Back Sikorsky S-58 / HSS "Seabat" / HUS "Seahorse" / CH-34 "Choctaw"
1954

Sikorsky S-58

The first prototype of this widely used helicopter was designed to meet a 1952 requirement of the U.S. Navy for a larger and more up-to-date helicopter to replace the S-55 on anti-submarine patrol work. Designated XHSS-1, it flew for the first time on 8 March 1954, since when some eighteen hundred have been built for service in many parts of the world. The first production HSS-1 flew on 20 September 1954, and the type became operational in August 1955. Now designated SH-34G, it has the name Seabat and carries either dunking sonar search equipment or weapons for attacking submarines. Later Seabats are the SH-34J (previously HSS-1N) with automatic stabilisation and some equipment improvements, and the 'winterised' LH-34D (formerly HSS-1L). Examples of these three models are still in U.S. Navy service, although since their replacement by the SH-3 Sea King began, many have been converted to utility transports with UH prefixes.

The U.S. Marine Corps, with whom the S-58 is known as the Seahorse, have used the type since 1957 primarily for utility transport and for recovery duties connected with the U.S. satellite programme. The 12-passenger UH-34D and UH-34E (formerly HUS-1 and HUS-1A) are basically alike, the latter being an amphibious version with pontoons for landing on water. The VH-34D is a VIP transport. Army S-58's have the name Choctaw, the CH-34A and CH-34C differing only in the equipment carried, and have been in service since April 1955 as 16-seat transports or crane helicopters. Substantial numbers of military S-58 variants have been exported, and in mid-1967 were serving with the Federal German Army (one hundred and forty-four); the navies of Argentina (five), Brazil (five), France (twenty-six), Germany, Indonesia, Italy (eighteen), Japan (fourteen) and the Netherlands (twelve); and the air forces of Belgium (nine), Cambodia (three), Canada (four), France (one hundred and ten), Germany, Israel (twelve), Thailand (twenty) and South Vietnam (sixty). Those in French and Belgian service were manufactured in France by Sud-Aviation.

The commercial S-58B and S-58D are passenger/cargo transport helicopters comparable with their military counterparts. The 12-seat airline version, certificated by the FAA in August 1956, was built for Chicago Helicopter Airways (eight), New York Airways (three) and Sabena (eight). Production of the S-58 ended in December 1965 after one thousand seven hundred and sixty-six had been built by Sikorsky, but has since started again to fulfil additional U.S. orders and one from the Italian Navy for six SH-34J's. The turbine-engined development still being produced by Westland as the Wessex is described separately.

K.Munson "Helicopters And Other Rotorcraft Since 1907", 1968

Sikorsky S-58

Another winner for Sikorsky in the fifties was the Model S-58. The prototype was developed to meet a US Navy specification for a more advanced antisubmarine helicopter than the S-55. Designated XHSS-1, it first flew on 8 March 1954 and the first production aircraft, nicknamed "Seabat", was ready by September. The Marine Corps adopted it in 1957 as "Seahorse" and the Army in 1955 as "Choctaw". As a transport helicopter capable of carrying 18 combat equipped troops or a 1350kg load, the Choctaw was widely used in Vietnam. The Marines received about 500 of the S-58 in the utility version (HUS-1 and -1A).

In 1956, Westland acquired the license to build the S-58 and developed a turbine-engined version called the Wessex. Sikorsky continued producing the S-58 with the Wright radial engine; a turbine-powered conversion with a PT6T-6 Twin Pack did not become available until 1970.

G.Apostolo "The Illustrated Encyclopedia of Helicopters", 1984

Sikorsky S-58

The H-34 was originally developed to meet a Navy requirement for a single-engined medium helicopter that could replace the Sikorsky HO4S (S-55 / H-19) in the anti-submarine warfare (ASW) role. Designated the Model S-58 by Sikorsky and XHSS-1 by the Navy, the new aircraft incorporated several features that had first appeared on the S-55, including a nose-mounted engine and a cockpit located above and slightly forward of a spacious, box-like passenger/cargo compartment. However, the S-58 was larger and heavier than its predecessor, with a more powerful 1525hp engine and a completely redesigned, downward-sloping tail section. The S-58 also differed from the S-55 in having larger-diameter, four-bladed main and tail rotors and three-point, tail-wheel landing gear.

The prototype XHSS-1 made its first flight in March 1954, and the type entered regular Navy service in August 1955 as the HSS Seabat. A troop transport variant was simultaneously acquired by the Marine Corps as the HUS Seahorse, and one example of this type was loaned to the Army for service test and evaluation. The Army had placed preliminary orders for production H-34A troop transport variants of the Navy XHSS-1 in April 1953 and the performance of the borrowed Marine Seahorse, which was essentially identical to the H-34 version, confirmed the Army's belief that the type would be a vast improvement over the H-19s then in service.

The Army accepted the first of 437 new-construction H-34As in April 1955; an additional twenty-one HUS-1 aircraft transferred from the Marine Corps during Fiscal Year 1955 were also designated H-34A (though at least five further USMC Seahorses operated by the Army between 1955 and 1957 retained their original Navy Bureau numbers). The H-34A's performance was, as hoped, markedly superior to that of the H-19, as evidenced by the fact that in 1956 an early production example flown by Army Captains Claude E. Hargett and Ellis Hill set new world helicopter speed records on courses of 100, 500 and 1000km. The H-34A was also the first helicopter judged safe enough for routine use by the U.S. President, and in 1957 the Army organized an Executive Flight Detachment equipped with specially modified Choctaws. These aircraft were fitted with extensive soundproofing, plush VIP interiors, and upgraded communications equipment, and were designated VH-34A.

In 1960 Sikorsky began modifying Army H-34As (and Air Force H-34As and -Bs) to -C model standard through the addition of automatic flight stabilization systems and other detail changes. By January 1962 the Army had 190 H-34Cs and 179 H-34As in its inventory; under the Tri-Service designation system introduced later that year the aircraft were redesignated as, respectively, CH-34C and CH-34B. Several -C model aircraft were subsequently modified to VH-34C standard for VIP transport duties.

Though the CH-34 was arguably the most capable Army transport helicopter of the early 1960s (prior to the widespread introduction of the UH-1 Iroquois), it did not see extensive Army service in Vietnam. The Army's 1962 decision to deploy the Vertol CH-21 Shawnee to Southeast Asia instead of the faster and more capable Choctaw was based on two considerations. First, in accordance with then-current Army doctrine regarding the area-standardization of aircraft types, the CH-21 was already widely deployed in the Pacific area and the continental United States, whereas all but about thirty of the Army's CH-34s were based in western Europe. It was therefore logical and logistically preferable that the CH-21, which was considered acceptable if somewhat past its prime, should be chosen for deployment to Southeast Asia. The Army's second reason for sending the Shawnee rather than the Choctaw was a somewhat negative opinion of the Choctaw's combat survivability, a belief based on French experience in North Africa. French forces had used both the CH-21 and the CH-34 in Algeria, the former flown by the Army and Air Force and the latter by the Navy, and official evaluations had indicated that the Shawnee was more likely to survive multiple hits by ground fire than was the CH-34. The French belief that the location and 'fragile' construction of the Choctaw's fuel tanks made the craft extremely vulnerable to ground fire seemed to validate the U.S. Army's decision to deploy the Shawnee to Vietnam pending the introduction into widespread service of the UH-1 Iroquois. The approximately twenty Army H-34s that did eventually reach Vietnam proved no more vulnerable than any other aircraft in the theatre, however, and ably carried out issions ranging from combat assault to aeromedical evacuation and general cargo transport. Most of these twenty aircraft were turned over to the South Vietnamese during the course of the war, though a few were ultimately reclaimed by the Army prior to the final collapse of the Saigon Government.

The CH-34 Choctaw remained in frontline Army service well into the late 1960s, and was standard equipment in many Army Reserve and National Guard aviation units for considerably longer. Indeed, the last Choctaw was not officially retired until the early 1970s, by which time the type's duties had been divided between the UH-1H Iroquois and the CH-47 Chinook.

S.Harding "U.S.Army Aircraft since 1947", 1990

Sikorsky S-58 / HSS "Seabat" / HUS "Seahorse" / CH-34 "Choctaw"

Designed to overcome the range and offensive payload deficiencies of the anti-submarine HO4S version of the S-55, the Sikorsky S-58 was developed to a US Navy order for a prototype XHSS-1 placed on 30 June 1952. The nose engine position was retained for the 1137kW Wright R-1820 engine, but a completely new fuselage, four-bladed main and tail rotors, and transmission system were introduced, together with main rotor and rear fuselage folding to facilitate shipboard stowage. The prototype flew on 8 March 1954, followed by the first production HSS-1 Seabat (later SH-34G) on 20 September, and the type began to reach anti-submarine squadrons in August 1955. The HSS-1N (SH-34J) was developed for night operations, equipped with Doppler for navigation, automatic stabilisation and automatic hover coupler, while a single HSS-1F (SH-34H) flown on 30 January 1957, was powered by two General Electric T58 turboshafts. In 1960 five HSS-1Z (VH-34D) helicopters joined the Executive Flight Detachment for Presidential and VIP transport duties. Seabats stripped of ASW equipment for utility duties were designated UH-34G and UH-34J.

The US Marine Corps ordered the HUS-1 Seahorse (UH-34D) version on 15 October 1954; able to carry 12 Marines, this variant entered service in February 1957. Four HUS-1L (LH-34D) helicopters were modified for operation in the Arctic, while inflatable flotation gear identified the US Marines' HUS-1A (UH-34E) and the US Coast Guard's HUS-1G (HH-34F). The US Army ordered several hundred H-34A, H-34B and H-34C Choctaw helicopters powered by 1063kW R-1820-84 engines and each carrying 16 troops or eight stretchers in the medevac role, the first unit being equipped in September 1955. The type was exported widely and built under licence in France and the UK, the turbine-powered Westland product known as the Wessex. In April 1971 Sikorsky received FAA approval for the S-58T PT6A Twin Pac-powered turbine conversion for H-34 airframes. One hundred and forty-six conversions, or conversion kits, were produced until, in 1981, the rights were sold to California Helicopter International. Since then customers for the California Helicopter (Sikorsky) S-58T included New York Airways, the Indonesian and South Korean air forces (now retired) and the government and air force of Thailand. The S-58T is also in service in Argentina with the Presidential Aircraft Squadron. Small numbers were built of S-58B and S-58D civil passenger and cargo transport helicopters, a 12-seat airline version being operated by Chicago Helicopter Airways, New York Airways and SABENA. When production was terminated in January 1970, Sikorsky had manufactured a total 1,820 S-58s of all versions.

In addition to the California Helicopters version, Orlando Helicopters also offers S-58 conversions. An S-58 Heli-Camper, similar in fit to the OHA-S-55 Heli-Camper is available, powered by a Wright Cyclone R-1820-84 engine. A further Orlando S-58T conversion is the Orlando Airliner, an 18-seat all-passenger version with nine additional tinted windows fitted on each side of the cabin. Thus far, nearly 30 conversions have been completed.

D.Donald "The Complete Encyclopedia of World Aircraft", 1997

Developed to meet US Navy specification for more advanced anti-submarine helicopter. Designated XHSS-1, it made its first flight 8 March 1954; first production aircraft, nicknamed Seabat, flew 20 September 1954. The army and navy versions were generally similar, differing mainly in equipment and fuel capacity. Westland acquired licence to build S-58 in the UK in 1956 and developed turbine version under name of Wessex. Total of 166 also produced under licence by Sud-Aviation in France. First commercial deliveries of S-58C made in 1956-57. In January 1970, Sikorsky announced the design of kits for the conversion to turbine power by the installation of the Pratt & Whitney PT6 Twin-Pac. First flight of the S-58T took place 19 August 1970; FAA certification awarded April 1971. Total of 153 conversion kits manufactured by Sikorsky, but exclusive rights acquired by California Helicopter International in 1981.

VERSIONS

CH-34A/H-34A Choctaw: Transport and general purpose helicopter for US Army.

CH-34C (formerly H-34C) Choctaw: Similar to CH-34A, but with airborne search equipment.

LH-34D (HSS-1L) : Winterised version of Navy Seabat.

SH-34G (HSS-1) Seabat: Anti-submarine version ordered by US Navy 30 June 1952; accepted for service in February 1954.

SH-34J (HSS-1N) Seabat: Improved version of SH-34G.

UH-34D (HUS-1) Seahorse: Utility version for Marines; ordered 15 October 1954 and accepted for service January 1957.

UH-34E (HUS-1A) Seahorse: Version with pontoons for emergency operation from water.

VH-34D (HUS-1Z) : VIP transport version of Seahorse.

S-58B: Commercial passenger/freighter version.

S-58C: Commercial passenger-carrying version with two doors on starboard side of cabin.

Description applies to this version except where indicated.

S-58D: Commercial passenger/freighter version.

S-58T: Turbine conversion with Pratt & Whitney PT6 Twin-Pac, comprising two PT6 engines and combining gearbox; improved performance includes greater speed and lifting power, and better hot-and-high operation.

Westland Wessex: Licence-produced UK version.

CUSTOMERS: Sikorsky built 1,821 models, mostly for military customers, between 1954 and 1968; another 166 built by Sud-Aviation and 356 by Westland under licence.

DESIGN FEATURES: Four-blade all-metal main and tail rotors. Blades of main rotor interchangeable. Tail rotor has servo control. Main and tail rotor brakes.

FUSELAGE: Semi-monocoque structure.

LANDING GEAR: Conventional three-wheel undercarriage, with tailwheel at extreme rear of fuselage. Air-oil shock-absorber struts. Mainwheels have rotating struts to reduce drag and weight. Tailwheel is fully castoring and self-centring, with an anti-swivelling lock. Mainwheel tyres 11.00 x 12. Tailwheel tyre 6.00 x 6. Toe-operated mainwheel brakes. Track 3.66m. Wheelbase 8.75m.

POWER PLANT: One Wright R-1820-84 radial air-cooled engine, rated at 1,136kW for take-off (S-58C) or 1,342kW PT6T-3 Twin-Pac comprising two PT6 turboshaft engines side by side with combining gearbox. Engine is mounted behind large clamshell doors in nose of fuselage to allow complete accessibility from ground level. Fuel capacity is from 750 litres to 1,164 litres depending on model.

ACCOMMODATION: Pilot's compartment above main cabin seats two side by side with dual controls. Cabin normally seats 12 passengers. Up to eight stretchers can be carried. Sliding windows of pilot's compartment removable in an emergency. Cabin and cockpit air conditioned and soundproofed.

Jane's Helicopter Markets and Systems

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FACTS AND FIGURES

- When he checked in for a Sabena S-58 flight, Igor Sikorsky was asked if his name was spelt like the helicopter's.

- US military designation changes in 1962 led to the HSS-1 becoming the SH-34G.

- 'Doughnut' bags could be fixed to the S-58 undercarriage to make it amphibious.

- US Army CH-34s maintained a constant patrol along the border of West Germany with Czechoslovakia and East Germany.

- The US Army-Marines Executive Flight Detachment used VH-34D aircraft.

- A total of 603 S-58s were delivered to the US Marines.


Technical data for Sikorsky S-58

Crew: 2, passengers: 12-18, engine: 1 x Wright R-1820 pistone engine, rated at 1137kW, main rotor diameter: 17.1m, length: 17.3m, height: 4.9m, take-off weight: 6350kg, empty weight: 3754kg, max speed: 198km/h, cruising speed: 158km/h, rate of climb: 5.6m/s, service ceiling: 2900m, range: 450km

Comments1-20 21-40 41-60
Phil B, e-mail, 14.03.2017reply

H&HS Iwakuni,Japan Aug66 to Aug68. We used the H-34 for SAR.
We had to keep the ground heat to the engine going during flight hours in order to make a quick take off. As avionics
crew member, I had to replace the very heavy UHF radio (ARC-27) about 50 lbs. Our Station Squadron at one time consisted of the H-34, C-117, C-45 and two Navy HU-16s. So, all these round engines consisted of R-985s and three different versions of the R-1820.
During a tour at SOMS-31 in Beaufort, S.C. I was on a test hop in the SAR H-34. As we were returning along the Savannah River, the controls had a malfunction and we landed in the River. Everyone walked out. That was my last 34 flight.

Joe Valle, e-mail, 07.09.2016reply

I too was in NAS Roosevelt roads ,1968-1970. Started in ground crew & ended up crew chief /plain caption . Got my AC WINGS down there in PR. Flew topside & down below. Great job only flying with that one helo ,UH34J , 1438998 tail #, I'll never forget

John, e-mail, 19.06.2016reply

I was appointed the first Project Officer for the retrograde movement of H-34s from Europe to CONUS beginning in the fall of 1967. Unit crew chiefs flew with the helicopters to one of three locations; the 48th at Goppergan (Stuttgart), the 245th at Finthen(Mainz) or the 661st at Schleisheim(Munich). The unit pilots went back to their units either by another unit helicopter or by ground. The crew chiefs stayed with one of the fourth echelon aircraft repair companies TDY as needed. At least long enough to pull the engine and fan. Sometimes as long as a week. After the tech inspection and necessary maintenance we would notify the owning unit to send pilos to fly the helicopter to Bremerhaven. They came back either by Beaver or the Germany railway system. We had great and highly experienced E-6s and E-7s. Excellent tech inspectors and motivated hanger mechanics. We'd fly to various cities over the week-end, always asking if anyone wanted to come along.

Robert Decoteaux, e-mail, 08.04.2015reply

From Feb 1060 to July 1963 I was with HS-2 Started our on the line division working on HSS-1 than transferred to the AT shop worked on HSS-1 and HSS-2 . Made 2 West Pac Cruises. On the USS Hornet CVS-12.. My best friends were : Otto Newton , Sherman Johnson , and Edward Kozlow from the AT Shop.. And Willie Mc Neil from the Line Div..

Gordon, e-mail, 03.10.2014reply

Don Mindemann...you posted a question pertaining a mid-air collission of 34's at Roosevelt Roads, PR in 1966. I was the crew chief on one of those 34's. If you somehow get this reponse, please contact me! I have pictures immediately after the crash. Found your question by chance looking for info about the crash myself. It was HMM 264 operating off of the USS Okinawa during a Carib cruise.

Fury,William, e-mail, 23.10.2014reply

I see a lot of = these in the E mail address's ,the one in mine don't belong there,maybe that's the reason No one gets a E mail from anyone !VO7

Jack covington, e-mail, 01.09.2010reply

I was stationed at Roosevelt Roads 67-69 with Station Operations. We had numerous aircraft 2 C-54's, 2 HU-16's, and 3 UH-34J's which I was a crewman on. Loved the old birds, but they required a lot of maintaince to keep them flying. Don't remember much about the oil useage, but still remember all the grease needed for the main and tail rotor after every flight. I think one tail number was 671, don't remember the others. Flew many a trip to Veiques.....

Bob Godman, e-mail, 27.09.2010reply

I was in the Army,90th support attached to the 36th trans company from 1959 to Mar.1962 in Hanau Germany, Fliegerhorst field. I really enjoyed working on these ships, we did a lot of heavy maintenance on them. Anybody else who served there?

Ron Phipps, e-mail, 09.10.2010reply

Was in HMM-262 from 1960 thru 1963 and was a crew chief on the Hus-1 (H-34)and had over 1000 hrs of flight time. Worked with the astronauts on the Project Mercury space program. This aircraft was very dependable and very low maintenance during the time I was in. Enjoyed the cross country trips we would take from New River, NC back to Ohio. I believe the pilots really enjoyed flying the aircraft,as much as I enjoyed crewing it.

Eric Boyce, e-mail, 15.10.2010reply

I worked on and flew S-58s and 58Ts for almost twenty years. There is no other helicopter that could do lift work in the 4000-5000 lb range as economically and as reliably as an S-58. In Alaska I accidentally lifted over 6000 lb (it was a very cold day, -10F.) I didn't have an onboard scale at the time and we were longlining caterpillar tracks up to a gold mine. It was the last load of the day and for some reason it seemed like a very heavy load as I took off.I fell out of the sky as I went to set the load for the mechanics. The customer counted the treads and told me the load was almost 6200 lbs! The 58T would do that easily but we never deliberately lifted over 5000. Out of 31 makes and models of helicopters, I like the 58 the best. A Bell 205 comes close but the 58 would fly circles around it... with a round motor.

William Fury, e-mail, 06.11.2010reply

I was a plane Capt(AD3) on the HSS-1 In HS-4 We Were the First Squadron to Deploy with 16 Helos ,I Know MB Smith ,He also was a Plane Capt at this time. We Boarded the USS Boxer CVS21 .We Lanched and Recovered them, The Yellow Shirts only Moved Us . By the Way The HISS had a 28 volt System . Blade Tracking was done with a Pole carring a Flag between outriggers ,the Blades were marked Red,Yellow, Blue, And Black .They were Crayoned on the Tips with those Colors .You Stood just below those Tips ,rotating at Takeoff RPMs ,Twisted the Flag ,carefully into those tips feeling 4 Hits ,retreated. All 4 colors had to appear on the Flag,. If they (Marks) Didnt Hide under your Thumb ,you adjusted the Pitch Links until they did1 Then Fly and set the MIM rotor (Collective Pitch Stops) for overspeeding the tip speed in Auto Rotation It was a Fun A /C to Fly .It took us about 30 minutes to Manual Fold or unfold them up ,Air Boss had a Baby !! Got it down to 3 1 /2 minutes ,ready to move or Launch .We in HS-4 Wrote the Book on Them for Ship Board Duty We had them before they installed the Throttle Governors . Did the 6 month Cruise ,HS-8 was looking for P /C s for their Deployment on the USSPrinceton CVS37 I volunteered, Off I went (AD2), All wooden Decks The 1820-84 had 2 Modifications from the 1820-82 on the S2Fs. They were ,There was NO Prop Reduction Gear in the Nose Case ,All reduction of Engine Speed was done in the Main transmission ,the Second was the Front Case oil Sump . Engine was pointed at about 2 O clock Position 15 degrees I Believe . The Clutch Also Had a Free Wheeling unit Lubed by UGL 90 Oil The Head had 4 Hyd Dampners ,Blades were Single Spars ,with Pockets attached to the Rear The Transmission Temp had to be Checked closely If the Rotors are not engaged (Trans Cooler would only Turn with the Tail Rotor shaft Turning) Tail wheel locking Pin would Shear if Rotors were over Torqed The Originals HSS-1s Had the Exhaust Collector outlet on the bottom Port Side, The Later Modles Had the Port Side ,3 O Clock with Noise Supressors Also the landing Gear Configuration was Changed We had a 35 Gallon Aux Tank in the Cabin in front of the Fan Compartment door , Parackotone was Painted on the Bottom to prevent corrosion! The Shin and all the Flight Control Bell Cranks were Mad of Magnisium Strong, but Highly Corrosive. They Had a Sound of their Own The Worst Sound They Made Flying Was ,SILENCE

Chrissy Smith, e-mail, 30.11.2010reply

Does Anybody have details of the Tail rotor tip speed, TR radius, TR blade chord and transmission rating limit in the hover of any variant of the S58 please?

Jim Crawford, e-mail, 28.02.2011reply

I was the last active duty Army pilot to get a CH-34 transition in 1970 at the Atlanta Army Depot ( Now Ft Gillum ) My duties were test pilot work and organizing flights from Charleston Army Depot where we were receiving the 34's from Germany as they were being replace there with UH-1's from Vietnam as it was winding down. We were processing them to the Army National Guard to replace their UH-19's.
I see from a post in 2006 talking about oil consumption. I was on a 45 minute test flight one time and used 10 gal of oil. No smoke no leaks-it was just gone!

John S. Meyer, e-mail, 05.03.2011reply

Thank you for posting info on the H-34.
In Vietnam, S. Vietnam pilots of the 219 Special Operations Squadron flew secret missions into Laos, Cambodia and N. Vietnam carrying Green Beret teams of US and indigenous personnel.
They flew during the entire eight-year secret war. Those who survived flew three more years.
We preferred the H-34 because it could take more hits than a Huey and our team could spread out in the windows to defend the aircraft during exfil.
I could go on for hours about the courage and the extreme sacrifices of the brave men of the 219th who saved many a Green Beret's bacon.
Their code name was Kingbees.
Thank you for this site.

Sincerely,

John S. Meyer
Oceanside, CA 92057

Roger D. Huffaker, e-mail, 02.08.2011reply

In 1963 while assigned to D Troop 2 /9th Cav in Munich, Germany I checked out in the Sikorsky CH-34. We had five of them assigned to our unit. This was the 3rd Army helicopter I was checked out in - and the first one that I had flown that really felt like it had a lot of power. I flew it about 85 hours before we turned them in in exchange for brand new Bell UH-1B models.

JackG, e-mail, 02.09.2011reply

We used the CH-34's for skydiving every weekend with the 10th SFG Trojan Sport Parachute Club, Bad Tolz, Germany. 1966-67. Lots of T /O's not much trouble. Only a couple of 'early exits' due to oil leaks. Many memories.

Javier Herrera, e-mail, 09.06.2013reply

could you tell me please..
how long Is the ignition delay time of the engines and ?
where it is written?
how many pounds fuel consumption as engine ignition?
thank you

Don Mindemann, e-mail, 22.06.2012reply

I am in hopes that one of the readers may help me...I was stationed in Roosevelt Roads, P.R, from 1966 to early 1968. Sometime, during that period, two helos were approaching the intersection of the main runway, when they collided, Both helos hit the ground hard, and both were very badly damaged, though I do not know if anyone was seriously hurt, as they were taxing,,Any information would help, perticularly dates, type, units envolved. I beleave they were either Marine helos, or transporting Marines. Again, any information, or possible leads would be of great help. I do thank you,,,,,

Elder Ambassador, e-mail, 14.08.2012reply

I was in the 1st Pioneer Bn at Pendleton when I first flew as a passenger on the HUS-1. I know it had windows, but most of us looked out on the passing countryside through the empty rivet holes in the fuselage. Loved the experience of being "air mobile" instead of moving by "shanks mare" as we usually did.

gary reece, e-mail, 12.05.2010reply

It is may 12, 2010 and i am at sanford orlando working on rhe flightline, iamlooking at a ch34 which just got new blades and is doing the balance run, we get them in here for maintenance a few times a year, so far this year had 6 in, they are still flying strong.

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