Sikorsky S-61

A Canadian Helicopters Sikorsky S-61L at CFB Cold Lake in 1992

A Bristow Helicopters S-61N operating for HM Coastguard

A Carson Helicopters Fire King drops on the 2007 WSA Lightning Complex fire.

HeliJet's S-61N at Vancouver International Airport

Irish Coast Guard S-61N in 2012

A Coulson Aircrane's S61N doing a drop during the Australia Bushfire Season.

The Sikorsky S-61L and S-61N are civil variants of the successful SH-3 Sea King helicopter. They are two of the most widely used airliner and oil rig support helicopters built.^[1]

Design and development

In September 1957, Sikorsky won a United States Navy development contract for an amphibious anti-submarine warfare (ASW) helicopter capable of detecting and attacking submarines.^[1] The XHSS-2 Sea King prototype flew on 11 March 1959. Production deliveries of the HSS-2 (later designated SH-3A) began in September 1961, with the initial production aircraft being powered by two 930 kW (1250shp) General Electric T58-GE-8B turboshafts.

Sikorsky was quick to develop a commercial model of the Sea King.^[1] The S-61L first flew on 2 November 1961, and was 4 ft 3 in (1.30 m) longer than the HSS-2 in order to carry a substantial payload of freight or passengers. Initial production S-61Ls were powered by two 1350shp (1005 kW) GE CT58-140 turboshafts, the civil version of the T58. The S-61L features a modified landing gear without float stabilisers.

Los Angeles Airways was the first civil operator of the S-61^[2] introducing them on 11 March 1962, for a purchased price of $650,000 each.^[3]

On 7 August 1962, the S-61N made its first flight.^[1] Otherwise identical to the S-61L, this version is optimized for overwater operations, particularly oil rig support, by retaining the SH-3's floats. Both the S-61L and S-61N were subsequently updated to Mk II standard with improvements including more powerful CT58-110 engines giving better hot and high performance, vibration damping and other detail refinements.

The Payloader, a stripped down version optimised for aerial crane work, was the third civil model of the S-61.^[1] The Payloader features the fixed undercarriage of the S-61L, but with an empty weight almost 2,000 lb (910 kg) less than the standard S-61N.

Carson Helicopters was the first company to shorten a commercial S-61. The fuselage is shortened by 50 in (1.3 m) to increase single engine performance and external payload.^[4]

A unique version is the S-61 Shortsky conversion of S-61Ls and S-61Ns by Helipro International.^[1] VIH Logging was the launch customer for the HeliPro Shortsky conversion which first flew in February 1996.

One modification for the S-61 is the Carson Composite Main Rotor blade. These blades replace the original Sikorsky metal blades which are prone to fatigue. The Carson Composite Main Rotor blades permit a modified aircraft to carry an additional 2,000 lb (907 kg) load, fly 15 kn (28 km/h) faster and increases range 61 nmi (113 km).^[4]

The latest version is the modernized S-61T helicopter. The US State Department has signed a purchase agreement for up to 110 modernized S-61T aircraft for passenger and cargo transport missions in support of its worldwide operations. The first two modernized S-61 aircraft will support missions for the U.S. Embassy in Afghanistan.^[5]

Variants

S-61L 

Non-amphibious civil transport version. It can seat up to 30 passengers (13 Built).^{[citation needed]}

S-61L Mk II

Improved version of the S-61L helicopter, equipped with cargo bins.^{[citation needed]}

S-61N 

Amphibious civil transport version.^{[citation needed]}

S-61N Mk II

Improved version of the S-61N helicopter.^{[citation needed]}

S-61NM

An L model in an N configuration.^{[citation needed]}

S-61 Payloader

Stripped down machine optimised for aerial crane work; features the fixed undercarriage of the S-61L, but with an empty weight almost 900 kg (2,000 lb) less than the standard S-61N.^{[citation needed]}

S-61 Shortsky

Shortened conversion of the S-61L and S-61N, designed to increase single engine performance and external payload.^{[citation needed]}

S-61T Triton

S-61 modernized upgrade by Sikorsky and Carson; Upgrades include composite main rotor blades, full airframe structural refurbishment, conversion of folding rotor head to non-folding, new modular wiring harness, Cobham glass cockpit avionics; initial models converted were S-61N^[6]

Operators

 Canada

• CHC Helicopter^[7]
• Cougar Helicopters^[8]

 Greenland

• Air Greenland^[9]

 Lebanon

• Lebanese Air Force^[10]

 Malaysia

• Royal Malaysian Air Force^[10]

 United Kingdom

• Bristow Helicopters^[11]

 United States

• Carson Helicopters^[12][13]
• Croman Corporation ^[14]
• Helicopter Transport Services ^[15]
• AAR Corp ^[16]
• United States Department of State ^[17]

Former operators

 Canada

• Canadian Coast Guard^[18]

 Ireland

• Irish Coast Guard ^[19][20]

 Netherlands

• KLM Helicopters ^[21][22]

 Pakistan

• Pakistan International Airlines^[23]

 United Kingdom

• British Airways Helicopters^[24]
• British International Helicopters^[25]
• Her Majesty's Coastguard^[26]

 United States

• Los Angeles Airways^[27]
• New York Airways^[28]

Notable accidents

N300Y, the Los Angeles Airways prototype of the Sikorsky S-61L Helicopter, lifting off from the Disneyland Heliport

OY-HAI, the S-61N at Nuuk Heliport on a flight before its fatal flight on 25 October 1973

• Pakistan International Airlines Flight 17 was a Sikorsky S-61 that crashed on 2 February 1966 on a scheduled domestic flight in East Pakistan with 23 killed and one survivor.

• On 22 May 1968, Los Angeles Airways Flight 841 crashed near Paramount, California, resulting in the loss of 23 lives. The accident aircraft, N303Y, serial number 61060, was a Sikorsky S-61L en route to Los Angeles International Airport from the Disneyland Heliport in Anaheim, California.

• On 14 August 1968, Los Angeles Airways Flight 417 crashed in Compton, California, while en route to the Disneyland Heliport in Anaheim, California from Los Angeles International Airport, resulting in the loss of 21 lives. The accident aircraft, N300Y, serial number 61031, was the prototype of the Sikorsky S-61L.^[29]

• On 25 October 1973, an Greenlandair S-61N, OY-HAI "Akigssek" ("Grouse") crashed about 40 km south of Nuuk, resulting in the loss of 15 lives. It was en route to Paamiut from Nuuk. The same aircraft had an emergency landing on the Kangerlussuaq fjord 2 years earlier, due to flameout on both engines because of ice in the intake.^[30]

• On 16 May 1977, New York Airways' commercial S-61-L, N619PA, suffered a static rollover onto its starboard side at the heliport on top of the Pan Am Building while boarding passengers. The accident killed four boarding passengers and one woman on the street. 17 additional passengers and the three flight crew members were uninjured.^[31] The landing gear collapse was a result of metal fatigue in the helicopter's main landing gear shock-absorbing strut assembly, which caused the helicopter to tip over without warning. The accident resulted in the permanent closure of the Pan Am Building heliport.^[32] As the heliport was closed, the wreckage was removed by disassembling it and taking the assemblies down to street level using the building's freight elevators. The airframe was taken to Cape Town, South Africa, where it was rebuilt, certified and returned to service as the first S61 used in the Ship-Service Role off the shores of the Western Cape by the company "Court Helicopter" which was later amalgamated with CHC.^[33]

• On 16 July 1983, British Airways Helicopters' commercial S-61 G-BEON crashed in the southern Celtic Sea, in the Atlantic Ocean, while en route from Penzance to St Mary's, Isles of Scilly in thick fog. Only six of the 26 on board survived. It sparked a review of helicopter safety and was the worst civilian helicopter disaster in the UK until 1986.^{[citation needed]}

• On March 20, 1985, an Okanagan Helicopters S-61N (C-GOKZ) ditched in the Atlantic Ocean off of Owl's Head, Nova Scotia. The aircraft was en route from the MODU Sedco 709 offshore Nova Scotia to the Halifax International Airport(YHZ)when it suffered total loss of transmission fluid from the main gearbox. There were 15 passengers and 2 crew on board. There were no injuries during the ditching, however several passengers suffered from varying degrees of hypothermia. As a result of this incident, there was a dramatic increase in thermal protection and other advancements in helicopter transportation suits for offshore workers on the east coast of Canada.

• 12 July 1988 a British International Helicopters S-61N ditched into the North Sea, no injuries.

• On 8 July 2006, a Sociedad de Salvamento y Seguridad Marítima S-61N Mk.II search and rescue helicopter, crashed into the Atlantic Ocean while it was flying from Tenerife to La Palma. There were no survivors among the six people on board.^{[citation needed]}

• On 5 August 2008, two pilots and seven firefighters assigned to the Iron Complex fire in California's Shasta-Trinity National Forest, were killed when Carson Helicopters Sikorsky S-61N helicopter N612AZ crashed on take-off. Of the 13 people reported to be on board, one other pilot and three firefighters survived the crash with serious or critical injuries. The NTSB determined that the probable causes of this accident was the following actions by Carson Helicopters: 1) the intentional understatement of the helicopter’s empty weight, 2) the alteration of the power available chart to exaggerate the helicopter’s lift capability, and 3) the practice of using unapproved above-minimum specification torque in performance calculations that, collectively, resulted in the pilots’ relying on performance calculations that significantly overestimated the helicopter’s load-carrying capacity and did not provide an adequate performance margin for a successful takeoff; and insufficient oversight by the U.S. Forest Service and the Federal Aviation Administration. Contributing to the accident was the failure of the flight crewmembers to address the fact that the helicopter had approached its maximum performance capability on their two prior departures from the accident site because they were accustomed to operating at the limit of the helicopter’s performance. Contributing to the fatalities were the immediate, intense fire that resulted from the spillage of fuel upon impact from the fuel tanks that were not crash resistant, the separation from the floor of the cabin seats that were not crash resistant, and the use of an inappropriate release mechanism on the cabin seat restraints.^[34][35][36]

Specifications (S-61N Mk II)

Data from International Directiory of Civil Aircraft^[1]

General characteristics

• Crew: 2 pilots
• Capacity: up to 30 passengers
• Length: 58 ft 11 in (17.96 m)
• Rotor diameter: 62 ft (18.9 m)
• Height: 17 ft 6 in (5.32 m)
• Disc area: 3,019 ft² (280.6 m²)
• Empty weight: 12,336 lb (5,595 kg)
• Loaded weight: lb (kg)
• Max. takeoff weight: 19,000 lb (8,620 kg)
• Powerplant: 2 × General Electric CT58-140 turboshafts, 1,500 shp (1,120 kW) each

Performance

• Maximum speed: 166 mph (267 km/h)
• Cruise speed: 120 kn (222 km/h)
• Range: 450 NM (833 km)
• Service ceiling: 12,500 ft (3,810 m)
• Rate of climb: 1,310–2,220 ft/min (400–670 m/min)

See also

Related development

• SH-3 Sea King
• Sikorsky S-62
• Sikorsky S-61R
• CH-124 Sea King
• Westland Sea King

References

External links

Wikimedia Commons has media related to Sikorsky S-61.

• Canadian Coast Guard S-61N Characteristics page
• "Helipro Shortsky enters service" FlightGlobal
• S-61N Specs & Photo on flugzeuginfo.net
• HELIS.com Sikorsky S-61/H-3/HSS-2 Database