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Aviation History
1962
1962 - 0909.PDF
-7 FLIGHT International, 7 June 1962 907 VTOL SURVEY... helicopter speed records, over 3,15/25, 100, 500 and 1,000km. In setting up the 15/25km record of 210.6 m.p.h. on February 5 last, an HSS-2 became the first helicopter in history to exceed 200 m.p.h. under official record conditions. • Rotor diam, 62ft; length of fuselage, 54ft 9in; height, 15ft 4in; normal gross weight, 17,7681b; empty weight, 11,1941b; operating speed, 148 m.p.h.; max rate of climb at s.l., l,550ft/min; hovering ceiling out of ground effect, 6,000ft; range, 535 miles. S-61 This is the commercial counterpart of the HSS-2 and is available in two versions. The S-61 A is an amphibious transport almost identical with the HSS-2. The S-61L has a 50in longer fuselage, modi fied rotor head and a controllable stabilizer, and can be supplied in either non-amphibi ous or amphibious (S-61N) form. Los Angeles Airways began operations with the first of their fleet of four S-61Ls in the spring of this year. Mitsubishi Heavy Industries have ordered two, which they will assemble under licence in Japan. Others will be used by the US Marine Corps and US Army in the Executive Flight Detachment, a helicopter emergency evacuation and transportation unit. The standard S-61L is powered by two 1.250 s.h.p. General Electric CT58-110 shaft turbines, has accommodation for 25-28 passengers in full airline-standard comfort, and can be fitted with roll-out baggage trays in the bottom of its hull. • Rotor diam, 62ft; length of fuselage, 58ft 11 in; height, 15ft 4in; gross weight, 19.0001b; empty weight. 10,8751b; max speed, 150 m.p.h.; average cruising speed, 140 m.p.h.; max rate of climb at s.l., l,300ft/min; max range, 250 miles. S-62 Like many other manufacturers, Sikorsky entered the turbine helicopter field by marrying the shaft turbine engine to an existing well-proven rotor system. In the case of the S-62A this involved the 1,050 s.h.p. General Electric T58-GE-6 shaft turbine, and the rotor blades, main and tail rotor heads, main, intermediate and tail gearboxes, shafting and portions of the flying control and hydraulic systems of the S-55. But Sikorsky were not content with this, and designed a completely new flying- boat type of fuselage for the S-62A, which started the new fashion of amphibious commercial helicopters. Later, after the S-62A had proved itself, the company produced the basically-similar S-62B, using the'rotor system of the S-58, with the blades cropped by 13in. Sales to date, to civil and military customers, total only about 20. The most important order, because it should be the first of several from the same customer, is for four special search and Sikorsky S-64 Skycrane rescue HU2S-ls for the US Coast Guard. The following data apply to the S-62A, which carries a useful load of approx 4601b more than an S-55 under all conditions, as a result of the switch to turbine power. • Rotor diam, 53ft; length of fuselage, 44ft 7in; height, 14ft 2in; overload gross weight, 8.3001b; empty weight, 4,7891b; max speed. 109 m.p.h.; cruising speed, 98 m.p.h.; max rate of climb at s.l., l,300ft/min; hovering ceiling out of ground effect, 8.000ft. S-64 Skycrane Latest product of the Sikorsky design team, flown for the first time only one month ago, on May 9, the S-64 is a strictly functional flying crane, with a useful load of no less than 20,7601b. Its development has benefited greatly from experience gained with the original S-60 Skycrane, powered by two Pratt and Whitney R-2800 piston-engines; and, in fact, both aircraft have utilized the basic well-proven rotor system of the Sikorsky S-56. Two more S-64s are being built for evaluation by the German armed forces, in co-operation with Weser Flugzeugbau. The S-64 is powered by two 4,050 s.h.p. Pratt and Whitney JFTD12A-1 shaft turbines and is intended for universal military transport duties. Equipped with interchangeable pods, a single aircraft could switch quickly from one to another of many different duties such as mine-sweeping, cargo transport and anti-submarine mis sions. Such a pod could easily accommo date up to 60 equipped troops or a complete field-hospital unit. The following data are based on the attachment of a high-drag cargo pod, of the type illustrated above. • Rotor diam. 72ft; height, 18ft 7in; gross weight, 38,0001b; empty weight, 17,2401b; max speed, 122 m.p.h.; average cruising speed, 110 m.p.h.; max rate of climb at s.l., 1,400ft/ min; max range. 191 miles. Umbaugh I8A line-up Umbaugh Aircraft Corporation Peace River Plant, Bartow, Florida Umbaugh 18A After one or two false starts and rather-too-ambitious plans, production of this attractive little tandem two-seat autogyro has been undertaken by the Peace River Manufacturing Corp, of Bartow, Florida, and the first example is expected to leave the assembly line next month. Powered by a 180 h.p. Lycoming O-360-A1A, the Umbaugh 18A has been specially designed for mass production, and the price in Germany is quoted at only about £4,500. For this, one gets a work manlike little aircraft, equipped for jump- starts and with plenty of potential for applications such as crop-spraying. Four- seat and six-seat developments are being planned. • Rotor diam, 35ft; length of fuselage, 19ft lOin; height, 9ft 3in; gross weight, 1,8001b; max speed, 110 m.p.h.; econ cruising speed, 85 m.p.h.; max rate of climb at s.l., 710ft/min; service ceiling, 12,000ft; range, 300 miles. Vanguard Air and Marine Corporation PO Box 124, Paoli, Pennsylvania Model 2 Omniplane The latest news of this pioneer "fan-in-wing" research air craft is that tests (under USAF Air Research and Development Command sponsorship) in NASA's full-scale wind tunnel at Ames Research Center have progressed well and that the Omniplane has now been re- engined with an 825 s.h.p. (de-rated to 600 s.h.p.) Lycoming YT53-L-1 shaft turbine. As the original engine was a 265 h.p. Lycoming piston-engine, this represents a major advance. Even now, the powerplant will have plenty to do, as it drives the two main horizontal ducted lift-fans inside the stubby wings, a small ducted control fan in the nose and the ducted propeller at the tail. The Omniplane is designed to take off vertically, with most of the engine power going into the rotors. Propeller pitch will then be increased progressively to provide forward thrust. Finally, when the wings develop sufficient lift to maintain flight, the lift-fans will be de-clutched and their ducts
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