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Aviation History
1954
1954 - 1281.PDF
568 FLIGHT 1 May 1954 THE AIR FORCE: These Sikorsky H-19s belong to the U.S.A.F. Troop Carrier com mand; they are seen bringing in infantry during exercise "Long Horn" in Texas. HELICOPTERS IN WAR An Appraisal of the U.S. Army's Experience of Rotating-winged Transport FOR various reasons—principally a lack of suitable air craft and a lack of finance—the United Kingdom has paid no more than lip-service to the possibilities of military transport offered by the helicopter. Of the small number of rotary-wing aircraft in service with the British Services, hardly any are used for transport as such; most are employed in rescue, personal liaison and similar roles. The United States, however, has been using helicopters en masse for long enough to know exactly what can be done and a recent report, Army Helicopters, issued by the Office of the Army Chief of Transportation, puts the results of the period 1950-53 into a nutshell. The report begins by outlining the background of Army logistic and front-line support, first with the Army Mule (four-legged variety), and then with the Jeep, the submersible Eager Beaver and the tracked Weasel and Otter, which accept any type of terrain. In 1949, the U.S. Army had sufficient helicopter experience to issue a requirement for a number of these machines large enough to carry personnel, cargo and equipment; these were to be used in the combat zone itself, by-passing all natural obstacles. Special units were raised, capable of making the fullest use of the new form of travel; by November 1950, the first helicopter transportation company had been "activated," with an establishment of 21 aircraft. Its task was the move ment of one rifle company specially trained in the new technique. Since that date, the first unit—the 6th Transportation Company (Helicopter)—has seen active service in Korea. Meanwhile, the Army has set up a "procurement programme" for the period 1953-1959, under which sufficient large heli copters will be bought to equip 12 full battalions, with 67 aircraft per battalion. These will be assigned on the basis of one company to each Army division, and one battalion (of three companies plus a H.Q. and service company) to each corps. The overall plan provides for training requirements and attrition losses. At the same time, training programmes have gone ahead to provide flying and maintenance personnel as needed. As stated, the first company was activated in November 1950. The first operational mission took place the following August, and various exercises have since been carried out involving operations in various types of climate and local con ditions. The 6th company arrived in the Far East early last year, and was followed by a second company last summer. While in Korea, the units were required to perform six major movements: two involved troop movements while the remainder were concerned with logistic supply. In each operation, the combat commanders were highly delighted with the results and major problems did not arise. As a result, the army field commander now looks upon the heli copter as just another mode of transport, integrated into normal transport movement-control channels. Throughout the missions described below the predominant helicopter is the Sikorsky H-19 (or S-55) which is illustrated on these pages. Powered by a Pratt and Whitney engine of 600 h.p. or a Wright engine of 800 h.p., this aircraft has a "brochure" capacity of eight troops, six litters, or a maximum of 1,500 lb of cargo, which can be carried over a distance of some 100 miles at a conservative gross weight of 6,835 lb. The maximum useful load is 3,033 lb, which gives a range of 400 miles, or 1,000 miles with extra tankage. The normal cruising speed is 80 to 86 m.p.h., with a fuel consumption of 31 Imp. gal/hr. In actual service, the H-19 could be relied upon to bring a mean of two tons into the front line for each hour that the aircraft was at work. Of the 20 aircraft assigned to a company, 12 (or 57 per cent) were normally available at any time. During operational missions, the average daily flight time was four hours per aircraft—a quarter-hour more than in the service of New York Airways, who operate civil S-55s. On the other hand, the unit was unable, with present H-19s, to move a combat-equipped infantry rifle company in one lift; this largely resulted from optimistic expectations of the individual aircraft performance and availability, but was also influenced by the arduous conditions experienced. It was very soon realized that helicopter movements demand careful planning in advance and, in particular, the closest liaison between the commander, the helicopter unit, the sup ported unit and the supplier. The effect on tactics is very slight; but, as the local com mander gains experience of, and confidence in, helicopters, so will he be enabled to take bolder and more timely and decisive action in the field. With currently available helicopters, a front-line infantry regiment can receive all its supplies by air. This holds good over extended periods; in Korea, support was sometimes maintained for as long as one month. The only real weakness of the H-19 was its inability to lift vehicles—a shortcoming which is answered by later aircraft. The employment of cargo helicopters in Korea was not, of course, limited to the U.S. Army; the Air Force and, in particular, the Marine Corps, have had such aircraft in that theatre for over two years. An especially notable operation was recently carried out by Army and Marine Corps' heli copters flying side-by-side, in which over 6,000 neutral
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