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Aviation History
1953
1953 - 0126.PDF
Two more stages in the evolution of helicopter operating technique : (left) one of the three S-S1s (pictured at Northolt) which opened a London- Birmingham passenger service on June 1st, 1951; (right) night-landing, with dummy mail, at Peterborough in February, 1949. B.E.A.'s HELICOPTER UNIT... Provision of adequate navigation aids, the technique to be followed in approaching restricted areas (here we are handicapped by the fact that only single-engined aircraft are available at present), the development of safety standards, problems of noise, the further development of the night- and blind-flying equipment—all these are typical of the main experimental problems which the Unit has to face at the moment. Another major consideration which is exercising our attention is that of the basic principles to be followed in the design of a city-centre rotorstation. Questions as to how big it must be, what provision is required for refuelling, passenger handling, maintenance, crash removal and so on, are all receiving attention. We must be in a position to advise local authorities and other bodies who are at this moment seeking advice on these very matters. For the future, in the operating field we are looking forward to resuming scheduled passenger services over the London airports; Birmingham rotorstation route next summer, when we take delivery of the two Bristol 171s which have just been ordered. This will give us the opportunity of assessing this new type under regular scheduled condi tions, for which experience there is no other substitute. It is true that so long as single-engined equipment is being flown little real relaxation in the limits governing such a service can be expected, but we hope that the installation of the Decca Navigator and the presence of a.full blind-flying panel may enable some improvement in regularity to be achieved in otherwise marginal conditions. Another important aspect of this 171 service lies in the fact that the next aircraft to come along is likely to be the multi-engined Bristol 173 Mk 1, which can be regarded as two Bristol 171 aircraft joined by a long fuselage; the vital mechanical components are virtually identical on both types and this experience of the 171 under scheduled operations is bound to be of tremendous value in the operations with the 173. The arrival of this prototype aircraft, the first British multi-engined helicopter, is keenly awaited. Its advent will herald the opening of a new phase of our experimental work and will provide us with an essential tool. So many problems can be tackled realistically from the flying point of view only when a multi-engined aircraft is available and a great deal of work needs to be done with this machine. We do not consider that the 173 Mk 1 is economically attractive to us as an airline; but, on the other hand, the developed version—the Mk 3— shows distinct promise. Eventually we hope that it will be possible to operate a small fleet of such aircraft in regular B.E.A. service as a means of making a real start on direct inter-city air transport. The 173s are regarded by B.E.A. as interim aircraft to give experience of this important new field. They will lead to 'die eventual use of a much larger (and profitable) helicopter of upwards of 40 seats, which we hope to be seeing in the late 1950s and in full operation in the early 1960s. When this is achieved, for the first time air transport will really reach into the short- range transport market, which up to now it has scarcely touched. One has only to look at a population map of Western Europe, including Great Britain, to realize what tremendous potentialities there are in this market. I am convinced that the market awaiting a successful economic large transport helicopter is just as great as that for the Comet, Viscount, Britannia, which are being sold abroad so successfully. But I am equally convinced that, unless the Government, manufacturers and operators work together and press this major development through with the utmost speed, we shall lose the market for many years. Only a relatively short time remains in which to get British civil helicopters into regular inter-city operations; we must seize the chance. In this short note on B.E.A.'s activities and views in the helicopter field I have not mentioned the many charter and training jobs successfully undertaken over the last few years. Repairs of a dam, M.C.A. and R.A.F. radar calibration, experimental crop dusting, power-line inspection, trials at sea on a fleet carrier, training R.A.F. and civil pilots, noise-measurements in London; these are representative of jobs done, the choice being governed by the twin questions "Is the helicopter art being advanced ?" "Is a real service being rendered ?" We look forward to many more such interesting and instructive jobs over the forthcoming years, to provide variety and balance to the main role of the development of the helicopter for airline transport use. HELICOPTER versus PEST THE existence in this country of a private company which operates helicopters as a commercial proposition might sur prise many people, had they not heard of Pest Control, Ltd., whose letterhead adds "consulting entomologists." Behind this somewhat formidable description lies a sound four-year background of rotorplane-operating experience in several countries and under varying operating conditions, no less important because of its highly seasonal nature. The company, which itself manufactures crop-spraying equip ment and chemicals, began commercial spraying by helicopter in June 1948, after an extensive series of experimental trials. The machines used were Sikorsky S-51S, which have since been followed by Hiller 360s, of which four are now operated, together with six Austers. The spraying and dusting season, in Britain, lasts from April to September, during which time the helicopters are fully employed on agricultural work against a variety of insect and other pests. These activities are regularly followed by a period of cotton-spraying in the Sudan up to the end of the year, under contract with the Sudanese government, and often by other foreign work. France, Switzerland, and South Africa are among the countries which have been visited. Miscellaneous charter work on non-agricultural projects helps to improve the utilization during the winter months. Flying a crop-spraying helicopter imposes a more severe strain on the pilots than do most other forms of aerial work, and there is little time to relax. The refuelling equipment is normally situated very close to the area being sprayed, and the turn-round times obtained are surely the envy of every airline. Most flights in this country are of 6-10 minutes' duration, but may, exceptionally, last up to half an hour. The operating height varies, but a typical value is 5ft above the crop, when the 34ft spray-bar would give -a covered width of some 60ft. The speeds employed are rarely above 35 m.p.h. The Hiller 360 machines are well-liked by the pilots and by the firm, being pleasant to fly, reliable and economical. For spray- Summer spray. One of the Hiller 360s, seen here over an orchard at Cockayne Hatley, brings a new shape to the Bedfordshire countryside.
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