chain liability. The Mighty Mite was only produced in small numbers and was mostly withdrawn from service by the late 1960s. The U.S. Air Force (USAF) ordered 50 H-19A's for rescue duties in 1951. These aircraft were

912-588: The S-62 to the United States Coast Guard (USCG). The USCG would procure 99 S-62s, which it initially designated as the HU2S-1G Seaguard , and later redesignated as the HH-52A Seaguard . It was primarily operated by the USCG for air-sea rescue missions. Various other operators opted to procure the S-62 for their own purposes, from airliners to utility transporters, and foreign air services. It

960-476: The U.S. Navy found to be adequate in an air–sea rescue role; the H-19B, HO4S-3, HRS-3, and subsequent models would use this powerplant. The R-1300 models also used a single horizontal tailplane in place of the early inverted "V" style, and a new hydro-mechanical clutch gave smoother and more rapid rotor acceleration during clutch engagement and allowed the engine to be started and operated at any speed while disengaged from

1008-433: The USCG's larger cutters and icebreakers . The turbine-powered helicopter could carry greater payloads and fly faster than many preceding aircraft, such as the H-19 (S-55). Being designed to be amphibious, the installation of additional flotation gear was not required for over-water flights, and rescues could be conducted by simply landing on the water. Water pickups were considered to be quicker than hoisting survivors up to

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1056-587: The United States. An additional 447 were manufactured by licensees of the helicopter including Westland Aircraft, SNCASE in France and Mitsubishi in Japan. The helicopter was widely exported, used by many other nations, including Portugal, Greece, Israel, Chile, South Africa, Denmark and Turkey. In 1954 the U.S. Marine Corps tested an idea to enhance lift in hot-and-high and/or heavily loaded conditions by installing

1104-654: The aircraft sound similar to an Mi-24. The piston engines and original Sikorsky tail rotors were retained. OHA also produced the S-55QT Whisper Jet , an extra-quiet civil conversion based on the five-bladed S-55/Mi-24, but using an 840 horsepower (630 kW) Garrett TPE331 derated to 650 horsepower (480 kW) from the S-55T, which lowered the aircraft's empty weight by 900 pounds (410 kg). The aircraft were also outfitted with special intake and exhaust silencers, carbon fiber noise-absorbing engine compartment doors, and

1152-561: The cabin windows, but this load proved far too heavy, and even lightly armed H-19 gunships fitted with flexible machine guns for self-defense proved underpowered. The H-19 was also used by the French forces in the First Indochina War . A small number of war-worn H-19s were given to the Republic of Vietnam Air Force in 1958, when the French military departed. These saw very limited service in

1200-605: The early days of the Vietnam War , before being supplanted by the more capable H-34. Pakistan ordered eight S-55s in 1956 to equip search and rescue squadrons of the Pakistan Air Force . They saw service during the 1965 Indo-Pakistani War , flying various missions including counterintelligence operations at Karachi in co-operation with the Army . They were retired from service in 1971. The H-19 left U.S. military service when

1248-420: The engine could be readily accessed at ground level through dual clamshell-style doors; the entire engine could be changed in only two hours, and the radial engine was oriented backwards relative to a typical airplane installation, allowing more convenient access to engine accessories. The offset flapping hinges and hydraulic servos gave more positive flight control under differing loading conditions, isolated

1296-503: The first HO4S-1 helicopter to the U. S. Navy on 31 August 1950. A U.S. Air Force YH-19 was sent to Korea for service trials in March 1951, where it was joined by a second YH-19 in September 1951. On 27 April 1951, the first HRS-1 was delivered to the U.S. Marine Corps, and on 2 May 1951, the first S-55 was delivered to Westland Aircraft. 1,281 of the helicopters were manufactured by Sikorsky in

1344-455: The first scheduled service using an American turbine-powered helicopter via a leased S-62. By June 1962, three S-62s were reportedly in operation for specialized transportation purposes, such as servicing offshore oil rigs in the Gulf of Mexico , with Petroleum Helicopters . Other early civilian operators included Okanagan Helicopters , which used its S-62s to supply remote radar installations, and

1392-424: The flight controls from vibration, and lessened control forces; the H-19 could be flown with only two fingers on the cyclic control . The YH-19 prototypes featured a blunt aft fuselage and a single starboard-mounted horizontal tailplane with a small vertical fin at its outboard end. Initial production models added a large fillet-like fin behind the fuselage and under the tailboom, and the tailplane configuration

1440-516: The hands of the 6th Transportation Company, during the Korean War beginning in 1951 as an unarmed transport helicopter. Undergoing tests such as medical evacuation , tactical control and frontline cargo support, the helicopter succeeded admirably in surpassing the capabilities of the H-5 Dragonfly which had been used throughout the war by the Army. The U.S. Marine Corps (USMC) made extensive use of

1488-507: The helicopter. Across its services life, the HH-52 fleet played an active role during various emergencies and other circumstances. During the aftermath of Hurricane Betsey in 1965, the type rescued 1,200 people. The HH-52 was periodically used to provide logistical support in Antarctica . One HH-52 was present for the foundering of the oil tanker Burmah Agate on 1 November 1979, facilitating in

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1536-439: The inclined tail also used an 8-foot-9-inch (2.67 m) tail rotor in place of the earlier 8-foot-8-inch (2.64 m) unit. The H-19 Chickasaw holds the distinction of being the U.S. Army's first true transport helicopter and, as such, played an important role in the initial formulation of Army doctrine regarding air mobility and the battlefield employment of troop-carrying helicopters. The H-19 underwent live service tests in

1584-530: The leadership of designer Edward F. Katzenberger, a mockup was designed and fabricated in less than one year. The first customer was the United States Air Force, which ordered five YH-19 aircraft for evaluation; the YH-19's first flight was on 10 November 1949, less than a year after the program start date. This was followed by delivery of the first YH-19 to the U.S. Air Force on 16 April 1950 and delivery of

1632-862: The misleading, staged photo was likely a ruse to conceal the fact that the H-19 was not originally on an air rescue mission but was instead supporting special operations in the Cho-do area. On 1 September 1953, Sabena used the S-55 to inaugurate the first commercial helicopter service in Europe, with routes between Rotterdam and Maastricht in the Netherlands and Cologne and Bonn in West Germany . France made aggressive use of helicopters in Algeria, both as troop transports and gunships. Piasecki H-21 and Sud -built Sikorsky H-34 helicopters rapidly displaced fixed-wing aircraft for

1680-416: The primary rescue and medical evacuation helicopters for the USAF during the Korean War. The Air Force continued to use the H-19 through the 1960s, ultimately acquiring 270 of the H-19B model. A notable rescue involving a USAF H-19 occurred on 12 April 1953 when a North American F-86 Sabre flown by leading American flying ace Joseph C. McConnell was riddled with cannon fire from an enemy MiG-15 during

1728-408: The rescue of personnel from the affected vessels. The HH-52 fleet was active for a total of 26 years, during which it reportedly was responsible for saving in excess of 15,000 people from various forms of life-threatening situations. Having been eclipsed by newer rotorcraft, the final flight of a HH-52 took placed on 12 September 1989, after which the type was officially withdrawn from USCG service. It

1776-473: The rockets created a dust cloud when fired, making the launcher a target for counter-battery fire , so launchers and crews were moved twice a day. Each HRS-1 helicopter carried four rocket launchers and extra rockets as external cargo, with the crew in the cabin. The HRS-1 helicopter proved to be durable and reliable in Korean service. One reportedly flew home after losing 18 in (46 cm) of main rotor blade to

1824-487: The transport of paras and quick-reaction commando teams. In Indochina, a small number of Hiller H-23s and H-19s were available for casualty evacuation. In 1956, the French Air Force experimented with arming the H-19, then being superseded in service by the more capable H-21 and H-34. The H-19 was originally fitted with a 20mm cannon, two rocket launchers, two 12.7mm machine guns, and a 7.5mm light machine gun firing from

1872-462: The use of a nose-mounted radial engine powering a single fully articulated main rotor located above the cabin, which helped maintain a proper center of gravity under varying loading conditions without requiring ballast to maintain longitudinal stability as with prior Sikorsky designs. This layout gave the H-19 series a characteristic bulbous-nosed appearance and made it one of the first truly successful single-rotor utility helicopters , leading to

1920-561: The use of offset flapping hinges located nine inches (230 mm) from the center of the rotor, and the use of hydraulic servos for the main rotor controls. These features yielded an aircraft that was far more capable in a transport role than previous Sikorsky designs. The forward engine location placed the main cabin essentially in line with the main rotor's rotational axis and close to the aircraft center of gravity , making it easier to maintain proper weight and balance under differing loading conditions. The impetus for this design choice

1968-502: Was changed to an inverted "V" shape. Early H-19 and HO4S variants were powered by a Pratt & Whitney R-1340-57 radial rated at 600 hp (450 kW) and used a centrifugal clutch that automatically engaged the main rotor when a preset engine speed was reached. However, the HO4S was deemed underpowered in U.S. Navy service with this powerplant, so the aircraft was re-engined with a 700 hp (520 kW) Wright R-1300-3 radial which

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2016-473: Was initially pursued as an independent commercial venture. In concept, the project combined the dynamic elements of the earlier Sikorsky S-55 with a boat hull-shaped fuselage and a single lightweight turboshaft engine. This was a relatively ambitious design for the era, being the first of Sikorsky's amphibious helicopters. On 14 May 1958, the prototype S-62 performed its maiden flight; in doing so, it had beat its larger Sikorsky S-61 sibling into flight by almost

2064-430: Was largely positive, confirming Sikorsky's performance claims and its suitability for the service. Accordingly, on 21 June 1962, Sikorsky was issued an initial production contract for the type. On 9 January 1963, the first of 99 production helicopters was delivered to the USCG. On 17 January 1969, the final example were delivered by the company. Perhaps the most prominent feature of the S-62 is its boat hull fuselage, which

2112-505: Was more compact, but otherwise similar to the preceding Sikorsky S-61 (adopted by the US Navy as the SH-3 Sea King). This fuselage is watertight, facilitating landings on water and snow alike, and furnished with two outrigger floats that help the rotorcraft resist both pitching and rolling motions while on the water's surface. These outrigger floats also accommodated the landing gear , which

2160-505: Was primarily replaced by the Eurocopter HH-65 Dolphin , a conventional nonamphibious helicopter. While the type remains in service, a number of Seaguards are on display at museums around the world: Data from Jane's All The World's Aircraft 1969–70 General characteristics Performance Related development Related lists Sikorsky S-55 The Sikorsky H-19 Chickasaw (company model number S-55 )

2208-623: Was retractable. To maintain its position while on the water, it was able to deploy an anchor . Although the S-62 bore little visual resemblance to the Sikorsky S-55, it used many of the same components. It was powered by a single General Electric T58-GE-8B turboshaft engine, capable to generating up to 1,250 hp (930 kW); it was a derated version of the T58-GE-10 powerplant used on the larger, twin-engined SH-3. The S-62 had sufficient power to carry up to 12 passengers, or six litters, along with

2256-511: Was the recent rejection of the Sikorsky XHJS by the U.S. Navy in favor of the tandem rotor Piasecki HUP Retriever ; the Navy had strongly objected to the necessity to use ballast in the cabin-forward XHJS to maintain proper weight and balance, prompting Sikorsky to seek single-rotor design alternatives that did not require this. Another benefit of this engine location was ease of maintenance, as

2304-410: Was widely used into the 1980s, when many operators elected to replace the type with newer rotorcraft. The HH-52 was withdrawn from USCG service during 1989 in favor of nonamphibious rotorcraft, such as the Eurocopter HH-65 Dolphin , which rely solely on the use of a winch from a low hover to conduct rescue operations. Development of the S-62 was launched by Sikorsky during the late 1950s; the initiative

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